::JEPPESEN INTRODUCTION 30 DEC 05

TABLE OF CONTENTS

Below is a complete list of the standard contents of Airway Manual. Limited or special coverages may not con­
tain all items, but that material which is included should be arranged in the order outlined.

CHART GLOSSARY 1

41
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . • . . . . . . . . . . . . . . . . .

ABBREVIATIONS . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • . . • • . . . . . . . . . . . . . . • • • • • . . . . . . . . . . . . .

51
51
ENROUTE CHART LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . • . . . .

51
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . . . . . .

52
Jeppesen IFR Enroute Plotter Instructions - Enroute and Area Charts . . . • • . . . . . . . . . . . . . . • . • • . . .

53
Navaid Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • • . . .

53
Navaid Identification . . . . . . . . . . . . . . . . . . . . . . . . • • . • . . . . . . . . . . . . . • • • • . . . . . . . . . . . . . . . . • . . .

54
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . • • . . . . .

54
Navaid / Communication Data . . . . . . . . . . . . • • • • . • . . . . . . . . . . . . . • • • . • . . . . . . . . . . . . . • • • . . . . .

Restricted Airspace . . . . . . . . . . . . . . . . . . . . • • • • . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . • • . • . . . . .

Restricted Airspace Designation . . . . . . . . . • • . . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . • • • . . . . . . . . 55

55
55
Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • • . • . . . . . . . . . . . . . • . • . . . . . . . .

56
Airway and Route Components . . . . . . . . . . . . . . . . . . . . . . . . . • . . • • . . . . . . . . . . . . . . . • . . . . . . . . . .

57
Airway Information . . . . . . . • • • . • . . . . . . . . . . . . • . • • • • • . . . . . . . .

Low & High/Low Altitude Enroute Chart Legend

. . . . . . . . . . . . . . . . . . .

58
. . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • . . . . . . . . . . . .

United States Low Altitude Enroute & Area Chart Legend

59
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60
High Altitude Enroute Chart Legend . .

Australia Enroute & Area Chart Legend

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.... . . . .... . . . . ..... . . . . .. . .. . . . ..... . . . . . ... 61

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ICAO Airspace Classifications . . . ..... . . .... . . . . . .. . . . . . . . ... . . . . .. . . . 61

Airway Navaid/Reporting Point By·Pass. .

. . ....... . .. . . . . . ...... . . . . . ............ . . . . . . . . .... . ....... 62

.

62
Orientation .

62
Border Information . . . . . . • . . . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . . . . . .

63
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

U.S. Series 800 and 900 Designated RNAV Routes 63

U.S. GPS MEAs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . .

63
. . . . . . . . . . . . . . . . . . . . . . • • • • • . . . . . . . . • . . . .

Australia and Canada T RNAV Routes.

71
. . . . . . . . . . . . . . . . . . . . . • . • • . . . . . . . . . . . . . . . . • . . .

ENROUTE CHART LEGEND - HIGH ALTITUDE CHARTS

71
. . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . • • . . .

72
ENROUTE CHART LEGEND - AREA CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . . .

Generalized Terrain Contours

75
. . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . • • • • • . . .

CLASS B AIRSPACE CHART LEGEND

81
. . . . . . • • . • . . . . . . . . . . . . . . • • • • • . . . . . . . . . . . . . . • • • • . . . . . .

& STAR LEGEND

82
SID/DP . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • • . • . . . . . . . . . . . . . . • • . . . . .

82
Graphic . . . . . . . . . . . . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . • . . • • . . . . . . . . . . . . . . . . • • • . . . . .

84
Route Portrayal . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . . • • . • . . . . . .

Procedure Applicable to USA FAA only

1 01
. . . . • . • • . . . . . . . . . . . . . • . . • • . . . . . . . . . . . . . • . • • . • . . . . .

1 01
APPROACH CHART LEGEND . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • . • . . . .

1 02
Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . . . • • • • . . . .

1 04
Heading . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . • • . . . . . . • . . • . . . . . .

1 08
Approach Plan View . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . . . . • • • • • . . . . . . . . . . . . . . . • . . . . . . .

112
Profile View . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . • . • . . . . . . . . . . . . . . . • . • . . . . . . .

116
Landing Minimums . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.. . . 117
Airport Chart Format . . . . . . . . . . . . . . . • • . • • • • • . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . . . . . . . . .

. 118
Airport Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Additional Runway Information . .

121
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

125
Lighting Systems . . . . . . . . . . . . . . . • . • • • • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • • • . . . . . . .

Takeoff and Alternate Minimums

131
. . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . .

VOR DME RNAV APPROACH CHART LEGEND . . . . . . . . . . . . . . . . . . . . . . . . • . • . . . . . . . . . . . . . . .

CHARTED VISUAL FLIGHT PROCEDURES. .. ... . . . . . .. . . . . ... . ...... . . ... . . .......... 1 37

. . . . . . . . . . . . . 137
.

C VFPs (USA Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . • .

APPROACH CHART LEGEND - GPS APPROACH CHARTS . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . 147

(!IJEPPESEN SANOE;RSON, INC .• 1998. 2005. ALL RIGHTS RESERVED.

II 30 DEC 05 INTRODUCTION =�.JEPPESEN
TAB L E OF CONTENTS

APPROACH CHART LEGEND NEW FORMAT (BRIEFING STRIP CONCEPT) . . . .. . NEW FORMAT 1
General. . . . ... . . . . . . . . . . . . . . . ... . . . . . . ..... . . . . . .. . ..NEW FORMAT 1
Approach Chart Heading N EW FORMAT 2
Approach Plan View . . . . . . . .... . . . . . ... . . . . . . . ... . . . . . . ..... . . . . . ..... . . . .NEW FORMAT 3
. . . . . . . . . . . . • . • . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . . .

Profile View. .. . . . . . .. . . . . . . . .. . . . .... . . . . . ... . . . . . . . . . .. . . . . ..NEW FORMAT 3

Conversion Tables, Lighting Box and Missed Approach Icons . . . . . ... . . . . ...... . . . .NEW FORMAT 4
Vertical Navigation (VNAV) . .. ..... ... . .. .. . . . . . . . . ........ ... . . ... . . . N EW FORMAT 5
Airport Chart Format. . . . . ..... . . . . .NEW FORMAT 6

SID/DP & STAR CHART LEGEND NEW FORMAT . . N EW FORMAT 7

. . . . . . . . . . . . . . . . . . . . . . . . . . • . • • • . . . . .

. . . . . . . . . . . . . • • . . . . . . . . . . . . . .

UNITED STATES AIRPORT SIGN SYSTEMS . 1 51

Mandatory Signs. 1 51
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Location Signs 1 51
. . . . . . . . . . . . . . . . . . . . . . . • • • • . . . . . . . . . . . . . . . . • • . • • . . . . . . . . . . .

Direction Signs . 1 52
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Destination Signs 1 52
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . .

Information Signs . 1 52
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • • . • . . . . . . . . .

Runway Distance Remaining Signs . . . . . 1 52

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • • . . . . . . . . . . .

Examples . 153
. . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . • • . . . . . . . . .

UNITED STATES INSTRUMENT RUNWAY MARKINGS 1 56

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . • • . . . . . . . . . . . . . . . . . • • . . . . . . . . .

Enhanced Taxiway Centerline and Runway Holding Position Markings . . 158

. . . . . . . . . . . . . . . . • • • . . .

ICAO RECOMMENDED A I R PORT SIGNS, RUNWAY AND TAXIWAY MARKINGS 1 61

. . . . . . . . • . . • . . . . . . .

Mandatory I nstruction Signs. . . . . . . . . . . . . . . . . . . ..... . .. . . ..... . . . . . . ... . . . . . ........ 1 61

. . . . . . . . . . . . . • • . . .

Information Signs 1 62
.

Mandatory I nstruction Markings. 163

. . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Runway & I ntermediate Holding Position Markings 1 64

. . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . . . • • . . . . . . . . .

Stop Bars/Runway Guard Lights/Runway Markings. . . . . . . . . 1 65

. . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . .

Threshold/Runway Designation/Runway Centerline Markings/High Speed Taxiway

. . . . . . . . . . . . . . . . . • • . • . . . . . . .

Turn·off I ndicator Lights (HSTIL) 1 66

Runway Touchdown Zone/Runway Aiming Point Markings . . . .. . . . . . . . .. . . . . . . ... . . . 1 67
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • • . • . . . . . .

Runway Side Stripe Markings. . . . .... . . . . . . . . . . . . . . ... . . . . ........ . . . . . . ..... . 1 69

. . . . . •

Displaced Threshold Markings . . 1 69

Closed Runways, Taxiways or Parts Thereof. . 1 69
. . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Non Load·Bearing Surtaces. 169

. . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . . . • . . .

Pre·Threshold Area Marking (Chevron Marking) 170

. . . . . . . . • . . . . . . . . . . . . . . . • • • • • . . • . . . . . .

APPROACH CHART LEGEND - JAR·OPS 1 AERODROME M I N IMUMS 171

. . . . . . . . . . . . . . . . . . . . . • . . . . . . . . .

General . . . . . . . . . . . . . . 171
. . . . . . . . . . . • • • • • . . . . . . . . .

Take-off Minimums. . 1 71
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . • . . . . . . .

Format for Charts in JAA Member States . . . 1 71

. . . . . . . . . . . . . . . . . . . . . . . . . . . • • . • . . . . . . . . . . . . . . . • • • • . • . . . . .

Straight-in Landing . 1 71
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Circling Minimums 1 71
. . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . • . . . . . . . . . . . .

CAT II Minimums . 1 72
. . . . . . . . . • . • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . • • • . . . . . .

JAA Aerodrome Minimums Listing . .... . . . . ..... 1 72

. . . . . . . . . . . . . . . . . . . . . . . . . . . _ • . • • • . . . . . . . . . . . . . _ . . . . • . . . . . . . . . . . . .

NAV200 1 , AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS . . . . • . . . 201

. . . . . . . . . . . . . . . . . . . . . . • • • . . . . . . . . . .

Preface. . 201
. . . . . . . . . .

Effective Dates 202

. . . . . . . . . . . . . .
. . . . • • • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Navaids 203
. . . . . . . . . . . . . . . . • • • • . . . . . . . . . . . . . . • • • • • . . . . . . . . . . . . . . . • • • • • . . . . . . . . .

Waypoints. .. ... . . . . . . . ... . . . . . . . . ... .. . . . . . .. . ..... . . 204

. . . . . . . . . . . . . . . . . . . . . . • . • • . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . .

Airways . 206
Arrivals and Departures 207
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . .

Approach Procedure (Titles and Omitted Procedures). 209

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . • • • . . . . . . . . . . . . . . . . . . .

Approach Procedu res (Plan View) 21 0

. . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . .

Approach Procedures (Profile) . . . ........ 212

. . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . • • . • . . . . . . . . . . . . . .

Approach Procedures . . 215

. . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . . . . . • • . .

Glossary/Abbreviations. 217
. . . . . . . . . • . . . . . . . . . . • . • • . . . . . . . . . . . . . . . . • • • . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . • • • . • . . . . . . . . . . . . . .

@JEPPESENSANDERSON,INC. . 1991l, 2005. ALL RIGHTS RESERVEO.

 ==JEPPESEN 27 JUL 07 INTRODUCTION

CHART GLOSSARY

I
This glossary provides definitions that are unique and abbreviations commonly used in Jeppesen pub­
lications. No attempt has been made to list all the terms of basic aeronautical nomenclature.
Because of the international nature of flying, terms used by the FAA (USA) are Included when they differ
from International Civil Aviation Organization (ICAO) definitions. An arrow or vertical bar, that is omitted
on all new pages, tables of contents, tabular listings and graphics, Indicates changes.
ADVISORY SERVICE - Advice and information pro­
vided by a facility to assist pilots in the safe conduct
DEFINITIONS

(ASDA) - The length of the takeoff run available of flight and aircraft movement.
ACCELERATE STOP DISTANCE AVAILABLE

plus the length of the stopway, if provided.

(AFIS) - A directed traffic information and opera­
w
AERODROME FLIGHT INFORMATION SERVICE

ence) - Runway markings or runway lighting that tional information service provided within an aero­
w
'" ADEQUATE VIS REF (Adequate Visual Refer­

provides the pilot with adequate visual reference to drome flight information zone, to all radio equipped
..

aircraft, to assist in the safe and efficient conduct of

-'

continuously identify the takeoff surface and maintain

directional control throughout the takeoff run. flight.
- A designated route
AERODROME REFERENCE CODE - A simple
along which air traffic advisory service is available. method for interrelating the numerous specifications
ADVISORY ROUTE (ADR)
concerning the characteristics of aerodromes so as
to provide a series of aerodromes facilities that are
suitable for the aeroplanes that are intended to oper­
NOTE: Air traffic control service provides a much

ate at the aerodrome. The aerodrome reference code

more complete service than air traffic advisory ser­

- code number and letter, which are selected for

vice; advisory areas and routes are therefore not

aerodrome planning pu rposes, have the meanings

established within controlled airspace, but air traffic

assigned to them as indicated in the table below:

advisory service may be provided below and above
control areas.

Code Element 1 Code Element 2

Aeroplane
Code Reference Field Code
Number Length Letter Wing Span Outer Main Gear Wheel Span a)

Less than 800m A Up to but not including 1 5m Up to but not including 4.5m
(1 ) (2) (3) (4) (5)
1
2 800m up to but not B 15m up to but not including 24m 4.5m up to but not including 6m
including 1 200m
1200m up to but not C 24m up to but not including 36m 6m up to but not including 9m
including 1 800m
3

4 1800m and over D 36m up to but not including 52m 9m up to but not including 1 4m
E 52m up to but not including 65m 9m up to but not including 1 4m
F 65m up to but not including 80m 1 4m up to but not including 16m
a) Distance between the outside edges of the main gear wheels.

TERPS) - A grouping of aircraft based on a speed

NOTE. GUidance on plannmg for aeroplanes wIth AIRCRAFT APPROACH CATEGORY (USA

of Vref, if specified, or if Vr.f is not specified, 1.3 Vso

wing spans greater than 80m is given in the ICAO
Doc. 9157 "Aerodrome Design Manual," Parts 1 and
2. at the maximum certificated landing weight. Vr.f , Vso
- A
, and the maximum certificated landing weight are
frequency designated at an uncontrolled airport. An those values as established for the aircraft by the
AERODROME TRAFFIC FREQUENCY (ATF)

ATF is used to ensure all radio equipped aircraft oper­ certification authority of the country of registry. An
ating within the area, normally within a 5 NM radius of aircraft shall fit in only one category. If it is necessary
the airport, are listening on a common frequency. The to maneuver at speeds in excess of the upper limit of
ATF is normally the ground station frequency. Where a speed range for a category, the minimums for the
a ground station does not exist, a common frequency next higher category should be used. For example,
is designated. Radio call sign is that of the ground sta­ an aircraft which falls in Category A, but is Circling
tion, or where no ground station exists, a broadcast is to land at a speed in excess of 91 knots, should use
made with the call sign ''Traffic Advisory." Jeppesen the approach Category B minimums when circling to
charts list the frequency and the area of use when land. The categories are as follows:
other than the standard 5 NM.
ZONE (ATZ) - An
airspace of detailed dimensions established around
AERODROME TRAFFIC

an aerodrome for the protection of aerodrome traffic.

(ARINC) - An international radio network pro­

AERONAUTICAL RADIO, INCORPORATED

viding air-to-ground communications available on a

subscription (fee) basis.

© JEPPESEN SANDERSON. INC .. 1984. 2007. ALL RIGHTS RESERVED.

 2 INTRODUCTION 27 JUL 07

CHART GLOSSARY

Category A Speed less than 91 knots. AIRCRAFT APPROACH CATEGORY (ICAO) - The
Category B Speed 91 knots or more but less following ICAO table indicates the specified range of
than 1 21 knots. handling speeds (lAS in Knots) for each category of
Category C Speed 1 21 knots or more but less aircraft to perform the maneuvers specified. These
than 1 41 knots. speed ranges have been assumed for use in calcu­
Category D lating airspace and obstacle clearance for each p ro­
Speed 1 41 knots or more but less
cedure.
than 1 66 knots.
Category E Speed 1 66 knots or more.
NOTE: Category E includes only certain Military
Aircraft and is not included on Jeppesen Approach
Charts.

Max speeds Max speeds for Missed

Range of Range of Final for Visual Approach
Aircraft Speeds for Initial Approach Maneuvering

A <91 90/1 50( 1 1 0*) 70/1 00 1 00 1 00 110

Category Vat Approach Speeds (Circling) Intermediate Final

B 9 1 /1 20 1 20/1 80(1 40*) 85/1 30 1 35 1 30 1 50

C 1 2 1/1 40 1 60/240 1 1 5/160 1 80 1 60 240
D 1 4 1 /1 65 1 85/250 1 30/1 85 205 1 85 265
E 1 66/2 1 0 1 85/250 1 55/230 240 230 275
Vat -Speed at threshold based on 1 .3 times stall speed in the landing configuration at maximum certificated
I landing mass.
*Maximum speed for reversal and racetrack procedures.
I Category E contains only certain Military Ai rcraft and is not included on Jeppesen Approach Charts.
AIR TRAFFIC SERVICES (ATS) ROUTE - A speci-

I fied route designated for channeling the flow of traffic

NOTE: The speed table applies to the new IGAO

as necessary for provision of air traffic services.

approach procedures which are identifiable by the
OGA(H) figures and the PANS-OPS notation on
the lower left corner of the approach chart. Old NOTE: The term "ATS Route" is used to mean var-
ICAO approach procedures show an OGL instead iously, airway, advisory route, controlled or uncon-

AIR TRAFFIC SERVICES (ATS) ROUTE (USA) - A

of OGA(H). Deviations are listed in the Air Traffic trolled route, arrival or departure route, etc.

AIR DEFENSE IDENTIFICATION ZONE - The area generic term that includes 'VOR Federal airways' ,
Gontrol section.

of airspace over land or water, extending upward from 'colored Federal airways', 'jet routes', 'Military Train­
the surface, within which the ready identification, the ing Routes', 'named routes', and 'RNAV routes.'
location, and the control of aircraft are required in the
AIRWAY (ICAO) - A control area or portion thereof
interest of national security.
established in the form of a corridor equipped with
AIRPORT ELEVATIONIFIELD ELEVATION - The radio navigation aids.
highest point of an airports usable runways measured
AIRWAY (USA) - A Class "E" airspace area estab­
in feet from mean sea level. In a few countries, the air­
lished in the form of a corridor, the centerline of which
port elevation is determined at the airport reference
is defined by radio navigational aids.
point.
ALONG TRACK DISTANCE - The distance mea­
AIRPORT REFERENCE POINT (ARP) - A point on
sured from a point-in-space by systems using area
the airport designated as the official airport location.
navigation reference capabilities that are not subject
to slant range errors.
(ASR) - Approach control radar used to detect and
ALTERNATE AERODROME (ICAO) - An aero­
AIRPORT SURVEILLANCE RADAR

display an aircraft's position in the terminal area.

drome to which an aircraft may proceed when it
ASR provides range and azimuth information but
becomes either impossible or inadvisable to proceed
does not provide elevation data. Coverage of the
to or to land at the aerodrome of intended landing.
ASR can extend up to 60 miles.
AIR TRAFFIC CONTROL CLEARANCE - An
authorization by air traffic control, for the purpose of
NOTE: The aerodrome from which a flight departs

preventing collision between known aircraft, for an

may also be an enroute or a destination alternate

aircraft to proceed under specified traffic conditions ALTERNATE AIRPORT (USA) - An airport at which
aerodrome for that flight.

within controlled airspace. an ai rcraft may land if a landing at the intended airport
becomes inadvisable.
(ATCAA) - Airspace of defined verticaillateral limits, ALTIMETER SETTING - The barometric pressure
AIR TRAFFIC CONTROL ASSIGNED AIRSPACE

assigned by ATC, for the purpose of providing air reading used to adjust a pressure altimeter for vari­
traffic segregation between the specified activities ations in existing atmospheric pressure or to the
being conducted within the assigned airspace and standard altimeter setting (29.92 inches of mercury,
other IFR air traffic. 1 01 3.2 hectopascals or 1 01 3.2 millibars).

© JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

 ==.JEPPESEN 27 JUL 07 INTRODUCTION 3

CHART GLOSSARY

ALTITUDE (ICAO) - The vertical distance of a level, aviation weather information. ASOS information may
a point, or an object considered as a point, measured be transmitted over a discrete VHF radio frequency
from Mean Sea Level (MSL). or the voice portion of a local navaid.
- The height of a level, point or

object measured in feet Above Ground Level (AGL) (AWOS) - An automated weather reporting system
ALTITU DE (USA) AUTOMATED WEATHER OBSERVING SYSTEM

or from Mean Sea Level (MSL). which transmits local real-time weather data directly
a. AGL Altitude - Altitude expressed in feet mea­ to the pilot.
sured above ground level (QFE).
AWOS-A Only reports altimeter setting.
b. MSL Altitude - Altitude expressed in feet mea­
sured from mean sea level (QNH ) . AWOS-1 Usually reports altimeter setting, wind
data, temperature, dewpoint and density
c. Indicated Altitude - The Altitude a s shown by
altitude.
an altimeter. On a pressure barometric altimeter
it is altitude as shown uncorrected for instru­ AWOS-2 Reports same as AWOS-1 plus visibility.
ment error and uncompensated for variation AWOS-3 Reports the same as AWOS-2 plus
from standard atmospheric conditions. cloud/ceiling data.

ANCE (APV) - An instrument approach based on (AWSS) - A surface weather observing system
APPROACH PROCEDURE WITH VERTICAL GUID­

a navigation system that is not required to meet the

AUTOMATED WEATHER SENSOR SYSTEM

similar to AWOS and ASOS, providing all the weather

precision approach standards of ICAO Annex 10 but information furnished by ASOS systems. The AWSS
provides course and glide path deviation information sensor suite automatically collects, measures, pro­
(sometimes referred to as "semi-precision"). Baro­ cesses, and broadcasts surface weather data includ­
VNAV, LDA with glide path, LNAVNNAV and LPV are ing altimeter setting, temperature and dew point,
examples of APV approaches. cloud height and coverage, visibility, present weather
AREA NAVIGATION/RNAV - A method of naviga­ (rain, drizzle, snow), rain accumulation, freezing rain,
tion that permits aircraft operations on any desired thunderstorms, fog, mist, haze, freezing fog, as well
course within the coverage of station referenced nav­ as wind speed, direction, and gusts.
igation signals or within the limits of self contained BRAKING ACTION (GOOD, FAIR, POOR, NIL) - A
system capability. report of conditions on the airport movement area
ARRIVAL ROUTES (ICAO) - Routes on an instru­ providing a pilot with a degree/quality of braking that
ment approach procedure by which aircraft may pro­ might be expected. Braking action is reported in
ceed from the enroute phase of flight to the initial terms of good, fair, poor, or nil.
approach fix.
ATIS - ASOS INTERFACE - A switch that allows ELS - "Odd" or "Even" thousand-foot altitudes
CARDINAL ALTITU DES OR FLIGHT LEV­

ASOS weather observations to be appended to or flight levels; e.g., 5000, 6000, 7000, FL60, FL250,
the ATIS broadcast, making weather information FL260, FL270.
available on the same (ATIS) frequency H24. When CATCH POINT - A fixlwaypoint that serves as a
the tower is open, ATI S information and the hourly
transition point from the high altitude waypoint nav­
weather will be broadcast. When the tower is closed,
igation structure to the low altitude structure or an
one-minute weather information updates are broad­ arrival procedure (STAR).
cast, and the controller can add overnight ATI S
information t o the ASOS automated voice weather CEILING (ICAO) - The height above the ground or
message. water of the base of the lowest layer of cloud below
6000 meters (20,000 feet) covering more than halfthe
ATS ROUTE - See "AIR TRAFFIC SERVICES sky.
I (ATS) ROUTE"
CEILING (USA) - The height above the earth's sur­
face of the lowest layer of clouds or obscuring phe­
(ADS) - A surveillance technique, in which air­ nomena that is reported as "broken", "overcast", or
AUTOMATIC DEPENDENT SURVEILLANCE

craft automatically provide, via a data link, data

"obscuration", and not classified as 'thin", or "partial".
derived from on-board navigation and position fixing
systems, including aircraft identification, four-dimen­ CHART CHANGE NOTICES - Jeppesen Chart
sional position and additional data as appropriate. Change Notices include significant information
changes affecting Enroute, Area, and Terminal
charts. Entries are published until the temporary
(AS OS) - The Automated Surface Observation
condition no longer exists, or until the permanent
AUTOMATED SURFACE OBSERVATION SYSTEM

System, in the United States, is a surface weather change appears on revised charts. Enroute chart
observing system implemented by the National numbers / panel numbers / letters and area chart
Weather Service, the Federal Aviation Administra­
identifiers are included for each entry in the en route
tion and the Department of Defense. It is designed portion of the Chart Change Notices. To avoid
to support aviation operations and weather fore­ duplication of information in combined Enroute and
cast activities. The ASOS provides continuous
Terminal Chart Change Notices , navaid conditions,
minute-by-minute observations and performs the
except for ILS components, are listed only in the
basic observing functions necessary to generate an
Enroute portion of the Chart Change Notices . All
aviation routine weather report (M ETAR) and other
times are local unless otherwise indicated. Arrows

© JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

 4 INTRODUCTION 27 JUL 07 =:JEPPESEN
CHART GLOSSARY

indicate new or revised information. Chart Change DECISION ALTITUDE/HEIGHT (DA/H) (ICAO) - A

I Notices are only an abbreviated service. Always ask

for pertinent NOTAMs prior to flight.
specified altitude or height (A/H) in the precision
approach at which a missed approach must be initi­
ated if the required visual reference to continue the
approach has not been established.
(CTAF) (USA) - A frequency designed for the pur­
COMMON TRAFFIC ADVISORY FREQUENCY

pose of carrying out airport advisory practices while

operating to or from an uncontrolled airport. The
NOTE:

CTAF may be a UN ICOM, Multicom, FSS, or tower

a. Decision altitude (DA) is referenced to mean sea

frequency.
level (MSL) and decision height (DH) is refer­
enced to the threshold eI9l'ation.

(CARS) - An aerodrome radio that provides

COMMUNITY AERODROME RADIO STATION

weather, field conditions, accepts flight plans and

b. The required visual reference means that sec­
tion of the visual aids or of the approach area

position reports.
which should have been in view for sufficient

COMPULSORY REPORTING POINTS - Reporting

time for the pilot to have made an assessment of

points which must be reported to ATC. They are

the aircraft position and rate of change of posi­

designated on aeronautical charts by solid triangles DECISION HEIGHT (DH) (USA) - With respect to
tion, in relation to the desired flight path.

or filed in a flight plan as fixes selected to define the operation of aircraft, means the height at which a
direct routes. These points are geographical loca­ decision must be made, during an IlS or PAR instru­
tions which are defined by navigation aids/fixes. ment approach, to either continue the approach or to
Pilots should discontinue position reporting over execute a missed approach.
compulsory reporting points when informed by ATC
that their aircraft is in "radar contact."
NOTE: Jeppesen approach charts use the abbrevia­
tion DA(H). The decision altitude "DA" is referenced

Category 1 ,2,3.
CONDITIONAL ROUTES (CDR) (Europe) - to mean sea level (MSL) and the parenthetical deci­

Category 1: Permanently plannable CDR during

sion height (DH) is referenced to the TDZE or thresh­
old elevation. A DA(H) of 1440 ft (200 ft is a Decision

designated times.
Altitude of 1440 ft and a Decision Height of 200 ft.

Category 2: Plannable only during times (DCL) - Provides assistance for requesting and
designated in the Conditional
DEPARTURE CLEARANCE VIA DATA LINK

delivering information and clearance, with the objec­

Route Availability Message (CRAM) tive of reducing aircrew and controller workload. The
published at 1 500Z for the 24 hour DCl service shall be initiated by the aircrew at a
period starting at 0600Z the next day. suitable time between Ti and Tt where:
Category 3: Not plannable. Usable only when
directed by ATC. Ti - the earliest time at which a DCl service can
be initiated;
CONTROL AREA (ICAO) - A controlled airspace
extending upwards from a specified limit above the Tt - the latest time after which an aircrew, having
earth. not completed the DCl service, is still able
to receive by voice procedures and in due
CONTROLLED AIRSPACE - An airspace of time, the vocal departure clearance.
defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights The third time parameter of the DCl acknowledge
in accordance with the airspace classification. procedure is T1 where:

T1 - timer implemented in the ATS ground system

between the sending by ATS ground system
NOTE: Controlled airspace is a generic term which

of the DCl clearance message and the

covers ATS airspace Classes '�", "8", "C", "0", and

CONTROL ZONE (ICAO) - A controlled airspace reception by it of the read-back of DCl

"E".

extending upwards from the surface of the earth to clearance message.

a specified upper limit.
- A requested route pub-

lished on a Jeppesen Enroute or Area chart to assist

I DIRECT ROUTE ---l!l
a. The intended direction of flight in the horizontal pilots who have previous knowledge of acceptance
COURSE -

plane measured in degrees from north. of these routes by ATC. Use of a Direct route may
b . The ILS localizer signal pattern usually specified require prior ATC approval and may not provide ATC
as front course or back course. or Advisory services, or be acceptable in flight plans.
c. The intended track along a straight, curved, or DISPLACED THRESHOLD - A threshold that is
segmented MLS path. located at a point on the runway other than the
CRITICAL HEIGHT - lowest height in relation to an designated beginning of the runway.
aerodrome specified level below which an approach
procedure cannot be continued in a safe manner WATCH) - A service specifically designed to pro­
ENROUTE FLIGHT ADVISORY SERVICE (FLIGHT

solely by the aid of instruments. vide, upon pilot request, timely weather information
pertinent to the type of flight, intended route of flight,
and altitude. The FSSs providing this service are indi­
cated on Jeppesen Enroute and Area charts.

© JEPPESEN SANDERSON, INC., '984, 2007. ALL RIGHTS RESERVED.

 ==.JEPPESEN 27 JUL 07 INTRODUCTION 5

CHART GLOSSARY

the final approach descent may be commenced. The

TIONS - Document issued to users operating under FAP serves as the FAF and identifies the beginning
FAA AIR CARRIER OPERATIONS SPECIFICA­

Federal Aviation Administration Regulations (FAR) of the final approach segment.

Parts 1 21,1 25,1 27,1 29, and 1 35. Operations Spec­
ifications are established and formalized by FARs. (ICAO) - That fix or pOint of an instrument approach
FINAL APPROACH FIX OR POINT (FAP)

The primary purpose of FAA Air Carrier Operations procedure where the final approach segment com­
Specifications is to provide a legally enforceable mences.
means of prescribing an authorization, limitation
and/or procedures for a specific operator. Operations
TRALIA) - A specified point on the glide path of a
Specifications are subject to expeditious changes.
FINAL APPROACH POINT (FAP) (AUS­

precision instrument approach which identifies the

These changes are usually too time critical to adopt
w

commencement of the final segment.

W

through the regulatory process.

tv
,
en

FEEDER FIX - The fix depicted on instrument

>-'

approach procedure charts which establishes the

NOTE: The FAP is co-incident with the FAF of a local­

starting point of the feeder route. FLIGHT INFORMATION REGION (FIR, UIR) - An
izer-based non-precision approach.

airspace of defined dimensions within which Flight

FEEDER ROUTE - Routes depicted on instrument
Information Service and Alerting Service are pro­
approach procedure charts to designate routes for
vided.
aircraft to proceed from the enroute structure to the
initial approach fix (lAF). a. Flight Information Service (FIS) - A service
provided for the purpose of giving advice and
A published MLS
information useful for the safe and efficient con­
course, a straight line extension of a localizer, a final
duct of flig hts.
FINAL APPROACH COURSE -

approach radial/bearing, or a runway centerline all

without regard to distance. b. Alerting Service - A service provided to notify
appropriate organizations regarding aircraft in
FINAL APPROACH (ICAO) - That part of an instru­
need of search and rescue aid, and assist such
ment approach procedure which commences at the
organizations as required.
specified final approach fix or point, or where such a
fix or point is not specified, FLIGHT WATCH (USA) - A shortened term for use
in air-ground contacts to identify the flight service sta­
a. at the end of the last procedure turn, base turn
tion providing Enroute Flight Advisory Service; e.g.,
or inbound turn of a racetrack procedure, if spec­
"Oakland Flight Watch."
ified; or
b. at the point of interception of the last track spec­
FLY-BY WAYPOINT - A fly-by waypoint requires the
use of turn anticipation to avoid overshoot of the next
ified in the approach procedure; and ends at a
flight segment.
point in the vicinity of an aerodrome from which:
FLY-OVER WAYPOINT - A fly-over waypoint pre­
1 . a landing can be made; or
cludes any turn until the waypoint is overflown and is
2. a missed approach procedure is initiated. followed by an intercept maneuver of the next flight
FINAL APPROACH FIX (FAF) - The fix from segment.
which the final approach ( l FR) to an airport is exe­ GLIDE PATH (ICAO) - A descent profile determined
cuted and which identifies the beginning of the final for vertical guidance during a final approach.
approach segment. It is designated in the profile
view of Jeppesen Terminal charts by the Maltese
GLIDE SLOPE (GS) (USA) - Provides vertical guid­
ance for aircraft during approach and landing. The
Cross symbol for non-precision approaches and
glide slope/glidepath is based on the following:
by the glide slope/path intercept point on precision
approaches. The glide slope/path symbol starts at a. Electronic components emitting signals
the FAF. When ATC directs a lower-than-published which provide vertical guidance by reference
Glide Slope/Path I ntercept Altitude, it is the resultant to airborne instruments during instrument
actual point of the glide slope/path intercept. approaches such as ILS/MLS; or
FINAL APPROACH FIX (FAF) (AUSTRALIA) - A b. Visual ground aids, such as VAS I , which provide
specified point on a non-precision approach which vertical guidance for a VFR approach or for the
identifies the commencement of the final segment. visual portion of an instrument approach and
The FAF is designated in the profile view of Jeppesen landing.
Terminal charts by the Maltese Cross symbol. c. PAR, used by ATC to inform an aircraft making a
FINAL APPROACH - IFR (USA) - The flight path PAR approach of its vertical position (elevation)
of an aircraft which is inbound to an airport on a final relative to the descent profile.
instrument approach course, beginning at the final
approach fix or point and extending to the airport or TUDE - The minimum altitude to intercept the glide
GLIDE SLOPE I GLIDE PATH INTERCEPT ALTI­

the point where a circle-to-Iand maneuver or a missed slope/path on a precision approach. The intersec­
approach is executed. tion of the published intercept altitude with the glide
FINAL APPROACH POINT (FAP) (USA) - The slope/path, designated on Jeppesen Terminal charts
point, applicable only to a non-precision approach by the start of the glide slope/path symbol, is the pre­
with no depicted FAF (such as an on-airport VORl, cision FAF; however, when ATC directs a lower alti­
where the aircraft is established inbound on the final tude, the resultant lower intercept position is then the
approach course from the procedure turn and where FAF.

© JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

6 INTRODUCTION 27 JUL 07 ::JEPPESEN
CHART GLOSSARY

zone of the runway. HAT is published on instrument

(GNSS) - An "umbrella" term adopted by the approach charts in conjunction with all straight-in min­
GLOBAL NAVIGATION SATELLITE SYSTEMS

International Civil Aviation Organization (ICAO) to imums.

encompass any independent satellite navigation HIGH FREQUENCY COMMUNICATIONS - High
system used by a pilot to perform onboard position radio frequencies (HF) between 3 and 30 MHz used
determinations from the satellite data. for air-to-ground voice communication in overseas
A operations.
space-based radio positioning, navigation, and HIGH SPEED TAXIWAY / TURNOFF (HST) - A long
GLOBAL POSITIONING SYSTEM (GPS) -

radius taxiway designed and provided with lighting or

accurate position and velocity information, and marking to define the path of an aircraft, traveling at
time-transfer system. The system provides highly

precise time, on a continuous global basis, to an high speed (up to 60 knots), from the runway center
unlimited number of properly equipped users. The to a point on the center of a taxiway. Also referred to
system is unaffected by weather, and provides a as long radius exit or turnoff taxiway. The high speed
worldwide common grid reference system, The GPS taxiway is designed to expedite aircraft turning off
concept is predicated upon accurate and continuous the runway after landing, thus reducing runway occu­
knowledge of the spatial position of each satellite pancy time.
in the system with respect to time and distance
HOLD I HOLDING PROCEDURE - A prede­
from a transmitting satellite to the user. The GPS
termined maneuver which keeps aircraft within a
receiver automatically selects appropriate signals
specified airspace while awaiting further clearance
from the satellites in view and translates these into
from air traffic control. Also used during ground oper­
a three-dimensional position, velocity, and time. Sys­
ations to keep aircraft within a specified area or at a
tem accuracy for civil users is normally 1 00 meters
specified point while awaiting further clearance from
horizontally.
air traffic control.

MORA) - An altitude derived by Jeppesen or pro­

GRID MINIMUM OFFROUTE ALTITU DE (Grid

vided by State Authorities. The Grid MORA altitude a. ILS Category I - An ILS approach procedure
ILS CATEGORIES (ICAO) -

provides terrain and man-made structure clearance which provides for an approach to a decision
within the section outlined by latitude and longitude height not lower than 200 feet (60m) and a visi­
lines. MORA does not provide for navaid signal cov­ bility not less than 2400 feet (800m) or a runway
erage or communication coverage. visual range not less than 1 800 feet (550m).
a, Grid MORA values derived by Jeppesen clear b. ILS Category I I (Special authorization required)
all terrain and man-made structures by 1 000 feet - An ILS approach procedure which provides
in areas where the highest elevations are 5000 for an approach to a decision height lower than
feet MSL or lower. MORA values clear all ter­ 200 feet (60m) but not lower than 1 00 feet (30m)
rain and man-made structures by 2000 feet in and a runway visual range not less than 1200
areas where the highest elevations are 5001 feet feet (350m).
MSL or higher. When a Grid MORA is shown as c. ILS Category III (Special authorization required)
"Unsurveyed" it is due to incomplete or insuffi­
cient information. Grid MORA values followed by 1. lilA - An ILS approach procedure which
a +/- denote doubtful accuracy, but are believed provides for approach with either a decision
to provide sufficient reference point clearance. height lower than 1 00 feet (30m) or with no
b. Grid MORA (State) altitude supplied by the State decision height and with a runway visual
Authority provides 2000 feet clearance in moun­ range of not less than 700 feet (200m).
tainousareas and 1000 feet in non-mountainous 2. IIIB - An ILS approach procedure which
areas. provides for approach with either a decision
height lower than 50 feet (1 5m) or with no
(USA) - An unstaffed, remotely controlled ground decision height and with a runway visual
GROUND COMMUNICATIONS OUTLET (GCO)

/ ground communications facility. Pilots at uncon­ range of less than 700 feet (200m) but not
trolled airports may contact ATC and FSS via VHF less than 1 50 feet (50m).
to a telephone connection to obtain an instrument 3. IIIC - An ILS approach procedure which
clearance or close a VFR or IFR flight plan. They may provides for approach with no decision
also get an updated weather briefing prior to takeoff. height and no runway visual range limita­
Pilots will use four "key clicks" on the VHF radio to tions.
contact the appropriate ATC facility, or six "key clicks"
d. Some areas require special authorization for ILS
to contact FSS. The GCO system is intended to be
Category I approaches. In these areas, an addi­
used only on the ground.
tional category of approach called ILS is avail­
HEIGHT ABOVE AIRPORT (HAA) - The height of able without special authorization. These ILS
the Minimum Descent Altitude (MDA) above the pub­ approaches have minimums higher than a deci­
lished airport elevation. This is published in conjunc­ sion height of 200 feet and a runway visual range
tion with circling minimums. value of 2600 feet. Jeppesen approach charts,
HEIGHT ABOVE TOUCHDOWN (HAT) - The height at these locations, will have a notation in the
of the Decision Height or Minimum Descent Altitude chart heading or in the minimum box titles.
above the highest runway elevation in the touchdown

© JEPPESEN SANDERSON. INC .• 1984, 2007. ALL RIGHTS RESERVED.

::JEPPESEN 27 JUL 07 INTRODUCTION 7

CHART GLOSSARY

a. ILS Category I - An ILS approach procedure (ICAO) - The length of runway which is declared
ILS CATEGORIES (USA) - LANDING DISTANCE AVAILABLE (LOA)

which provides for approach to a height above available and suitable for the ground run of an
touchdown of not less than 200 feet and with airplane landing.
runway visual range of not less than 1 800 feet. LATERAL NAVIGATION (LNAV) - LNAV minimums
b. ILS Category II - An ILS approach procedure are for lateral navigation only, and the approach mini­
which provides for approach to a height above mum altitude will be published as a minimum descent
touchdown of not less than 1 00 feet and with altitude (MDA). LNAV provides the same level of ser­
runway visual range of not less than 1 200 feet. vice as the present G PS stand-alone approaches.
LNAV minimums support the following navigation
c. ILS Category I I I -
systems: WAAS, when the navigation solution will
1 . IliA - An ILS approach procedure which not support vertical navigation; and, GPS navigation
provides for approach without a decision systems which are presently authorized to conduct
height minimum and with runway visual GPS/GNSS approaches.
range of not less than 700 feet.
2. IIIB - An ILS approach procedure which
LATERAL NAVIGATION I VERTICAL NAVIGATION
(LNAVNNAV) - Identifies APV minimums devel­
provides for approach without a decision oped to accommodate an RNAV lAP with vertical
height minimum and with runway visual guidance, usually provided by approach certified
range of not less than 1 50 feet. Baro-VNAV, but with lateral and vertical integrity
3. IIiC - An ILS approach procedure which limits larger than a precision approach or LPV. LNAV
provides for approach without a decision stands for Lateral Navigation; VNAV stands for Ver­
height minimum and without runway visual tical Navigation. These minimums can be flown by
range minimum. aircraft with a statement in the Aircraft Flight Manual
(AFM) that the installed equipment supports GPS
(USA) - A preplanned instrument flight rule (IFR) approaches and has an approach-approved baro­
INSTRUMENT DEPARTURE PROCEDURE (DP)

air traffic control departure procedure printed for pilot metric VNAV, or if the aircraft has been demonstrated
use in graphic and/or textual form. DPs provide tran­ to support LNAVNNAV approaches. This includes
sition from the terminal to the appropriate enroute Class 2, 3 and 4 TSO-C146 WAAS equipment.
structure. Aircraft using LNAVNNAV minimums will descend
to landing via an internally generated descent path
INTERNATIONAL AIRPORT (ICAO) - Any airport
based on satellite or other approach approved VNAV
designated by the Contracting State in whose territory
systems. WAAS equipment may revert to this mode
it is situated as an airport of entry and departure for
of operation when the signal does not support "pre­
international air traffic, where the formalities incident
cision" or LPV integrity. Since electronic vertical
to customs, immigration, public health, animal and
guidance is provided, the approach minimum altitude
plant quarantine and similar procedures are carried
will be published as a decision altitude (DA).
out.
LOCAL AIRPORT ADVISORY (LAA) - A service
INTERNATIONAL AIRPORT (USA) - Relating to
provided by flight service stations or the military at
international flight, it means:
airports not serviced by an operating control tower.
a. An airport of entry which has been designated This service consists of providing information to arriv­
by the Secretary of Treasury or Commissioner of ing and departing aircraft concerning wind direction
Customs as an international airport for customs and speed, favored runway, altimeter setting, perti­
service. nent known traffic, pertinent known field conditions,
b. A landing rights airport at which specific per­ airport taxi routes and traffic patterns, and authorized
mission to land must be obtained from customs instrument approach procedures. This information is
authorities in advance of contemplated use. advisory in nature and does not constitute an ATC
c. Airports designated under the Convention on clearance.
International Civil Aviation as an airport for use
by international air transport and/or international GUIDANCE (LPV) - Identifies the APV minimums
LOCALIZER PERFORMANCE WITH VERTICAL

general aviation. that incorporate electronic lateral and vertical guid­

ance. The lateral guidance is equivalent to localizer,
TION (ICAO) - A specialized agency of the United and the protected area is considerably smaller
INTERNATIONAL CIVIL AVIATION ORGANIZA­

Nations whose objective is to develop the principles than the protected area for the present LNAV and
and techniques of international air navigation and to LNAVNNAV lateral protection. Aircraft can fly these
foster planning and development of international civil minimums with a statement in the Aircraft Flight Man­
air transport. ual (AFM) that the installed equipment supports LPV
approaches. This includes Class 3 and 4 TSO-C1 46
LAND AND HOLD SHORT OPERATIONS - Oper­
WAAS equipment, and future LAAS equipment.
ations which include simultaneous takeoffs and
landings and/or simultaneous landings when a land­
ing aircraft is able and is instructed by the controller AIRWAYS (USA) - The network of airways serving
LOW ALTITUDE AIRWAY STRUCTUREI FEDERAL

to hold short of the intersecting runway / taxiway aircraft operations up to but not including 1 8,000 feet
or designated hold short point. Pilots are expected MSL.
to promptly inform the controller if the hold short LOW FREQUENCY (LF) - The frequency band
clearance cannot be accepted. between 30 and 300 kHz.

© JEPPESEN SANDERSON. INC.• 1984, 2007. ALL RIGHTS RESERVED.

 8 INTRODUCTION 27 JUL 07 ::.JEPPESEN
CHART GLOSSARY

MAGNETIC VARIATION - The orientation of a hor­

izontal magnetic compass with respect to true north. TUDE (MOCA) - The lowest published altitude in
MINIMUM OBSTRUCTION CLEARANCE ALTI­

Because there is a continuous small change of direc­ effect between radio fixes on VOR airways, off airway
tion of lines of magnetic force over the surface of the routes, or route segments which meets obstacle
earth, magnetic variation at most locations is not con­ clearance requirements for the entire route segment
stant over long periods of time. and in the USA assures acceptable navigational sig­
MANDATORY ALTITUDE - An altitude depicted on nal coverage only within 22 nautical miles of a VOR.
an instrument approach procedure chart requiring the MINIMUM OFF-ROUTE ALTITUDE (MORA) - This
is an altitude derived by Jeppesen. Th e MORA

MANDATORY FREQUENCY (MF) - A frequency provides known obstruction clearance 10 NM either

aircraft to maintain altitude at the depicted value.

designated at selected airports that are uncontrolled side of the route centerline including a 10 NM radius
during certain hours only. Aircraft operating within beyond the radio fix reporting or mileage break defin­
the designated M F Area, normally 5 NM radius of the ing the route segment. For terrain and man-made
airport, must be equipped with a functioning radio structure clearance refer to Grid MORA.
capable of maintaining two-way communications. MINIMUM RECEPTION ALTITUDE (MRA) - The
Jeppesen charts list the MF frequency and the area lowest altitude at which an intersection can be deter­
when other than the standard 5 N M . mined.
- A MINIMUM SAFE ALTITUDE (MSA) - Altitude
published altitude representing the maximum usable depicted on an instrument approach chart and iden­
MAXIMUM AUTHORIZED ALTITUDE (MAA)

altitude or flight level for an airspace structure or route tified as the minimum safe altitude which provides
segment. 1 000 feet of obstacle clearance within a 25 NM radius
MEDIUM FREQUENCY (MF) - The frequencies from the navigational facility upon which the MSA is
between 300 kHz and 3 MHz. predicated. If the radius limit is other than 25 NM,
I - The
it is stated. This altitude is for EMERGENCY USE
ONLY and does not necessarily guarantee navaid
lowest altitude at certain fixes at which an aircraft
reception. When the MSA is divided into sectors, with
MINIMUM CROSSING ALTITUDE (MCA)

must cross when proceeding in the direction of a

each sector a different altitude, the altitudes in these
higher minimum enroute IFR altitude (MEA).
sectors are referred to as "minimum sector altitudes".

