Qatar Airways Operations Manual Route Instructions

OPERATIONS MANUAL
PART C
ROUTE AND AERODROME INSTRUCTIONS
AND INFORMATION
This Operations Manual is produced by Qatar Airways Flight Operations Department based
on QCAR-OPS 1 regulations and national variants as they apply.
The content of this manual is accepted by the Qatar Civil Aviation Authority, QCAA.
In case of conflict with the applicable national regulations, the latter apply.
Any questions with respect to information contained in this manual should be directed to the
Manager Aeronautical Services.
Qatar Airways
Manager Aeronautical Services
P.O. Box: 22550
Doha, State of Qatar
Phone: +974 4625104

Fax: +974 4621152
E-mail: nam@qatarairways.com.qa
INTENTIONALLY LEFT BLANK
OM PART C CHAPTER SOM
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 1
STRUCTURE OF MANUAL
CHAPTER NUMBER NAME OF CHAPTER
LEP List of Effective Pages
ROR Record of Normal Revision
RTR Record of Temporary Revisions
RH Revision Highlights
0 Administration and Control
1 Meteorology
2 Performance
3 Area Briefings
4 Drift Down Procedures
5 Adequate Airports
6 Airfield Briefings
7 Reserved
8 Reserved
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STRUCTURE OF MANUAL
I N T E NT I O N A L LY L E F T B L A N K
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LIST OF EFFECTIVE PAGES
CHAPTER PAGE NO. REV. NO. CHAPTER PAGE NO. REV. NO.
SOM 01 & 02 08P 1 29 & 30 08P
R LEP 01 to 08 08S 1 31 & 32 08P
ROR 01 & 02 08P 1 33 & 34 08P
RTR 01 & 02 08P 1 35 & 36 08P
R RH 01 & 02 08S 1 37 & 38 08P
1 39 & 40 08P
0 01 & 02 08P 1 41 & 42 08P
0 03 & 04 08R / 08Q
0 05 & 06 08R / 08P 2 01 & 02 08P
U/R 0 07 & 08 08R / 08S 2 03 & 04 08P
0 09 & 10 08R / 08P 2 05 & 06 08P
0 11 & 12 08P 2 07 & 08 08P
0 13 & 14 08P 2 09 & 10 08P
0 15 & 16 08P 2 11 & 12 08P
2 13 & 14 08P
1 01 & 02 08P 2 15 & 16 08P / 08R
1 03 & 04 08P U/R 2 17 & 18 08R / 08S
1 05 & 06 08P 2 19 & 20 08P
1 07 & 08 08P 2 21 & 22 08P
1 09 & 10 08P 2 23 & 24 08P
1 11 & 12 08P 2 25 & 26 08P
1 13 & 14 08P 2 27 & 28 08P
1 15 & 16 08P
1 17 & 18 08P 3 01 & 02 08P
1 19 & 20 08P 3 03 & 04 08P
1 21 & 22 08P R/U 3 05 & 06 08S / 08P
1 23 & 24 08P 3 07 & 08 08P
1 25 & 26 08P 3 09 & 10 08P
1 27 & 28 08P 3 11 & 12 08P
3 13 & 14 08P
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R/U 3 17 & 18 08S / 08P R 3 77 & 78 08S
R 3 19 & 20 08S R 3 79 & 80 08S
R 3 21 & 22 08S R 3 81 & 82 08S
R 3 23 & 24 08S R 3 83 & 84 08S
R 3 25 & 26 08S R 3 85 & 86 08S
R 3 27& 28 08S R 3 87 & 88 08S
R 3 29 & 30 08S R 3 89 & 90 08S
R 3 31 & 32 08S R 3 91 & 92 08S
R 3 33 & 34 08S R 3 93 & 94 08S
R 3 35 & 36 08S R 3 95 & 96 08S
R 3 37 & 38 08S R 3 97 & 98 08S
R 3 39 & 40 08S R 3 99 & 100 08S
R 3 41 & 42 08S R 3 101 & 102 08S
R 3 43 & 44 08S R 3 103 & 104 08S
R 3 45 & 46 08S R 3 105 & 106 08S
R 3 47 & 48 08S R 3 107 & 108 08S
R 3 49 & 50 08S R 3 109 & 110 08S
R 3 51 & 52 08S R 3 111 & 112 08S
R 3 53 & 54 08S R 3 113 & 114 08S
R 3 55 & 56 08S R 3 115 & 116 08S
R 3 57 & 58 08S R 3 117 & 118 08S
R 3 59 & 60 08S R 3 119 & 120 08S
R 3 61 & 62 08S R 3 121 & 122 08S
R 3 63 & 64 08S R 3 123 & 124 08S
R 3 65 & 66 08S R 3 125 & 126 08S
R 3 67 & 68 08S R 3 127 & 128 08S
R 3 69 & 70 08S R 3 129 & 130 08S
R 3 71 & 72 08S R 3 131 & 132 08S
R 3 73 & 74 08S N 3 133 & 134 08S
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N 3 137 & 138 08S 4 57 & 58 08P
4 59 & 60 08P / 08Q
4 01 & 02 08P 4 61 & 62 08P
4 03 & 04 08P 4 63 & 64 08P
4 05 & 06 08P 4 65 & 66 08R
4 07 & 08 08P 4 67 & 68 08R
4 09 & 10 08P 4 69 & 70 08R
4 11 & 12 08P 4 71 & 72 08R
4 13 & 14 08P 4 73 & 74 08R
4 15 & 16 08P 4 75 & 76 08R
4 17 & 18 08P 4 77 & 78 08R
4 19 & 20 08P 4 79 & 80 08R
4 21 & 22 08P 4 81 & 82 08R
4 23 & 24 08P 4 83 & 84 08R
4 25 & 26 08P 4 85 & 86 08R
4 27 & 28 08P
4 29 & 30 08P 5 01 & 02 08P
4 31 & 32 08P 5 03 & 04 08Q / 08P
4 33 & 34 08P 5 05 & 06 08P
4 35 & 36 08P 5 07 & 08 08P
4 37 & 38 08P 5 09 & 10 08P
4 39 & 40 08P 5 11 & 12 08P
4 41 & 42 08P 5 13 & 14 08P
4 43 & 44 08P 5 15 & 16 08P
4 45 & 46 08P 5 17 & 18 08P
4 47 & 48 08P 5 19 & 20 08P
4 49 & 50 08P 5 21 & 22 08P
4 51 & 52 08P 5 23 & 24 08P
4 53 & 54 08Q / 08P 5 25 & 26 08P
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5 29 & 30 08P 5 89 & 90 08P
5 31 & 32 08P 5 91 & 92 08P
5 33 & 34 08P 5 93 & 94 08P
5 35 & 36 08P 5 95 & 96 08P
5 37 & 38 08P U/R 5 97 & 98 08P / 08S
5 39 & 40 08P U/R 5 99 & 100 08P / 08S
5 41 & 42 08P 5 101 & 102 08P / 08R
5 43 & 44 08P R/U 5 103 & 104 08S / 08P
5 45 & 46 08P 5 105 & 106 08P / 08Q
5 47 & 48 08P / 08R 5 107 & 108 08P
5 49 & 50 08P / 08Q 5 109 & 110 08P
5 51 & 52 08P 5 111 & 112 08P
5 53 & 54 08P 5 113 & 114 08P
5 55 & 56 08P 5 115 & 116 08P
R/U 5 57 & 58 08S / 08P 5 117 & 118 08P
5 59 & 60 08P 5 119 & 120 08P
5 61 & 62 08P 5 121 & 122 08P
5 63 & 64 08P 5 123 & 124 08P
5 65 & 66 08P 5 125 & 126 08P
5 67 & 68 08Q / 08P 5 127 & 128 08Q / 08P
5 69 & 70 08R / 08P 5 129 & 130 08Q / 08P
U/R 5 71 & 72 08P / 08S 5 131 & 132 08P
5 73 & 74 08P 5 133 & 134 08P
5 75 & 76 08P 5 135 & 136 08P
5 77 & 78 08Q / 08P 5 137 & 138 08P
5 79 & 80 08P 5 139 & 140 08P
5 81 & 82 08P 5 141 & 142 08P / 08R
5 83 & 84 08P 5 143 & 144 08R
5 85 & 86 08P
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6 03 & 04 08P 6 63 & 64 08P
6 05 & 06 08P / 08Q 6 65 & 66 08P
6 07 & 08 08P 6 67 & 68 08P
6 09 & 10 08P 6 69 & 70 08P
6 11 & 12 08P 6 71 & 72 08P
6 13 & 14 08P R/U 6 73 & 74 08S / 08P
6 15 & 16 08P 6 75 & 76 08P
6 17 & 18 08P 6 77 & 78 08P
6 19 & 20 08P 6 79 & 80 08P / 08Q
6 21 & 22 08P 6 81 & 82 08P
6 23 & 24 08P 6 83 & 84 08P
6 25 & 26 08P 6 85 & 86 08P
6 27 & 28 08P 6 87 & 88 08P
6 29 & 30 08P 6 89 & 90 08P
6 31 & 32 08Q / 08P 6 91 & 92 08P
R/U 6 33 & 34 08S / 08P 6 93 & 94 08P
U/R 6 35 & 36 08P / 08S 6 95 & 96 08P
6 37 & 38 08P 6 97 & 98 08P
6 39 & 40 08P 6 99 & 100 08P
6 41 & 42 08P 6 101 & 102 08Q / 08P
6 43 & 44 08P 6 103 & 104 08P
6 45 & 46 08P 6 105 & 106 08P
6 47 & 48 08P 6 107 & 108 08P
6 49 & 50 08P R/U 6 109 & 110 08S / 08P
6 51 & 52 08P 6 111 & 112 08P
6 53 & 54 08P 6 113 & 114 08P
6 55 & 56 08P 6 115 & 116 08P
U/R 6 57 & 58 08P / 08S R/U 6 117 & 118 08S / 08P
6 59 & 60 08P 6 119 & 120 08P
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6 123 & 124 08P 6 183 & 184 08P
6 125 & 126 08P 6 185 & 186 08P
6 127 & 128 08P 6 187 & 188 08P
6 129 & 130 08Q / 08P 6 189 & 190 08P
6 131 & 132 08Q / 08P 6 191 & 192 08P
6 133 & 134 08P 6 193 & 194 08P
6 135 & 136 08P 6 195 & 196 08P
6 137 & 138 08P 6 197 & 198 08P
6 139 & 140 08P 6 199 & 200 08Q / 08P
R/U 6 141 & 142 08S / 08P 6 201 & 202 08P
6 143 & 144 08P 6 203 & 204 08Q / 08R
R/U 6 145 & 146 08S / 08P R/U 6 205 & 206 08S / 08P
6 147 & 148 08P 6 207 & 208 08P
6 149 & 150 08P 6 209 & 210 08P
6 151 & 152 08P 6 211 & 212 08P / 08Q
6 153 & 154 08P 6 213 & 214 08P
6 155 & 156 08P 6 215 & 216 08P
6 157 & 158 08P 6 217 & 218 08P
6 159 & 160 08P / 08Q 6 219 & 220 08P
6 161 & 162 08P 6 221 & 222 08Q / 08P
6 163 & 164 08P 6 223 & 224 08P
6 165 & 166 08P 6 225 & 226 08P
6 167 & 168 08P 6 227 & 228 08P
6 169 & 170 08P 6 229 & 230 08P
6 171 & 172 08P 6 231 & 232 08P
6 173 & 174 08P 6 233 & 234 08P
6 175 & 176 08P 6 235 & 236 08P
6 177 & 178 08P 6 237 & 238 08P / 08Q
6 179 & 180 08P 6 239 & 240 08P
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6 243 & 244 08P 6 303 & 304 08P
6 245 & 246 08P / 08Q 6 305 & 306 08Q / 08P
6 247 & 248 08P 6 307 & 308 08P
6 249 & 250 08R 6 309 & 310 08P
6 251 & 252 08P / 08Q 6 311 & 312 08P
6 253 & 254 08R / 08Q 6 313 & 314 08P
6 255 & 256 08P U/R 6 315 & 316 08P / 08S
6 257 & 258 08Q / 08P 6 317 & 318 08P
6 259 & 260 08P 6 319 & 320 08P
6 261 & 262 08P
6 263 & 264 08P 7 01 & 02 08P
6 265 & 266 08P
6 267 & 268 08Q / 08P 8 01 & 02 08P
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6 271 & 272 08P
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6 277 & 278 08P
6 279 & 280 08P
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OM PART C CHAPTER ROR
ROUTE AND AERODROME
RECORD OF NORMAL REVISIONS
Revision to this Operations Manual shall be made by all authorised users without delay. After
inserting the revision enter the appropriate data in the revision sheet below. The compliance
has to be signed under Inserted By. Revision will be issued at irregular intervals, retain this
revision sheet until officially replaced.
REV. NO. REVISION DATE DATE FILED INSERTED BY
01 18 SEP 2003
02 02 MAY 2004
03 18 JAN 2005
04 02 MAR 2006
05 08 JAN 2007
06 13 JUNE 2007
07 07 JAN 2008
08 13 NOV 2008
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REV. NO. REVISION DATE DATE FILED INSERTED BY
REV 08P
OM PART C CHAPTER RTR
ROUTE AND AERODROME
RECORD OF TEMPORARY REVISIONS
Temporary Revisions to this manual shall be inserted by the authorised user without delay.
After inserting the Temporary Revision enter the appropriate data in the revision sheet below.
The compliance has to be signed under Inserted By. Revision will be issued at irregular
intervals. Retain this Revision sheet until officially replaced.
TR. NO. ISSUE DATE DATE FILED INSERTED BY
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ROUTE AND AERODROME
RECORD OF TEMPORARY REVISIONS
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OM PART C CHAPTER RH
ROUTE AND AERODROME
REVISION HIGHLIGHTS
The highlights for Revision number 08S are as follows :

CHP. NO. PG. NO. CHANGE DESCRIPTION
0 8 Added : New Abbreviation.
2 18 Revised : DOW & I for A7-AED.
5 Editorial Changes
17 Editorial Changes
19 Added : Bahrain to Middle East Area Briefing.
21 Iraq Area Briefing brought forward under Middle East.
3
36 Added : UAE to Middle East Area Briefing.
136 Added : ATC - General to Area Briefing.
57 Revised : OITR Adequate Airport Information.

72 Revised : RFF information for VYMD and VYYY.
5
98 Revised : HTZA Adequate Airport.
100 Revised : DTTA Adequate Airport.
103 Added : LTCS Adequate Airport to Turkey.
33 Revised : Destination Alternates for Seychelles.

36 Revised : Destination Alternates for Algiers.
58 Revised : Destination Alternates for Dar-Es-Salaam.
73 Revised : Houston airfield briefing.
109 Revised : Newark airfield briefing.
6
117 Revised : New York airfield briefing.
141 Revised : Airfield Data for Tunis.
145 Revised : Washington airfield briefing
205 Revised : Doha airfield briefing
316 Revised : Destination Alternates for Tripoli.
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OM PART C CHAPTER 0
ROUTE AND AERODROME
ADMINISTRATION AND CONTROL
TABLE OF CONTENTS
CHAPTER 0 - ADMINISTRATION AND CONTROL
0.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.1 Structure and Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.2 Warning, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.3 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
0.1.4 Metric Wind / Knots / Feet - Minute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
0.1.5 Distance / Liquid / Weights / Pressure / Temperature . . . . . . . . . . . . . . . . . . 11
0.2 SYSTEM OF AMENDMENTS AND REVISION . . . . . . . . . . . . . . . . . . . . 13

0.2.1 Manual Holder Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
0.2.2 Manual Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
0.2.3 Non-authorised Copies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
0.2.4 Handwritten Amendments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
0.2.5 Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
0.2.6 Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
0.2.7 How to Insert a Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
0.2.8 List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
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TABLE OF CONTENTS
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ROUTE AND AERODROME
INTRODUCTION
0.1 INTRODUCTION
The Qatar Airways Operations Manual Part C is referred to hereafter as the "Route and
Aerodrome Instructions and Information" Manual. It is designed to increase the awareness of
the area into which Flight Crew are flying.
Responsibility for the contents of Route and Aerodrome Instructions and Information Manual,
and their proper implementation, rests with Manager Aeronautical Services.
0.1.1 Structure and Contents
To cover the administrative needs Operations Manual Part C is structured as follows :

Route and Aerodrome Instructions and Information.
Jeppesen Airway Manuals contain information concerning aerodrome, procedures and route
applicable to the Qatar Airways area of operations and consists of the following parts :
Aerodrome layout and Instrument Approach Charts
High / Low level enroute charts
Supplementary Textual Information
0.1.2 Warning, Cautions and Notes
The following definitions apply to Warnings, Cautions, and Notes found at the beginning of
the briefings :
Warning: Operating procedures, practices, conditions ... etc, which may result in injury or
accident, if not carefully observed or followed.
Caution: Operating procedures, practices, conditions ... etc, which, if not strictly observed,
may damage equipment.
Note: An Operating procedures, conditions ... etc, which needs to be emphasize.
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0.1.3 Abbreviations
Note: Abbreviations listed represent a selection of most common abbreviations and

might not represent all possible abbreviations.
A320 Family Airbus A319/A320/A321
A330 Airbus A330-200 / A330-300
A332 Airbus A330-200
B772 Boeing B777-200LR
B773 Boeing B777-300ER
AAL Above Aerodrome Level
A/C Aircraft
AGL Above Ground Level
AH Alert Height
AIP Aeronautical Information Publication
ALS Approach Landing System
ALT Altitude
ALTN Alternate
AMSL Above Mean Sea Level
AOM Aerodrome Operating Minima / Aeroplane Operating Matters
A/P Auto-Pilot
APU Auxiliary Power Unit
ASAP As Soon As Possible
ASR Air Safety Report
APCH Approach
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
AWO All Weather Operations
AWY Airway
BC Back Course
BCM Back Course Marker
BCN Beacon
BDRY Boundary
BKN Broken
BLDG Building
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CAT Clear Air Turbulence

CAT 1 Landing Category 1 (2 or 3)
CAT 2 Category 2 All Weather Operations
CAT 3 Category 3 All Weather Operations
CAVOK Ceiling and Visibility OK
C/B Circuit Breaker
CL Centerline Lights
COM Communications Equipment
CPDLC Controller Pilot Data-link Communications
CRM Crew resource Management
CRZ Cruise
D Day
DA Decision altitude
D-ATIS Digital - Automatic Terminal Information Service
DCL Departure Clearance (using data-link)
DEST Destination
Dev Deviation
DH Decision Height
DIST Distance
DME Distance Measuring Equipment
DOW & I Dry Operating Weight and Index
D-Volmet Digital - Meteorological Information for Aircraft In-flight
E East
EDP Electronic Data Processing
ELEV Elevation
EMER Emergency
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETOPS Extended Twin Operations
ETP Equi Time Point
EXP Exit Point (ETOPS)
F Fahrenheit
Fac Facility
FIR Flight Information Region
FIS Flight Information Services
FL Flight Level
FLT Flight
FMS Flight Management System
ft Feet
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GA Go-around
GMT Greenwich Mean Time
GND Ground
Gnd Svcs Ground Services / Handling
GPWS Ground Proximity Warning System
G/S Glide Slope
GS Ground Speed
H Hour
H24 24 Hour Service
HF High Frequency (3 to 30 MHz)
HI High Intensity Light
Hg Mercury
hPa hecto Pascal
Hrs Hours
Hz Hertz (cycles per second)
IAL Instrument Approach and Landing Chart
IAS Indicated Air Speed
IATA International Air Transport Association
ICAO International Civil Aviation Organisation
IFPS Integrated Flight Planning System
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrumental Meteorological Conditions
in inch(es)
ISA International Standard Atmosphere
ISO International Standard Organisation
KCAS Knots Calibrated Airspeed
kg kilogram
kHz kilohertz
km kilometer
kts knots
L Light
LCTR Locator (Compass)
LD Landing Distance
LDA Landing Distance Available
LDG Landing
LEP List of Effective Pages
LLZ Localizer
LMC Last Minute Changes
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LMT Local Mean Time

LPC Less Paper Cockpit
LOC Localizer
LVP Low Visibility Procedures
m meter
MAP Missed Approach Point
MAX Maximum
mb Millibar
MDA/H Minimum Descent Altitude / Height
MHz Megahertz
MID Middle Runway Portion
MLW Maximum Landing Weight
mm Millimeter
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstruction Clearance Altitude
MORA Minimum Off-Route Altitude
MSA Minimum Safe (or Sector) Altitude
MSL Mean Sea Level
MTOW Maximum Take Off Weight
MZFW Maximum Zero Fuel Weight
N North
NA Not Applicable
NAV Navigation
NE Northeast
NM Nautical Miles
NDB Non Directional Beacon
NOTAM Notice To Airmen
NW Northwest
OAT Outside Air Temperature
OCA / H Obstacle Clearance Altitude / Height
OEW Operating Empty Weight
OM Operations Manual / Outer Marker
OPS Operations
Optg Hrs Operating Hours
PAN-OPS Procedures for Air Navigation Services - Aircraft Operations
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PCN Pavement Classification Number
PDC Pre-departure Clearance (via airline hosted)
PERF Performance
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PFD Primary Flight Display

PPR Prior Permission Required
QAS Qatar Aviation Services
QDM Magnetic Bearing to facility
QDR Magnetic Bearing from facility
QFE Actual atmosphere pressure at airport elevation
QFU Magnetic Orientation of Runway
QNE Sea level standard atmosphere (1013 hPa or 29.92 Hg)
QNH Actual atmosphere pressure at sea level based on local station
pressure
QR Qatar Airways
RA Radio Altitude / Radio Altimeter / Resolution Advisories
REF Reference
RFF Rescue Fire Fighting
RH Right Hand
RPL Repetitive Flight Plan
RNP Required Navigation Performance
ROR Record of Revision
RPL Repetitive flight plan
RTO Rejected Take Off
RTOW Regulated Take Off Weight
RVR Runway Visual Range
RVSM Reduced Vertical separation Minima
RWY Runway
S South
SAR Search and Rescue
SE Southwest
SID Standard Instrument Departure
SIGMET Information concerning en-route weather phenomena, which may
affect the safety of aircraft operations
SNOWTAM Snow Notice to Airmen
SPD Speed
SRA Surveillance Radar Approach
SRE Surveillance Radar Element of Precision Approach Radar System
STAR Standard Terminal Arrival Route
STD Standard
SW Southwest
TA Traffic Advisories
TAF Terminal Aerodrome Forecast
TAS True Air Speed
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TAT Total Air Temperature

TBA To Be Advised
TBC To Be Confirmed
TBD To Be Determined
TBN To Be Notified
TCAS Traffic Collision Alert System
TDZ Touch down Zone
TEMP Temperature
TEMPO Temporary
T/O Take-Off
TOC Top Of Climb
TOD Top Of Descent
TODA Take-Off Distance Available
TOGA Take-Off / Go-Around
TOGW Take-Off Gross Weight
TORA Take-Off Run Available
TOW Take-Off Weight
TWIP Terminal Weather Information for Pilots
TWR Tower
TWY Taxiway
UHF Ultra High Frequency (300-3000 mHz)
Unkn Unknown
U/S Unserviceable
UTC Co-ordinated Universal Time
VASI Visual Approach Slope Indicator
VFE Maximum Speed Flaps / Slats Extended
VFR Visual Flight Rules
VFTO Speed Final T/O
VHF Very High Frequency (30-300 MHz)
VIS Visibility
VMC Visual Meteorological Conditions
VOR VHF Omni-directional Range
V/S Vertical Speed
W West
WPT Way-point
WX Weather
WXR Weather Radar
Z Zulu Time /UTC)
ZFCG Zero Fuel Centre of Gravity
ZFW Zero Fuel Weight
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0.1.4 Metric Wind / Knots / Feet - Minute
m/sec kts ft/min m/sec kts ft/min
1 2 197 11 22 2165
1.5 3 295 11.5 23 2263
2 4 394 12 24 2362
2.5 5 492 12.5 25 2460
3 6 591 13 26 2559
3.5 7 689 13.5 27 2657
4 8 787 14 28 2756
4.5 9 885 14.5 29 2854
5 10 984 15 30 2953
5.5 11 1082 15.5 31 3051

6 12 1181 16 32 3150
6.5 13 1279 16.5 33 3248
7 14 1378 17 34 3346
7.5 15 1476 17.5 35 3444
8 16 1575 18 36 3543
8.5 17 1673 18.5 37 3641
9 18 1772 19 38 3740
9.5 19 1870 19.5 39 3838
10 20 1969 20 40 3937
10.5 21 2067
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0.1.5 Distance / Liquid / Weights / Pressure / Temperature
TO CONVERT INTO MULTIPLY BY

DISTANCE
Metres Feet 3.28
Feet Metres 0.3048
Inches Millimetres 25.4
Millimetres Inches 0.0394
Kilometres Statute Miles 0.06213
Nautical Miles 0.54
Statute Miles Kilometres 1.6093
Nautical Miles 0.869
Feet 5280
Nautical Miles Kilometres 1.852
Statute Miles 1.15
Feet 6076
LIQUID
Litres Imperial Gallons 0.22
US Gallons 0.264
US Gallons Litres 3.785
Imperial Gallons 0.833
Imperial Gallons US Gallons 1.2
Litres 4.546
WEIGHTS
Kilograms Pounds 2.2046
Pounds Kilograms 0.454
PRESSURE
Inches HG PSI 0.491
HPA 33.863
PSI HPA 0.0689
Inches HG 2.036
HPA PSI 14.5038
Inches HG 29.53
TEMPERATURE
Celsius Fahrenheit x1.8 and +32
Fahrenheit Celsius -32 and x0.555
REV 08P
OM PART C CHAPTER 0
ROUTE AND AERODROME
INTRODUCTION
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OM PART C CHAPTER 0
ROUTE AND AERODROME
SYSTEM OF AMENDMENTS AND REVISION
0.2 SYSTEM OF AMENDMENTS AND REVISION

(QCAR-OPS 1.1040)
0.2.1 Manual Holder Responsibility
The amended and/or revised parts of the Operations Manual are issued quarterly to all
manual holders. An intermediate update may be released whenever there are significant
changes to the Company documentation.
The manual holder is personally responsible to collect updates of the Operations Manual
from the Flight Operations Library whenever notified.
Note: If discrepancies exist between the aircraft LPC Laptop and issued updates, then
the LPC Laptop supersedes.
0.2.2 Manual Distribution
The Operations Manual or its applicable parts including the necessary amendments/revisions
are distributed to the authorised users by the Flight Operations Library.
0.2.3 Non-authorised Copies
Non-authorised copies shall not be used for the conduct of flight operations.
0.2.4 Handwritten Amendments
Handwritten amendments shall not be used throughout the Operations Manual.
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OM PART C CHAPTER 0
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0.2.5 Pagination
A vertical line indicates revised or newly published text on the pages. It will not be used to
indicate format or page number changes.
The header and footer of each page contains :
(1) - Qatar Airways Logo
(2) - OM Part C: Route and Aerodrome Instructions and Information

(3) - Chapter and Page Number
(4) - At top name of Chapter and bottom name of Sub Chapter.
(5) - Revision number.
Every Chapter is preceded by a Table of Content for that Chapter.
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0.2.6 Revisions
0.2.6.1 Normal Revisions
Issued periodically to cover non-urgent corrections, changes and/or to add new data. They
are accompanied by Filing instructions and an updated List of Effective Pages (LEP).
0.2.6.2 Intermediate Revisions
They are issued between normal revision to cover the changes.
They are numbered in ascending sequence e.g. 1A, 1B, 1C ... for intermediate revisions
issued between normal revision 1 and 2.
They are accompanied by filing instructions and an updated list of effective pages.
0.2.6.3 Temporary Revisions
Temporary Revisions (TR), printed on yellow paper are issued to cover urgent matters arising
between normal revisions. They are accompanied by filing instructions and an updated list of
effective TR.
0.2.7 How to Insert a Revision
0.2.7.1 Filing Instructions
Use the filing instructions as follows :
REMOVE : The Page must be removed. It may be replaced by new page if

associated with an INSERT instruction. If not, the page is cancelled.
INSERT : The page must be inserted. If not associated with a REMOVE

instruction, the page is new and does not replace an existing one.
0.2.8 List of Effective Pages
The manual after revision must comply with the List of Effective Pages (LEP), which lists all the
pages that are in the manual. The new pages are indicated by N and the revised pages by R.
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OM PART C CHAPTER 0
ROUTE AND AERODROME
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OM PART C CHAPTER 1
ROUTE AND AERODROME
ADEQUATE AIRPORTS
TABLE OF CONTENTS
CHAPTER 1 - METEOROLOGY
1.1 WEST ASIA AND MIDDLE EAST WEATHER . . . . . . . . . . . . . . . . . . . . . . 3

1.1.1 Winter and Spring (November to April) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1.2 Summer and Autumn (May to October) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.2 EUROPEAN WEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.2.1 Cyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2.2 Anticyclonic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2.3 Winds 8
1.2.4 Cloud and Precipitation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2.5 Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2.6 Ice Accretion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2.7 Fog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.3 SOUTH ASIA AND THE FAR EAST WEATHER - 1. . . . . . . . . . . . . . . . . 11

1.3.1 Winter and Spring (December to June). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.3.2 Summer and Autumn (July to November). . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.3.3 Jetstreams and Upperwinds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.3.4 Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.3.5 Thunderstorms and Tropical Cyclones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.4 SOUTH ASIA AND THE FAR EAST WEATHER - 2. . . . . . . . . . . . . . . . . 17

1.4.1 Winter and Spring (November May). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.4.2 Summer and Autumn (June to October) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.4.3 Areas of Special Significance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
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ADEQUATE AIRPORTS
TABLE OF CONTENTS
1.5 AUSTRALIA PACIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

1.5.1 South East Asia and North West Australia. . . . . . . . . . . . . . . . . . . . . . . . . . 25
1.5.2 Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
1.5.3 Stream Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1.5.4 Airmasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
1.5.5 Tropical Cyclones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1.5.6 The Tropopause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1.5.7 Upper Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1.5.8 Aerodromes in the Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
1.6 AFRICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
1.6.1 Major Influences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
1.6.2 Winter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1.6.3 Jetstreams and Upper Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1.6.4 Tropical Revolving Storms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1.6.5 Aerodromes in the Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
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METEOROLOGY
WEST ASIA AND MIDDLE EAST WEATHER
1. METEOROLOGY
1.1. WEST ASIA AND MIDDLE EAST WEATHER
1.1.1. Winter and Spring (November to April)
Cold fronts from West produce cumulonimbus and squall lines over the eastern Mediterra-
nean sectors occasionally reaching as far as Tehran. The Tehran area is also affected by cold
fronts from the North which produce widespread stratus, fog, drizzle and snow.
Warm fronts may affect the routes near and to Tehran. They move from Southeast to North-
west and the warm air comes from the Gulf Area. They produce overcast weather with rain,
drizzle and occasionally snow. East of Tehran and the Gulf Area frontal passages are rare. If
they do occur, they produce layers of stratocumulus and cumulus with scattered thunder-
storms. In the Gulf, fog occurs during this period, but formation is rare before 2:00 A.M., the
worst month being February. Rainfall is in the form of showers or occasional cumulonimbus,
normally of short duration.
Problems with dust haze are negligible, except with occasional squally winds associated with
cumulonimbus.
1.1.1.1. Jetstreams and Upper Winds
Jetstreams will be found over the whole area. The main direction is from the west or occa-
sionally southwest. Wind forecasts may be wrong due to the movement of the jet stream
areas. Average strength 60-90 knots with the maximum 120-150 knots.
1.1.1.2. Turbulence
Clear Air Turbulence in connection with the jetstreams. Mountain wave turbulence may occur
over Beirut/Ankara, Tehran and Karachi
1.1.1.3. Thunderstorms
There can be very severe cumulonimbus activity at the change over from winter to summer in
March and from summer to winter in the autumn, with violent thunderstorms and associated
up and down drafts and down bursts. Isolated thunderstorms may occur, especially in May,
they usually have a base of around 6000 feet moving slowly to the Northeast.
1.1.1.4. Dust and Sand Storms
Found in the desert region of Egypt, Sudan, Iraq, Iran, the Gulf area and Pakistan. Often
associated with gusty thunderstorms or frontal windshifts, when the surface winds are greater
than 20-25 knots. In these storms the air is ruled with dust/sand particles up to at least 15000
feet. These occur at any time of the year most frequently during spring, summer and autumn.
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1.1.2. Summer and Autumn (May to October)
Frontal activity over the majority of the routes is generally absent except for weak systems
affecting Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf,between
May-July, dust can effect the airports at any time, and strong surface north-west winds (SHA-
MAL) of 20-25 knots can seriously reduce visibility in rising sand and dust. Average visibility
is 3000-4000 metres in dust, but can fall to about 1000 metres for a few hours after the onset
of the SHAMAL, particularly in early June.
Easterly winds from the sea bring patchy fog or stratus at 500 to 1000 feet at Bahrain and
Doha. Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than Bahrain,
Northwest winds from sea can result in fog at Dubai.
Land breeze from the west-south-west and sea breeze from the east-north-east can be pro-
nounced during summer and autumn.
NOTE: During summer, rapid cooling at the surface after sunset can produce a marked
inversion above 400 feet, and pilots should be alert to the associated problems, as
seen in the following example:
July:
2000 feet 40 SAT

1000 feet 40 SAT
500 feet 40 SAT
Below 500 feetdropping rapidly to 31 on the ground.
Jetstreams are absent over the routes. Light westerly winds becoming variable in the Gulf
Area and N-East to S-East towards Karachi.
1.1.2.2. Turbulence and Windshear
Practically no turbulence due to lower wind velocities. However, the approach path to aero-
dromes in the Middle East and Gulf desert areas are subject to sometimes very strong wind-
shears and/or inversion.
1.1.2.3. Tropical Cyclones
Moving in from the Arabian Sea they may very occasionally affect the Karachi area.
1.1.2.4. Dust and Sand Stands
See (Winter/Spring), however more frequent in summer.
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1.1.2.5. ITCZ Inter Tropical Convergence Zone (Monsoon)
They ITCZ may reach as far as Karachi in midsummer but not every year.
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METEOROLOGY
EUROPEAN WEATHER
1.2. EUROPEAN WEATHER
1.2.1. Cyclonic Systems
The weather is determined primarily by its situation in relation to the Icelandic low, and
Azores high and the alternating high and low pressure systems of Asia. The general drift of
weather is from west to east and the absence of any pronounced north to south mountain
barrier enables cyclonic systems from the Atlantic to penetrate far into the continent. This
region is therefore one of transition between oceanic and continental conditions, the latter
becomingly more dominant towards the east and south-east.
To the north of the British Isles into the Barents Sea and thence into north Russia.
East-north-east across the British Isles or France to northwest Russia.
From Iceland southeastwards to the Baltic Sea and thence to western Russia.
The areas to the south of the tracks are affected principally by the fronts of the depressions
and by alternate warm and cold air masses. A common situation occurs with a low over north-
ern Russia and the cold front trailing across Poland to central France. On approaching the
Alps, the cold front often slows down and gives rise to a wide belt of cloud and rain. Waves on
the front may develop into small but vigorous lows which move rapidly east-north-east.
Sometimes the main low to the northeast becomes very deep and a broad current sweeps
over Western Europe, carrying the cold front through to the Mediterranean.
Occasionally lows develop over the continent itself, more especially in summer and in a moist
unstable air mass. These thermal lows give much rain and thunder with extensive masses of
cloud, but outside the rain areas the clouds are usually isolated.
Another type of low develops chiefly in winter and spring between the Alps and the middle
Danube in association with warm moist air spreading northwards from the central and east-
ern Mediterranean.
The warm front is better defined in the upper levels than at the surface but it gives rise to
extensive low cloud over Germany and Poland, possibly extending to the Low Countries and
even to eastern England Precipitation is also widespread and may reach the ground as snow.
1.2.2. Anticyclonic Systems
The anticyclones affecting Europe are mainly of three types:
a) Extensions of the Azores high -these consist of tropical air and occur mostly in summer.
b) Extensions of the Siberian high, consisting of polar continental air and occurring chiefly in
winter and early spring.
c) Those which approach from northwest following a cold front associated with a depression
over northern Scandinavia or Russia. These consist of polar maritime or even Arctic air
and occur in all seasons.
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EUROPEAN WEATHER
Whereas anticyclones of type (c) are usually migratory, those of (a) and (b) often persist for
several days or even weeks.
1.2.3. Winds
Great variability in both speed and direction is found at all levels although the prevailing direc-
tion is westerly. Periods of easterly or northeasterly winds are usually associated with a west-
ward extension of the Siberian high. The westerlies generally increase with height; at about
30,000 feet in the jet streams, the axis of which are often situated parallel to the surface fronts
but displaced a few hundred miles towards the cold side, speeds of well over 100 knots are
common. Winds in summer are generally lighter than in winter.
1.2.4. Cloud and Precipitation
With the prevalence of Cyclonic activity in winter (especially in the west and north) and of
convection in summer, there is much cloud and rain throughout the year. The mean cloud
amount varies only from about 6 oktas in winter to 5 oktas in summer and shows little varia-
tion geographically, but the annual rainfall decreases steadily from about 1,000 millimetres in
the extreme west to less than 500 millimetres in the east, except for the increased falls which
are to be expected on high ground.
Away from the western coastal strips where most rain falls in winter, the wettest period is usu-
ally late summer or -autumn and the driest period late winter or early spring. Precipitation is
liable to fall as snow during the winter months, more especially in the east and southeast
where the ground may remain snow-covered for long periods.
1.2.5. Visibility
The greatest difficulty for aviation in Europe is the high frequency of fog and very low cloud.
Both of these occur readily in air masses of maritime origin, little cooling being required to
produce condensation. The fog may become widespread and dense in anticyclonic condi-
tions and is aggravated by smoke in industrial areas. In summer, fog is infrequent except over
the sea and coast where it drifts on-shore. Cloud on the surface of hills is liable to occur at
any time of year.
1.2.6. Ice Accretion
The 0C isotherm in winter is often at or near the surface, especially in central and Eastern
Europe. Combined with the large cloud amounts, this results in high frequency of conditions
favourable for airframe icing. Even in summer the risk remains high. Severe conditions occur
when an unstable maritime air mass passes over a coast or over hilly country with the forma-
tion of extensive convective clouds. This may occur for example over northwest and central
Germany with an air supply from the North Sea. Icing is also likely to be severe in a mass of
warm front cloud which develops instability on approaching a mountain range.
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EUROPEAN WEATHER
1.2.7. Fog
Fog is the critical weather feature at Frankfurt, London, Milan, Munich, Paris and Manchester.
The worst period for fog is from mid September to mid October, but this often extends to mid
December.
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SOUTH ASIA AND THE FAR EAST WEATHER - 1
1.3. SOUTH ASIA AND THE FAR EAST WEATHER - 1

(India, Sri Lanka, Malaysia, Singapore and Indonesia)
1.3.1. Winter and Spring (December to June)
Fine weather season. Generally cool and dry. Generally less than 2/8 of cloud. Some excep-
tions are: -
1.3.1.1. Malaysia, Singapore and Indonesia
The southern part of Malaysia and Singapore are still affected by frequent towering cumulus
and thunderstorms with heavy showers.
1.3.1.2. Sumatras
Heavy squalls mostly active late in the night to early morning will be found in the straits of
Malacca in spring/summer and autumn. Singapore has an average of 404 thunderstorms per
year.
1.3.1.3. Jetstreams and Upperwinds
December to March are the months of greatest jetstreams activity. Main axis north of Karachi
-New Delhi, Kolkata- north of Yangon. Average strength 60 knots weakening towards
Rangoon/Bangkok maximum around 100 knots. On the route from Colombo to Singapore the
upper wind is normally from east to southeast between 10-20 knots.
1.3.1.4. Turbulence
Clear Air Turbulence associated with the jet stream, light to moderate.
1.3.1.5. Thunderstorms and Tropical Cyclones
Occasionally a depression from the Mediterranean area may move across India, south of the
Himalayas giving thunderstorms and northwest surface winds up to 50 knots, in the region of
Kolkata. They are called the "NORWESTERS Tropical Cyclones have a secondary peak in
May and may be found in the Bay of Bengal.
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1.3.2. Summer and Autumn (July to November)
This is the monsoon season monsoon means seasonal. A monsoon is a main wind flow that
persists for a long period and then undergoes a complete reversal with change of season.
Winds result from the effect of uneven seasonal heating between the large landmass of Asia
and warm Equatorial Seas. Summer monsoons blow towards low pressure over the heated
land. Winter monsoons from high pressure over the cooled land.
The Southwest monsoon advances over Southern Indian Peninsula & Sri Lanka between
25th and 31st May every year. The monsoon advances in the form of two branches known as
the Arabian Sea Current and the Bay of Bengal Current. The advance of the Inter Tropical
Convergence Zone or the Intertropical Front over the latitudes of India is known as the
advance of the Southwest monsoon. Normally the advance of the Southwest monsoon is her-
alded by thunderstorms when the equatorial maritime air replaces the continental air. The
ITCZ advances as far as 27N parallel and the entire India is in the grip of Southwest mon-
soon by the 15th of July when the axis of the Inter Tropical Convergence Zone is located from
the Northern parts of Rajasthan across the Gangetic plains into the head bay of Bengal.
Along the axis of the trough thundery precipitation is the characteristic feature throughout the
season. Whereas the latitudes of Bombay is characterised by steady showery precipitation.
The inter tropical front or the Intertropical Convergence Zone is the boundary along which the
trade wind currents of both hemispheres converge. Its position varies with the season, being
located approximately 10 degrees South in January-February and 5 degrees North in July-
August. The monsoon and the mean position of the ITCZ reaches Colombo and Singapore at
the beginning of May, Bombay and Bangkok about 34 weeks later. The Inter Tropical Con-
vergence Zone retreats again during October (BOM/BKK) and early November (CMB/SIN).
The Inter Tropical Convergence Zone consists of squalls with cumulus and CB activity over
an area of 100 NM or more in width. Top of CBs 50-60000 feet. Best flying altitude can some-
times be FL280-300 below the widespread anvil.
West Coast of India (Bombay), Trivandrum and Sri Lanka get heavy rainfall under the influ-
ence of the Arabian Sea branch of the Southwest monsoon. In fact the period of May / June
are the peak period of rainfall activity. Similarly in this period (July / August) Eastern prov-
inces of India namely eastern parts of Bihar, West Bengal (Kolkota) and Bangladesh (Dhaka)
come under the influence of the Bay of Bengal Current of the Southwest monsoon.
During July and August intense low pressure systems called monsoon depressions originate
over the head bay of Bengal and travel in West to North-westerly direction ushering rainfall
along their tracks. These depressions cause widespread rainfall over India. When a monsoon
depression moves Northwest from the head bay and located near Central India, Bombay
experiences very heavy rainfall associated with squally weather.
Even though the activity of the Southwest Monsoon season extends from June to September,
the whole season is not one of continuous rainfall activity. Barring the monsoon depressions
which cause heavy rainfall along the path in which they travel, the rainfall activity in general
over the India Sub-Continent also depends very largely upon the position of the monsoon
trough.
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When this trough occupies a more northerly position it is known or called a Weak or Break
Monsoon condition. The Weak or Break Monsoon occurs when the whole country is under
the Westerly wind sweep. This can be seen when the Bay of Bengal branch of monsoon is
not affecting the northern parts of India and when there is no easterly wind flow to the north of
the axis of the monsoon trough.
During such situations, the rainfall pattern over the country undergoes a striking change. The
regions of the Himalayas get very heavy rainfall. The northern parts of Assam get very heavy
rain and the rivers in the northeast regions become flooded. The rainfall activity generally
decreases over the rest of the country. Cloud coverage is lesser during such periods and as a
consequence, the temperature rises. Pressures also rises phenomenally over the central
parts of the country. However, there is an increase of rainfall more of thundery activity over
the interior parts of the South Peninsula. In fact, Madras gets thundershowers during such
spells.
1.3.2.1. Aerodromes in the Region
1.3.2.1.1. Mumbai (Bombay)
The monsoon precipitation occurs in the form of pulses or waves over Bombay. Series of
cloud patches move inland from the sea causing heavy showers over a short period followed
by short breaks. During cloud bursts the visibility reduces below 800 metres. Within a short
while the visibility improves well over 3 to 4 kilometres. Occasionally it rains very heavy con-
tinuously over three to four hours. Generally the intensity of rainfall is heavy during the night
and early morning hours. During the active monsoon period very strong surface winds gust-
ing to 30 knots exceeds crosswind condition limits. Approach to RWY 27 will be very bumpy
and runway breaking action poor.
1.3.2.1.2. Kolkata, Dhaka
The months of October, November and December are called the North East monsoon sea-
son and is confined to the East of India. In this season East Coast of India and Bangladesh
are very vulnerable to cyclonic storms.
1.3.2.1.3. Colombo
Colombo receives rainfall during the Southwest monsoon and the east coast of Sri Lanka
during the Northeast monsoon season but Colombo Airport receives more rainfall during the
Southwest Monsoon Season.
1.3.2.1.4. Delhi
During July and August Delhi Airport experiences heavy thunderstorm activity and some-
times dust storms.
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1.3.2.1.5. Chennai
Generally Chennai is a fair weather airport throughout the year except during the months or
October and November, with a cyclonic storm close to the coast. Convective thunderstorms
are common during the months of March, April and May due to tropical heat. Because of the
geographical features of the West Coast rainfall in the rest of the Southern Peninsula gradu-
ally decreases from West Coast to East Coast. Chennai Airport is on the East Coast can
therefore be used as a suitable alternate to Colombo, Hyderabad and Bombay during the
peak monsoon months.
The Southwest monsoon withdraws from North India by the middle of September. When the
Inter Tropical Convergence Zone passes through the latitudes of 15 to 10 North, cyclonic
storms originate in the Bay of Bengal and move in a north-westerly direction during the
months of October and November. These storms are severe in intensity and strike the East
Coast of India. Chennai is very much vulnerable for these storms to strike. Sometime the eye
of the storm could pass through Chennai City resulting in surface winds of 100 to 120 knots
accompanied by very heavy rain bringing hazardous weather to Chennai Airport. It is advis-
able to skip Chennai Airport when a storm is centred about 50-100nm off the coast of Chen-
nai. The Northeast monsoon affecting the coast of India ceases by the end of December.
1.3.2.1.6. Kuala Lumpur (Equatorial Climate)
There are two main wet seasons associated with the passage of the sun north and south
across the equator, but there is no really dry season. There is much convective cloud, and
rain falls in heavy showers with frequent thunderstorms. Both temperature and humidity are
high and almost uniform throughout the year. The most unpleasant months are March and
September.
1.3.3. Jetstreams and Upperwinds
Westerly jet stream activity is absent. An easterly jet stream may occasionally be found over
the Rangoon/Bangkok track. Generally light winds with variable direction East to Southeast.
Somewhat stronger towards Singapore, up to 30 knots.
1.3.4. Turbulence
In the monsoon you may encounter anything between lights to extreme turbulence. Do not fly
into CB's. Circumnavigation with radar is always possible. Avoid adverse weather gener-
ously.
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1.3.5. Thunderstorms and Tropical Cyclones
The thunderstorms (CBs) seldom last longer than 30-40 minutes over an aerodrome, giving
heavy rainfall with visibility well below landing minima. Delay your landing or take-off. The
lowest frequency of occurrence is during the period 0600 Local time to noon, the maximum
in the late afternoon and night. Tropical cyclones occur most often in this season and will be
found in the Bay of Bengal. They approach the bay in a westerly direction across the Malayan
Peninsula; they change to a northerly direction reaching the Bay of Bengal and frequently hit
the land South- East of Kolkata (Bangladesh) with devastating effect.
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1.4. SOUTH ASIA AND THE FAR EAST WEATHER - 2

(Thailand, China, Hong Kong, Philippines, Taiwan and Japan)
1.4.1. Winter and Spring (November May)
Cold and dry air moves from the Asiatic High over the warm South China Sea. Small sharply
defined cumuli are formed, tops 4000 to 6000 feet. Fair weather prevails in the Philippines
and the South China Sea. From December to February early morning fog is prevalent over
Indochina, Thailand and Burma. The visibility is restricted to less than two miles. It starts 3
hours before and lasts until 2 hours after sunrise. Towards spring fog also persists at Hong
Kong (May/April). In the northern area the weather is characterised by the Polar front pene-
trating often as far South as 20 degrees North. The direction normally is northeast to south-
west, it separates the cold air of Asia from the warm air of the western Pacific. Arctic fronts
may form and tropical cyclones develop along these fronts, travelling northeast and may pass
over or near South - East Japan interrupting the normally good flying weather. In the North of
the Japanese Islands the winter brings a large amount of precipitation with frequent snowfall.
Two jetstreams are found in the area. The Polar jet stream between Korea - Tokyo and the
subtropical jet stream between Hong Kong and Okinawa. The two streams may mix together
from Kagoshima to Tokyo. Average westward component about 70 knots. Core velocities
may reach a maximum of over 200 knots. Between Thailand - Hong Kong and the Philip-
pines light westerly winds prevail.
1.4.1.2. Turbulence
Clear Air Turbulence in connection with the jetstreams is quite common (moderate- heavy).
1.4.1.3. Typhoons and Cyclones
Very rare in this season Occasional cyclones in connection with the polar front.
1.4.2. Summer and Autumn (June to October)
The ITCZ appears again in the southern part of the region (up to approximately 22 degrees
North). The Polar front moves well to the North of Japan. Thus the maritime tropical air-
masses invade the area and the summer starts. July is very hot and humid. The months of
September and October are a transitional Period between the wet summer and dry winter.
During October the characteristic winter circulation over East Asia, with the Asiatic High, the
two jetstreams and the Polar front is re-established.
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Jet stream activity is absent, but reappears in September/October. Upper winds from east to
southeast 20-50 Knots between Bangkok/Hong Kong/Manila becoming westerly 10-30 knots
towards Tokyo.
1.4.2.2. Turbulence
See before (Winter). Can be found within the monsoon and of course in the vicinity of a
typhoon.
1.4.2.3. Typhoons and Cyclones
Typhoons are observed during this season, being most prevalent from July to October
1.4.2.4. The Nature of Tropical Cyclones
A tropical cyclone consists of a rotating mass of warm humid air normally between 200 and
1000 miles in diameter. The atmospheric pressure is lowest near the centre, and will be less
than 990 millibars in a tropical cyclone that has developed to typhoon intensity In the northern
hemisphere the winds of a Cyclonic circulation spiral inwards towards the centre in an anti
clockwise direction. In the southern hemisphere the rotation is clockwise.
Well-developed tropical cyclones have widespread areas of thick cloud extending to great
heights together with bands of torrential rain and very violent winds. The strongest winds,
which may reach 200 knots, blow in a tight band around the eye of a tropical cyclone, a cen-
tral region of light winds and lightly clouded sky, usually circular or elliptical in shape and
ranging from a few miles to over 80 miles in diameter. Winds diminish rapidly with distance
from the wall of the eye and it is rare for winds to exceed 60 knots more than 50 miles from
the centre. Although the winds in the wall of the eye frequently exceed 100 knots, the whole
system moves at a much slower speed. Near Hong Kong a typical movement would be
towards West North West at about 8 knots, but other directions and speeds are common. The
term tropical cyclone does not imply any particular intensity. The most intense are typhoons,
which are equivalent to hurricanes in the Atlantic and cyclones in the Indian Ocean. By inter-
national agreement tropical cyclones occurring in the western Pacific and the China Seas are
classified according to the maximum sustained wind speeds within their circulations, as
shown in the table below.
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TABLE-1 below Winds Associated with Tropical Cyclones
Winds Associated With Tropical Cyclones
Class Max Sustained Wind Tropical Gust Peak