(ICAO) - A specified altitude or height in a non-pre­

(ICAO) - The lowest altitude that may be
MINIMUM DESCENT ALTITUDE/HEIGHT (MDAlH)

cision approach or circling approach below which

MINIMUM SECTOR ALTITUDE (MSA)

used under emergency conditions that provides

descent may not be made without visual reference.
a minimum clearance of 300 meters (1 000 feet)
above all obstacles within a sector of a circle of 46
The lowest altitude, expressed in kilometers (25 NM) centered on a navigational aid.
MINIMUM DESCENT ALTITUDE (MDA)

feet above mean sea level, to which descent is

- The
(USA) -

authorized on final approach or during circle-to-Iand

lowest MSL altitude at which an IFR aircraft will be
maneuvering in execution of a standard instrument
MINIMUM VECTORING ALTITUDE (MVA)

vectored by a radar controller, except as otherwise

approach procedure where no electronic glide slope
authorized for radar approaches, departures and
is provided.
missed approaches. The altitude meets IFR obstacle
MINIMUM ENROUTE IFR ALTITUDE (MEA) - The clearance criteria. It may be lower than the published
lowest published altitude between radio fixes that MEA along an airway of J-route segment. It may be
meets obstacle clearance requirements between utilized for radar vectoring only upon the controller"s
those fixes and in many countries assures accept­ determination that an adequate radar return is being
able navigational signal coverage. The MEA applies received from the aircraft being controlled. Charts
to the entire width of the ai rway, segment, or route depicting minimum vectoring altitudes are normally
between the radio fixes defining the airway, segment, available only to the controllers, not to pilots.
or route.
MINIMUM IFR ALTITUDES - Minimum altitudes for a. A maneuver conducted by a pilot when an
MISSED APPROACH -

IFR operations are published on aeronautical charts

instrument approach cannot be completed
for airways, routes, and for standard i nstrument to a landing. The route of flight and altitude
approach procedures. Within the USA, if no appli­
are shown on instrument approach procedure
cable minimum altitude is prescribed the following
charts. A pilot executing a missed approach
minimum I FR altitudes apply. prior to the Missed Approach Point (MAP) must
a. In designated mountainous areas, 2000 feet continue along the final approach to the MAP.
above the highest obstacle within a horizontal The pilot may climb immed iately to the altitude
distance of 4 nautical miles from the course to specified in the missed approach procedure.
be flown; or
b. A term used by the pilot to inform ATC that
b. Other than mountainous areas, 1 000 feet above he/she is executing the m issed approach.
the highest obstacle within a horizontal distance
c. At locations where ATC radar service is provided
of 4 nautical miles from the course to be flown;
the pilot should conform to radar vectors, when
or provided by ATC, in lieu of the published missed
c. As otherwise authorized by the Administrator or approach procedure.
assigned by ATC.

© JEPPESEN SANDERSON, INC.. 1984. 2007. ALL RIGHTS RESERVED.

::JEPPESEN 27 JUL 07 INTRODUCTION 9

CHART GLOSSARY

MISSED APPROACH POINT (MAP) (ICAO) - That Due to the close proximity of airports using the same
point in an instrument approach procedure at or frequency, radio controlled lighting receivers may be
before which the prescribed missed approach pro­ set at a low sensitivity requiring the aircraft to be rel­
cedure must be initiated in order to ensure that the atively close to activate the system . Consequently,
minimum obstacle clearance is not infringed. even when lights are on, always key mike as directed
- A
when overflying an airport of intended landing or just
point prescribed in each instrument approach pro­ prior to entering the final segment of an approach.
MISSED APPROACH POINT (MAP) (USA)

cedure at which a missed approach procedure shall This will assure the aircraft is close enough to activate
be executed if the required visual reference does not the system and a full 1 5 minutes lighting duration is
exist. available.
MOUNTAINOUS AREA (ICAO) - An area of chang­ PITCH POINT - A fixfwaypoint that serves as a tran­
ing terrain profile where the changes of terrain eleva­ sition point from a departure procedure or the low alti­
tion exceed 3000 feet (900m) within a distance of 1 0 tude ground-based navigation structure into the high
NM. altitude waypoint system.
- A
PRECISION APPROACH PROCEDURE - A stan­
standard instrument approach procedure in which no dard instrument approach procedure in which an
NON-PRECISION APPROACH PROCEDURE

electronic glideslope is provided; e.g., VOR, TACAN, electronic glideslope/glidepath is provided; e.g., ILS,
NOB, LOC, ASR, LOA, or SDF approaches. MLS, PAR.
No procedure PRE-DEPARTURE CLEARANCE (PDC) - An
turn is required nor authorized. automated Clearance Delivery system relaying ATC
NO PROCEDURE TURN (NoPT) -

departure clearances from the FAA to the user net­

work computer for subsequent delivery to the cockpit
OCA(H) (ICAO) - The lowest altitude (OCA), or
via ACARS (Airline/Aviation VHF data link) where
OBSTACLE CLEARANCE ALTITUDE (HEIGHT)

alternatively the lowest height above the eleva­

aircraft are appropriately equipped, or to gate print­
tion of the relevant runway threshold or above the
ers for pilot pickup.
aerodrome elevation as applicable (OCH), used in
establishing compliance with the appropriate obsta­ PROCEDURE ALTITU DES - Are recommended
cle clearance criteria. altitudes developed in coordination with Air Traffic
Control requirements to accommodate a stabilized
OBSTRUCTION CLEARANCE LIMIT (OCL) - The
descent profile on a prescribed descent angle on
height above aerodrome elevation below which the
the final approach course and sometimes also in the
minimum prescribed vertical clearance cannot be
intermediate approach segment. Procedure altitudes
maintained either on approach or in the event of a
are never less than segment minimum safe altitudes.
missed approach.
PROCEDURE TURN (PT) (ICAO) - A maneuver in
which a turn is made away from a designated track
(For other states see Air Traffic
followed by a turn in the opposite direction to permit
PILOT CONTROLLED LIGHTING (PCL)

Control Rules and Procedures.)

the aircraft to intercept and proceed along the recip­
(USA) -

Radio control of lighting is available at selected air­ rocal of the designated track.
ports to provide airborne control of lights by keying
the aircraft's microphone. The control system con­
sists of a 3-step control responsive to 7, 5, and/or
NOTE:

3 microphone clicks. The 3-step and 2-step lighting

a. Procedure turns are designated "left" or "right"

facilities can be altered in intensity. All lighting is illu­

according to the direction of the initial turn.

minated for a period of 15 minutes (except for I -step

b. Procedure turns may be designated as being

and 2-step REILs which may be turned off by keying

made either in level flight or while descending,

the mike 5 or 3 times, respectively).

according to the circumstances of each individ­

Suggested use is to always initially key the mike 7 - The maneuver

ual approach procedure.

times; this assures that all controlled lights are turned prescribed when it is necessary to reverse direction
PROCEDURE TURN (PT) (USA)

on to the maximum available intensity. If desired, to establish an aircraft on the intermediate approach
adjustment can then be made, where the capability is segment or final approach course. The outbound
provided, to a lower intensity (or the REIL turned off) course, direction of turn, distance within which the
by keying the mike 5 and/or three times. Approved turn must be completed, and minimum altitude are
lighting systems may be activated by keying the mike specified in the procedure. However, unless other­
as indicated below: wise restricted, the point at which the turn may be
commenced and the type and rate of turn are at the
discretion of the pilot.
7 times within 5 Highest intensity available PROCEDURE TURN INBOUND - That point of
KEY MIKE FUNCTION

seconds a procedure turn maneuver where course reversal

5 times within 5 Medium or lower intensity has been completed and an aircraft is established
seconds (Lower REIL or REIL Off) inbound on the intermediate approach segment or
3 times within 5 Lowest intensity available final approach course. A report of "procedure turn
seconds (Lower REIL or REIL Off) inbound" is normally used by ATC as a position report
for separation purposes.
QFE - Height above airport elevation (or runway
threshold elevation) based on local station pressure.

© JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

10 INTRODUCTION 27 J U L 07 :=.JEPPESEN
CHART GLOSSARY

- Altimeter setting 29.92 inches of mercury, DME facility availability is a factor, the note may
1 0 1 3.2 hectopascals or 1 01 3.2 millibars. read "DME/DME RNP-0.3 authorized; ABC and
QNE

QNH - Altitude above mean sea level based on local XYZ required. " This means that ABC and XYZ
station pressure. facilities have been determined by flight inspection
RACETRACK PROCEDURE (ICAO) - A procedure to be required in the navigation solution to assure
designed to enable the aircraft to reduce altitude dur­ R N P-0.3. VOR/DME updating must not be used for
ing the initial approach segment and/or establish the approach procedures.
ai rcraft inbound when the entry into a reversal proce­ RNAV APPROACH - An instrument approach pro­
dure is not practical. cedure which relies on aircraft area navigation equip­
ment for navigation guidance.
ELS - Existing radar systems cannot detect
RADAR WEATHER ECHO INTENSITY LEV­

turbulence. However, there is a direct correlation MORA) - This is an altitude derived by Jeppesen.
ROUTE MINIMUM OFFROUTE ALTITU DE (Route

between the degree of turbulence and other weather The Route MORA altitude provides reference point
features associated with thunderstorms and the clearance within 10 NM of the route centerline
radar weather echo intensity. The National Weather (regardless of the route width) and end fixes. Route
Service has categorized radar weather echo inten­ MORA values clear all reference points by 1 000
sity for precipitation into six levels. These levels are feet in areas where the highest reference points are
sometimes expressed during communications as 5000 feet MSL or lower. Route MORA values clear
"VIP LEVEL:' 1 through 6 (derived from the compo­ all reference points by 2000 feet in areas where
nent of the radar that produces the information - the highest reference points are 5001 feet MSL or
Video Integrator and Processor). The following list higher. When a Route MORA is shown along a route
gives the "VIP LEVELS" in relation to the precipitation as "unknown" it is due to incomplete or insufficient
intensity within a thunderstorm: information.
RUNWAY EDGE LIGHTS (ICAO) - Are provided for
Level 1 . WEAK a runway intended for use at night or for a precision
Level 2. MODE RATE approach runway intended for use by day or night.
Level 3. STRONG Runway edge lights shall be fixed lights showing vari­
able white, except that:
Level 4. VERY STRONG
a. in the case of a displaced threshold, the lights
Level 5. INTENSE
between the beginning of the runway and
Level 6. EXTREME the displaced threshold shall show red in the
approach direction; and
RADIO ALTIMETER / RADAR ALTIMETER - Air­
craft equipment which makes use of the reflection of b. a section of the lights 600m or one-third of the
radio waves from the ground to determine the height runway length, whichever is the less, at the
of the aircraft above the surface. remote end of the runway from the end at which
the takeoff run is started, may show yellow.
RAPID EXIT TAXIWAY (ICAO) - A taxiway con­
nected to a runway at an acute angle and designed RUNWAY EDGE LIGHTS (USA) - Lights used
to allow landing airplanes to turn off at higher speeds to outline the edges of runways during periods
than are achieved on other exit taxiways thereby min­ of darkness or restricted visibility conditions. The
imizing runway occupancy times. light systems are classified according to the inten­
sity or brightness they are capable of producing:
they are the H igh Intensity Runway Lights ( H I RL),
(RVSM) - A reduction in the vertical separation
Medium I ntensity Runway Lights (MI RL), and the
REDUCED VERTICAL SEPARATION MINIMUMS

between flight levels 290 - 410 from 2000 to 1 000

Low Intensity Runway Lights (RL). The H I R L and
feet.
MI RL systems have variable intensity controls, where
the RLs normally have one intensity setting.
(RNP) - A statement of navigation position accuracy
a. The runway edge lights are white, except on
REQUIRED NAVIGATION PERFORMANCE

necessary for operation within a defined airspace.

instrument runways amber replaces white on
R N P is performance-based and not dependent on a
the last 2000 feet or half of the runway length,
specific piece of equipment. R N P includes a descrip­
whichever is less, to form a caution zone for
tive number, the value being an indicator of the size
landings.
of the containment area (e.g., RNP-0.3, RNP- 1 ,
R N P-3, etc.). The different values are assigned to b. The lights marking the ends of the runway emit
terminal, departure, and enroute operations. Some red light toward the runway to indicate the end
aircraft have RNP approval in their AFM without a of runway to a departing aircraft and emit green
GPS sensor. The lowest level of sensors that the FAA outward from the runway end to indicate the
will support for R N P service is DME/DME. However, threshold to landing aircraft.
necessary DME signal may not be available at the
airport of intended operations. For those locations a. Basic marking - Markings on runways used for
RUNWAY MARKINGS -

having an RNAV chart published with LNAVIVNAV operations under visual flight rules consisting of
minimums, a procedure note may be provided such centerline markings and runway direction num­
as "DME/DME RNP-0.3 NA." This means that RNP bers and, if required, letters.
aircraft dependent on DME/DME to achieve RNP-0.3
are not authorized to conduct this approach. Where

© JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

==.JEPPESEN 27 JUL 07 INTRODUCTION 11

CHART GLOSSARY

b. Instrument marking - Markings on runways A visual maneuver

served by nonvisual navigation aids and accomplished by a pilot at the completion of an
SIDESTEP MANEUVER -

intended for landings under instrument weather instrument approach to permit a straight-in landing
conditions, consisting of basic marking plus on a parallel runway not more than 1 200 feet to either
threshold markings. side of the runway to which the instrument approach
c. All-weather (precision instrument) marking - was conducted.
Marking on runways served by nonvisual pre­ SPECIAL USE AIRSPACE - Airspace of defined
cision approach aids and on runways having dimensions identified by an area on the surface of the
special operational requirements, consisting of earth wherein activities must be confined because
instrument markings plus landing zone mark­ of their nature and/or wherein limitations may be
ings and side strips. imposed upon aircraft operations that are not a part
of those activities. Types of special use airspace are:
MENT MINIMUM SAFE ALTITU DE (SMSA) - An a. Alert Area (USA) - Airspace which may con­
SEGMENT MINIMUM ALTITUDE (SMA), or SEG­

altitude that provides minimum obstacle clearance in tain a high volume of pilot training activities or an
each segment of a non-precision approach. Segment unusual type of aerial activity, neither of which is
minimum (safe) altitudes can be considered "do not hazardous to aircraft. Alert Areas are depicted
descend below" altitudes and can be lower than pro­ on aeronautical charts for the information of non­
cedure altitudes which are specifically developed to participating pilots. All activities within an Alert
facilitate a constant rate or stabilized descent. Area are conducted in accordance with Federal
Aviation Regulations, and pilots of participating
PROCEDURE - An instrument approach proce­ aircraft as well as pilots transiting the area are
SEGM ENTS OF AN INSTRUMENT APPROACH

dure may have as many as four separate segments equally responsible for collision avoidance.
depending on how the approach procedure is struc­ b. Controlled Firing Area (USA) - Airspace
tured. wherein activities are conducted under con­
ditions so controlled as to eliminate hazards
to nonparticipating aircraft and to ensure the
ICAO -
a. I nitial Approach - That segment of an instru­
safety of persons and property on the ground.
ment approach procedure between the initial
approach fix and the intermediate approach fix c. Military Operations Area (MOA) (USA) - A
or, where applicable, the final approach fix or MOA is airspace established outside of a C lass
point. "A" airspace area to separate or segregate cer­
tain nonhazardous military activities from IFR
b. Intermediate Approach - That segment of
traffic and to identify for VFR traffic where these
an instrument approach procedure between
activities are conducted.
either the intermediate approach fix and the
final approach fix or point, or between the end d. Prohibited Area - Airspace designated under
of a reversal, race track or dead reckoning track FAR Part 73 within which no person may operate
procedure and the final approach fix or point, an aircraft without the permission of the using
as appropriate. agency.
c. Final Approach - That segment of an instru­ e. Restricted Area (USA) - Airspace designated
ment approach procedure in which alignment under Part 73, within which the flight of air­
and descent for landing are accomplished. craft, while not wholly prohibited, is subject
to restriction. Most restricted areas are des­
d. Missed Approach Procedure - The procedure
ignated joint use and IFRNFR operations in
to be followed if the approach cannot be contin­
the area may be authorized by the controlling
ued.
ATC facility when it is not being utilized by the
USA - using agency. Restricted areas are depicted on
a. Initial Approach - The segment between the enroute charts. Where joint use is authorized,
initial approach fix and the intermediate fix or the name of the ATC contrOlling facility is also
the point where the aircraft is established on the shown.
intermediate course or final course. f. Restricted Area (ICAO) - An airspace of
b. Intermediate Approach - The segment defined dimensions, above the land areas or
between the intermediate fix or point and the territorial waters of a state, within which the
final approach fix. flight of aircraft is restricted in accordance with
c. Final Approach - The segment between the certain specified coordinates.
final approach fix or point and the runway, airport g. Warning Area - A warning area is airspace of
or missed approach point. defined dimensions from 3 nautical miles out­
d. Missed Approach - The segment between the ward from the coast of the United States, that
missed approach point, or point of arrival at deci­ contains activity that may be hazardous to non­
sion height, and the missed approach fix at the participating aircraft. The pu rpose of such warn­
prescribed altitude. ing areas is to warn nonparticipating pilots of the
potential danger. A warning area may be located
SELECTIVE CALL SYSTEM (SELCAL) - A system
over domestic or international waters or both.
which permits the selective calling of individual air­
craft over radiotelephone channels linking a ground
station with the aircraft.

Cl JEPPESEN SANDERSON. INC. • '984. 2007. ALL RIGHTS RESERVED.

12 INTRODUCTION 27 JUL 07 ==JEPPESEN
CHART GLOSSARY

TAKE-OFF RUN AVAILABLE (TORA) (ICAO) - The

(ICAO) - A designated instrument flight rule (I FR) length of runway declared available and suitable for
STANDARD INSTRUMENT ARRIVAL (STAR)

arrival route linking a significant point, normally on the ground run of an airplane taking off.
an ATS route, with a point from which a published - A control

instrument approach procedure can be commenced. area normally established at the confluence of ATS
TERMINAL CONTROL AREA (ICAO)

routes in the vicinity of one or more major aero­

(ICAO) - A designated instrument flight rule (IFR) dromes.
STANDARD INSTRUMENT DEPARTURE (SID)

departure route linking the aerodrome or a specified

runway of th e aerodrome with a specified point, AREA ALTITUDE (ICAO) (TAA) - Provides a
TERMINAL ARRIVAL AREA (FAA) / TERMINAL
normally on a designated ATS route, at which the seamless and efficient transition from the en route
enroute phase of a flight commences. structure to the terminal environment to an underly­
ing RNAV instrument approach procedure for FMS
(USA) - A preplanned instrument flight rule (I FR) and/or GPS equipped aircraft. Minimum altitudes
STANDARD INSTRUMENT DEPARTURE (SID)

air traffic control departure procedure printed for pilot depict standard obstacle clearances compatible
use in graphic and/or textual form. SIDs provide tran­ with the associated instrument approach procedure.
sition from the terminal to the appropriate enroute TAAs will not be found on all RNAV procedures,
structure. particularly in areas with a heavy concentration of
air traffic. When the TAA is published, it replaces the
(USA) - A preplan ned instrument flight rule (I FR) air MSA for that approach procedure. A standard race­
STANDARD TERMINAL ARRIVAL ROUTE (STAR)

traffic control arrival procedure published for pilot use track holding pattern may be provided at the center
in graphic and/or textual form. STARs provide transi­ IAF, and if present may be necessary for course
tion from the enroute structure to an outer fix or an reversal and for altitude adjustment for entry into the
instrument approach fix/arrival waypoint in the termi­ procedure. In the latter case, the pattern provides
nal area. an extended distance for the descent as required
by the procedure. The published procedure will be
- The orientation with
annotated to indicate when the course reversal is not
respect to true north of VHF transmitted signals.
necessary when flying within a particular TAA (e.g.,
STATION DECLINATION

The orientation is originally made to agree with the

"NoPT"). Otherwise, the pilot is expected to execute
magnetic variation (an uncontrollable global phenom­
the course reversal under the provisions of 1 4 CFR
enon) at the site. Hence station declination (fixed by
Section 9 1 . 1 75 (USA). The pilot may elect to use the
man) may differ from changed magnetic variation
course reversal pattern when it is not req uired by
until the station is reoriented.
the procedure, but must inform air traffic control and
SU BSTITUTE ROUTE - A route assigned to pilots receive clearance to do so.
when any part of an airway or route is unusable
- A
because of navaid status.
national program instituted to extend the terminal
TERMINAL VFR RADAR SERVICE (USA)
SUNSET AND SUNRISE - The mean solar times radar services provided instrument flight rules (I FR)
of sunset and sunrise as published in the Nautical aircraft to visual flight rules (VFR) aircraft. The pro­
Almanac, converted to local standard time for the gram is divided into four types of service referred to
locality concerned. Within Alaska, the end of evening as basic radar service, terminal radar service area
civil twilight and the beginning of morning civil twilight, (TRSA) service, Class "B" service and Class "C"
as defined for each locality. service.
a. Basic Radar Service - These services are
TROL SYSTEM (SMGCS) (USA) - Provisions for provided for VFR aircraft by all commissioned
SURFACE MOVEMENT GUIDANCE AND CON­

guidance and control or regulation for facilities, infor­ terminal radar facilities. Basic radar service
mation, and advice necessary for pilots of ai rcraft includes safety alerts, traffic advisories, limited
and drivers of ground vehicles to find their way an the radar vectoring when requested by the pilot, and
airport during low visibility operations and to keep sequencing at locations where procedures have
the aircraft or vehicles on the surfaces or within the been established for this purpose and/or when
areas intended for their use. Low visibility operations covered by a letter of agreement. The purpose
for this system means reported conditions of RVR of this service is to adjust the flow of arriving
1 200 or less. I FR and VFR aircraft into the traffic pattern in a
SURVEILLANCE APPROACH (ASR) - An instru­ safe and orderly manner and to provide traffic
ment approach wherein the air traffic controller issues advisories to departing VFR aircraft.
instructions, for pilot compliance, based on aircraft b. TRSA Service - This service provides, in addi­
position in relation to the final approach course tion to basic radar service, sequencing of all
(azimuth) , and the distance (range) from the end IFR and participating VFR aircraft to the pri­
of the runway as displayed on the controller's radar mary airport and separation between all partici­
scope. The controller will provide recommended pating VFR aircraft. The purpose of this service
altitudes on final approach if requested by the pilot. is to provide separation between all participating
VFR aircraft and all lFR aircraft operating within
(ICAO) - The length of the takeoff run available the area defined as a TRSA.
TAKE-OFF DISTANCE AVAILABLE (TODA)

plus the length of the clearway, if provided.

© JEPPESEN SANDERSON. INC.• 1984. 2007. ALL RIGHTS RESERVED.

 ::.JEPPESEN 27 JUL 07 INTRODUCTION 13

CHART GLOSSARY

c. Class "8" Service - This service provides, in VISIBILITY (ICAO) - The ability, as determined by
addition to basic radar service, approved sep­ atrnospheric conditions and expressed in units of dis­
aration of aircraft based on IFR, VFR, and/or tance, to see and identify prominent unlighted objects
weight, and sequencing of VFR arrivals to the by day and prominent lighted objects by night.
primary airport(s). a. Flight Visibility - The visibility forward from the
d. Class "C" Service - This service provides, cockpit of an aircraft in flight.
in addition to basic radar service, approved b. Ground Visibility - The visibility at an aero­
separation between IFR and VFR aircraft, and drome as reported by an accredited observer.
sequencing of VFR aircraft, and sequencing of
c. Runway Visual Range (RVR) - The range over
VFR arrivals to the primary airport.
which the pilot of an aircraft on the centerline of
w

a runway can see the runway surface markings

w
.-.

(USA) - Airspace surrounding designated airports or the lights delineating the runway or identifying
'" TERMINAL RADAR SERVICE AREA (TRSA)

wherein ATC provides radar vectoring, sequencing its centerline.

'"

and separation on a full-time basis for all IFR and VISIBILITY (USA) - The ability, as determined by
participating VFR aircraft. Service provided in a
atmospheric conditions and expressed in units of dis­
TRSA is called Stage I I I Service. Pilots' participation
tance, to see and identify prominent unlighted objects
is urged but is not mandatory.
by day and prominent lighted objects by night. Visibil­
THRESHOLD - The beginning of that portion of the ity is reported as statute or nautical miles, hundreds
runway usable for landing. of feet or meters.
THRESHOLD CROSSING HEIGHT - The theoret­ a. Flight Visibility - The average forward horizon­
ical height above the runway threshold at which the tal distance, from the cockpit of an aircraft in
aircraft's glideslope antenna would be if the aircraft flight, at which prominent unlighted objects may
maintains the trajectory established by the mean ILS be seen and identified by day and prominent
glideslope or MLS glidepath. lighted objects may be seen and identified by
- The night.

I highest elevation in the first 3000 feet of the landing b. Ground Visibility - Prevailing horizontal visibil­
TOUCHDOWN ZONE ELEVATION (TDZE)

surface. ity near the earth's surface as reported by the

TRANSITION ALTITUDE (QNH) - The altitude in United States National Weather Service or an
the vicinity of an airport at or below which the vertical accredited observer.
position of an aircraft is controlled by reference to c. Prevailing Visibility - The greatest horizontal
altitudes (MSL). visibility equaled or exceeded throughout at
TRANSITION HEIGHT (QFE) - The height in the least half the horizon circle which need not
vicinity of an airport at or below which the vertical necessarily be continuous.
position of an aircraft is expressed in height above d. Runway Visibility Value (RW) - The visibility
the airport reference datum. determined for a particular runway by a trans­
TRANSITION LAYER - The airspace between the missometer. A meter provides a continuous indi­
transition altitude and the transition level. Aircraft cation of the visibility (reported in miles or frac­
descending through the transition layer will use tions of miles) for the runway. RVV is used in lieu
altimeters set to local station pressure, while depart­ of prevailing visibility in determining minimums
ing aircraft climbing through the layer will be using for a particular runway.
standard altimeter setting (ONE) of 29.92 inches of e. Runway Visual Range ( RVR) - An instru­
Mercury, 1 01 3.2 millibars, or 1 0 1 3.2 hectopascals. mentally derived value, based on standard
TRANSITION LEVEL (QNE) - The lowest flight level calibrations, that represents the horizontal dis­
available for use above the transition altitude. tance a pilot will see down the runway from
TURN ANTICIPATION - Turning maneuver initiated the approach end; it is based on the sighting
prior to reaching the actual airspace fix or turn point of either high intensity runway lights or on the
that is intended to keep the aircraft within established visual contrast of other targets whichever yields
airway or route boundaries. the greater visual range. RVR, in contrast to
prevailing or runway visibility, is based on what
VERTICAL NAVIGATION (VNAV) - That function
a pilot in a moving aircraft should see look­
of RNAV equipment which provides guidance in the
ing down the runway. RVR is horizontal visual
vertical plane.
range, not slant visual range. It is based on the
VERTICAL PATH ANGLE (VPA) (USA) - The measurement of a transmissometer made near
descent angle shown on some non-precision the touchdown point of the instrument runway
approaches describing the geometric descent path and is reported in hundreds of feet. RVR is
from the Final approach fix (FAF), or on occasion used in lieu of RVV andlor prevailing visibility in
from an intervening stepdown fix, to the Threshold determining minimums for a particular runway.
Crossing Height (TCH). This angle may or may not
1 . Touchdown RVR - The RVR visibility
coincide with the angle projected by a Visual Glide
readout values obtained from RVR equip­
Slope Indicator (VASI , PAP I , PLASI , etc.)
ment serving the runway touchdown zone.
2. Mid-RVR - The RVR readout values
obtained from RVR equipment located
midfield of the runway.

© JEPPESEN SANOERSON, INC .. 1984. 2007. ALL RIGHTS RESERVED.

14 INTRODUCTION 27 JUL 07 ::JEPPESEN
CHART GLOSSARY

3. Rollout RVR - The RVR readout values

obtained from RVR equipment located
nearest the rollout end of the runway.
VISUAL APPROACH (ICAO) - An approach by
an IFR flight when either part or all of an instru­
ment approach procedure is not completed and the
approach is executed in visual reference to terrain.
VISUAL APPROACH (USA) - An approach con­
ducted on an instrument flight rules (IFR) flight plan
which authorizes the pilot to proceed visually and
clear of clouds to the airport. The pilot must, at all
times, have either the airport or the preceding aircraft
in sight. T his approach must be authorized and under
the control of the appropriate air traffic control facility.
Reported weather at the airport must be ceiling at or
above 1 000 feet and visibility of 3 miles or greater.
VISUAL DESCENT POINT (VDP) - A defined point
on the final approach course of a non-precision
straight-in approach procedure from which normal
descent from the MDA to the runway touchdown
point may be commenced, provided the approach
threshold of that runway, or approach lights, or other
markings identifiable with the approach end of that
runway are clearly visible to the pilot.
VOLMET BROADCAST - Routine broadcast of
meteorological information for aircraft in flight.
WAY POINT - A specified geographical location
used to define an area navigation route or the flight
path of an aircraft employing area navigation.
WEATHER SYSTEMS PROCESSOR (WSP) - An
add-on weather processor to selected Airport Surveil­
lance Radar (ASR)-9 facilities that adds Doppler
weather radar capability and provides wind shear
and microburst warnings. The system gives con­
trollers timely and accurate warnings for relaying to
pilots via radio communications. The WSP also pro­
vides controllers with thunderstorm cell locations and
movement as well as the predicted future position
and intenSity of wind shifts that may affect airport
operations. T he system can also process precipi­
tation data to reduce false severe weather reports
caused by anomalous propagation.

© JEPPESEN SANDERSON. I N C. . 1984. 2007. ALL RIGHTS RES ERVED.

==.JEPPESEN 27 JUl 07 INTRODUCTION 41

ALA Aircraft Landing Area

ABBREVIATIONS USED IN AIRWAY MANUAL

ALF Auxiliary Landing Field

DEFINITIONS

AlA Air to Air ALT Altitude

AAF Army Air Field ALTN Alternate
AAIM Aircraft Autonomous Integrity AMA Area Minimum Altitude
Monitoring
AMSL Above Mean Sea Level
AAIS Automated Aerodrome Information
ANGB Air National Guard Base
Service
AOE Airport/Aerodrome of Entry
AAL Above Aerodrome Level
AOR Area of Responsibility
AAS Airport Advisory Service
APAPI Abbreviated Precision Approach
AB Air Base
Path Indicator
ABM Abeam
APC Area Positive Control
ABN Aerodrome Beacon
APCH Approach
AC Air Carrier
APP Approach Control
ACA Arctic Control Area
APT Airport
ACA Approach Control Area
APV Approach Procedure with Vertical
ACAS Airborne Collision Avoidance Guidance
System
ARB Air Reserve Base
ACARS Airborne Communications
ARINC Aeronautical Radio, Inc.
Addressing and Reporting System
ARO Aerodrome Reporting Officer
ACC Area Control Center
ARP Airport Reference Point
ACFT Aircraft
ARR Arrival
ACN Aircraft Classification Number
ARTCC Air Route Traffic Control Center
AD Aerodrome
ASDA Accelerate Stop Distance Available
ADA Advisory Area
ASOS Automated Surface Observing
ADF Automatic Direction Finding
System
ADIZ Air Defense Identification Zone
ASR Airport Surveillance Radar
ADR Advisory Route
ATA Actual Time of Arrival
ADS Automatic Dependent Surveillance
ATCAA Air Traffic Control Assigned
ADV Advisory Area Airspace
AEIS Aeronautical Enroute Information ATCC Air Traffic Control Center
Service
ATCT Air Traffic Control Tower
AER Approach End of Runway
ATD Actual Time of Departure
AERADIO Air Radio
ATF Aerodrome Traffic Frequency
AERO Aerodrome
ATFM Air Traffic Flow Management
AF Aux Air Force Auxiliary Field
ATI S Automatic Terminal Information
AFB Air Force Base Service
AFIS Aerodrome Flight Information ATS Air Traffic Service
Service
ATZ Aerodrome Traffic Zone
AFN American Forces Network
AUTH Authorized
AFRS Armed Forces Radio Stations
AUW All-up Weight
AFRU Aerodrome Frequency Response
AUX Auxiliary
Unit
AVBL Available
AFS Air Force Station
AWIB Aerodrome Weather I nformation
AFSS Automated Flight Service Station
Broadcast
A/G Air-to-Ground
AWlS Aerodrome Weather Information
AGL Above Ground Level Service
AGNIS Azimuth Guidance Nose-in-Stand AWOS Automated Weather Observing
AH Alert Height System
AHP Army Heliport AWSS Aviation Weather Sensor System
AI RAC Aeronautical Information AWY Airway
Regulation and Control AZM Azimuth
AIREP Air-Report Baro VNAV Barometric Vertical Navigation
AIS Aeronautical Information Services BC Back Course

© JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

42 I NTRODUCTION 27 JUL 07 :=.JEPPESEN
ABBREVIATIONS USED IN AIRWAY MANUAL

BCM Back Course Marker CRS Course

BCN Beacon CST Central Standard Time
BCOB Broken Clouds or Better CTA Control Area
BCST Broadcast CTAF Common Traffic Advisory
BDRY Boundary Frequency
BLDG Building CTL Control
BM Back Marker CTOT Calculated Take-off Time
BRG Bearing CTR Control Zone
B-RNAV Basic RNAV CVFP Charted Visual Flight Procedure
BS Broadcast Station (Commercial) CVFR Controlled VFR
C ATC IFR Flight Plan Clearance 0 Day
Delivery Frequency DA Decision Altitude
CADIZ Canadian Air Defense Identification DA (H) Decision Altitude (Height)
Zone D-ATIS Digital ATI S
CAE Control Area Extension DCL Data Link Departure Clearance
CAlGRS Certified Air/Ground Radio Service Service
CANPA Constant Angle Non-Precision OCT Direct
Approach DECMSND Decommissioned
CARS Community Aerodrome Radio DEG Degree
Station
DEP Departure Control
CAT Category
CBA Cross Border Area Iol::l:H;UlI@ Departure Procedure
CDFA Continuous Descent Final DER Departure End of Runway
Approach DEWIZ Distance Early Warning
COl Course Deviation Indicator Identification Zone
CDR Conditional Route OF Direction Finder
COT Central Daylight Time DISPL Displaced Threshold
THRESH
CEIL Ceiling
CERAP DIST Distance
Combined Center/Radar Approach
Control DME Distance-Measuring Equipment
CFIT Controlled Flight Into Terrain DOD Department of Defense
CGAS Coast Guard Air Station DaM Domestic
CGL Circling Guidance Lights DP Obstacle Departure Procedure
CH Channel E East or Eastern
CH Critical Height EAT Expected Approach Time
CHGD Changed ECOMS Jeppesen Explanation of Common
Minimum Specifications
CL Centerline Lights
EDT Eastern Daylight Time
CMNPS Canadian Minimum Navigation
Performance Specification EET Estimated Elapsed Time
CNF Computer Navigation Fix EFAS Enroute Flight Advisory Service
CO County EFF Effective
COMLO Compass Locator EFVS Enhanced Flight Vision System
COMMS Commun ications ELEV Elevation
CO NT Continuous EMAS Engineered Materials Arresting
System
CONTD Continued
EMERG Emergency
COORDS Coordinates
ENG Engine
COP Change Over Point
EOBT Estimated Off Block Time
CORR Corridor
EST Eastern Standard Time
CP Command Post
EST Estimated
CPDLC Controller Pilot Data Link
Commun ications ETA Estimated Time of Arrival

Clearance (Pre-Taxi Procedure) ETD Estimated Time of Departure

Cpt
ETE Estimated Time Enroute
CRP Compulsory Reporting Point

© JEPPESEN SANDERSON, INC., 1964, 2007. ALL RIGHTS RESERVED.

==JEPPESEN 27 JUL 07 INTRODUCTION 43

ABBREVIATIONS USED IN AIRWAY MANUAL

ETOPS Extended Range Operation with H Non-Directional Radio Beacon or

two-engine airplanes High Altitude
EVS Enhanced Vision System H24 24 Hour Service
FAA Federal Aviation Administration HAA Height Above Airport
FACF Final Approach Course Fix HALS High Approach Landing System
FAF Final Approach Fix HAS Height Above Site
FAI L Failure HAT Height Above Touchdown
FANS Future Air Navigation System HC Critical Height
FAP Final Approach Point HOG Heading
FAR Federal Aviation Regulation HF High Frequency (3-30 MHz)
FAT Final Approach Track HGS Head-up Guidance System
FATO Final Approach and Take-off Area HI High (altitude)
FCP Final Control Point HI High Intensity (lights)
FIC Flight Information Center H IALS High Intensity Approach Light
FI R Flight Information Region System
FIS Flight Information Service H I RL High Intensity Runway Edge Lights
FL Flight Level (Altitude) HIWAS Hazardous Inflight Weather
Advisory Service
FLO Field
HJ Sunrise to Sunset
FLG Flashing
HN Sunset t o Sunrise
FLT Flight
HO By Operational Requirements
FM Fan Marker
hPa Hectopascal (one hectopascal
FMC Flight Management Computer
one millibar)
=

FMS Flight Management System

HR Hours (period o f time)
FPM Feet Per Minute
HS During Hours of Scheduled
FPR Flight Planning Requirements Operations
FREQ Frequency HST High Speed Taxiway Turn-off
FSS Service Station HUD Head-up Display
FT Feet HUDLS Head-Up Display Landing System
Flight

FTS Flexible Track System HX No Specific Working Hours

G Guards only (radio frequencies) Hz Hertz (cycles per second)
GA General Aviation Island
GBAS Ground-Based Augmentation lAC Instrument Approach Chart
System
IAF Initial Approach Fix
GCA Ground Controlled Approach
IAML Integrity Monitor Alarm
(radar)
lAP Instrument Approach Procedure
GCO Ground Communication Outlet
lAS Indicated Airspeed
GEN General
lATA International Air Transport
GLONASS Global Orbiting Navigation Satellite
Association
System
Approach Waypoint
GLS Global Navigation Satellite System
[GNSS] Landing System IBN Identification Beacon
IAWP Initial

GMT Greenwich Mean Time I CAO International Civil Aviation

Organization
GND Ground Control
I D ENT Identification
GND Surtace of the Earth (either land
or water) IF Intermediate Fix
GNSS Global Navigation System IFBP Inflight Broadcast Procedure
GP Glidepath I FR Instrument Flight Rules
Satellite

GPS Global Positioning System IGS Instrument Guidance System

GPWS Ground Proximity Warning System I LS Instrument Landing System
GS Glide Slope 1M Inner Marker
GIS Ground Speed I MAL Integrity Monitor Alarm

GWT IMC Instrument Meteorological

Gross Weight
Conditions
IMTA Intensive Military Training Area

© JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

44 INTRODUCTION 27 JUL 07 ::JEPPESEN
ABBREVIATIONS USED IN AIRWAY MANUAL

INDEFLY Indefinitely LSALT Lowest Safe Altitude

IN or INS Inches LT Local Time
I N FO Information LT S Lights
INOP Inoperative LVP Low Visibility Procedures
INS Inertial Navigation System LWI S Limited Weather Information
INT Intersection System
INTL International M Meters
IORRA Indian Ocean Random RNAV Area MAA Maximum Authorized Altitude
IR Instrument Restricted Controlled MAG Magnetic
Airspace MAH F Missed Approach Holding Fix
IS Islands MALS Medium Intensity Approach Light
ITWS Integrated Terminal Weather System
System MALSF Medium Intensity Approach Light
IIV I nstrumenVVisual Controlled System with Sequenced Flashing
Airspace Lights
JAA Joint Aviation Authority MALSR Medium Intensity Approach Light
System with Runway Alignment
KGS Kilograms Indicator Lights
kHz Kilohertz MAP Missed Approach Point
KIAS Knots Indicated Airspeed MAX Maximum
KM Kilometers MB Millibars
KMH Kilometer(s) per Hour MCA Minimum Crossing Altitude
KT Knots MCAF Marine Corps Air Facility
KTAS Knots True Airspeed MCAS Marine Corps Air Station
L Locator (Compass) MCTA Military Controlled Airspace
LAA Local Airport Advisory MDA Minimum Descent Altitude
LAAS Local Area Augmentation System MDA(H) Minimum Descent Altitude (Height)
LACFT Large Aircraft MDT Mountain Daylight Time
LAHSO Land and Hold Short Operations MEA Minimum Enroute Altitude
LAT Latitude MEHT Minimum Eye Height Over
LBCM Locator Back Course Marker Threshold
LBM Locator Back Marker MEML Memorial
LBS Pounds (Weight) MET Meteorological
LCG Load Classification Group MF Mandatory Frequency
LCN Load Classification Number MFA Minimum Flight Altitude
Lctr Locator (Compass) MHA Minimum Holding Altitude
LOA Landing D istance Available MHz Megahertz
LOA Localizer-type Directional Aid MI Medium I ntensity (lights)
LDI Landing Direction Indicator MIALS Medium Intensity Approach Light
LDIN Lead-in Light System System

LGTH Length MIL Military

LIM Locator Inner Marker MIM Minimum

LlRL Low Intensity Runway Lights MIN Minute

Low Level Wind Shear Alert M I RL Medium Intensity Runway Edge
LLWAS
System Lights

Locator Middle Marker MKR Marker Radio Beacon

LMM
Lateral Navigation MLS Microwave Landing System
LNAV
Landing MM Middle Marker
LNDG
Locator at Outer Marker Site MNM Minimum
LO
M N PS Minimum Navigation Performance
LOC Localizer
Specifications
LOM Locator Outer Marker
MOA Military Operation Area
LONG Longitude
MOCA Minimum Obstruction Clearance
LPV Localizer Performance with Vertical Altitude
Guidance

© JEPPESEN SANOERSON. INC.• 1984. 2007 ALL RIGHTS RESERVED

 ==.JEPPESEN 27 JUL 07 INTRODUCTION 45

ABBREVIATIONS USED IN AIRWAY MANUAL

MORA Minimum Off-Route Altitude (Grid OM Outer Marker

or Route) OPS Operations or Operates
MRA Minimum Reception Altitude OIR On Request
MBA M\nirnuTTl Safe/Sector A\[Link]
orr Other Times
MSL Mean Sea Level OTR Oceanic Transition Route
MST Mountain Standard Time OTS Out-of-Service
MTA Military Training Area PA Precision Approach
MTAF Mandatory Traffic Advisory PAL Pilot Activated Lighting
Frequency
PANS-OPS Procedures for Air Navigation
w

MTCA Minimum Terrain Clearance Services - Aircraft Operations

w
0

Altitude
,

PAPI Precision Approach Path Indicator

'"
'"

MTMA Military Terminal Control Area

PAR Precision Approach Radar
MTOW Maximum Take-off Weight
PCL Pilot Controlled Lighting
MUN Municipal
PCN Pavement Classification Number
MVA Minimum Vectoring Altitude
PCZ Positive Control Zone
N Night, North or Northern
PDC Pre-Departure Clearance
NA Not Authorized
PDG Procedure Design Gradient
NAAS Naval Auxiliary Air Station
PDT Pacific Daylight Time
NADC Naval Air Development Center
PERM Permanent
NAEC Naval Air Engineering Center
PinS Point In Space
NAF Naval Air Facility
PISTON Piston Aircraft
NALF Naval Auxiliary Landing Field
PJE Parachute Jumping Exercise
NAP Noise Abatement Procedure
PLASI Pulsating Visual Approach Slope
NAR North American Routes Indicator
NAS Naval Air Station POFZ Precision Obstacle Free Zone
NAT North Atlantic Traffic PPO Prior Permission Only
NAT/OTS North Atlantic Traffic/Organized PPR Prior Permission Required
Track System
PRA Precision Radar Approach
NATL National
PRM Precision Radar Monitor
NAVAID Navigational Aid
P-RNAV Precision RNAV
NCA Northern Control Area
PROC Procedure
NCRP Non-Compulsory Reporting Point
PROP Propeller Aircraft
NDB Non-Directional Beacon/Radio
PSP Pierced Steel Planking
Beacon
NE Northeast PST Pacific Standard Time

NM Nautical Mile(s) PTO Part Time Operation

No PVT Private Operator

Number
NoPT No Procedure Turn ODM Magnetic bearing to facility

NOTAM Notices to Airmen ODR Magnetic bearing from facility

NPA Non-Precision Approach OFE Height above airport elevation (or
runway threshold elevation) based
NW Northwest
on local station pressure
NWC Naval Weapons Center ONE Altimeter setting 29.92" Hg or
O/A On or About 1 01 3.2 Mb.
OAC Oceanic Area Control ONH Altitude above sea level based on
OAS Obstacle Assessment Surface local station pressure
OCA Oceanic Control Area R R-063 or 063R
OCA (H) Obstacle Clearance Altitude Magnetic Course (radial) measured
(Height) as 063 from a VOR station. Flight
can be inbound or outbound on
OCL Obstacle Clearance Limit
this line.
OCNL Occasional
RA Radio Altimeter
OCTA Oceanic Control Area
RAI Runway Alignment Indicator
ODALS Omni-Directional Approach Light
RAIL Runway Alignment Indicator Lights
System

C JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

46 INTRODUCTION 27 J U L 07 ::.JEPPESEN
ABBREVIATIONS USED IN AIRWAY MANUAL

RAIM Receiver Autonomous Integrity SFC Surface of the earth (either land or
Monitoring water)
RAPCON Radar Approach Control SFL Sequenced Flashing Lights
RASS Remote Altimeter Source SFL-V Sequenced Flashing Lights -
RCAG Remote Communications Air Variable Light Intensity
Ground
Standard Instrument Departure
RCC Rescue Coordination Center
lID!]
SIWL Single Isolated Wheel Load
RCL Runway Centerline
SKD Scheduled
RCLM Runway Center Line Markings
SLP Speed Limiting Point
RCO Remote Commun ications Outlet
SM Statute Miles
REF Reference
SMA Segment Minimum Altitude
REIL Runway End Identifier Lights
SMGCS Surface Movement Guidance and
REP Reporting Point
Control System
RESA Runway End Safety Area
SMSA Segment Minimum Safe Altitude
REV Reverse
SOC Start of Climb
REP Ramp Entrance Point
SODALS Simplified Omnidirectional
RF Radius to Fix Approach Lighting System
RL Runway (edge) Lights SPAR French Light Precision Approach
RNAV Area Navigation Radar
RNP Required Navigation Performance SRA Special Rules Area
RNPC Required Navigation Performance SRA Surveillance Radar Approach
Capability SRE Surveillance Radar Element
ROC Rate of Climb SR-SS Sunrise-Sunset
RON Remain Overnight SSALF Simplified Short Approach Light
RPT Regular Public Transport System with Sequenced Flashing
RSA Runway Safety Area Lights
RT E Route SSALR Simplified Short Approach Light
System with Runway Alignment
RTF Radiotelephony
Indicator Lights
RT S Return to Service
SSALS Simplified Short Approach Light
RVR Runway Visual Range System
RVSM Reduced Vertical Separation SSB Single Sideband
Minimum
SSR Secondary Surveillance Radar (in
RVV Runway Visibility Values U.S.A. AT CRBS)
RW Runway Standard Terminal Arrival Route
RWY Runway (USA)
�

S South or Southern Standard Instrument Arrival (ICAO)

SAAAR Special Aircrew and Aircraft ST D Indication of an altimeter set to
Authorization Required 29.92" Hg or 101 3.2 Mb without
SALS Short Approach Light System temperature correction
SALSF Short Approach Light System with Std Standard
Sequenced Flashing Lights ST -IN Straight-in
SAP Stabilized Approach STOL Short Take-off and Landing
SAR Search and Rescue SW Single Wheel Landing Gear
SAT COM Satellite voice air-ground calling SW Southwest
SAWRS Supplementary Aviation Weather SYS System
Reporting Station 'T True (degrees)
SBAS Satellite-Based Augmentation T Terrain clearance altitude (MOCA)
System
T Transmits only (radio frequencies)
SCA Southern Control Area
T -VASI Tee Visual Approach Slope
SCOB Scattered Clouds or Better Indicator
SDF Simplified Directional Facility TA Transition Altitude
SE Southeast TAA Terminal Arrival Area (FAA)
SEC Seconds TAA Terminal Area Altitude (ICAO)
SELCAL Selective Call System

© JEPPESEN SANDERSON. INC. . , 9B4. 2007. ALL RIGHTS RESERVED.