Speed Speeds*
Tropical Depression Up to 33 knots 40 50 knots
Tropical Storm 34 37 knots 50 75 knots
Severe Tropical Storm 48 63 knots 75 100 knots
Typhoon 64 knots or more More than 100 knots
* The figures in the last column do not form part of the international definitions and are only
typical of tropical cyclones experienced near Hong Kong.
1.4.2.5. Tropical Cyclones as Heat Engines
The physical processes and energy transformations occurring in tropical cyclones are
extremely complex and are not yet fully understood. Essentially, a tropical cyclone is a vast
heat engine where the primary source of energy is the latent heat of condensation that is
released when rain forms in ascending moist air. The heaviest rain occurs in relatively narrow
spiral bands and especially in a tense ring surrounding the eye, where tremendous amounts
of heat are released. It has been estimated that the efficiency of a tropical cyclone as a heat
engine is only about 3%. Even so, the amount of mechanical energy generated by an aver-
age tropical cyclone is of the order of half a billion kilowatt - hours per day. If this mechanical
energy could be converted into electricity if could, in only one day, provide about 150 years
supply of electricity for all of Hong Kong (at the rate consumed in 1969). The latent heat
released is the primary cause of the warm core which forms in a tropical cyclone. Since the
warm air in the core is lighter than its surroundings, the surface pressure there is lower.
These differences in the surface pressure produce the familiar pattern of circular Isobars. Air
starting to move towards the centre of low pressure is deflected by the rotation of the earth
and spirals inwards. Note that tropical cyclones do not form on the Equator, where the earth
has no vertical component of rotation.
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1.4.2.6. How Tropical Cyclones Form
The above description, although far from complete, explains the general process which main-
tains the circulation of a tropical cyclone. The question of how they form and develop is more
difficult to answer, but three necessary conditions are explained below. As the main driving
force comes from the latent heat released when water vapour condenses, a large source of
warm, moist air is required. This is to be found over warm tropical seas, and a sea surface
temperature of over 26 degrees Celsius has been found to be one of the necessary pre-con-
ditions for the formation of a tropical cyclone. As the circulation develops, the winds whip up
the sea and the spray becomes an efficient means of feeding moisture into the air. Even
though the sea may be warm a tropical cyclone will not form unless other conditions are sat-
isfied. In order to produce sufficient latent heat for the circulation to grow, it is necessary for
rain to develop over a very large area. For this to happen the air at low levels must converge
inwards on a large scale. Although the air near the surface may be converging towards the
centre of a circulation, art rising up in the warm moist core, the system will still not develop,
and the central pressure will not do very much, unless the rising warm air moves away from
the region at the top of the circulation. For this to happen, it is necessary to have a loft, an
anticyclone, or divergent flow, superimposed upon the convergent flow at the surface. The
existence of this high level divergent flow is a third condition for tropical cyclone development.
1.4.2.7. How They Dissipate
Warm moist air is the source of energy. If it is cut off, a tropical cyclone will weaken rapidly.
This occurs when the circulation begins to move inland or over cool seas, or if cold dry air is
drawn into it. The latter situation sometimes arises in the autumn when a surge of cold air
moves S across the China coast, and is fed into a tropical cyclone centred over the South
China Sea.
1.4.2.8. Occurrence of Tropical Cyclones
Tropical cyclones can occur over the West Pacific and the South China Sea at any time of the
year, although there are over 30 times as many in September as in February. The majority
occurs in the summer and Autumn, with a pronounced maximum in August and September.
No tropical cyclone has been known to cause gales in Hong Kong during the months Decem-
ber to April. The South coast of China experiences more than 5 times as many tropical
cyclones as the most vulnerable part of the coast of Florida. Many tropical cyclones form
over the Pacific to the East of the Philippines. They generally start moving towards the West-
North/West in low latitudes but often recurve and move towards North East somewhere
between latitude 15 degrees North and 30 degrees North. The figure shows typical tracks of
tropical cyclones.
On average 5 or 6 tropical cyclones, threaten Hong Kong each year and necessitate the
hoisting of Number I local signal. One of these comes near enough to cause a gale with
winds of 34 knots or more. Gales due to tropical cyclones have been known in Hong Kong as
early as 19th May and as late as 23rd November. About once in every 10 years the centre of
a fully developed typhoon passes sufficiently close to cause winds of hurricane force with
speed of 64 knots or more. Although tropical cyclones weaken over land they generally do
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not die out completely for several days. They usually cross the Philippine Islands with only a
slight loss of intensity and have been known to travel hundreds of miles across the mainland
of China.
1.4.2.9. Information Used to Locate Tropical Cyclones
Tropical cyclones can be located and their intensity determined in a variety of ways. On a
weather map the centre of a tropical cyclone can be located from the pattern of winds or from
the distribution of barometric pressure. At the Royal Observatory, weather maps are prepared
every 3 hours and this normally enables the movement and development of a tropical cyclone
to be determined. For this to be done effectively a large amount of information must be col-
lected. In 1969 about 6000 observations were received every day from land stations and over
700 from ships. In addition about 500 upper-air observations were obtained from balloon
borne instruments in various countries together with numerous reports from aircraft. Never-
theless there were often large blank areas in some remote parts of the Pacific with no infor-
mation whatsoever. More direct methods of locating tropical cyclones have been developed
in recent years. Weather satellites now orbit continuously around the world taking photo-
graphs of the earths cloud cover during the day and measuring the radiative temperature of
cloud tops at night. Some American satellites transmit these pictures for reception and direct
readout at ground stations, and several pictures are received each day by the Royal Obser-
vatory. These pictures show the cloud structure of weather systems and can aid in determin-
ing the position and intensities of tropical cyclones.
Specially equipped U.S. Navy and U.S. Air Force reconnaissance aircraft fly into tropical
cyclones and locate their centres with radar and other instruments. Sometimes as many as 4
flights are made each day. The observations are widely disseminated and make an invalu-
able contribution to the tracking of these weather systems. Surface wind speeds reported by
these aircraft are estimated from the appearance of the sea and in the past have tended to be
appreciably higher than wind speed reported by ships or island stations.
When a mature typhoon comes within 240 nm of Hong Kong its position may be determined
with great accuracy by the Observatory's meteorological radar. This shows the pattern of rain
which generally occurs in spiral bands, and quite often the eye of a tropical cyclone, which is
free of rain, can be located and tracked. Due to curvature of the earth the radar at its extreme
range can only detect rain that is more than 12 kilometres above the earths surface. Unless
the tropical cyclone is well developed there will be no rain at such a high level and the range
at which the centre can be located will be reduced. However typhoons and severe tropical
storms can normally be seen at maximum range.
Throughout the day and night incoming info is checked plotted and analysed at the Central
Forecasting Office of the Royal Observatory. Not infrequently the forecast is confronted with
conflicting reports or a lack of info from a vital area. In particular ships avoid areas affected by
tropical cyclones and as warnings become effective fewer ships reports are received from
these areas.
Having located the centre of a tropical cyclone, and evaluated its intensity the forecaster then
determines its probable future movement and development. Several objective statistical and
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dynamic methods are used at the Central Forecasting Office. Additionally forecast charts pre-
pared by electronic computers in meteorological centres at Tokyo and elsewhere are used.
The products of these various methods are compared and the results modified subjectively
to-produce a final forecast. For many reasons these methods cannot be precise in recent
years the average error of the forecast position 24 hour ahead has been about 100 miles.
This was reduced to 90 miles in 1968 but an error of this magnitude can still sometimes mean
the difference between anticipated widespread destruction and no damage at all 10 a region
as small as Hong Kong.
1.4.3. Areas of Special Significance
1.4.3.1. The Philippines
The republic of the Philippines consists of an Archipelago of over 7000 islands in the Western
Pacific between 40 and 210 North. The largest islands are from North to South Luzon,
Samar, Leyte, Panay, Palawan and Mindanao. All the larger islands are mountainous. Many
mountain ranges rise to 10,000 feet.
The southern islands have an equatorial climate with significant rain all year round. The cen-
tral and Northern islands have a tropical monsoon type of climate similar to Indo-China. In
most areas the wettest time from July to October when the wind system of the western pacific
is influenced by the monsoonal influence of the Asian continent. Winds are south westerly to
south-easterly.
Rainfall is particularly heavy in the period August to October when much of it comes from
tropical cyclones called typhoons in the South China Sea. Most of these typhoons produce
very high wind speeds and torrential rain. Most of them develop east of the Philippines and
move westwards into the South China Sea.
Annual rainfall is over 40 inches (1000 mm) almost everywhere and where warm, damp
Pacific air is forced to rise over coastal mountains rainfall often exceeds 160-200 inches
(4000 -5000 mm)
1.4.3.2. Thailand
Thailand, previously known as Siam, in Southeast Asia is about the same size as France. It is
bordered by Burma on the north and West by Laos and Cambodia on the east.
Situated between 60 and 200 north the country has an equatorial climate in the extreme
south (Phuket) while the centre and the north a tropical monsoon climate similar to Burma.
The north is hilly and even mountainous with land rising over 7000 feet.
Most of Thailand has abundant, but not excessive rainfall and this is largely confined to the
months of May to October. During this season the weather is dominated by the southwest
monsoon blowing from the Indian Ocean and bringing warm humid air and much cloud.
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1.5. AUSTRALIA PACIFIC
1.5.1. SOUTH EAST ASIA and NORTH WEST AUSTRALIA
This region has an equatorial rainy climate, except near Darwin where there is little rain from
May to September.
In January, the Northeast monsoon reaches the area after a long sea track. This sea track
breeds instability, which after crossing the Equator becomes the North Westerly monsoon of
Northern Australia.
In July, Australia is in the sub-tropical high-pressure region, which gives southeast trade
winds blowing from the continent towards Indonesia. On crossing the equator these become
the South West monsoon in Indonesia.
The weather consists of frequent large CB and TS giving much heavy rain. Marked differ-
ences exist due to the topography of the many islands in Indonesia. Land and sea breezes
are a consideration for pilots.
In winter the Southeast trades that originate over Australia are dry and dusty. Haze is com-
mon with rain below 5S.
The wettest period occurs when the inter-tropical front is in the vicinity.
Tropical storms (Cyclones) originate in the Timor Sea and generally move Southwestwards
before turning towards Northwest Australia. Heavy rain and strong winds accompany these
cyclones.
1.5.2. Australia
July sees the influence of the sub-tropical high into the region, except for the South East and
South West, the weather is mainly dry with clear skies. The traveling lows pass to the south of
the region giving troughs and secondary depressions. This disturbs the weather, giving rain
and orographic cloud over the hills.
As spring approaches the pressure systems move further south and the disturbances gener-
ally miss the region, giving clearer weather. As the land heats up CBs start to form, the sum-
mer (North east Monsoon) starts to infiltrate the region brining moisture and instability. The
Intertropical front moves south to approximately 15S in January.
During the summer the thunderstorms and heavy rain fall, this is however confined to the
Northern part, the rain reduces towards the interior.
The central region is arid and cloudless all year. The sub-tropical high consists of a series of
eastward moving anti-cyclones separated by cols and troughs.
The southerly busters are the dry gusty winds that blow from the interior, giving large temper-
ature rises and near gale-force winds.
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The moist northerly stream may blow down the eastern side of a trough of low pressure which
extends southwards over the continent ("tropical dip" situation), usually during the summer
months. On other occasions, a moist northerly stream will be associated with a weak ridge
along the Queensland coast, or down the West Australian coast on the western side of an
anticyclone.
1.5.3. Stream Weather
1.5.3.1. Easterly Stream
An easterly stream occurs in the northern sector of an anticyclone situated to the south of the
continent, or the southern sector of a depression situated to the north of the continent. There-
fore much of northern Australia is under the influence of easterly stream weather (southeast
trades) for most of the year. Southern Australia will usually only be affected by an easterly
stream during the summer months, except for the 'east coast'
1.5.3.2. Dry Northern Stream
The dry northerly stream is of continental origin and occurs in association with the leading
sector of a depression, centered to the south of the continent, and with the western sector of
an anticyclone situated over eastern Australia or in the Tasman Sea. It is usually only rela-
tively short-lived, affecting areas of southern Australia for up to three days at a time. During
summer, it will be hot and dry. Instabilility will exist in a very thin layer at the surface due to
the intense surface heating. If the winds are strong, and surface conditions dry, then local or
even widespread dust storms may result. During winter, the stream will be cold and dry, and
thus extremely stable.
1.5.3.3. Southern Stream
Southerly streams vary greatly in their characteristics, they rely entirely upon their origin to
determine their characteristics.
The colder the stream and the more violent the weather associated with CU. A typical south-
erly stream is one which originates from near the continent of Antarctic This stream is associ-
ated with deep, complex depressions during late autumn and winter. Even though this stream
produces extremes of weather, these conditions rarely last for more than a day at any one
particular place. During the summer months, there are occasions on which a mild, southerly
stream will affect southern Australia. This stream is associated with the western edge of a
depression in the Tasman Sea, and the eastern edge of an anticyclone over the Indian Ocean
during summer. This stream will produce almost completely fine weather, and will be more
prolonged than the southerly stream which occurs during winter.
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1.5.3.4. Westerly Stream
A westerly stream is usually located on the southern side of an anticyclone situated over cen-
tral Australia This situation usually occurs in winter, and the westerly stream may exist
between the cold fronts associated with depressions to the south of continent. The pressure
gradients are often steep, giving rise to strong to gale force winds. These winds will often last
for many days.
1.5.4. Airmasses
The Australian continent is influenced by three air masses, Tropical Continental, Tropical
Maritime and Polar Maritime.
1.5.4.1. Tropical Continental Air
This air mass originates in the arid region of central and western Australia. In summer, the
displacement of the sub-tropical high-pressure belt south causes the driest of this air to be
located over the southern section of the continent, west of 135E. To the north, as a result of
inflow of moisture from the east, the air mass is moist and accompanied by conductive pre-
cipitation.
In winter, north of 30 South the air mass is accompanied by clear skies. The Tropical conti-
nental airmass is associated with:
The leading edge of a depression whose centre is located to the south of the continent.
The west section of anti-cyclones.
The northern sector of anti-cyclones with centres to the south summer.
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1.5.4.2. Tropical Maritime Air
This air originates in either the Pacific and Indian Oceans, with the former being the most
likely source. In winter, the air is stable on the eastern edge of the Indian anticyclone and
consequently the air mass that invades Western Australia is relatively cool and convectively
stable. In contrast, the air that invades eastern Australia and/or New Zealand is warm, moist
and convectively unstable. When this air mass is subject to frontal or orographic lifting, mod-
erate to heavy precipitation results.
In summer, the convergent flow towards the low-pressure belt across northern Australia pro-
duces an unstable air mass. The continental heating over this area contributes to instability.
This air mass is associated with the heavy summer convective precipitation of northern Aus-
tralia Between 30S and 40S the air is more stable, however, heating over the New Zealand
land mass will again result in precipitation.
A tropical maritime air mass is associated with:
The eastern sector of a trough of low pressure extending southwards over central Austra-
lia during summer.
The southern half of an anticyclone situated over the continent during winter.
The northern and western sectors of an anti-cyclone centered in Tasmania.
1.5.4.3. Polar Maritime Air
The extensive oceanic region south 40S is the source of this air. It is characteristically cool
and moist. The stability of the air depends on the direction of the flow and the nature of the
circulation. When the air flows northwards in a strong cyclonic flow the mass is accompanied
by showers and Cu type clouds. However, when the flow is southwards around a pronounced
anticyclone, the mass is associated with stratus cloud and rain during winter, the Polar Mari-
time invasion accounts for the greater proportion of precipitation in south Australia and New
Zealand. Polar maritime air masses are associated with southern and western sectors of
depressions central to the south of Australia.
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1.5.5. Tropical Cyclones
The average season for tropical cyclones in the Australian region starts in November/Decem-
ber and continues to March/April. The months of greatest activity are January, February and
March, while for the Northern Region December is also an active month. Most cyclone occur-
rences are in ocean waters and coastal areas between 15 S and 20 S and activity in this
latitude belt seems to transfer from east to west as the season advances. Cyclones in the
west tended to track close to land more than they do in the east.
An apparent increase in tropical occurrence in the Australian region since the early sixties
can be mainly attributed to improvement in detection after weather satellites became opera-
tional.
The quality and type of tropical cyclone data has improved over the years with the increase in
the observational network, the use of radar and aircraft observations and, most importantly,
with the understanding of weather satellite imagery.
1.5.6. The Tropopause
The polar tropopause is present over the southern part of this route, normally near 200mb. In
the region of the jet streams the height of the tropopause changes abruptly, occasionally the
tropopause overlap
1.5.7. Upper Winds
The sub-tropical jet stream is normally present over Australia in winter. Its core is normally
found in lat. 25-28" at a height near 40,000 ft., where the winds average 80-90 kts in July, but
may be much stronger. Westerlies prevail up to and beyond 50,000 ft., but are lighter.
In April and October the strongest winds are still in roughly the same position, but they are a
little lighter. In January the strongest winds are still near 40,000 ft. but they are lighter still and
are found in the extreme south.
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1.5.8. Aerodromes in the Region
1.5.8.1. Adelaide
Adelaide has a temperate climate with cool to mild, wet winters and warm to hot, dry sum-
mers. Rainfall in Adelaide is distinctly seasonal, 77 per cent of falling during April to October.
The rain is generally brought by unstable westerly airstreams. There is no pronounced diur-
nal tendency for rainfall; its occurrence is equally likely at all hours of the day.
Visibility is seldom bad, although conditions become marginal in both ceiling and visibility due
to frontal activity or, in summer, dust storms.
Marginal conditions occur mostly in July between 1700 and 2300 UTC
Fog occurs chiefly in the morning during late autumn, winter and early spring.
Winds from October to March are predominately from the Southwest quarter. In the other
months the winds are mostly northerly.
1.5.8.2. Brisbane
Thunderstorms occur with a frequency of about 35 per year, mainly in the summer months.
Occurrences of marginal weather conditions are mostly due to shower activity; this is espe-
cially true during the rainy season (summer). Fogs may occur in any month but the frequency
is highest in the May-September period.
Only in July are ceilings and visibility reduced to below 500ft and l000m to any appreciable
extent through all hours of the day, and then the fog usually clears during the period from 23
0500 UTC.
Winds are predominantly southwesterly during the period March to September, northeasterly
from October to December and southeast and east during January and February. Wind
speed usually falls in the range of 5-15kts. Strong, gusty westerlies can occur for periods last-
ing up to 48 hours during June-August
From November to April there is a risk of tropical cyclones affecting Brisbane, however, the
frequency is around 5 times in 30 years.
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1.5.8.3. Melbourne
Reduced visibilities and low cloud occur predominately with a wind in the southwest quad-
rant. Fog occurs most frequently between 0300 LST and 0900 LST (1700 UTC & 2300 UTC),
and June is the most fog prone month of the year.
Thunderstorms occur more frequently in the afternoon and evenings, and tend to a maximum
in late spring and summer. Severe wind squalls often accompany summer and late spring
non-frontal thunderstorms.
Winds are predominantly from the south from January through March, from the month
between April and September and from all directions from north through west to south
between October and December.
Maximum wind gusts in excess of 50 knots have been associated with:

Northerly stream
Downdrafts from thunderstorms
Southwest to west change.
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1.5.8.3.1. Perth
Winds are chiefly easterly in the morning and southwesterly during the afternoon. Because of
the strength of the easterly winds and afternoon sea breezes in summer and the westerly
winds in winter, Perth is the windiest city in Australia. Moderate turbulence can be expected
in the terminal area with strong easterly winds.
The few occasions of ceiling below 500ft consist of early morning low cloud in summer and
autumn, and some irregular occurrences during the rest of the year. Visibility below 1000m is
more frequent than low ceiling, occasionally in drizzle or rain but mainly because of fog.
As a general observation, fog is most frequent between 2030 - 0630 UTC with durations gen-
erally ranging from half an hour to two hours.
Again, a general rule, fogs commencing before 1500 UTC are not long period fogs, seldom
having durations exceeding about 3 hours. Following is a monthly analysis of commence-
ment and ending times of continuous fog conditions at Perth airport All times mentioned are
Western Standard Time (WST) UTC + 8
1. January
Commencement times ranged from 0200 to 0730. Cessation times covered the same period
(times based on the resolution obtainable with half-hourly reports). Most frequent times of
commencement were after 0500 and clearing was never late than 0730. The maximum dura-
tion observed was approximately 4 hours.
2. February
Commencement times ranged from 0100 to 0800 with clearance from 0300 to 0830. The
most frequent times of commencement were after 0300 hours and the maximum duration
was 4 hours.
3. March
Times of commencement ranged from 0100 to 0900. Times of cessation were from 0300 to
1000. The most frequent times were 0400 to 0700 for commencement and 0600 to 0800 ces-
sation. Maximum duration observed was approximately 6 hours.
4. April
Periods of fog increased in frequency and times of commencement were widely distributed,
ranging from 2130 to 0930 with ending times covering the same period (times given within
the resolution of half-hourly reports). Most fogs commencing before midnight were of short
duration and the maximum duration was 7 hours. The most frequent times of commencement
ranged from 2400 to 0800 and endings from 0300 to 0900.
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5. May
The duration of fog in this month very rarely in excess of 6 hours with most duration under
3 hours. Times of commencement ranged from 2030 to 1000 and it would be factual to say
that on the average during May, the earlier fog forms the earlier it clears. The duration of the
fog, tends to be around 3 hours or less, irrespective of the time of commencement.
6. June
The remarks concerning the character of the duration of fog during May also apply to June.
The maximum duration of the fogs had a duration of less than 3 hours. There was no
apparent bias in starting times.
7. July
This month presented similar aspects to May and June. The longest fog duration observed
was ten hours, but again well over half the observations were associated with durations less
than 3 hours.
8. August
Periods of fog decreased in number and a characteristic duration was not so evident. Well
over half the observations had durations less than 4 hours. The maximum duration was 7
hours and times of commencement ranged from 2200 to 0930 hours. Times of cessation pro-
vided no additional information as these ranged over about the same time in interval. There
was no apparent bias in starting times.
In the foregoing results, it seems plausible that the early times of commencement of fogs dur-
ing the months May, June, July and August were due to the effect of rain during the day pre-
ceding the early forming fog. On the other hand, it is believed that the fogs which formed in
the early morning hours and around dawn are primarily radiation fogs.
9. September
The distribution of commencing times during this month was weighted more towards the
hours 0300 to 0800. However, actual times ranged from 2030 to 0900 and nearly all of the
fogs had durations under 4 hours, irrespective of commencing time. Maximum duration was
7 hours.
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10. October
The most favoured times of commencement ranged between 0300 and 0700 hours, with
durations rarely in excess of 4 hours, irrespective of commencing times which actually
ranged from 2130 to 0800. The maximum duration was 7 hours.
11. November
Again, the most favoured commencing times were from 0300 to 0700, but ranged from 2200
to 0730. Durations were rarely in excess of 3 hours and the maximum was 5 hours.
12. December
Times of commencement ranged from 0030 to 0700. No duration exceed 3 hours, the
majority were less than 2 hours.
1.5.8.4. Sydney
Fogs may occur at any time of the year but the incidence is only one every two to three years
in each of the months October to February, increasing to one or two a month for the remain-
der of the year.
May is the foggiest month. The fogs are mainly confined to the overnight period. Particularly
the early morning hours and rarely persist past mid morning.
Smoke haze will also form on winter evenings in conditions which favour the formation of an
inversion. It clears with the onset of the sea breeze the following morning, but may return in
the evening.
Fronts are most frequent in summer, although they can occur at any time of the year. In moist
SE. Winds behind a cold front and within three hours of its passage, broken scud with a low
cloud base is common.
It is followed later by showers and further scud of up to 8/8 in amount. The 'back north-easter'
which develops ahead of a trough also brings low cloud, but conditions are less severe than
those with SE winds.
Most thunderstorms occur at cold fronts which if active are of the line squall type (southerly
buster) and may persist for periods of up to three hours. Dust with light winds may reduce vis-
ibility.
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1.5.8.5. Auckland
Very low cloud and/or poor visibility (more than 4/8 cloud below 300 ft and/or visibility less
than 1000m) is very rare in summer and spring, but more frequent in other seasons.
In frontal passages, heavy rain may reduce visibility to less than 2000m for 30-60 minutes.
The predominant direction for low cloud/poor visibility is from the north to northeast with a
small maximum of occurrences from the west to southwest Most reported cases occur with
wind speeds less than 20 kts.
Radiation fog occurs on 2 to 3 days in each month from March to September. I usually form
between 15 - l900 GMT and in most cases clears by 21-2200 UTC.
The prevailing wind is south westerly much of the time) and north-northeast (24% of the
time). There is little seasonal variation. In general, the highest frequency of poor flying
weather occurs in the months May to August, with the period around sunrise the worst.
1.5.8.6. Christchurch
Fog is reported at the airport on an average of 44 days each year, occurring most often dur-
ing the period autumn to early spring. Those which occur during winter tend to persist longer
than at other times of the year.
Fog that forms in the evening often lifts or clears by midnight, but may form again before
dawn. Despite the amount of smoke in the air in winter, radiation fogs seldom if ever form
when the relative humidity is appreciably below 100 percent. Sea fog or very low stratus from
Pegasus Bay and fog that has formed over the Walmacariri River may be advected over the
field, but it usually lifts clear of the ground as it does so. Fog advected from the Lake Elles-
more area to the south of the airport, although uncommon, is less likely to lift off the ground.
Low cloud in amounts greater than 4 oktas is usually associated with one of the following
types of meteorological situation:
A ridge of high pressure to the east and southeast of Christchurch with a northeast flow
over the sea and, usually northeast to east surface winds at the airport.
A depression not Far East or northeast of Canterbury.
Following the passage of a cold front when the wind is southwest.
The cloud ceiling is generally above 800ft (240m) and only very occasionally below 300ft
(90m).
An indication of low cloud and/or poor visibility occurring simultaneously for specified wind
speed and direction is given in the following points:
There is almost complete absence low cloud/poor visibility, in all seasons, with winds
from the southeasterly quarter and from the northwesterly quarter.
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Low cloud and/poor visibility is likely to occur when the wind is between 060 and 090,
and between 200, and 230 with wind speeds less than 20 knots.
With wind speeds over 20 knots almost all the occurrences of low cloud and/or poor visi-
bility are to be found in the south to Southwest wind directions.
The prevailing wind directions are northeasterly (19.9 percent of the time), easterly (17.8
percent) and southwesterly (16.8) percent).
Percentage of occasions when crosswind exceeding 18 knots on runway. 02/20:
NAME OF MONTH PERCENTAGE OF EXCEEDING CROSS WIND
January 4%
February 2%
March 5%
April 0%
May 1%
June 0%
July 0%
August 1%
September 3%
October 3%
November 7%
December 4%
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1.6. AFRICA
1.6.1. Major Influences
The strongest factor is the movement of the ITCZ, this may give very severe conditions that
are a hazard to aviators.
The characteristics of the Inter Tropical Convergence Zone are an upper Easterly Jet, mon-
soon air at the surface meeting the southern hemisphere trade winds. Often buried within the
Inter Tropical Convergence Zone at lower levels is an Easterly Jet. The mixing and thermal
rising parcels of air creates almost vertical TCU which spread out at the Tropopause,
(65,000). The air then descends down and mixes with the trade wind air mass. This creates
significant vertical shear. The descending air and the Easterly Jet combine to create the
WEST AFRICAN TORNADO during Spring and Autumn.
This area is a belt of TS 20-30nms wide giving very heavy Rain, the West African Tornados
move along the Inter Tropical Convergence Zone, and may be the start of the hurricanes that
bring destruction into the Americas and Caribbean.
Elsewhere along the Inter Tropical Convergence Zone the definition is lost due to undescern-
able cloud types mixed in a chaotic sky. Buried within these multi-layer formations large TS
and TCU grow, with considerable ice and turbulence.
Another major influence is the sea current around Madagascar. The South Equatorial current
is a large circulatory current that passes south of Africa, warms as it turns North close to Aus-
tralia, then further turns West towards Madagascar. As it meets the Northern tip of Madagas-
car it divides into a Northerly and Southerly flow. The Northerly flow tracks up the coast and
then turns through 180 degrees south of Kenya back towards the Seychelles.
It is here that the cyclones are born.
On the western side of Africa, the West African tornados track out to sea, crossing the coast
of Liberia and meeting the Southerly winds passing the western side of the Inter Tropical
Convergence Zone. Once over the oceans they pick up moisture which fuels the cyclonic
activity and now we have the birth of the Hurricanes that are tracking to the Americas.
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1.6.2. Winter
The surface wind is generally a Northeasterly, Close to the Inter Tropical Convergence Zone
there is little cloud, however the convective cloud increases over the mountains of Kenya.
During the rainy season the presence of Thunderstorms increases, these storms may reach
65,000 on occasions. Kenya and South Africa have less rain than other areas.
Fine dry weather is normal in the high-pressure region south of Cairo. Reduction in visibility
due to rising dust or sandstorms frequent Khartoum with strong NE winds from Kenya going
south the weather is influenced by the Inter Tropical Convergence Zone. The Inter Tropical
Convergence Zone lies across Liberia, Lagos then turns South running down the center of
the country to the approximate mid point before turning East towards Madagascar.
The wet season is November to March or April in the south. The SHORT RAINS are in
November and December, whilst the LONG RAINS are in MAR and MAY.
1.6.3. Jetstreams and Upper Winds
Upper light Westerlies changing to equatorial trough East of Nairobi and back to light West-
erly by Johannesburg. The Jet stream axis is North of Cairo at this time of year.
1.6.4. Tropical Revolving Storms
Cyclones affect this route. Originating 5 to 15 degrees South in the Indian Ocean, they are
rare in the Seychelles but frequent over Madagascar, Mauritius and Mozambique. Cyclones
have been known to affect the Comoros, but generally Madagascar shields them from the
worse effects. Indications are that only side effects from cyclones may be expected about
once in every eight years. Cyclones are most frequent January to April, sometimes also
November to May.
June to October - The surface winds are generally Southeasterly. Equatorial through almost
reaches Johannesburg by July. Local cloud Guti in Zimbabwe and occasionally in the Trans-
vaal. Very low stratus and CB with moderate to strong SE winds which bring moisture from
Mozambique. These periods are generally about five days, the cloud type are generally of
greater proportion than in January and are related to the position of the Inter Tropical Conver-
gence Zone.
Precipitation - A rain belt reaches up to Khartoum and almost all the yearly moisture (150
mm) is deposited at this time. A double wet season in Kenya is the result of the Inter Tropical
Convergence Zone movement March to May and November to December. This is the sea-
son for Haboobs and sandstorms in the Sudan.
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1.6.5. Aerodromes in the Region
1.6.5.1. Khartoum
Sand and dust Winter drifting sands with strong northerly winds (visibility below 500m for 24
hours are possible). Summer-Haboobs from east or southeast, gusts over 40 knots, visibility
down to 500 metres first two hours, then about 2000 metres up to 3 to 4 hours. Strong south-
westerly in summer, occasional reduction in visibility to 500 metres. Low cloud below 2000
feet with rain.
1.6.5.2. Nairobi
Radiation fog is almost unknown. Low stratus frequent at night and early morning February to
May, September to December and infrequently at other times, of the year, with wind north to
east or east south-east cloud down to 100-300 feet between 0500 and 0900 LMT. Wet sea-
son local thunderstorms effect not serious, except on high ground.
1.6.5.3. Entebbe
Two wet seasons, mid March - mid May, late October - mid December. Thunderstorms
throughout the year mostly 0200-0500 LMT least frequent December to February and June-
August. With unstable air from W or SW, wide spread rain and thunderstorms. Visibility rarely
falls below one kilometer and cloud base only in brief periods below 1000 feet. With northerly
winds haze is common, visibility about 5 km from December-early March.
1.6.5.4. Harare
May-mid August fine. Smoke haze mid August-mid November. Local thunderstorms, dust
devils. In wet season mid November-April heavy showers and thunderstorms, visibility less
than 500 m. With a Cyclone near, visibility can be poor for days.
1.6.5.5. Johannesburg
October to March very low cloud frequent early morning. Base below 500 feet with NNE
winds. Thunderstorms usually from SW and SSE with usually NW surface wind. Fog in wet
season few days a month. 800m with NNW surface wind, dispersing during the day. In winter
with E winds also but not often. Smoke pollution with SSW winds. Visibility 2-6 kilometers.
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TABLE OF CONTENTS
CHAPTER 2 - PERFORMANCE
2.1 PANTRY CODE DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1.1 A319 / A320 / A321. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.2 A332 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.3 A333, A346 and B777 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1.4 A300 Freighter Aircraft Dry Operating Weight and Index . . . . . . . . . . . . . . . . 6
2.1.5 A319 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.1.6 A320 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.1.7 A321 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.1.11 B772 LR Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.1.12 B773 ER Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.1.13 CL300 Dry Operating Weight and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.2 STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES . . 27
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PANTRY CODE DEFINITION
2.1 PANTRY CODE DEFINITION
2.1.1 A319 / A320 / A321
Pantry Code
Airport (From / To) (Note)
ALG, ARN, ALY, AMD, AMM, BKK, CAI, CAN, CCJ, CDG, CEB, CMN, COK,
CPT, DAC, DAM, DAR, FCO, FRA, GVA, IKA, ISB, JED, JNB, KRT, KUL,
A
LGW, LHE, LHR, LOS, LXR, MAA, MAD, MAN, MHD, MNL, MUC, MXP,
NAG, PEK, PEW, PVG, SAH, SGN, SIN, TIP, TUN, TXL, VIE and ZRH
ALG (via TUN), ATH, AUH, BAH, BEY, BOM, CGK, CMB, DEL, DMM, DME,
B DPS (via KUL), DXB, HYD, ICN, IST, KHI, KTM, KUL (via KTM), KWI, MAD
(via FCO), MCT, MLE, NBO, RUH, SEZ and TRV
Z Test/Training or Ferry Flight (Standard Crews 2/0)
Note: Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer
to Chapter 7 for airport suitability.
2.1.2 A332
Pantry Code Airport (From / To) (Note)
ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, FCO, FRA, GVA,
A HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL, MUC, MXP, PEK,
PVG, SGN, SIN, TIP, TUN, TXL, VIE and ZRH
ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT,
B
LHE, LXR, MAA, MHD, NAG, PEW and SAH
C ATH, BEY, DME and IST
ALG (via TUN), AUH, BAH, BOM, CEB (via SIN), CGK (via KUL/SIN), CMB,
DEL, DMM, DPS (via KUL), DXB, HYD, ICN (via PVG/KIX), KHI, KTM, KUL
D
(via KTM), KWI, MAD (via FCO), MCT, MLE, NBO, RUH, SEZ, SIN (via
KUL) and TRV
EWR, EWR (via GVA), IAD, IAD (via GVA), JFK, JFK (via GVA), IAH, IAH
E
(via GVA) and KIX
Z Test/Training or Ferry Flight (Standard Crews 2/0)
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2.1.3 A333, A346 and B777
Pantry Code Airport (From / To) (Note)
ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, DPS, EWR (via GVA),
A FCO, FRA, GVA, HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL,
MUC, MXP, PEK, PVG, SGN, SIN, TIP, TUN, TXL, VIE, ZRH
ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT,
B
LHE, LXR, MAA, MHD, NAG, PEW and SAH
ATH, BEY, BOM, CEB (via SIN), CGK (via KUL, SIN), CMB, DEL, DME,
C DPS (via KUL), ICN (via PVG/KIX), IST, KHI, KTM, KUL (via KTM), MLE,
NBO, SEZ, SIN (via KUL) and TRV
D ALG (via TUN), AUH, BAH, DMM, DXB, HYD, KWI, MCT and RUH
E IAD, IAH, JFK and KIX
Z Test/Training or Ferry Flight (Standard Crews 2/0).
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2.1.4 A300 Freighter Aircraft Dry Operating Weight and Index
A/ REGN ABX ABY AFB Reserved
SELCAL EFCR EJFR AERS
MSN 0554 0560 0614
Standard Crew Configuration 2/0 2/0 2/0
Maximum Crew Configuration 4/5 4/5 4/5
Dry Operating Weight (DOW)1 83 895 84 262 83 535
Dry Operating Index (DOI)1 485.8 484.5 487.6
1) Standard Crews 2/0
Variation of Crew from Standard Configuration DOW DOI
Per Cockpit Crew + 85 0.9
Per Courier + 85 0.8
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2.1.5 A319 Dry Operating Weight and Index
A/C REGN CJA CJB Reserved Reserved
SELCAL RSDM CSDK
MSN 1656 2341
Standard Crew Configuration 2/6 2/6
Maximum Crew Configuration 4/6 4/6
Pax Configuration 8/102 8/102
Dry Operating Weight (DOW) 44 558 44 291

A
Dry Operating Index (DOI) 503.2 500.2

B

Z
Note: Refer to 2.1.1 for pantry code breakdown.
Per Cabin Crew 75 No Effect
For Test, Training or Ferry Flight:
0.9 I.U. for each crew sitting in the forward cabin crew seats
+ 0.9 I.U. for each crew sitting in the Aft cabin crew seats
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A/C REGN ADA ADB ADC ADD
SELCAL EFGR ELAS MQDP PQEL
MSN 1566 1648 1773 1895
Standard Crew Configuration 2/6 2/6 2/6 2/6
Maximum Crew Configuration 4/6 4/6 4/6 4/6
Pax Configuration 12/132 12/132 12/132 12/132
Dry Operating Weight (DOW) 45 272 45 322 45 194 45 187

A
Dry Operating Index (DOI) 499.2 499.9 500.8 501.0

B

Z
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A/C REGN ADE ADF ADG ADH
SELCAL FSEQ KSCM LQHM RSCP
MSN 1957 2097 2121 2138

A

B

Z
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A/C REGN ADI ADJ ADU Reserved
SELCAL HQLS CSEJ AGJK
MSN 2161 2288 3071
Standard Crew Configuration 2/6 2/6 2/6
Maximum Crew Configuration 4/6 4/6 4/6
Pax Configuration 12/132 12/132 12/132
Dry Operating Weight (DOW) 45 160 44 891 44 975

A
Dry Operating Index (DOI) 500.2 498.9 501.6

B

Z
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A/C REGN ADK ADS ADT ADV
SELCAL GLBD JPES JSPR GKJM
MSN 1487 1928 2107 3274
Pax Configuration 196 12/165 12/165 12/165

A

B

Z
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A/C REGN ADW ADX ADY ADZ
SELCAL HLCD LMHK BLDF BQGL
MSN 3369 3397 3636 3669

A

B

Z
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A/C REGN ACA ACB ACC ACD
SELCAL HKAQ HSJL QSBF QSDL
MSN 473 489 511 521
Pax Configuration 8/24/200 8/24/200 8/24/200 24/248
A
B
C
D
E
Z
Per Cabin Crew 75 No effect
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A/C REGN ACE ACF ACG ACH
SELCAL JPBE EFBQ ALJR DLCG
MSN 571 638 743 441
Pax Configuration 8/24/200 12/24/192 24/236 24/248
A
B
C
D
E
Z
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A/C REGN ACI ACJ ACK ACL
SELCAL KSHM DSBK HPAB CLGM
MSN 746 760 792 820
A
B
C
D
E
Z
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A/C REGN ACM AFL AFM AFP
SELCAL ACFL GKBJ GLAF CDRS
MSN 849 612 616 684
A
B
C
D
E
Z
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A/C REGN Reserved Reserved Reserved Reserved
SELCAL
MSN
Standard Crew Configuration
Maximum Crew Configuration
Pax Configuration
Dry Operating Weight (DOW)

A
Dry Operating Index (DOI)

B

C

D

E

Z
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A/C REGN AEA AEB AEC AED
SELCAL HMAF JSDL AQJR BJMS
MSN 623 637 659 680
Pax Configuration 12/24/223 12/24/223 12/24/223 30/275
A
B
C
D
E
Z
Per Cockpit Crew + 85 - 1.0
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A/C REGN AEE AEF AEG AEH
SELCAL ASFM BCAP APFJ AKCS
MSN 711 721 734 789
A
B
C
D
E
Z
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A/C REGN AEI AEJ AEM AEN
SELCAL FGBQ CLEK DEAJ EGCD
MSN 813 826 893 907
A
B
C
D
E
Z
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A/C REGN AEO Reserved Reserved Reserved
SELCAL EHDL
MSN 918
Standard Crew Configuration 2/11
Maximum Crew Configuration 4/14
Pax Configuration 30J/275Y
Dry Operating Weight (DOW) 128 333

A
Dry Operating Index (DOI) 490.1

B

C

D

E

Z
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A/C REGN AGA AGB AGC AGD
SELCAL FMAD FMAC FMAE CLFK
MSN 740 715 766 798
Pax Configuration 8/42/216 8/42/216 8/42/216 8/42/216
A
B
C
D
E
Z
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2.1.11 B772 LR Dry Operating Weight and Index
A/C REGN BBA BBB Reserved Reserved
SELCAL JMFQ JRAC
MSN 36012 36013

A

B

C

D

E

Z
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2.1.12 B773 ER Dry Operating Weight and Index
A/C REGN BAA BAB BAC BAI
SELCAL BEJQ BPAE GMHQ JKEP
MSN 36009 36103 36010 36095
A
B
C
D
E
Z
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A/C REGN BAO BAE Reserved Reserved
SELCAL GQCM EMFH
MSN 36011 36104

A

B

C

D

E

Z
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2.1.13 CL300 Dry Operating Weight and Index
A/ REGN AAN Reserved Reserved Reserved
SELCAL ALBF
MSN 20042
Standard Crew Configuration 2/1
Maximum Crew Configuration 2/1
Dry Operating Weight (DOW)1 11 018
Dry Operating Index (DOI)1 64.0
Per Cockpit Crew N/A N/A
Without Cabin Crew -75 -0.7
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PERFORMANCE
STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES
2.2 STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES
Code Weight (Kg) Airport (From / To) (Note)
Adult 84
PT 1 Children 35 ALG, CAN, KRT, PEK, PVG and SAH
Infant 10
ALY, AMM, ARN, ATH, AUH, BAH, BEY, BKK, CAI, CDG, CGK,
Male 88 CMN, CPT, DAM, DAR, DME, DMM, DPS, DXB, EWR, FCO, FRA,
Female 70 GVA, HKG, IAD, IAH, ICN, IKA, IST, JED, JFK, JNB, KIX, KUL,
PT 2
Children 35 KWI, LGW, LHR, LOS, LXR, MAD, MAN, MCT, MHD, MLE, MNL,
Infant 10 MUC, MXP, NBO, RUH, SGN, SEZ, SIN, TIP, TUN, TXL, VIE and
ZRH
Adult 77
AMD, BOM, CCJ, CEB, CMB, COK, DAC, DEL, HYD, ISB, KHI,
PT3 Children 35
KTM, LHE, MAA, NAG, PEW and TRV
Infant 10
Note: Where a destination is not included in this list, PT 1 will be used. In case of
diversion the original PT code will be retained.
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ROUTE AND AERODROME
PERFORMANCE
STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES
REV 08P
OM PART C CHAPTER 3
ROUTE AND AERODROME
AREA BRIEFINGS
TABLE OF CONTENTS
CHAPTER 3 - AREA BRIEFINGS
3.1 HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION . . 3

3.1.1 Awareness of the Density Altitude and high TAS . . . . . . . . . . . . . . . . . . . . . . 3
3.2 FAR EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3.2.1 China. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.3 EUROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.3.1 Nicosia Area Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.4 MIDDLE EAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

3.4.1 Bahrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.4.2 Iraq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.4.3 United Arab Emirates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.5 NORTH ATLANTIC / OCEANIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

3.5.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.5.2 Meterology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
3.5.3 MNPS Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.5.4 North Atlantic Organised Track System (NAT OTS) . . . . . . . . . . . . . . . . . . . 41
3.5.5 North America Route (NARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3.5.6 Separation - Lateral & Longitidual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
3.5.7 Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
3.5.8 Oceanic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
3.5.9 Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
3.5.10 Position Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
3.5.11 MET Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
3.5.12 NAT MNPS - Flight Operations & Navigation Procedures . . . . . . . . . . . . . . 60
3.5.13 In-flight Contingencies - North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
3.5.14 Navigation System Degradation or Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 76
3.5.15 Rapid Depressurisation / Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
3.5.16 Engine Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
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3.5.17 Operational Flight Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

3.5.18 Enroute Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
3.5.19 Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
3.5.20 Cold Temperature Altimeter Errors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
3.6 OCEANIC CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

3.6.1 Pre-flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
3.6.2 Oceanic - Prior to Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
3.6.3 Oceanic - After Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
3.6.4 Oceanic - Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
3.6.5 Inflight Contingences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
3.7 UNITED STATES OF AMERICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

3.7.1 FAA - Aeronautical Information Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
3.7.2 Non-discrimination on the Basis of Disability in Air Travel . . . . . . . . . . . . . . 99
3.7.3 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
3.7.4 Geographical Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
3.7.5 Aerodrome Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
3.7.6 Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
3.7.7 AIRMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
3.7.8 Weather Brief - USA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
3.7.9 Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
3.7.10 Airways & Route System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
3.7.11 Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
3.7.12 Air Traffic Control -Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
3.7.13 ATC Clearance - Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
3.7.14 Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
3.7.15 Airport Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
3.7.16 Assigned Parking Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
3.7.17 Rescue & Fire Fighting (RFF) Categories . . . . . . . . . . . . . . . . . . . . . . . . . 135
3.8 ATC - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136

3.8.1 SID and STAR Climb / Decent Procedures and Phraseology . . . . . . . . . . 136
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HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION
3.1 HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION
At high density altitude airfields (e.g. Sanaa) aircraft energy levels during an approach are
very similar to the energy of an aircraft under conditions of a rushed approach to an airfield,
in ISA conditions. There is the additional trap of a higher TAS in hot and high conditions that
potentially makes the problems ahead even more.
To calculate Density Altitude a rule of thumb is:
Density altitude = Airfield altitude+1000ft per 8degrees above ISA.
EXAMPLE SANNA, elevation is 7216ft AMSL. With an OAT of 320C (ISA+31) and standard
pressure the density altitude is 11100ft.
Also as a rule of thumb: TAS INCREASES 2% over IAS for each 1000ft above sea level.
3.1.1 Awareness of the Density Altitude and high TAS
Hot and high conditions can be anticipated and therefore covered in the approach briefing.
Most of the problems arise because the TAS increases with increasing density altitude.
Therefore a comparison of IAS and TAS will give a good indication of the problems ahead.
a) HORIZONTAL PROFILE
The turning radius will increase as TAS increases, therefore it is a must to reduce your
speed by the increment in TAS (due to high density altitude) so as to achieve small
radius.
b) VERTICAL PROFILE
When flying a 3 degree profile the rule of thumb is :

rate of descent = 5 x ground speed.
Therefore if the TAS is higher it follows that the V/S will be higher by an equivalent
amount.
c) ENERGY MANAGEMENT
Approaches are normally based on distances that are fixed from touchdown. With a
higher TAS this distance will be covered a lot more quickly than normal and it will
leave less time to slow down. So the best thing to do is to allow an earlier deceleration
and configuration (low and slow). Other factors have to be considered are tail wind,
high approach speeds and high weights.
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d) BRAKING
The kinetic energy will be higher on touchdown and this has to be dissipated by the
brakes . The use of reverse thrust and appropriate auto brake mode should be
considered at all times.
e) SUMMARY
1) Hot and high conditions should be anticipated and briefed. Comparing IAS to TAS
will give a good indication of likely problems.
2) Turning radius will increase. A speed reduction is a must so as to achieve the

horizontal profile.
3) The ability of the aircraft to follow a descent profile is not necessarily an indication
of how well it will slow down.
4) It could take more distance to decelerate (high density altitude and high TAS) so
the measures taken should be moved back to a more appropriate position to allow
more time and distance to slow down.
5) Touchdown speeds will be higher so choose appropriate braking.
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FAR EAST
3.2 FAR EAST
3.2.1 China
3.2.1.1 China RVSM Policy & Procedures
3.2.1.2 RVSM Implementation
Effective 21st November 2007 at 1600 UTC, RVSM implementation between 8900m (FL291)
and 12500m (FL411) inclusive will take place within the FIRs shown in the enclosed map.
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3.2.1.3 Implementation Phase on the Day
Aircraft within China Airspace at and beyond 1600z on November 21st, shall comply with
RVSM requirement.
15:30 UTC ATC will broadcast Attention All Aircraft,

RVSM operations will begin in 30 min-
utes
1550 UTC ATC will broadcast Attention all aircraft,

RVSM operations will begin at 1600 UTC
1600-1630 UTC and onwards ATC will clear RVSM compliant aircraft to
climb or descend to nearest appropriate
RVSM FL in accordance with China RVSM
Flight Level Allocation Scheme (FLAS).
3.2.1.4 Altitude / Flight Level Clearance
ATC will issue Flight Level clearance in Meters
Pilots shall use the China RVSM conversion table to determine the corresponding
Flight Levels in feet
The aircraft shall be flown using Flight Level in FEET
3.2.1.5 Strategic Lateral Offset procedure (SLOP)
Radar Controlled Airspace Strategic Lateral Offset (SLOP) requires

ATC approval
1nm offsets are preferred within radar con-

trolled airspace
Non-Radar Airspace Applying SLOP in non-radar environment

is responsibility of flight crew
SLOP: Established at a distance of 1nm to

2nm to RIGHT of airway centre-line
Pilots not required to advise ATC
Applying SLOP in non-radar airspace,

approval required from ATC to continue with
the offset upon entering radar airspace.
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3.2.1.6 RVSM CONVERSION TABLE (METRIC TO FEET)

All China RVSM flight level in FEET are 100 feet above ICAO published RVSM flight level.
FLIGHT LEVEL ALLOCATION SCHEME
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3.2.1.7 Transition Procedures between FIRs
China Metric RVSM FLAS vs ICAO RVSM FLAS
* FLAS = Flight Level Allocated Scheme
ICAO RVSM flight levels are implemented in Fukuoka, Hanoi, Hong Kong, Incheon,
Lahore and Yangon FIRs
China RVSM flight levels in FEET are 100ft above ICAO RVSM Flight levels.
Transition Area
Identify the transition area and procedures for route entering/exiting Chinese
airspace.
Special attention MUST be given to the moment when China meter to feet converse
table is used for aircraft entering Chinese RVSM airspace.
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3.2.1.8 China to/from Pakistan
Transition Procedure between Urumqi ACC & Lahore ACC (Purpa).
All China RVSM flight level in FEET is 100ft above ICAO published RVSM flight
level.
Note: Aircraft maintaining flight level 9800, 10400, 11000, 11600, 12200 meters from
China to Pakistan after passing PURPA shall automatically descend to and
maintain FL320, FL340, FL360 FL380, and FL400 before GILGIT irrespective of
establishing radio contact with Lahore ACC.
Indicates the position where the pilot is expected to receive the FL instruction from ATC
for FLAS transition and then begin to use China RVSM conversion table to fly in FEET.
Flight level transition shall be conducted in accordance with ATC instruction. In case ATC
did not issue the instruction as expected, pilots are to clarify with ATC.
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3.2.1.9 China to/from Myanmar
Transition procedure between KUNMING ACC & YANGON ACC (Linso)
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3.2.1.10 China to/from Vietnam via Sanya FIR
Transition procedure between Sanya ACC and Hanoi ACC (Assad)
Route Structure as Follows
a) Within Sanya FIR ATS route A202 ASSAD SAMAS
b) Within Hanoi FIR ATS route A202 Vilao - Assad

ATS route A206 Nalao - Assad
Flight level allocation
a) Hanoi FIR to Sanya FIR FL290, FL330, FL370, FL390, FL410
b) Sanya FIR to Hanoi FIR FL280, FL300, FL340, FL380, FL400
3.2.1.11 China to/from Japan
Transition procedure between Shanghai ACC & Fukuoka ACC (Sadli)
Assigned Flight levels on ATS route A593
Shanghai ACC to Fukuoka ACC FL250, FL290, FL310, FL390 (Applicable

Flight levels without co-ordination and
approval of the affected ACCs)
Fukuoka ACC to Shanghai ACC FL240, FL280, FL300, FL400
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3.2.1.12 China to/from Republic of Korea
Transition Procedure between Qingdao ACC & Incheon ACC Westbound (Agavo)
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Transition Procedure between Qingdao ACC & Incheon ACC Eastbound
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3.2.1.13 Weather Encounters & Aircraft System failures
Initial pilot actions when unable to maintain FL or unsure of aircraft altitude-keeping capability
Notify ATC and request assistance
Maintain cleared FL, to the extent possible, while evaluating situation
Maintain watch for conflicting traffic using all available means
Switch on exterior lights (subject a/c limitations)

If unable to contact ATC, broadcast 1) Position, 2) FL and 3) Intentions on 121.5MHz
3.2.1.14 Severe Turbulence or Mountain Wave Activity
When experiencing severe or altitude deviations on the order of 60m (200ft), the
enclosed table shows the Pilot / Controller actions
PILOT ACTIONS CONTROLLER ACTIONS
State Unable RVSM due (state Assess traffic and provide assistance
reason)
Request ATC assistance Advise pilot of conflicting traffic
If desired, request FL change Issue FL change, traffic permitting
Report location & magnitude of tur- Issue PIREP

bulence
3.2.1.15 Wake Turbulence Encounters
Contact ATC, request vector, FL change, or if capable, a strategic lateral offset

(SLOP) to RIGHT 1 or 2 nm.
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3.2.1.16 Aircraft Requiring Raid Descent
PILOT ACTIONS
NOTIFY ATC OF AIRCRAFT LOCATION & REQUEST-
ED FL AS REQUIRED
PILOT MAY EXERCISE HIS RIGHT AND CHANGE HIS

ASSIGNED FL, ADVISE ATC IMMEDIATELY
IF UNABLE TO CONTACT ATC AND RAPID DE-

SCENT REQUIRED:
A) DEVIATION PROCEDURE FOR LEVEL CHANGE:

TURN 30 RIGHT AND TRACK 20 KILOMETERS (IE
DEVIATE RIGHT OF AIRWAY CENTERLINE BY 10KM
OR 5NM)
TURN LEFT TO TRACK PARALLEL TO THE ORIGI-
NATE ROUTE
CLIMB OR DESCEND TO NEW LEVEL AND RETURN

TO ORIGINAL ONE (WHEN APPROPRIATE)
NOTE: IF RETURNING TO ORIGINAL ROUTE, BE

AWARE OF CONFLICTING TRAFFIC.
ESTABLISH COMMUNICATIONS WITH AND ALERT
NEARBY AIRCRAFT BY BROADCASTING, AT SUITA-
BLE INTERVALS 1) FLIGHT IDENTIFICATION, 2)
FLIGHT LEVEL, 3) AIRCRAFT POSITION AND INTEN-
TION ON FREQUENCY IN USE AS WELL AS ON
121.5MHZ AND 123.45MHZ AS A BACK-UP.
ESTABLISH VISUAL CONTACT WITH CONFLICTING
TRAFFIC
TURN ON AIRCRAFT EXTERIOR LIGHTS
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EUROPE
3.3 EUROPE
3.3.1 Nicosia Area Brief
3.3.1.1 General
ATC co-ordination can be poor in this part of the Mediterranean with several frequencies to
monitor at one time.
ERCAN control, pronounced ERJAN, a station located in Northern Cyprus, requires position
reports at VESAR and NIKAS even though these waypoints are in NICOSIA FIR/UIR.
However, NICOSIA ACC is the controlling authority within NICOSIA FIR/UIR, and any
ATC clearances must ONLY be accepted from NICOSIA ACC, including allocation of SSR
codes.
When operating Southbound, contact Nicosia ACC 10 minutes prior FIR boundary. Change
to Nicosia ACC at waypoint VESAR. Although no formal transfer of control procedures is
affected between Ankara and Nicosia ACC, and no changeover instructions are issued on
crossing the FIR boundary, flights should ONLY accept control instructions issued by Nicosia
ACC until handover to the next ATC unit or FIR/UIR. Only after insistence to change to
another station (i.e. ERCAN control), should a check be made with Nicosia ACC. Contact
Damascus 10 minutes prior to NIKAS.
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MIDDLE EAST
3.4 MIDDLE EAST
3.4.1 Bahrain
3.4.1.1 Bahrain FIR
ATS Route BUNDU V977 BA R659 PURDA
ATS route segment BUNDU V997 BAT R659 PURDA within Bahrain FIR will shortly open
and is available for flight planning to Qatar Airways destinations in Yemen and East/South
Africa. The opening of these airways will be announced via NOTAM.
1) Airway(s) - V997 and R659
RNP 5
Bi-directional
Available H24
2) Flight Level Restrictions
Outbound FL260 BUNDU V997 BAT R659 PURDA

Inbound FL310 PURDA R659 BAT V997 BUNDU
(Note - Above Flight Levels are subject to change, refer to OFP and NOTAMS)
3) HF Communications
Within Bahrain/Jeddah FIR, segments of route require HF communications. Refer to

Jeppesen enroute Hi/Low level charts for details.
4) Enroute Deviation BUNDU V997 BAT R659 PURDA
Enroute diversion due weather or emergency : Prior co-ordination with ATC is mandatory.
5) FMS Navigation Database and Jeppesen Charts
All navigation data is available and depicted on appropriate enroute hi/low level charts.
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3.4.2 IRAQ
This brief to be read in conjuction with valid notams.
3.4.2.1 Overview
With the ongoing stability being experienced in Iraq and the operational benefits to airlines,
Iraq has seen an 80% increase in overflying traffic since June 2008.
Iraq CAA continues to improve services and recently has taken control of FL290 and above.
Investment in navigation aids, radar and communication equipment is ongoing and
introduction of new ATS route. ATC communication is good, although Western Iraq is still an
ongoing issue with poor two-way communication.
3.4.2.2 Iraq AIP
Iraq AIP can be found at following \website
Website http://ramcc.dtic.mil/ (click on reference information tab)
3.4.2.3 Transponder Codes
3.4.2.4 General
When entering the Baghdad FIR, remain on the ATC assigned mode 3/A transponder
codes.
Do not change the mode 3/A transponder code unless directed by Baghdad ATC.
If entering from KABAN at or above FL290, Baghdad Area Control will issue a new
mode 3/A transponder code once radio contact is established.
3.4.2.5 Transponder Unserviceable
Aircraft dispatched into Baghdad FIR with a known unserviceable Transponder is NOT
PERMITTED.
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3.4.2.6 Search and Rescue / Interception
3.4.2.7 General
The coalition forces (as of April 09) provide search and rescue services.
3.4.2.8 Interception of Civil Aircraft
As per ICAO Procedure.
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3.4.2.9 Airspace and ATS Routes
3.4.2.10 Airspace Classification
Class A - Baghdad FIR FL240 - FL460
Class D Established at airports that have operating towers
Class E Established along air route strcture, FL150 to below FL240
Class G Established for all areas not classified as A, D and E.
Airspace Structure within Baghdad FIR
General, outside the Air Routes and Terminal area, Airspace should be considered as
restricted areas.
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3.4.2.11 RVSM & RNP
Baghdad FIR Not approved for RVSM (As of April 09).
All ATS routes are designated RNP5
3.4.2.12 ATS Routes
Entering from Turkey or Kuwait At or Above FL240

Contact Baghdad centre , see Jeppesen enroute charts for freq
If no response from ATC, proceed on last assigned routing and altitudes while
attempting contact every 10nm.
Turkey & Kuwait FIR boundary procedures
All aircraft shall maintain level flight prior to entry
A minimum of 10 minute spacing is required for aircraft operating as same altitude

ATC request - ETA for entry
Note 1 : If unable to establish contact, crews who elect to continue shall ensure they are
displaying the assigned transponder code, or aircraft maybe subject to delay
prior establishing contact with ATC, resulting in aircraft being turned away or
held.
Note 2 : Transit flight levels for Entering & Exiting Baghdad FIR can be found in Jeppesen
text manual, Section Air Traffic Control.
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3.4.2.13 ATS Routes within Iraq
The following depicts planned routes through Baghdad FIR. New airways are being
introduced regularly, refer to notams for details.
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3.4.2.14 Air Traffic Services
3.4.2.15 Overview
ATS services provided in all controlled airspace, based on non radar separation
standards supplemented by en-route radar.
A combined civil and military ATS workforce provides ATS services in Iraq, although
primary coalition controls, therefore certain phraseology or procedures may vary at
different locations.
Gaps in radar coverage, particularly near the boundaries of the Baghdad FIR
Aircraft may be instructed by ATC to deviate from filed route due to temporary military
operations. En-route holding has occurred in the past within Baghdad FIR.
3.4.2.16 VHF 121.5 and Transponder
Continuously monitor VHF frequency 121.5MHz and operate transponder at all times
during the flight, ensuring transponder is set to the squawk code as advised by
RAMCC.
Failure to operate transponder correctly may result in interception by coalition fighter

aircraft.
3.4.2.17 Radar Failure
In the event of radar failure, non-radar separation standard will be applied as soon as
possible.
3.4.2.18 Two way communication failure
If two-way communication is lost with aircraft, the radar controller shall attempt to
determine whether or not aircraft receiver is functioning by :
Instruct aircraft to Squawk Indent or change transponder mode/code, or
Instruct aircraft to acknowledge by executing a turn or series of turns
3.4.2.19 Enroute Holding
There are no enroute holding patterns published (as of April 09) in Baghdad FIR.
However, to provide en-route longitudinal separation, if enroute holding is require at
one of the designated enroute reporting points. Standard holding procedure to be
flown.
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3.4.2.20 Responsibility between ATS units & Class E TMA
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3.4.2.21 Baghdad FIR Radar Coverage
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3.4.2.22 Emergencies
"Landing at any aerodrome within Baghdad FIR is not recommended, unless in the
judgment of the commander it is the best safety action and no alternative option is
available. Conditions on the ground change rapidly throughout Iraq and actual
conditions encountered in an unplanned landing maybe better or worse than advised."
Decompression descent NOT BELOW 13,000FT, refer to published QTR procedure.
In all circumstances where Land at nearest suitable is defined, airport located in Iraq
must not be considered as adequate.
Do not divert enroute from Baghdad FIR to Tehran FIR
Enroute diversion airports considered at planning stage
Refer to Decompression charts and OM PART C, Chapter 6 for authorized

airports.
In the event of emergency requiring descent in areas of poor radio coverage , pilot
should attempt to contact any ATS agency via emergency freq.
3.4.2.23 Jeppesen Navigation Charts & FMS NAV Database
3.4.2.24 Overview
Jeppesen Airway Manuals & FMS Navigation database contain following airports
Baghdad International Airport (ORBI)
Basrah International Airport (ORMM)
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3.4.2.25 Iraq - Emergency Airport
3.4.2.26 General Statement
All airfield data contained in this Iraq brief is subject to change on a daily bases.
Consult Notams for latest information.
Landing at any Iraq airport is strictly forbidden except in case of catastrophic

emergency situation where aircraft loss is at risk.
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3.4.2.27 Baghdad International Airport (ORBI)
Warning : Caution, high risk to aircraft in the vicinity of Baghdad international airport due
small arms fire and man made portable surface to air missiles. Aircraft that
require extended distance stabilized final approach are prohibited due to their
profile increasing vulnerability.
3.4.2.28 Services
Services Remarks
H24
Air Traffic Services 1) Sunrise - Sunset (Iraq Controllers)
2) Other Times USAF Controllers
Sunrise - Sunset (PPR on Request)

Fuelling 1) Type : JET A1
2) Fuelling Facilities - Limited
Sunrise - Sunset (H24 on Request)

1) Handling Facilities - Limited
Handling
2) No catering, potable water or toilet serice available
3) Tow-bars for specific aircraft may not be available
Customs Sunrise - Sunset (PPR on Request)
Security H24
Rescue & Fire Fightin RFF Cat 8
Medical Facilities Limited
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3.4.2.29 Runways, Taxiways and Apron
Refer to NOTAMS for changes in Status.
Runway
Width Arresting
RWY LDA Approach Lights
(M) Gear
15L 4000 60 Refer to Notams Nil
33R 4000 60 Refer to Notams Nil

15R 3300 45 Refer to Notams Nil
33L 3300 45 Refer to Notams Nil
Taxiways
TWY width 23m or greater
Treat all TWYs with caution.
Request follow me vehicle for guidance
Apron
Civil Apron available, Marshaller services provided
Caution : Use extreme cautions due deteriorating airfield surfaces
Numerous unmarked and unlighted obstacles within apron lateral clearances

zones
In general standard marking and lights are under re-construction
RWY15R/33L non standard lighting in use (as of April 2009).
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Threat Status - Contact Baghdad ATC for update as soon as possible before
approaching
Communications - Due radio coverage limitations, no low level coverage with

Baghdad approach below 3000ft MSL in vicinity of Baghdad airport.
Civil Night Operations - RWY 15L/33R (ARR / DEP)
3.4.2.31 Flight Procedures
General Arrivals
All routing inbound/outbound maybe varied at the direction of ATS. Civil aircraft are
requested to notify ATC if unable to operate VFR below 12,000ft, using the phase
UNABLE VFR.
Refer to notams for updates on revised arrival procedures
Civil Aircraft not authorized to arrive or depart -
Cloud Base is less than 200 feet and/or visibility is less than 800m
3.4.2.32 Local Regulations
RWY15 Departures
No right turns prior to departure end of runway.
Aircraft may initiate a right turn after reaching 800ft AGL, unless cleared sooner by
Baghdad tower
1.25nm south of departure end of RWY due helicopter activity up to 300ft AGL.
RWY33 Departures
Via left downwind departure will initiate crosswind turn no earlier than departure end of
runway and at or above 450ft AGL, unless cleared sooner by Baghdad tower.
All aircraft shall climb to be above 800ft AGL by mid-field or 450ft AGL by 1.25nm
north of departure end of RWY due helicopter activity.
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3.4.2.33 Basrah International Airport (ORMM)
3.4.2.34 Airport Layout Chart - Overview
Not for Operational Use
3.4.2.35 Services
Services Remarks
Air Traffic Services H24
Sunrise - Sunset (must be pre-organized)

Fuelling 1) Type : JET A1 (Limited Availability)
2) Fuelling Facilities - Limited
Sunrise - Sunset (must be pre-organized)

Handling 1) Handling Facilities - Limited
2) No Tow-bars Available
Customs Sunrise to Sunset
Security H24
Rescue & Fire Fighting RFF Cat 8
Medical Facilities Limited
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3.4.2.36 Runways, Taxiways and Apron
Refer to NOTAMS for changes in Status.
Runway
LDA Width Arresting