 :: JEPPESEN 27 JUL 07 INTRODUCTION 47

ABBREVIATIONS USED IN AIRWAY MANUAL

TACAN Tactical Air Navigation (bearing UTA Upper Control Area

and distance station) UTC Coordinated Universal Time
TAS True Air Speed VAR Magnetic Variation
TCA Terminal Control Area VASI Visual Approach Slope Indicator
TCAS Traffic Alert and Collision VDP Visual Descent Point
Avoidance System
VE Visual Exempted
TCH Threshold Crossing Height
VFR Visual Flight Rules
TCTA Transcontinental Control Area
VGSI Visual Glide Slope Indicator
TDWR Terminal Doppler Weather Radar
VHA Volcanic Hazard Area
w

TDZ Touchdown Zone

w

VHF Very High Frequency (30-300

o
,

TDZE Touchdown Zone Elevation MHz)

'"
"

TEMP Temporary VIS Visibility

TERPS United States Standard for VMC Visual Meteorological Conditions
Terminal Instrument Procedure
VNAP Vertical Noise Abatement
Threshold Procedures
TIBA Traffic Information Broadcast by VNAV Vertical Navigation
THR

Aircraft
VOLMET Meteorological Information for
TL Transition Level Aircraft in Flight
TMA Terminal Control Area VOR VHF Omnidirectional Range
TML Terminal VORTAC VOR and TACAN co-located
TMN Terminates VOT Radiated Test Signal VOR
TMZ Transponder Mandatory Zone VPA Vertical Path Angle
TNA Transition Area VV Vertical Visibility
TODA Take-off Distance Available V/V Vertical Velocity or speed
TORA Take-off Run Available WAAS Wide Area Augmentation System
TP Turning Point W West or Western
TRACON Terminal Radar Approach Control W/O Without
TRANS Transition(s) WP Area Navigation (RNAV) Waypoint
TRANS ALT Transition Altitude WSP Weather Systems Processor
TRANS Transition Level WX Weather
LEVEL
X On Request
TRCV Tri-Color Visual Approach Slope
Z Zulu Time
Indicator
Z Coordinated Universal Time (UTC)
TSA Temporary Segregated Area
TVOR Terminal VOR
TWEB Transcribed Weather Broadcast
TWIP Terminal Weather Information for
Pilots
TWR Tower (Aerodrome Control)
Taxiway
U Unspecified
TWY

U UNICOM
UFN Until Further Notice
UHF Ultra High Frequency (300-3000
MHz)
UIR Upper Flight Information Region
UNCT'L Uncontrolled
UNICOM Aeronautical Advisory Service
UNICOM (A) Automated UNICOM
UNL Unlimited
UIS Unserviceable
USAF US Air Force
USB Upper Sideband
USN US Navy

© JEPPESEN SANDERSON, INC., 1984, 2007. ALL RIGHTS RESERVED.

INTENTIONALL Y

LEFT

BLANK
[Link] I NTRODUCTION 29 AUG 03 51

ENROUTE CHART LEGEND

larger chart scales with complete information . They
should be used for all flights when arriving or depart­
GENERAL

Jeppesen Enroute Charts are compiled and con­ ing an airport within an Area Chart.
structed using the best available aeronautical and
On the Enroute Charts, the Area Charts are identified
topographical reference charts. Most Jeppesen
by a shaded symbol on the cover panel, and a
Enroute Charts use the lambert Conformal Conic
shaded dashed line, with location name, and Airport
projection. The design is intended primarily for air­
identifier on the Enroute Chart.
way instrument navigation to be referenced to cockpit
instruments. Enroute and Area Charts are supplemented by
Enroute Chart NOTAMS when significant changes
Charts are identified by code letters for world areas
occur between revision dates.
covered by a series, by parenthetical letters for the
altitude coverage, and by numbers for the individual Chart revision dates are always on a Friday (chart
chart. For example, P(H/l)2 is a chart of the Pacific completion and/or mailing dates). Following this date
series covering both high and low altitude operations
a short concise note explains the significant changes
and is number 2 of the series. E(HI)3 and E(lO) 1 0 made.
are charts of the European series covering high and
low altitude operations respectively. Chart EFFECTIVE dates other than EFFECTIVE
UPON RECEIPT are provided when significant
To use the low Altitude and High/low Altitude changes have been charted which will become effec­
Enroute Charts, use the small index map on the tive on the date indicated.
cover panel to locate the major city closest to your
desired area. These names are the major locations Chart symbols are portrayed on the following pages
shown within each chart panel and are indicated with an explanation of their use. Reference should
along the "zigdex" at the top of the chart. Open the be made to the Chart Glossary for a more complete
chart to the panel desired and follow your flight explanation of terms. This legend covers all Enroute
progress by turning the folds like the pages of a and Area Charts. Chart symbols on the following
book. It is seldom necessary to completely unfold pages may not appear on each chart.
the chart. Although the High Altitude Charts do not
have this "zigdex" feature, they may be used in the
same way.
JEPPESEN IFR EN ROUTE PLOTTER

When the folded chart is opened at one of the zigdex

INSTRUCTIONS - ENROUTE AND

numbers, the exposed portion of the chart is subdi­

AREA CHARTS
vided into four sections by a vertical and a horizontal
fold. Each of the sections is labeled at the margin as
A, B, C, or D. A combination of the panel number
MILEAGES

Most Enroute and Area Chart mileages are repre­

and the lettered section in which it falls is used to
sented on the plotter. Check the top margin of the
simplify finding a location referenced in the Enroute
chart in use for the correct scale. All chart scales,
Chart NOTAMS or in the communications tabulation.
and all plotter scales, are in nautical miles.
For example, p5C means you will find the referenced
item on panel 5 in section C.

Unless otherwise indicated, all bearings and radials

BEARINGS AND COURSES

are magnetic; enroute distances are in nautical miles; The plotter centerline is highlighted by arrows from
each compass rose. � �
vertical measurements of elevation are in feet above
mean sea level; enroute altitudes are either in feet
Position the plotter centerline over the desired track
above mean sea level (based on QNH altimeter set­
to be flown. Slide the plotter left or right along the
ting) or clearly expressed as flight levels (Fl) (based
track until one of the compass roses is centered over
on standard altimeter setting of 29.92 inches of Mer­
the desired navaid.
cury or 1 01 3.2 millibars or Hectopascals); and all
times are Coordinated Universal Time (UTC) unless If the centerline arrow on the compass rose points in
labeled local time (IT). the SAME direction as your flight, read the radial or
bearing at the north tick extending from the navaid.
Enroute communications are shown on the charts or
tabulated on the end folds where they may be If the centerline arrow on the compass rose points
referred to with a minimum of paper turning. Termi­ OPPOSITE to the direction of flight, the radial or
nal communications are also provided in the bearing is the reCiprocal of the number read at the
tabulations except on charts designed solely for high navaid's north magnetic tick.
altitude operations. The end panel tabulations refer
to the location of the facility on an area chart (if one
exists) by a 4-letter identifier, as well as to the loca­
NOTE: If your earlier version plotter does not

tion within a panel and section of the Enroute Chart.

depict the arrows be sure the plotter is posi­
tioned so that the 360· position on the

Due to congestion of airspace information within

large metropolitan areas, complete off airway infor­
compass rose points in the SAME direction

mation is not always shown on Enroute Charts.

as your flight.

These areas are supplemented by Area Charts at

o JEPPESEN SANDERSON. INC .. 1 984, 2003. Al l.. RIGHTS RESERveo.

52 29 AUG 03 INTRODUCTION ==.JE��ESEN

The compass rose is read in a counter-clockwise direction.

E N RO UTE C HA RT L E G E N D

Example:

I�D8, with iVlagnetic North t i c k , o n the enroute

o r alea chan.

Magnetic north ticks on navigation­

al facilities fit compass roses on
ENROUTE CHART LEGEND

The following legend pages briefly explain symbol­ I FR Enroute Chart Plotters, making
ogy used on Enroute Charts worldwide. Not all items
apply in all areas. Refer to Chart Glossary for more
complete definitions of items.
II it possible to measure the magnetic
bearing of any track.

LOC, LOA, or SDF Front Course

NAVAID SYMBOLS

/
VOR (VHF Omnidirectional Range)
/ LOC Back Course

MLS Course
TACAN (Tactical Air Navigation) or
DME (Distance
Equipment)

Terminal class TACAN

Measuring
/
FAN M A R K E R S

• Elliptical Pattern

VORTAC/vORDME •• Bone Pattern

�:,:�::. Fan Marker and NOB

NOB (Nondirectional Radio

B ROADCAST STATION

Beacon)
Commercial
ZXN
i340

I
(;)
Compass Locator (Charted only
Armed Forces Radio Station
TRINITV AFRS
when providing an enroute function 1490
or TWEB); or a SABH class radio o
beacon.

@ JEPPESEN SANDERSON. JNC . . 1984, 2003. AL.L FliGHTS FlESEAVED.

 I NTRODUCTION 29 JUL 05 53

ENROUTE CHART LEGEND

NAVAID IDENTIFICATION COMMUNICATIONS

Navaid identification is given in

RADIO FREQUENCIES
shadow box when navaid is airway
or route component, with frequen­ Frequencies for radio communications are included
cy, identifier, and Morse Code. above NAVAID names, when voice is available
DME capability is indicated by a through the NAVAID. These frequencies are also
small '0" preceding the VOR fre­

h1.-.1 4.6.. ...Wl

shown at other remoted locations.

114.6122.2,
quency at frequency paired
navaids. VOR and VORTAC na­

- 122.45
vaid operational ranges are 122.2 - 1 22.45-5680 River Radio transmits on and

5680.
identified (when known) within the RIVER transmits and receives on
D
navaid box except on USA and RIV MHz and HF frequency
Canada charts. (T) represents Ter­

CNYl 122.1
minal; (L) represents Low Altitude;
RI'te:NVSilIG
'---l._. 113.9.
and (H) represents High Altitude.
River Radio (RIV) guards (re-
On High/Low altitude Enroute
Charts, geographical coordinates S 13 9 '
-. -fgJ
ceives) on and transmits
through Canyon VOR on

122.6
(latitude and longitude) are shown
For navaids forming high or all alti­ River Radio transmits and receives
tude airways and routes. On Area on located at Diamond.
Charts, geographical coordinates Small circle enclosing dot denotes
<1> remote communication site.
�KADENA �
I D 1].�·9_ ��D I
are shown when navaid is airway or

122.2 122.4.
route component.
N26 ZH EI27 46.0

I I
.., Tapeats Radio transmits and
Some UMF navaids are combined

__
122.2-122.4 receives on and Tele-
��� -�!' in the shadow box even though �TA PEATS ::::l
Nl6 '10.0 U71 H.B
phone symbol indicates additional
they are not part of the airway /
route structure, except on US and
ID 1 -1 2.2
•
T� T I
• -
frequencies in communications
panel listed under Tapeats.
CA charts. They are used for
course guidance over lengthy route HIWAS HIWAS - Hazardous Inflight
segments when airwayltrack is MIAMI WX *122.0
� MIAMI :::1 Weather AdviSOry Service. Broad­

I
designated into a VOR. casts SIGMETS, AIRMETS and
fBENBECULANl When VOR and TAC/DME anten­ D l l�·�. �IA I PI REPS continuously over VOR
� 1 14.4 _.BE, \
nas are not co-Iocat:�, a notation N25 57.S woao 21.6 frequency.
'DME not Co-located IS shown be­

122 3
lOME nOI Co·local.d) low the navaid box. RIVER 122.3
_ _••• . _

f'HAtJTO'.'. 1 2 2 . 6

J
River Radio transmits and receives

L:;_. 122.6.
MOODY Off-airway navaids are unboxed on PHANTOM at Phantom on I lonaI Iy,
. . Add't'
1 13.3 VAD Low and High/Low charts. TACAN/ r364 PTM [Link] Radio transmits and re-
TAC-SO DME channel is shown when VOR - -- celves on

115.3,
navaid has a frequency paired
FSS VER
RIA �
FU
DME capability. When an UMF na­

.
River Radio transmits through Lava

.. .. --=-.
KENNEY vaid performs an enroute function, LAV VOR on but is not capable of
254
•
_
. ENY
- -
the Morse Code of its identification
letters are shown.
1>11 5.3 �
----= .
receiving transmissions through the
-
VOR site.

122.2 122.6.
LIPTON When TACAN or DME are not fre­ Grand Radio is located at the air­
TAC·SS LPT quency paired with the VOR, the port and transmits and receives on

123.6.
( 1 14. 1) TACAN is identified separatety. and Additionally,
GRAND ARIZ
1 2 2 . 2 1 2 2 . 6 1 23.6 ( lAA)
The 'Ghost" VOR frequency, Grand Radio provides LAA (Local
GRAND VIEW shown in parentheses, enables ci­ 1285
Airport Advisory) on
0 / 15.4 GND vilian tuning of DME facility.
AAS 12 3 . 6
Terminal Radio frequencies and
NORTHSIDE
The navaid frequency and identifI­ service may be included over air-
cation are located below the 3 90 port or location name. Radio call is
location name of the airport when included when different than airport

NORTHSIDE
the navaid name, location name, U-MFI22. 8/l0NM or location name. Mandato Fre-
ry
390
and airport name are the same. quencies (MF), Aerodrome Traffic
LOC, SDF, LOA and MLS navaids Frequencies (ATF) or UNICOM (U)
MOOSE
G §iD
are identified by a round cornered 123 . 6 frequencies include contact dis-
NORTHSIDE
5 nm.
LOC
ATF
box when they perform an enroute tance when other than the standard
function. Frequency identifi�tion
390
ll
and Morse Code are provided. US "Enroute Flight Advisory Ser­
DME is included when navaid and DENVER WX * 1 22. 0 vice". Ident of controlling statiof'! to

F1 L�;� [Link] ��I��� ���� � � �7:

DME are frequency paired. DENVER call, usmg (name of station)
H 1 2
LA YTON Fan Marker name and code. v g� s s 0 a d
N39 51.6 Wl04 45.1 with controlling station and remoted
Dial-up Remote Communications outlets. Service is not continuous.
ATf 122.S/SNM Oullet (DRCO) (Canada). Con­
DRCO 125.7 nects pilot with an ATS unit via a
LA SARRE QUE
CANADIAN INSET
commercial telephone line. See
CSR8 1 04 8-4 ' Canada Air Traffic Control pages
for details.

� JEPPESEN SANDERSON. INC . . 1984. 2005. ALL RIGHTS RESERVEO.

54 29 JUL 05 INTRODUCTION ==.JE PPESEN
ENROUTE CHART LEGEND
The telephone symbol indicates ad­ Enroute Radar capability. (All do­
ditional communications may be mestic U.S. Centers are radar
'"
found in the communications tabu­ equipped so (R) is omitted from do­
VIRAC
lation after the associated NAVAID
(R)
mestic U.S. Center boxes.)
RADIO
or location name. Telephone sym­ Underline shown below navaid
bol does not necessarily mean that identifier indicates Beat Frequency
voice is available through the Oscillator (BFO) required to hear
NAVAID.
Morse Code identifier.
SECTOR 2 Call and frequencies of Control Asterisk indicates navaid operation
Service for use within graphically or service not continuous.
-N;A
portrayed Radio Frequency Sector
NilAl
*

Marine beacon operation times.

cmnROl I

;��:� ��6: � I Boundaries. Transmission begins at 4 minutes

past the hour and every 1 5 minutes
Call sign "CONTROL" and I or "RA­
thereafter in this illustration; other
DAR" is omitted in all
H • 04 & 15(1)
times will be indicated. Number in
communication boxes in several
parentheses gives duration in min­
regions.
utes of transmission.
Facility operates in fog only at
Plain language infllght weather sta­ times indicated.
BELGRADE

tion with name and frequency.

FOG:H • 02 & 08

@6�40)
(Not shown on Eastern Hemisphere chart series
RESTRICTED AIRSPACE

when vertical limits are below 2000 feet AGL)

Restricted airspace. The accom­

SOUTH EASTERN
RADIO
2869
5526
.4678
8876
Call and frequencies of control or
unit service. For use within geo­
graphical defined radio boundaries.
o panying label indicates it as
prohibited, restricted , danger, etc.

D Alert, Caution, and Mili­

tary Operations Areas.
Training,

Country identifier, des ig n ation

frequency of e n rout ser­
e _______ in parens, and number
vice or ontrol unit. SINGLE SIDE
RADIO

___ U p pe r Limit
E CAR c
Call and

BAND capabilities are available un­

NASSAU
CY(R)-4207

�
1 24.2
5566 6537 less s p ified otherwise.
ec � _ Lower L"Imlt
Hours active
8871 13344

SS-SA ---
(MSP ARTCC) ___

Remote air-Io-ground antenn for

---- Controlling Agency (Limits
a
direct communications with control
may

center. Center is named in large

be tabulated)

type and name of remote site is in · ED (R)-7

Dot indicates permanent activa­
parentheses below followed by ap­ tion on some chart series.
CHICAGO'! propriate VHF frequencies.
-.- ..g!.:�.....j

On USA charts K (indicating USA)

and parens around the designat­
R·600 1
NAVAID/COMMUNICATION DATA
1 2=0 1 ing letter are omitted.
Operational status at date of publi­ (JAX ARTee)
cation. Refer to Chart NOTAMS for
(May be Shutdown)

current status, including substitute

When restricted airspace areas
(May be Test Only)

(May not be Comsnd) routes for VOR and VORTAC overlap, a line is shown on the
shutdowns. outer edge of each area through
the area of overlap.
(TWEB) (TWEB) indicates continuous auto­
matic weather broadcast
provided on the facility frequency.
MA YBE
326 MBY
IS

Class SABH radio beacons of limit­

ed navigation suitability indicate
(WX)
EAST BA Y their primary purpose of continuous
automatic weather broadcast by
J62 EZB
(WX).

© JEPPESEN SANDERSON, INC" 1984, 2005. ALL RIGHTS RESERVED.

==.JEPPESEN INTRODUCTION 29 JUL 05 55

ENROUTE CHART LEGEND

@ (M)RPMMI
RESTRICTED AIRSPACE
DESIG NATION
eM) ABOVE FL 230 I
A-Alert T-Training Meteorological report required (unless instructed oth­
C-Caution W-Warning erwise), giving air temperature, wind, icing,
D-Danger TRA-Temporary Reserved Airspace turbulence, clouds and other significant weather. Re­
P-Prohibited TSA - Temporary Segregated Area port to controlling ground station, or station indicated.
R-Restricted MOA-Military Operations Area
Holding Pattern. DME figures,
when provided, give the DME dis­
Canadian Alert Area Suffixes tance of the fix as the first figure
(A) Acrobatic (S) Soaring followed by the outbound limit as
(H) Hang Gliding (T) Training the second figure.
(P) Parachute Dropping
Length of holding pattern i n min­
utes when other than standard.
AIRPORTS
Database identifiers are enclosed
in brackets [ABROC]. Database
Military Identifiers are officially designated
Civil
by the controlling authority or they
I FR VFR IFR VFR may be derived by Jeppesen. In ei­
ther case, these identifiers have no
o 0 o 0 Airports
(ABROC) ATC function and should not be
used in filing flight plans nor should
@ <!> @ @ Seaplane Base they be used when communicating
with ATC. They are shown only to
® ® ® ® Heliports enable the pilot to maintain orienta­
tion when using charts in concert
(lAA) lAA Local Airport Advisory
with database navigation systems.
AFIS (Aerodrome Flight Information
(AFIS) Fix name with Minimum Crossing
Service) LIMON Altitude (MCA) showing airway, alti­
(ALA) Authorized Landing Area V-I 7500 NW tude, and direction, and Minimum
(MRA 7000) Reception Altitude (MRA).
Location name - IFR published pro­
cedure filed under this name with Official fix name (with country as­

DENV ER COLO
ICAO/Jeppesen NavData indica­ signed identifier in parentheses).
KULAFU (KLF)
-Ird l
tor. Airport elevation and longest Several countries throughout the
KDEN 5431-160 runway length to nearest 100 feet world assign identifiers for use in

(add 00).
with 70 feet as the dividing point flight plans.

A
Location name - VFR airport, no , LF bearings forming a fix are to the
T l d j ik j a procedure published by Jeppesen. �095 -+- navaid.
GONu 1 3 1 6-52s "s" indicates soft surface otherwise
hard surface. A �
L..>. 2960 --
VHF radials forming a fix are from
the navaid.

AIRWAY AND ROUTE COMPONENTS

1::.. � 2960 BOR VHF frequency and identifier in-

1 1 6 . 8 cluded when off chart o r remoted.

AIRWAY AND ROUTES CENTER LINES .. LF frequency, identifier and Morse
£:"[Link]; �" :1') 5·....... Code
li4 .. included when off chart or
remoted.
Airway/Route
Arrow along airway points from the
- - - - - Diversionary Route
navaid designating the reporting
Overlying High Altitude Airway/ point. Other published radials may
Route be used if they are greater than 30
degrees from the airway being
---I!DIIfJ-- Oceanic Transition Route used and are not beyond the COP.
RNAV Airway/Route

A D55/MAZ
L..>.
Fix f<;>rmed by 55 DME from MAZ
FIXES navald .

... ... Compulsory Reporting Point 10 12 "D" indicates DME fix and distance
1::.,
. - 1::.. =- from the station that provides the
.6.. .6.. Non-Compulsory Reporting Point D22 D DME mileage.

Low Altitude Compulsory Reporting

...... ...... Point
Low Altitude Non-Compulsory Re-
A A
X
porting Point.
Mileage BreaklTurning Point

<} RNAV Waypoint

<C> JEPPESEN SANDERSON, INC., 1984, 2005. ALL RIGHTS RESERVED.

56 29 JUL 05 INTRODUCTION ::.JEPPESEN
ENROUTE CHART LEGEND

MEA change, limit of MM applica­

bil�y or MAA change. Also MOCA
AIRWAY INFORMATION

or MORA change when MOCA or

Airway and route designators. Neg­ MORA is charted with no MEA,
I-
ative (white letters in black) Symbol is omitted at navaid.
designators are used for distinction.

ATS-Designated route without pub­

lished identifier
AWY-Airway
B-Blue, Bravo
BR-Bahama Route, Canada Bravo
Route
Direct Route Mileages, Total mileage between navaids C) is po­
F-(suffix) Advisory service only sitioned along respective airway centerline. Total
mileage may have directional pointers � when
DOM-Domestic Route. Use by for­
there are multiple airway designators, The pointers
eign operators requires special parallel the airway centerlines along which the mile­
authorization, age applies.
G-Green, Golf
VOR radial route bearings
G-(suffix) Flight Information only (magnetic)
&
GR-Gulf Route
VOR Radial and route bearings
H or HL-High Level
(true)
J-Jet
L-(suffix) LlMF airway ADF Bearings (inbound or out­
bound). Bearings are magnetic
NAT-Route associated with the unless followed by a 'T' indicating
North Atlantic Organized Track True.
structure. ADF Bearings include an arrow to
OTR-Oceanic Transition Route indicate the direction of flight or,
PDR-Predetermined Route when used to designate Fixes, di­
rection to the station. In remote or
R-Red, Romeo oceanic areas where ground based
navigation aids are not available,
R-(suffix) RNAV route the arrow indicates the direction of
RR-Canada Romeo Route flight.
SP-Supersonic RNAV route
ADF bearings (True at track
U-Upper midpoint).
UL-(prefix) RNAV route
_266°T
086°T-
V-Victor The navigation frequency COP
V-(suffix) VOR airway (changeover point) between two
stations is indicated by mileages
W-White, Whiskey
from the station to the point of
21l
ill change. Omitted when at midpoint
One Way Airway or turning point.
Suffix 1 or 1, 2 or 1 , 2, 3 gives the Means even thousands altitudes/
Conditional Route Category flight levels are used in the direc­
(Europe). tion of the arrow and odd
thousands in the opposite direction.
For application of this symbol
MEA (Minimum Enroute Altitude), above FL 290, the left half of the
cruising level rose is considered
2500
shown as altitude or flight level.
E>
even. The symbol is shown where
altitude/flight level assignment is
FL�

MEA is established with a gap in opposite that shown in the standard

_. nav-signal coverage. cruising altitude/flight level rose.
Means all altitudes, even and odd,
Directional MEAs as indicated , are available in the direction
�6500
indicated,
9900+- E & O)

GPS MEA Means odd thousands altitude/flight

level per the above definition. "0"
7500G
is used only on one way airways to
MOCA (Minimum Obstruction 0)
show that odd altitude/flight level
Clearance Altitude) . assignments apply.
1300T

Prior Permission Required from

Route MORA (Route Minimum Off­ ATC for flight in the direction of the
Route Altitude). See glossary, arrow.
1 300a PPR>-
MM (Maximum Authorized Alti­ Flight Planned Route describes any
::::��� tude), shown as altitude or flight route or portion thereof that is
level.
FPRP
identical to that filed in the flight
notification and sufficient routing
details are given to definitely
establish the aircraft on its route,
© JEPPESEN SANDERSON, INC., 1984, 2005. ALL RIGHTS RESERVED.
;;.JEPPE SEN I NTRODUCTION 29 JUl 05 57

ENROUTE CHART LEGEND

LOW & HIGH/LOW ALTITUDE CHART LEGEND

�Al AREA
Class "A" a rspace upper limit Fl 300
W16 .. Grid lat-long values
Shadow box when navaid is airway component, with
frequency, identifier, Morse Code and INS coordinates,
� ,

Small "0" Indicates OME.

Class Indicated by: (T)-Terminal, (l) low, (H) High. N0
' location name-IFR airport in blue, publ ished procedure f lied under this
with ICAO/Jeppesen NavOata indicator. a i rpo r t ele v at ion and l o nge s t r

<.- k!'.'i.''f'J'�:;'"
length to neareot 1 00 f e et with 70 feet as the dividing point (add 00).
I (VFR a i r po r t s ate Shown In gr ee n)
Area chart coverege
+- Magnetic V ar i ati on \
"0" Indlcatu OME f i x . Segment mileage
.-(' -:. IS)
OME distance fr;m navald.

OO�
l(
Non-compulsory
(eport Ing point o� MAS
LO
_ Offlclall � named

)
Grid MORA l:i intersection
MCA FL 60 SE
(Values less t han Minimum Crossing
14,000 feet are � '- Alti tude (MCA)
green) \' MEA for SE-bound f l ights
change
y Segment mileage
� yChangeover Point
High A l t i t ud e Routa �
Special use airspace
included for "0"
indicates total OME r,:;-;NAME
orientat i on onl y with distance
Arrow from facility
designating reporting CABO)
distance from navaid. I 1.!2.:�.
��_S
N26 20.0 W014 05.0
N26 08.3
point
Compulsory �� W014 38 6 ""-- M'," .I mum (MRA)
MRA 7000 Altitude
R ecep tl on
reporting point � OME or
Holding pattern
h a
��� C�O��i���es ---""
Uncontrolled @)
Total mileage
...... between navalds
TACAN
0 NAME
DME-79 A8

®
Intersection or fix airspace .,. ;c ( 1 13.2)
formation (Bearing, (Class G) :.t> Airway DeSignator
frequency and ident
of remote VHF navaid; � / /" F l ight p l a n ni ng relevant restrictions f o r
-:; ATS routes on Eastern Hemisphere
Morse code shown when �oute usability by non � chart series are published on respective
•
navaid is outside of )( B-RNAV equipped aircraft '" ENROUTE pages
chart neat l ine) 'f, /... Ma xi mum A utho r i z ed Altitude

�� 'f"
(within Europe only)
:":; . / "?>. .-� .K (MAA)
'" Minimum Obstruction / RNAV ATS route
o

Unnamed, official � Clearance Altitude (MOCA) / . (outSide Europe)

published ATS route :Po .....- C ondilional Route Category
with direction indication � ¥ (See Enroute li st i ng )
FIR/UIR Boundary Change to adjoining Aerodrome flight
name, identi fier and enroute chart . information ser v i ce .
airspace category Ast er i sk indicates PTO. -
� )1.
.. �",I \.
location name-VFR airport
\ """ In g r e en, procedure
no
CANARIES GCCC published by Jeppesen (lFR
FIR CG) /UlRCG) airports are shown in blue),
DAKA R GOOO (Requires ATC approval, w i l l i.r. ), "Ieee • .. I ndl co I e� so II
Direct Route

r
otherWIs e har d

�
-: �
FIR CG):/UIR C G) sur-

not be accepted in Flig hl Plan) �

NOB
� J surface . . .

ry64"\\'
3 2 C,v,l or Joint
£ABROCI X .. �
Route Minimum Off-Route -2600a
.
Met report . '
2650,, \1 ... .•
Civil/Military
Airport
-.
__
Altitude (Route MORA) required ...... "
Database identifiers are enclosed In brackets [ABROC}. Database � ;-,'" U G 8 - 1\
.)-..4l 0
(*AFIS) \
13 Rl
identifiers are officially designated by the controlling state authority
or they may be derived by Jeppesen. In either case, these identifiers ..; Tidjikjc .� .
AfAR GQND 1 3 1 6-52 y; ;. .
'�J 8 1 TKA
have no ATC function and should not be used in filing flight plans nor
326 .".R " .?",, '
- -.=--:::-
should they be used when communicating with A TC. They are shown
;f
N20 ::'0.0 WOl3 Q4.0 NDB with deSignator &
only to enable the pilot to maintain orientation when using charts in .- v.�"

concert with database navigation systems.

Morse code (Off-Route)
© JEPPESEN SANDERSON, INC . 1999, 2005. ALL RIGHTS RESERVED.
.
58 29 JUl 05 INTRODUCTION ��JEPP E S E N
UNITED STATES LOW ALTITUDE ENROUTE & AREA CHART LEGEND
For Further explanation refer a l so to Introduction 57

W8'er
�

Information service
AutomaUc terminal

___ "",
�,;:::' AlI� 114.2
SPRINGFIELD· COLO

"'7 Hable at airport

I L S or Local izer

- .......
Special VFR f l ight
Sh�w box when navai d i s prohibi ted (FAR 9 1 . 157)
air�ay componen t , wi t h 50
freq�ency, iden t i fier I and
Morse Code. Sma l l "0" <I Lower l im i t , add 00
indica! l OME. Class Indicated
by: (T)- ermina l , (L) -Low, ( H ) ­ �OO�

K�5 x:
High.

(r
r;d (
/
ASOS 1 3 4 . 9 2
/ '::.'CTAF 1 1 8 . 3 / blue, pub l i shed procedure f i led
liRHNT COLO
I ames town
�
N
)
Location name-IFR airport i n

under thiS name.

MENTO

I"
I VFR airports are shown i n green)
69 5 0_7 I Airport name

� Longest runway length to

� / nearest 1 00 feet w i th 70
" feet as the dividing point
, '- - - _/ (add 0 0 ) .

-
I
, / Airport e l evation
'

l
(
-r'fE) _ ..J Jeppesen NavData
(database) a i rport
ident i f ier
Class D/E a i r space
Asterisk indicates hours of
operation are tabulated

/ .
(11 1 .3
' L:.DMf
e l sewhere. W i t hout asterisk IT

,:
hours are H24.
� .:- '-.=-
AllS I 4 15
--

AV.J.)5 1 15 97
Local i zer course used in an

� (TAt: J :.! .! 8
enroute function.

"Po J AJO COLO

(TAF 1 22 . 9 1,,"11 Ridge
Weather data source

ue i N o r t e COLO
(AWaS or ASOS)
KTRG 5930-59
Stevens
2V5 4942-3 1 5
Location name-VFR airport in green, no
procedured pub l i shed by Jeppesen.

(
( I F R airports are shown i n blue . )
_ NAVAJO
s It i n icates soft surface
ff I Class (el]
(UPPER LIMIT 100)

j
otherwise hard surface C i v i l or Joint
C i v i l /M i l itary
Ai rport
Upper l im i t , add 00
Class C a i r space

© JEPPESEN SANDERSON. INC., 1997, 2005. ALL RIGHTS RESERVED.

==JEPPESEN INTRODUCTION 29 JUL 05 59
ENROUTE CHART LEGEND
HIGH ALTITUDE ENROUTE CHART LEGEND

, . ,A�1TENERI
TERMINAL AREA
Class "A" airspace upper limit FL 300 �__ Magnetic Variation
:..
�
F '_C'�, NORTHFE Shadow box when navaid is airway component, with
frequency, identifier, Morse Code and INS coordinates .•
/ N28 32,2'W016'16,l Class indicated by: (T)-Terminal, (L) Low, (H) H igh .
_

12
�AN.",Rli:S TMA\Afl liL) I� 5 TFN
I
VOR, VORDME l ./
• Small "D" indicates DME.

TEM:R1FE"1\.
·
.., N30'
or VORTAC ,V ;; � Grid Lat-Long values
cr �
IFR Airport of Entry with at least one
Nr'R'fF ' paved runway exceeding SOOO'with
Lc� Rod�o. -'"' ? ICAO/Jeppesen NavDa!a indicator
GGXO 0'" V
� � Po
--, ­
Magnetic VOR Area chart coverage
radial forming
ai rway
Directional
MEAs �.$ Intersection or fix formation
� / :.--
Non-compulsory �\ �� (Bearing, frequency and iden!
of remote LF navaid)
0 _ Officially named ( and greater
// �" ,
Grid MORA
(Values
14,000 feet
reporting point
�
()� .�

)
S
Grid MORA
(Values less than
t:{ £�� 3'70 SE
'-
intersect I On
Minimum Crossing
are maroon)
14,000 f •• t are Altitude (MCA)
green) MEA for SE-bound f l ights
change GM(D) -24
,- Segment mi leage
� /
Special use airspace /
"D" with distance
indicates total DME
Arrow from facility distance from navaid.
designating reporting ROYAL "
"
point
�\ N2S 00,0
W01S 47.2
Time zone boundary with
conversion values to UTC � "

� ,,):
Compulsory
reporting point 6. __�:!.!.""_
"'
h �Holding pattern
\ UTC" UTC
f�� C����i���es � +1 =

"
Intersection or fix ,-Changeover Point ;-
formation (Bearing,
frequency and ident '? �l i9ht planning relevant restrictions for
of remote VHF navaid; ATS routes on Eastern Hemisphere
vi!
Morse code shown when chart series are published on respective
navaid is outside of .. ENROUTE pages ,,'
chart neatline)
';>\ ?,./ RNAV ATS route
1-� .¥1tati")um Authorized Altitude

Unnamed, official / / (outside Europe)

_

published ATS route 'III! . ___ Conditional Route Category

with direction indication "' .¥ (See Enroute Listing)
. A..A @>""""'- T otal mi leage
RVSM airspace boundary ,.>-.A � between navaids
,).,).
with deSignator)
,,).�,",\Yl
l'
RVSM AIRSPACE
CANARIES GCCC U/R (G)
"
• r
7:

t
DAKAR GOOD U/R CG)

FIR/UIR Boundary fA BROe] X t---";!"�--fii::

I UG 8 5 1

" "'::� Met�report

name, Identifier and ,,
____
"""- required
airspace category ,>. ,J - 264 o__ �_

Database identifiers are enclosed in brackets [ABROC], Database

identifiers are officially designated by the controlling state authority Change to adjoining
or they may be derived by Jeppesen. In either case, these identifiers enroute chart at
have no ATC function and should not be used in filing flight plans nor this point,
should they be used when communicating with A TC. They are shown
Direct Route
only to enable the pilot to maintain orientation when using charts in
(Requires ATC approval, will
concert with database navigation systems.
not be accepted in Fl ight Plan)

© JEPPESEN SANDERSON, INC., 1999, 2005. ALL RIGHTS RESERVED.

60 29 JUL 05 INTRODUCTION ==.JEPPESEN
ENROUTE C HART LEGEND
A USTRALIA ENROUTE & AREA CHART LEGEND
The symbology e x p l a ined on these pages p e r t a i n
spec i f i ca l l y to Austra l i a E n r o u t e a n d A r e a c h a r t s .

Control zone l i m i ts (CTR) F l i ght plannln 9 requirement

�
� ( FPR). Direction indicated
./ by arrow. For requirement,
rJr:,... ___
•

see Enroute Tab.

�b \t
LO!i:'? (C) \ (C)
FL200

,
Fl200 � �500
4000 �

Class C a i r space
l imits (sectorized)
i
2o"�J:M l��a9 f route

ro JACKSON:;;,
ID 1 12.9 CK I
I I
527 27.3 E151 44.2
t �?_� �.� E l ev at i on and/or
527 27.3 E 1 5 1 50.2 runway length unavai lable.
Fly neighborly area
# 1 1 8 . 8 Maz Bollon
Shaffer OLD
OLD J
YBLL�(1 �
YBfr 1 43-38

(1
[F!T-i]) Water body

' Mandatory broadcast zone ( M 8 Z ) YM R -35 1 A

FL200
GND

Frequency for voice

communication o f M8Z or YM R -3 5 1 8
CTAF .(# symbol Indicates FL200
non-s tandard M8Z or GNO
CTAF dimension. Refe r
t o A i r p o r t Di rectory)

SPECIAL ACTIVITY AREAS AIR TRAFFIC SERVICE UNITS &

..". U l t r a - l i g h t act i v i ty above 500' AGL.
BOUNDARIES
j3:I- Hang g l i d e r act i v i t y above 5000' AGL.
T Model a i rc r a f t act i v i t y above 300' AGL.

+
<;> M e t e o r o l ogy b a l loon ascen t s .
Class G
Uncontrolled
M a n n e d bal loon ascent s . Airspace
\' Parachute j u m p i ng a r e a .
.>r G l i d e r O p e r a t i o n s .

j1Y G l i d e r s Launch i n g . PERTH

fZI A i r p o r t w i t h i n V H F r a n g e o f respons i b l e RADIO Class E
1 18.1
ATS un i t .
ff
INO- l Controlled
N o n - s t andard CTAF and M B Z . s e e a i r po r t 3476 5634 Airspace
Navaid I imitation, see Rad io Aids page
di rectory ior dimensions. 17061

t t AU-37 (appl icable o n l y lor Austral ia ROUTE DESIGNATORS

domest i c services ) . Convent ional Routes:
A , B , G , R : Reg ional
REPORTING POINTS ( AUSTRALIA) H (one-w a y ) , J ( two-way ) : Dome s t i c
COMPULSORY f o r a l l a i r c r a f t . V (one-way) , W ( two-way ) :

JJ. A A l l a l i t i tud e Predom i nan t l y l o w - l e v e l dome s t i c

...... ....... Low a l t i tude RNAV Routes:

ON-REQUEST 300 KT T A S or more.

L , M , N : R e g i o n a l (Tasman)
Q: 1 80 ° - 359° domestic
COMPULSORY Under 300 KT TAS .
Y: 360 ° - 1 79 ° domes t i c
.6 D. A l l a l t i tude T: Two-way dome s t i c

.
� .L::::.. Low a l t i tude Z: Two-way l o w - l e v e l domes t i c

© JEPPESEN SANDERSON. INC . 1996. 2005. ALL RIGHTS RESERVED.

::JEPPESEN INTRODUCTION 29 JUl 05 61

ENROUTE CHART LEGEND

AIRWAY NAVAIO/REPORTING POINT BY-PASS ICAO AIRSPACE CLASSIFICATIONS
When an airway passes over or turns at a navaid or Airspace classification is designated by the letters (A)
reporting point, but the navaid is not to be utilized for thru (G). C lassification (A) represents the highest
course guidance and/or no report is required, the air­ level of control and (G) represents u n controlled
way centerline passes around the symbol. In cases airspace. The definition of each classification is
where a by-pass symbol cannot be used, an explan­ found in the Glossary portion of this section and the
atory note is included. E n ro u t e a n d A i r Traffic C o n t r o l section of t h i s
m a n u a l . T h e a i rs pa ce c l a s s i f i c a t i o n l e t t e r i s
displayed in association with t h e airspace type and
vertical limits.

AIRSPACE CLASS "A"

Airway J26 does not utilize the
navaid or reporting point.

STAVANGER
UTA Lower limits may be used if it re­
@au (AIJ sults in a clearer presentation (Le.
(LOWER
Airway J14 turns at the navaid
or reporting point but does not LIMIT !!!!)! "stacked" airspace.

"X" is included to further indi­

utilize them. A mileage break

cate a turn point. L��N

@au <Aj]
Upper limits omitted if at or above
plane of division on a low chart.

AIRSPACE CLASS "B"

Airway V76 does not utilize the

navaid. A note indicaling Ihe
proper use of the navaid is in­
cluded.

AIRSPACE CLASS "C"

Airway V76 does not utilize the

��"'��.
Int. A note indicating the prop­
er use of the Int is included.

"'V1
� l lnt. AIRSPACE CLASS "0 & E"

BOUNDARIES

1.*'0\- - - ..... ,
"
/'
. ................
...
" E 1' __ _
. . ................
''\ - - -( r.
ADIZ, DEWIZ and CADIZ
I
FIR, UIR, ARTCC or OCA bound­ I I
\

f\ :
1 30' \ 30
ary. I
I 15
International boundary.
Time zone boundary. I ''
\ I
QNH \ I --���-�
-0-0-0-0-0-
, /
QNH/QNE-boundaries.
QNE "
�/
..... ..... _ _ _ 1..*'0
RVSM AIRSPACE RVSM boundary
Asterisk i n dicates hours of operation are not
continuous. I n such cases, operational hours will
be tabulated elsewhere. Without asterisk hours
are H24.

© JEPPESEN SANDERSON. INC.• 1984, 2005. ALL RIGHTS RESERVED.

62 2 9 J U L OS INTRODUCTION ==JEPPE S E N
EN ROUTE CHART LEGEND
Controlled airspace shown in
white. CHEJU
Uncontrolled airspace shown as a 1 1 5.3 CHE
tint.

/ Controlled airway/route.

/
Uncontrolled airway or advisory
route.

- - - - .. .. - Radio Frequency Sector Bound-

ary.
To Notes: Name outside the neatline is the next air­
Radio boundaries of control or way navaid to which the total mileage is given .
• • • • • • • • • • • • • •
service unit. Navaid identification is shown on all charts series.

_______ Boundaries within TMAs or CTAs Reporting point name is shown when it is the airway
______ defining different altitude limits termination.
and/or sectorizations.
To Notes: Name inside the neatiine is the first report­
ing point outside the chart coverage to which the
ORIENTATION
mileage and MEA are shown.

Airway lead information: The frequency and identifier

of an off-chart navaid are shown when the navaid
designates an on-chart reporting point, changeover
point or course change.

MISCELLANEOUS

Outline indicates coverage of a

separate Area Chart. Information
within this outline for terminal op­
eration may be skeletonized. The
Grid shown at the intersection of units of latitude and Area Chart should be referred to if
longitude or by complete line. departure or destination airport is
within this boundary to ensure
pertinent information is available.
Magnetic variation isogonic lines are indicated at the
edge of the chart or are extended fully across the
chart in a continuous dashed line. On Enroute Chart coverage dia­
grams, shaded symbol denotes
Area Chart coverage. Area Chart
DENVER
Shorelines and large inland lakes are shown.
name is included with shaded
symbol.
Grid Minimum Off-Route Altitude (Grid MORA) in
hundreds of feet provides reference point clearance
within the section outlined by latitude and longitude Outline indicates an area covered
elsewhere on the same or adjoin­
lines. Grid MORA values followed by a +/- denote
ing chart in enlarged scale. Infor­
doubtful accuracy, but are believed to provide suffi­ mation within this outline may be
cient reference point clearance. skeletonized.

Ball Flags: Number or letter sym­

BORDER INFORMATION bol used to index information not

o 0
shown at the point of applicability,
but carried in a like-identified note
LO- 1 3 within the same panel, or in one
place on a separate panel.
Reference number for INS Coordi­
nates. These coordinates are tab­
ulated elsewhere on the chart and
identified in a like manner.

This area overlapped by charts indicated.

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

==.JEPPESEN INTRODUCTION 29 JUL 05 63
ENROUTE CHART LEGEND
u.s. GPS MEAs

GPS MEAs are supplemental to and lower than the regular MEA. GPS MEAs are not established for every
route, or for every route segment. The absence of a GPS MEA means one has not been provided and the
regular route MEA applies. A GPS MEA may be higher than, equivalent to, but not lower than a Minimum
Obstruction Clearance Altitude (MaCA) associated with a given route segment.

G1ID _____
mJL-- ____
�/.
/
----m-a-- � 8500
x

�
m
� rJD--
2200T
1 5000 --
1 3 1 00G MEA / 7500G 2200 1 200G 2200 1 500G

The "T" symbol indicating altitude change

MOCA
GPS MEA
applies to conventional MEAs only. It does
not apply to GPS MEAs change.

u.s. SERIES 800 AND 900 DESIGNATED RNAV ROUTES

2460 IAMOTT
RNAV waypoint at

107
RNAV
Intersection

061
Waypolnt

----;fi!'!I!'II---
28000

AUSTRALIA AND CANADA T RNAV ROUTES

PLACE
2700{>w101 30.5
�\-09-00--
N53 59.4

'"

���\

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

64 29 JUL 05

�
INTRODUCTION ::JEPPESEN
ENROUTE CHART LEGEND

;;;a longi tude value

"---
II
VORTAC or VORDM

'\
"'" Magnet ic VOR radial
forming airway ,
o .

V
Magnet .l c Va r 'l a t l on

��O !
D ir ectional MEAs
I

�
Segment m i leage

�
"0" indicates DME f ix.
segment m i l eage is DME
\

<8��
Grid MORA d i s tance from nava id.
"'.- t"
/�
o ,.
r, Intersection or f i x format ion
,;;../ �
\'f:"
/ (Bearing, frequency and
�
Non· compul sory
reporting po int �, . /�/
\<C
G ident of remote LF navaid)
O�
/ b
Arrow from navaid
Ls./ '>:,!;' /" Off i c i a l l y named intersection
LIMON
V·IS 5000 SE_
des ignating repor t ing
po int M i n imum Crossing A l t i tude (MCA)

�
� ,....-- Minimum Obstruction C l earance
MEA ch"nge

\�
Meteorological CT M i n i mum Enroute A l t i tude (MEA)
t"
.
repo r t required

� .,...-- "0" w i t h d i s tance indicates tolal

.... "'/
A l t i tude (MOCA)

;..\
Compul sory
reporting point

@ PASSE
(MRA 6000)
� LilZ �/ MACKS
DME d i stance from navaid

-- Ob [Link], (MRA 7000) � M',"I, mu m R ecept 'lon AI t 'l lu de

Radi,,1 from a VOR _ A.
0
forming Passe and J 4 (MRA)
M"cks i ntersect ions ____�

� .v-- Changeover po i n t
t
Ai rport name·
Tw!ggy
n')-------r
VFR (or no procedure
Gr id lati tude value
0709
p u b l i shed DY Jeppese

Maximum Author i zed Al t i tude

(MAA)
'"
0 '"
0 ...
o

Local Airport Adv i sory

service "v"ilable

location name· IFR

airport (Procedures
pub I i shed by Jeppesen
r
f i led u nde this name)
Airport name
Airport el evation
C i v i l or Joint
C i v i l/M i l i tary

� "", 1
a i rport

1
t [ABROC] x � ..!.!.� �

/
4000a

\Route Minimum Off· Route

Change to adj o i n ing 255 0 . . � .
- ..., ' -+---"
NOB
enroute cha r t at
t h i s poi n t .

Database iden t i f i ers are enclosed in brackets [ABROC] A l t i tude (Route MORA)
Database identifiers are officially designated by the
controlling state authority or they may be derived by
Jeppesen, In either case, these identifiers have no A TC function
and should not be used in filing flight plans nor should they be used when
communicating with A TC. They are shown only to enable the pilot to maintain
orientation when using charts in conjunction with database navigation systems.

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

 INTRODUCTION 1 DEC 0 1 71

ENROUTE CHART LEGEND

HIGH ALTITUDE CHARTS
The f o l l ow ing legend. a p p l i cable t o H i g h A l t i tude Charts onl y . is i n add i tion t o
the preceding legend. Many Items I n the preceding legend are a l so a p p l i c a b l e to
the High A l t itude Charts.

\� \ \.
V H F , LfMF Navigational Faci l i t ies.