RWY Approach Lights
(M) (M) Gear
14 4000 45 Low Intensity Nil

32 4000 45 Low Intensity Nil
Taxiways
TWY width 23m
Blue edge-lights at fast turn-offs available TWY B & C

Treat all TWYs with caution
Request follow me vehicle for guidance
Apron
Request Marshaller Services
Lighting - General
No obstruction or holding point lighting available
Threat Status - Contact Basrah ATC for update as soon as possible before
approaching.
ATS is provided by UK military controllers.
ATS may require approach to RWY14 for landing RWY 32.
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3.4.3 UNITED ARAB EMIRATES
This brief to be read in conjuction with valid NOTAMs.
3.4.3.1 Emirates FIR
Segment ATUDO - KITAP in Airway A419
1) Qatar Airways is approved by UAE General Civil Aviation Authority to use ATUDO
KITAP segment of AWY A419, see attached map.
2) A419 lies within restricted (Military airspace OM-R54 ) and designated as a RNAV 1
route (Refer to Airbus FCOM2 Special operations and Boeing FCTM RNAV
OPERATIONS for RNAV requirement details).
3) RNAV 1 Navigation infrastructure GNSS, DME/DME.
4) Deviation from Airway due weather or emergency requires prior co-ordination with ATC
due close proximity of military airspace.
5) Bi-directional Airway/Available H24.
6) Radar coverage available on entire airway.
7) Failure of onboard navigation system, advise Emirates ACC immediately and expect
radar vectors.
8) FL Restrictions in place within Bahrain/ Emirates FIR.
9) Waypoint(s) AE401 and AE402 available in FMS NAVDB, but not shown on Jeppesen
enroute charts. See NOTAM A0024/09 for details.
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NORTH ATLANTIC / OCEANIC
3.5 NORTH ATLANTIC / OCEANIC
3.5.1 Overview
3.5.1.1 Routing
There is a large variety of routing available for departing airports from Middle East and
Europe to North America and is highly influenced by the location of the Jet Stream. Flights to/
from North America are planned on organised North Atlantic Tracks (NAT) system, whole or
part. Random routing will be used were cost effective. Routing possibilities:
Northern Route - Via Russia, Scandinavia, Iceland, Greenland, Canada and North
East US (Westerly route).
Central Route - Via Shanwick and Gander Oceanic areas using organised North
Atlantic tracks. (Westerly route).
Southern Route - This would generally be a Eastbound routing, via New York
Oceanic, Portugal / Spain and Western Europe or North Africa.
3.5.1.2 Airspace
RVSM and MNPS certification required for operation within North Atlantic region. Aircraft with
reduced capability, can be dispatched using special routes over Iceland and North East
Canada, Blue Spruce Route.
3.5.1.3 Traffic Flows
Due to passenger demands and time zone difference, most of North Atlantic traffic follows
two flows.
Westbound - Crossing 30W between 1130 1900 UTC

Eastbound - Crossing 30W between 0100 0800 UTC
Planned track and/or FLs maybe unavailable due high volume of traffic, and therefore, the
operational flight plan (OFP) will contain a summary flight plan for next two (2) best tracks.
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3.5.2 METEROLOGY
3.5.2.1 Overview
Air masses move mostly from West to East. Broken stratocumulus and cumulus cover the
North Atlantic. Cumulonimbus clouds are normally found along North American and
European coasts, but rarely found in mid ocean. Jetstream is mostly from a westerly
direction with associated clear air turbulence (CAT)
3.5.2.2 Tropopause, Jetstream & CAT
The tropopause height over the Atlantic will usually be between 25,000ft to 40,000ft.The
minimum tropopause height is above the core of the Icelandic low where it may drop too less
than 25,000ft. The maximum tropopause height is above the Azores high, where its usually
above 40,000ft. The tropopause marks the maximum cloud tops above which clear and
smooth air is nearly always available. Between FL300 and FL390, the subtropic and polar
Jetstreams lie just below the tropopause.
Prevailing Westerly winds extend from 30N to 60N and are more intense during winter
season and weak and variable during the summer season. The average wind direction in
summer is Westerly, although Southerly winds are common. Naturally, the Jetstream is a
major factor in flight planning, and during winter months, minimum cost/time routes are
further from the great circle routes than in summer.
The subtropical jet stream is often present over North America during winter at about 30N, at
a height of 40,000ft. Further North, Jetstreams, often associated with travelling depression,
occur frequently in winter but less so in summer.
Clear Air Turbulence (CAT) is common over the North Atlantic and maybe experienced for
long periods. Eastbound tracks are generally in close proximity to Jetstreams, which
increases the likelihood of Clear Air turbulence (CAT).
3.5.2.3 Canada & US East Coast
Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy
weather development with snowstorms and blizzards in wintertime. The warm Gulfstream
causes instability of heated up cold air masses with heavy rainfall and thunderstorms. When
moist air drifts with Southeast winds towards the cooler east coast, sea fog forms and can
affect many airports in the region at same time.
3.5.2.4 Enroute - Airports
Airports located within the North Atlantic region can experience severe weather during the
winter, thus making suitable airports widely spaced. Airports located along the western
seaboard experience fog during winter period.
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3.5.3 MNPS AIRSPACE
Note: Minimum Navigation Performance Specification (MNPS) is an old standard term

of navigation for oceanic airspace, but in particular still applicable in the North
Atlantic. RNP did not exist when MNPS was conceived, but RNP 10 fulfils the
MNPS requirements. This document will refer to both RNP and MNPS acronyms.
3.5.3.1 Airspace
MNPS is that volume of airspace between FL285 and FL420 within the Oceanic Control Area
(OCA). Longitudinal separation between in-trail aircraft using the Mach number technique is
10 minutes and aircraft that satisfy MNPS are separated laterally by a minimum of 60nm. To
ensure safe application, aircraft operating within MNPS airspace are required to have a
minimum navigation performance capability. See FCOM 2 Special Operations for details on
Navigation equipment requirements. Aircraft with reduced navigational capability may use the
Blue Spruce route which routes Europe to North East Canada via Iceland and Greenland.
3.5.3.2 Area of Coverage
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3.5.4 NORTH ATLANTIC ORGANISED TRACK SYSTEM (NAT OTS)
3.5.4.1 Overview
Flight to/from North America are planned on either using North Atlantic track system in whole
or in part. The NAT tracks are constructed twice daily, Westbound (Day) and Eastbound
(Night). Each Track is separated by 1 of latitude (60nm).
A daily track message is published providing detailed information on each track.
3.5.4.2 Westbound
Published by Shanwick;
Tracks will be alphabetically identified, A, B, C, etc from North to South;
Valid from 1130 1800 UTC at 030 W.
3.5.4.3 Eastbound
Published by Gander;
Tracks will be alphabetically identified, Z, Y, X, etc from South to North;
Valid from 0100 0800 UTC at 030 W.
3.5.4.4 Track Message
The Track Message is published each day and contains the following information:
1) Track Designation;
2) Entry point to track;
3) Track waypoint (Co-ordinates);
4) Exit point from track;
5) Available flight level (WB Westbound);
6) Route from Europe - waypoint on ATS route structure;
7) North America Routes (NARs) designators.
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A three (3) digit Track Message Identification (TMI) number identifies each daily track
message. The TMI is the day of the year, example 088, 88th day of the year. Amend-
ments to a track message can be identified by a sequential addition of an Alpha charac-
ter after the TMI, example 088A.
Note: The TMI must be included in the Oceanic Clearance read back.
3.5.4.5 Example of Westbound & Eastbound Tracks
3.5.4.6 Westbound Tracks
3.5.4.7 Eastbound Tracks
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3.5.4.8 Track Message - Presentation in QTR Briefing Package
The following is a sample of the Track Message as shown in the Qatar Airways briefing
package.
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3.5.5 NORTH AMERICA ROUTE (NARS)
The abbreviation NARs will be used throughout this document instead of North America
Route.
3.5.5.1 What are the North America Route (NARs)
The NARs provide interface between North Atlantic oceanic and domestic airspace
(applicable to both Eastbound & Westbound traffic) within North America. It is for traffic
entering/exiting the NAT and consists of pre-planned routes; overlaying existing airway/route
system, from/to costal fixes and identified system airports.
Common Portion
Specifies costal fix routing to a specific inland navigation facility;

Named by number, pre-fixed by letter N, example N242B. B suffix indicates
revision to route, ie N242B, next revision would be N242C etc;
NARs identifier can be found on NAT message.
Non-Common Portion
Specifies that portion of route between specified inland fix and system airport;
The non-common portion routing is listed on Operational Flight Plan, but also listed
in Jeppesen Navigation Manual, section Enroute.
3.5.5.2 Presentation on Operational Flight Plan (OFP)
The following extract from ROUTE portion of the Operational Flight Plan (OFP) showing the
NAR identifier and non common portion.
3.5.5.3 FMS Navigation Database
FMS NAVDB, select the NAR identifier, example N242B.
3.5.5.4 Where can NARs be found in Jeppesen Manuals
North American Routes (NARs) can be found in the Enroute section of jeppesen textual
manual.
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3.5.6 SEPARATION LATERAL & LONGITIDUAL
3.5.6.1 Definition
Lateral separation is the specified spacing between aircraft expressed in terms of

DISTANCE or angular displacement between tracks;
Longitudinal separation is the specific interval between aircraft expressed in units of

TIME or DISTANCE along track.
3.5.6.2 Separation Minima
The following tables depicts standards in spacing in the North Atlantic region.
Separation
Airspace Distance
Direction
15 min (Mach Number Technique - NOT applied)

MNPS (RNP 10)
10 min (Mach Number Technique - Applied)
Longitudinal
Non - MNPS 20 min (Mach Number Technique - NOT applied)
Airspace 15 min (Mach Number Technique - Applied)
MNPS 60nm
120nm except
New York OCA (WATRS area)-60nm between

MNPS and domestic airspace.
90nm separation used

Lateral Non-MNPS
Airspace Between US or Canada and Bermuda WEST of
55 west
Between Iberia peninsula and Azores Is.
Between Iceland and point in Scandinavia and

UK.
RVSM 1000 feet

Vertical
Non RVSM 2000 feet
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3.5.7 FLIGHT PLANNING
3.5.7.1 Routing
Routing across the North Atlantic will be planned as follows
Planned on NAT Tracks;
Random routing, which leaves or joins an outer NAT track;
Random routing that remain clear of NAT tracks;
An aircraft, which does not meet MNPS requirements or has a HF inoperative, is

planned in accordance with published restrictions.
Note: Without HF communication, aircraft NOT permitted to operate within the

Shanwick Oceanic Control Area.
3.5.7.2 Organized Track System (NAT OTS)
During the period of OTS operation, flights operating Europe to North America and vice versa
will be planned to follow a NAT track.
3.5.7.3 Random Routing
Flights operating Middle East to North America and vice versa will normally be planned on a
random routing.
If using random routing, 2 hours prior to each OTS period the following restriction apply
Aircraft and should remain clear of the OTS structure
Eastbound flights - must cross 30W less than one hour prior to the incoming/pending
Westbound traffic (after 1029UTC).
Westbound flight that Cross 30W less than one hour prior to incoming/pending
eastbound OTS (after 2350UTC).
3.5.7.4 Flight Planning - Without HF Communication/MNPS Capability
Flights operating without HF communication will be planned on routes that remain within VHF
coverage, via Iceland and Greenland. If onboard HF communication fails before entry to
Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch.
Refer to Jeppesen chart(s) for applicable routing.
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3.5.8 OCEANIC CLEARANCE
3.5.8.1 Overview
Two flight crewmembers are required to monitor and record the issuance of the
Oceanic Clearance and any amendment there after. If any doubt exists, request
clarification from ATC when obtaining clearance, headsets must be worn.
When Oceanic clearance differs from the Operational Flight Plan (OFP) in Flight level,
route and Mach number, crew should follow the OCEANIC CLEARANCE and not
whats stated in the Operational Flight Plan.
Navigational errors in the past have involved pilots following Operational Flight Plan
and not the actual Oceanic Clearance issued.
3.5.8.2 Methods of Obtaining Clearance
VHF clearance delivery frequencies;

HF communication to OAC through the appropriate aeroradio station;
Domestic or other ATC agencies;
ACARS.
Shanwick ORCA Oceanic Route Clearance Authorisation
Gander OCD - Oceanic Clearance Delivery.
Communication provided via VHF and satellite to ACARS equipped aircraft via network
suppliers ARINC and SITA.
3.5.8.3 Track & Altitude Assignments
Due to high volume of traffic in North Atlantic airspace, it is possible that the route and/or
altitude assigned in the Oceanic clearance may differ from what was filed. The Operational
flight plan will contain a summary flight plan for the next two (2) best tracks.
3.5.8.4 Oceanic Entry - ETA
After obtaining and reading back the Oceanic Clearance for entry point, if ETA changes, pass
revised estimate to ATC. Remember, Longitudinal spacing on the NAT Tracks is based solely
on estimated times over boundary entry fixes.
Failure to provide controllers with accurate ETA may result in re-clearance to undesirable
track and/or flight levels for entire crossing.
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3.5.8.5 Shanwick Overview
All flights are required to obtain a separate Oceanic Clearance from Shanwick prior to
entering Shanwick Oceanic Control Area (OCA).
Therefore the crew will be in receipt of two (2) ATC clearances at the same time:
First clearance Domestic ACC unit currently providing ATC;
Second clearance - from Shanwick OCA, which only takes affect from the specific
entry point at Shanwick OCA boundary. This clearance covers entire portion of flight in
Oceanic Airspace.
Pilots should request oceanic clearance from ATC unit responsible for the first Oceanic
Control Area (OCA) at least 40-60 minutes (but no more than 90 minutes) prior to Oceanic
entry based on ETA.
If requesting a NAT track, include the next preferred track.
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3.5.8.6 Oceanic Clearance Request Voice Clearance Procedure
Note: Two flight crewmembers are required to monitor and record the issuance of the
Oceanic Clearance and any amendment there after. If any doubt exists, request
clarification from ATC.
Note: If any doubt of cleared track exists Read back each track co-ordinate for ATC
confirmation.
Note: Pilot should monitor the ETA for Oceanic entry point, if this changes by 3 minutes
or more, pass a revised ETA to ATC.
Note: The entry point of the Oceanic clearance on which the flight is cleared may differ
from that originally requested and/or the Oceanic flight level differs from the
current flight level, the pilot is responsible for requesting and obtaining the
necessary domestic clearance to ensure that the flight complies with its Oceanic
Clearance when entering Oceanic airspace.
Note: The flight must cross the Oceanic Control Area (OCA) boundary at the flight level
specified in Oceanic Clearance.
Note: Advice ATC (Upon initial contact requesting Oceanic Clearance) of equipment
failure that affects RVSM/MNPS capability.
Note: At the time of receiving Oceanic Clearance, ATC may request en-route Met
information, the phrase SEND MET REPORTS is used at end of the clearance.
Note: NO Oceanic Clearance received prior to reaching OCA boundary, contact

Domestic ATC and request instructions to enable stay clear of Oceanic
airspace whilst awaiting such clearance.
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B) Pilot Request for Oceanic Clearance via NAT Track

Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five,
Request Mach Decimal Eight Zero, Flight Level three Five zero, Second choice track
Charlie, Able Flight level three six zero.
Call-Sign Qatari 1234, Request Oceanic Clearance
OCA entry point and ETA Estimating 56N 10 West at One Two four
five (1245)
Request Mach Number and Flight Level Request Mach Decimal 80 (M.80), Flight
Level three Five zero (FL350)
Any change to flight plan affecting OCA Second choice track Charlie
Highest FL Able Flight level three six zero (FL360)
If the request includes a change to the original ATC flight plan affecting OCA, use follow-
ing format:
Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five,
Request Mach Decimal Eight Zero, Flight Level three Five zero, Now requesting Track
Echo, able Flight Level Three Six Zero, Second choice Track Delta.
C) Pilot - Read back of Clearance via NAT Track

Read back-abbreviated clearance format as shown below
Qatari 1234 is cleared to Washington via Track Bravo 283A, from MIMKU (56N 010W)
maintain flight level three five zero, Mach decimal Eight Zero.
Call-Sign Qatari 1234
Clearance limit (normally Destination Washington

airport)
Track Designator / TMI Bravo 283A
OCA entry point From MIMKU (56N 010W)
Flight Level Maintain flight level three five zero
Mach Number Mach decimal Eight Zero
Note: Pilot must include the NAT track message identification (TMI) in read back of
Oceanic Clearance.
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D) Pilot - Read back of Clearance via Random Route

If on a random route, North or South of the tracks, read back the entire route from Oce-
anic entry point to the Oceanic exit point, inclusive. Since random routes are not defined
in the track message, the Track Message Identifier (TMI) number must not be included.
Call-Sign
Clearance limit (normally Destination airport)
Entry waypoint, latitude/longitude of enroute waypoint, exit waypoint
Flight Level
Assigned Mach Number
Qatari 1234 is cleared to Washington via RATSU, 65N20W, 68N30W, 69N40W,

70N50W, 70N60W, NCAA, FL350, Mach decimal Eight Zero.
3.5.8.7 Oceanic Clearance routing via 6100N (Scottish Domestic Reykjavik Oce-
anic)
3.5.8.8 Overview
Aircraft entering the Reykjavik Oceanic Airspace via 6100N at or East of 01000W from
Scottish domestic airspace are required to obtain clearance from Reykjavik Oceanic Area
Control Centre (OACC).
Flight routing via RATSU (6100N/01000W) do not require Oceanic Clearance from Shan-
wick OAC and therefore should not contact Shanwick clearance delivery.
Reykjavik OACC may establish NAT tracks, which will be published by Shanwick OCA.
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3.5.8.9 Gander Oceanic Clearance Delivery
Gander Oceanic Clearance Delivery procedures are in effect:
Between 2330 and 0730 (DST 2230z-0630z) for Eastbound flights;
The clearance delivery frequencies are published daily in the eastbound track message,
appropriate for the coast fix, see enclosed sample. Contact Gander Clearance delivery
between 40 90 minutes from ETA of Oceanic entry.
Contact clearance delivery within 200nm of the specific clearance frequency location;
Maintain listening watch on sector control frequency while obtaining Oceanic
clearance.
Gander OCA communication procedures can be found in Jeppesen text manual, enroute,
chart CA-9 and CA (HI) 3/4
Note: Domestic control will not provide instruction to contact Gander Oceanic
Clearance Delivery.
3.5.8.10 Sample of a track message published by Gander OCA
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3.5.8.11 New York OCA
New York domestic control will provide NAT Oceanic clearance.
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3.5.9 COMMUNICATION
3.5.9.1 VHF
VHF communication is used in the following areas
Brest Oceanic Transition Area (BOTA);
Shannon Oceanic Transition Area (SOTA);
Northern Oceanic Transition Area (NOTA);
Designated route via Iceland and Greenland.
3.5.9.2 VHF Area of Coverage at FL300
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3.5.9.3 HF Frequencies & NAT Family Coverage
HF capability is mandatory in the North Atlantic region. HF frequencies are organized into six
families(A,B,C,D,E,F). Refer to Jeppesen Text manual; section Enroute, for details of
frequencies and coverage. Normally a primary and secondary HF frequency will be allocated
either by domestic ATC (before Oceanic boundary) or when obtaining Oceanic Clearance.
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3.5.9.4 SELCAL
SELCAL check MUST be performed before initial entry into Oceanic Airspace and
commencing SELCAL watch.
3.5.9.5 Emergency Frequency - VHF
Continuous watch on 121.500MHz should be maintained.
3.5.9.6 Emergency Frequency - HF
8364
2182
3.5.9.7 Inter Pilot Air to AIR VHF Frequency
123.45MHz is assigned for pilot-to-pilot exchange of operationally information. It should not

be used as a chat frequency. This frequency may also be used to relay position reports if
air-ground communication failure.
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3.5.10 POSITION REPORTING
3.5.10.1 Routine Position Report
Example: Position Report Qatari 1234, MIMKU (56N 010W), 1235, FL330, Est 56N 020W,
1310, Next 56N 030W.
Position / Flight Identification Position Qatari 1234
Present position / Time over present position 56N 010W / 1235
Present Flight Level FL330
Next Position on assigned route Estimate 56N 020W
Estimate time for position 1310
Next subsequent position Next 56N 030W
Any further information, eg Met data or Company

Message
3.5.10.2 Request Clearance
To request a change of Mach number, Flight or Route.
Example: Request Clearance Qatari 1234, 56N 010W, 1235, FL330, Est 56N 020W, 1310,
Next 56N 030W, Request FL350.
Request Clearance / Flight Identification Position Qatari 1234
Present position / Time over present position 56N 010W / 1235
Present Flight Level FL330
Next Position on assigned route Estimate 56N 020W
Estimate time for position 1310
Next subsequent position Next 56N 030W
Request Mach Number, Flight level or route Request FL350

change
Further information or clarifying remarks
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3.5.10.3 Change of Mach, FL or route when position report no appropriate

Example: Request Clearance Qatari 1234, Request FL370
Request Clearance / Flight Identification Request Clearance Qatari 1234
Requested Mach Number, Flight level or route Request FL370
3.5.10.4 Revised Estimate
Example: Revised Estimate Qatari 1234, 57N 040W, 0325.
Revised Estimate / Flight Identification Revised Estimate Qatari 1234
Next position on route 57N 040W
Revised estimate for next position 0325
3.5.10.5 When able higher (WAH) Reports
A When able higher (WAH) report is required for all flights entering the MNPS Airspace for
the following OCA:
New York Oceanic Control Area (OCA)

Santa Maria Oceanic Control Area (OCA)
WAH report should be provided with initial position report. The WAH report is not intended
as an advanced request for a step climb, but allows ATC is planning airspace utilisation.
Note: ATC acknowledgement of a WAH report (and any included requests) is NOT a
clearance to change altitude.
Example of WAH Report.

Qatari 459, 40N 040West at 1010, Flight level 350, estimating 40N 050West at 1110, 40N
060W Next, able FL370 at 1145.
3.5.10.6 ETA Deviation

If estimated time for next position, last reported to ATC, is found to be in error by +/-3
minutes, pass a revised ETA to ATC unit concerned.
3.5.10.7 Step Climbs

Always report to ATC immediately upon reaching new cruising level.
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3.5.11 MET REPORTING
3.5.11.1 General
Make routine meteorological observations at each designated reporting point and

intermediate mid-point;
If operating on random tracks, MET reports must be sent;
Where abnormal weather conditions encountered - advise ATC;
At the time of receiving Oceanic Clearance, ATC may request en-route Met
information, the phrase SEND MET REPORTS is used at end of the clearance;
MET report add temperature and spot winds at end of position report.
Note: Westbound Flights
Designated as Met report flights, are to treat 008W as a mid point and 015W as
a designated point and report to Shanwick on HF;
Note: Eastbound Flights
Not required to make routine reports when flying in the SOTA area.
3.5.11.2 Met Report Mid Point Met Observations
Within Shanwick, Gander, New York and Santa Maria OCAs, between Europe and North
America and vice versa, are to record the met observations at the mid point between
reporting point. The Mid point observation is retained for transmission at the next report-
ing point.
Qatari 459;
Position 56N 020W, 1305 (Time), FL330 (Flight Level);
Estimate 56N 030W, 1340 (Time), Next 55N 040W;
Temperature Minus 56, 220/55 (Wind direction/Speed);
Temperature Minus 60, Wind 230/75 (Wind direction/Speed) at 56N 015W.
Note: State the word DIAGONAL between Wind direction and speed.
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3.5.12 NAT MNPS FLIGHT OPERATIONS & NAVIGATION PROCEDURES
3.5.12.1 General Procedures for Flight in NAT MNPSA Flight Planning
Check the NAT Track Message (NTM) for validity;
Check Operational Flight Plan (OFP) waypoints agree with NTM;
Fuel reserve as per OM PART A;

Check provision of next best NAT Track, OFP summary;
Confirm the NOTAMs indicate nominated en-route alternates are adequate;
For a twin-engine aircraft, refer to FCOM Special Operations (ETOPS) to confirm the
nominated en-route adequate airports are suitable. Wind direction on the TAF is
degrees true. Runway directions are degrees magnetic;
Item 15 of the flight plan should reflect the proposed NAT route data in the following
sequence:
Oceanic entry point, cruising Mach Number and flight level;
Oceanic landfall and cruising TAS.
Plotting chart for NAT region;
Plot the waypoints (extracted from OFP), critical point (as applicable) and join with a
solid line.
3.5.12.2 Pre-flight Procedures MEL Restrictions
Ensure no MEL items precluding to ETOPS, RVSM or MNPS flight. Refer to FCOM 2,
Special Operations.
Minimum Equipment Required.
IRS - Two (2) operational required;
FMGEC & MCDU - One (1) of each required;
An ELT is required for MNPSA operations;
The carriage of HF communications is mandatory for flight in the Shanwick OCA.
3.5.12.3 Flight Planning - Without HF Communications
Flights operating without HF communication will be planned on routes that remain within
VHF coverage, via Iceland and Greenland. If onboard HF communication fails before
entry to Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch.
Refer to Jeppesen chart for applicable routing.
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3.5.12.4 Time Accuracy
Confirm that the aircraft clock is synchronized to GPS time signal (presence of a time display,
with the clocks UTC selector set to GPS).
3.5.12.5 Oceanic Clearances
Where departure airport is situated close to oceanic boundaries the Oceanic Clearance must
be obtained before departure.
Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances
are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such
clearances.
3.5.12.6 Relief Crew Members
If relief crew on board, continuity of the operation must not be interrupted. Crew change
procedures between the active and relief crew defined in OM PART A.
3.5.12.7 Initial Insertion of Latitude and Longitude
Prior to flight in MNPS airspace, a full IRS alignment is required. Refer to fleet SOP.
Checks of the inserted position and of the residual ground speed outputs must be carried out
independently by the PNF during the early stage of the pre-flight checks as per SOP.
Discrepancies must be resolved.
3.5.12.8 Loading of Oceanic Waypoints
The PF enters the waypoints in the F-PLAN, subsequently, the PNF recalls and confirms
them against source information. A circle is then drawn around the waypoint on the OFP if
correct. It is not sufficient for one crewmember to just observe another crewmember entering
the data.
Do not assume the infallibility of navigation databases.
Note: FMGEC Latitude and Longitude waypoint abbreviation in ARINC 424 quadrantal
format is not compatible with ADS reporting equipment.
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3.5.12.9 Flight Plan - Track & Distance Check
Preferably, the Flight Plan Track & Distance Check is to be performed pre-flight if time
permits. Otherwise, the check must be completed in initial cruise.
Performing this check airborne will not be an option if the point of departure is close to MNPS
airspace.
3.5.12.10 Oceanic Clearances
Where departure airport is situated close to Oceanic boundaries the Oceanic Clearance must
be obtained before departure.
Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances
are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such
clearances.
The procedure is as follows:
Select North Ref to TRU;
Select PLAN mode on the ND;
Select any of the following pushbuttons on the EFIS Control Panel; WPT
VOR.D NDB or ARPT (any pushbutton except CSTR);

The PF will cycle the MCDU F-PLAN so that the last navaid prior to entering MNPS
airspace is the from waypoint and do the following:
PF will read the ND or MCDU displayed true track and distance to the next
waypoint;
The PNF will check against that track and distance in OFP; (this check will show up
any errors made in lat/long insertions and designators (i.e. N/S or E/W).
As each leg of the flight within MNPSA has been checked against the OFP in this
manner, it should be annotated on the OFP by the PNF with ticks;
Note: When comparing ND or MCDU displayed and CFP printed distance and
tracks between waypoints, an acceptable tolerance for differences are; 3
miles and 5 degrees. Variations beyond these tolerances must be resolved
prior to proceeding.
Select North Ref to MAG.
3.5.12.11 In-flight Procedures - Enroute Duties
PNF is responsible for:
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ATC communications;
Maintenance of the Master CFP;
Completing the Plotting Chart and monitoring enroute and terminal weathe.
PF is responsible for:
Navigation of aircraft;
Monitoring and activating ATC clearances.
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3.5.12.12 Re-cleared on different track from planned
Procedures employed are similar to those employed at the beginning of a flight:
Copying the ATC re-clearance by PNF, monitoring of copy and read back by PF;
Request a new OFP segment from QR dispatch, When requesting a revised OFP
from Qatar Airways Dispatch, include the following information;
Weight, time and fuel at deviation waypoint;