VHF "w \�) �

Geographical coordinates ( l a t i tude and longitude) of each faci l i t y are shown

across the bottom o f the faci l i ty box. The letter ( H ) indicates an H -class
fac i l i t y . The letter ( L ) indicates an L-class f ac i l i ty . The l e t ter (T) indicates a
T-class faci l i t y . The let ter "0" i n d i cates the avai l ab i l i ty of OME . In areas o f
conge s t i on , o f f - route f ac i l i ty geographical coordinates are shown I n an
a l phabet i ca l l is t i ng e l sewhere on the char t .

r::AlAMOSA-;, TERPS:=l
I D 1.!3.J.. ��S I
"37 20.9 Wl0S 40.9
IC
H) l1 !.:i IrS I
"30 39.0 W093 45.4

r-MIAMI Cen ter (R) US H i g h A l t i tude A i r Route Tra f f i c Control Center

communi ca t i ons frequencies in Communi c a t i ons
1 19.82 124.7 125.07 126.52 Tab u l a t i ons on chart end pane l . " F l ig h t Watch"
128.22 128.65 132.2 133.9

L- *Flt Wetch 132.12

134.8 135.07 135.2 (Enroute F l i gh t Advisory Service) a t the end of
the frequency array. Service is provided between
0600 and 2200 dai l y .

-
(1500-
One-way preferred route
24 hours unless hours are 25000
MEA ( M i nimum Enroute
A l t i tude) shown only when
indicated. Two- way during Fl 250 higher than f l oor of the
0300 UTe)
other hours. high a l t i tude structure.

AREA CHARTS
The fol lowing legend. appl icable to Area Charts on l y . i s i n add i t i on to the
preceding legends. Many i tems In the preceding legends are also appl i c a b l e
t o the A r e a Char t s .

Departure route. A i r port d iagram showing run­

ways of major a i r ports only.
A r r i v a l route.

0 0 $
Other a i r ports are shown by
A r r i v a l & Departure on g reen symbol s .

�1231'
same route.
Man-made s t r ucture having a
Speed L i m i t Point-Speed height of 1000 feet or more
res t r i c t i on on shaded s i de above ground leve l . The e l a­
of symbo l . vat l on is above mean sea
level .

Communications frequencies for the major a i r ports shown

on an Area Chart are g i ven i n a block as i l l ustrated below.

COMMUNICATIONS
SEATTLE, WASH
S•• t l l e -Tacoma Inll. ApplCep
(076'-160' Rwy 16, 341'-075' 1 19.2) ( 1 99'-

..
160' Rwy 34, 30 1 '-340' Rwy 1 6 125.9) ( 1 6 1 ' -
300' 120. 1 ) (301 '-340' Rwy 34 120.4) (076'-

Boeing Field/King Co Inti . S t t l e App(RII

198' 126.5).Twr 1 1 9.9. Gnd 1 2 1.7.

Oep(R) (076'- 1 60' Rwy 13. 34 1'-075' 1 19.2)

( 1 99'-300' 120. 1 ) (301'-340' Rwy 31 120.4)
(076' - 1 60' Rwy 31, 301'-340' Rwy 1 3 125.9)
1 1 6 1 '-198' 126.5). Boeing 'Twr ( 1 28'-308'
120.6) (309'-127' 1 1 8.3). Gnd 1 2 1 .9

© JEPPESEN SANDERSON, INC., 1987, 200 1 . All RIGHTS RESERVED ,

72 7 DEC 0 1 INTRODUCTION ==.JEPPESEN
ENROUTE CHART LEGEND
AREA CHRTS ( Continued)
GENERALIZED TERRAIN CONTOURS
Terrain information may be depleted on area charts when terrain w i t h i n the area
chart coverage r i ses more than 4000 feet above the main a i rport.

Generalized terrain contour l i nes and contour val ues are depicted on selected
charts. Gradient tints ind icate the e levation change between contour Interva l s .
Contour l i nes, val ues a n d t i nts a r e pr inted in brown. W i t h i n contour i n t e r v a l s some,
but not al l , terrain h i g h paints may be i ncl uded a l ong w i t h the i r e l evat ion above
mean sea level for use as add i t iona l reference.

THE TERRAIN CONTOUR INFORMATION DEPICTE D DOES NOT ASSURE

CLEARANCE ABOVE OR AROUND TERRAIN OR MAN-MADE STRUCTURES. THERE
MAY BE HIGHER UNCHARTED TERRAIN OR MAN-MADE STRUCTURES WITHIN
THE SAME V ICINITY. TERRAIN CONTOUR INFORMATION IS USEFUL FOR O R IEN­
TATION A N D GENERAL V ISUALIZATION OF TERRAIN. IT DOES NOT REPLACE THE
MINIMUM ALTITUDES DICTATED BY THE AI RWAY AND AIR ROUTE STRUCTUR E .
Fur thermore, the absence o f terrain contour information does not ensure the absence of
terrian or structures .

---

o
1- ----------------

7475'

--- -- ------------

�ooo

------- -.�------�
CONTOUR
INTERVALS

DME arcs are i nc l uded for o Within each contour Interval ,

s i tua t i onal awareness. terrlan may e x i s t up to but not
exceeding t he level (elevat i on)
of t he next higher contour Interval.

© JEPPESEN SANDERSON, INC .. 1987, 200 1 . All RIGHTS RESERVED.

.JEPPESEN INTRODUCTION 27 AUG 93 75
CLASS B AIRSPACE CHART LEGEND
The following is applicable to Class B Airspace Charts. Refer to chart glossary for more complete
details.

These charts depict the horizontal and vertical limits of Class B airspace established by the United
States Federal Aviation Administration and provide orientation details for flights operating within the
area. Class B .airspace VFR Communications are included.

For Operating Rules and Pilot Equipment Requirements see FAR 91 . 1 31 , 91 . 1 1 7 and 91.215. The
Class B airspace Charts include only general IFR and VFR Flight Procedures appropriate to their
particular area.
Index number allows the chart to be filed
immediately behind the associated Area

/
Chart ( If such a chart exists).
ia,�sri-iWi
(lO- l A) CARS O N C ITY, MO
CLASS B AIRSPACE
AIRSPACE VFR COMMUNICATIONS
City App1 24.7 E of Rwy 1 / 1 9 Carson City App 1 1 9.0 Communication sector fre-
Hoover, Kan and Big Valley, Mo Apts Carson City App 1 1 8.9 �---+ quency assignments,

DM E arc distances and

airway structure provided for
orientation.

Vertical limits of Class B

airspace within charted
sector.

Bold lines represent the

horizontal limits of Class B
airspace and Class B
airspace sectors.

Primary airportls is shown in

bold print.

�� �
:; 1LU �
ffi /t��� ��r
�� �[Link]��
Communication sector
boundary.
_

..

ULES AND PI LOT AND EQU I P M ENT R EQ U I R EMENTS

91 .21 5
Additional information or
FLIGHT PROCEDURES instructions.

Class B airspace are required to operate i n accordance with current

INTENTIONALl Y

LEFT

BLANK
 INTRODUCTION 1 SEP 00 81

SID/DP AND STAR LEGEND

The fol l o w i ng legend is a p p l i ca b l e to Standard I n s t r ument Departure ( S I D ) , Departure ( D P ) ,
Standard Terminal A r r i v a l ( S T A R ) and A r r i v a l Charts. R e f e r to t h e C h a r t G l ossary f o r more
com p l e t e d e f i n i t ion of terms.

These charts a r e g r a p h i c i l l us t r a t i ons of the procedures p r e s c r i bed by t h e governing auth­

ority. A text desc r i p t i on may be prov i d e d , i n add i t ion to t h e graphic, when i t i s furnished
by t h e governing autho r i t y . Not all i tems apply in all areas.

A l l charts meet FAA requirements for aeronautical char ts. All a l t i tudes shown on SID/DP and STAR
charts are MSl, unless otherwise spec i f ied.
COMMUNICATIONS AND ALTIMETER SETTING DATA
Departure Con t r o l frequencies are I n c l uded w i t h S l D s / D P s . The f requencies a r e l i sted in t h e
h e a d i n g of the chart or when f r e q u e n c y sectors are s p e c i f i e d they m a y be d i s p l ayed i n the

I
p l an v l e w of the chart.
\
\
\
HEADING TERPS Departure (R) 1 26 . 9 PLAN V I E W \
\
sector boundary � \
\

I
symbol
\
The A T i S frequency is provided on STARs i n the heading of the char t .

ATIS 1 20.3

The Tran s i t ion Level and T r an s i t i o n A l t i tude a r e l i s t e d b e l ow the Commu n i cat i o n s .

For a com p l e t e explana t i on of Trans i t ion L e v e l and Trans i t i o n A l t i tude s e e Introduction
page 103.
TRANS lEVel: Fl 1 40
TRANS AlT: 1 3000 '

CHART IDENTIFICATION

@}) (1 0 -2A) Gffi (1 0 -3A) ,

STARS SIDS/DPa

��
, etc. Index number etc. Index number
Spec i a l chart issued to speC i a l coverages o n l y .
� �
IIDlI lID
Contains mod i f i ed i nforma t i on for your company.
Standard Terminal Standard Instrument
Arrival Departure

",Ji'I",' A r r i v a l Procedure 1ImII 1.'I143.1,;I' Departure Procedure

ROUTE IDENTIF ICATION
TYPICAL EXAMPLES USING COMPUTER LANGUAGE
STARS

MOORPARK FOUR ARRIVAL (FIM.MOOR4)

l Arrival Name A r r i val Code .J
FRESNO ( FAT.MOOR4)
+ +
Trans i t ion Name Trans i t i on Code
SID/DP

MIllS (ROCKI l .MILlS)

Transi t ion Name J Transi tion Code J

t
PI LOT NAV SID/DP VECTOR SID/DP
De a t

Roc� ON? DEPARTURE DENVER FIVE DEPARTURE

([Link]) (VECTOR)
t
( ROCKI 1 .ROCKI) (PILOT NAV) SID/DP w h e r e ATC p r o v i des radar nav i g a t i onal
Departure Code J guidance to an assigned route o r t o a fix dep­

t h e fix or route to which the p i l o t w i l l be vectored

P r imary Nav i g a t i on is by p i l o t , not radar icted on t h e SID/DP. Vector S I DS/DPs indicate

TYPICAL EXAMPLES NOT USING COMPUTER LANGUAGE

STARS SID lOP

ALPHA ARRIVAL (RWY 1 0) .., INDIA DEPARTURE

A r r i val Name J Spec i f i ed runway to be used
f' Departure Name J
� RUNWAY 1 3 ARRIVAL
RUNWAY 1 3 DEPARTURE
Database ident i f i e r a r e i nc l uded when d i f ferent than the name or computer code.
The database i d en t i f i e r i s enclosed i n b r a c k e t s .

POGO NORTH 7X DEPARTURE

[POGN7Xj
© JEPPESEN SANDERSON, INC., 1984, 2000. ALL RIGHTS RESERVED.
82 1 SEP 00 I NTRODUCTION
S I D /DP AND STAR LEGEND
GRAPHIC
(Charts a r e not drawn a t a s p ec i f i c s c a l e )
RADIO SYMBOLS RADIO IDENTIFICATION

(0
N a v a i d i de n t i f i c a t ion is g i v e n
i n shadow b o x w i t h f r eq u e n c y ,
VORTAC/vORDME
i den t i f i e r , Morse Code and
l a t i tude & l o n g i tude coor d i na t ­

o iPRACH'NBUR'l
es. D M E capa b i l i t y i s i nd i cated
V O R ( V H F Omn i d i r e c t i on a l by a sma l l " D " p r ec e d i n g the
Range) V O R f r equency a t f r equency
p a i r ed nava i d s . V O R and
TACAN (Tac t i c a l A i r VORTAC f a c i l i ty o p e r a t i o n a l

o N a v i g a t i on ) o r D M E ( D i s t -
ance Measur i ng E q u i pmen t )
20 1 PB
•__• _•••

N 1 4 06.0 E l 01 22.0
r a n g e s a r e i d e n t i f i e d ( w he n
k n o w n ) w i t hi n t he n a v a i d b o x .
( T ) r e p r esents T e rm i n a l ; ( l )
N D B (Nond i re c t i o n a l
r e presents l o w A l t i tude; a n d
Rad i o Beacon)
( H ) r e p resents H i g h A l t i tude.
L O C , L D A , or SDF
LOC local i z e r n a v a i d s are i d e n t -
f](i8 7 1Mii$'
F ro n t Course
i f i e d by a round cornered b o x .
�'- -!!."?U Frequency ident i f i ca t i o n and
Morse Code a r e p r o v i d e d . D M E
lOC B a c k Course
£DC (BACK CRS)
i s i nc l uded w h e n nava i d a n d

0890 1 09.7 1M EX D M E a r e f r equency p a i r ed .

loc a l i z e r back course f a c i l i ty

..(()�
( F RONT CRS 2690 ) boxes i n c l ude f r o n t course
locator w i t h Outer b e a r i ng f o r HSI s e t t i n g .
Marker ( l O M ) AIRSPACE FIXES

�
� {> X - Non-Com p u l sory A i rspace f i x e s .

@@@@@ -
Outer or M i d d l e M a r k er
(OM) (MM) Il.. + - Com p u l so r y A i r space f i x e s .

F l y-over A i rspace f i xe s .

VERTICAL NOISE ABATEMENT PROCEDURES

V e r t i c a l N o i s e Abatement Procedures ( V N A P ) .
F o r e x p l a n a t i o n of procedures, s e e
A i r T r a f f i c Cont r o l s e c t i o n .

RESTRICTED AIRSPACE

�.um--#//���
P R O H I B I T E D , R E S T R I CT E D , DeS i g n a t i on (Type of a r e a can

��h«��
--
F
DANGER AREAS R · 27 ! � - be d e t e r m i n e d by P - P r o h i b i t e d ,
Proh i b i t e d , R e s t r i cted & D a n ­ �......
�
�
R - R es t r i ct e d , D-Dang e r . )
g e r A r e a s are charted w h e n Upper limit
loeOO.2200
Mltl-SAr
r e f erenced i n S I D / D P or STAR lower l i m i t

r�, Mm:' - Contro l l i ng Agency

source, p l us any P r oh i b i t e d Hours a c t i v e
A r e a w i t h i n f i ve ( 5 ) naut i c a l
m i l e s o f route cente r l i n e o r
p r imary a i r por t .

ROUTE PORTRAYAL

S I D / DP and STAR T r a c k

BOLES __ Rout e i e nt i f i c a t i on
T r a n s i t i on name

I'1fO
__ . �
code
�---::::I "" +- Trans l t l o n t r a c k
{REX.BOLES3,
-
M i n imum E n ro u t e A l t i tude ( M E A )
--
Cross at TL+ 1 0
Segment m i l eage

and descend fO 3000'

SID/DP or STAR label o f a par t i cu l a r
r o u t e i n some coverage areas

/.. .. .. ..
'��ns �
uuuuUmllUUIUJllnmmU
-
Q' ___
,> Radar vec t o r i ng

P r i ma r y a r r i v a l or d e p a r t u r e a i r po r t .

V isual f l ight track

/7500
� hrt -+--- F l i g h t p a t h segment f lown
w i t h head i ng o n l y .

© JEPPESEN SANDERSON, I N C . , 1984, 2000. All RIGHTS RESERVED.

:; JE P P E S E N INTRODUCTION 9 JUL 99 83

S I D , DP , AND STAR LEGEND

�1150_(eo�1fi�SM
GRAPHIC ( C on t i nued)

�
ROUTE PORTRAYAL (Cont i n u e d )

GILER

""
aooo..!S1.. .!5 -DZ:- N36 18.0 Wll7 16.3
�
�MAXSON

I
I (�� 17.0 MXS 60 65 '" /:::,. --2970 JNS :..�--
N3r;-42.0·wi1S·OS.0
'
Changeover point (COP) on trans i t i on between ,,-
MXS V O R and G i l e r Int, JNS VOR is used for ,
IrANGO HOTEL track g u i dance at and after COP to Gi ler Inl.
[ THOTL)
/:::,.

� X .Q.�,r:�· J'!!" � R273°

/
[UDRJI} ...,
______
7000 ______

VOR Rad ial

Database identifiers are enclosed in brackets [UDRJ/}. Database identifiers are o f f i c i a l l y
designated b y t h e contro l l ing state autho r i t y o r are derived b y Jeppesen. In e i ther case ,
these ident i f i ers have no ATC func t i on and are not to be used in f i l l ing f l i g h t plans nor
are they to be used when communicating w i t h ATC. Database identifiers are shown only to
enable the pilot to maintain orientation when using charts in concert with database navigation
�ystems.

/
MSA is provided when speci f i ed by the
contro l l ing author i t y .

---- -.
... X
Jf..
{f:. N36 IS.0 W119 17.2
[D/6/K}

) /�
o

.;;.'��z'
f::l� Q' At or below
1000'

�"-'.".�
MSA
Radar vectoring TPS VOR
/:::,.
, TROZE
Crossing a l t i tude 0'5 DEN
restriction Cross at 250 Kt at 1 6000'
Descend and maintain 1 2000'
Vector to fi nal

"
Crossing a l t i tudes &
BYSON

V
speed restr i c t i ons
036 DEN
N39 22.3 Wl0S 26.0
Descend and maintain t 6000'
Cross at or below Fl 230
Cross at or above Fl 1 90
C r oss at 250 Kt

SID/DP CLIMB GRADIENT/CLIMB RATE TABLE

This S I D / DP requires a minimum c l im b gradient __ Required c l imb

/'"
o f 330' per NM to 900 0 ' .
C l imb gradient converted to c l imb rate In feet
gradient

h i g h l i g hted w i t h c i r cu l a r s c r e e n .
A r r i v al/departure a i r po r t ,
per minute a t spec i f i ed g round speeds.

" M I LITARY" notation

� LOST COMMUNICATIONS PROCEDURE ONLY � source

C I i m b gradi ent
>""""""""""""""""""""""""''Y i n d i cates m i l i tary
used for t h i s

% If not in contact w i t h Departure Control one

procedure.
%
� minute after take-o f f : �
� r ig h t turn, thenc.e intercept and. proceed. � i a �� Symbol
� Rwy 1 : C l i m b s t r a i g ht ahead to 4000 ' , c l imbing � iden t i f ies the LOST

�
�
COMMUNICA TIONS PROCEDURE
�
% or (aSSigned
GER R- 039 t o M i kes Int, then via (trans i t i on)
. route) .
to be f l own when communicatio ns
are l os t w i t h ATC after take-off.
© JEPPESEN SANDERSON, INC., 1983, 1999. ALL RIGHTS RESERVED.
84 9 JUL 99 INTRODUCTION =:JEPPE S E N
SID. DP A N D STAR LEGEND
PROCEDURE APPLICABLE TO USA FAA ONL Y

Instrument Depa r t u r e Proceduures (DP s ) Standard T e r m i n a l A r r i va l s (STARs)

where CPs are e f f ec t i v e may expec t ATe

P i l o t s of c i v i l a i r c r a f t operating f rom locations P i l o t s of I F R a i r c r a f t destined to locations for
which STARs have been p u b l i s h e d may be issued

deems it appropriate. Use o f STARs requires

c l earances containing a OP. Use of a DP requires a clearance containing a STAR whenever ATC
p i lot possession o f at least t h e textual descr i pt i on
of the approved e f f e c t i v e DP. Control l ers may ornit pi lot possession of a l least the approved t e K l u a l
the departure control frequency i f a DP clearance description. As w i t h a n y ATC c l earance o r
i s issued and the departure control frequency p o r t i o n thereof, i t Is the respons i b i l i ty o f each

s h o u l d n o t i f y ATe i f they do n o t w i s h to use a

is published on t h o OP. ATe must be immediate l y pi lot to accept or refuse an I ssued STAR. P i l o t s

DP or a preprinted DP description or. for any

advised if the p i l o t does not possess a charted

other reason, does not wish t o use a DP. section o f the fl ight plan or by the less
STAR b y placing "NO STAR" In t h e remarks

ATe. A STAR i s an ATe coded IFR arrival route

N o t i f ication may be accomp l i shed by f i l ing desirable method of v e r b a l l y stating t h e same to
" NO DP" i n the remarks sec t i ons of t h e f i l ed

a i r c r a f t d e s t i n e d f o r c e r t a i n a i r p o r t s . FMSPs for
f l i g h t p l a n or by the less desirable method of Bstab l i shed for a p p l ication to arriving I F R
verbally advising ATC.
DPs w i l l b e d e p i c t e d i n one of two basic forms. a r r i v a l s serve the same purpose but are o n l y used
by ai r c r a f t equipped w i t h FMS. The purpose of
P i lot naviga t i on (P i l o t N A V) both is to sim p l i f y clearance delivery procedures
DPs are establis hed where t h e p i l o t i s primar i l y and faci l i a t e transition between enroute and
responsible f o r navigation o n t h e DP route. They instrument approach procedures.

safety related factors indicate the necessity for 8

are establi shed for airports when terrain and STARs/FMSPs may havB mandatory speeds and!
or crossing altitutes publ i shed. Other STARs
p i l o t NAV DP. Some p i l o t NAV DPs may contain may have planning information depicted to

"expe c t " . IJExpect" a l t i tudes/speeds are not

vector instructions w h i c h pilots are expected to inform p i l o t s what cl earances or r e s t r i c t ions to
comply w i t h unt i l instructions are received to
resume normal navigation on the f i l ed/assigned considered STAR!FMSP crossing res t r i c t i ons until
r o u t e or DP. verba l l y issued by ATC. P i l o t s Sha.1I maintain
last assigned a l t i tude un t i l receiving authoriza­
Vector DPs t i on/clearance to change a l t i t u d e . At t h a t t i m e ,

navigational guidance to a f i led/assigned route

Are established where ATe will provide radar p i l o t s are e x p e c t e d to c o m p l y w i t h a l l published/

or to a fix depicted on the OP.

issued restrictions. The author izat ions may b e v i a

"DESCEND VIA." A"descend v i a " c l earance

a normal descent clearance or t h e phraseOlogy

Obstruction C l earance During Depa r t u r e authorizes pilots to v e r t i c a l l y and l a t e r a l l y navi­

D P s a r e e i t h e r textual or g r a p h i c a l l y depicted. gate, in accordance with the d e p i c t e d procedure,
They may be e s t a b l i s hed for obstacle a v o i d ance to meet published restrictions. Vertical navigation
or for ATC purposes. Simple DPs required for i s at p i l o t ' s d i s c r e t i o n , however, adherence to
obstacle avoidance are u s u a l l y textual. More published a l t i t ud e crossing r e s t r i c t ions and
complex DPs required for obstacle avoidance, speeds i s mandatory unless otherwise c l eared.

p i lots are expected to remain above ME As)

all ANAV DPs, and DPs required for ATC (MEAs are not considered restrictions, however,
purposes a r e graphical l y depicted. DPs assist
pilots conducting IFR flight i n avoiding obstacles
during cl imbout to minimum enroute a l t itude
F i l ing [FR F l ight P l ans w i t h DPs and STARs
(MEA). Obstacle clearance i s based on t h e When filing an IFR f l i g h t plan, t h e use of the
aircraH c l imbing a t l e a s t 2 0 0 feet per nautical associated codified FAA DP or STAR and tran­
mile, crOSSing t h e end of t h e runway a t least 35 s i tion i d e n t i f i e r s w i l l great l y f a c i l i t a t e the accep­
feet AGL, and climbing to 400 feet above airport tance o f the f l ight plan i n the ARTCC computer.

s p e c i f i e d in the procedure. A s l o p e of 1 5 2
e l e v a t i o n before turning, unless otherwise These identifier codes are found on the respec­
t i v e DP and STAR c h a r t s . The following explan­
feet per nautical m i l e , s t a r t i n g no higher than 35 a t i o n and examples are the proper methods i n
feet above t h e departure end of the runway, is f i l i ng DPs a n d STAAs.

DPs: When a DP i s f i l ed w i thout using 8

assessed for obstacles. A minimum obstacle
clearance of 48 feet per nautical mile i s provided
i n the assumed c l imb gradient. I f no obstacles transition the f i led iden t i f i e r (code) w i l l read as
penetrate the 1 5 2 feet per nautical m i l e slope, "ROCK I 1 . ROCKI" When a transition i s used the
OPs for obstacle avoidance are not published. l a s t coded characters of t h e D P are replaced by
I f obstacles do penetrate t h e slope, avoidance t h e transition code and will read as
procedures are speCified. These procedures may "AOCK l l . M I L l S
be: a c e i l ing and v i s i b i l i ty to a l low the obstacles
to be seen and avoided; a c l i m b gradient greater
than 200 feet per nautical m i l e ; det a i l ed f l i g h t ROCKI ONE DEPARTURE
maneuvers; or a c o m b i n a t i o n of t h e a b o v e . I n
extreme c a s e s , IFR take-aU m a y not b e authorized
L Departure Name
for some runways. C l imb gradients a r e s p e c i f i e d
when r e q u i r e d for obstacle c l e arance. Crossing ( ROCKI 1 .ROCKI) Depar t u r e Code
r e s t r i c t i ons i n the OPs may be established for
traffic separation o r obstacle clearance. Some
OPs required for obstacle avoidance require
MIllS T r a n s i t i o n Name
a c l i m b in visual conditions t o cross the
airport (or an on-airport N A V A I O ) In a s p e c i f i e d
(ROCKI l .MILIS) TranS i t i on Code
d i r ec t i o n , at or a b o v e a s p e c i f i e d a l t i tude.
When c l imbing i n visual conditions i t I s t h e STARs: Whan a STAR is f i led w i thout using a
p i l o t ' s respons i b i l i t y to see a n d avoi d obstacles. transi t i o n . t h e f i led ident i f i er (code) w i l l read as
S p e c i f i e d c e i l i n g and v i s i b i l i tv minimums w i l l "FIM.MOOR4". When a t r a n s i t i o n is used the

pilot en ers r te t i n
f i rst coded characters of t h e STAR a r e r e p l aced
t the standard obstacle p o c o
a l l o w visual avoidance of obstacles u n t i l the
by the transition code and w i l l read as
area. Obstacle avoidance i s not guaranteed if t h e "FAT.MOOA4".
p I lot maneuvers f a r t h e r f r o m t h e ai r p o r t than t h e
v i s i bi l i ty minimum. Each p i l o t , p r i o r t o departing an
MOORPARK FOUR ARRIVAL
terrain and other obstacles on or i n the v i c i n i t y of
ai rport on an I F A f l i g h t should consider the type of

the departure a i rport a n d : L Arrival Name

( a ) D e t e r m i n e w h e t h e r a D P i s avai l a b l e f o r
obstacle avoidance; ( F IM.MOOR4) A r r i val Code
(b) D e t e r m i n e I f obstacle avoidance can be
maintained v i s u a l l y o r t h a t the DP s h o u l d b e
f o l l o w e d ; and
FRESNO Trans i t i o n Name
(c) D e t e r m i n e w h a t action w i l l b e necessary
( FAT.MOOR4) Trans i t i on Code
departure.
and take such action that w i l l assure a safe

© JEPPESEN SANDERSON, INC" 198•• 1999. ALL RIGHTS RESERVED.

JEPPESEN INTRODUCTION 10 MAR 95 101

APPROACH CHART LEGEND

Approach charts are graph i c i l l ustrat ions of instrument approach procedures pres c r i bed by
the governing autho r i t y . A l l charts meet FAA requirements for aeronautical char t s . The
f o l l ow i ng legend pages b r i e f l y e x p l a i n symbology used on approach charts t hroughout the
w o r l d . Not aI/ items apply to aI/ locations. The approach chart i s d i v i ded i n to spe c i f i c areas of
information as i l l ustrated below.
FORMATS

The f i rs t approach procedure publ i s hed for an airport has the procedure chart published on
the f r ont s ide w i t h the a i r port chart on the back s i de. On major a i r po r t s , the a i rport chart
may proceed the f i r s t approach procedure. These loca t i ons w i l l have expanded a i r po r t
i nformat i on that m a y occupy more th an on e s ide. Wh en an airport has more t han one
pub l i shed approach procedure, they are shown front and back on add i t i onal sheets. B l ank
pages wi l l indicate "INTENTIONALLY LEFT BLAN K " .

APPROACH PROCEDURE CHART AIRPORT CHART FORMAT

FORMAT

I I
HEADING
HEADING

AIRPORT PLAN VIEW

APPROACH PLAN VIEW

PROF I L E VIEW ADDITJONAL RUNWAY INFORMATION

LANDING MINIMUMS
TAKE-OFF AND ALTERNATE MINIMUMS

r-
On charts dated on and after 10 MAR 95, key information is d i s p l ayed in bold type. Key
information includes Commun i c a t i on f r equenc i es, P r imary NAVAID frequency and ident i f i e r ,
Procedure bearings a n d A l t i tudes, Ai rport and runway e n d e l evation, Dec i s i on A l t itude and
l-M i nimum Descent A l t i t ude, and M i ssed Approach turn l im i t and d i rection, course and a l t i tude.

© JEPPESEN SANDERSON, INC., 1984, 1995. ALL RIGHTS RESERVED.

102 1 0 MAR 9S INTRODUCTION .JEPPESEN

APPROACH CHART LEGEND

HEADING

.JEPPESEN

y �
LOC 1 1 1 . 5 ITRP
Apt. Elev 2 4 8 8 '

Chart Date
C h a r t Index Number P r i m a r y Fac i l i ty F r e q uency,
C h a r t E f f e c t i ve Date and Ident i f i e r
M S A Sectors and A l t i tudes
Fac i l i t y / F i x F o r m i ng MSA A i r po r t E l e v a t i o n

The geog r a p h i c a l n a m e u s e d i s gener a l l y t h e I n this nume r i ca l system-both procedure and

major c i ty served by the c i v i l a i r p o r t or i n ­ a i r po r t - t h e r e w i l l be gaps i n the f i l i ng
s t a l l at i o n n a m e i f a m i l i tary ai rpor t . A hyphen sequence because of d e l e t i o n s , expected
before t he a i r p o r t name i s used when the expansion, s e l ec t e d d i s t r i bu t i on and t a i l o r i ng
locat i o n name i s part of t h e a i r p o r t name. for spec i f i c subs c r i be r s , Two procedures
The charts a r e arranged al phabet i c a l l y by may be com b i n e d . Numb e r i n g , i n this case,
t h e geograph i c a l locat i on served. w i l l be for t h e lowest number of t h e pa i r .
I L S and N D B i s a t y p i c a l combinat i on i ndexed
N O T E : U . S . Airway Manu a l : The c i v i l as 1 1 - 1 . 2 1 - 1 , etc.
approach c h a r t s cove r i ng t he U n i ted
States a r e arranged al phabet i c a l l y A l l c h a r t d a t e s a r e F r iday d a t e s . This chart
by state. W i t h i n each s t a t e , t h e c h a r ts date i s not t o be confused w i t h t h e e f f e c t i v e
a r e arranged a l phabe t i ca l l y by t h e d a t e . The e f f e c t i v e date i s c h a r t e d when a
n a m e of t h e c i ty served. chart is issued p r i o r to the changes b e i ng
e f f e c t i v e . Charts under USA j u r i s d i c t i on
For each l o c a t i o n , t h e c h a r t s a r e sequenced w i t h an e f f e c t i v e date are e f f e c t i v e at
by the chart index num b e r . This index number 090 1 Z of that d a t e .
w i l l appear as shown b e l ow :
P r o c e d u r e i d e n t i f i c a t i o n i s g i v e n b e l ow t h e
First Digit: represents t h e a i r p o r t number a i r p o r t n a m e . T h i s iden t i f i ca t ion i s p e r t h e
and i s an a r b i t r a r y ass i gnment. a p p l i c a b l e autho r i t a t i v e source ( e . g . V O R - l ,
N D B ( A D F ) Rwy 1 6 , N D B Rwy 1 6 , e t c . ) .
Second D i g i t : represents t h e chart type The use o f a n a l phabe t i c a l s u f f i x i nd i cates
as shown below: a procedure does not meet c r i te r i a for
s t r a i g h t - i n l a n d i n g m i n imums ( e . g . V O R - A .
O - a r e a , S I D , etc. 6-NDB V O R - B . L O C ( B ACK C R S ) - A . e tc . ) .
1 - I LS , M L S , LOC, 7-DF
LDA, S D F , K R M 8-PAR, ASR, SRA, SRE M S A p r o v i d e s 1 000 f e e t of o b s t r u c t i o n
2-GPS ( S a l e use) 9 - RN A V . v i c i n i ty c h a r t , c l earance w i t h i n t h e c i r c l e ( o r s e c t o r ) w i t hi n
3-VOR V i sual A rr i val or 2 5 naut i ca l m i l es o f t h e fac i l i ty / f i x
4-TACAN V i sual Departure i d e n t i f ied j u s t to t h e l o w e r r i g h t of t h e c i r c l e .
5-RESERVED Char t , LORAN I f t h e p r o t e c t ed d i stance i s o t h e r t h a n 25
naut i c a l m i l e s , t h e e f f e c t i v e rad i us i s s tated
T h i rd D i g i t : represents t h e f i l i ng order b e s i d e t h e ident i f i e r of t h e central fac i l i t y .
of charts of the same type. The MSA v a l u e i s s u p p l i ed by t h e control l i ng
author i t y .

Oval o u t l i nes of chart i ndex numbers

repres e n t :

o Standard chart issued to A i r way

Manual subsc r i be r s .

Spec i a l c ha r t i ssued to s p e c i a l
coverages o n l y . Contains mod i f i ed
i n format i o n f o r your company.

,---
'---JY--. .I Standard chart t h a t uses o n l y
mell i c system u n i t s of measure.

© JEPPESEN SANDERSON, INC., 1983, 1995. ALL RIGHTS RESERVED.

JEPPESEN I NTRODUCTION 10 MAR 95 103

APPROACH CHART LEGEND

HEADING ( c o n t i nued)

COMMUNICATION AND ALTIMETER SETTING OATA

Communications for "arr i va l s " are g i ven in normal sequence of use as shown below. See
A i r port Chart Legend, Introduction page 1 1 6 , for other communications.

AWOS/ASOS or other type

Automated weather station/service.

r Radar Availaole
ATiS Ar r i va l F requency
--
Approach Control Ca l l --
--
_-
_
and Frequency
Common Traf f i c
An asterisk (0) indicates Advisory Frequency
par t - t i me operat ion (USA only)

Tower C a l l 60
Trans level : fL Trans i t ion Level and
a n d Frequency Trans alt: 5000'(4987') Trans i t ion A l t i tude

Ground Control
Frequency
Barome t r i c Pressure E q u i valent for QFE al timeter
s e t t i n g . Li sted on a i rports with a l t imeter setting
A l t imeter Se tting Informa t i on
reported i n M i l l i bars or Hectopasca l s .

Trans i t ion l eve l a n d trans i t ion a l t i t ude are l i s ted on t h e bottom l i ne of t h e communications
and a l t imeter s e tti ng data box. Trans i t ion level and t rans i t i o n a l t i t ude are provided for a l l
areas outside t h e 48 conterminous Uni ted States, A l a s k a a n d Canada.

Trans level : Fl 60 Trans a l t : 5000' (4987')

The trans i t ion level ( Q N E ) is the lowest l evel The trans i t i on a l t i tude (QN H ) is the
of f l ight u s ing standard a l t imeter sett ing a l t i tude at and below which local pressure
(29.92 inches of mercury or 760 m i l l imeters of set t i ng must be used .
mercury or 1 0 1 3 . 2 m i l l i bars o r 1 0 1 3 . 2
hectopascal s . )

A l t i meter s e t t i ng units are l isted on the bottom line of communic a t i ons data box.

Barome t r i c Pressure Equi valent i n mi l l i bars o r hectopascals enables ai r cr af t operators who

use QF E a l t imeter setting for landing to establ i s h the QFE a l t imeter s e t t i ng by subtracting
the hectopascal or m i l l ibar equivalent from the reported QNH a l t imeter setting. The value
shown i s the barome t r i c pressure equivalent for the height reference datum for straight- i n
land ing. Th e height reference datum w i l l be the runway threshold el evat ion (Rwy) , a i rport
e l e v a t i on (Apt) or the runway touchdown zone e l ev a t i on (TDZ ) , as a p p l i cable.

Letter designations behind a frequency indicate operat i on as f o l l ows :

G-guards only
T-transmits only
X-on request

Bear i ng s d e f i n i ng f requency sectors are clockwise outbound

( e . g . , 270' to 090' would be north of the a i r por ! . )

© JEPp�SEN SANDERSON, INC., 1984, 1995. All RIGHTS RESERVED.

1 04 10 MAR 95 INTRODUCTION .JEPPESEN
APPROACH CHART LEGEND
APPROACH PLAN V I EW
The p l an v i e w is a g r a p h i c p i c t u r e of the a p p roach, usua l l y presented at a scale of 1 in = 5 N M .
P l an v iews at sca l es other than 1 i n = 5 NM a r e noted. L a t i tude and long i t ude a r e shown i n
1 0 m i nu t e i n c r emen t s o n t h e p l an v i e w nea t l i n e . Symbols used i n t h e p l an v i ew a r e shown b e l o w .

em:
NAVAIDS NAVAIDS (con t i nued)
ILS DME
3]>EN)
N D B ( No n - D i r e c t i on a l

eo
R a d i o Beacon)
1J.O •.

V O R ( V H F Omn i - D i re c l ional
Range) [ L S , LOC, L O A , or SOF faci l i ly box . [I i n c l udes
i nbound magn e t i c course, frequency, ident i f i er ,
and M o r s e code.

0 0
TACAN (Tac t i c a l A i r
N a v i g a t i olT fac i l i t y ) or D M E
( D i s t ance Meas u r i ng

@©
E q u i pm e n t )

VORT AC or V O R D M E

E.t
I L S , LOC, LD A , S O F , M L S Local i z e r Back Course f ac i l i t y box. Front
or K R M Front Course course i nc l uded for H S [ s e t t i ng .

LOC Back Course

MLS DME,____
5 o-Ch 5 1 6 MTRP
3-
O"""'
"-
° ( 1 09.7)
O f f s e t Loc,al izer

MLS fac i l i ty b o x i nc l ud i ng inbound magne t i c

4('].
f in a l a p p r oach course, M L S channe l , ident i f i e r

l oc a t o r , N DB or [ n t e r se c ­
M a r k e r s w i t h or w i thout w i t h Morse c o d e a n d V H F " G h o s t " f r equency

� t i on. The t r i angle or c i rc l e

for manua l l y tuning D M E .

f''}
'�":'�' In a m a rk e r or NDB symbol

!1§ffi,� .,..,,
--- .� �
eP T esen s co-located

(��J.
�,/f I ntersectIon. BEARINGS

• ••
Magne t i C course

1 0 6 0 1 -- True course
N a v a i d fac i l i t y boxes i n-
c l ude f ac i l i t y name, i d e n t ­

i
/

�
,/.If� VOR cross r ad I a I s and NDB
i f i e r , M o r s e code and

be a r i ng s f orm n g a p o s i t i o n
f r equency. The shadow i n ­
'" J'
f i x are " from" a VOR and " to"
d i cates the p r imary f ac i l i ty '
iJ

-281---TOT-
upon w h i c h t he approach i s
-So /J'" an NOB

�,I';�
[THORNTON ]
'"
p r e d i cated. I n V O R T A C and
0

l e t t e r "0" i nd i cates OME M o rse code I d e n t i s charted

V O R D M E fac i l i t y boxes the
X
p ,� on V O R rad i a l lN D B bear ing
when form i ng fac i l i t y is
capab i l i ty . '.'

V O R , VORTAC a n d V O R D M E o u t s i d e of p l an v i e w .
c l ass i s i nd i cated by a
l e t t e r "T" ( T e r m i na l ) , " L "
r-
( Low A l t i t ude) o r " H " On c h a r t s d a t e d o n or a f t e r 1 0 M A R 9 5 ,
( H i g h A l t i t ude) when Gener a l procedure N O T E S a r e contained w i th i n
ava i l a b l e . a s i n g l e box i n t he p l anv i e w . NOTES
s p ec i f i c t o a s i n g l e i t em on t h e chart a r e
Under l i ne shown b e l o w assoc i ated w i t h that i tem.
navaid ident i f i e r , i n d i c a t e s
Beat F requency O s c i l I at o r RADAR required.

.
( B F O ) requi red to hear Use ITRP IlS DME when on laC course.
Morse Code i d e n t i f i e r . P i lot controlled l ig h t i n g

(OP NO CaNT)
T Indi cates par t - t i m e
or * operation.

�CUSTARDC�
1��6.�2 �
TAC· l ll TACAN faci l i ty box w i t h
"Ghost" V O R f requency f o r
c i v i l tuning o f TACAN -
only faci l i t i e s to r e c e i ve
OME informa t i o n .

Domes tic DME Aus t r a l i a Dome s t i c D M E

nBIBOOHRA�
f.� �. B!!
O p e r a t es on 2 0 0 M H z and
r e q u i r e s a i r borne rece i v er
s p ec i f i c t o t h i s s y s t e m .

© JEPPESEN SANDERSON, INC .. 1984, 1995. All RIGHTS RESERVED.

JEPPE S EN INTRODUCTION 13 DEC 96 1 05

APPROACH CHART LEGEND

APPROACH PLAN VIEW ( co n t i nued)

I
r- AIRSPACE FIXES APPROACH TRANSITIONS (continued)

{>

�.��
6. X /

It. +
Non·Compul sory Ai rspace Fixes
NoPT

i-@ @ � @ ®
Compulsory Airspace Fixes Arrival
Sector
Fly·over Ai rspace Fixes v i a Ai rwey
,,�o......
'').bi��
�ONEY
OME value w i l l be portrayed as 0 1 0.0. When fix
and co· located navaid names are the same, only
the navaid name i s displeyed.
NoPT arrival sectors depict an erea of approach
/� transition routing to an approech fix. No proc·

D10.0
edure turn, Race Track Pattern or any type

()� course reversal is required nor authorized w i th·

out ATC clearence when an arrival course i s

OM
D6.2
� /'
���
w i thin the charted sector and o n a n estab l i shed
ai rway radial to the f ix .

A llowable substitutions for identifying a fix are

noted in the planview. At the p i l ot ' s request ,
where ATC can provide the service, ASR may be
substituted for the OM. In addition, PAR may be
substi tuted for OM and MM.

�
APPROACH TRANSITIONS
16.3
0840�
5000
� Magnet .ic course
�
NM distance and mini·
mum a l t i tude between . .
fixes and lor navaid s Magnet i c head ing
Note that the routes from STO t o Plant t o
_ Route wi thout
hdg
� 5.4
2700
0900 fac i l ity gUidence.
Route w i thout minimum a l t i ·
Tower are approach transitions, whereas the
STO R·27So is not an approach transition. The
STO R·27So has a sma l l arrowhead and is a
6.2
--- 075 �
0
tude. A l t i tude to b e assigned cross, radial forming Tower. The STO R·300o
has a large and sma l l arrowhead indicating
by ATC.
both an approach transition and a cross radial

�
(IAF) Initial Approach Fix forming Plant. Plent end Tower are also formed
(IF) I ntermediate Approach Fix by the IPEN local izer course.

�fw)
(IAF)
S10 �NDS
No procedure turn, Race Track

�'O
NoPT
Pattern or any other type of
course reversel procedure _2650
required or author ized wi th· 116.3 �
J.;;.
�
"> 0 <& 't,'"
•
out ATC clearance.
"> �
;;::- :t �CV
".,, o.. C!) ". _

""""' ..... -? " ...

Flag notes ·see appl icable
o � v 0''''''
0

.... ...... �
reference notes el sewhere on
� �
the plan view.
I 2>

� � 0900_\. � �
� to
��......
.&
1"
� di;o
Cross at FL 1 1 0

JOHNS 0 9 0 °-
and descend to 3000 '

WAKER Crossing alti tude and

WORDS ....
00 ARTie
2760 10. 0 1 7
D8.0 t:......
descent instructions.
D 18.0
0 9 6 °_
An approach transit ioncoincidental w i th the
�
I TERPS VOR Approach transition inset.
I
I (Dog leg route, with off· approach procedure fl ight track is charted
: ��8 chart turn). Also provided offset from the f l ight track for clarity.
I � o.. o. wnen route originates at
: I "'" an off·chart intersection
....-f!
... NOT TO
').').·kl
designated only for app·

�').bi
roach use · such fixes are
l____ �<::'.':� not charted on enroute (IAF)
and area charts.
100 0 HANGR
JOHNS Approach transition. � D4.0
Route from Enroute
Navaid or Fix to Initial
Approach Fix (IAF ) .

© JEPPESEN SANDERSON, INC .• 1984, 1996. All RIGHTS RESERVED.

1 06 13 DEC 96 INTRODUCTION JEPPE SEN
APPROACH CHART LEGEND
APPROACH PLAN V IEW ( c o n t I nu e d )
APPROACH TRANSITIONS (continued) PROCEDURE TURNS - COURSE REVERSALS
Approach transit ions via DME arcs are i l lus­ Schematic portrayal of
trated below w i th di stance from fac i l ity, direc­ procedure tUrn
0 9 0 °--
tion of f l ight, start and termination points of
the arc. DME arc alti tude i s maintained unt i l
estab l i shed o n approach course. �----�� 45°/ 1 80° turn
(IAF) -- 270·

r' ---op
.
.( Jo,
��
•

.... 8 -..... -- 2 1 0 °
CO ""!:0�9�0�O--
-- "",,,"0 '"m

c:l
05. 0
__

D lB. O :- 0 9 0 °---270·
6�1;:::O°:t:O""-''''­ /
NoPT
Tear drop or Base turn.
.J
�' When course reversal is re-

��
qui red, it must be flown as
charted.

�
Holding pattern or
.. °
0 8�
Racetrack pattern.
When course rever-
sal is required, i t

e 264 •
must b e flown a s
charted.

When a procedure turn, Racetrack pattern,

Teardrop or Base turn is not portrayed, they
are not author ized.

AlT"UDES

A l l alti tudes in the plan view

are "MINIMUM" a l t i tudes un­
Lead radl"ls may be provided as an advisory less spec i f i ca l l y labeled other·
point for turning to the approach course. 2 3 00 ' wise. A l t i tudes are above mean
sea level in feet. May be
abbreviated "MIM" .

Mandatory altitudes are labeled

MANDATORY "MANDATORY" and mean at the
2400 ' fix or gl ide slope intercept.

MAXIMUM Maximum altitudes are labeled

' "MAXIMUM" . May be abbrevi ·
1 9 00 ated "MAX",
Approach transitions may be described under
the originating navaid w i th course, distance, RECOMMENDED Recommended a l t itudes are
alti tude, and terminating point. 2000 ' labeled "RECOMMENDED".

APPROACH PROCEDURE FLIGHT TRACK MISSED APPROACH

The approach procedure - - - - - � Init ial maneuvering course

1;</71' /�
______

for mi ssed approach. Details

8 OYOS
by a [Link] line. This track begins in the plan view
II ight track is portrayed

,..;[\
of the mi ssed approach are speci fied below
a t the la, 1'4 location where the prol i le begins. the proll Ie diagram.
r__------,

':127o�
Holding pattern used to lose
/

. \',.; �.
altitUde ,ior to proceeding
� he proach.
t "P Mi ssed
approach J'o�
V')
....

....... .....�
:::E oo ..;
fix inset .