Cleared FL;
Track or routing.
Load new waypoints or uplink into SEC F-PLAN (PF) (as applicable);
Compare MCDU displayed waypoints, tracks (TRU) and distances with the newly
received ACARS OFP Flight Plan. (PF-reads to PNF who annotates the new Flight
Plan in the same manner as before);
The PNF will prepare a new plotting chart and check ETOPS (if applicable) no-go
areas. Transpose the Critical point if applicable;
Enter or uplink, winds and temperatures;
When crosschecking has been completed, activate the SEC F-PLAN;
Check new route for fuel required;
If a new OFP cannot be obtained from dispatch via ACARS, the MCDU print function
may be used to obtain a new OFP Flight Plan;
The Airbus MCDU prints initial true track outbound from the waypoint. In very high
latitudes the average track may not agree with the MCDU displayed outbound
great circle track within the recommended 5;
Extreme care must be used cross-checking the way point insertions especially
when the clearance is received by radio as the flight plan cross-check process has
been lost.
If the printer is inoperative, use the plotting chart by annotating with the normal OFP
details.
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Note: If clearance given requires an immediate change to active waypoint, then that
waypoint must be loaded into the FMS and crosschecked by both PF and PNF
before completing the DIR TO function.
Note: Crews must plan to complete the track & distance check procedure for the initial
portion of the revised route, (in an unhurried manner), prior to entry into oceanic
airspace.
Note: Following any revision to the original OFP, the new Flight Plan is to be annotated
in the same manner as described previously. If the subsequent domestic portion
of the flight corresponds to that contained in the original flight plan, it should be
possible to revert to the original OFP at the appropriate point.
Note: Any new clearance has a clearance limit on the new exit point. A revised
domestic clearance from the new exit must be requested. Refer to Exiting
MNPSA airspace in this chapter.
3.5.12.13 Approaching NAT MNPS
Prior to entering MNPS Airspace, the accuracy of each IRS and FM should be thoroughly
checked, by comparing with GPS position, or by using independent navigation aids.
If not GPS primary, a comparison of indicated bearing/distance on the MCDU PROG

page, to that of an actual VOR/DME ground station should be performed.
Additionally:
Review the CPDLC/ADS procedures in the Jeppesen Text Air Traffic Control for the
associated FIR to be entered;
Conduct RVSM checks as per FCOM 2.04.45;
Select North Ref to TRU;
Supernumerary operational crewmembers on the flight deck should be used to

check the clearance waypoints, which have been inserted into the navigation
system, using source information such as the track message, or data link
clearance if applicable.
Pilot Flying (PF), ensure that Oceanic Control Area is entered at :
Correct waypoint
Flight level
Mach
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3.5.12.14 Mach Number Technique
3.5.12.15 Overview
Because of the high volume traffic on the organized tracks, the MACH number technique for
longitudinal separation is applied without exception. ATC apply Mach number technique to
maintain adequate longitudinal separation between aircraft operating on the same route at, or
climbing or descending to the same level.
3.5.12.16 Procedure in NAT Oceanic Airspace
ATC clearance includes the assigned Mach Number to be maintained;
Before accepting assigned Mach Number, pilot is to ensure that it is acceptable,

considering aircraft gross weight, altitude and temperature;
Its important that pilots adhere strictly to assigned Mach number unless ATC approval
of a change is received;
If an immediate change in Mach Number is required for safety (i.e. Turbulence) and
prior clearance cannot be obtained, notify ATC as soon as possible after the Mach
number change;
Ensure calculated estimate times are accurate;
Position Reports Include the Mach Number;
Step climb maintain last assigned Mach Number, advise ATC if unable to do so.
After leaving oceanic airspace pilots must maintain assigned Mach Number in domestic
controlled airspace unless otherwise advised.
Note: Pre-Flight procedure MUST include a UTC time check of aircraft clocks.
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3.5.12.17 Communication
3.5.12.18 HF
HF frequencies are organized into six families(A,B,C,D,E,F). Refer to Jeppesen Text

manual; section Enroute, for details of frequencies. Normally a primary and secondary HF
frequency will be allocated either by domestic ATC (before Oceanic boundary) or when
obtaining Oceanic Clearance.
See in-flight- Contingences for HF communication failure.
3.5.12.19 SELCAL
SELCAL check MUST be performed before initial entry into Oceanic Airspace and
commencing SELCAL watch.
3.5.12.20 Operation of Transponders
Unless otherwise directed by ATC, operate transponders continuously in Mode A/C Code
2000. Continue to squawk last assigned transponder for a period of 30 minutes after entry
into NAT airspace.
The above procedure does not affect the use of the special purpose codes (7500, 7600 and
7700) in cases of: unlawful interference, radio failure and emergency.
Reykjavik ACC provides a radar control service in the southeastern part of its area and
consequently transponder codes issued by Reykjavik ACC must be retained throughout the
Reykjavik OCA until advised by ATC.
If radar vectors are provided by Reykjavik, MAG heading must be selected.
3.5.12.21 Entering NAT MNPS Airspace and reaching an NAT MNPS Waypoint
When approaching waypoints, the following check should be carried out:
In the same manner as in pre-flight, crosscheck next two waypoints and co-
ordinates against OFP Flight Plan;
Check track and distance to next waypoint.
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At the waypoint:
Confirm that the aircraft turns in the correct direction and takes up the new track
appropriate to the leg to the next waypoint. The PNF marks the OFP waypoint - (/)
Select PROG - POSITION REPORT. Transmit the position report to ATC. The PNF
will then mark the CFP waypoint - ( \ ) to form an X over the waypoint. When an
ADS connection is established the pilot should assume that the appropriate digital
position has been transmitted;
A position check should be made at each waypoint and the present position plotted
10 minutes, 2 degrees of longitude or 2 degrees of latitude after passing each
waypoint.
Note: Even if Automatic Dependant Surveillance (ADS) via data link is being used to
provide position reports to ATC the above checks should still be performed.
3.5.12.22 Monitoring during distractions from routine
Ensure that minor emergencies or interruptions to normal routine are not allowed to dis-
tract the crew to the extent that the navigation system is mishandled.
If during flight, autopilot modes are changed, or auto-thrust is disconnected (e.g. because
of turbulence), care must be taken when the autopilot is re-engaged to ensure that the
correct modes are engaged.
3.5.12.23 Deviation from track
Whenever possible, prior ATC approval should be obtained. In such situations a trans-
mission on the appropriate common frequency should also be considered.
Use the OFFSET function to ensure waypoint sequencing. It is essential that pilots
ensure the correct desired track is recaptured in NAV mode as soon as possible after the
deviation is complete.
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3.5.12.24 Strategic Lateral Offset Procedure (SLOP)
3.5.12.25 Proceure
The following procedure is permitted for wake turbulence avoidance or to mitigate the risk of
conflict when non-normal events such as aircraft navigation error, altitude deviation errors
and turbulence induced altitude errors.
Fly an offset course to the RIGHT 1 or 2nm from centerline.
Must not exceed 2nm deviation;
Determine best flight path to fly, i.e. use but not limited to TCAS, Communication,
Visual acquisition;
Pilot may contact other aircraft on air-air channel 123.45 as necessary to co-
ordinate best wake turbulence offset option;
Pilot may apply an offset at oceanic entry point, but MUST return to centerline at
oceanic exit point;
ATC clearance is not required for this procedure;
Position reports Based on current ATC clearance and not exact co-ordinates of
offset position;
If overtaking another aircraft, consider offset to avoid exposing aircraft to

unnecessary wake turbulence;
If entering radar-controlled airspace, ie Bermuda, remain on established offset

position.
3.5.12.26 RVSM procedures in MNPS Airspace
Refer to FCOM 2, Special Operations.
3.5.12.27 Step Climbs
Oceanic crossing are planned at a single flight level for the entire crossing. The possibility to
of climb in Oceanic airspace does exist on a tactical base. To make the most of this service,
crew should review FMC performance predictions to determine optimum cruise levels.
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3.5.12.28 Exiting NAT MNPS airspace.
Revised Flight Plan
With increased traffic levels and more aircraft transiting the North Atlantic, a
number of flights have been cleared onto an Oceanic Track other than the track
originally filed. A number of problems have resulted;
When revised clearance does not establish aircraft back on original domestic
routing, flight crew shall confirm routing with next ATC sector controller. This is
especially important when changing FIRs. Flight Crews should ensure that
clearance is requested/received on a timely basis, prior to the exit point;
Cleared as filed
Caution: A revised flight plan is for information purposes only. A revised domestic or
oceanic flight plan does not generate a revised flight planned route with ATC.
Any reference by ATC to Flight Planned Route or Cleared as Filed refers
to the last route filed while the aircraft was still on the ground.
Mach Number
After leaving Oceanic airspace, maintain assigned Mach Number in domestic

airspace unless advised otherwise by ATC.
Note: The examples described above are also applicable to eastbound flight.
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3.5.13 IN-FLIGHT CONTINGENCIES NORTH ATLANTIC
3.5.13.1 Introduction
The following procedures are intended for guidance only. Although all possible contingencies
cannot be covered, they provide for such cases as:
Inability to maintain assigned level due to weather (for example severe turbulence);
Aircraft performance problems; or

Pressurization failure.
They are applicable primarily when rapid descent, turn-back, or diversion to an alternate
aerodrome is required. The pilots judgment will determine the specific sequence of actions
taken, having regard to the prevailing circumstances.
3.5.13.2 General Procedures
If an aircraft is unable to continue its flight in accordance with its ATC clearance, a
revised clearance should be obtained whenever possible, prior to initiating any action,
using the radio telephony distress (MAYDAY) signal or urgency (PAN, PAN) signal as
appropriate;
If a twin-engine aircraft as a result of an engine shutdown or a failure of an ETOPS

critical system employs these contingency procedures, the pilot should advise ATC as
soon as practicable of the situation, reminding ATC of the type of aircraft involved and
requesting expeditious handling;
Where SATCOM equipment is fitted, in the event that all other means of
communication have failed, emergency satellite voice transmissions may be made to
the controlling ATC unit. In addition, allocated airborne numbers to be used only in
emergency situations (excluding communications failure) is listed in the dialing
directory;
If prior clearance cannot be obtained, an ATC clearance should be obtained at the

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

maneuver to leave the assigned route or track.
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3.5.13.3 Special NAT Procedure
1.1.3.Special NAT procedure
If unable to continue the flight in accordance with ATC clearance and/or aircraft is unable to
maintain the navigation performance accuracy, and prior clearance cannot be obtained, the
pilot shall:
Offset from the assigned route by turning 90 degrees Left or Right off track and
achieve 15 nm from assigned route;
The Left or Right turn should be determined by the position of aircraft relative to
any organized route or track system. Other factors to consider.
Direction to alternate airport;

Any lateral offset being flown;
FLs allocated to adjacent routes.
If unable to maintain assigned flight level minimize rate of descent;
Once established on offset track;
1000 ft if above FL 410

Climb or Descend
500 ft when below FL 410
Climb 1000 ft if at FL 410
Descend 500 ft if at FL 410
If prior clearance cannot be obtained, an ATC clearance should be obtained at the

earliest possible time. In the meantime, broadcast position (including the ATS Route
designator or the Track Code as appropriate) and intentions, at frequent intervals on
121.5 MHz (with 123.45 MHz as a back-up frequency);
All exterior lights should be turned ON;
Utilize ACAS.
Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst
maintaining the 15 nm offset track, expedite climb above or descent below the vast majority
of NAT traffic.
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3.5.13.4 Weather Deviation Procedure
3.5.13.5 ATC Clearance Communication Established

Initiate communication with ATC, state
Weather Deviation Required

Pilot may also use the urgency call PAN PAN PAN, if necessary
Advise extent of deviation expected
If for separation purpose ATC cannot grant deviation due conflict traffic, ATC will
advise of conflict traffic. Pilot may elect to execute procedures detailed in 2.1.4.2 ATC
Clearance cannot be obtained
Advise ATC when weather deviation is no longer required or weather deviation has
been completed and aircraft returned to its cleared route
3.5.13.6 ATC Clearance Communication not established

Deviate away from track/route system
Broadcast position (including the ATS Route designator or the Track Code as
appropriate) and intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a
back-up frequency)
All exterior lights should be turned ON, Utilize ACAS

Deviation less than 10nm remain at flight level assigned by ATC
Deviation greater than 10nm
Route Center Deviations Greater than Level Change

Line Track 10nm
EAST Left Descend (300ft)
000-179 Magnetic Right Climb (300ft)
WEST Left Climb (300ft)
180-359 Magnetic Right Descend (300ft)
When returning to track, be at assigned flight level when within 10nm of centreline;
Attempt to contact ATC if not already established.
3.5.13.7 Wake Turbulence

If deviation is required due wake turbulence, apply the Strategic Lateral Offset Procedure
(SLOP) that is detailed in this document.
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3.5.13.8 Communication FAILURE - HF
3.5.13.9 General
The communication failure procedure is located on reverse side of the North Atlantic plotting
charts.
If two-way communication is lost, the following procedure is intended as guidelines.
Identify Mode A code Squawk 7600 and mode C
Utilize satellite voice communication (if available)
Use VHF to contact ATC or another aircraft. Use air-to-air frequency 123.45MHz and
broadcast regular position reports until communication is re-established
121.5MHz, can also be used to establish initial contact with another aircraft and
transfer to air-air frequency 123.45MHz
3.5.13.10 Loss of HF communication PRIOR to entry into NAT
If operating with a received and acknowledge Oceanic clearance:
Enter at Cleared Oceanic entry point, flight level and Mach No, proceed in accordance
with acknowledge Oceanic clearance;
If operating without a received Oceanic clearance:
Enter Oceanic airspace at entry point, flight level and Mach as contained in filed flight
plan and proceed via filed flight plan to landfall. The first Oceanic flight level and
speed must be maintained to landfall.
3.5.13.11 Loss of HF Communication AFTER entering the NAT
Cleared on flight plan route
Proceed in accordance with last received and acknowledge Oceanic Clearance,

including level, speed, to the last specified Oceanic route point (normally landfall).
After passing the last specified Oceanic route point, refer to lost communication in
Jeppesen text pages for relevant state.
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Cleared on other than flight plan route
Proceed in accordance with last received and acknowledge Oceanic Clearance, to the
last specified Oceanic route point (normally landfall). After this point, rejoin the filed
flight plan route, by proceeding directly to the next significant point ahead of aircraft as
contained in filed flight plan. Use ATS route structure where possible, and continue on
flight plan route. Maintain last assigned Oceanic level and speed to specific oceanic
route point. After passing this point, refer to lost communication procedure in
Jeppesen text pages for relevant state
3.5.13.12 Communication Gander & Shanwick ACC Evacuation
In case that either Gander or Shanwick ACC is evacuated for any reason, refer to the
Jeppesen text manual, section Emergency for details.
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3.5.14 NAVIGATION SYSTEM DEGRADATION OR FAILURE
3.5.14.1 General
An aircraft that has suffered equipment failures that results in only a single LRNS (one Airbus
Back-up Nav) remaining serviceable, may still be flight planned and flown through the MNPS
Airspace but only on specified routes established for this purpose, listed in Enroute
publications.
3.5.14.2 Detection of Navigation Failures
Use MCDU POS MONITOR page to compare IRS, FM and GPS positions. Additional
information may be evident from compass headings, ND wind display and Flight Director bar
deviation. Use all of above information to make regular comparison checks. This monitoring
and comparison will allow early identification and easy isolation of a faulty system as per
FCOM procedures.
Under no circumstances should a flight continue into Oceanic Airspace (MNPS) with
unresolved navigation system errors, or with errors, which have been established to have
been caused by IRS misalignment or initial data input error.
3.5.14.3 One Navigation System remains before OCA boundary is reached
The pilot must consider landing at:
A suitable aerodrome before the boundary or returning to the aerodrome of departure;
3.5.14.4 One Navigation System remains after OCA boundary is crossed
The pilot should normally continue to operate the aircraft in accordance with the Oceanic
Clearance already received, appreciating that the reliability of the total navigation system has
been significantly reduced.
In addition:
Assess prevailing circumstances (e.g. performance of the remaining system,

remaining portion of the flight in MNPS Airspace, etc.)
Advise and consult with ATC as to the most suitable action; (e.g. request clearance
above or below MNPS Airspace, turn-back, obtain clearance to fly along one of the
special routes, etc.)
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When the flight continues in accordance with its original clearance (especially if the distance
ahead within MNPS Airspace is significant), begin a careful monitoring program
Take special care in the operation of the remaining system bearing in mind that routine
methods of error checking are no longer available check the main and standby
compass systems frequently against the information which is still available
Attempt visual sighting of other aircraft or their contrails, which may provide a track
indication keep a special lookout for possible conflicting aircraft, and make maximum
use of exterior lights
Use the basic IRS/GPS (if available) outputs to adjust heading to maintain mean track
and to calculate ETAs
At intervals of not more than 10 minutes plot position (LAT/LONG) on the chart and
adjust heading to regain track.
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3.5.15 RAPID DEPRESSURISATION / DESCENT
Other than the 90 degree turn (Special NAT procedure) the basic drills and procedures for
any decompression are unaffected by the extended range environment. Safety height
considerations are unlikely to be a factor at FL100 on most routes. However, all flight crew
must be aware of the MORA over Greenland, which is significantly above FL100.
3.5.16 ENGINE FAILURE
Following engine failure in any extended range operation, the procedures outlined in FCOM,
should be carried out in a methodical manner.
The aircraft should leave its assigned route or track by initially turning 90 to the right or left
as soon as possible to prevent descent into tracks below. The direction of the turn should,
where possible, be determined by the position of the aircraft relative to any organized route or
track system (e.g. whether the aircraft is outside, at the edge of, or within the system).
Other factors are:
Direction to alternate airport, terrain clearance and levels allocated on adjacent routes
or tracks;
Driftdown will likely have to be modified by additional considerations such as other

traffic;
Driftdown strategy may be reviewed once clear of the OTS track in accordance with
the Special NAT procedure.
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3.5.17 OPERATIONAL FLIGHT PLAN
3.5.17.1 NAT FLIGHT PLAN ANNOTATION
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3.5.18 ENROUTE AERODROMES
3.5.18.1 Aerodromes location North Atlantic
The following map gives an overall view of aerodromes located in the North Atlantic region.
See Chapter 6 for authorized aerodromes.
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3.5.18.2 Gander (CYQX/YQX) Newfoundland / Canada
RWY LDA IAP RFF HRS Medical Facilities

03/21 3109 ILS/VOR Community Hospital (Transfer
7* H24
13/31 2713 ILS/NON time is about 4 mins)
* RFF 8 available at 1 hours notice
Overview
Gander is located in north central Newfoundland. No significant terrain in vicinity of airport.

The airport is well equipped for passenger handling.
Weather
Fog and low clouds is a problem during spring and early summer. Early morning radiation fog
is slow to clear in winter. Summer - thunderstorms possible. Surface winds, winter generally
Westerly (average 15kts, Summer, Southerly (average less than 12kts). Wind speeds,
between 30-50kts are fairly frequent, particularly is association with low pressure centers or
fronts.
ATC
ATC is of a good standard, but no radar available.
General
During winter, snow banks are extensive, outer engine maybe very close and ingest snow.
Runway
Runway 03/21 and 13/31 61m wide;
Runway 03 and 31, turning pads available;
Runway 13, Taxiway exit available.
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3.5.18.3 Goose Bay (CYYR/YYR) Newfoundland / Canada

08/26 3368 ILS/DNB Small Community Hospital.
8 H24
16/34 2920 NON/NON (10 KM away)
Overview
Goose bay is located 100nm inland from the Atlantic. No significant terrain.
Weather
Poor visibility occurs during winter due ice fog and snow. Low ceiling frequent during spring
and autumn. Snow from October to May. Summers are generally good. Westerly winds
prevail, but April, May and June, northeast winds exceed westerly winds.
Runway
Runway 08/26 & 16/34 61m;
Runway 08/26 and 16/34 Taxiway exits available.
3.5.18.4 Halifax (CYHZ/YHZ) Nova Scotia / Canada

05/23 2682 NDB/ILS
8 H24 Facilities of a major city
14/23 2347 ILS/LOC B/C
Overview
Halifax is a major city in Nova Scotia. The airport has all the services one expects from a
international airport.
Weather
Light fog is common all year around, but dense fog occurs between April and August.
Occasional thunderstorms occur between May and October. Snow occurs December
through April, freezing rain is observed during winter.
Surface wind, October to April, Northwesterly, while May through September is Southerly.
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3.5.18.5 Kangerlussuaq (BGSF/SFJ) / Greenland EMERGENCY AIRPORT

10/28 2810m LOC DME/NON 5 1100-2200z* Very limited
SHOULD ONLY BE USED IN EXTREME EMERGENCY CASES;
SHOULD NEVER BE CONSIDERED FOR MEDICAL EMERGENCIES.
Overview
Located at the head of along, narrow, relatively straight fjord and approx 65nm inland from
West coast of Greenland, and 15nm West of the Ice Cap.
Approach & Terrain
The LOC approach is along the north side of the steep walled fjord. RWY 10, first 915m has a
1.5% upslope, giving the illusion of a short runway. Winds in excess of 20knots will cause
moderate turbulence on final due to terrain in all quadrants. VMC landing RWY 10, high
terrain in front of aircraft can cause a false horizon. Maintain instrument check. A safe landing
on RWY 28 is only possible during day VMC due close terrain.
Runway 10, missed approach climb gradient 5%.
Weather
Weather is generally good. Main problem is turbulence caused by high wind. High pressure
usually exists over the ice cap, producing a prevailing North East wind down RWY 10. IFR
conditions, mostly during spring and fall with low ceiling and fog. October - November,
snowfall expected. Altimeter may over read during cold temperatures.
Metar and TAFs report TRUE winds, so carefully when calculating crosswind.
ATC
ATC, tower and approach control (radar available) operates as per published hours. Both the
tower and approach can be operational within one (1) hour of notification of an emergency. If
diverting to Kangerlussuaq, notify Sondrestrom information as soon as conditions permit on
VHF or HF. Provide ETA, and advise that all airport services and facilities be activated.
Runway
Runway 10/28 60m wide;

Runway 10, No turning pad or TWY exit available;
Runway 28, TWY exit available.
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3.5.18.6 Keflavik (BIKF/KEF) / Iceland

Keflavic - Small hospi-
tal. Reykjavic 30 min-
02/20 3048m ILS / ILS
9 H24 utes away - two major
hospitals
11/29 3048m ILS / ILS
Overview
Keflavik is located on the Southwest coast of Iceland. High terrain located east through
southeast.
Weather
Prevailing winds are strong Northeasterly during wintertime, and strong southerly during the
summer. Southeasterly winds give the airport its greatest percentage of below minimum
weather. Low clouds are present much of the time, with fog occurrence during the summer.
Expect blowing snow January and February. Average temperature for January is -3C, so icy
runways during the winter maybe a problem.
ATC
Radar service is available.
Runway
Runways 02/20 & 11/29 60m wide;
Taxiways exits available for all runways.
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3.5.18.7 Lajes AB (LPLA/TER) / Azores

15/33 3314m ILS / ILS 9 H24 Hospital available
Overview
A well equipped military airport, with both engineering and passenger handling capability.
Terrain
Terrain located in the Southwest, reaching 3,700ft at 10nm.
Winter
Low ceiling and poor visibility associated with passing fronts. Strong North-westerly winds
frequent after passage of cold front. Summer Settled weather.
Terrain located in the Southwest, reaching 3,700ft at 10nm.
ATC
Good ATC facilities with radar coverage. Contact Santa Maria while on the ground at Lajes to
obtain Oceanic clearance, this will take about 10 minutes. Initial FLs given for Oceanic
crossing are generally lower than requested.
Runway
Runway 15/33 - TWY exits available at both end.
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3.5.18.8 St. Johns (CYYT/YYT) Newfoundland / Canada

11/29 2581 ILS / ILS Hospital(s) (Transfer
7* H24
16/34 2135 ILS / NDB time 10 minute(s)
Overview
St.Johns is located on Newfoundlands East coast.
Terrain
High terrain located Northwest of airport. RWY 29, high coastal cliff located on approach.
Weather
St. John has frequent strong winds, moderate to severe turbulence. Slippery runway
combined with strong winds during winter. During strong winds, anticipate moderate to
severe turbulence on approach with downdraft approaching the cliffs.
ATC
No radar available.
Runway
Runway 11/29 & 16/34 61m wide;
Runway 11,16 - Turning pad available;
Runway 34 - TWY exit available.
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3.5.18.9 Shannon (EINN/SNN) / Ireland
Shannon - Small Hospi-

tal Limerick & Ennis (30
06/24 3059m ILS / ILS 9 H24
mins away) - Two major
hospitals
Overview
Shannon is an international airport, located on West coast of Ireland. Terrain located to the
east of the airport.
Weather
Fog is most prevalent in spring and fall, with March and October being the most critical
months. Ceiling less than 400 feet is rare in all seasons. However, ceiling of below 1000ft are
of significant frequency, especially early morning during the summer months.
ATC
Radar vectoring is provided.
Runway
Runway 06 - Taxiway exit available;
Runway 24 - Turning pad available.
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3.5.19 GREENLAND
3.5.19.1 Cold Temperature & Low Barometric Pressure
There maybe areas of Greenland with very low atmospheric pressure and very cold
temperatures. There are only a few stations in Greenland reporting altimeter settings and
these stations are primarily in coastal areas. Reported QNH vales may be misleading unless
close to a station reporting a current QNH.
With QNH set in extreme cold temperatures, the airplane is lower than indicated. This must
be considered when operating below normal cruising levels over Greenland, where terrain
separation is a matter of concern.
3.5.19.2 Terrain
The only critical terrain in the North Atlantic region is located in Greenland, with terrain up to
15,600ft MSL.
3.5.19.3 Operations over Green land below FL195
In the event of a depressurisation of emergency descent over Greenland or diversion to an

airport in Greenland, when operating below FL195, contact one of the flight information and
altering services in Greenland. See North Atlantic chart AT (H/L) 1, for frequencies.
If operating in Reykjavik OCA portion of Sondrestrom FIR, communication may be

established with Sondrestrom information. However maintain communication with Reykjavik
until leaving the Reykjavik OCA (descending below FL195).
3.5.19.4 Driftdown Procedures
All routes over Greenland are designated critical terrain routes. Refer to OM PART C, section
5 for details of Driftdown and escape routing.
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3.5.20 COLD TEMPERATURE ALTIMETER ERRORS
3.5.20.1 Overview
When temperatures are lower than International Standard Atmosphere (ISA), true altitude is
lower than indicated altitude. This temperature effect on indicated altitude becomes
extremely important with very cold temperatures and minimum terrain separation.
Except in Canada, IFR assigned minimum altitudes are not compensated for these cold
temperature errors. Pilots need to beware of reduced terrain/obstacle clearance and may
need to co-ordinate higher altitude with ATC.
The values from the Altitude Correction table should be added to the published procedure
altitudes, including minimum altitude and DME arcs to ensure adequate obstacle clearance.
Unless otherwise specified, the destination aerodrome elevation is used as the elevation of
the altimeter source.
Additionally, when obstacles or terrain are a factor, the corrections should be applied to the
following only after obtaining ATC approval:
Approach procedure altitudes;

Missed approach procedure altitudes;
IFR-assigned minimum altitudes.
With respect to altitude corrections: the following procedures apply:
Pilots may refuse IFR-assigned minimum altitudes in lieu of a higher request;

If assigned IFR altitudes accepted, do not adjust for cold temperature correction;
Radar vectoring altitudes, require no corrective action by pilot;
Adjustments to MDA or DA do not require ATC coordination;
Once established on an ILS glide-slope, only the DA needs to be corrected.
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3.5.20.2 Altitude Correction table
Height above the elevation of the Altimeter source (feet)
*A/P 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
Temp
0 20 20 30 30 40 40 50 50 60 90 120 170 230 290
-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 30 50 60 70 90 100 120 130 140 210 280 430 570 710
-30 40 60 80 100 120 130 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
*Aerodrome Temperature
Example
Aerodrome Elevation: 2262ft:
Aerodrome temperature: Minus 50C
Altitude HAA Correction Indicated Altitude

Procedure Turn 4000ft 1738ft +520ft 4520ft
FAF 3300ft 1038ft +300ft 3600ft
MDA (straight-in) 2849ft 578ft +180ft 3020ft
Circling MDA 2849ft 578ft +180ft 3020ft
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3.5.21 OCEANIC CHECKLIST
3.5.21.1 Flight Planning
NAT Track Message Check for Validity
Planned Route Check the Operational flight Plan (OFP) way-

points agree with the NAT track message
Plotting Chart Qatar Airways customized Plotting Charts are

stored in Destination Trip Kit manual (2 plot-
ting charts per Trip Kit).
Plot Route 1) Plot waypoints from Oceanic entry to Oce-

anic exit as extracted from OFP.
2) Join waypoints with solid line.
Weather a) Destination / Destination Alternate
b) ETOPs for en-route airports
ETOPS Airports Be familiar with facilities at en-route airports
Data-Link Procedures Be familiar with

1) Logon Procedures
2) Message Exchanges
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3.5.22 Pre-flight
MEL Check MEL for items that may affect
a) Communication (i.e. HF)
b) RNP 10 Capability
c) RVSM Capability
Master Clocks Synchronized to a GPS Signal.
Altimeter Within Tolerance for RVSM Operation
IRS Complete Full Alignment.
Present Position Confirm present position co-ordinates
FMS Loading of Oceanic Way- PF - Enters waypoints/co-ordinates

points
PNF - Cross checks. Read frm FMS screen
back to the Master OFP.
Distance & Track Check Verify waypoint co-ordinates.
(Performed during pre-flight, if not, the during

initial cruise).
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3.5.23 Oceanic - Prior to Entry
Gross Error Check Check accuracy against ground based NAV-

AID
HF & SELCAL CHECK a) HF - Primary & Secondary checked.
b) SELCAL - Checked
CPDLC Log on 15 to 45 minutes (if aircraft equipped)
Oceanic Clearance a) Obtain Oceanic Clearance 40-60 minutes