• • • • • • • • • • • • • • •

................
High level approach track
Visual f l ight track
��S���x « r=
@ JEP!,£SEN SANDERSON, INC . . 1991. 1996. ALL RIGHTS RESERVED.
JEPPESEN I NTRODUCTION 2.01 JUN 9.01 107

APPROACH CHART LEGEND

APPROACH PLAN VIEW ( c ont i nued)
HOLDING PATTERN TERRAIN HIGH POINTS AND
MAN-MADE STRUCTURES ( con t i nued)

8
H o l d i ng pattern not part of the
approach procedure. DME AND MUST NOT BE R E L I E D ON FOR DES­
f i gures, when provided, g i ve CENT BELOW THE M I N I MUM ALTITUDES
the D M E d i s tance of the f i x as DICTATED BY THE APPROACH PROCEDURE.
the f i r s t f i gure f o l l owed by the Gener a l l y , terrain high pOints and man-made
outbound l i m i t as the second struct ures l ess than 400 feet above the
figure. 3000 i n d i cates the m i n i ­ ai rport elev a t i on are not depicted.
m u m h o l d i ng a l t i tude, ( M H A ) . 2. Symbols for terrain h i g h points and
Length of h o l d i ng pattern i n man-made s t ructures:

*
minutes w h e n o t h e r than Natural terrain (peak, kno l l , h i l l ,
standard. etc . ) Used p r i o r t o Augus t 1 2 , 1 988.
•
H o l d i ng patterns are gener a l l y Unident i f ied natural terrain or man­

R
n o t charted t o scale. made. Used prior t o August 1 2, 1 988.
•
"""- Indi cates procedure for Natura l terrain (peak, kno l l , h i l l ,

Ir\1
leaving the holding pattern. e t c . ) Used after August 1 2 , 1 988.
A t � .Ii. &
\1
Man-made (tower, stack, tank,
�®�e1� b u i l d i n g , church)

AIRPORTS
A Unident i f i ed man-made structure
Mean Sea Level e l evation at
I F R a i r ports i n the area and VFR a i r ports 4460' top of terrain high point!
unde r l y i ng the f inal approach are depicted. man-made structure.
±

A
A i r port to which the approach Denotes unsurveyed accuracy
i s designed Arrow i nd i cates only the highest

o
of portrayed terrain h i g h points
Nearby M i l itary ai rport
• and man-made structures in the
�
o
charted p l anview. H i g her terrain
Nearby Civil or joint use
M i l i tary ai rport or man-made structures may exist

®®
@
which have not been portrayed.
Hel iport rGENERALIZED TERRAIN CONTOURS

@
Civil Seaplane Base 1 . Genera l i zed terrain contour informa-
t i on may be depi cted when terrain

o
M i l i tary Seaplane Base
w i t h i n the approach chart p lanview
exceeds 4000 feet above the a i r port

®
A i r port w i t h l i g ht beacon
elevation, or when terrain w i t h i n 6
nautical m i l es of the Ai rport Reference
Abandoned or c l osed ai rport
Point (ARP) r i ses to a least 2000 feet
above the a i r po r t elevation. THIS I N ­
S statute mi les i n radius ,
An a i r port reference c i rc l e ,
FORMATION D O E S N O T ASSURE CLEAR­
centered on the a i r p o r t . ANCE ABOVE O R AROUND THE T E R R A I N
Omit ted a f t e r 1 O C T 9 3 . AND M U S T N O T BE R E L I E D ON FOR DES­
CENT BELOW THE M I NI M U M ALTITUDES
AIR SPACE DICTATED BY THE APPROACH PROCED­
W#4w/ /
/###� URE. Furthermore, the absence of t e r r a i n
:'i R· 2402 h�
Restri cted airspace (Refer to

�4w/w/';ff
the enroute chart for l i m i ta­ contour information d o e s n o t ensure t h e
t i ons . ) absence o f terrain or st ructures.

w/a< �Q#/#4/4.: 2. Terrain features are depi cted u s i ng one

��
/#.Q.'; 'Y.10"...
PROHIBITED AREA
SC(P )-23
of the two fol lowing methods:
a) Prior to June 24, 1994, terrain infor­
ORIENTATION DETAILS mation was depi cted as gray
contour l i nes with contour values.

•
River 73 1 0 '
:'0(,0
.,,::.1 0
Lake or l arge

50,,0
water area

* Aeronautical L i g ht/Beacon
b) After June 24, 1 994. g ray
contour l i nes w i l l g radua l l y be
r r e p l aced w i t h brown contour
TERRAIN HIGH POINTS AND l i nes, v a l ues, and grad i ent t i nts
i-MAN-MADE STRUCTURES p r inted i n brown. Gradient t i n t s
indi cate t h e e l ev a t i on change
1. Some, but not a l l , terrain high pOints and
between contour intervals.
man-made st ructures are depicted, along
with thei r elevation above mean sea leve l .
T H I S I NFORMATION DOES NOT ASSURE
CLEARANCE ABOVE O R AROUND THE
TERRAIN O R MAN-MADE STRUCTURES

© JEPPESEN SANDERSON, INC., 1 9 9 4 . A L L RIGHTS RESERVED.

108 2 4 JUN 94 INTRODUCTION .JEPPESEN
APPROACH CHART LEGEND
PROF I L E V IEW

The top of the profi Ie view on certain non-precision approaches contains a table of
recommended a l t i t udes/heights at v a r i ous DME f i xes to a l l o w a constant rate of descent.
The a l t i tudes/ heig hts are recommended only; m i n imum a l t i t udes i n the prof i l e view app l y .
T h e t a b l e is sequenced i n t h e same d i rect ion a s t he prof i l e i s portrayed.

Notes p e r t ain ing to cond i t i onal use of the procedure are shown at the top of t he prof i l e .
T h e note " P i l o t cont rol led l i gh t i ng " indi cates t h a t p i l o t a c t i v a t ion i s requi red a s speci f i ed
on the a i r po r t chart under Add i t i onal Runway Information.

The prof i l e view schemat i c a l l y (not to sca l e ) port rays the approach procedure f l i g h t t r ack
as a v e r t i c a l cros s s e c t i on of t he pl an v i e w .

N O N - P R E C I S i O N APPROACH PROFILE ( L a C , V O R , VORTAC , N D B , e t c . )

M symbol rep resenting the non-p r e c i s ion mi ssed approach p o i n t ( M AP ) , a s shown below,
i s used on charts dated on or afte r 5 F E B 93. Th i s symbol i s omitted when more than
one non-precision approach track i s depicted.

7
;1 \ ITPaS i ng
Procedure turn m i n i mum M i n i mum a l t i tude after
a l t i tude ( MS L ) , and pass ing VO R and unt i l

2 0 0::,.....
lI,�1� ' �
/ 1 0 NM\'( 1 1:;:
height above TDZE VOR pass ing STACK
0 ......- F I X format ions
_---- '280

0 -- 1 000 � 10.
.
S TA CK App l i c a b l e M D A after
26') <10 0 ,t FAF D4· 0

� � 800'! \ D6 - I ' MAP

1 , STACK
2

v-- �/
Procedure turn

�
outbound l i m i t .
T u r n to b e M i n i mum a l t i t ude after
.
1
75
completed procedure turn comp l e t i on
4.0 2.2 TDZE 7 4 '
within 10 NM. and unt i l pas s i ng VO R
/ 8.0
1 .8
APT.
N M D i s tance to "0" point N M D i s t ance V i sual Descent Point
(Not i n c l uded a t D M E f i x ) between f i xes

NON-PRECISiON APPROACH P R O F I L E ( LaC, V O R . VORTAC, N D B . e t c . )

w i t h constant r a t e of descent

VOR

1 2 1 3'
1 2 16'
TDZE
APT.
Steady descending prof i l e l i ne i nd i cates
M i nimum a l t i tude p rocedure i s des i g ned to be f l own with a
unless otherwise constant rate of descent. The ap p l i cabl e
spec i f i e d . r a t e of descent is foun d i n t h e conversion
table.

....1. 3500'
N O N - P R E C I S I O N APPROACH P R O F I L E ( V I SUAL A P P ROACH)
0 1 0. 0

.... ....I O'l�o� o;cl

05. 0

� .... .... .... ....

00. 5 I ( 475 ')
2

.... .... .... .... 1 2500'

1 I .... ....\Jislla 'a ,nu
��_200 1
1 1

l ( 1 475') l
on
1
1 .... .... h1ree""ay
1.... 1i:;al �i a '
e

1 025'
4.5 5.0
M i n i mum a l t i tude
V i sual f l i g h t track unless otherwise spec i f i ed .

© JEPPESEN SANDERSON. INC., 1994. ALL RIGHTS RESERVED.

==.JEPPESEN INTRODUCTION 1 2 NOV 9 9 109

APPROACH CHART LEGEND

PROFILE VIEW ( con t i nued)

M symbol representing the non- preci s i on missed approach point (MAP ), a s shown below, i s used
PRECISION APPROACH PROFILE f i L S w i t h L O C (GS out), or w i t h NOB Approach]

on charts dated on or aiter 5 FEB 93. T h i s symbol is omitted when more than one non-preci s i on
approach t r ac k is depicted.

Beginning o f f i nal
approach segment LOC (GS out) o r NOB

7, /
( p r e c i s i on approach) MAP

"" 1:!�
FAF (USA)
Procedure turn FAP (ICAO)
l i s ted in
OCA( H ) values are
minimum a l t i tude (MSL) GS a l t i t ude at
and height above TOZE L OM
-- LOM , M M
the prof i l e
v i e w when speci f i ed
, GS 332' \
1 0 NM L-=��� 1 6 1 5') OCA(H) Rwy .4R
from ILS 27.4' (200')
GS out .47.4' (400')

"���;:;::::;���Jt.;- - M-.......
LOM

TCH 58'
'
.4.2 TDZE 74
'
APT. 75
LaC (GS out) or NOB
procedure minimum
a l t i tude after procedure Appl i cabl e OA(H)
turn complet ion, and for ILS procedure
unt i l passing LOM

Procedure turn to be started DME distance at marker

�
at spec i f i ed outbound t ime

/ ��:rN
. 3000' (2704')
\
1 Min D5 LMM

�
...C
o ILS g l ide slope
DESCENDING --- -- 350 - D2.-'·MTN
=-_-
GS 5 8'(2J2')
threshold crossing

-- �
��I�
to
2300' GS r i87�( 1491 ') height
2300'

-----i,Ml-..,.....
�81
0

(2004') + 1 70 (2004')
_

""'''''_
'
'\l 1700
Descending turn to
minimum a l t i tude
� �"§
�
TCH .49'

Beginning of f inal
approach segment Applicable LaC (No GS)
( p r e c i s i on approach) or NOB procedure MOA(H)
FAF (USA) after passing LOM
FAP (ICAD)

L OM
MM

I
GS 1 19i"7i176 ')
� 1M
�- -""""�
Gs'j'ii "" (99 ')

M
I
TCH 56'

,
'
TDZE RWY 8L 1 0 1 5
1 024 '
TOZE RWY 8R
o APT. 1 026'

When ATC d i rects the lower noted a l t i tude: For precision

approaches, the a l t i tude becomes the minimum g l ide s lope
i ntercept a l t i tude and the resul tant actual point of g l i d e
s lope intercept becomes t h e FAF (USA).

© JEPPESEN SANDERSON, INC., 1993, 1999. A L L RIGHTS RESERVED .

110 1 2 NOV 99 INTRODUCTION ::JEPPE SEN
APPROACH CHART LEGEND PROF I L E V I EW ( c on t i nu e d )
PRECISION APPROACH PR O FILE ( I LS C A T I I a n d C A T I I I combined)

;;;;
M i nimum a l t i tude a t Colum. Beginning of f i nal
Procedure turn, racetrack approach segment
Radio A l t imeter

I COLUM
pattern, teardrop or base turn ( p recis ion approach)
height at 1 5 0 '

\ D9.0
not aut h o r ized F A F (USA) F A P ( ICAO )
a n d 100' HATs
£ OM RA 1 99 '
IRPQ ILS OA(H) 294'( /50')
I
2000'
r1
, RA 1 1 3'
/2 )
( /856')
OA{H) 244 ' ( 100 ')
1M

TCH 55'

.1 TOZE 1 44 '

MISSED APPROACH
The M i ssed Approach text is l ocated i m ­ SYMBOLS ( c on t i nued)
med i at e l y be low the prof i l e diagram. I t m a y Named f i x formed by V OR
be supplemented by a State s pe c i f ied acc­ radial or N O B bea r i n g , or D ME ,
e l e r a t i on a l t i tude/height on charts l abe l ed REDOE
PANS OPS / PANS OPS 3. (Refer to A i r D5.8 o r rad ar .
Al l al lowable subst i t u t ions for
Traf f i c Control series "200 " ) . I ident i fy ing a fix are noted i n
I th e p l an v i e w . O n l y DME val ues
MISSED APPROACH POINT (MAP)
I w i l l be d i sp l a yed i n the prof i l e .
Note: I L S D M E should nof be
Precis i on approaches: immediately upon
reac h i ng the Dec i s i on A l t i tude ( H e i g h t ) I
I
used t o determine pos i t ion
DA ( H ) w h i l e descending on t h e g l i de s l o p e over middle mar k e r , runway
a n d conti nued descent cannot be cont rol led I th reshold or runway touch­
by v i sual reference. down pOint unl ess speci f i e d
o n the approach chart.
Non-prec i s i on approaches: Upon reaching
the M i ssed Approach Point ( M AP ) . A t a b l e Non- pr eci s ion F i n a l Approach
at t he l o w e r l e f t corner of the c h a r t w i l l Fix ( F A F ) (If speci f i ed by State
s p e c i f y t h e M A P and , i f appl ica bl e , a t i me source)
at var i ous speeds from f i x to M A P . When D2, 0 �
t i mes are not shown, a t i med approach is
Not Author ized. Where a DME F ix is por­ """'-- V- V i sual Descent Point ( V D P )
( i f spec i f i ed by State source)
trayed i n add i t ion to a di s tance, the DME
Fix may be used for determini ng the MAP
f or DME equipped a i rcr a ft. The runway
threshold and MAP often coincide.
---" Begin mi ssed approach
procedure.

SYMBOLS Dl.0
I
M/
TCH Threshold Crossing H e i ght
-
M symbol rep resents the non­
I
Fan marker w i th name o r ILS
marker w i t h marker code and, prec i s i on mi ssed approach po i nt
when appropriate, g l i de slope ( M A P ) , on charts dat ed on and
cross i ng a l t i tude above mean after 5 F E B 93.
sea level and above TDZ E , run­
way end or airport e l ev a t i on .

I
VOR V O R , DF , N D B , or W aypoi n t
labeled only as to fac i l i ty Approach procedure fl ight t r ack
depicted. "Z" i n d i cates
V HF location markers. Appro ach procedure f l i g h t track
of non- p r e c i s ion approach [LOC
------ (GS out ) , N D B or V O R l when
Marker and NDB co- l ocated charted i n same prof i l e w i t h
(LOM, L M M ) prec i s i on approach.

- - - - - - - - H i g h l e v e l approach t r ack
VOR n o t u s e d for course
gui dance, by- passed d u r i ng .. V i sual f l i ght track
VOR f inal approach, and used ...... (One or more arrows)
s o l e l y to provide DME f i xes
I' See INTRODUCT I ON page N E W F O RMAT-5

,
both before and after i t s
passage. for V E RTICAL NAVIGATION ( VN A V )
-or- explaina t i on .
geome t r i c descent path and
Fac i l i t y used solely for s t a r t
of outbound procedure t r a c k , .... J�:.??:).... descent ang l e
w i t h procedure turn or course geome t r i c descent pat h and
reversal and f i nal approach _ £3�0.1 _ descent angle to Dec i s i on
inbound to another fac i l i ty . A l t i tude (D A) f o r approved
1- operators.
tel JEPPESEN SANDERSON, I N C . , 1 9 9 3 , 1999. A L L RIGHTS RESERVED.
 INTRODUCTION 14 MAY 99 111

APPROACH CHART LEGEND

PROFILE VIEW ( c o n t i n u e d )
SYMBOLS ( c o n t i n u e d )

A l l a l t i tudes in the pro­ Racetrack u s e d in l i eu

f i l e v i ew are " M I N IM UM " . 080° ----260° of procedure turn wi th
a l t i tudes un l ess spec i f ­ 1 Min holding l i m i t , out bound
i c a l l y labeled otherwise. 2000' and inbound bear ings,
2300' ( / 900')
A l t i tudes are above and m i n i mum a l t i tude.
mean sea level in feet.
May be abbrevi ated
"MIM". For a racetrack and h o l d i ng in l i eu of pro­
cedure turn, the out bound track corresponds
Mandatory a l t i tudes are to the plan view depi ct i on beginning at a
MANDATORY labeled "MANDATORY" point abeam the fac i l i ty / f i x .
2400' and mean at the fix or
VOR
g l ide s l ope intercept.
��bO 3000'

J,
(2975 ')
_____ -
Maximum a l t i tudes are
MAXIMUM . 1 50 0 '
156 ° .......
labeled " M A X I M U M " . 2 Ml n � �
1 90 0 '
__
May be abbreviated ( 147
5)
"MAX". 1 30 0 ' �
( 1 275') ____
O C L Rwy 04R Obstruction Cl earance
274' (200') Limit

OCA(H) Rwy 26 Obstruc t i on C l earance

720' (263') A l t i tude (Height) When a i rs peeds are
i ndi cated i n prof i l e

on
RECOMMENDED Recommend a l t i tudes are Procedure based note, higher a i rspeeds
2000' labeled"RECO M M E N D E D" . 1 20 KT lAS. require shortened t i mes
to assure remaining i n
Height in feet above the protected area.
a i r po r t , runway end, or
TDZ e l evation. Height is
measured from a i r port Radar vectoring i s requi red
( /200')
e levation unless TDZE or when i t i s the only approved
runway end e l evation i s Radar required. method for providing a pro­
noted at t h e a i r port cedure entry and/or for
symbo l . ident i fy i ng a terminal f i x .

Touchdown Zone
__ E l evation. (Runway End
TOZE 74' or Th resh ol d E l evation G l i d e S l ope w i t h inbound
when labeled RWY ) . magne t i c course of Loc a l i z e r .
APT. 75'
------ O f f i c i a l A i rport E l ev a t i on

Procedure turn m i n imum

�a l t i tude (MSL) Glide S l ope, Glide path

i
i ntercept is the F inal
1 20 0 '
Height above TDZ E ,
1 0 NM 1 126 ') _rUnway end, runway Approach Fi x (FAF USA ) .
(
F i nal Approach Point ( F A P
threshold, or airport.
ICAO) for prec i s ion approaches.
Procedure turn outbound l imit. Wh en The g l ide s l ope symbol st ar ts at
the outbound procedure t r ac k i s depicted the F A F / F A P .
i n the prof i l e v i e w , the turn l i m i t i s from
the fix where the out bound track beg ins.
The turn must be c a r r i ed out w i th i n the
s p e c i f i ed d i stance.

\�� ; t! 090 _(2780')\. -'1

Combined procedure turn
(course reversa l s ) and NoPT
procedure f l ight tracks

m/,
CHIPS
I
NoPT procedure

�
",

1 1 0 NM
o
'0 .......

M i nimum F l ight tracks when

at procedure t u r n I s used
a l t i tude
fix.
© JEPPESEN SANDERSON, INC., 1992, 1999. All RIGHTS RESERVED.
112 1 4 MAY 9 9 INTRODUCTION ==JEPPESEN
APPROACH CHART LEGEND
LANDING MINIMUMS

GENERAL

Publication o f minimums does not cons titute authority for their use b y all operators. Each individual
operator must obtain appropriate approval for their use.

DEFINITIONS
A, S , C, D_ _ _ _A i rc raft catego r i es (See Chart Gl ossary)
AI (CP outL ___ Azimuth ( G l i d e path out) on MLS approac h.

Non ____ A I I Non S c h e d u l e d . T h e s e m i n imums a pp l y for M e x i c o ILS

ALL
Skd approaches o n l y .
ALS ouL_ _ _Approach l igh ts out of se rvi c e
CAT I ILS_ _ _ _CAT I l L S approach
CAT II ILS_ _ _ _CAT I I ILS approach
CAT iliA ILS CAT llIA ILS approach
.4,.lIn"'1_1I10H Indicates that a c e i l i ng is requi red for l anding.
CIRCLE -TO-LAND_ _ _ _C i r c l i ng l andi ng m i n i mums app l i ca b l e for all runways
*DA_ _ _ .De c i s ion A l t i tude - MSL a l t i tude
*DA(H}_ _ _ _Dec i s i on A l t i tude ( H e i g h t )
*DH_ _ _.De c i s i o n H e i g h t - MSL A l t i tude
FUlL ___ AII components of I LS are operat i ng
HIRL ouL _ _..H i g h Intens i t y Runway L i g hts out of serv i ce
ILS____ILS approach
LOC (CS outL ___Loca l i ze r approach (ILS w i thout GS)
*MDA_ _ _ _M i n i mum Descent A l t i tude - MSL a l t i tude
*MDA(H}_ _ _jA i n imum Descent A l t i tude ( H e i g h t )
M M ouL_ _ _MM out of se rvi c e and n o legal subst i t u t ions ava i l a b l e
MLS____MLS approach
NA _ _ _Not authori zed
NOT APPLlCABLE.. ___Cond i t ion does not apply
NDB___ ..NDB approach
ODALS ouL_ _ _ODAL approach l igh ts o u t of s e r v i c e
RA... ___ Rad i o A l t imeter ( he i ght above g round)
RAIL ouL_ _ _RAIL por t i on of approach l ights out of ser vi ce
RMS____RMS approach
STRAIGHT-IN LANDING RWY_ _ _ _Runway for which charted m i n imums ap pl y
TDZ o r C L oUL_ _ _Touchdown Zone l i gh ts or cent e r l ine l i ght s out of s e r v i c e
( )___ ..Numbers i n parentheses represent H e i g ht A b o v e Touchdown
(HAT) o r He i gh t Above Thresho l d or H ei ght Above A i r p o r t ( H A A ) .

" D A ( H ) a n d M D A ( H ) a r e u s e d e x c l u s i v e l y s t a r t i ng w i t h char t s d a t e d 28 J u l y 1 989.

STRAIGHT-IN LANDING ILS CHARTS

A l l Charts When the g l i de sl ope of an ILS is "out" the
All authori zed m i nimums and app l i ca b l e c ol umn heading i s iden t i f i ed as a localizer
cond i t ions for e a c h approach procedure a r e approach w i t h g l ide s l ope out - "LOC (GS
prov ided w i t h i n t h e c h a r t m i nimum t a b l e . out)".

T h e f i rs t col umn, at the l e f t , shows t h e In the Uni ted S t ates , effective 15 October
l ow e s t authori zed m i n i mum. Succeeding 1 992, there is no longer any pena l t y i mposed
columns t o t he r i g h t w i l l show increasing for an "MM out " . The "MM out" col umn is
m i n i mums ad j us ted to the ap p l i cabl e cond­ b e i ng removed from U . S . charts beginning
i t i on . Insta l l ed approach l i g hts or l an di ng w i t h the 9 October 1 992 r e v i s i on , e f f e c t i v e
a i ds that affect or may affec t m i n i mums are 1 5 O c t o b e r 1 992,
l i s t ed i n t he col umn headings as "ALS out , "
" M M out , " e tc. When t w o or more i n s t a l l e d The fol l o w i ng coun t r i es I mpose hi gher
landing aids are out, t h e h i g hest " o u t " cond­ m i nimums for the " M M out" cond i i o n .
i t ion m inimum a p p l i e s .
Braz i l Paraguay Yemen Arab
On approach c h a r t s d a t e d p r i o r to 24 AUG Bulgaria Saud i Ar abi a Repub l i c
90, insta l l ed approach l i ghts t hat did not Costa R i c a Sur iname
r e q u i r e a m i n i mum adjustment were omitted Ecuador Taiwan
from the m i nimum head ings, Charts dated Israe l Uruguay
24 AUG 9 0 and after w i l l provide col umn
heading cond i t ions for insta l l ed approach
l i g h t s even though a m i n i mum adjustment is
not requ i r ed.

A l t imeter s e t t i ng req ui rements o r other

spec i a l cond i t ions may a l ter the sequence
of t he m i n imums, A review of all notes and
m i n i mum box t i t l e s shou l d a l ways be made.

© JEPPESEN SANDERSON. I N C. • 1992. 1999. ALL RIGHTS RESERVED.

 J E PPESEN INTRODUCTION 9 OCT 92 113

APPROACH CHART LEGEND LANDING MINIMUMS (con t i nued)

USA FORMAT - P r i o r to 1 5 October 1 992 E f fe c t i v e da t e .
36L

DA(H) DA(H) 262'(250') MDA(H) 400' (388')

STRAIGHT-IN LANDING RWY CIRCLE-TO-LAND
ILS LOC (GS out)

x
I-- MDA(H)_
2 1 2 ' (200')
MM out
�
FULL TO' or CL out ALS out ALS out Kts

,!.
90
I-- 560' (533 ')- 1
120
RVR 24 0r Y2 RVR 24 or Y2 RVR 50 or 1
RVR 1 8 RVR 24 RVR 40
C 1 40 560 ' (533')- 1 Y2
or Y2 or Y2 or %
'-
D RVR 4 0 0r % RVR 4 0 0r % RVR 60 or lY4 165 580 ' (553 ')-2

-
r- USA FORMAT '" E f f e c t i v e 15 October 1 99 2 and a l l succ"ed lng r e v i s i ons
36L

DA(H) MDA(H) 400' (388')

STRAIGHT-IN LANDING RWY CIRCLE-TO-LAND
ILS LOC (GS out)

Kts � MDA(H)
2 1 2 ' (200')

�
FULL TDZ or CL out ALS out ALS out ___

�
I-- 560 ' (533 ')- 1
90
120
RVR 24 or Y2 RVR 50 or 1
C RVR 1 8 or Y2 RVR 24 or Y2 RVR 4 0 0r % 140 560 ' (533')- 1 Y2
I-
D RVR 4 0 0r % RVR 60 0r lY4 165 580' (553')- 2

WORLD-WIDE FORMAT
STRAIGHT-IN LANDING RWY 36L

DA(H) MDA(H) 400' (388')

CIRCLE-TO-LAND
ILS LOC (GS out)

I-- MDA(H)
2 1 2 ' (200')
ax
FULL TDZ o r CL out ALS out ALS out Kts

�
,!.
- 560 ' (533') - 1600m
100
RVR 720m RVR 1500m 135
RVR 550m RVR 720m VIS 800m VIS 1600m
C VIS 800m VIS 800m 1200m 180 630' (603') -2800m
,....
RVR 1800m
D 1200m VIS 2000m
205 730' (703') -3600m

SIDESTEP INOPERATIVE COMPONENTS

For a runway identified as sidestep, such as SIDESTEP RWY 24L:
Inoperative l i ght components shown in Rwy 24L column are those for the l i ghts instal led
on Rwy 24L, not the I ights for Rwy 24R.
CIRCLE-TO- LAND
Starting with charts dated July 28, 1 989, maximum aircraft speeds for circl ing are shown i n
l ieu of Aircraft Approach Categories. T h e maximum i ndicated a i rspeeds a r e shown in knots
( k i lometers per hour on Metric Edit ion charts).
U . S . STANDARD F O R TERMINAL NEW INTERNATIONAL
INSTRUMENT APPROACH PROCEDURES CIVIL AVIATION ORGANIZATION
(TERPS) ( ICAO) FLIGHT PROCEDURES

��:�MDA(H) �:I-- MDA(H)

CIRCLE-TO-LAND CIRCLE-TO- LAND

90
f-- 560 ' (533 ')- 1
120
� 560 ' (533') - 1600m
135

140 560' (533')- 1 Y2 180 630' (603') -2800m

165 580' (553')-2 205 730' (703') -3600m
Known deviations to the above speeds are published does not prec l ude the p i l ot from
charted. For the few countries that have not landing straight-in, using published c i r c l ing
published maximum c i r c l i ng speeds, aircraft m i nimums, i f he has the straight-in runway
approach categories A,B,C and D will continue in sight in suffi cient time to make a normal
to be shown. approach for landing. Under isuch cond i t i ons,
Aircraft Approach Categories in the straight­ and when Air Traffic Control has cleared
in mi nimum column can be read across the him for landing on that runway, he is not
chart from left to right for referencing the expected to circle even though straight-in
ci rcle-to-Iand information. minimums are not published. I f he desires
The fact that straight-in-mlnimums are not to ci rcle, he should advise ATC.
© JEPPESEN SANDERSON, INC., 1992. ALL RIGHTS RESERVED
 1 14 9 OCT 92 INTRODUCTION JEPPESEN
APPROACH CHART LEGEND
LANDING MINIMUMS ( c on t i nued)
CEILING MINIMUMS RVR for non-pre c ision and for precision l andi ng
m i nimums (other than Category II or I l l ) :
I n some parts of the wor l d a m i n imum
"ce i l i ng " i s required as we l l as a m i n i m um ( 1 ) Touchdown R V R reports, when avai l abl e for
v i s i b i l i t y . C e i l ing measurement is reported a particular runway, are control l i n g .
as height above ground and therefore may
not be the same val ue as the height above ( 2 ) T h e M i d RVR a n d Rol lout RVR reports ( i f
touchdown (HAT) or height above a ir port available) provicJe advisory informa t i o n t o pilots.
(HAA). The c e i l ing m i nimums shown in the The M i d RVR report may be subs t i t uted for the
m i n i mums format are i n feet or meters TDZ RVR report i f the TDZ RVR report i s not
accord i n g t o the way they are reported. available.
The c e i l ing requi rement i s h i g h l i g hted:
R VR for Category II opera t i ons:
··"'Ma:'."c'.-
( 1 ) For authori zed land i ng m i n i mums of RVR 1 6
or 500m, t h e Touchdown Zone R V R reporting
VISIBILITY system is requi red and must be used. This R V R
re por t i s cont r o l l ing for al l operat ions.
V i s i bi l i t y for any approach condi t ion i s
s h o w n b e l o w the cond i t i on i n a band f o r
( 2 ) For authori zed l a n d i ng m i n i mums o f RVR 1 2
e a c h a i r c r a f t category or each maximum
or 350m, the Touchdown Zone and the R o l l o ut
c i r c l ing speed V i s i b i l i t y i s shown a l one,
or i n add i t i on to RVR. When a governing R VR repor t i ng syste ms are requi red and must be
use d. Th e Touchdown Zone RVR r epo r t i s con­
author i t y specifies v i s i b i l i t y m i n i mums in
meters or k i l ometers, an "m" or "Km" is t r o l l i ng for all operations and the Rol l out RVR
charted a f ter the s pe c i f i e d v i s i b i l i t y . When report provides advisory informa t i on t o pilots.
The M i d R VR report (if a v a i l a b l e ) provides adv i ­
statute or nautical miles are spec i f i e d , no
s o r y i nforma t i on t o pi lots a n d m a y b e substi­
u n it s are charted; e , g . , a speci fie d v i s i ­
tuted for the Rollout RVR report if the Rol lout
b i l i t y o f " 1 " means " 1 m i l e . "
RVR report i s not a v a i l a ble.
RUNWA Y VISUAL RANGE METRIC MINIMUMS
Runway V i s ua l Range ( R V R ) i s t o be used Where weather cond i t ions are reported in me­
instead o f reported v i s i b i l i t y for operating ters, approved metric m i nimums are shown in
on any runway for whi ch RVR i s g i ven. The l i e u of feet and fra c tional mi les.
f i gures shown with RV R represent readings
in hundreds of feet, a s RV R 24 meaning M e t r i c m i n imums (ce i l i ng , v i s i b i l i t y , an d R V R )
2400 feet R V R , or readings i n metric units are not abbrev iated but are s h o w n as complete
as R V R 550m meani ng 550 meters RVR. va lues.
RVR v i s i b i l i ty val ues are charted only when the v a l ue I s not the same as the preva i l ing or
meteorological v i s i b i l i t y value. When a d i f ference occurs, the respec t i v e RVR and pre­
v a i l i n g or meteorological v i s i b i l i t y v a l ue s a re prefixed with " RVR" a nd " V I S " . When there is
no d i f ference, the m i n i mum i s shown o n l y once and means e i ther RVR (if R V R i s reported for
that runway) or v i s i b i l i t y if measured otherwise
STRAIGHT· IN LANDING RWY 36R CIRCLE· TO·LAND
ILS LOC (GS out)

OA(H) 227' (200') MOA(H) 4 4 0 ' (413')

ax

�B � 560 '(533') . 1600m

FULL ALS out ALS out KI, f- MOA(H}

I-
80 \ om
1200m RVR
VIS
1500m
1600m �
135

630 '(603 ') ·2800m

J
C 180
I-
D
"-
1200m 1 1 00m
\ \
205 730'(703') ·3600m

RVR a nd v i s i b i l i t y v a lues R V R and v i s i bi l i t y val ues

are the same are not the same
F o r m a t f o r ILS CAT II
STRAIGHT· IN LANDING RWY
CAT II ILS
RA RA
DA(H) DA(H)

The l e f t column l i sts the lowest a v a i l a b l e CAT I I mi nimum, normal l y DH 1 00, v i s i bi l i t y RVR 1 2
(350m ) . The r i g ht column l i sts the CAT I I m i nimum a p p l icable when cer t ai n a i r borne equi pment
i s out o f s e r v i ce or when p i lot and operator requi rements prec l ude the use of lower mi nimum.
This m inimum is normally DH 1 50, v i s i bi l i t y R VR 1 6 (500m).
© JEPPESEN SANDERSON, INC., 1992. AlL RIGHTS RESERVED.
 ;;.JEPPESEN INTRODUCTION 12 MAR 04 115
APPROACH CHART LEGEND
LANDING MINIMUMS (continued)

CONVERSION TABLE
At the bottom of the approach chart page, there is a conversion table as shown below.

Gnd speed-Kts 70 90 100 120 140 160 Gnd speed-Kts 70 90 100 120 140 160

GS 2.50· 315 405 450 541 631 721

LaM to MAP 5.0 4:17 3:20 3:00 2:30 2:09 1 :53 VOR to MAP 3.9 3:21 2:36 2:20 1 :57 1 :40 1 :28

The speed table relates aircraft approach speeds to the Some m issed approach points are calculated on a
rate of descent for the ILS glide slope (descent in feet time/speed basis after completion of the procedure turn
per m inute). For non-precision approaches it relates inbound on final approach. The absence of a time/speed
'"
w

,
w
speed to the distance shown from the final approach fix table means the MAP cannot be determined by time and
(FAF) or other specified fix to the missed approach point a timed approach in Not Authorized.
"'
....
o
(MAP).
Non-precision approaches designed to be flown at a
Gnd speed-Kts 70 90 100 120 140 160 constant rate of descent have a rate of descent provided
in the conversion table. The conversion table specifies a
Descent rate
466 600 667 800 934 1 067 rate of descent that allows arrival at minimum altitudes
07.0 to 03.0
s h own in t h e profi l e v i ew. T h e descent rate is a
MAP atD1.5 recommended rate only. Minimum altitudes shown in the
profile view apply.

Gnd speed-Kts 70 90 100 120 140 160 On PAR charts:

Rwy 5, 23, PAR GS 2.50· 315 405 450 541 631 721 Speed table with rates of descent on PAR
Rwy 30 PAR GS 2.55· 322 413 459 551 643 735 glide slope is provided.

Gnd speed-Kts 70 90 100 120 140 160 When provided by the State, a non-precision
Descent Gradient 5.9% 418 538 597 717 836 956 descent gradient is provided with a descent
MAP a/ VOR table in feet per minute.

Gnd speed-Kts 70 90 100 120 140 160 For combi ned I L S and non-precision
/LS GS 3.00· or approaches, only one descent table i s
377 484 538 644 753 861
LaC Descent Gradient 5.2% provided when the I L S glide slope angle
MAP at MM and the descent gradient are coincidental.

Gnd speed-Kts 70 90 100 120 140 160 On MLS charts the Glide path angle authorized
Glide path Angle 3.00· 377 485 539 647 755 863 for the procedure and rate of descent table is
FAF to MAP 5.1 4:22 3:24 3:04 2:33 2:11 1 :55 provided.

INSTRUMENT APPROACH PROCEDURE DESIGN INDICATOR

PANS-OPS or TERPS

The "PANS-OPS" margin notation indicates that the State has specified that the instrument approach procedure
complies with the ICAO Procedures for Air Navigation Services - Aircraft Operations (PANS OPS) DOC 8168, Volume
I I , 1 st or 2nd Edition. Aircraft handling speeds for these procedures are shown on Introduction Page 2 under
"AIRCRAFT APPROACH CATEGORY (ICAO)". Known deviations to these handling speeds are charted.

"PANS OPS 3" further indicates that holding speeds to be used are those specified in DOC 81 68, Volume II, 3rd
Edition.

"PANS OPS 4" further indicates that the acceleration segment criteria have been deleted as formerly published in DOC
8 1 68, Volume II, 3rd Edition. Jeppesen Air Traffic Control ("200" Series) pages provide an extract of the latest PANS
OPS DOC 8168, Volume I and the earlier version, concerning holding speeds. Holding speed tables for both the earlier
edition and the later editions 3 and 4 of PANS OPS are included in these pages.

"TERPS" indicates that the State has specified that the instrument approach procedure complies with the United States
Standard for Terminal Instrument Procedures. Note: Charts dated prior to 21 NOV 03 do not include a TERPS margin

'l
notation.

en 0
Do.
'"
...
....

Note: For charts dated onorafter 2 1 NOV 03, the � of a PANS DPS or TERPS margin notation means the
instrument approach design criteria are unknown.
C JEPPESEN SANDERSON, INC., '.90, 2004. All RIGHTS RESERVED.
I I vii 12 MAR 04 IN I RODUCTION �:JEPPE S E N
APPROACH CHART LEGEND
CI RCLE-TO-LAND
ICAO PANS OPS or TERPS

The Instrument Approach Procedure margin also indicates whether PANS OPS or TERPS criteria have been applied for
the construction of the circling area. Maximum aircraft speeds for circling are shown in lieu of ai rcraft a p p roach
categories. The maximum i n dicated airspeeds (lAS) are shown in knots and any known deviations to the speeds are
charted. For the few countries that have not published maximum circling speeds, aircraft approach categories A, B, C
and D will continue to be shown, Aircraft approach categories in the straight-in column can be read across the chart
from left to right for referencing the circle-to-Iand information. The fact that straight-in minimums are not published does
not preclude the pilot from landing straight-in, using published circling minimums, if the straight-in runway is in sight with
sufficient time to make a normal approach for landing. Under such conditions, and when Air Traffic Control has provided
clearance to land on that runway, the pilot is not expected to circle even though straight-in minimums are not published.
However, if a circling maneuver is desired, the pilot should advise ATC.

U.S. Standard for Terminal Instrument ICAO Procedures for Air Navigation
Procedures (TERPS) Services - Aircraft Operations
(PANS OPS)

CIRCLE· TO-LAND CIRCLE·TO-LAND

Max Max
Kt, � MDA(H) Kh I-- MDA(H)
1 00

;l
- f--
90

1 20
560 '(553 ') - 1 135 5 6 0 '(553 '). 1600m
140 5 6 0 '(553') - l Y2 ISO 630 '(603')-2800m
'" D
�
III
105 205
I-
5 8 0 '(573 ') - 2 730 '(703 ')-3600m

D ifferent design standards may be applied for the approach procedure than for the circling areas. In those exceptional
cases, an additional label in the heading of the circling minimums box will indicate the criteria which have been applied
for the construction of the circling area.

CIRCLE- TO-LAND
(TERPS)

Max
Kts � MDA(H)
�12 0
560 '(55J') - 1

14 0 560 '(553 ') - l Y2

165 5 8 0 '(573 ') - 2

In this example, the instrument approach procedure complies with ICAO PANS OPS criteria, whereas the circling areas
are constructed based on TERPS criteria.

© JEPPESEN SANDERSON. INC., 1990. 2004. ALL RIGHTS RESERVED.

 INTRODUCTION 1 2 MAR 04 1 1 5b

APPROACH CHART LEGEND

CIRCLING AREA TERPS VERSUS ICAO PANS OPS
MAXIMUM SPEEDS/DIMENSIONS

TERPS ICAO PANS OPS

Average bank angle 25' Average bank angle 20'

MAX lAS - Circling Area Radius (r) from Threshold

90 Kts 1 .3 NM 1 00 Kts 1 .68 N M

1 20 Kts 1 .5 NM 1 35 Kts 2.66 NM
1 40 Kts 1 .7 NM 1 80 Kts 4.20 NM
1 65 Kts 2.3 NM 205 Kts 5.28 NM

(End of Approach Chart Landing Minimums)

© JEPPESEN SANDERSON. INC .. ,99(). �OO4. ALL RIGHTS RESERVED.

116 1 2 MAR 04 INTRODUCTION ==.JEPPE SEN
APPROACH CHART LEGEND
AIRPORT CHART FORMAT
The airport chart i s typically printed o n the reverse side o f the first approach chart i n the series. At many airports,
especially large terminals, the airport chart will precede the first approach chart and contain an enlarged diagram.
Airport charts depict communications frequencies as well as runway, taxiway and ramp information. Additionally,
approach and runway lighting, declared distances, IFR and obstacle departure procedures, and take-off and alternate
minimums are shown. In the example of a chart with an enlarged diagram, this information will usually be printed on the
reverse side of the ai rport diagram. Separate charts may be included that depict detailed ramp areas and parking
positions as well as low visibility taxi routes.

HEADING
Airport, Ramp and Taxiway charts
At the top of page are the location and airport names, the airport's elevation and latitude and longitude, the Jeppesen

�
NavData (ICAO) and lATA identifiers, and the revision date.

QI).....-e
ATWN!TWN 0. ::JEPPESEN O--ANYTOWN WORLD
-
Apf Elev 1 57 5 ' � - ...... OATE o
"
. ANYTuWN, INTL
N40 00.0 W 1 04 5 1 .0 """'---- -

o Jeppesen NavData (ICAO) and lATA identifiers. o Revison date.

o Airport elevation. o Index (page) number (same as approach

chart when the a i rport is printed on the
o G e o g ra p h i c latitude and l o n g i tu d e c o o r d inates i n reverse side of the first approach chart).
degrees, minutes, a n d tenths of minutes, representing
the location of the airport reference point (ARP) when o Geographic location name.
an ARP symbol is shown. On charts where the ARP is
not shown, coordinates represent the airport location o Airport name.
as provided by the controlling authority.

COMMUNICATIONS
Communications for departure are listed in order of normal use.

*ANYTOWN Ooparluro(Rj

1 26 . 55 1 25 . 5

o A n a s t e r i s k ( * ) i n d i ca t e s p a rt-t i m e
operation.

o Radar is available

© JEPPESEN SANDERSON, INC., 1990, 2004. ALL RIGHTS RESERVED.

 JEPPE S E N INTRODUCTION 1 1 JUL 97 1 17

APPROACH CHART LEGEND

AIRPORT PLAN VIEW

SYMBOLS
Physical feature symbol s used on the a i r port chart are i l l ustrated below.

-@
Runway number is magnetic
unless f o l l owed by T for t r ue Taxiway and apron

X X X x X
in t h e far north.
Permane n t l y closed taxi way

- GD
Runway number and (when
known) magnetic d i rection,
o Authori zed Landing Area
267"
unless fol l owed by T for true

= :::J (27W)
�
..
i n the far nor t h . Lib. H e l i copter landing pad

.c Seaplane operat i ng a r e a , or
$
a
Ai rport Reference Point. Off­
water runway .
ARP
w runway. Center of cross pos i ­
Paved runway t i oned at exact location.

Unpaved runway Ai rport Reference Point. Lo­

cated on runway center l ine.
Pi erced steel p l anking (PSP) Ar row points to exact location.

Seaplane operating area or RVR measuring site, may have

= = = ::::J water runway. Dash l i nes in­ ident i f y i ng l e t t e r or number.
d i cate operating area.
A i r port/ Aerodrome/
D i s p l aced t h r eshold Ident i f i cation beacon.

II * Designated stop bar o r

designated holding posi t ion.
On-airport navaid - VOR, NDB
o r LCTR ( l ocators, other than
<;)
VOR
locators associated w i t h I L S ) .
II Category I I / I I I holding pos i t ion. D e p i c t e d on c h a r t s d a t e d o n
a n d after 5 FEB 93.
Approach l i ghts extending to
d i s p l aced threshold
Ra i l road
5
- T - r Pole l i ne
Unidi rectional A rrester Gear

B i d i rectional Ar rester Gear

Jet Barrier
"{- Lighted Pole

Road
C l osed runway. Temporary
.'
.'
c l osed runways w i l l retain ..Tt ""'J
Bluff
l ength and runway numbers.
��-.
("�� ... t... )
-'
Stopway or overrun Trees

= = = ::::i Area under cons t r uct ion f' Cone

Runway shoulder (when '" Tee

read i l y noticeable)
� Tetrahedron

• ..
I
No d i fferentiation between types of surface for
Bui ld ings
ramps , taxi ways, closed runways, c l osed tax i ­

��
ways , runway shoulders, and areas other than
Large bui Id ing
runways. Stopways and overruns are shown
regardless of surface, w i t h the length, when

" .'',t,'I'\I" ',''.!I'I'\'�','I','

known. Stopway and overrun l engths are not Foot 0 1000 2000 3000 4000 5000
included in runway lengths.
Metors 0 500 1000 1500
ADDITIONAL INFORMATION
Bar Sca l e
Runway end e l evations are shown on the a i r ­
p o r t d i agram if source is avai l ab l e .

Approach l i ghts a n d beacons are the o n l y

l ig ht i ng symbo l i zed on the ai rport d i ag r am.
Approach l i ghts are norma l l y shown to scale in
a recognizable form. For approach I ight sym­
bols see page 1 2 1 .
A representa t i ve selection o f reference pOints
known to Jeppesen is depicted. The elevation
of reference pOints depicted is above mean sea
level (MSL).

Lat i t ude and long i tude ticks at tenths of a min­

ute interval are charted around most p l anview
neatl ines.

© JEPPESEN SANDERSON, INC . . 1991, 1997. All RIGHTS RESERVED.

1 18 1 1 JUL 97 INTRODUCTION .JEPPESEN
APPROACH CHART LEGEND
ADDITIONAL RUNWAY INFORMATION

ADDITIONAL RUNWAY INFORMATION

USABLE LENGTHS
I-- LANDING BEYOND -
RWY T h re sho l d Gl ide S lape TAKE-OFF WIDTH
4R HIRL CL ALSF-I TOZ grooved RVR
150'
22L HIRL CL �gr ooved RVR 664 1 '
4L NA
HIRL CL HIALS SFL 1 50 '
22R
7
ORL O VASI (angle 2 . 4°) 200'
25
13 HIRL CL VASI LO I N 1 1 ,972'
1 50'
31 HIRL CL SSALR VASI (non-std) HST-H 1 1 252'
O Act ivate on 1 22 . 8 .

RUNWAY AND APPROACH LIGHTS

1 19.
For abbrev i a t i ons used see page

PILOT CONTROLLED AIRPORT LIGHTING SYSTEMS

See "P i lo t Contro l led l i ghts (PCl)"' i n the fol l o w i ng secti ons: I NTRODUCT I O N , Chart Gloss­
ary for the U n i ted States of Amer i ca, A I R TRAFFIC CONTRO L , Rules and Procedures for the
appl i c able State. Non-standard l i ght i n g ac ti vat ions are speci f i ed on i nd i v idual charts.
See 0 above for char t i ng samp l e .

USABLE LENGTHS
The usable lengths have been determined as fol l ows in the add i t ional runway information.
When usable runway lengths d i f fe r from those depi cted i n t he a i r port planview, lengths are
spec i f i ed in the "USABLE l ENGTHS" columns. B l ank c o l umns i nd i cate that the runway length
depi cted in the ai rport p lan v i ew i s appl i ca b l e .

LANDING BEYOND
Thresho l d - -When the land i ng l ength is restr i cted, the length shown is the d i s t ance beyond the
landing threshold to the r o l l out end of the runway.
Gl ide Siope--The length shown for I lS i s the d i stance from a point abeam the g l i de sl o pe
trans m it t e r to t he r o l l -out end of the runway. For P A R , the length sho wn i s the di stance f rom
the theore t i cal g l Ide s l ope intercept ion w i t h the runway to the rol l-out end of the runway. I f
both IlS and P A R are avai l abl e, data prov i ded i s for IlS.

TAKE-OFF
When the takt roff l ength is r e s t r i cted. the length shown is the d i s tance beyond the point for
beginning the take-off r o l l to the end of the surface usable for take-o f f .
Stopways, overruns, or clear ways are not i n c l uded i n the above f i gures.
N OTE : An N A charted as Add i t i onal Runway Information indi cates that take-of f s or landings
are not authori zed for the rwy shown.

LAND AND HOLD SHORT OPERATlONS(LAHSO)

"I
A i r Traf f i c Cont r o l lers may author ize operat ions w h i c h i n c lude s i mu l taneous take-olfs and
land ings and/or s im ul taneous l and ings when a land i ng a i rcraft is a b l e and is instructed by
the contro l l er to hol d-short of the intersecting runway/taxi way or designated hold-short
paint. The ava i l a b l e landing d i stance i s shown i n the lAHSO D i s tance column. On charts
dated before 1 1 JUl 97 the column is t i t l ed Threshold to Intersecting Runway.

ADDIIION AL RUNWAY IIi�OKMAII U NU A

S BL E LE NGTHS
LANDING BEYOND LAHSO
G l i de TAKE-
D istance O FF WIDTH
RWY Threshold Slope
1 3/3 1 2400'
6 HIRL MALSR VAS I - L grooved 75 1 2 ' 1 2L/30R 4200'
1 2R/30L 2800'
1 50 '
1 3/3 1 2400'
2 4 HIRL MALS grooved RVR 6452' 1 2 L/30R 3000'
1 2R/30L 4500'

© JEPPESEN SANDERSON. INC.. 1979, 1997. ALL RIGHTS RESERVW.

 RJEPPESEN 30 DEC 05 INTRODUCTION 119

APPROACH CHART LEGEND

ADDITIONAL RUNWAY INFORMATION

USABLE lENGTHS
� lANDING BEYOND -
RWY Threshold G l i de S lope TAKE-OFF WIDTH
4R HIRl(60m) Cl(15m} AlSF - I TDZ grooved RVR
1 50'
22l HIRl (60m) Cl( 15m) grooved RVR 664 1 '
4l NA
HIRl (60m) Cli ISm) HIAlS SFl 1 50'
22R
7
Rl(7Sm) VASI (angle 2_40, TCH 1 0 ' ) 200'
25
HIRL (60m) Cli ISm) VASI (non-std) lOIN 1 1 , 972'
HIAlS HS Tll
13
3 1 HIRL (60m) C L I ISm)
150'
HST-H 1 1 252'

Medium Intensity Approach Light Sys­

tem
R U NWAY LIGHTS - ABBREVIATIONS MIALS -

RL - Low Intensity Runway Lights or intensity not

specified. - Sequenced Flashing Lights
- Condenser-Discharge Sequential Flashing
SFL

- High I ntensity Runway Edge Lights

Lights/Sequenced Flashing Lights
Runway edge lights are white, except on instrument
F
HIRL

runways amber replaces white on the last 2000' or ALSF-I - Approach Light System with Se­
half of the runway length, whichever is less. quenced Flashing Lights

- Medium Intensity Runway Edge Lights - Approach Light System with Se­
quenced Flashing Lights and Red Side Row Lights
- Touchdown Zone Lights
MIRL ALSF-II

the last 1 000'. May be operated as SSALR during fa­

- High Speed Taxiway turn-off indicator vorable weather conditions.
TOZ

I lights. - Simplified Short Approach Light Sys­

HSTIL

- High Speed Taxiway turn-off with green tem with Sequenced Flashing Lights
SSALF

centerline lights. H indicates taxiway identification.

- Short Approach Light System with Se­
HST-H

Standard Centerline Light configuration quenced Flashing Lights

SALSF

white lights then alternating red & white lights be­ MALSF - Medium Intensity Approach Light Sys­
CL -

tween 3000' and 1 000' from runway end and red

tem with Sequenced Flashing Lights
lights for the last 1 000'.
Runway Alignment Indicator
- or - - Runway Alignment Indicator Lights (Se­
RAI -

quenced Flashing Lights which are installed only in

RAIL

Exact configuration is not known. Known non-stan­ combination with other light systems)
dard configurations are stated as listed below
REIL - Runway End Identifier Lights (threshold
all lights are white full length of run­ strobe)
way.
CL (white) -

- Runway Lead-in Lighting System

(non-std) - non-standard, configuration un­
Simplified Short Approach Light Sys­
RLLS

known
CL

tem with Runway Alignment Indicator Lights

SSALR -

& W, 20R) - non-standard, config­

uration known .. .first 5000' white lights; next 2000' al­ MALSR - Medium IntenSity Approach Light Sys­
CL (50W, 20R

ternating red & white lights; last 2000' red lights. tem with Runway Alignment Indicator Lights
Spacing for Runway Edge Lights and Centerline - Short Approach Light System
lights is included as a parenthetical value, at select­
- Simplified Short Approach Light Sys­
SALS

ed locations. The parenthetical value is the spacing

tem
in feet or meters as appropriate.
SSALS

- Medium IntenSity Approach Light Sys­

EXAMPLE: HIRL (60m), is High Intensity Runway tem
MALS

Edge Lights with a 60 meter spacing. CL (50'), is

Centerline Lights with a 50 foot spacing. - Sequenced Flashing Lead-in Lights
- Omni-Directional Approach Light Sys­
LOIN

tem
OOALS

- Visual Approach Slope Indicator (L or R

APPROACH LIGHTS - ABBREVIATIONS
Approach Light System. Color of lights, if
known to be other than white, is included. indicates left or right side of runway only)
ALS -
VASI

High Intensity Approach Light System AVASI - Abbreviated Visual Approach Slope Indi­
cator (l or R indicates left or right side of runway
HIALS II - High I ntensity Approach Light System
HIALS -

only)
I with CAT II Modifications
- Simplified Abbreviated Visual Ap­
I proach Slope Indicator
SAVAS I

©JEPPESEN SANDERSON, INC. 1990, 2005. ALL RIGHTS RESERVED.

 1 20 INTRODUCTION 30 DEC 05 nJEPPESEN

Visual Approach Slope Indicator

APPROACH CHART LEGEND

for high cockpit aircraft (L or R indicates left or right

VASI (3 bar) -

side of runway only).

Tee Visual Approach Slope Indicator.
Abbreviated Tee Visual Approach
T-VASI -

Slope Indicator (L or R indicates left or right side of

AT-VASI -

runway only).
VASI (non-sId) - Visual Approach Slope Indica­

VASI/AVASI/NON-STD angels are shown

tor when known to be non-standard.

when known to be less than 2.5° or more than 3.00 •

VASI -

T-VASI/AT-VASI angles are shown at all times. VASI

(3 bar) descent angles are shown when other than
upwind angle 3.25° , downwind angle 3.00° .
Abbreviated Precision Approach Path

I I ndicator (L or R indicates left or right side of the run­

APAPI -

way only)
PAPI - Precision Approach Path Indicator (L or R
indicates left or right side of runway only).

I Passive Approach Slope I ndicator

Pulsating Visual Approach Slope Indica­
PASI -

tor, normally a single light unit projecting two colors.

PLASI -

(L or R indicates left or right side of runway only).

TRev - Tri-Color Visual Approach Slope Indica­
tor, normally a single light unit projecting three col­
ors. (L or R indicates left or right side of runway
only).
Threshold Crossing Height. Height of the
effective visual glide path over the threshold.
TCH -

MEHT - Minimum Eye Height over Threshold.

Lowest height over the threshold of the visual on
glide path indication.
M EHT or TCH is shown (when known) when less
than 60' for the upwind bar of a VASI (3 bar) system
or less than 25' for all other systems including PAP!.

© JEPPESEN SANDERSON. INC. 1990. 2005. ALL RIGHTS RESERVED.

 JEPPESEN INTRODUCTION 13 JUN 97 1 21
APPROACH CHART LEGEND
LIGHTING SYSTEMS

SHOWN IN AIRPORT PLANVIEW

Approach l i ghts are symbolized in recognizable form, and at the same scale as the airport chart.
Typical examples:

CALVERT GDALS
Standard Standard CALVERT (British)
ALSF-I ALSF- I I MALSR SSALR MALSF SSALF SALS MALS (British) ( H i h) �
( H igh) (High) (Med) ( H igh) (Med) ( H i gh ) (High) (Med) ( H i gh ) (CAT I & 1 1 1 )
w
- - -
OJ

,...
".

-
RAIL
::;

- -

- -

ALSF- I I
DETAILS

ALSF-I
May operate as a SSALR when
weather conditions permit. MALSR SSALR MALSF

I
LANblNG
THRESHOLD

"
It·················

�f"'
..·· . . ·

...

:::::�t
I
..... ...

::::: l·�.f
.. ... T - I

... �
.. .. . ... ..
• . •
... � � :: .

, .,
... ... ..... . .....

•
.

.
. .

.....
.

• . •
.. . .

.
•
. .. . . .
...

•.
.

. •
.. ._.

.....
�

· .
...
.

• .
..
... .

SSALF
, ,
• ..
..
•
.

..

. ..
·
.

. .

� I If i
•
. f l!
.
0
... .

..• .. g
. ...
•
! � !

:::::�I
.

.. ...
;:

Steady Burning Red Lights

High Steady Burning White Lights
•••

Med. Steady Burning White Lights

•••

Sequenced Flashing White Lights

•••

... Threshold Lights ..... .....

•

C JEPPESEN SANO<RSON, INC .. 1983, 1997. ALL RIGHTS RESERVED.

 13 JUN 91 I NTRODUCTION .JEPPESEN

APPROACH CHART LEGEND

LIGHTING SYSTEMS (continued)
DETAILS (Conllnued)

CALVERT
(British) LDIN ODALS RAIL
( H i gh)
(CAT II & 1 1 1 )

·······:······ � i
��

�l
h
•
" A

A �
!
•
...........
<
•
•

;.
.............. 1
10

\
... .......
�
\ •
•

\
\
REIL
....... ... .. . ....

"

H i g h Steady Burning White Lights R E I L Un its Normally

Sequenced Flashing White Lights Aimed 1 0° Up And
I

Omnidirectional Flashing White Lights 1 5° Away From Rwy

Threshold Lights Centerline

VASI is normally i nstalled on the LEFT side of the runway. VASI may be installed on the R I G HT side o r
VISUAL APPROACH SLOPE I N DICATOR (VASI )

B O T H sides of t h e runway.
Red VASI Lights - White VASI Lights
HIGH COC K P IT
=

A I R CRAFT (3-bar) STANDARD (3-bar) STANDARD (2-bar)

-ill:- --ill
High High - I -
-

On
Glide
Slope
=
-ill
- I _

-
High
-
-ill
- I _

-
""" = w
Low -
-

W I _
On
Glide
Slope
-w-
- I _

-
G��e
Slope
W: I

--1Jj-
= -

=0
-

Low Low Low

-
-0--
- I _

-
- I
-
_

© JEPPESEN SANDERSON, INC., 198�, 1991. ALL RIGHTS RESERVED.

JEPPE!5EN INTRODUCTION MAR 1 - 9 1 1 23

APPROACH C HART LEGEND

LI G HTING SYSTEMS (continued)

PRECISION APPROACH PATH IN OICATOR (PAPI)

PAPI is normally inslalled on the LEFT side 01 the runway.
_ Red PAPI Lights _ White PAPI Lights

� ----�
�'
= = = =

High Slightly High

On

S lo pe
__ � "'" G l id e

- =� � �
Slightly Low
- - -- � Low

VISUAL APPROACH SLOPE INDICATOR (T-VASI)

T-VASI may be i n stalled on the LEFT, R I G H T or BOTH sides of the ru nway. _

_ Red T-VASI Lights _ White T-VASI Lig hts

.W
·1\ w ·W
• •
Fly Down
Lights - I _ - I _ - I _

Very High Hi g h Slightly High

-w-On Glide Path

Fly Up
Lights
-
•
W I

Slightly Low
•
-
_W
I -
•
•

Low
•
•
_WI-
•
•
•

Very Low
•
•
•

-w-
•
•
• I •

•
•

Wel l Below
Glide Path

For a3.000 glide slope the nominal Bye height over the runway threshold is 49' (1 5m). If an increase
in eye height oVBrthB runway threshold is requi red to provide adequate wheel clearance, th e n the
approach may be flown with one or more fly down I ights visible.

C JEPPESEN $A/IIOEISOII, IIIC., 198�, J99 J . ALL �IGliTS I!ESERV£D

1 24 MAR 1 ·9 1 I NTRODUCTION JEPPESEN

APPROACH CHART LEGEND

LIGHTING SYSTEMS ( continued )

PULSATING VISUAL APPROACH SLOPE I N DICATOR (PLASI)

PLASI i s normally a single l i g h t u n i t located on the LEFT side of the runway.

Pu lsating W h i te

Steady W h i te

Steady Red

Pu Isating Red

T h reshold

CA U T I O N : When viewing the p u l sa t i n g visual approach slope

i n d i cators in the pu lsating white o r pu lsating red
sectors, it is poss i b l e to mistake this l ig ht i n g aid for
another a i rcraft or a g round v e h i c l e P i lots s h o u l d
exercise c a u t i o n w h e n using t h i s type of system.

TRI-COLOR VISUAL APPROACH SLOPE I N D ICATOR (TRCV)

TRCV i s normal ly a single l i g h t u n i t located on the LEFT side of the runway.

Amber

Green

� A m ber
Red

CAUTION: When the aircraft descends from green to red, the pilot may
see a dark a m ber color d u ring the transition from green to red,

© JEPPESEN SANDERSON, INC., 1991. All RIGHTS RESERVED.

::JE P P E S E N INTRODUCTION 1 1 MAY 0 1 1 25

APPROACH CHART LEGEND

TAKE-OFF AND ALTERNATE MINIMUMS
Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
On a l l forma t s , when the take-off m i nimums are spec i f i ed in terms of cei l i ng and v i s i b i l i t y ,
80TH m u s t b e reported by t h e respons i b l e ground un i t .

TAKE-OFF MINIMUMS, USA CHARTS

Standard Take-off Minimums in the USA: The (2) Two operative RVR repo r t i ng systems
standard take-off m i n i mums i s RVR 5 0 0,] for s e r v i ng the runway to be used, both of
1 & 2 Eng. ai rcraft and RVR 24 0r Y2 for 3 & 4 which are required and contro l l i n g . A
Eng. aircraft. M i d RVR report may be sub s t i tuted for
ei ther a Touchdown Zone R V R report i f
Runway V i sual Range (RVR) i s to be used a Touchdown Zone report i s not ava i l ­
i nstead of reported v i s i b i l i t y for operating a b l e or a Rol l out R V R report i f a R o l l ­
on any runway for which RVR i s reported. o u t RVR report i s not a v a i l a b l e .
A t some a i r por ts , obstruc t i ons or other C. Touchdown Zone RVR 5 (beg inning o f
factors req u i re the establ ishment of h i gher take-off run ) , M i d R V R 5 a n d Rol lout RVR 5 ,
than standard take-off m i n i mums and/or ob­ provided a l l of t h e f o l l owi ng v i sual a i ds and
stacle departure procedures to assist p i l o ts RVR equi pment are avai l a b l e .
during the I F R c l i mbout to the m i n imum
enroute a l t i tude or crui s i ng a l t i tude. (1) Opera t i ve runway center l i ne l i ghts ( C l ) .
Take-off res t r i c t i ons , i n c l u d i ng c e i l ing and (2) Runway cent er l ine marki ngs (RClM ) .
v i s i b i l i ty requirements, and obstac l e dep­
arture procedures, apply to FAR 1 2 1 , 1 2 9 ( 3 ) Operat i ve Touchdown Zone and Rol l out
a n d 1 35 operators. RVR repor t i ng systems ser vi ng the run­
way to be used , both of which are con­
FAR 1 29 prescri bes rules governing the t r o l l in g , o r three RVR repo r t i ng systems
operations of fore i gn air carriers w i t h i n s e r v i ng the runway to be used , all of
t h e USA. which are cont rol l ing. However, i f one
A . Lower- than-Standard Take-off MinImums: of the three R V R report i ng systems has
On runways where standard m i n imums are f a i l e d , a take-off i s author i zed, provided
authori zed , and lower-than-standard the rem a i n i ng two RVR values are at or
m i n i mums are not denied, the fol lowing above the appropr i a te take-off m i n i mums.
m i n i mums are a ls o authorized for operators
under FAR Part 1 2 1 . and 1 29. Such m i n i mums D. Take-off Gui dance System, i f appl i cabl e.
may be autho r i zed for those FAR 1 3 5 Touchdown Z o ne RVR 3 (beginning of t ak e-
operators, hav i ng spec i f i c autho r i za t i on i n off run), M i d RVR 3 and R o l l o ut RVR 3 ,
t h e ir Opera t i ons Spec i f i cat ions. provided a l l t h e f o l l o w i n g a i d s a r e ava i l a b l e .
The lower-than-Standard M i n imums are: Opera t i ve Touchdown Zone RVR a n d R o l l o u t
RVR repo r t i ng systems ser vi ng the runway t o
V i s i b i l i t y or RVV Y. statute mile or Touch­ be u s e d , b o t h of w h i c h are contrO l l i n g , or three
down Zone RVR 1 6, provided at least one of RVR repor t i ng systems serv i ng the runway to
the fol l ow ing v i sual a i d s i s ava i lable. The be used, all o f which are control l i ng. However
Touchdown Zone RVR report, if ava i l ab l e , i s if one of the three RVR repor t i ng systems has
contro l l ing . The M i d RVR report may be sub­ fai l ed , a take-off i s author ized, provided the
s t i tuted for the Touchdown Zone RVR repor t rema i n i ng two RVR val ues are at or above the
if the Touchdown Zone RVR report is not appropr i a te take-off m i n i mums.
available.
(1) Operative h i g h intens i t y runway l ig h t s
(1) Opera t i ve h i g h int en Si ty runway l i ghts ( HIRl)
( HI R l )
( 2 ) O p e r a t i v e runway center l ine l i ghts ( C l ) .
(2) Opera t i ve runway cen ter l ine l i g h ts ( C l ) .
(3) S e r v i c e a b l e runway center l i ne m a r k ings
(3) Runway cente r l ine mar k i ng (RClM ) . (RCl M ) .

(4) I n c i rcumstances when none of t h e above (4) Front course guidance from t h e loca l i zer
v isual a i ds are ava i l a b l e , v i s i b i l i t y or must be a v a i l a b l e and used ( i f appl i cabl e to
R VV Y. statute m i l e may s t i l l be used , g u idance system use d ) .
provided other runway mar k i ngs or run­
(5) T h e reported crosswind component s h a l l
way l i g h t i ng provide p i l ots w i t h adequate not exceed 1 0 knots.
visual reference to cont inuously ident i f y
the take-off surface a n d m a i n t a i n d i rec t­ (6) The p i l o t i n command and the second in
ional cont rol throughout the take- off run . command have completed the cert i f i cate
holders approved t r ai n i ng program for
B . Touchdown Z one RVR 10 (beginning of these operati ons.
take-off run) and Rol lout RVR 10, provided (7) A l l operations u s i ng these m i n imums shal l
all of the fol l o w i ng v i sual a i d s and RVR equip­ be conducted to runways w h i c h provide
ment are ava i l a b l e . The Mid RVR may be sub­ d i rect access to taxi way routing which are
s t i tuted for the Touchdown Zone RVR report
equi pped with opera t i ve taxi way center l i ne
i f the Touchdown Zone RVR report I s not
l i ght ing w h i c h meets U . S . or ICAO c r i te r i a
avai l a b l e .
for C A T I I I operations; or o t h e r taxi way
(1) Opera t i ve runway centerl ine l i ghts (Cl). guidance systems approved for these
operations.

© JEPPESEN SANDERSON, INC., 1 99 1 , 200 1 . ALL RIGHTS RESERVED.

1 26 1 1 MAY 0 1 INTRODUCTION :: JEP PESEN
APPROACH CHART LEGEND
TAKE-OFF AND ALTERNATE MINIMUMS ( c on t i nu e d )
USA FORMAT

The t i t l e TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE is used to i n d i cate that both
take-off m i n imums and obstac l e departure procedures are spec i f i e d . In such cases, refer to
the note OBSTACLE D P to the l e f t and Immed i a t e l y below the m i n i mum columns for the
procedure.

"Adequate Vis Ref" i s shown as a remi nder that at l east one STD denotes standard
of the f o l l o w i ng v i sual aids must be av ai l a b l e . The Touchdown take-off m i n imums for

and 1 3 5 operators.
Zone RV R repo r t , if avai l a b l e , i s contr o l l ing. The Mid RVR re­ F A R 1 2 1 , 123, 125, 129
port may be substi tuted for the Touchdown Zone R VR r e port
if the Touchdown Zone RVR i s not ava i l ab l e . Standard i s RVR 50 or 1
( 1 ) O p e r a t i v e h i g h intens i t y runway l i ghts ( H I R L ) . for 1 & 2 Eng.
( 2 ) Operative runway center l i ne l ights ( C L ) . RVR 2 4 0r Y2 for 3 & 4
( 3 ) Runway cent e r l ine mark i ng (RCL M ) . Eng.
( 4) I n c i rcumstances w h e n none of t h e above v i sual a i ds are
ava i l ab l e , v i s i b i l i t y or RVV Y. statute m i l e may s t i l l be The Obstacle DP for
used, provided other runway mark i ngs or runway l i ght ing runways 29L/R requ i r e
provide p i lots with adequate visual reference to continuous­ (when the w e a t h e r I s
ly i d e n t i f y the take-off surface and maintain d i re c t i onal b e l ow 1 000' cei l i ng-7
cont rol throughout the take-off run . m i l e s ) a c l imb to 1 800'
MSL on r unway head­
i ng before i n i t i a t i n g
a turn.

A p p l i c a b le to F A R 121 a nd 1 2 9 operators. To be e l i g i b l e for the

A p p l i cab l e to F A R 1 35 operators hav i ng m i n imum shown i n the
sp ec i f i c author i z a t i on in the i r operati ons columns below, a c l i m b
spec i f i cat ions. g r ad i ent of at l east
290' I N M i s requi red
Ope rat i v e Touchdown Zone and Ro l l out
unt i l reaching 1 000' MSL.
RVR repo r t i ng systems s e r v i ng the run­
way to be used, both of which are con­ I f unable to meet c l i m b
t ro l l ing, or three RV R repo r t i ng systems requi remen t , 3 0 0 ' cei l l ng ­
s e r v i ng the runway to be used , a l l of R V R 50 o r 1 m i l e appl y.
w h i c h are contro l l i ng . Howeve r, i f one
of the t hre e RVR repo r t i ng s yste ms has Rest r i c t i ons i n t hi s
f a i l e d , a take-off is author ized prov i ded col umn, i f any , apply
the rema i n i ng two RVR values are at or to all operators.
above the appropr ia te take-off m i n i mums.

TOZ
TOZ
RVR 50 A
1 & 2
RVR 3 RVR 5
Eng
Mid 5 or 1 300- B 600-2
Mid RVR 3 RVR RVR 50 800-2
RVR 2 4 C
or 1
3& 4
Rollout RVR 3 R ut
Eng 'II�� 5 or Y2 or Y2 D 700-2
OBSTACLE DP: Rwys 29L & 29R when weather i s
below 1 000-7 northbound departures (296' c lockw i se
1 1 6' ) c l imb rwy head ing to 1 800' before turning.

F i gures shown w i t h RVR ( runway v i sual range) represent readings i n hundreds of f eet . The
f igures w i thout the RVR pref i x represent v i s i b i l i t y in statute mi l e s or fract i ons thereof.
For examp l e : RVR 5 0 0r means 5000 feet R VR or one statute m i l e v i s i b i l i ty ;
1
RVR 2 4 0r Y2 means 2400 feet R V R or one-ha l f statute m i l e v i s i b i l i t y .
Ind i v idual runway c o l umns are shown whenever m i n imums are n o t the s a m e for a l l runways
The best opportun i t y runway i s shown at the far l e f t . W i t h i n each runway column, all con­
d i t ions are spec i f ied, and m i n i mums are pos i t ioned i n ascending order, left to r i g h t .
C o l umns are n o t est a b l i s hed s o l e l y to i d e n t i f y runways w i t h a n d w i thout R V R w h e n a l l
other condi t i ons are the same.
A l t i tudes l i s ted i n c l i m b gradient req u i rements or for obstac l e departure procedures are
above Mean Sea Level (MSL). C e i l ing spec i f i ed for Take-off m i n i mums or A l ternate m i n i mums
are heights Above A i r po r t Level ( A A L ) .

© JEPPESEN SANDERSON, INC., 199 1 , 200 1 . All RIGHTS RESERVED.

:;.JE PPESEN INTRODUCTION 1 1 MAY 0 1 1 27
APPROACH CHART LEGEND
TAKE-OFF AND ALTERNATE MINIMUMS (con t i nued)
TAKE-OFF MINIMUMS, WORLDWIDE CHARTS
Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
On a l l formats, when the take-off m i nimums are spec i f i ed in terms of cei l ing and v i s i b i l i ty , both
values must be reported by the respon s i b l e ground u n i t .
The take-off minimums pub l ished under t h e t i t l e A I R CARRIER a r e based o n Joint Aviation Regu lation
Operations Subpart E . On charts dated prior to 1 2 Nov 99, the take-off minimums are published based
on ICAO/ ECAC guidance mater i a l supported by adopted practice.
Take-off minimums pub l i shed under the title AIR CAR R I E R (FAR 121) are based on U . S . Operations
Specifications.

The appl i cation of these take-off min imums may be l imi ted by the obstacle envi ronment i n the take­
off and departure area. The RVR/VIS mi nimums are determined to ensure the v i sual guidance of the
a i rc r a f t dur i ng the t a k e - o f f run phase. The subsequent c l earance o f obstacles i s the respon s i ­
b i l i ty of t h e operator.

R V R and v i s i b l i ty values are shown i n measuring u n i t s as reported by the governing agency.

The t i t l e TAKE-OFF & DEPARTURE PROCEDURE i s used to indicate that both take-off m i n i mums
and departure procedures are spec i f i ed . In such cases, refer to the note DEPARTURE PROCE­
DURE to the left and immediately below the m i nimum colums f o r the procedure.

WORLDWIDE FORMAT FOR NON-FAA OR JAA MEMBER

STATES ON CHARTS DATED ON OR AFTER I I MAY 0 1 .
TAKE-OFF

..
AIR CARRIER AIR CARRIER (FAR 1 2 1 )
LVP must b i n Fore.. Rwys 07, 08, 25,26 Rwys
02L, 20R
Rwys 07, 08, 25,26 ALL Rwys ALL Rwys CL & RCLM

As�q�::e A�r;�:le
RL CL or RL
n
RCLM (DAY o l y) RCLM (DAY o l y )
or RL
n anyRVR out,
other two reQ.

rs
&

TDZ
f RVR 150m
A 2

i-=-
200m ( 150m)
"
25 m
.OOm -
Eng

3&4
Mid RVR 150m
RVR 500m
,
RVR

VIS
500m
.OOm
�oll out
C
Eng
VIS .
0 r--... Jojm /" 150m
250m (200m) /
RVR

These minimums are provided for operators not Autho r i zed lower-than-standard take-off m i n i ­
a p p l y i ng take-o f f m i n i mums as speci f i ed under mums o f R V R 500m V I S 400m must be increased
Air C a r r i e r (FAR 1 2 1 ) . R V R / V I S i n paren­ to the standard RVR 1500m o r VIS 1600m for 1
theses a p p l y only if TDZ R V R i s s u p p lemented & 2 eng. a i rcraft and to R V R 720m or V I S 800m
by RVR reports a t mid runway and/or r o l l -out for 3 & 4 eng. aircraft, unless one of the follow­
e n d . The TDZ R V R can be d e t e r m i ne d by the i ng visual aids i s a v a i l a b l e .
p i l ot from the take-off pos i t i on and is
c o n s i d e r e d f o r the a p p l i ca t i o n o f these m i n i ­ "Adequate V i s R e f " i s shown a s a rem i nder that
mums. Therefore, R V R / V I S m i n i mums a p p r o p ­ at least one of the f o l l o w i ng visual aids must be
r i ate to T D Z RVR m a y be c h a r t e d , e v e n though avai l a b l e . The Touchdown Zone RVR report, i f
the RVR may not be i nstal led. Take-off m i n i ­ a v a i l a b l e , i s cantral l i n g . The M i d R V R r e p o r t
mums w i thout spec i f i c runway centerl ine m a y b e s u bs t i tuted f o r t h e T o u c h d o w n Z o n e
m a r k i ngs (day only) should be at least SOOm. RVR r e p o r t i f the Touchdown Zone RVR report
A low V i s i b i l i ty Take-off w i t h R V R I V I S below i s not avai l a b l e .
400m requires the ver i f i cation that low V i s i b i l ity ( 1 ) Operat i ve h i g h i n t e n S i ty runway l ights
Procedures (lVPs) have been established and are (HIRl).
i n force (all CAT II/III approved aerodromes ) . ( 2 ) O p e r a t i v e runway centerl i ne l i ghts (Cl) .
T h e fol lowing guidance h a s been estab l ished f o r ( 3 ) Runway cent e r l ine m a r k i ng ( R C l M ) .
aerodromes not approved f o r CAT I I / I I I operations. (4) I n c i r cumstances when none o f t h e a b o v e
Unt i l such time that the concept for lVPs is v i s u a l a i d s are ava i l ab l e , 4 0 0 m v i s i b i l i ty [ R V R
also established for such aerodromes, the SOOm V i s 400m ( R V R 16 o r Y, ) ] m a y s t i l l b e
commander must s a t i s f y h i m s e l f w i t h A i r used, provided other runway markings o r
Traffic Services, or the Aerodrome Operator, r u n w a y l i g h t i ng p r o v i d e p i l o t s with adequate
that for a low V i s i b i l i ty Take-off only one visual reference t o cont i nu o u s l y i d e n t i f y t h e
aircraft at a time i s on the maneuvering take-off surface and m a i n t a i n d i rectional con­
area, and that vehicle traffic on the trol throughout the take-off run.
maneuvering area i s controlled and
restr icted to the absolute m i n i mum.

© JEPPESEN SANDERSON, INC., 1989, 200 1 . All RIGHTS RESERVED.

128 1 1 MAY O I I NTRODUCTION =:.JE PPESEN
APPROACH CHART LEGEND
TAKE -OFF AND ALTERNATE MINIMUMS ( c o n t i n u e d )
ALTERNATE MINIMUMS

ALTERNATE m i nimums w i l l be charted only for ind i v idual a i rports when spec i f i ed by the country.
Charted m i nimums are those spec i f i ed by the country. The USA Operations Spec i f i ca t i ons re­
q u i r e the operator to c a l culate a l t ernate mi nimums. The fol l owing i s a condensed version of the
app l ic a b le Operations Spe c i f i ca t i ons.

MINIMUMS FOR FILING AS ALTERNATE

When USA Operations Spe c i f i ca t i ons are binding, the c e r t i f icate holder is authorized to der i ve
a l ternate a i rport weather m i n imums from t he fol l ow i n g t a b l e . In no case s h a l l the c e r t i f i c a t e
holder u s e a n al ternate ai rport weather mini mum lower t h a n a n y app l i cable m i n i mum derived from
t h i s t a b l e . I n determi n i ng al ternate a i rport weather m i n i mums, the cert i f i cate holder sha l l not
use any a i rport which is not authorized for use as a n A lternate A i r po r t .

APPROACH FACILITY CONFIGURATION Al ternate Airport IFR Weather M i n i mums

Ce il ing V i s i b l i l ity

For ai rports with at least one operational nav i -

g a t i on a l f ac i l i t y prov i d i ng a s t r a i g h t - I n non- Add 400 ft to the MDH Add 1 5M o r 1 600m to
p r e c i s i o n approach procedure , o r Category 1 or DH as appl i c a b l e . t h e landing mi nimum.
precision approach, or, when applicable, a cir-
c l i ng maneuver from an i ns t r ument approach
procedure.

Add Y, 5M o r 800m t o
For a irports with at least two operational nav i -
gational fac i l i t i es , each providing a straight- i n Add 200 ft to th e
a p p r o ac h p ro ced ur e t o d i f f e r e n t , ' s u i t a b l e h i ghe r D H o r M D H o f the h i g her authorized
runways. the two approaches landing m i n imum of
For an ER-OPS Enroute Alternate Airport these used. the two approaches
operations s pec i f i cat ions app l y for separate used.
' s u i t a b l e runways.

' In this context , a "d i fferent" runway I s any runway with a d i f ferent runway number, whe reas
"separate" runways cannot be oppos i t e ends of the same runway.

© JEPPESEN SANDERSON, INC., 1989, 200 1 . ALL RIGHTS RESERVED.

 .JEPPESEN INTRODUCTION FEB 1 -9 1 131

VOR DME RNA V APPROACH CHART LEGEND

This legend a p p l i es to inst rument approach procedures based on a i r borne area navigat i on
(RNAV) systems dependent upon VO R DME or VORTAC f ac i l i t i e s and suppl ement the
approach chart legend beginning on int roduction page 1 0 1 .

See Introduction page 1 3 3 f o r LORAN R N AV approach procedures.

HEADING

G.
w
CLEBURNE , TEXAS
t;
,
>-'
N
CLEBURNE MUN
>-'

VOR DME RNAV Rwy 1 5

4 00'
VOR 1 1 0.6 AQN
MSA
W/P CLEMO Apt. Elev 857'

MSA is predicated
upon a VO R DME As the FAA r ei ssues t hese RNA V
waypoin t. procedures, the pref i x " V O R D ME "
i s added to i ndi cat e the procedure
i s dependent upon use of V OR DME
or VORTAC f ac i l i t i es .

O
PLAN VIEW

850'-09°E
r;;-:-:A C T N:=:l Primary VORTAC or VOR DME fac i l i ty
I I�) U 1l.:E._A.9N I
used to form waypo in ts. MSL e l evation
of DM E transm i t t e r , station dec l i nation,
N32 26.1 W097 39.8 and coordinates are included i n the
faci l i ty box.

�RISZO�EWO Waypo i n t . The l abel includes the waypo i n t

257.9° / 19.8 name; the ident i f i e r of t h e f o r m i n g navai d;
N37 34.1 W086 04.9 and th e bearin g (Th eta ) and d i stance ( Rho)
from the forming navaid.

Y
A waypoint may be located
at a VORTAC o r VOR DME .

/..O NM
A l ongtrack Dis tance (ATD) f i x . T h i s ATD
fix is an al ongtrack pos i t i on def ined as a

/".0'; W/P TANYA

distance in N M , w i th reference to the next
waypoi n t .
132 FEB 1 · 9 1 INTRODUCTION JEPPESEN

PROFILE VIEW

M i ssed Approach Point

Height o f VNAV g l ide slope

above runway threshold
A! ongtrack F i x

RISZO

046� -- 226°
4 NM
2500 '
( 17J2')

768 '
775 '
5.0 3.9 TOZE
APT.

Intersection of VNAV
g l ide s l o pe an d M DA H o r i zontal di stance from
MDA on VNAV g l ide sl ope
to M A P

CONVERSION TABLE

Gnd s ed·Kts 140 160

GS Sett; 797 911
AP at
3 . 17°
W P TANYA

I
M i ssed Approach P o i n t VNAV g l i de
Rates of descent on
VNAV g l ide slope
slope setting

© JEPPESEN SANDERSON, INC" 1 99 1 . ALL RIGHTS RESERVED.

.JEPPESEN INTRODUCTION SEP 25-87 1 37
CHARTED VISUAL FLIGHT PROCEDURES
CVFPs (USA ONLY)

�Charted Visual Flight Procedures (CVFP's) are established at locations with jet operations for noise
abatement pu rposes. These procedu res require radar monitoring and an operational air traffic
control tower.

CVFPs originate at or near prominent landmarks. When landmarks are not visible at n i g ht, the
approach will be noted as "Not Authorized at Night".

CVFPs usually originate not more than 15 flying mi les from the ai rport. Charted course information
between landmarks along the flight track is provided for general orientation only. Navaids are
provided for supplementary information o n ly.

Recommended altitudes are charted as "RECOM M EN DED" and are for noise abatement pu rposes.
Pilots are not prohibited from flying other than recommended altitudes if operational req u i rements
d i ctate.

A i r Traffic Control (ATC) w i l l not issue a clearance for a CVFP when weather is less than published
m i n i m ums. Published m i n imums on CVFPs are based on m i n i m u m vectoring altitudes.

ATC will clear ai rcraft for a CVFP after the pilot reports sighting charted landmarks or a preced i ng
aircraft. When instructed to follow a preceding ai rcraft, pilots are responsible for maintaining a safe
approach i nterval and wake turbulence separation. Advise ATC if unable to continue the approach.
Since CVFPs are visual procedures, a missed approach is a normal go-arou nd.

CVFPs are designed for visual operations. They depict only those visual check points deemed­
sign ificant by the origi nating authority. They do not depict all obstacles that may be encou ntered
below reasonable and safe altitudes.

The plan view is a g raphic picture of the approach presented to scale. Symbols common to CVFPs
l--are shown below.

Visual flight track Rail roads

Recommended altitudes are H i ghway

labeled "RECO M M EN D E D"
RECOMMENDED
2300'

A l l altitudes are " M I N I M U M" Rivers

altitudes u nless specifically
2300' labeled otherwise. Altitudes
are above mean sea level.
lakes or large water area
r- Altitude designated to indi­
cate the floor of the Terminal
Control Area when applicable.
2300 TCA
l--
Mandatory altitudes are la­ landmarks used as visual aid!
beled "MAN DATORY" and during the approach. Each
MANDATORY
2300' apply at the fix or point. symbol is tailored to repre­
sent the specific landmark
Maximum altitudes are la­ - used in the procedure.
M A X I MUM
- .
2300' beled " MAXI M U M "

A i rp o rt to w h i c h t h e a p ­ � D
proach i s designated
Power and Pole line.
Other nearby ai rports
- T -- T -

Sky Park

City or heavily built up area

©JEPPESEN SANDERSON, INC., 1986, 1987.

All RIGHTS RESERVED
INTENTIONALL Y

LEFT

BLANK
.JEPPESEN I NTRODUCTION 13 DEC 96 1 47
APPROACH CHART LEGEND
GPS APPROACH CHARTS
This GPS Approach Chart Legend supplements the standard approach chart legend beginning on
Introduction Page 101. Equipment requirements, database requirements, and requirement or
non-requirement for monitoring conventional navaids are not addressed in this legend-Refer
to Jeppesen Air Traffic Control (ATC) pages for this information. [For the United States, refer
to the Jeppesen Navigation A ids pages of the A irman's Information Manual.]
STAND ALONE GPS APPROACH. Procedure i s
incl uded i n Jeppesen's NavData Service. GPS APPROACH, over l i es an establ i s hed

�
conventional nav i g a t i on non-prec i s ion

� OAKLEY, KAN
approach. Procedure i s i n c l uded i n
FREDERICK, MD

�
Jeppesen ' s NavD at a Service.

E D ER I CK MUN
� OAKLEY MUN
GPS Rw y 5
GPS Rwy 34
�KFDK Apt. Elev 3 0 4 '
NOB or

NDB 3 8 0 OEL
/ 1 � KOEL Apt. Elev 3 0 4 4 '
A i rport ident i f i e r to ass i s t in s e l e c t i ng the
appropriate a i rport informat i on f r om the database.
I
GPS OVERLAY, over l i es an establ i shed
conventional nav i g a t i on non-preci s i on GENEVA, SWITZERLAND
approach. Note that GPS is not part of
instrument approach procedure t i t l e. COINTRIN
(GPS) indicates G P S approach informa t i on

-----.::..:.:. (GPS)
has been a � p l ied to th � approach chart. GV A VORDME Rwy 23
.
Procedure I S Incl uded In Jeppesen's
NavData Service. VOR 1 1 4 . 6 GVA

I
A i r port ident i f i e r to a ssi st in select i ng the _____ LSGG Apt. Elev 1 4 1 1 '
approp r i ate a i r port information from the database.

Jeppesen database identifiers are always shown in italic type. They are enclosed within square
brackets, as [D255G], or prior to October 1 994 within parentheses, as (D255G).

For Stand A l one GPS approaches,

four corner waypo i n t symbols are
used for most f i xes.

M YRTA
[RW{J5]

'" [RW{J5] - M i ssed approach i s at Runway 5 threshold.

2. 5 NM
tO BAKEE �
2.5 to BAKEE - A l ong track d i stance.

© JEPPESEN SANDERSON, INC., 1995, 1996. All RIGHTS RESERVED.

148 1 3 D EC 96 INTRODUCTION JEPPESEN
APPROACH CHART LEGEND
GPS APPROACH CHARTS ( co n t i nu e d )
F o r " N O B or GPS" type approaches and for
GPS overl ays , waYPo i n t symbol is used mos t l y
for f i xes t h a t w o u l d otherwise be s h o w n as
pos i t ion f i xes w i t h no t r i ang le f i x symbol or
for added database f i x es not part of the
conven t i o n a l non-precision navigation approac h.

Turn points where headings or cou rses

0 \0
int ersect courses between IAF and F A F .
1
"" � -
Ut o- -;"
o � ..,

_DI6'O!\'�
(IAF)

"
LAHAB (IAF)
NORWA [D26.o1PJ
� "
I A F s d e f i ned by rad i a l s
D' .
on D M E arc procedures.

-- 2 6 J O •
076"
2.3 t-
to NORWA
2500 26 1 0 7. 8 '"�
� 0 D20

t\ 2500
[SL/7]
[SL/B] *

'"
.j>.
0

Jj$
[RWJ5Rj

� D 17.2 DEN
2.5 NM
to MAP

2.5 NM to MAP - For t i med

approaches, di stance from
stepdown f i x to MAP i s i n c l uded .

Sensor FAFs 0 on
No-FAF procedures.

\
�
--�'!J
2400'
S0:l NDB

M'�
1 0 NM (2 145 ') 058 0 [FF�5}
from __
�B
TOZE 255'
Sensor F A F p l acement in prof i l e
v i e w for n o F A F procedures.
D i s tance to MAP i s i n c l uded.

o D e f i n i t ion: A Sensor FAF i s a f i n a l approach waypoint created and added t o the database
sequence of waypo i n ts to support GPS navigation of a pub l i shed, no FAF, non-prec is ion
approach. The Sensor FAF i s i n c l uded in Jeppesen's NavData waypo i n t sequence and i n c l uded
in the p l an and prof i l e v i e ws of no FAF non-prec i s i on approach charts. In some cases, a s tep
down fix, recogn ized by a charted database ident i f i e r , may serve as the Sensor F A F .

r AIRSPACE FIXES
t:,. <} X - Non-Compulsory A i rspace f i xes.

@@@@@- F l y-over A i rspace f i x e s .

1;,. -+ - Compulsory A i rspace f i xes.

l-

© JEPPESEN SANDERSON, INC., 1995, 1996. ALL RIGHTS RESERVED.

::JEPPESEN INTRODUCTION 18 SEP 98 NEW FORMAT 1

APPROACH CHART LEGEND NEW FORMAT

( BRIEF ING STR I P CONCEPT )
E f f e c t i ve 1 9 Sept ember 1 9 9 7

Approach charts are graphic represen t a t i ons of inst rument approach procedures
presc r i bed by the governing author i t y . The f o l l o w i ng pages b r i ef l y e x p l a i n t he symbo l s
used o n these c h a r t s . N o t a l l i t ems a p p l y to a l l char t s .

GENERAL FORMAT

APPROACH CHART FORMAT AIRPORT CHART FORMAT

I
HEADING HEADING
COMMUNICATIONS COMMUNICATIONS

PRE·APPROACH BRIEFING
MSA
I NFORMATION

AI RPORT PLAN VIEW

APPROACH PLAN VIEW

PROFILE VIEW ADD ITIONAL RUNWAY INFORMATION

I
CONVERSION ICONS
TABLES

LANDING MIN IMUMS TAKE-OFF AND AL TERNATE MINIMUMS

,-
____
____
________
____
____ IMPORTANT NOTE ________________________-,
Legend pages ti tled "NEW FORMAT" contain information spec i f i c to charts formatted
in the b ri ef ing strip concept. These legend pages include on l y the i tems that are unique
to the New Format. For inform"tion not covered i n the "NEW FORMAT" legend, refer
to the regular "APPROACH CHART LEGEND" pages in the Ai rway Manual .

© JEPPESEN SANDERSON, INC . . 1997, 1998. All RIGHTS RESERVED.

NEW FORMAT 2 1 e SEP 98 I NTRODUCTION ::.JEPPESEN

APPROACH CHART HEADING

o o
t t
I
f)
ATWN ANYTOWN , WORLD
ANYTOWN INTL 0 ---+- ILS Rwy 34L

A pp r o a c h c h a r t head i ng i n f o r m a t i o n cons i s ts o f t h e f o l l o w 1 n g :

o Jeppesen NavData (ICAO) ident i f i e r . o Locat ion name.

f) A i r po r t name. o Procedure iden t i f ication.

o Index num b e r . C h a r t s a r e sequenced

b y r u n w a y numbe r w i t h i n a s i m i l a r t y p e .

COMMUNICA TIONS

Commu n i c a t i on s f o r a r r i v a l u s e are I i s t e d i n the order o f normal u s e .

A T i S ArrivBI ANYTOWN Approach ( R ) ANYTOWN Tower Ground

1 25 . 6 1 1 9.3 1 18. 1 1 2 1 .9

(
PRE-APPROACH BRIEF ING INFORMATION

T
o

LOC Final

I )
.......
GS ILS Ap.t flev 1 57 5 ' MSA
IANT Apch Crs AN LOM DA (H)
1 1 1.1 2700 2 5 0 0 '(93 1 ') 1 76 9 ' (200 ') TDZE 1 5 6 9
VOR
' AN

'" (}
MISSED APCH: C I imb to 2500 ' , then c I imbing L EFT turn to 450 0 '
5200 ,
d i rect AN LOM and h o l d . ...
1. RADAR required. 2 . Simu l taneous approaches authori zed on Rwy 3�l or 34R.

I n f o r ma t i on f o r t h e p r e - a p p r o a c h b r i ef i ng o Notes a p p l i c a b l e to the approach

is l i s t e d in the f o l l o w i n g s e q u e n c e : p r o c e d u r e . N o t e s may i n c l u d e :

o P r i m a r y N a v a i d f r eq u e n c y and
i d e nt i f i e r . A l timeter setting information.

f) F i n a l A pp r o a c h C o u r s e . T r ans i t i o n A l t i t ude a n d L e v e l .

o G l i d e s l o p e a l t i t u d e a t OM f o r Barome t r i c P r e s s u r e E q u i v a l en t
p re c i s i o n a p p r o a c h e s , M i n i m um for QFE a l t imeter setting.
a l t i t u d e a t t h e F i n a l A p pr o a c h F i x
( o r e qu i v a l e n t ) f o r n o n - p r e c i s i on E q u i pment /crew requi rements
a p pr o a c h e s . for t h e approach.

o Lowest D A ( H } or M D A ( H } . I n f o r m a t i o n a l Of d e s cr i p t i v e n o t e s
appl icable to the procedure.
o A i r p o r t E l e v a t i o n a n d TouchDown
Zonef T h r e s h o l d E l e v a t i on . T h e N o t e box m a y be omi t ted w h e n
t he r e a r e no a p p l i c a b l e n o t e s .
(} Mi ssed A pproach i n s t r u c t i ons.
o M i n i m um S a f e o r S e c t o r a l t i t ude ( M S A ) .
A l t i tud es a r e p r o t e c t e d t o a 25 n a u t i c a l
m i l e r a d i u s u n l es s s p e c i f i ed o t h e r w i s e .

© JEPPESEN SANDERSON. INC., 1997, 1998. All RIGHTS RESERVED.

==.JEPPESEN I NTRODUCTION 10 DEC 99 NEW FORMAT J

-
APPROACH CHART PLAN VIEW
NAVAIDS BEARINGS

ILS, LOC, LOA, SOF Magnetic course

True
or MLS
090° 1 course

Loe Back Course

ANy
� •
10so
__
VOR Rad i a l s forming a

}jli_iiiiiil-"'� Offset Loca l izer

pos i t ion or f i x . VOR

�
Rad i a l s are bearing from
the Navald, NOB bearing
°
_ 2&0 35& are to the Naval d .

� Marker AIRPORTS

�'�
o
tJ
��
C i v i l or Joint use A i rport

¢
Marker· w i t h Locator or
NOB A i rport w i t h rotating beacon

o M i l i tary A i rport
Marker w i t h co-located
intersection or OME f i x '�
H' �
.... H Hel i port

$ ¢1
®
Seaplane Base
NAVAID INFORMATION BOXES
Closed Ai rport

f!ANYTOW�
Navaid information boxes contain the
Navaid name, ident i f i er, frequency and
Morse code.

Shadowed box Indi cates SPECIAL USE AIRSPACE

1 7.9 A the primary Navaid for
.- _. -.
the approach.
Restr icted Area

"0" indicates OME

capabi lity. W"
///////////h:l
� P·23 �
0W/�
�$$/
//
//
ff
PrOhibi ted Area

PROFILE VIEW
PROFILE SYMBOLS PROFILE ALTITUDES

,
A l l a l t itudes i n the prof i l e view are
minimum a l t i tudes above mean sea l evel ,

5200'
unless otherwise speci fied.
VOR, NOB, or Waypolnt.
M i nimum A l t i tude ( M I M ) .