(Headset MUST be worn)
b) TWO crewmembers are required to monitor

and record Oceanic Clearance and any amend-
ments thereafter.
c) Confirm
1) Flight Level
2) Mach No.
3) Routing for Oceanic Crossing
d) Flight level Enter Oceanic boundary at FL

as per Oceanic Clearance
e) Advise ATC When able higher.
Oceanic Re-clearance a) TWO crewmembers are required to monitor

and record Oceanic Re-clearance
b) update OFP, FMS and plotting chart
c) Both crew members must do independent

checks after OFP, FMS and plotting charts are
updated
d) Check Initial True Track and distance

between new waypoints inserted
NOTE: Reclearance is the number one sce-

nario which leads to GROSS NAVIGATION
ERRORS.
Altimeter & Compass Altimeter and Compass Record and note

time of reading
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3.5.24 Oceanic - After Entry
Squawk a) Within Shanwick & Gander Oceanic Air-

space.
1) 30 minutes after Oceanic entry Squawk

2000.
b) Reykjavik Oceanic Airspace.
1) Maintain las assigned Squawk.
Communications 121.5 (Emergency) - Set
123.45 (Air-Air) - Set
Mach Number Maintain Assigned Mach Number
Altimeter Hourly Checks
Strategic Lateral Offset Proce- Review Procedure

dure
1) Fly Centerline
2) Fly 1nm or 2nm RIGHT of center-line only.
Waypoint - Approaching a) Cross check co-ordinates with OFP for:
1) Waypoint just crossed
2) Next waypoint.
Waypoint - Overhead a) Confirm aircraft.
1) Turns in correct direction
2) Takes up new direction
b) Provide Position Report to ATC.
See reverse side of Jeppesen Plotting Chart

or OM Part C, Chapter 4 for Position Report
format.
Waypoint - 10 Mins Plot a) At 10 mins, and 2 latitude / 2 Longitude

after passing a Oceanic waypoint crew MUST
plot:
1) Latitude/Longitude and Time.
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Oceanic - After Entry (Contd)
Waypoint - Midpoint a) Cross check upper winds with
1) OFP
2) FMS
3) Upper wind chart
b) Confirm ETA to next waypoint
30 W a) Westbound
1) Gander - HF/CPDLC logon. Add HEAVY to

call-sign when using Hf.
2) Add HEAVY to call-sign when using HF.
b) Eastbound
1) Shanwick - HF/CPDLC logon.
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3.5.25 Oceanic - Exit
Ground Based Nav AID Compare ground based NAV AID to FMGS.
Note any discrepancy.
Strategic Lateral Offset If using Strategic Lateral Offset procedure

during Oceanic Crossing, return to centerline
before exiting Oceanic Airspace.
Routing after Oceanic Exit a) When cleared on an Oceanic Track other

than the TRACK originally filed.
1) Crew MUST confirm routing with next ATC

sector controller, as revised clearance may not
be the same as original domestic routing.
Mach Number Maintain Assigned Mach Number.
A change of Mach Number may be requested if

required for operational reasons.
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3.5.26 Inflight Contingences
Loss of Communication a) Prior - Oceanic Entry
b) After - Oceanic Entry
c) Shanwick and Gander ACC - Evacuation

(See Jeppesen text manual, section Emer-
gency).
Navigation Degradation or a) See reverse side of Plotting Chart

Partial Failure
b) OM Part C, Chapter 4.
Unable to continue Flight in a) Refer to Special NAT procedure, which is

accordance with ATC Clear- basically:
ance
1) 15nm OFFSET, 90 degree turn to LEFT or
RIGHT Procedure.
(See reverse side of plotting chart for details).
Weather Deviation a) ATC Clearance, communication established.
b) ATC clearance, communication not estab-

lished.
c) Wake turbulence Apply the Strategic Lat-

eral Offset Procedure (SLOP).
(See reverse side of plotting chart for details).
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UNITED STATES OF AMERICA
3.6 UNITED STATES OF AMERICA
3.6.1 FAA - AERONAUTICAL INFORMATION MANUAL
The FAA, Aeronautical Information Manual can be found at the following website:
http://www.faa.gov/airports_airtraffic/air_traffic/publications/ATpubs/AIM/
Jeppesen text Manual, section Air Traffic Control, pages titled US X-X-X is a reproduction
of the FAA, Aeronautical Information Manual (AIM).
3.6.2 Non-discrimination on the Basis of Disability in Air Travel
The Air Carrier Access Act, Part 382, prohibits both U.S. domestic carriers and foreign
carriers from discriminating against passengers with disabilities.
This rule came into effect on 13 May 2009. For Qatar Airways, Part 382 applies to flights that
begin or end at any U.S. airport and to the aircraft used for those flights. It also applies to the
operating carrier in codeshare flights.
The role of Complaint Resolution Officials (CRO) is an expert in all matters of Qatar Airways
compliance with the requirement of U.S. DOT Air Carrier ACT (ACAA) Part 382. The CRO
will be empowered to make decisions to resolve compliance issues in a timely way, this may
on occasion require the overruling of a decision of other QR personal. However, CRO is not
authorised to challenge a safety related decision of the Pilot-in-command.
Note : In the event of any doubt to the suitability of a passenger to travel, the Pilot
in command (PIC) is advised to consult with the station CRO or Doha prior
to making decision.
The following MUST be avoided while handling a disabled customer :
Discrimination during the provision of air transportation.
Invoking/requiring/compelling special services, (including, but not limited to, pre-

boarding), that the individual does not request. However, pre-boarding may be
required for receiving certain seating or in-cabin stowage accommodations.Invoking/
requiring/compelling special services, (including, but not limited to, pre-boarding), that
the individual does not request. However, pre-boarding may be required for receiving
certain seating or in-cabin stowage accommodations.
Denying the disabled person the benefit of air transportation or related services that
are available to other persons, except where specifically permitted by Part 382.
Carriers must not limit the number of passengers with a disability who travel on a flight.
Unless specifically permitted by a provision of the rule, carriers shall not refuse transportation
of a disabled passenger.
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However, a passenger may be refused due to :
Safety considerations.
Carriage of a passenger who violates Federal Aviation Regulations.
In general, carriers may not ask a passenger with a disability to produce a medical certificate.
However, a medical certificate along with a medical review by QR Doctors may be required
for a passenger with a disability under the following conditions :
Travelling on a stretcher or in an incubator.

Requiring medical oxygen in flight.
Requiring extraordinary medical assistance during the flight.
Having a communicable disease or condition that could pose a direct threat to the
health or safety of others on the flight.
To be valid, a medical certificate must be dated within 10 (Ten) days of the scheduled date of
the passengers initial departing flight. In case the above mentioned medical conditions
continue / persist during the return journey, then a new medical certificate will be required for
the return sector as well. Similarly, if there is a gap of several weeks between the initial
departing flight and onward travel then, even in that case, another medical certificate will be
required.
In general, advance notice is not required for a passenger with a disability.
However, advance notice is required if a passenger with a disability wishes to receive special
services, equipment or has a medical condition that necessitates a medical certificate and an
additional medical review by QR Doctors. The following advance notices may be required :
Up to 72 hours advance notice (if a passenger wishes to receive carrier supplied in-
flight medical oxygen)
Up to 48 hours advance notice (if a passenger wishes to use a personal ventilator /

respirator), and
Check-in one hour before the minimum check-in time. (e.g. if the recommended
check-in time is 3 hours then the passenger requiring special services should check-in
4 hours prior to departure)
In general, carriers cannot make it mandatory for a passenger with a disability to travel with
an escort.
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However, the following table explains other scenarios, with applicable actions, which should
apply :
Category Carriers View Likely Action(s)

Medical escort MUST
always accompany Carrier will charge for the transportation of
Stretcher or incubator
passenger unless QR medical or non-medical escort even if pas-
case
Doctor authorises a senger disagrees with the carrier.
non-medical escort
Passenger agrees and voluntarily chooses

to travel with a personal attendant/escort -
carrier will charge for the transportation of
the escort.
Mentally disabled pas-
Escort is required
senger
Passenger disagrees with the carrier and
feels that he/she can travel independently
carrier will not charge for the transportation
of the escort.
Passenger with a se-
vere mobility impair- Escort is required -do-
ment
Both severe hearing
and severe vision im- Escort is required -do-
pairments
Carriers must not require a passenger with a disability to sign any type of release or waiver of
liability.
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In general, passengers with a disability must not be subjected to restrictions that do not apply
to other passengers; e.g. the restrictions that must NOT be imposed areas follows :
Restricting passengers movements within the terminal.
Requiring passengers to remain in a holding area or other location in order to receive

transportation, services or accommodation.
Making passengers sit on blankets on the aircraft.
Making passengers wear badges or other special identification.
The carriers cabin crew / ground staff are required to provide assistance :
Moving the passenger to and from seats, as part of the boarding and disembarking
processes.
Preparing for eating, such as opening packages and identifying food.
Using the on-board wheelchair to enable the passenger to move to and from a
lavatory.
To a semi-ambulatory person, moving to and from the lavatory without lifting or

carrying the person.
Stowing and retrieving carry-on items, including mobility aids and other assistive
devices stowed in the cabin.
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3.6.3 Definitions
1) A flight means a continuous journey in the same aircraft, or with one flight number, that
begins or ends at a U.S. airport
2) A passenger with a disability means any individual who has a physical or mental
impairment that, on a permanent or temporary basis, substantially limits one or major life
activities, has a record of such an impairment, or is regarded as having such an
impairment.
3) Temporary disabilities include :

Recent surgery or medical treatment including broken limbs.
Recent (or still existing) physical illness.
4) Physical and mental impairments include but are not limited to; diseases and conditions
such as orthopaedic, visual, speech, hearing impairments, cancer, heart disease,
diabetes, mental retardation, emotional illness, drug addiction, alcoholism, cerebral palsy,
epilepsy, muscular dystrophy and multiple sclerosis.
5) Major Life Activities means functions such as caring for ones self, performing manual
tasks, walking, seeing, hearing, speaking, breathing, learning and working.
6) Complaint Resolution Officials (CROs) are specially trained staff members who will
have the authority to overrule the decision of any other airline personnel in order to
ensure compliance with the regulation. However CROs will not be authorised to
countermand a decision of the pilot-in-command, (PIC), when the basis for such a
decision is safety.
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3.6.4 GEOGRAPHICAL OVERVIEW
3.6.4.1 Location of States within USA
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3.6.4.2 Two letter identifier for each State in Eastern US
Two Letter identifier for each State in Eastern US

CT Connecticut NJ New Jersey
NY New York
DC Washington
DE Delaware OH Ohio
GA Georgia PA Pennsylvania
IL Illinois RI Rhode Island
IA Indiana
KY Kentucky SC South Carolina
MA Massachuesetts TN Tennessee
MD Maryland
ME Maine VA Virginia
MI Michigan VT Vermont
NC North Carolina WV West Virginia
NH New Hampshire
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3.6.5 AERODROME LOCATION
3.6.5.1 Aerodrome location in North East USA & Canada
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3.6.6 METEOROLOGY
Refer to Jeppesen textbook, Section Meteorology, which provides full details on US

meteorology.
The following website provides detailed aviation weather information for Unites States of
America: http://adds.aviationweather.noaa.gov/
3.6.6.1 Unit of measurement
Meteorological reports in the USA use the following units for expressing visibility, RVR and
altimeter setting:
Visibility Statue Miles (SM)
RVR Feet
Altimeter Setting Inches
Tower wind direction is issued as Magnetic and wind velocity in knots
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3.6.6.2 RVR Conversion Feet to Meters
As per US OPS SPEC C051, the following table is approved for RVR conversion feet to
meters.
RVR Conversion
FEET METERS
300 ft 75m
400 ft 125m
500 ft 150m
600 ft 175m
700 ft 200m
1000 ft 300m
1200 ft 350m
1600 ft 500m
1800 ft 550m
2000 ft 600m
2100 ft 650m
2400 ft 750m
3000 ft 1000m
4000 ft 1200m
4500 ft 1400m
5000 ft 1500m
6000 ft 1800m
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3.6.6.3 Meteorological Visibility Conversion table
As per, US OPS SPEC C051, the following table is approved for Meteorological Visibility
Conversion.
Meteorological Visibility Conversion
Statue Miles (SM) Meters (M) Nautical Miles (NM)
1/4sm 400m 1/4nm

3/8sm 600m 3/8nm
1/2sm 800m 1/2nm
5/8sm 1000m 5/8nm
3/4sm 1200m 7/10nm
7/8sm 1400m 7/8nm
1sm 1600m 9/10nm

11/8sm 1800m 11/8nm
1 sm 2000m 1 1/10nm
1 sm 2400m 1 3/10nm
1 sm 2800m 1 nm
2sm 3200m 1 nm
2 sm 3600m 2nm
2 sm 4000m 2 2/10nm
2 sm 4400m 2 4/10nm
3sm 4800m 206/10nm
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3.6.6.4 En-route Advisory Service (EFAS)
EFAS is an enroute advisory service, divided into low and high altitude service, which
provides weather information to aircraft.
Working hours: Normally 0600am to 1000pm;
Between 5000ft to 17,000ft, Frequency 122.0Mhz (Same frequency for entire US);
Above 18,000ft, EFAS frequency for Eastern USA.

Boston 133.925
Atlanta 135.475
Cleveland 135.425
Indianapolis 134.825
Washington 134.525
To contact Flight Watch use the name of the ARTCC facility in your area and the name of the
nearest VOR to your position.
Example: Flight Watch Boston, Qatari 123, Bangor VOR.
3.6.6.5 Hazardous in-flight weather advisory Service (HIWAS)
Continuous broadcast of hazardous weather forecast through selected VORs.
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3.6.6.6 In-flight Weather Advisories
There are three (3) types of in-flight weather advisories:
SIGMENTS
Convective SIGMETS
AIRMET
All these advisories use the same location identifiers, VORs, airports or well know
geographical area to describe hazardous weather areas.
Refer to Jeppesen Textbook; section Radio Aids for VOR identifications or section
En-route, mini chart, number US-5;
See geographical section of this brief for two letter state identifiers.
3.6.6.7 SIGMENT
See Jeppesen textbook, Section Meteorology, page US 7-1-11/12 for full details.
SIGMET advise of potential hazardous weather to all aircraft, ie severe icing, turbulence and
storms (dust/sand) that may lower visibilities below 3 miles. SIGMET are valid for 4 hours and
updated as required. The SIGMETS are broken down into six regions as shown on the
enclosed map.
Firstly, by US State;
Secondly, by reference to bearings and distances to VORs in that state. Thirdly, the
state is shown in two-letter format e.g. NJ for New Jersey or VA for Virginia.
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3.6.6.8 Convective SIGMETs
See Jeppesen textbook, Section Meteorology, page US 7-1-12 for full details
Overview
Convective SIGMETs are issued for any of the following and implies severe turbulence icing
and low level windshear:
Surface wind greater than or equal 50kts;
Hail at surface greater than inch in diameter;
Embedded or line of Thunderstorms, or thunderstorms producing heavy precipitation.

Convective SIGMET are issued Hourly at H+55
3.6.6.9 Regions
WSTE Eastern Region East of 87 West Longitude
WSTC Central Region Between 107 and 87 West
WSTW Western Region West of 107 West Long
3.6.6.10 Example of a Convective SIGMET Decode
WSUS32 KKCI 220755 Transmission details
SIGC SIGMENT
CONVECTIVE SIGMET 24C Convective Sigment number
VALID UNTIL 0955Z Validity period
MN LS Affected states MN Minnesota & LS Louisiana
FROM 20ESE INL-50WSW YQT- 20miles East/Southeast, INL (VOR named Interna-
50ENE DLH-20ESE INL tional fall Minnesota) to 50miles West/Southwest
YQT (named Thunder Bay Ontario) to 50miles
East/Northeast DLH (VOR named Duluth, Minne-
sota) to 20miles East/Southeast INL (VOR named
International fall Minnesota)
AREA TS MOV FROM 23045KT. Area of thunderstorms moving from 230 degrees at
TOPS TO FL310. 45kts, tops at 31,000ft
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Example of Convective Segment

WSUS32 KKCI 220755
SIGC
CONVECTIVE SIGMET 24CCONVECTIVE SIGMET 24C
VALID UNTIL 0955Z
MN LS
FROM 20ESE INL-50WSW YQT-50ENE DLH-20ESE INL
AREA TS MOV FROM 23045KT. TOPS TO FL310.
OUTLOOK VALID 220955-221355
AREA 1...FROM 50NNW ONL-70S FSD-30SSW OVR-30W OSW-50WSW TUL-60NE
CDS-60WSW ICT-60E GCK-60W LBL-30SSW PUB-50NW LBF-50NNW ONL
WST ISSUANCES EXPD. REFER TO MOST RECENT ACUS01 KWNS FROM STORM
PREDICTION CENTER FOR SYNOPSIS AND METEOROLOGICAL DETAILS.
3.6.7 AIRMET
See Jeppesen textbook, Section Meteorology, page US 7-1-13 for full details
Describe weather that is of lower intensity than those issued in SIGMETs;
Issued every 6 hours;
Three AIRMETs available, Sierra, Tango and Zulu which describe:
Sierra : IFR conditions and/or extensive mountainous obstructions;
Tango : Moderate turbulence, surface winds 30kts or greater, non-convective low
level windshear;
Zulu : Moderate icing and freezing level heights.
Example of AIRMET
Note the T in CHIT (CHI = Chicago), which indicates Tango AIRMET
CHIT WA 220845
AIRMET TANGO UPDT 1 FOR TURB AND LLWS VALID UNTIL 221500
AIRMET TURB...SD NE KS MN IA MO WI LM LS MI IL OK TX AR LA
FROM YQT TO SSM TO BAE TO COU TO ELD TO ACT TO TXO TO 50W LBL TO
GLD TO OBH TO MSP TO YQT
MOD TURB BLW 120. CONDS CONTG BYD 15Z ENDG 18-21Z S OF 50W LBL-
ELD LN. ELSW...CONDS CONTG BYD 15Z THRU 21Z.
OTLK VALID 1500-2100Z...TURB MO WI LM MI LH IL IN KY AR TN
BOUNDED BY SSM-80ESE SSM-YVV-ECK-BVT-DYR-ELD-COU-BAE-SSM
MOD TURB BLW 120. CONDS DVLPG 15-18Z. CONDS CONTG THRU 21Z.
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3.6.7.1 1METARs & TAFS
Most of the terminology in TAFs and METARs conforms to ICAO standard. Some difference
does exist.
3.6.7.2 METARs
See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details.
METAR KPIT 091955 COR 22015G25KT 3/4SM R28L/2600FT TSRA OVC010CB 18/16
A2992 RMK SLP045 T0820159.
If the METAR is issued without input from a human observer it will be indicated by
AUTOmated following the date and time of issue;
If Metar is CORrected then COR appears in this position as in above example;
- Visibility in statue miles;

R indicates Runway Range
2600FT is the 4-digit visibility, in feet. A single letter to indicate trend, Down, Up or No
may follow the visibility value;
Cloud amount, height and type: if CLR (Clear) is stated in an automated METAR,
then no clouds below 12,000ft reported;
Temperatures may be preceded by a Minus for below zero, e.g., M06;

Altimeter setting. Indicator and 4 digits A indicates inches and hundredths; e.g A29.92
Q indicates hectoPascals; e.g. Q1013,
RMK - Remark.
If AO2 or AO1 is present in the RMK it means the following automated weather
station with precipitation discriminator (can tell difference between liquid and
frozen/freezing precipitation). AO1 does not have a precipitation discriminator;
SLP 045 - Sea Level Pressure in hectoPascals & tenth, ie 1004.5hPa
T0820159 Temperature and dew point in tenths:
Temperature: Example 0820 = 18.2c;
Dew point: Example 159 = 15.9c.
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3.6.7.3 TAFs
See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details.
Difference to ICAO
Visibilities greater than 6sm shown as P6SM (Plus Six statue miles);
Windshear information included in TAF.
Presentation - WS010/31022KT (Windshear WS is the forecast of non-

convective low level winds, up to 2000ft);
Example: 010 Low level windshear at 1,000ft;
Example: 31022kt Wind direction / Speed.
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3.6.8 WEATHER BRIEF - USA
3.6.8.1 Overview of Weather in USA
Winter: Frequent travelling frontal depressions associated with Polar fronts, which, at this
time of year, lies from Florida towards Southern England.
Summer: Polar fronts moved northwards, lies from Newfoundland towards Scotland,
associated travelling frontal depression activity is about half the winter rate.
Its not unusual for marked temperature inversion to exist during anti-cyclonic conditions over
North America in winter.
Hurricane season is June to October. Hurricanes form in the Caribbean move northeasterly
over land or water.
Jetstream, associated with Polar fronts is often present over North America during winter at
about 30N at a height of 40,000ft. Further North, jet stream often associated with traveling
depressions, occur frequently in winter, but less so in summer.
3.6.8.2 US East Coast - Weather
Overview
Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy
weather development with snowstorms and blizzards in wintertime. The warm Gulfstream
causes instability of heated up cold air masses with heavy rainfall and thunderstorms.
When moist air drifts with Southeast winds towards the cooler east coast, sea fog (advection
fog) forms and can affect many airports in the region at same time, especially Bangor,
Boston, New York and Philadelphia.
Radiation fog may affect Newark (KEWR) and Bradley Windsor Lock (KBDL).
Warm fronts may become stationary in mid winter, resulting in low ceiling and visibility due
fog, drizzle, rain and snow,
3.6.8.3 Northeasters
Northeasters are the result of deepening system moving offshore up the east from the central
Atlantic of Gulf States. These storms in the autumn, winter and spring produce moderate to
heavy snow, rain for periods usually lasting up to 24hrs, although may persist for days
deepening upon the existence of a blocking high. Northeasters will affect all East coast
airports, from Washington to Canada Border.
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3.6.8.4 Hurricanes
Hurricane season is June to October. Hurricanes forming in the Caribbean may move
northeasterly over land or water with destructive power.
3.6.8.5 Thunderstorms
Thunderstorms can be intense and occur during summer months (June-August).
3.6.8.6 Great Lakes Region and Montreal - Weather
3.6.8.7 Overview
The weather development in this area can be severe. Summer, CB may build ups maybe
extensive, comparable to monsoon type build-ups in the Far East. Re-routing of entire traffic
flows may be necessary. Winter period, heavy snowfalls and strong winds may occur,
resulting in blizzards that may affect or close airports such as Chicago, Montreal and Toronto.
Warm fronts, main features are light rain, drizzle and snow occur November through to
March, generally affecting Chicago, Detroit, Buffalo, Montreal, Cleveland and Syracuse.
Fog occurs December to January, especially when southwesterly flow of moist air from Gulf
of Mexico. Airports generally affected, Chicago, Detroit, Buffalo, Montreal, Cleveland and
Syracuse.
Thunderstorms occur mostly in the summer month, with maximum occurrence June-August.
3.6.8.8 Lake Effect Snow
This occurs in late autumn and winter, and is most severe when a mass of cold air passes
over the lake water, which is warmer than the air following the cold front.
3.6.8.9 Squall lines
Pre-frontal squall lines may occur in April and May. They develop with a cold front
approaching from the West or Northwest; usually form in the afternoon near surface front. CB
activity reaches maximum 100 to 300 miles head of the front, with showers temporarily
lowering ceiling and visibilities.
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3.6.9 AIRSPACE
3.6.9.1 Airspace Overview
The following is a pictorial view of US airspace classification. Further details can be found in
Jeppesen text Manual, section Air Traffic Control.
3.6.9.2 Transition Altitude
Transition altitudes are not used. Flight levels begin at FL180, where altimeter setting of
29.92 inches of mercury is used.
3.6.9.3 Class E airspace
Class E airspace may serve as an extension to Class B, C and D airspace. Such airspace
provides controlled airspace to contain standard instrument procedures, without imposing a
communication requirement on pilots under VFR, therefore pilots should be aware that while
conducting terminal procedures (SIDs/STARs) or operating outside Class B, C airspace, VFR
traffic may exists without an operational transponder.
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3.6.9.4 VFR traffic
Uncontrolled VFR traffic operating below 18,000ft is a problem for IFR flights. These aircraft
are not necessarily transponder equipped and traffic information from ATC maybe very late
3.6.9.5 RVSM
US airspace is designated as RVSM between FL290 to FL410.
3.6.10 AIRWAYS & ROUTE SYSTEM
3.6.10.1 Overview of Victor & Jet Airways
Airways within the US, are divided into two types as follows:
Type of Designator Example Published Altitude

AWY
a) Victor V V12 Up to but not including 18,000ft MSL
b) Jet J J215 From 18,000ftMSL to FL450 inclusive
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3.6.11 COMMUNICATION
3.6.11.1 General
If difficulty in understanding American slang, ask for clarification, as ICAO standard

phraseology is not always used. Speaking slowly may trigger the response to be slower.
3.6.11.2 Emergency Frequency 121.5 & US Coast Guard Frequency
121.5 should always be monitored in US Airspace;

US Coast Guard HF frequency 2182 KHz is monitored H24 by US Coast Guard.
3.6.11.3 First Contact Enroute
When calling Air Route Traffic Control center (ARTCC), use the word center instead of
control, ie Washington center.
On first contact with US ATC center, provide:
Radar Environment;
Aircraft present position;
Altitude;
Estimate time for next reporting point.
3.6.11.4 Aircraft Call Sign
The word HEAVY is required in the ATC transmission within US Airspace for aircraft with a
weight greater than 136,000kgs.
The following are examples of using group form numbers, the word HEAVY must be
included.
Qatari 083 - Newark, Qatari eighty three heavy
Qatari 05 Newark, Qatari five heavy
Qatari 1423 Newark, Qatari fourteen twenty three
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3.6.11.5 Radio Frequency
When a radio frequency contains a decimal point, the decimal point is spoken as POINT.
122.1 - One two two point one
Note: ICAO procedures, require the decimal point be spoken as decimal, although
FAA will honor ICAO procedures.
3.6.11.6 Airway or Jet Numbers
V12, spoken as Victor Twelve;
J533, spoken as Juliet Five thirty three.
3.6.11.7 Figures
Figures indicating hundreds and thousand in round numbers, as for ceiling height and upper
wind levels, up to 9,900 shall be spoken as shown in the following examples:
500 Five hundred
4,500 Four thousand five hundred

Numbers above 9,900, shall be spoken by separating the digits preceding the word
thousand, see following examples:
10,000 One zero thousand
13,500 One three thousand five hundred
3.6.11.8 Radar
When advised radar contact, position reports are to be omitted.
3.6.11.9 ATC Identification
ATC ident ATC ident Example
Approach Control Approach Departure Washington Approach

Service Control Control Control
Control Towers (Ground Ground Clearance Washington Clearance

Control Services) Control Delivery Delievery
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3.6.12 AIR TRAFFIC CONTROL PROCEDURES
3.6.12.1 VFR traffic in TMAs
VFR traffic operating in TMAs, separation as follows:
500ft Vertical
1 mile lateral
3.6.12.2 Traffic Advisories
Below 18,000ft and outside TMAs, ATC will give information on VFR traffic, but will not
provide radar vectors around the traffic unless requested by pilot. During arrival procedures
radar vectors may take the aircraft outside Class B airspace, which ATC may or may not
advise.
3.6.12.3 Altimeter Setting Procedures
Altimeter setting are furnished by ATIS, tower, Approach and Centre Control, and also
available from Flight Service Station (FSS) weather broadcast or by request to FSS. The pilot
receiving the altimeter setting should repeat it for verification.
Use the setting given by Centre frequency. The controller issues altimeter setting for flight
operating below FL180 as they are observed passing compulsory reporting points.
Difference in to altimeter setting
Inches on Mercury are used instead of hPa within the US;
18,000ft is used to determine whether the standard altimeter setting of 29.92 or the
local altimeter setting is used;
18,000 ft Cruise below Altimeter to be set according to the reported altime-

ter setting of a station (within 100nm) along the
route (QNH).
Note: Set destination QNH once in contact

with Approach control as no instruction
may be provided.
18,000 ft Cruise at or above Altimeter to be set to 29.92ins (1013.2mbs)
See Jeppesen text book, FAR 91-121, Altimeter Setting for details on usable flight level
when no station.
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3.6.12.4 Speed Control
FAR 91-117(a) states, Unless authorized by the administrator, no person may

operate an aircraft below 10,000ft MSL at an indicated airspeed of more than 250kts.
If you are flying above 10,000 ft and given a speed adjustment greater 250kts and you
are subsequently cleared below 10,000 ft, you are expected to reduce automatically to
250 kts.
An approach clearance supersedes any prior speed assignment and pilots are
expected to make their own speed adjustments to complete the approach.
However it may be necessary for ATC to issue further speed adjustments after the
approach clearance to maintain separation.
At or below 2500ft and within 4nm of primary airport within class C or D airspace,
maximum indicated speed is 200kts.
FAR 91-117(d), states, If the minimum safe airspeed for any particular operation is
greater than the maximum speed prescribed in this section, the aircraft may operate at
that minimum speed.
If a speed greater than 250kts is required due to maneuverability or safety, prior co-
ordination with ATC is required.
3.6.12.5 A340-622 - Speed limitation below 10,000ft
Under certain take-off weight conditions, the A340-622 requires a speed greater than 250kts
when operating below 10,000ft.
If a speed greater than 250kts is required during departure, CREW MUST CO-ORDINATE
WITH ATC.
3.6.12.6 Runway Heading
When cleared to FLY RUNWAY HEADING, pilots are expected to fly runway heading with
NO DRIFT CORRECTION.
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3.6.12.7 Minimum Fuel Advisory
Advise ATC of minimum fuel status when fuel supply has reached a state where, upon
reaching destination, any undue delay cannot be accepted. This call does not declare an
emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating the call sign
Example Newark Approach, Qatari 84 heavy, MINIMUM FUEL
If traffic priority is required, an EMERGENCY must be declared, reporting remaining fuel in

minutes.
3.6.12.8 Transponder code 7777
Transponder code 7777 is reserved for military use and must NOT be used by civilian
operators.
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3.6.13 ATC CLEARANCE ENROUTE
3.6.13.1 Maintain Clearance
The altitude or flight level instructions in an ATC clearance normally require that a pilot
"MAINTAIN" the altitude or flight level at which the flight will operate when in controlled
airspace. Altitude or flight level changes while en route should be requested prior to the time
the change is desired.
The term "CRUISE" may be used instead of "MAINTAIN" to assign a block of airspace to a
pilot from the minimum IFR altitude up to and including the altitude specified in the cruise
clearance. The pilot may level off at any intermediate altitude within this block of airspace.
Climb/descent within the block is to be made at the discretion of the pilot. However, once the
pilot starts descent and verbally reports leaving an altitude in the block, the pilot may not
return to that altitude without additional ATC clearance.
3.6.13.2 Climb & Descent Clearance
When given climb or descend clearance, ATC expect to comply immediately unless the
words AT PILOT DISCRETION is included in the clearance.
3.6.13.3 Adherence to Clearance
The term "AT PILOT'S DISCRETION" included in the altitude information of an ATC
clearance means that ATC has offered the pilot the option to start climb or descent when the
pilot wishes, is authorized to conduct the climb or descent at any rate, and to temporarily level
off at any intermediate altitude as desired. However, once the aircraft has vacated an altitude,
it may not return to that altitude.
When ATC has not used the term "AT PILOT'S DISCRETION" nor imposed any climb or
descent restrictions, pilots should initiate climb or descent promptly on acknowledgement of
the clearance. Descend or climb at an optimum rate consistent with the operating
characteristics of the aircraft to 1,000 feet above or below the assigned altitude, and then
attempt to descend or climb at a rate of between 500 and 1,500 fpm until the assigned
altitude is reached. If at anytime the pilot is unable to climb or descend at a rate of at least
500 feet a minute, advise ATC. If it is necessary to level off at an intermediate altitude during
climb or descent, advise ATC, except when leveling off at 10,000 feet MSL on descent, or
2,500 feet above airport elevation (prior to entering a Class C or Class D surface area), when
required for speed reduction.
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3.6.13.4 Vacating Altitude/Flight level
Vacating previously assigned altitude/flight level for a newly assigned altitude/flight level
MUST be reported to ATC. Reaching an assigned altitude/flight level is not subject to a
report.
3.6.13.5 Descend via
Clearance to descend via authorizes the pilot to vertically and laterally navigate on the
depicted procedure (i.e. STAR), meeting all published restrictions (altitudes crossing, speed,
unless otherwise advised).
ATC Qatari 83 heavy descend via the Albany 1 arrival.
Pilots cleared for vertical navigation using the phraseology descend via, shall inform ATC
upon initial contact with a new frequency.
Pilot Qatari 83 leaving FL240, descending via Albany 1 arrival.
3.6.13.6 Holding Instructions
Whenever an aircraft has been cleared to a fix other than the destination airport and delay is
expected, ATC will issue
Holding instructions, unless the pattern is charted;
Expect Further Clearance (EFC) time, and