5200'
MANDATORY Mandatory a l t i tude at

5200'
speci f i ed pos i t ion or f i x .
MAXIMUM Maximum a l t i tude (MAX) at

5200'
spec i f i ed pOSi tion or f i x .

Fan Marker with nameI

RECOMMENDED
Recommended a l t i tude.
code.
H ei ght above a i rpor t ,
(-4169') runway e n d , o r
touchdown zOne.

type w h e n the a l t i tude I s at t he:

A l t i tudes in the prof i l e w i l l be in Bold

Fan [Link] and NOB

- FAF on non-precision approaches
- ILS G l i d e Slope Intercept a l t i t ude
co-located.
- lLS Gl ide Slope a l t i tude at the outer
marker

ANNIE
D 10. 0
I Fix with name or OME
I distance.

I
© JEPPESEN SANDERSON, INC., 1 997, 1 9 9 9 . All RIGHTS RESERVED.
NEW FORMAT 4 1 0 OEC 99 INTRODUCTION ::.JEPPESEN
CONVERSION TABLES
LIGHTING BOX AND M I SSED APPROACH ICONS
CONVERSION TABLE

Conversion tables. L i g h t i ng Box and M issed Approach Icons are located below the
prof il e v ie w.
L I GHTING MISSED APPROACH
CONVERSION TAB LE BOX ICONS
t t
Gnd speed-Kts 70 90 100 120 140 160
-

�M
5800' 8000'
AlSF·1I

t m
PAPllli 2600
GS 3.00· 377 484 538 645 753 86 1 i hdg
to MAP 5 . 1 4:22 3:24 3:04 2:33 2: 1 1 1:55 r... ;

I l S G l ide Sl ope Ang l e w i t h

r a t e of descent a t v a r i ous speeds.
�mi
Non - p r e c i s i on Approach
ssed approach point w i t h
t i me - to-go a s appl i cabl e.

Gnd speed-Kts 70 90 100 120 140 160

V e r t i c a l N a vig a tion (VNAV) Descent angle [3.00"] 372
descent ang le w i t h rate o f �
478 53 1 637 743 849

MAP at NOB
descent for v a r i ous speeds

LIGHTING BOX

ITJ
The l i g ht i ng box d i s p lays the approach l i ghts (ALS). v i sual approach s l ope l ig h t i n g (V AS I
or P A P I ) . a nd runway end l ights ( R E I l ) for the s t r a i g ht - in land i ng r unway. The l ig h t ing bo x

r:I.
i s omi tted whe n AlS. VASI. PAPI o r R E I l n ot insta l l ed.
"· u
�

L:l
ALSF·!

T T
VASI T IH

Approach l i g hts and Approach l i ghts. Approach l i gh t s . R E Il and VASI.

V ASI . (V ASI and (Conf igurat ion
PAPI are depicted unknown)
i n their relative
pos i t ion; Lef t .
Right or Both
s i des of . center l in e ) .
MISSED APPROACH ICONS

M i ssed Approach Icons i nclude a w i de vari ety of i n i t i a l a c t i on instruc t i ons. A representative

sample of Icons are shown below;

0 EI 8J DJ 16°r l EI
R i g h t Turn
(greater
left Turn
(greater
Left Turn
( l es s than
C l imb Climb to
a l t i tude
D i rect

IPOOOCI § I£I 1'···'1

than 45") than 45 ") 45")

@]
ANY

rrr m
1 1 1.9
hdg
R-210 1 1 1_9

F l y Headi ng Track Rad i a l To spe c i f i ed To spec i f i ed Turn to Turn to

Fix Navaid specif ied spec i f i ed
Course A t t i tude

�
I ANY
285 kls w l i hin
max
: 9 . 0 DME
Airspeed l imit Right turn w i t h Limit

NOTE: M i ssed Ap p roa ch Icons provide for i n i t i a l a c t i ons on l y. A l ways refer to the M i s sed
Approach instruc t i ons i n the PRE-APPROACH B R I E F I N G section and the p l an v i ew
for complete inst ru ctions.

© JEPPESEN SANDERSON. I N C. • 1 997. 1999. A L L RIGHTS RESERVED.

[Link] SEN I NTRODUCTION 10 OEC 99 NEW FORMAT 5

VERTICAL NAVIGATION (VNAV)

Vertical Navigation (VNAV) descent information w i l l appear i n the prof i l e view o f
selected non-preci s i on approaches beginning w i t h charts dated 3 Dec 1999. The
VNAV Information appearing i n the profile I l l ustrates the geomet r i c descent path
w i t h a descent angie from the F i nal Approach Fix (FAF) to the ThreshOld Crossing
Height (TCH) at the approach end of the runway.

The VNAV descent path, depi cted w i t h a screened l ine, I s based on the same descent
angie coded into the Jeppesen NavData database. U5e of this descent angle by
certif ied VNAV-capable avionics equipment w i l l ensure a stable, constant rate of
descent that w i l l clear a l l I ntervening a l t itude restrict ions. Some approach
procedures may require a delay of the start of descent beyond the FAF, unt i l the
VNAV descent path is I ntercepted. The prof i l e v i ew w i l l depict this level segment
of f l ight as required.

The VNAV descent angle appears In brackets along the VNAV descent path and is
repeated in the conversion table. Add i t ionally, the conversion table provides a
recommended rate of descent relative to the VNAV angle and groundspeed.

The inclusion of the VNAV descent ang l e does not change or modify ex ist ing
non-precision approach requi rements. usage of the M i nimum Descent A l t i tude (MDA),
as wel l as the M i ssed Approach PoInt (MAP) , remains unchanged. I n accordance
w i t h Federal Aviation Reg u l a t ions (FARs) and ICAO PANS OPS criteria, do not
descend below the MDA until attain ing the required vi sual reference. Add i t iona l l y ,
do not i n i t iate t h e pres c r i bed m i ssed approach procedure prior to reaching the
published missed approach pOint. Note: Operators may obt ain permission trom their
contro l l i ng authority to use Decision A l t itude (OA) operational techniques when
making a VNAV descent. This approval is spec i f i c to the operator and to the
approach.

VNAV descent i s optional. Use of any VNAV approach technique i s dependent on

operator approva l , cer t i f ied VNAV-capable equipment availabi l i ty, and cr e w t r ai ni ng.

(VNAV angl e and database descent path)

"

-+"�;;�yJ'1 1:
J
VCR RIVER

1'��8�' (RjJ6J
2700,1
(2068', r-004,
1 .....
1

I
[TCH 50'}
... . .. M/
.
I
I· ····· ·:l·
70 90 100 120 140 160
1 200'1 28�00'1 1
5.0 i roz. 632 '
10.0 5.0 0
Gnd ,_·KII
"'.e«rl MIll. 3.23' �OO 5 � )7 686 800 9U
+ l -f)+- GINER
,rOEIt 'o M""'- 5.0 � : 17 3:20 3:00 2:30 2:08 1 :52

VNAV descent information from FAF to runway with TCH of 50' .

(VNAV angle and database descent path)

ESKAtO OOnly aUlhorlzed operators may u• •

VNAV DA(H) In lI.u 01 MDA(H).

s.o

70 90 100 120 140 160

9.8

Gnd ,
16.8 7.0
·K..
D.".", I. 3,50' �35 559 621 745 870 994

MA .. ., .W"
VNAV descent Infor"",t lon from FAF to runway w i th TCH of �5' . Note that the VNAV path
requires maintenance of level f l ight after the FAF, prior to intercepting the VNAV descent

approved operators, use of DA(H) operational technique on this appr oach Is I ndicated by
pat h of 3.50·, In order to cross the 2.0 NM to RW29 stepdown f ix at or above 1390'. For

the ballflag note as well as by the dashed VNAV descent track in the prof i l e v i ew
.

© JEPPESEN SANDERSON. INC., 1997, 1999. All RIGHTS RESERVED.

NEW FORMAT 6 10 DEC 99 INTRODUCTION ::.JEP P E SEN

AIRPORT CHART FORMAT

The a i rport chart Is norma l l y printed on the back of the f i r s t approach cha r t . At l a rger

d i agram. Ai rport charts contain information pert ai n ing to the a i r po r t i n c l u d i ng

a i r po r ts the a i r po r t chart w i l l preceed the f i rst approach chart and contain an enl arged

communic a t i ons, take-off and a l ternate minimums, and I F R departure procedures. Separate
a i r port charts may be i n c l uded to di splay deta i l ed ramp and pa rking pos i t i ons or low
v i s i b i l i t y taxiway routes.

HEADING
A i r por t , Ramp and Taxiway c h a r t s

and longitude, Jeppesen NavData ( ICAO) I den t i f i e r , and date.

The A i rport c h a rt con ta in s the location n am e , the ai rport na me. a i rp o r t e l evat i on, l a t i tude

O
ATWN-- O--ANYTOWN, WORLD
QIJ)
Elev 1 51 5 ,.....--
0 �
[Link]
__O
DATE
O-+ANYTOWN I NTL
225,0°/ 1 3 , 0 from ANY 1 1 7.9 O -N40 00,0 W104 5 1 .0

o Jeppesen NavData ( ICAO) l oca tion ° A i rport reference point (ARP)

iden t i f i e r . L a t i tude and Longitude.

o A i rport el evat ion, o A i r p o r t name,

€) Bearing and d i stance to the air por t o Location name.
f r o m a VORTAC or VOR DME w i thi n
40 N M .

o Index number.
COMMUNICATIONS

Communications f or departure are l i sted In order of normal use.

ATiS ANYTOWN Clearance Ground Tower ANYTOWN Departure (R)

1 25 . 6 1 20 , 3 1 2 1 .9 1 18. 1 1 1 8.9

AIRPORT DIAGRAM SYMBOLS

Magne t i c v a r i a t i o n .

Low V i s i b i l i t y Taxiway Cha r t s

Low V i s i bi l i t y Taxi way Charts a n d Surface Movement Gui dance and Con t r o l System (SMGCS)

11ft@iJ
charts have sp e cia l labels i n the heading t o indi cate spec i f i c usage.

00-9C)
::.JEPPE SEN
ATWN
ANYTOWN INTL DATE ANYTOWN , WORLD
LOW VISIBILITY TAXI ROUTES

© JEPPESEN SANDERSON, INC., 1997, 1999. ALL RIGHTS RESERVED .

[Link] IN TRO DU CT ION 1 6 AUG 02 NEW FORMAT 7

SID/DP&STAR CHART LEGEND NEW FOR M AT

Effective 16 August 2002
IMPORTANT NOTE _____________ --,

Legend pages titled "NEW FORMAT SID/DP/STAR" contain information specific to charts formatted in the
new SID/DP/STAR chart concept. These legend pages include only those items that are unique to the
NEW SID/DP/STAR FORMAT. For information not covered in the NEW FORMAT SID/DP/STAR chart
legend, refer to the regular SID/DP/STAR chart legend pages in the Airway Manual.

SID/DP& STAR charts are graphic illustrations of the procedures prescribed by the governing authority. A text
description may be provided, in addition to the graphic, when it is furnished by the governing authority. Not all
items apply to all charts.
SID/DP/STAR CHART HEADING

e EDDF/FRA FRANKFURT/MAIN GERMANY 0

(lO-3H) lilll••11
�=.JEPPESE N I
o FRANKFURT/MAIN 0 21 JUN 02 lIB f)
FRANKFURT. Departure (R) Apt Elev TrIOn. level: By ATC Trena all: 5000' I . Contact FRANKFURT
1 20.42 364'
Departure immedi"tely "Iter take-off. 2. SID, are "Iso noi.e
0 abatement "rocedurea (refer to. 10-4). Strict adherence within the e
f) the limits of aircraft performace is mandatory. :

SID/DP/STAR chart heading consists of the following:

o City/Location and State/Country names. e Chart type identifier.

e Jeppesen NavDatalICAO/IATA airport identifier. 0 Airport name.

CD Revision date, index number and effective date. 0 Communication frequency.

G Airport elevation.
€) Common placement of notes applicable to the
procedure.

PROCEDURE TITLE
SID/DP/STAR CHART PLAN VIEW

Navaids, intersections or waypoints identified in the procedure title (e.g., starting point of a STAR or end point
of a SID/DP) are shown prominently for better identification. Navaid boxes will include a shadowed outline,
intersection or waypoint names will be shown in larger text size.

rDINKnS8UHL�
DINKELSBUL SKEBR ONE
Navaid Intersection

Departure Arrival

SKEBR

1_1. .7.8 DKS

NoI9 08.6 E010 14.3
- _...

SPEED RESTRICTIONS
Speed restrictions that apply to the entire procedure are shown below the procedure title.

fUn.' MAX 250 KT BELOW 10000'

SYMBOLS

VOR Radials forming a posi­ Civil or Joint use Airport

RADIALS AIRPORTS

tion or fix. VOR Radials are o

bearings from the Navaid.
NDB bearings are to the Airport with rotating beacon
Navaid.

o Military Airport

@ JEPPESEN SANDERSON. INC., 2002, ALL RIGHTS RESERVED.

NEW FORMAT 8 1 6 AUG 02 INTRODUCTION [Link]

INFORMATION BOXES
SID/DP&STAR CHART LEGEND N EW FOR M AT

I nformation boxes are placed along the procedure tracks. Their content is associated with the graphical depic­
tion of the SI D/DP/STAR chart. Information boxes include a wide variety of action, instructions or restrictions
such as: pilot actions, ATC instructions, directional and altitude instructions, climb restrictions, etc. Representa­
tive samples of information boxes are shown below.

Between Above 2500' MAX 250 KT

FL70 & FL 1 4 0 Cl imb. to 6000' Minimum
Bank 20°

At 3000' TURBOPROPS CIV.3C,. MOPIL 3

At or below
JET
Climb. to 5000' At or 8bove 4500'
Ilw8 i t further 280-300 KT
cle8r8nce Cl imb t o 8000' FLUO
At or. below FL260

TURN RIGHT REQUESTED FL RWYS 02, 07

At BOO' ABOVE FL245 EXPECT
D I 2 RID At or above FL I I O
MAX 250 KT
whichever is 18ter FL260

LOST COMMUN ICATIONS PROCEDURE

The symbol below identifies the LOST CO MMUN ICATION S PROCEDURE to be flown when communications
are lost with ATC after take-off.

On recognition of communication failure Squawk 7600.

TEXT SECTION
A text description may be provided, in addition to the graphic, when it is furnished by the governing authority.

STAR

RWY ROUTING

210· heading for RADAR ve cto r 10 final approach course.

1 L/R From o ve rBasel Int v i a ABC R-OS 8 to Reedr Int, then via a

SID/DP

CLIMB INSTRUCTION!
SID RWY ROUTING
ALTITUDE
DKB 10 07L/R On runway t rack to 800', then via FR Ictr to FRO 6 Climb to 4000'

© JEPPESEN SANDERSON. INC.• 2002. ALL RIGHTS RESERVED.

=:.IEPPESEN INTRODUCTION 21 NOV 97 1 51

UNITED STATES AIRPORT SIGN SYSTEMS

MANDATORY SIGNS

Mandatory signs have a red background with a white inscription. They are used to denote an entrance to a runway
or critical area and areas where an aircraft is prohibited from entering.
TAXIWAY/RUNWAY AND
RUNWAY/RUNWAY HOLDING ILS CRITICAL AREA HOLDING

IIgl
T h i s s i g n is l o ca t e d at the h o l d i n g p o s i t i o n o n At some airports, when the instrument landing system
taxiways that i ntersect a runway or o n runways that is being used, it is necessary to hold an aircraft on a

I
intersect other runways. The inscription on the sign taxiway at a location other than the
contains the designation of the intersecting runway. . normal holding position. I n these
The runway n u m bers on the s i g n are arranged to situations the holding position sign for
c o r r e s p o n d t o t h e r e s p e ct i v e these operations will have the inscrip-
runway threshold . F o r exa m p l e , tion "ILS" and be located adjacent to
" 1 5-33" indicates that the threshold the holding position marking on the taxiway.
for Runway 1 5 is to the left and the
threshold for Runway 33 is to the RUNWAY APPROACH AREA HOLDING
right. A runway holding position sign on a taxiway will
be installed adjacent to holding position markings on
the taxiway pavement. On runways, holding position
m a r k i n g s w i l l be l o c a t e d o n l y on t h e r u n w a y
p av e m e n t adjacent to t h e s i g n , if t h e ru nway i s
normally used by a i r traffic control for "Land, Hold
Short" operations or as a taxiway.

"jiiijiiij
iIJ iJj On taxiways that intersect the beginning of
II the takeoff runway, only the designation of
,_...._'., the takeoff runway may appear on the sign,
!! � while
Ii!!!!� all other signs will have the desig-
nation of both runway directions.

� NO ENTRY

=
Prohibits an aircraft from entering an area
When a sign is located on a taxiway that intersects Typically, this sign would be located on E
the intersection of two runways, the designations for taxiway intended to be used in o n l y o n e
both runways will be shown on the sign along with direction o r a t t h e intersection of vehicle
arrows showing the approximate alignment of each roadways with runways, taxiways 01
runway. In a d d i t i o n to s h o w i n g the a p p ro x i m ate a p ro n s where t h e roadway m ay be m i staken a s E
runway alignment, the arrow indicates the direction to
taxiway or other aircraft movement surface.
the threshold of the runway whose designation is
immediately next to the arrow.

LOCATION SIGNS

Location signs are used to identify either a taxiway or runway on which the aircraft is located. Other location sign!
provide a visual cue to pilots to assist them in determining when they have exited an area. The various locatior
signs are described below.
Taxiway Location Signs have a black background with a yellow inscription and yellow border. The
inscription is the designation of the taxiway on which the aircraft is located. These signs are installee
along taxiways either by themselves or in conjunction with direction signs or runway holding positior
signs.

Ru nway Location Signs have a black background with a yellow inscription and yellow border. ThE
inscription is the designation of the runway on which the aircraft is located. These signs are intended te
complement the information available to pilots through their magnetic compass and typically are installee
where the proximity of two or more runways to one another could cause pilots to be confused as to whict
runway they are on.

Ru nway Boundary Signs have a yellow background with a black inscription with a graphic

B
depicting the pavement holding position marking. This sign, which faces the runway and il
= = visible to the pilot exiting the runway, is located adjacent to the holding position marking on thE
pavement. The sign IS Intended to proVide pilots with another visual cue which they can use as ,
guide in deciding when they are "clear of the runway."

© JEPPESEN SANDERSON. INC" 1992. 1 997. ALL RIGHTS RESERVEC

 <11 NUV 97 IN I KUUUI,; l iON :PEPPESEN
U NITED STATES AIRPORT SIGN SYSTEMS

ILS Critical Area Boundary Signs have a yellow background with a black inscription and
LOCATION SIGNS (continued)

a graphic depicting the ILS pavement holding position marking. This sign is located
adjacent to the ILS holding position marking on the pavement and can be seen by pilots
leaving the critical area. The sign is intended to provide pilots with another visual cue
which they can use as a guide in deciding when they are "clear of the ILS critical area."

Direction signs have a yellow background with a black inscription. The inscription identifies the designations(s)
DIRECTION SIGNS

of the intersecting taxiway(s) leading out of the intersection that a pilot would normally be expected to turn onto
or hold short of. Each designation is accompanied by an arrow indicating the direction of the turn.

When more than one taxiway designation is shown on the sign each designation and its associated arrow is
separated from the other taxiway designations by either a vertical message divider or a taxiway location sign.

Direction signs are normally located on the left prior to the intersection. When used on a runway to indicate an
exit, the sign is located on the same side of the runway as the exit.

When the i ntersection is com­

Taxiway Direction Sign or prised of only one crossing

I A� I Runway Exit Sign taxiway, it will have two arrows

associated w i t h t h e cros s i n g
taxiway.

Destination signs also have a yellow background with a black inscription indicating a destination on the airport.
DESTINATION SIGNS

These signs always have an arrow showing the direction of the taxi route to that destination. When the arrow on
the destination sign indicates a turn, the sign is located prior to the i ntersection.

Destinations commonly shown on these types of signs include runways, aprons, terminals, military areas, civil
aviation areas, cargo areas, international areas, and fixed base operators. An abbreviation may be used as the
inscription on the sign for some of these destinations.

1 3 3 �1 Outbound Destination Sign

Outbound Destination Sign to
Different Runways. More than
one r u n wa y , se parated by a
dot, is shown where the taxiing
route is c o m m o n to both run­
ways.

1 MIL� 1 Inbound Destination Sign

Information signs have a yellow background with a black inscription. They are used to provide the pilot with
INFORMATION SIGNS

information on such things as areas that cannot be seen from the control tower, applicable radio frequencies,
and noise abatement procedures. The airport operator determines the need, size, and location for these signs.

Runway Distance Remaining Signs are used to provide distance remaining information to pilots
RUNWAY DISTANCE REMAINING SIGNS

during take-off and landing operations. The signs are located along one or both sides of the runway,
and the inscription consists of a white numeral on a black background. The signs indicate the
distance remaining in thousands of feet.

The distance rem a i n i n g may be 50 ft less than shown on the sign. There is a 50 It tolerance in t h e sign
placement. Some signs may be omitted because they cannot meet this tolerance.

When runway length is not an even multiple of 1 000 ft, half the "additional distance" is added to the first and last
sign placement. The example below is for a 6900 ft runway.

1 1 450' I
' " -r--
1000' -r--
1000' -r--
1000' I OOO' 'I" 1
1 450'

�I
mll� elm! mJ&1 lam 111 151

ICD
..
© JEPPESEN SANDERSON, INC 1992, 1997. ALL RIGHTS RESERVED.
 INTRODUCTION JUl 1 7·92 153
UNITED STATES AIRPORT SIGN SYSTEMS
EXAMPLES
Note: Gene r a l l y , s i gns w i l l be l i g hted i f the runway o r taxi way on which they are i ns t a l l e d
i s l ig h ted . H o l d i ng pos i t ion s i gns a n d a n y col located l oc a t i on s i g n s w i l l be l i ghted i f t h e
runway for w h i c h t h e y a r e ins t a l l e d i s l i ghted e v e n i f t h e t a x iway on w h i c h t h e y are
i n s t a l l ed is unl i g hted.

APPLICATION EXAMPLES FOR HOLDING POSITION SIGNS

os
G>
..(
I os
I "
I -

: 0
I I (J)
I I ...J
I
I
-

I
I

I
1/
I I
I I
I I
I
I
I
I
15
I
I

J o-fImh �11
� � �--r
I
I
I
I
I
I
I «

I/�-g
to
I 0
I Q.
I Q.
I «
I \
I \
,

© JEPPESEN SANDERSON, INC., 1 992. AL L RIGHTS RESERVED.

1 54 JUL 17-92 INTRODUCTION nJEPPESEN
UNITED STATES AIRPORT SIGN SYSTEMS
EXAMPLES ( c o n t i n u e d )
TAXIWAY ENTRANCE AT TAXIWAY ENTRANCE AT
INTERSECTION OF TWO RUNWAYS INTERSECTION OF TWO RUNWAY ENDS

m CDl" I'" gg

HOLDING POSITION SIGNS AT RUNWAY INTERSECTIONS

200' w i d e runway

J
1 50 ' w i e runway

Runway 27 used for land

and hold short opera tions
or used as a t a x i way.
Note holdline markings
across runway for e i ther
o f these t wo cases.

STANDARD 4-WAY STRAIGHT AHEAD TAXIWAY HAS DIRECTION

TAXIWAY INTERSECTION CHANGE GREATER THAN 25°

L
N O T E : O r i en t a t i on of s i gns ar e
A
f rom l e ft to ri ght i n a c l o c k w i s e
manner . Left turn signs a r e on
S t r a i g h t ahead
the l e f t s i de of the loca t i on
Tax i w ay
s i g n and r i g h t turn s i g ns
a re on the r i g h t s i de of
the location sign .
------------J
C C
c c

E xample of loca t i on
s i g n shown on far
s i de of i nt e rsec t i on

l+-ctaAl'lc-+1 A l t ernate ar r ay o f

I+- C IA l'lC-+I+--+-
s i gns sho wn t o
__
i l l us t r a t e s i g n
A A or ientat ion when
l ocat ion s i g n
n o t i nst al l ed

© JEPPESEN SANDERSON, INC., 1992. ALL RIGHTS RESERVED_

[Link] PPESEN INTRODUCTION JUL 17·92 1 55
UNITED STATES AIRPORT SIGN SYSTEMS
EXAMPLES ( c on t i nu e d )
SIGNING EXAMPLES FOR A COMPLEX A IRPORT

NOTE: D u e to space
l im i tations on t h i s
d r a w i n g , some s i gns
may not be i n the i r
exact locations
r e l a t i v e to the
runway or taxiway.

Apron

1+-3-+111
IINTLtl �
"
" c c

B
Taxiway hold l ine
mar k ings i n s t a l l ed
o nl y where there
i s an operational
I L S Cri tical Area need

__________ L __

© JEPPESEN SANDERSON, INC., 1992. ALL RIGHTS RESERVED.

1 56 JUL 1 7-92 INTRODUCTION JEPPESEN
UNITED STATES INSTRUMENT RUNWAY MARKINGS
Runway markings are white. Markings, exc l uding
hold l i nes and the runway des ignator mark i ng PRECISION INSTRUMENT RUNWAY
(the runway numbe r ) are descr ibed below.

THRESHOLD MARKING

I I
E i ght longitud i nal s t r i pes of uniform dimensions
arranged symme t r i c a l l y about the runway
cente r l ine. They are al ways 1 S0 ' long.

RUNWA Y CENTERLINE MARKINGS

A l i ne of uniformly spaced str ipes and gaps
located on the centerl ine of the runway.
S t r i pes are 1 20 ' l ong, gaps 80' long.

RUNWAY TOUCHDOWN ZONE MARKINGS

AND FIXED DISTANCE MARKINGS
D i s t ance f rom
approach end of
runway t o beg i n ­
n i n g o f t he

(!)
mar k i ngs

SOO'
t;
�
II:
Touchdown Zone. Three bars
«
7S' long on each side of the
:::;:
centerl i ne. They are the be­
w
g i nning of the f i xed d i stance
()
z
markers. F i xed d istance
«
markers are pos i t i oned SOO'
�
en
apart.

o
o
1000' Thousand Foo t F i xed Dis­
w
tance Marker. One "heavy"
bar on each side of the X
center l i ne, 1 S0 ' long and u:
30' wide.

1 500' Two bars, 7S' long, on each

s i de of the cente r l i ne.
2000' Two bars, 75' long, on each
s i de of the cente r l ine.

II:
W
2S00' One bar, 7S' l ong, on each
�
II:
s i de of the cente r l i ne.
«
3000' One bar, 7S' long, on each
:::;:
s i de of the center l i ne .
w
Z
o
SIDE STRIPE MARKING
N w
z w
Z
Continuous s t r i pes located along each side of
c..
the runway to provide contras t w i t h the sur­
rounding terrain and/or to d e l i neate the full :;:
o
o
�/
l-
a:
I-
en
:r: Z
strength runway pavement areas. Maxi mum dis­

() w w
tance between the s t r i pes is 2 0 0 ' . Side stripe
:) () 0
markings are normally provided only on preCision
o

2D
�
instrument rvnways.

L
Co
0
'"

II:
W
�
II:
«

II
:::;:
o
..J
o
:r:
en
For nonprecision instrument runways: TDZ markers w
II:
:r:
vided only on runways 4000' or longer used by
are not provided. Fixed distance markers are pro­
�
jet aircraft.

© JEPPESEN SANDERSON, INC., 1992. ALL RIGHTS RESERVED.

"..JEPPESEN 30 DEC 05 INTRODUCTION 1 57

UNITED STATES INSTRUMENT RUNWAY MARKINGS

DISPLACED THRESHOLD MARKINGS AND MARKINGS FOR BLAST PADS AND STOPWAYS

I I I I�
1
]&
D i splaced
Threshold
11 11
Taxi and Take-oil
Only

© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.

1 58 INTRODUCTION 30 DEC 05 G..JEPPESEN
U NITED STATES INSTRUMENT RUNWAY MARKINGS
ENHANCED TAXIWAY CENTERLINE CHARACTERISTICS
a. Taxiway centerline markings are modified begin­
ning 1 50 feet prior to the runway holding position
AND RUNWAY HOLDING POSITION

markings (where sufficient space is available)

MAR KINGS

with the addition of parallel dashed yellow lines

on both sides of the existing taxiway centerline.
APPLICATION
The taxiway centerline markings prior to runway b. Existing holding position markings are extended
holding positions are being enhanced to provide pi­ onto paved taxiway shoulders allowing them to
lots with a visual cue that they are approaching a be visible to pilots from the side windows of the
holding position. Runway holding position markings cockpit for many aircraft.
are also being extended onto the paved shoulders of c. Runway holding position signs may be painted
taxiways and may be accompanied by surface paint­ on the surface of the taxiway on both sides of the
ed holding position signs. These new markings will taxiway centerline leading up to the runway hold­
be the standard for many major airports in the Unit­ ing pOSition marking (where sufficient space is
ed States. available), white numbers on red background.

- - - - - - - - - - - - -
- - - - - - - - - - - - -

1 6-34 1 6-34

END OF UNITED STATES AIRPORT SIGNS

AND INSTRUMENT RUNWAY MARKINGS

@JEPPESEN SANDERSON, INC. 2005. ALL RIGHTS RESERVED.

:PEPPESEN INTRODUCTION 21 FEB Col 16'

ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

MANDATORY INSTRUCTION SIGNS

Application
A mandatory Inatruction algn Identifies a locallon bayond which an [Link] taxiing shall not proceed unlen
authorized by ATe. At uncontrolled airport., ua. appropriate precaution, prior to prOCeeding. [Link]
Inltructlon signs may Include runway da,lgnation Ilgnf, category I, II Of IIll"Iolding position algn., ruoway·
holding pOllion Ilgn. and NO ENTRY IIgn•. Runway-holding pOlltion markings are supplemanted al.
la�iwaY/[Link] or a runway/runway inlerMclion with II runway ctetlgnallon aign. A runway�gnalion aign at
a l8J(!waylNnway inlerMCtion or • fIM"[Link] IntarNclion will De aupplemenled willl a location ""n WI the
outboard (farthest from thfllaxiway) potltion," appropriata. A NO ENTRY sign '- provlded....man entry InlO an
area 1$ prOhibited.

Location
A runway designation sign at a taxiway/runway inlersectiOn or a runway/runway intarHCtion wi� be located on
uch lide of tile runway-holding pOlitlon marking facing into the direction of approach to tile runway. A
category I. II or III holding position lign will be located on each side of the runway-holding position marking
facing Into the direction 01 the approach to the critical area. A runway-holding position sign will bfllocated on
each lidll of the runway-holding position facing the approach to the obatacle limitation surface or IlSlMlS
[Link] area, at; appropriatll.

[Link].s
Mandatory instruction signs have a red b<ickground, with white inscriptions. The inscriptions OIl a runway
designation sign will C(Inlist of the runway deSignation, of !tie Intersecting runway properly oriented to the
viewing directlon. The inscriptions on II catagory I, II or III or joint 111111 holding polltion sign will consist of the
runway designator lollowed by CAT I, CAT II Of CAT III a5 appl"opriate. The inscriptions on a runway-holding
position sign will conaisl of the taxiway designation and a OWIber.

o 07-25CAT II 07-25CATII D

25CAT 11/111 25CAT 11/111

.tm.1I1 ,tjd·iil
E 25CAT II 25CATII E

fjOjlti.1I1 .jOKi.1I1

- --- ,.
--
162 27 FEB 001 INTRODUCTION :;JEPPESEN
ICAQ RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

INFORMATION SIGNS

Application
An Informallol'l Ilgn Identifl" I .pecillc [Link] or routing. Informalion algn, Include: dlrectlori,locatlon,
[Link], runway exll and [Link].y Yl'Cllt ed Ilgnl. A runway exit .Ign I, provided to ldefltlfy. runw.y .�it, A
runway �acated 11gn II provided where !he ult texiw.y hat no centerline Ughts and !hefa l,. need to Indicate
leaving the runway, the IlSIMLS [Link], .r.a. A tIe,tln.1ion ,Ign Ind�[Link] direction to I 'pe<:lfic
dlllln,lloll, luch •• [Link]. glna'II,[Link], atc. A combined location atld direction lign Indlc.t•• routing
[Link] prior to • taldway Inter,ectlon A direclion sign ldenllflea the daa!gn.11on .nd direetlon al' tII�lw.y
,oll,,,,cllo,,. A [Link] .Ign I, provided In conjunction w i t h . runw'y dnlgnatlon ,Ign except .Ia
runwaylrunway Int8f'Mdiot1

Location
Information lign••re located 00 the left·hlnd side of the taxiway In line witn the texiway Intersection [Link]
Vomere there is no taxiway inlerteCtion m.r1dng the sign is installed at ieaSl ",om .....
.. y from the centerline 01 the
Intersecting taxiway. A runway exit sign Is located on the same si<le ofthe runway.s theexil is located (i.e. left
0( right). A runway vacated sign is located at least on one aide of the taJeiwlt)'.

[Link]
An information sign other than a location lign consists of an Inacription In black on a yellow background. A
location sign consists of an inscriptioo in yellow on a black background. A runway exit sign COMists ofthe exit
tllXiway designator and an errow indicating the direction to follow. A runw&)' vacated sign depicts the runway·
holding position marlling as shown in the example in Pattem A in the example under "Runway·HoIdlng Position
Marldngs'. The inscriptions on a destination sign comprise an alpha, alphanumerical or numerical message
idl!lltifying the destination plus an .rrow indicating the direction to proceed. The II1scnplions 00 a direction sign
C01TI):rIi\e an alpha, alphanument.a\ mnugeldentitylng the laxlway\.) plus an '!l'1)'H 1)1 BlT'lmll appropria\e\'j
oriented as shown In the example. The inscriptions on a location ailJll comprise the deatination of the location
laxtwaV, runway Of other pavement the aircraft Is 00 or Is entering.
Notl: Generally, signs should be lighted if the runway or taxiway on whlch they are "'slaUed lalighted

If-APRONI
LOCATIONIItUIfWAV [Link]

1f-2500 ml
;;.JEPPESEN INTRODUCTION 21 FEB ()oI 163

ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

MANDATORY INSTRUCTION MARKINGS

Application
'M'Iere it iJ: lll'lptJlct;[Link]! /0 JnsIalJ II mandalot)' lnsIruction tipi! II m.9!>OalOfY lm/rudioI'l mlil'king .. p«Nkled on
the lurlace of tN! pavement. 'Nhere oper ationally raquired, luch as on t.u:iwayl uceedi n g 80m In width. 8
mandato ry Inltruction sign may be wpplemented by II mandatory Inllruction marldng.

location
The mantlatory inllrvctlon mart(ing II located on the left·[Link] ,Ide 01 the 1I1dw.y centa! lloe matl(lng on the
holding aI<Ie of 1M runway-holding potitloo mlOting.

ChaflilctertatlU
[Link] [Link] mar1dn1j. contiS! of an Inscription in white on. red bIIckgroonc:l. Except lor a NO ENTRY
metl([Link] inSCription Pfovidaslnformation Idamicallo thatoftha "$Socialed mandatory Inltrucllon l!gn. A
NO ENTRY manung con s ilii. 01 an Inscription In white reading NO ENTRY on a red background.

"
"
"
"
_To runway '09' "
" :::J
" t'mmnm
"
_lmmnm
"
"
 21 FES 001 INTRODUCTION :;.JEPPESEN
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

RUNWAY-HOLOING POsmON MARKINGS

[Link] .nd LOCldon

Rtif'I\IOIaY-hoiding position marking' .re located al runway holding position"

[Link]
At an Interllctlon of a [Link] and iii non-precillon, [Link],lment or take-off runway or wh.r. a lingle
Nnway-hoIdlr,g potItion Is prOVided at an Interllldion of a taxiway and a PflCltIon approach �tegOf)' I,ll, or III
rl,lnwlY, Th. rlJf1way-holdlng po.�lon mlrkl� will bl llihown 1110'1 pattern A. Wher. two o r t h r.. rl,lnway·
holding po.ltIOl1. Ire provid.d It .l,Ich an Intersection, the runway·holellng [Link] marking closer to the
rl,lnway will bill shown IS In pattern A, atld the [Link] from Iha runway 1110'1 pattern B, Where a
pattern B Nf'I'/O'.y·l'IoIdlng position marking exceed, 80m In length, the term CAT II orCAT Illesepp!'OSlri'" win
btl mlrllad on th. 'I,Irtle. at the ands of the I\Jnway·holdlng position mal1ling. The runway-holding po.lI1on
marking disptayed .t a runwayirul"lWlly Intersection will be perpendicular to tne CMllfline of the runway forming
pari ollhe slandard taxiroute. The runway-holding position matldng wi� be IhOwn as in pattern B.

[Link] A Pattern B

INTERMEDIATE HOLDING POSmON MARKINGS

AppllCltlon .nd Loutlon

AIl intennediate holding poaiIion marking is displayed at an Intersection 01 two paved taxiways. II ia positioned
acros.s the taJUWay ooincidllr"ll with a stop bar or intermediate holding position ligllts. where provided.

Characteristics
An Intermediate holding position m8l1Ung consist. of a single brok8ll yellow line.
GJEPPE&EN 300ECOS INTRODUCTION 16.

ICAO RECOMMENDED AIRPORT SIGNS. RUNWAY AND TAXIWAY MARKINGS

STOP BARS

APPLICATION

A stop bar it provided at _rv runway-llokijng posi­

tioo when II Is Intended tnat the .ooway wiM � UIIed
trl AVA conditioos less than 350m or �Iweeo 350m
aM sSOrn.'" al':lp bl!.! w\l bep�a\111\ 1!1\i1r\M' 00
dlate hokjjng poft�iOn to IJUpPlemenl mllr�jngs wIth
19htB or where normal Slop IlIIr �gtU might be ab·
�....

LOCATION
Configurato
i n
Slop hars are located a<:ross the Ia.-/way at lhfI poin t
where II is OOSIted thai lralllC slop. AddrtiOl'l8I lights
may he proviOOd at the laxiw(l)' edge.

CHARACTERISTICS

Stop hars consist of �ghts sPlIced at intervals across

the taxiway. sOOwrng led in the inlended directioo of
approoctllO the inte'sacllon or runway-holding posi·
tloo. Stop hars ,"stalled at a runway-ho�ng posifioo
will be unldiractlonat. showIng ,ed fn the dlraction 01
approacil to the runway.

RUNWAY GUARD LIGHTS

ConfigurallOf1 B
APPLICATION

Runway guard �ghts. configuration A. ale located at

each taxiway/runway IntersectiOf1 auoclllte d with a
runway Intended lor use In:

RVR condI!lons las. than 550m where II stop btl. it

RUNWAY MARKINGS
not IMtalJe.d: lind

AVR COndrtlOflS between 55Dm and t200m where Runway marlcingt ..re white.
tmftic density
Coo1iguration A or B or both Will he provided at each
taxIway/runway interseclion where the configu ration
01 the Intersection needs 10 be enhanced. sl/ct1 as
o n a wkle throat taxiway.

LOCATION

Runway gua.d Hghts. configuration A. ale located at

ea<:h side of a taJCiway. wher!!as In oonl19ulall00 B
they are klcated across the taKiway.

CHARACTERISTICS

Runway guard �ghts al(l uflldlrectiOl1alllashing yel·

low lights.

•
'" INTRODUCTION 300ECO!l AJI!!PPI!!IiEN
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS
THRESHOLD MARKINGS RUNWAY CENTERLINE MARKINGS

APPLICATION AND [Link] APPUCATION AND LOCATION

Thrashold marl(lngs are proYicl&d at tile threshold 01 A [Link] �1,"1irM11 m arklllg 18 pro.,.;Qe.d 01'1 II P/IVed
a paved Inltrl,lment and !'Ion·llIstruman! runway In· runway IIlnrIG tile centeriine.
tel'lClod lor U811 by mtllrna�o!'\81 commercial air trans·
P"" CHARACTERISTICS

CHARACTERISTICS Runway centarina ma,1ungs consist at. li ne of uoi.

Iorml)l spaced .tnpes and gap•. Strlpea ere no r mat·
Runway threshold marklngs consist 01 a paltern 01 Iy 30m to"9, gaps 20m long.
long�udll\Bl strIPIIS of undorm dlmallslona disposed
symmetrically abouIlhe �llIar1ine 0111 runway. The
HIGH SPEED TAXIWAY TURN �OFF
numoor of stripes maa 00 In accordarICe with the
,lIflway width 8S follows: INDICATOR LIGHTS (HSTIL)

RUNWAY WIOTH NUMBER OF ICAO term Is AapKl Exil Taxiway Indicator Ligh,s

STRIPES (RElIL)

'6m , APPUCATION

23m , HSTIL should be puwided on a runway inl(!mla<j lor

use 11'1 AVR eonditiorls less ItuUl 350m and/or wher'!
"'" , traffic d&nsily is tt&avy.

<om "
LOCATION
""" "
A sel of HSTIL shall be located on Itle rurtWay on ttll!
same side olille
Wher, a runway de5lgrl81Of Is piKed within a ed h igh speed turn·oll
threshold mllri<.,"\!, the'a w�1 be II minimum althree ahown below
&Uipe5 OIl e.i;h stete 01 the runway centerline.
Stripes are alleast 30m long .
CHARACTERISTICS

RUNWAY DESIGNATION MARKINGS HSTIL ille II�ed unidirectional yellow lights, aligned
so as 10 be visible to the pilol Of a landIng ",pl ne 11'1
tha dIrection 01 approach to the runway.
a
APPLICATION AND LOCATION

RurtWay des�natiOn markIngs are located a! the

thresholds 01 a pave<! runway,

CHARACTERISTICS

Aunway deSIgnation markings consists of a two-<;ligit

number tocated at the threshold. On parallel run·
ways eact1 runway designation number is supple·
mented by a letter In the order from lell to righl when
viewed from the direction of approach.

PoonlO!
''''''' (328') (328') (328')
•
"0,,, " "'"

S
• , ""'"

�) 1
•
•
• • •

.\ :
• ,
• -' ,
, ,
I
, ,
•
• • • • • • • • • • • , • • • •
-
- 0 , �o�/ •
-
,

- --, -
.'
-

- j'I"" .l' ,
/- - -
RET'LI
. ... ' " ,
2m lateral ,
�- , ... , .
' ,
,
" 0 , Ru"""'Yc&""'�"'"
;;JEPPESEN INIRODUCTION 21 FEB I)( ltH

ICAO RECOMMENDED AIRPORT SIGNS. RUNWAY AND TAXIWAY MARKINGS

RUNWAY TOUCHDOWN ZONE MARKINGS

[Link]/lC�lflon
A touchdowl1 zone mal1<.1ng II provided III Ihe toUChdown zone of a peved precision eppwoch runway and and
[Link] approaeh runway or non· Instrument runway wherl! additional Identification of the touchdown
lOOf! Is required

LOCitlon and [Link],tlet

A touchdown zone marking shall conlill of pell. 01 re<:timgular marking. Iymmetrically disposed abOut the
runway eente�l� �th the number 01 palr, relaled 10 the landlflg distance ava�able (lOA)
A 100000000wn lOl'lfl markirlg ,hall conform to "ther 01 the two Noway panernl $hown below

RUNWAY AIMING POINT MARKINGS

Application
An alml11g point marking Will be provided at eaCh approach end 01 a paved Instrument or non·lnstrument
runway

LOClllon and Ch,rattan,tlc,

An IJiming poim marlrmg eon.!i.!l.! of IWO eon8pic�S stl/pIS Inconformity with/he dimen.!ion.! shewn for the
ruoway palle,.,s in !tie example shown uncler "Ruflway Touchdown Zone and Aiming POint Markings"

C jEPPfSEN SMloE�SON, I NC :10)< ,.ll RIGH TS �ESE""" O

". 21 FEll 0" INTRODUCTION ,PEPPESEN
ICAQ RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

RUNWAY TOUCHOQWN ZONE AND AIMING POINT MARKINGS

(contlnu&d)

-
....
,
r

.J.
I ,J UCHDOWN -1::���;JL;T OUCHOOWN

r "'RKINGS
ZONE ZONE
MARKIHOS
(492')

I
150m
(492')
I r

IMINO PO'
MARKINGS
N.�,t-:::;r��;dl
IV
30m (9S') 10
60m11S7')
",.
"
(1184') 411\ (13') 10
10m (33')

I-

I;
" . r 4DOm
(492')

I
(1312')

"OOm
r-
�8m(59') 10
22.5 m(H')
( 1312')

I
1.8m (8') WIDTH
RUNWAY
1.5m (5') SPACING
22.5m (74') MIM
LENGTH
20 20
150m 150m
(492') (492')
L L
I

1 1 11 1 1
[Link] INTRODUCTION 27FE8 � 169

ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

RUNWAY SIDE STRIPE MARKING

AppUeatlon
Runway &ide stripe markings are provided between Ihe Ihresholds ola paved runwa� Wher, Iher, I. lad<. of
contrast be1ween the runway edges and !he IIhoolde,., Runway � wipe markings are provided on ptecltlon
approaeh runways,

LoeatJon and Ch.l1Ieterlltlel

Runway Side stripe marlungl coneist 01 two '!ripes, one placed alongald1 edge 01 the f\lnwuy no more Ihan
30m from the runway cenllf1lne regardleas 0I1t1e runway widtti

DISPLACED THRESHOLD MARKINGS

� l/P" T.m

I ",

•
AAAAA )g:r Mi nimum
+
I
Transversa
Stripe

Dlsplacld

A Thrnhoold

o
TEMPORARILY DISPLACED TEMPORARILY OR PERMANENTLV
THRESHOLD DISPLACED THRESHOLD

CLOSED RUNWAYS, TAXIWAYS OR PARTS THEREOF

Applieatlon and Location

A closed marking will be displayed at each end 01. runway 1)1" portion thereol, declared permanently dosed to
use by all aircraft. AddItionally. marl<.ings are placed &0 thatlhe maximum int&fYal between the marl<.ings does
not exceed 300m. On a taxiway. a elosed marking shall be placed at least at each end 01 a taxiway or portion
tl1ereolihat is closed.

Charaeteristies
The closed marl<.ing is shaped like a cross. The marking is wMe when displayed on a runway and yellow when
displayed on a taxiway

NON LOAD-BEARING SURFACES

The boundary between load-bearing r;urfaees and non load-bearing surfaces. sud"i as shoulders for taxiways.
holding bays, aprons and other non ![Link]·bearing surfaces which, II used, might rellUlt In damage to Ihti aircraft
Ine lndicated by a taxi side stripe_ This marking conlist. of a pair of solid lines the same color as the taxiway
centertine marking.
170 17 FEB ()oI INTRODUCTION :;.JEPPESEN
ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

PRE·THRESHOLD AREA MARKING (CHEVRON MARKING)

When the pa�ad wrtace prior to the thrHhold uceeds SOm in length and Is not luililble few UN by aircraft, the
IIntlre length will btl marlled with. chevron mal'lling (preferably yellow) pointing In the dirflCtion olllle runway
thre&hoid.

THRESHOLD
- PRE·THRESHOLDAR EA - (
> RUNWAY
CENTERLlNI:

) )

END OF ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

""'!'I!IIJJEPPESEN 1 4NCl'I 08 INTRODUCTION 171

APPROACH CHART LEGE ND -EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

P ubH,,"tlon 01 m i n im um. doe. not [Link]. a uth or it y lor their u ... by .U op er ator •. E ..ch Individual
op eralor mu.t obt ..ln . pp ro prlilt.. epprov
..llor th e ir u••.

GENERAL Specif�110<l8 are IoolrloloO. RVAlCMVNtS

(I!lOrlS
Beginning irI NOvember 2008 Jeppesel1 wm r ep l_ valuo5 alo $hOwn In mee5url ng Url�S as reported by
IhI! current JAR-oPS I min im ums wrth tne new the OOll6rnlng egoney.
mlnl muma Introduoe<l bY the 2nd amendmeot to AOM lor l ake-olf end lafl<llng ere ellhe. shown on
EU·OPS I. Jeppesen 10Slrument Elpptoacn or aerodrome challs
Tne -SI"nd,rd" label In !he upper kill corner ot the Of on a Mp arale minimums IIstlog. Landrog min·
minimums DOX in<Ucatea thallt1e mlmmumsare ba&e<:l Imums w in be showo as RVR, but valves above
00 EU'OPS I (Subpart E - Appendix 1 n_ lo OPS 2000m will be deslgoalod as COIWetled Meleorolog­
I .30). The -JAA·OPS· la be l In the upper lell cor­ Ir;aJ Vis�lIily. prel/ll;ed "eMV'". Take-olt minimums are
ner of th e mon,mums bOx Indicate s that ttle mln,murns ShOwn without prellx because they are either RVA or
we based O<l JAR-OPS 1 Of EU-OPS 1 (Su bpa,t e - VtS ClrcHng mln....ums . a re always v;5IOilJtles-whlctl
Appendix I old to OPS 1.430). for a del ai !ed excerpt Is lndK:ale d in the circling minimums bo x . For lt1e
01 EU·OPS t mlmmums refer to Air Trallic Cootrol separate mini mu m s Ustlfl\ls AVA. CMV and VIS are
(ATC) Series 600 pages. ilWev;III6(/ liS R. C /lfId V. 7116 /allowing IlItIIe i$
used 10 convert a reperl ed VIS into RVRlCMV .
.)(!ppeserl charted rnlrllmums 8'0 nO! below arly
Stale-provided min im um s. Higher existing minimums
lor FAR 12t Gp(!ralOr s and thos6 appl ying u.s. Oper-

CONVERSION Of REPORTED MET VIS TO RVR/CMV

RVRI CMV . Re orted M ET VIS x

Lighting elements In operation
o Nt ht
HIAlSand HI�L . .. '. 0

A al ii h\l Installation o1t\er than IIbtwtI '0 "

No r h �n '0 Not A licable
NOTE. Mesr 01r/le samples locus 0fII)'Ctl the rel6Vllnt IfIcaUOn tIlal Low VI/iH)ll lty Procedures (LVP) have
mol:)rmaoon of rIIfl relared paragrupfl. Odter sectJbns been established anOafll In fofce. R'/RNIS IrX IhtI
wlrhm Ihe S8mP/e. life intentionally left Ol8rtk. Inillal part 01 IIIkG-olI run can � replaced by Plio!
assessment. The multiple AVA requ lr emem means,
TAKE-OFF MINIMUMS that lhe required RVA vakle mwt be IIChkMld 101
The appIlcallon 01 these mlnl m�m s may be limked aU 01 Ihe ,elevant RVR repor l ln g poInt8. except lor
Ill' ttle obstacle envlrCtlmet"lt iO tile t a �,,·otf and the In�,al pan, wnlch can be delermll'led by pilot
(l&paflur. afes. The RVANIS minimums a,1I deter· assessment. Approved operators may re dllCB their
mlneol to e nsu'e the v isu al guidance 01 lhe take-ott taka·ol1 minimums 10 125m (alreral! categori&s A, B,
run phase. The subsequent clearance at ObStllCIeG C). 150m (CIl.I89OI"Y 0) or 10 75m (all categories) with
ill th e responsibility 01 the operator. Low visi bi lity an appfoved lateral guklal"\ce syslem.
take-olt" with AVRNIS below 400m requires the vel-

Sample 0 1 Teke-oll Minimum.

LV' Must be In f"r�.

""" ,.... ,,"" ,,,,.,,

"'''' ""'.,,

CIRCLING MINIMUMS elrcling minimums (OHIMOH or RVRNIS). the elr­

Clrcnng minimum. WI. o nly be ehartad II II cfrcllng cl ing MOH or vl8lbH�y will be raised 10 malch lI1e
OCA(H) or M()A(H) I. provlOed by lt1e procedure Inra�hHn ml!1imums.
lOurce. 0\1"18"""". tne c ircling box w iU be remoV8d.
It circ�n g III [Link]
� will be noted In the notllS box of lI1e Briefing Strip
headef Where atralghHn mlnomumlare higher lI1an
172 INTRODUCTION 14 NC1\! OIl �JEPPESEN

APPROACH CHART LEGEND - EU-OPS 1 AE RODROME OPERATING MINIMUMS (AOM)

NON·PRECISION APPROACH The IIIleflll parI of !he missed approach procedure

MINIMUMS AND CHART PROFILE must be l\own Via the MAP unless lItatod olherwise
lf1 the procedure. N{lrmal'V only COFA minimums afe
VIEW
snown. These are klenti!ied by !he vee 01 II OA(M),
Aecortll!'IQ 10 me EU-OPS Iltqllll'amerl!l. aU r\Q(l-Pru­ JePP9Mtl does not include an add� when pub­
eiSkln BpprOllC/'les shall !)e llown ulliflg the continu­ hhlrlg II CA(H) lor a COFA [Link]/on approact\
ous (laKIn! tln., approaCh (CDFA) technlClll8 with Non-CDFA mlnlm\Jms are 6hown if1 ex�1orIa1
decillion altltude (height), and the missed approach cises 81'1(1 k:lenl,lie(l DY an MDA(Hj.
shall be executed wheo reachlog the D"lH) or the
missed approach point (MAP). whicheverOCCUIS 11111.

Sample of Non-precision Minimums (eOFA)

SfflAIGtfl· ! N l ANDING f/;WY 07

'>A{", 680'1419')
f-
• M
-
A
!I'I� 1500m 11'/. /50Om
•

C
1M! 16� 1M! '000...
,

snAI�f- IN LANDING �W'f O '

o"'f",680'(4'':'''' ""'III"! 680'(419")

f-
At our • ., -
A
IIVl 1:50am 'VII 1:50Om IIVl 1800m CM�'J1OOm
•
C
.VII /6oOm 1W'J()(J0m ..... ,000m CM�UOOm
,

Thl! pro!He dapoclion will be modifoed \0 sh o w the con­ Sample 01 timing vs altitude
IInIiOUS de9Cflflt on final approach. Soure.,..pubIished
mimmum altitudf!s will be s hown as SIIgmenl min· i
lG lctr: 5000 '
mum altitudas in Iha profile{grey shadadbo�). These
minimum attau des are Iypically provided lor obstacle ]_60� 20, <0, ", BO, 100s
cleamroca and mUSI nor b!I 00101100 10 remainclear of
obstacles 0( terrain. 90 kr -4.10' "620' 4430 ' "2-40' 4050'
If nor published by \he procedure $OU"', a table 120 kr 4150' 4490' 42"0' 398O' 313O'
depicting DME vs altitude, dislar1C$ vs altiludtt. o r
liming va all,jU(!e will b G calculat(ld by Jewesen 1-(0 kr "'10' "410' "110' 3120' 3520'
and shown above Ihe proftie view The liming table
160 kr 466O' <1320' 3980' 3650'
lflclu<IQs Ii1e �I angle, the FAF and Ille allilude
81thll FAF. AIllludes a.e calcUIaIl:ld lor 20. 40, 60. 80 lao kr 4620' 4240' 3160'
and 1008 [Link] FAF and ale based on o;p8eds Of 90,
120, 140. 160 and 180kl. Only a!tiludes ab<:I...e !he
dedalon allilude are provided Where COFA m....imums
. '"8 Iihown, the prolile w�\
be modified 10 deplc' ttle OO(l1\nuouS delleenl. The
mined approact1 pull·up alrow � shown alma pOlril
where the decision nelghl Is raact'led. There Is no
level segment deplclO<l prior to the MAP, and meMAP
Is shown as putlhshed by,he procedure source
-."... JEP PESEN 14 NCN 118 INTRODucnON 173
APPROACH CHART LEGEND _ EU-oPS 1 AERODROME OPERATING MINIMUMS (AOM)

INJOAoll '.0 ' .0 ' .0 ' .0 10.0

ALtIlU)£ 3620 3940'

2 Min
[TCH SO" 05.0
I �
...... � .•...
A r 2930'

In exceplional cases it may be necessary 10 IllChide

CDFA and non-COFA mtnimums. Wh8fe Itlis OC¢UfS,
a level segmem is shown prior 10 lhe [Link]
approach poir1l and 1h6 pull·up afTOW Is shown
allhe MAP.

��:r��__ S:�9 ;O �O �����J:�-"�� 2 Min

(TCH 52'1
- -

CAT' PRECISION AND APV

APPROACH MINIMUMS
All AVA of less man 150m may tie used under 1!"Ie
eond�lons 8. 10 d. sllown below (Full COlumn). 0111·
e!Wlse lhe AVA Is timiled 10 750m Of above (limited
COlumn).
a. CAT I operations 10 runways wilh FALS and TOZ
and CL and with deetsion heighl 01 200ft or
b. CAT I operaHons!O runways with FALS oot with­
out TOZ and/or CL when using an approved
HUOLS or an equlvalenl approved system or
c. CAT I operations 10 runways with FALS but w ith­
oul TOZ and/Of CL when condu-clli'lg a coupled
or Ilighl·dlreclor·llown approach to a decision
height not less than 200tI Dr
d. APV to runways with FALS and TOZ and CL
when USWlg an approved HUD. but 'lOt below
AVA 600m.
174 INTAODUCTION lU
o �JEPPE5EN

APPROACH CHART lEGEND - EU·OPS 1 AERODROME OPERATING MINIMUMS (ADM)

SlImp ls of CAT t Minimum. {FALS .. ell

-
'"

' � U'(260')
A,,·I2S8'(200', CI�
a"IH}
D , 138"��o'
• •
- --
•
""�$$Om IIY� 1200m
• .".1 150 m
-
, 1M1600m IMIISOOm

0 IMIBOOm IMIBOCm 1M1150i1m

Sample 01 CAT I Minimums (IALS)

'"

"",H ,
As:1258'(200'} C:1318'(260')
0: 138a'(.J�o·1
-
A
.>n75Om lV_,Mam
•

, ""�8(JOm IMIIJOOm

0 IVI 1100m IIVt/SOOrn

SlImple 01 APV MInimum. {FALS .. TOZ .. ell

.- "

lNAV/VNAY
1M/",1308'/150'}

•
-
•

, ."'75OmB iI'I.,JOOm

DWI," T01, (1 ""oS HUD: IIVR b OOm

LOWER THAN STANDARD CAT I Tile minimum AVA Is 300m. But lor category 0 it IS
MINIMUMS required tocol'lduct an autoland. Otherwise, the m,nI­
mum AVR is 350m: how_r, tfIls Yaloo;s not charted
Operators must be approved by their aulhorlty t o
on standard Jeppesen charts.
conduct lowe, than standard CAT I operabOlls. For
approved operators. lallo<ed charts will DEI created
on customer reqUil5t.

CAT II PRECISION APPROACH

MINIMUMS
Minimums 11111 IIppUcllOIe to EU,OPS approved oper·
atol1l 11$ weM 85 to FAR t2t operators lind those
IIPPlylng U.S OP6ratlons Sp!H:lfications (OpsSpecs).
Higher II�lstlng minimums 1(1 accordance with U S.
OpsSpeee ere footnol&d.
� JEPPESEN 14N0108 INTRODUCTION 175

APPROACH CHART LEGEND _ EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

Sample 0' CAT 11 Minlmuml

nRAIGWT,lN lANDING R WV 04
(AT If IlS
AICD t...CH
RA 141' RA 184'
D.o(HJ 855'(loo') D.o(HI817' 111'

�V1! JOOm D 11V11400m

D ep..atoro applVlng U,S. Op. $p«.: ...utol ...... or HGS 'M\Ulr..! below RVR 350m,

OTHER THAN STANDARD CAT I I n minimums but IflCIudes COlumns for condijions with
PRECISION APPROACH MINIMUMS and wllhoutllghts. An RVR 01 400m or below C9J1 only
be used !I CL are availablo. Whero the higher value
These minimums will only be publishe<j ij the proce·
01 450m is shown iI1lho oox. the lower value, which
dure i$ approv&d lor their use by the aeroorome's Civil
'&qulres Cl. is added as foolnote.
Aviation Aulhorrty. Charling is similar 10 slandard CAT

Sample of Other Thlln Standard CAT II Mlnlmuml (FALS + CL)

...IGHT · IN lANDING RWY 04

STR
CAT IIILS
ABCD lACH
RA 141' RA 184'
o,oIH}855'OOO'} {)A1"1871'Olr
,

1IVIt450ma M700m 1I;Y.450m M700m

a Will'! (L: CAT A , B & ( RVR 3$Om, CAT 0 RVR .0Om

Sample 01 Other Than Standard CAT II Mlnlmuml (IALS)

STRAIGHT- IN LANDI NG RWY 04

CAT II ILS
AICD LACFT
RA 1.41' RA 184'
0"(H,855 '(lDO') ""(H/811'(I12'
" ,

M450m 1M 700m !1V115 00m 1M! 700m

CAT III PRECISION APPROACH /

MINIMUMS
CAT III minimums Ire only Charted on 13,Iorlld char's
or on m, ....rllne Chari $&fle$ (CAO) Tfle (leplcllon
d&pands on the customer's ap p roved fTllnlmums (a"­
CflIIt category or alrcratllype).
176 INTRODUCTION �JEPPESEN

APPROACH CHART LEGEND - EU'()PS 1 AERODROME OPERATING MINIMUMS (AOM)

STRAIGHT-IN LANDING RWY 16 [Link].1O. l AN� �

'" tOC (GS 0",1 Prohibit"! South 01 . _
",y ,
CAT IUA CA , " CAn wlwn tFllj_IIA ..:1ive
,. ,.
RA 105' .. 756" 1)( r 830'12' ,
WI.
1/.0 local "TS II
",, 50' o .. r�! 656 �loo· , -, • �, " ,
�.
,,, MA4j�) _VIJ_ ""'..(H,_VII_

1 1 90'�NOOm 1530' oo..,

'" ('�4')
c
� �, � � (9'14 '/ U
IVI200", ....�JOOma "'m "Om ' ''''''' ,-
�
,, -
1290' 1600'
, '" (7J4 ,)J600m(I044'l6(X)m
D Ope•••o," applyl l'lO u.s. Opl [Link]: ...... 'ollO'ld 0( I1GS • ...,. 1,.., below 1IV11 3SOm.
o Circling ....Ight D.,.d on ,wy 10 dllpl th,.... .Iev of 556'. II NIGHT: 001 AUHIOlllztO.

AERODROME MINIMUMS LISTING

On customer request the mif1lmums may be made
availableon a minimums liSting page. The listings are
irldexed as 10-9S. 2(HIS. elc. This listing isan k1lerim
SQiulX>n until al! afflK;ted approach alld aifport chints
are OOfMlrted 10 the new minimums .

EDCM/RLI
[@]])
�JEF"F"E5EN
2 1 � ' OS KAMENZ,

"
OContil'>UOUi Descent Flna! ApprO&Ct.

0 0' hlgt..r ml"lmum, precedlnv ",eight-I" approach

[Link] RWY I ILIR 29l/R

250m
AOOm "'m
-=>!I!I!!III' JEPPESEN l ' l¥:N 011 INTRODUCTION

APPROACH CHART LEGEND - EU·OPS 1 AERODROME OPERATING MINIMUMS (AOM)

DEPICTION OF EU-OPS AOM IN CASE

OF EXISTING STATE MINIMUMS
It Sliue minimums aflll oHieial� publlthed, the depic·
Hon ot AOM may dittuf from 1h4' Slar-dard depiclion
where all values are e�pressed as AVA or eMV.
II. II AVRlCMV and VIS are charted tog&tMr, the
AVA vatue � compulSOry. Ii no AVA Is reported.
the VIS hilS to be uS&d wlll"tOul CO<1verslOO.
b No prefiJ Is charted II AVRlCMV andVIS is Ide...•
tlcal. The reported AVR Is compulsory. If no
RVA Is reported. lI"te VIS hils 10 be used witl"l·
oul OOl'lVlllrsion.
c. II only VIS is charled, !hili VIS has to be used
wllhout conversion.

I
:;JI!PPI!SEN INTRODUCTION 22 JUN () l 2.,

Nav2OQ1
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

PROVIDED FOR USERS OF JEPPESEN NAVDATA SERVICES

PREFACE
The purpose: In providing ttle information contained In ttlese pages Is to highlight the major dif·
ferences between Jeppesen's NavDala database and Jeppesen's Enroote, Area, SIO, DP,
STAR, Approach, and Airport Charts.

Airways, departure procedures. arrival procedures, Instrum&nt approach procedures, and

other aeronautical information is designed and created by more than 220 countries around
the wOrid. The information created by them is designed according to ICAO PANS OPS in
most countries and according to the United States Standard for Terminal Instrument Proce·
dures (TERPs) for the U.S. Bnd many 01 the other countries.

The basic design for most aeronautical information contained in instrument procedures has
been created for the analog world. The art of entering data Into an aeronautical database is
one that balances the intent 01 the original procedure designer and the requirements 01 FMS
and GPS systems that require airborne databases.

All of the illustrations in this paper are from Jeppesen's library and are copyrighted by Jeppe­
sen. The paper wiff highlighf differences that wiU be found in Ihe charts and databases pro­
duced by all the suppliers.

Virtually all the aeronautical databases afe loaded according 10 the sp$Cifications In the Aero­
nautical Radio, Incorporated (ARINC) 424 standard "Navigation Databases.' While the
ARINC 424 �Iflcation covers a large percentage of the aeronaullcal requirements, II Is
Impossible 10 write a specification that covers every combination of factors used to design
and fly instrument procedures. Many 01 the differences between charts and databases are
because there can be no standard implemented to have the Information In both places
depicted the same. There ara some cases where It Is desirable not to have the information
the same because of the different type of media where the information Is displayed.

Any attempt to detail the many minor differences, which may arise under Isolated cases,
would unduly complicate this overview. Therefore, the information provided Is an overview
only, and only major differences are included.

There are many dffferent types of avionics equipment utifizing the Jeppesen NavData data­
base. The same database information may be presented differently on different types of air­
borne equipment In addition, some equipment may be limited to specific types of database
information, omitting other database information. Pilots should check their Operating Hand­
books for details of operation and information presentation. A major factor In "apparent" dif­
ferences between database and charts may be due to the avionics equipment utilized. As
avionics equipment evolves, th8 newer systems will be more compatible with charts, however
the older systems will still continue with apparent diffefeflCBs.

Due to the continuing evolution caused by 8eronautlcal information changes affecting both
database and charting, items described herein are subjeCt to change on a continual basis.
this document may be revised tor significant changes to help ensure Interested database
users are made aware ot major changes.

A brief Glossary/Abbreviations oflerm5 used Is provided at the end of this document.

202 22 JON 01 INTRODUCTION [Link].I!N
N.v2001
AERDNAUnCAl.. lNFDRMATlON NAVDATA DATABASE AND CHARTS

DIFFERENCES BETWEEN JEPPESEN DATABASE AND CHARTS

1. EFFECTIVE OATES

AERONAUTICAL INFORMATION CUT-OFF DATES

Because 01 the required lime II takes to physically get the database updated, extracted, pro­
duced, delivered, and loaded Inlo FMS/GPS systems. the database cut-off dales (when aero­
nautical Information can no longer be Included In the next update) are often earlier for
databases than for charts. This may cause information on charts to be more current than the
information In databases.

The ICAO Aeronautical Informalion Regulation and Control (AI RAG) governs the 28-day
cycle between effective dales of aeronautical information. These are the same effective
datas used for aeronautical databases. Because governments may use slightly different
cycles, there afe differences between charts and databases. Charts typically use 7-day and
1 4-day cycles for terminal charts and 2S-day and 56-day cycles for enroute and area charts.

2. GENERAL. DIFFERENCES

GENERAL. - CHARTED INFORMATION NOT PROVIDED IN THE JEPPESEN NAVDATA

DATABASE

Not all the Information that Is Included on the charts Is Included In the aIrborne database. The
fOllowing Is a general llsllng of some of those items. More specific Items are Included In Indl·
viduel entries throughout this document,

Altimetry:
QNHlQFE Information
Alternate altimeter setting sources
Intersection formations (radials, bearings, OM E)
Terrain and Obstacles
Airport Operating Minimums
landing. lake-off and alternate minimums
Airport taXiways and ramps
Some types of special use airspace and controlled airspace

>
IlJEPPESEN SAHOERSON . He .• 200 , . AU AlGt<TS AESERV!;[).
[Link] INTROOUCTION 22 JUN 0 1 2.3
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

2. GENERAL DIFFERENCES (Cont)

MAGNETIC COURSES, DISTANCES

Because of dllferenl magnetic mOdels used In airborne syS1ems, a magnetic course read on
the altbotne system may dJlfer tram the charted magnetic course. Avlonk:s computed dis·
tances may disagree with charte(! distances. DiHerences may appear on airways on Enroute
Charts, and on Illght procedu res included on SID, OP. STAR, Approach, and Airport charts. In
addition, when the database requires a specilk: course to be nown from "A" to "B", the diller­
ences In magnetic variation or VOA station declination may resuH In a "jog" between the two
liKes In lieu 01 a direct tracle

REFERENCE DATUM
Not all States (countries) have complied with the ICAO Annex that specifies the use of the
WG5-84 reference datum. OJlferences in relerence datums can cause significant "accuracy
bla�" In the fla�iga\\on guidance provided by a'lloflics systems. � lisling 01 the Stales thaI
have published their coordinates In WGS-84 can be foond on Jeppesen's web s�e at
wwwjeppesencomon
l j
ln
e ou
bstw
Q s-84,
o ht
m l.

3, NAVAtDS

COMPLETENESS· Because 01 the duplication of identifiers end other lactors, not all charted
navalds are Included In the database.

NOB AND LOCATOR IDENTIFIERS

As an example 01 the differences between the display lrom one avionics system to anolher,
some avionics systems will display the Foley NOB as -FPV":

Some avionics systems !nclude a sunix �NB· after the NOB ldent!liers and will display Ihe
Foley NOB as "FPYNB'. For NOBs and locators with duplicate Morse code identifiers that
are located within the same State (country), they may only be available using the airport Iden­
tifier lor access.
204 nJUN01 INTRODUCTION n�EPPE.I!N
Nav2001
AERONAUTICAl.. INFORMATION NAVDATA DATABASE AND CHARTS

3. NAVAIOS (Cont)

LOCATOR IDENTIFIERS
Most loCators In \tie United Stales have unique five·jetter names, but most Intematlonal loca­
tOfS have names that do nol have five letters.
Some systems may display U.S. locators as 'CASSE',
Some systems may display U.S. locators as °AP',

DUPLICATE NAVAIO IDENTIFIERS

There are numerous duplicates in the database. Refer to your avionics handbook for the
proper procedure 10 access navaids when duplicate identifiers are involved.

Not all navaids in the database are accessible by their identifier. Some navalds, tor reasons
such as duplication within terminal areas or lack of complete Information about the navaid,
ale in the waypoint liIe and aTe accessible by their name or a'obnwla\ad name.

4. WAYPOINTS

WAYPOINT DATA8ASE IDENTIFIERS

'Database Identifiers' relers to Identifiers used only In avionICS systems utilizing databases.
The identifiers are no\ for use In flight plans or ATC communications; however, they are also
Included In computer flight planning systems. They may be designated by the State (country)
as 'Computer Navigation Fixes' (CNFs). or designated by Jeppesen. To facilitate tha use 01
airborne avionics systems, the identifiers are being added to Jeppesen's charts. Both the
CNFs created by States and the Jeppesen·created database Identifiers are enclosed within
square brackets and In italics.

Jeppesen's ultimate goal is 10 Include aJi database identifiers lor all waypoints/fixes on the
charts.

Enroute charts include the five·character Identifier lor unnamed reporting points, DME
fixes, mileage breaks, end for any reporting point with a name that has more than live
characters.

SID, DP and STAR charts are baing modified to Include all identifiers.
[Link] INTRODUCTION 22JUN 01 205
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

4. WAYPOINTS (Cant)
WAYPOINT DATABASE IDENTIFIERS (Cont)

Approach Charts

VNAV descent angle Information derived from the Jeppesen NayData database is being
added to approach charts. Identillers are shown tor the Final Approach Fix (FAF), Missed
Approach Point (MAP), and the missed approach termination point.

State-named Computer Nayigation Fixes (CNFs) are show!"! on aD applicable charts.

GPS (GNSS) type approach charts include aU database identifiers.

,,-...� .

�
�080t... J
.!!... � I
X
(AWIZO/

COMMON WAYPOIHT NAME FOR A SINGLE LOCATION

Goyernment authorities may give 8 !"I8me to a waypol!"!t at a give!"! location, but not use the
name at the same location on other procedures In the same area. The Jeppesen NayData
database uses the same name tor alt multiple procedure applications. Charting is limited to
the procedureJs where the name Is used by the authorities.

FLY-OVER versus FLY-BY FIXESIWAYPOINTS

In most cases, pilots should anticipate and lead a tum to the next leg. The database indicates
when the li)[ must be crossed (liown-oyer) before the turn Is commenced. The fi)[ is coded as
fly-over when the requirement Is Inferred or is speclfled by the governing authority. Fi)[es are
charted as Ily-oyer fixes only when specified by the governing authority.

Fly-over lixes have a circle around

the fi)[J'waypoint symbol. No special ?fESOV
,-
charting is used lor Ily-by lixes.

UlOGO and ROTGO

"
Are fly-by waypoints. ,

RW03 and lESOV

Are fly-oYSr waypolnts.
206 22 JUN 01 INTRODUCTION

Nav2001
AERONAUTICAL INFORMATION NAVOATA DATABASE AND CHARTS

5. AIRWAYS

"TS ROUTES
Airways Identified as ATC routes by States (countries) cannot be uniquely identified. They are
not Included 11'1 the Jeppesen NavDsls database.

OID
------���----
DESIGNATORS
Jeppesen NavData database airway designators are lollowed by a code Indicating ATC ser­
vices (such as A for AdviSOry, F for Flight Information) when such a code is specified by the
State (country). Not all airborne systems display the ATC services sutlhf.

I'" G!D
I...511
fl

ALTITUDES
Minimum Enroute Altitudes (MEAs), Minimum Obstacle Clearance Altitudes (MOCAs), Off
Aoule Obstade Clearance Altitudes (OROCAsj. Mallimum Authorized Altitudes (MAAs), Min­
Imum Crossing Altitudes (MCAs), Minimum Aect'lpllon Altitudes (MAAs), and Route Minimum
Route Off·RoLlIS Altitudes (Roule MORAs) • • These minimum altitudes for airways are not
displayed In most avIOnics systems.

MAA FL JlI

---
- li:illQl
'" --
'- -
No ,).. ,IOOT
UoeI.

CHANGEOVER POINTS
Changeover points (other than mld;Xlint between navaids) are on charts but are not Included
in the Jeppesen NavData database.

"

,
L
"
:[Link] INTRODUCTION 22 JUN 01 207
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS
6. ARRIVALS AND DEPARTURES

PROCEDURES NOT IN THE DATABASE

Jeppesen publishes some officially designated departure procedures that include only text on
IFA airport charts beneath the take-off minImums. They may be labeled 'Departure Proce·
dure', 'IFA Departure Procedure", or "Obstacle DP'. Most 01 these are U.S. and Canadian
procedures, although there Is a scattering 01 them throughout the world. Any waypoinVllx
mentioned in the text Is in the Jeppesen NavData dataoase. However. these lexl-only depar·
ture procedures ere not in the database.

T""E-QFF " [Link] DEI'AATURE I'ROCEDIJRf

hy 1'1 1.., 35
,. VI • ••1 .W
, "
1
V,
...
iT;
... V,
NA

oaSTACLE DP; Itwy 11, Climbing rlgitt tvrn ta �OOO·

via heading 200' and m R·180 ta NaIwnt 020.0,
befar. ptoc..dlnl1 on cour.. 0.- AS OEARfO av ATC.

Some States publish narrative descriptions of their arrivals, and depict them on their enroute
charts. They are unnamed, nol ldentilied as arrival routes, and are nOl lnclude(l in the Jeppe·
sen NavData database. Some States publish 'DME or GPS Arrivals', and because they are
otherwise unnamed, they are nOI included In the database.

PAOCEDURE TITLES
Procedure Identifiers lor routes such as STARs, DPs and SIOs are In airtxlme databases but
are limited to not more than sil( alpha/numeric characters. The database generally uses the
charted computer code (shown enclosed within parentheses on the chart) o l r the procedure
title, as

CHART: Cyote Four Oeparture(CYOTE.CYOTE4) becomes

DATABASE CYOTE4.

When no computer code Is assigned, the name is truncated to not more than sil( characters.
The database procedure Identifier is created according to the ARINC 424 speclficatiQns.

Database procedure identifiers are charted in most cases. They are the same as the
assigned computer code (charted within parentheses) or are being added [enclosed within
square brackets). Do not conruse the bracketed database Identifier with the official procedure
name (which will be used by ATC) or the otlicial computer code (which Is used in flight plan ril­
Ing).

4GO-FOOT CLIMBS
Virtually all departures In the database Include a climb to 400 leet above the airport prior to
turning because 01 requirements In State regulations and recommendations. The 400-loot
climb Is not depicted on most charts. When States specify a height other than 400 feel, it will
be in the Jeppesen NavData dataoase.

0JEt"PE8EN �RSON. INC.• 2OO . . ....l RlGHTS RESEIIVEa.

208 22 J lIN 01 INTRODUCTION [Link]!SEN
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

6. ARRIVALS ANDllEPARTURES (Cont)

TAKE·OFF MINIMUMS AND CLIMB GRADIENTS

The take-otl minimums and climb gradients that are depicted on the chaf'!9 /lie nOl lneluded In
the database.

TN. SID r'qyl," a cliling and [Link]� ot

1'100-3 IlnO a clImb gIlO\Wl\ 01 1\0'/1>11<0\ III
6000' .
QIICI '�"O· I<II 75 ,eo 1500 200 250 300
4 1 0 ' p., N hI 513 &13 lOiS 1357 n08 2050

"EXPECT" and "CONDITIONAL" INSTRUCTtoNS

·E�pect· instructions, as "Expect to etDSS at 1 1 ,000'" are not
Altitudes depicted on charts as
included in the Jeppesen NavOsta database. When ·Conditlonal" statements such as
"Straight ahead to ABC 8 DME 0( 600', whlche...er is laler", are included on the charts, only
one condition can be Included In the database.

D«II
Ill. 11.7 WQI5 ,U
iq>Kl 10 crl)l'
8, 1 1000'

ALTITUDES
Databases Include charted crossing altitudes at waypolntslflxes. Chart«l Minimum Enroute
Altitudes (MEAs) and Minimum Obstacle Clearance Altitudes (MOCAs) are not included. The
5,()()()-loot altitude at AIANO Is included in the database. The MEAs between SURVE and
the twO VORs are not Included.

STAR OVERLAPPING SEGMENTS

STAAs normally terminate at a lix where the approach begins or at a Ilx where radar vectoring
wUt begIn. When STAR termination points extend beyond the �lnnlng 01 the approach,
some avionics equipment may display a route discontinuity at the end of the STAR and the
first apPrOach nx.
[Link] INTRODUCTION 22 JUN OI 209

Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

7. APPROACH PROCEDURE (TITLES and OMITTED PROCEDURES)

ICAD PANS OPS approach procedure titles are officially labeled with the navald(s) uS&d tor
the approach and are different than approach procedure t1Ues labeled according to the
TEAPs criteria, which are labeled only with navalds required fO!' tha final approach segment.
Because 01 the limited number 01 characters that are available IOf the procedure title, the
name displayed 00 the avionics equipment may not be the same as the offICial name shown
0f1 the approach chart.

The Jeppesen NavOata database, In accordance with AAINC 424 specifications, codes Ihe
approach procedure according (0 procedure type and runway number. 'Simifar'" Iype
approaches to the same runway may be combined under one procedure litle, as ILS Rwy 1 6
and NOB VOA ILS Rwy t 6 may read as ILS Rwy 16. The actual avionics readout for the pro­
cedure litle varies from manufacturer to manufacturer.

Some avionics systems cannot display VOA and VOA DME (or NOB and NOB OME)
approaches to the same runway, and the approach dIsplayed will usualty be Ihe one aSS()Ci­
ated wilh OME.

Currentl}l:
Generally. most Cat I, II, and III ILS approaches 10 the same runway are the same basic
procedure, and the Cal l procedure is In the database. However, In Isolated cases, the
Cat I and Cal 111111 missed approach procedures are different, and only the Cal l missed
approach will be in the database.

Additionally, there may be ILS and Converging tLS approaches to the same runway.
While the converging ILS approaches are not currently In the database, they may be at
some later date.

Some Stales are usmg the phonetic alphabet to indicate more man one 'same type, same
runway' approach, such as ILS Z Awy 23 and IlS Y Awy 23. The phonetic alphabet
starts are the end of the alphabet to ensure there is flO possIbility of conniel with circling
only approaches, such as VOR A.

In isolated cases, proceduras are intentionally omitted from the database. This occurs prima­
rily when navaidlWaypoint coordinates provided by the authorities in an undeveloped area are
Inaccurate. and no resolution can be obtained. Additionally, the AAINC 424 specifications
governing navigation databases may occasionally prohibit the Inclusion of an approach pro­
cedure.
210 22 JUN 01 INTRODUCTION RJepPI!.I!N
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AERONAUTICAl lNFORMATtON NAVOATA DATABASE AND CHARTS

8. APPROACH PROCEDURES (PLAN VieW)

INITIAL APPROACH FIX (IAF), INTERMEDIATE FIX (IF). FINAL APPROACH FIX (FAF)
DESIGNATIONS
These designations lot the type of fix 101' operallOnal use are Included on approaCh Charts
within parentheses when specffled by the Stale, but are not displayed on most avionics sys­
tems.
ARINC 424 and 150 C-129 specifications require the inclusion 01 GPS approach transitions
originating from IAFs. Authorities do not always standardize the assignment 01 IA Fs, result­
ing In some cases of approach transitions being Included In the database that do not Originate
from officially designed IAFs

CUGN!"
""'!

JO<,�
,
lYO..or
(I"'�)
EBESY

BASE TURN (TEARDROP) APPROACHES

Depending upon the divergence between outbound and Inbound tracks on the base turn
(teardrop turn), the tum rate 01 the aircraft, Ule Intercept angle In the database, and the wind
may cause an aircraft to undershoot the Inbound track when rolling oot of the turn, thus affect­
ing Ine intercept angle to the final approach. This may result in intercepting Ine final
approach course either before or atter the Final Approach FIX (FAF).

ROUTES BY AIRCRAFT CATEGORIES

Some procedures ere designed with a sel 01 flight tracks lor Category A & B aircraft, and with
a different set of flight tracks for Category C & D. I n such cases, the database generally
includes only the flight tracks for Category C & D.

CAT A & . -

--"0--800- oz. 0
:;.JEPPESEN INTRODUCTION [Link] 211

Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

8. APPROACH PROCEDURES (PLAN VIEW) (Cont)

OME and ALONG TRACK DISTANCES

Database IOentiflers are assigned to many unnamed DME IbeBs.
0
The Jeppesen identifier is charted on GPSlGNSS type ..
approaches and charted on any type approach when specified as ...
- [CFf7Lj
t
a computer navigation lix (CNF). Unnamed Along Track Dis·
tances (ATDs) are charted as accumtJlative distances to the MAP. �.O NNI
'co OCSAF

OCSAF

J.O NNI
'co Af'Rf}f'

APRUF
[RW/7!]

,,{"
�
, .

APPROACH TRANSITION TO LOCALIZER

\
For DME arc approach transitions with lead-in radials. the Ilx al the transition 'termination
point" beyond the lead In radial is dropped by many avloolcs systems.

West bound on the 22 DME arc. the leg after the 171" lead-in radial may nOI be displayed In
ail avionics equipment.

�.r'--_1.407 PETEY
CO

(1""/
 22 JVN II I INTRODUCTION G.J�[Link]
Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

9. APPROACH PROCEDURES (PROFilE)

VERTICAL DESCENT ANGLES

Vertical descent angles lor most ·stralghl·ln non·precision landings are Included in the data·
base and publish&d on charts with the following exceptions:
1 ) When precision and non·preclslon approaches ate combined on the same chart or
2) Some procedures bas&d on PANS OPS criteria with descent gradients published In per·
centage or in feet per NMimeters per kilometer. However, these values afe being converted
Into angles and are being charted.

'Descenl angles tor circle·ta-Iand only approaches are currently nol ln the database and are
not charted.

In the United States, many non·precislon approaches have descent angles provided by the
FAA and afe depicted on the approach charts. For many 01 the U.S. procedures, and In other
countries, the descent angles are calculated based on the altitudes and distances provided
by the State authorities. These descent angles are being added to Jeppesen's charts.

yo.t
IlIVVIl SHOEIl
1 1
2700,
(Xl"') r--OO,,\o... 1
1
1
�
a
"�6d
9r ' •.:�U::':t..
I �"'
'�WJ¢I
1'('" � ' ,
,-
1 1 ...�.
.. !:' . .'"
10.0 .., ,
"" ·K " " " ,� '" '" '"
1200' 2.00'
-&-
_ ..", • • • •

t ,71
GINER
JHOI' .. "A� . , ' : 11 3:20 3:00 2:3(1 1:08 1 : 52

,
ASYlJI!
5000' r-(O'O�O4000'
GA VFU
YAXDU �.S ""

�
(4JUj toftWl"

� I 1tW#,.
("J"4 )

02S00'(J1J4') wt..n
2300'
' 3
( 16J4 ! ' TCH 55'

�K"
1529 . M/
•
•,nhorlled &, ATe.
••• M 2.6 ,,u"l)1 u
' ::: {
f rou666'

o..c
... , I•

lUI,. . , .WlN
.
"
." ..,
" '" '" '" '"
'" '" ". ."
.�, ,
�. 4000 '"!
t
,
'
090-
cou,..
�YOHY
The descent angle aCClJracy may be affected by temperature. When Ih8 outside air tempera·
lure Is lower than standard, tha actual descent angle will be lower. Check your avionics
equipment manuals since 80me compensate lOf nonstandard temperatures.

OJEPPESEI< SN<OE'ISON, INC.. 200 1. AU. RU

lH1'S RESERVE
, D.
RJEPPESEN INTRODUCTION 22JUNOl

Nav2001
AERONAUTICAL INFORMATION NAVDATA DATABASE ANO CHARTS

g. APPROACH PROCEDURES (PROFIL.E) (Cont)

DATABASE IDENTIFIERS
For approach charts where the descent angle Is published, all database identifiers from the
Final Approach Fix (FAF) to the missed approach termination point are charted in both the
plan and prolile views. When an FAF Is not specilled, the NavData database Sensor Final
Approach Flit (FAFl ls Included In the database and Is chart&d.

FINAL. APPROACH CAPTURE FIX (FACF)

Databases Include (when no suitable tlx is specified In source) a FACf tor localizer based
approaches and those based on VOR OME, VORTAC. or NOB and OME. In most cases, it Is
the fix Identified as the intermediate fix. The FACF Is charted Ollly when specHled by the
State.

GPSlGNSS SENSOR FAF

The Jeppesen NavData database Includes a sensor tinal approach fix when the approach
was not originally designed with an FAF, and they are charted on "GPSlGNSS type"
approaches.

NOB
r-124°___
{FFJIJ

TOZE 1 . O' 4.0

FINAL. APPROACH FIX (FAF), ILS and [Link] APPROACHES

There may be several types 01 fixes charted at the same FAF location - locator, waypolnt,
intersection, DIv1E lix, OM, or perhaps an NOB Instead of a locator. Since many airborne nav·
Igation systems with databases don't store locators and NOBs as navalds, a lour- or five­
character Identifier will be used lor the FAF on ILS and localizer approaches. The four- or
five-character Identifier assigned to the FAF location is contained in the waypoint OJe 01 the
Jeppesen NavOata database.

II there is a named intersection or waypoint on the centerline of the localizer at the FAF, the
name ol lhe lix will be used tor the FAF locaion.
t

The FAF must be on the localizer centerline or the avionics system will fly a course that is not
straight. Frequently, OMs and lOMs are not positioned exactly on the localizer centerline,
and a database lix is created to put the aircraft on a streight course.

When the LOM is on the centerline and there also Is a named Intersection or waypolnt on the
centerline, the name of the Intersecion or waypolnt will be used for the FAF. For CHUPP
t
LOMllntersection, the database Identifier is ·CHUPP� beCause there Is an Intersection or
waypolnt on the centerline 01 the localizer at the FAF.

�PPES Hi SAIIOiO/lSON. 1N C. ,001 �L1."'G/"s ,... �n wr.o

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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

9. APPROACH PROCEDURES (PROfiLE) (Cont)

FINAL APPROACH FIX (FAF), ILS and LOCALIZER APPROACHES (Coni)

When the ILS or localizer proce·

dure Is beIng IIown from the data·
base. the four- or IIve-characler
name or identifier such as
CHUPP, FF04, or FF04A, elc. will
be displayed as the FAF.

II the LOM Is not on the localizer

centenine, an Identifier such as
FF04L may be the Identifier lor
the computed "OIl center1ine" final
approach fix for runway 04l. If
there Is only an ouler marker al
the FAF, the FAF identifier may
be OMQ4L.

When there Is no Intersectlon or waypolnt at the FAF such as al the MONAY LQM, the data­
base ldenUfler will be
'OM09' if the LDM Is on the centerline, and
"FF09' II the LOM is not on the centerline.

In some systems, to access the locator on most ILS and localizer approaches, tile Morse
code Identifier can be used.

In the United States, virtually all locators have a five-letter unique name{ldentifier so lIle loca­
tion can usually be accessed In some systems by lIle navaid Morse code identifier or lIle live­
letter name, In some systems, lila locator is accessed by the name or by adding the letters
°NB' to !he Morse code Identifier.
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AERONAUTICAL INFORMATION NAVDATA DATABASE AND CHARTS

9. APPROACH PROCEDURES (PROFILE) (Cont)

NAMED and UN·NAMED STEPDDWN FIXES, FINAL APPROACH FIX (FAF) to MISSED
APPROACH POINT (MAP)
Named and un·named stepdown fixes between the F,6.F and MAP are currently not Included
In the databases, but will be added In the future. They are allen OME fixes. and in those
cases, can be identified by OME. The distance 10 go to the MAP may be labeled on some
GPSlGNSS type charts and VOR DME RNAV charts. Proper identification of these displayed
fixes is necessary to clear all stepdoWn fix crossing altitudes.

_OM
DA(H) In MDA{H).
2.' "" JUZAN
RWJ' fg flW;J1
,;",.... 1

5500'
AVAIH.

ILS AND RUNWAY ALIGNMENT

Differences in government specified values for localizer and airport variation may cause
apparent non·alignment of the kx:alizer and the runway. These differences are gradually
being resolved, and whell8ver possible the airport variation is used for the localizer variation.

10. APPROACH PROCEDURES (MISSED APPROACH)

MISSED APPROACH POINT (MAP)

For non'precision approaches, when the MAP Is other than a naveid, there will be a database
MAP waypoint with a unique identifier. If the MAP is a waypoint and is at or within 0.14 NM of
the threshold the MAP identifier will be the runway number, as "RW04" fOl'" Awy 4 threshold. If
the MAP is not at the runway, there witl either be an official name lor the MAP, or an identifier
is provided. GPSlGNSS type approaches, and charts with descent angles, include the data·
base identifier of the MAP.

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.
,-...
l

DIJ
I fWU
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__ SEN SAI«lERSON . INC. , 200 " IoU- RIGHTS f<ESERV£D.

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10. APPROACH PROCEDURES (MISSED APPROACH) (Cont)

400-FOOT CLIMBS
The database Includes a climb to 400 leet above the airport prior to turning on a missed
approach. This climb Is no1 part 01 the official procedure, but does comply with Stale regula­
tions and policies. This specific climb to 400 leet Is not included on charts. The missed
approach text supplied by the State authority Is charted.

MlSSlD AI'I'ftOACH, Turn RIGHT track 0800 to intercept CS VOR R·040 (040"
bearing 'rom CS NOB). Climb to 5000' and track to D 1 5 CS or GPS or 8S

directed by ATC.

UMITATIOH: Max 1 8 5 Kt lAS until establ ished on CS VOR R·040 (040" bearing
from CS NOB).

CAUTION, Do NOT delay turn onto 080" due to high terrain West of Missed
Approach Area.

MISSED APPROACH PROCEDURE

The routes/paths that comprise a. missed approach are not always displayed in some avionics
systems that use databases. Additionally, some avionics systems that Include missed
approach procedures don't always Implement a full set of path terminators so many tegs wilt
not be Included In the airborne database,
Refer to thfJ charted ml.-ed approach proce­
dure when executing a ml...d tlpprCHICh.

MI'SID -"'"OACH, Climb to 1500' then climbing UfT turn to 2400' .... ia
needing 210· and outbound rul VOR R-231 to KEVIL INT and hold,
11. ROUTES ON CHARTS BUT NOT IN DATABASES

The routes In approach procedures, SIOs (OPs), and STARs are coded into the database
using computer codes called path terminators which are delined in the A RINC 424 Navigation
Database Specification. A path terminator 1 ) Defines the path through the air, and 2) Defines
the way the leg (or route) is terminated. Not all avionics systems have Implemented the full
set 01 path terminators specified in the ARINC 424 document.

Because 01 the incomplete set of path terminators in some avionics systems, pilots need to
ensure their avionics systems will take them on the routes depicted on the charts. li the avi­
onics systems don1 have all the routes, or don' have the means to display them, it is the
pllofs responsibility to fly the routes depicted on the charts.

FINAL COCKPIT AUTHORITY, CHARTS OR DATABASE

There are differences between Information displayed on your airborne avionics navigation
system and the Information shown on Jeppesen charts. The charTS, supplemented by NOT­
AMs, are the final authority.
[Link] INTRODUCTION 22 JUNO l 217

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GLOSSARY/ABBREVIATIONS

AIRAC • Aeronautical InlormatiOn Regulation and ContrOl. Designates the revision cycle
apecilled by ICAO, normally 28 days.

ARINC • Aeronautical Radio, Inc

ATD · Along Track Distance. as "3 NM to RW24".

ATS Route· Officially designated route. No designator assigned.

CNF • Computer NavigatiOn Fix

DATABASE IDENTIFIER · Avionics system use only. not lor flight plans or ATC communica­
tions. Identifies a waypoint or lix.

DP - Departl..lre Procedure

FAA· Federal Aviation Administration

FACF - Final Approach Capture Fix. Database includes (usually as an intermedlata fix) when
no suitable fix Is specilied in source.

FAF • Final Approach Fix

FLY·BY FIX · Waypolnl allows use 01 tum anticipation to avoid overshoOt 01 the nexllllght
segment.

FLY-OVER FIX · Waypoint precludes any tum unlil the fix is over Mown and is fOllowed by an
Intercept maneuver 01 the next flight segment.

FMS • Flight Management System

GNSS · Global Navigation Satellite System

GPS - Global Positioning System

GPSlGNSS SENSOR FAF - Database fix that changes sensitivity of the Course Deviation
Indicator (COl) on linal approach.

GPSlGNSS TYPE APPROACHES · Any approach that can be llown with GPSlGNSS as the
only source 01 navigation.

ICAO· International Civil Aviation Organization

IAF · Initial Approach Fix

IF • Intermediate Approach Fix

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GLOSSARY/ABBREVIATIONS (Cont)

LOM· Locator Outer MClrkor

MAP · Missed Approach Point

M.A.A • Maximum Authorized Altitude

MeA - Minimum Crossing Altitude

MOCA - Minimum Obstacle Crossing Altitude

MORA - Minimum Off-Route Altitude

MRA - Minimum Reception Altitude

NavData • Jeppesen Navigation Data

OBSTACLE DEPARTURE - An instrument departure procedure BstabHshed to avoid obsta­

cles.

PANS OPS - Procedures lor Air Navigation Services - Alrcralt Operations (ICAO)

OFE - Height above airport or runway, local station pressure.

QNH - Altitude above MSL. lOCal station pressure

SENSOR FINAL APPROACH FIX (FF) - Included In database and on charts when no FAF Is
specified for the approach.

SID - Standard Instrument Departure

STAR - Standard Terminal Arrival Procedure

TERPs • United States Standard for Terminal Instrument Procedures

VNAV · Vertical Navigation

VERTICAL DESCENT ANGLE · May be established by Jeppesen or specified by the State

(country). Charted on Jeppesen approach charts along with database identifiers and rates 01
descent

WGS·84 · World Geodetlc System 01 1984

END