Best estimate of any additional en-route/terminal delay.
If a holding pattern is charted and the controller doesn't issue complete holding instructions,
the pilot is expected to hold as depicted on the appropriate chart. When the pattern is
charted, the controller may omit all holding instructions except the charted holding direction
and the statement AS PUBLISHED, e.g., "HOLD EAST AS PUBLISHED." Controllers shall
always issue complete holding instructions when pilots request them.
If no holding pattern is charted and holding instructions have not been issued, the pilot should
ask ATC for holding instructions prior to reaching the fix.
If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion,
stuck microphone, etc.), hold in a standard pattern on the course on which you approached
the fix and request further clearance as soon as possible. In this event, the altitude/flight level
of the aircraft at the clearance limit will be protected so that separation will be provided as
required.
Entering the hold, when an aircraft is 3 minutes or less from a clearance limit and a clearance
beyond the fix has not been received, the pilot is expected to start a speed reduction so that
the aircraft will cross the fix, initially, at or below the maximum holding airspeed.
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3.6.13.7 Landing Clearance
Expect to receive landing clearance with one or more aircraft ahead of you on the approach.
This means that you are cleared to land in sequence, if its safe to do so. At night-time, extra
vigilance is required.
Typical clearance - Qatari eighty three heavy, Newark tower, number three, runway 22 right,
cleared to land.
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3.6.14 HOLDING
Note: Refer to Jeppesen text manual, Air Traffic Control US, section 5.3.7
3.6.14.1 Standard Pattern
Right turns.
3.6.14.2 Holding Table
Altitude Airspeed Notes

(KIAS)
Up to 6000ft 200
6001ft-14,000ft 230 May be restricted to 210 KIAS

where published
14,001 and above 265
3.6.14.3 Timing
Altitude Inbound Leg
At or below 14,000ft MSL 1 Minute
Above 14,000ft MSL 11/2 Minute
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3.6.15 AIRPORT OPERATIONS
3.6.15.1 ILS Critical Area Protection
No critical area protection is provided when the ceiling is at or above 800ft and/or visibility
2statue miles (SM). Crews should therefore be cautious of localizer and glide-path signals
under these weather conditions.
If planning a coupled approach or an autoland under these conditions, advise the tower.
Note: When the ceiling is less than 200 feet and/or the visibility is RVR 2,000 or less,
vehicle and aircraft operations in or over the area are not authorized when an
arriving aircraft is inside the ILS MM.
3.6.15.2 Parallel ILS Approaches
Parallel approaches are an ATC procedure permitting parallel ILS approaches to airports
having parallel runways separated by at least 2,500 feet between centerlines. Aircraft will be
given staggered separation from other aircraft on the adjacent localizer.
Parallel approaches demand heightened pilot situational awareness. A thorough review of

the Jeppesen approach chart should be conducted. ATC will advise when simultaneous ILS
approaches are taking place. Strict adherence to ATC clearance, speeds, altitudes and
heading must be complied with in a timely manner.
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3.6.15.3 Simultaneous Parallel ILS Approaches
Airport having parallel runways may operate a system of simultaneous approaches to both
runways.
Airport Requirement
Separated by at least 4300ft or greater;
Final monitor controlled.
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3.6.15.4 Simultaneous Converging Instrument Approaches
Essentially the same as ILS servicing each Runway, except for 1) Missed Approach
procedure and 2) Missed Approach point. ATC may conduct instrument approaches
simultaneously to converging Runways; i.e. Runways having an included angle from
15 to 100 degrees.
Missed Approach Points must be at least 3 miles apart and missed approach
procedures ensure that missed approach protected airspace does not overlap.
Intersecting Runways - Require minimums of at least 700-foot ceilings and 2 miles

visibility. Straight in approaches and landings must be made.
Crew is informed by controller or via ATIS.
FMS Navigation Database (FMS NAVDB) - Missed Approach Procedures is NOT

available in FMS NAVDB for Runways designated for Simultaneous Converging
Instrument Approaches.
3.6.15.5 Side Step Procedures
ATC may authorize an approach to one runway, followed by a side-step maneuver to land on
an adjacent parallel runway. The runway should be separated by 1200ft or less (Newark).
Example of an ATC clearance to conduct aside-step procedure
Cleared ILS 24L approach, side step to Runway 24R
Note: Side step minima are flown to a MDA regardless of the approach authorized.
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3.6.15.6 Landing and Hold Short Operations (LAHSO)
Qatar Airways is NOT AUTHORIZED to conduct LAHSO operations at any US airport as per
US OPS SPEC, section A004, A027.
If ATIS advise that LAHSO operations are in use, advise ATC UNABLE TO PARTICIPATE
upon first contact. If offered LAHSO by ATC, do not accept under any circumstances.
3.6.15.7 Background Information on LAHSO
Land and Hold Short Operations are operations that include landing and holding short of an
intersecting runway, intersecting taxiway or some other designated point on the runway.
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3.6.15.8 Hold Short of Runway
Read back any hold short of runway instructions issued by ATC.
3.6.15.9 Ground Control Frequency
As the majority of ground control frequencies are in, 121.6-121.9 MHZ bandwidth controllers
may omit the number preceding decimal point, ie 121.7, Contact ground on point seven
3.6.15.10 Taxiing after Landing
After landing, do not change from tower to ground control until directed by the controller.
Once clear of the runway, remain on the taxiway (clear hold position marking) used to
clear the runway until clearance is received to continue;
Immediately change to ground control frequency when instructed by ATC.
Note: A clearance from ATC to taxi to the RAMP authorizes the aircraft to cross all
runways and taxiway intersections. If unfamiliar with taxi route, request specific
taxi instructions.
Note: No ATC instructions received, clear the hold position marking associated with
landing runway, even if this requires aircraft to protrude into or cross another
taxiway, runway or ramp. Stop aircraft and wait for further instruction from ATC.
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3.6.15.11 Taxi Clearance - Departure
When ATC clears an aircraft to taxi to an assigned take-off runway, the absences of holding
instruction, authorizes the aircraft to cross all runways that intersect the taxi route, except the
assigned take-off runway.
FAA warning about taxi clearance:
All taxi clearance at US airports must be strictly adhered to;
All runway hold short instructions must be read back to ATC when requested;
Violating taxi clearance especially Runway Incursions Pilots will be fined;
During times of reduced visibility, extra care is required;
If in doubt about taxi clearance, STOP and request clarification.
ATC may use the term Taxi into position and hold, which means taxi onto departure runway
in take-off position and hold. Pilots should anticipate an imminent take-off clearance. If any
delay in take-off clearance being given, question ATC.
3.6.15.12 Departure Restrictions
When departures restrictions are required, ATC may issue instructions in the clearance:
HOLD & RELEASE Aircraft cannot depart using the release clearance until a
release time or additional instructions issued by ATC have been received;
RELEASE TIME Earliest time an aircraft may depart.
3.6.15.13 Changing to Tower Frequency before Take-off
Unless otherwise advised by tower (ground control), remain on frequency during taxi, then
change to tower frequency (without being instructed) when ready to request take-off
clearance.
Airfield signs may indicate change to tower frequency at a particular location.
3.6.15.14 Omission of Departure Control Frequency
Controllers may omit the departure control frequency if an assigned departure procedure has
a published frequency.
3.6.15.15 Wake Turbulence Separation - Departures
This is either timed or radar separation applied between departing aircraft.

Pilots may request additional separation i.e., 2 minutes instead of 4 or 5 miles for wake
turbulence avoidance. This request should be made as soon as practical on ground control
and at least before taxiing onto the runway.
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3.6.16 ASSIGNED PARKING STAND
Gate numbers are not issued by ground control. Contact the ground handler for gate
number.
If unable to contact ground handler, contact RAMP CONTROL.
3.6.17 RESCUE & FIRE FIGHTING (RFF) CATEGORIES
The FAA Rescue and Fire Fighting category uses letters instead of numbers (ICAO). The
airport directory contained in Jeppesen will use letter for US airports.
ICAO FAA
1
2
3 A
4
5
6 B
7 C
8 D
9
E
10
Airport Category for Rescue & Fire Fighting (RFF)
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ATC - GENERAL
3.7 ATC - GENERAL
3.7.1 SID and STAR Climb / Decent Procedures and Phraseology
3.7.1.1 Introduction
A recent change to International Civil Aviation Organization (ICAO) Doc 4444 (PANS-ATM)
introduced revised procedures and phraseology associated with climb and descent
instructions issued to aircraft following a SID or a STAR.
3.7.1.2 Revised ICAO Procedures and RTF Phraseology
The revised procedures introduced in ICAO Doc 4444 in November 2007 are as follows :
Aircraft on a SID
For a SID ICAO Doc 4444 states (paragraph 6.3.2.4) :
When a departing aircraft on a SID is cleared to climb to a level higher than the initially
cleared level or the level(s) specified in a SID, the aircraft shall follow the published verti-
cal profile of a SID, unless such restrictions are explicitly cancelled by ATC.
When the level restrictions are explicitly cancelled, the ICAO phraseology for a SID
(paragraph 12.3.1.2(z) of ICAO Doc 4444) is :
CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) CANCELLED
or
CLIMB TO (level) LEVEL RESTRICTION (S) (SID designator) AT (point) CANCELLED
e.g. Jet 123 Climb to FL 100 level restrictions DEVAL 1G cancelled means that the air-
craft should climb directly to FL 100, ignoring the vertical profile of SID DEVAL 1G.
When the level restrictions are not explicitly cancelled, the ICAO phraseology for a
SID (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :
CLIMB TO (level)
e.g. Jet 123 Climb to FL 100 means that the aircraft should follow the vertical profile of
SID DEVAL 1G to its completion and then climb to FL 100.
Aircraft on a STAR
For a STAR ICAO Doc 4444 (paragraph 6.5.2.4) states :

When an arriving aircraft on a STAR is cleared to descend to a level lower than the level
or the level(s) specified in a STAR, the aircraft shall follow the published vertical profile of
a STAR, unless such restrictions are explicitly cancelled by ATC. Published minimum lev-
els based on terrain clearance shall always be applied.
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When the level restrictions are explicitly cancelled, the ICAO phraseology for a STAR
(paragraph 12.3.1.2(aa) of ICAO Doc 4444)
DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) CANCELLED

or
DESCEND TO (level) LEVEL RESTRICTION (S) (STAR designator) AT (point) CAN-
CELLED.
e.g. Jet 123 Descend to 3000 feet level restrictions GOKUL 2J cancelled means that
the aircraft should descend directly to 3000 feet, ignoring the vertical profile of STAR
GOKUL 2J.
When the level restrictions are not explicitly cancelled, the ICAO phraseology for a
STAR (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :
DESCEND TO (level)
e.g. Jet 123 Descend to 3000 feet means that the aircraft should follow the vertical pro-
file of STAR GOKUL 2J to its completion and then descend to 3000 feet.
Aircraft in Other Phases of Flight
In all other phases of flight a climb or descent instruction from ATC automatically
cancels any previous ATC instruction.
3.7.1.3 Procedures and Phraseology within UK Airspace
In the UK, for all stages of flight, instructions to climb or descend cancel any previous
restrictions, unless they are reiterated as part of that instruction. Additionally, for
aircraft on a SID, the word now will be added to climb clearances above the SID
profile.
e.g. Jet 123 climb now FL 120 means that the aircraft should climb directly to FL 120,
ignoring the vertical profile of SID.
In the UK, levels to be flown on STARs are as directed by Air Traffic Control (ATC),
although the relevant charts contain level information for planning purposes.
3.7.1.4 Crews Responsibilities
The revised ICAO procedures represent a significant change to the way crews are
expected to respond to climb/descend instructions whilst following a SID or a STAR.
There is a potential for confusion, which will have flight safety implications if these new
procedures are not followed correctly in each individual State.
It is recommend that, in the case of any doubt about the intention of a clearance;
crews should request clarification from ATC. If doubt arises when airborne, the
safest course of action will always be to follow the SID/STAR profile while seeking
clarification.
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DRIFT DOWN PROCEDURES
TABLE OF CONTENTS
CHAPTER 4 - DRIFT DOWN PROCEDURES
4.1 DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION . . . . . . . 3

4.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.1.2 Decompression 13 Minutes Oxygen Passenger Supply (applicable for All
fleet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.1.3 Decompression 22 Minutes Oxygen Passenger Supply (applicable for A330
(except AFN and AFO) A340 and B777aircraft) . . . . . . . . . . . . . . . . . . . . . . 5
4.1.4 Decompression Gaseous System Passenger Oxygen Supply (A343 only) . . 6
4.1.5 Example of Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.1.6 Decompression Doha - Pakistan / North India (Route 1) . . . . . . . . . . . . . . . 11
4.1.7 Decompression Doha - Pakistan/North India (Route 2) . . . . . . . . . . . . . . . . 12
4.1.8 Decompression North India/Pakistan - Doha (Route1) . . . . . . . . . . . . . . . . 13
4.1.9 Decompression North India / Pakistan - Doha (Route 2) . . . . . . . . . . . . . . . 14
4.1.10 Decompression Doha Northern Europe (Route 1 ) . . . . . . . . . . . . . . . . . . 15
4.1.11 Decompression Doha Northern Europe (Route 2). . . . . . . . . . . . . . . . . . . 17
4.1.12 Decompression Northern Europe - Doha (Route 1) . . . . . . . . . . . . . . . . . . . 18
4.1.13 Decompression Northern Europe - Doha (Route 2) . . . . . . . . . . . . . . . . . . . 21
4.1.14 Decompression Doha Europe (Route 1) via Iran . . . . . . . . . . . . . . . . . . . . 22
4.1.18 Decompression Doha - Europe (Route 5). . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.1.19 Decompression Doha - Europe (Route 6). . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.1.20 Decompression Europe Doha (Route1) via Iran . . . . . . . . . . . . . . . . . . . . 34
4.1.21 Decompression Europe - Doha (Route2) via Turkey . . . . . . . . . . . . . . . . . . 36
4.1.22 Decompression Europe - Doha (Route3) via Turkey . . . . . . . . . . . . . . . . . . 37
4.1.23 Decompression Europe Doha (Route4) via Iran . . . . . . . . . . . . . . . . . . . . 39
4.1.24 Decompression Europe Doha (Route5) . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.1.25 Decompression Doha - Tehran (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.1.26 Decompression Doha Tehran (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.1.27 Decompression Doha Tehran (Route 3) . . . . . . . . . . . . . . . . . . . . . . . . . . 45
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4.1.28 Decompression Tehran - Doha (Route 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 46

4.1.29 Decompression Tehran Doha (Route 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 47
4.1.30 Decompression Doha - Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.1.31 Decompression Mashhad - Doha . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.1.32 Decompression Doha - North China via B215 (A330 and A340) . . . . . . . . . 50
4.1.33 Decompression Doha - North China via W112 (A330). . . . . . . . . . . . . . . . . 53
4.1.34 Decompression Doha - North China via B215 (B777) . . . . . . . . . . . . . . . . . 56
4.1.35 Decompression North China - Doha via B215 (A330 and A340) . . . . . . . . . 58
4.1.36 Decompression North China - Doha via W112 (A330). . . . . . . . . . . . . . . . . 60
4.1.37 Decompression North China - Doha via B215 (B777) . . . . . . . . . . . . . . . . . 63
4.1.38 Decompression Greenland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4.2 DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE . . . . . . . . 67

4.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
4.2.2 Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
4.2.3 A330 : Engine out Drift Down Procedure Doha - North China via B215 . . . 71
4.2.4 A330 : Engine Out Drift Down Procedure Doha - North China via W112. . . 73
4.2.5 A330 : Engine out Drift Down Procedure North China - Doha via B215 . . . 75
4.2.6 A330 : Engine Out Drift Down Procedure North China - Doha via W112. . . 77
4.2.7 A340-600 : Engine out Drift Down Procedure Doha - North China via B215 79
4.2.8 A340-600 : Engine out Drift Down Procedure North China - Doha via B215 81
4.2.9 B777 : Engine Out Drift Down Procedure Doha - North China via B215 . . . 84
4.2.10 B777 : Engine Out Procedure North China - Doha via B215 . . . . . . . . . . . . 85
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4.1 DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION

4.1.1 Introduction
The drift down procedures are applicable to aircraft equipped with minimum oxygen supply
of :
13 minutes : Applicable to ALL fleet, and
22 minutes : Applicable for A330 (except AFN and AFO), A340 and B777 aircraft.
Gaseous System : Applicable to A343 (AAH) only
4.1.2 Decompression 13 Minutes Oxygen Passenger Supply (applicable for All fleet)
The following routes are applicable in case of decompression with 13 minutes oxygen
passenger supply.
Doha to Delhi : from MOBAD via A453 ZDN G452 to ROVER.
Delhi to Doha : from ROVER via G452 ZDN A453 to MOBAD.
Doha to Peshawar : from KAREM via G325 to PS.
Peshawar to Doha : from PS via G325 to KAREM.
Doha to Northern Europe (Route 1) from KATAG via R659, UP574, R654, UL124,
UR654, UG482, R807 to ULANA.
Doha to Northern Europe (Route 2) : from KATAG via R659, SYZ, T207 to ULDUS.
Northern Europe to Doha (Route 1) from SOROL via R11, UR654, UL124, R654,
UP574, R659 to KATAG.
Northern Europe to Doha (Route 2 ) : from ULDUS via T207, SYZ, R659 to KATAG.
Doha to Europe (Route 1) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,
UL851, UW704 to SONAD.
Doha to Europe (Route 2) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,
UL852 to SEHER.
Doha to Europe (Route 3) via Iran : from LAGSA via R659, SYZ, T207, SAV, R654,
ZAJ, UL125, TBZ, R660, ERZ, UL851 to TBN.
Doha to Europe (Route 4) via Iran : from MIDSI T202 DASDO UL223 UMH UL124 VAN
UL852 to CRM
Europe to Doha (Route1) via Iran : from CRM via UT34, UT36, G208, UL223, W3,
R659 to KATAG.
Europe to Doha (Route2) via Turkey : from ORMAN via UP975, EZS, UT36 to ULKEM.
Europe to Doha (Route 3) via Turkey : from TBN via UP146 GAGDI UR654 ZAJ R654
SAV T207 SYZ R659 to LAGSA.
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Europe to Doha (Route 4) via Iran : from CRM UT34 RENGI UT36 DERIL G208 UMH
UL223 DASDO T202 to MIDSI .
Doha to Tehran (Route 1): from KATAG via R659, UP574 to LARAB.
Doha to Tehran (Route 2): From KATAG via R659 SYZ UP574 ISN T206 to TRN.
Doha to Tehran (Route 3) : From KATAG via R659 SYZ T207 to SAV.
Tehran to Doha (Route 1) : From LARAB via UP574, R659 to KATAG.
Tehran to Doha (Route 2): From SAV via T207 SYZ to KATAG.
Doha to Mashhad : from KATAG via R659, G663 to RAMIL.
Mashhad to Doha : from RAMIL via G663, R659 to KATAG.
4.1.2.1 Assumptions
The following assumptions apply :
All obstacles located 10 NM of either side of the route centerline have been considered,
based on a survey by Jeppesen using 20 NM corridor.
All obstacles are cleared by 2000 ft.
Flight after depressurization is performed at MMO/VMO.

Temperature is ISA, no wind.
In case of in-flight turn back, 2.5 minutes are lost for the turn.
Maximum descend time is 5 minutes from Ceiling Flight Level to FL 180 at MMO/VMO.
Maximum descend time is 0.5 minutes from FL 180 to FL 140 at VMO.
Caution: High navigation accuracy is imperative to stay within the specified route corridor
in case of decompression.
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4.1.3 Decompression 22 Minutes Oxygen Passenger Supply (applicable for A330

(except AFN and AFO) A340 and B777aircraft)
The following routes are applicable in case of decompression with 22 minutes oxygen
passenger supply.
Doha to North China via Pakistan : from KAREM via G325, B215 to HMI (A330, A340
and B777).
North China to Doha via Pakistan : from HMI via B215, G325 to KAREM (A330, A340
and B777).
4.1.3.1 Assumptions
All obstacles located within 5 NM of either side of the route centerline have been
considered, based on a survey by Jeppesen by using 10 NM corridor.
All obstacles are cleared by 2000 ft.
Flight after depressurization is performed at MMO/VMO.
Maximum descend time is 2.5 minutes from ceiling flight level to FL 290 at MMO/VMO
Maximum descend time is 1 minute from FL 290 to FL 250 at VMO.

Maximum descend time is 1 minute from FL140 to FL100 at VMO.
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4.1.4 Decompression Gaseous System Passenger Oxygen Supply (A343 only)
The following table provides the minimum oxygen supply as a function of Oxygen Pressure
and the number of PAX Masks in use.
All published decompression procedures for 13 minutes and 22 minutes oxygen supply
are applicable to this aircraft inclusive of Points of No Return PNRs. However, the
additional oxygen available in the gaseous system may be used to select a higher
cruising altitude for a longer period of time as per the table below.
For safety reasons, the total number of masks in use is equal to (Total PAX on board +
10% ) + Cabin Attendants.
A340-300 Gaseous System Passenger Oxygen Supply
ECAM PAX O2 Total Masks in use Flight time [min] Flight time [min]
Pressure [PSI] -Corrected- Cruise at FL270 Cruise at FL250
100 and below 70 Beyond 70
100 - 150 47 55
1850 150 - 200 36 40
200 - 250 28 32
250 - 310 24 26
100 and below 60 70
100 - 150 40 44
1600 150 - 200 30 33
200 - 250 24 26
250 - 310 22 24
Descent Rate from FL400 to Cruise Altitude at 5500ft/min

Descent Rate from Cruise Altitude to FL100 at 5500ft/min
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4.1.4.1 Assumptions

considered, based on a 10 NM corridor survey.
All obstacles are cleared by min 2000 ft.

Flight after depressurization is performed at MMO/VMO (0.86/330kt).
Maximum descend time is 2.5 minutes from ceiling flight level to FL 270 at 5500ft/min
Maximum descend time is 0.5 minute from FL 270 to FL 250 at VMO.

Maximum descend time is 1 minute from FL140 to FL100 at VMO.
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4.1.5 Example of Procedure

Old Format :
(1) : In this example the scenario applies to occurrence of decompression after passing
OPNR 2 on the outbound leg from Doha.
(2) : The procedure to be followed has more than one choice of diversion airport. Flight
crew must assess the situation and select the most suitable option after executing
emergency descent to the initial cruise level. The option states the ICAO/IATA code
of the suggested diversion airport in BOLD letters in parentheses, followed by the
sequence of WPT-AWY-WPT as given in an ATC flight plan.
In this example, option 1 guides the a/c to the nearest en-route airport UDYZ,
option 2 to the nearest airport URMM in the direction of the route to the destination,
and option 3 to the destination airport, these options help pilots to select most
appropriate on the day.
(3) : Self explanatory.
(4) : Self explanatory.
(5) : As the PNRs are based on the most critical scenario in terms of obstacle clear-
ance, the time is a maximum for Passenger O2 requirements and a minimum for
terrain clearance requirements. Therefore, if the depressurization occurs far after/
before the PNR then these times may not be strictly applicable for terrain clear-
ance.
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New Format :
(1) : The procedure Version

(2) : The QTR Customized Jeppesen Chart ID and Date. If the chart doesnt exist;
this row will be left blank.
(3) : The critical sector for which this procedure is created.Self explanatory.
(4) : The Name and position of points of non return.
(5) : Any relevant information.
(6) : In this example the scenario applies to occurrence of decompression between PNR
1 and PNR 2.
Continued on next page
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(7) : The procedure to be followed has more than one choice of diversion airport. Flight
crew must assess the situation and select the most suitable option after executing
an emergency descent to the initial cruise level. The option states the IATA/ICAO
code of the suggested diversion airport in BOLD letters in parentheses, followed by
the sequence of WPT-AWY-WPT as given in an ATC flight plan.
In this example, two options are given to guide the a/c to the nearest suitable
en-route airports, UDYZ and UGTB, these options help pilots to select the most
appropriate airport on the day.
(8) : Self Explanatory
(9) : Self Explanatory
(10) : As the PNRs are based on the most critical scenario in terms of obstacle clearance,
the time is a maximum for Passenger O2 requirements and a minimum for terrain
clearance requirements. Therefore, if the depressurization occurs far after/before
the PNR then these times may not be strictly applicable for terrain clearance.
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4.1.6 Decompression Doha - Pakistan / North India (Route 1)
Procedure version 2
Jeppesen Chart / Date: QTR9 / 11-Aug-2006.
Critical Sector: MOBAD via A453 ZDN G452 to ROVER
Points of Non Return ZDN = Zahedan VOR
DDPNR = 52 NM before SOKIR
DECOMPRESSION BEFORE ZDN

PROCEDURE Return to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
DECOMPRESSION BETWEEN ZDN and DDPNR

PROCEDURE Option 1 : Return to (ZAH/OIZH) via G452 ZDN.
Option 2 : Return to (KHI/OPKC) via G452 ZDN G208 PG G210 KC.
DECOMPRESSION PASSING DDPNR

PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN.
Option 2 : Proceed to (KHI/OPKC) via G452 ROVER J115 KC.
Option 3 : Proceed to (KHI/OPKC) via G452 GASIR B466 KC.
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4.1.7 Decompression Doha - Pakistan/North India (Route 2)
Procedure version 1
Jeppesen Chart / Date: QTR9 / 11-Aug-2006
Critical Sector: KAREM via G325 to PS
Points of Non Return HPNR 1 = 16 NM before KAREM
DECOMPRESSION BEFORE HPNR 1

PROCEDURE Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
DECOMPRESSION PASSING HPNR 1

PROCEDURE Option1 :
Proceed to (ISB/OPRN) via G325 HANGU J139 RN.
Option 2 :
Proceed to (PEW/OPS) via G325 PS.
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4.1.8 Decompression North India/Pakistan - Doha (Route1)
Procedure version 2
Jeppesen Chart / Date: QTR10 / 11-Aug-2006.
Critical Sector: ROVER via G425 ZDN A453 to MOBAD
Points of Non Return DDPNR = 52 NM passing SOKIR
ZDN = Zahedan VOR
DECOMPRESSION BEFORE DDPNR

PROCEDURE Option 1 : Return to (DEL/VIDP) via G452 DPN.
Option 2 : Return to (KHI/OPKC) via G452 ROVER J115 KC.
Option 3 : Return to (KHI/OPKC) via G452 GASIR B466 KC.
DECOMPRESSION BETWEEN DDPNR and ZDN

PROCEDURE Option 1 : Proceed to (ZAH/OIZH) via G452 ZDN.
Option 2 : Proceed to (KHI/OPKC) via G452 ZDN G208 PG G210 KC.
DECOMPRESSION PASSING ZDN

PROCEDURE Proceed to (DOH/OTBD) via A453 BND A419 SHJ A415 DOH.
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4.1.9 Decompression North India / Pakistan - Doha (Route 2)
Procedure version 1
Jeppesen Chart / Date: QTR10 / 11-Aug-2006
Critical Sector: PS via G325 to KAREM
Points of Non Return PNRI = 92 NM Passing ZB
DECOMPRESSION BEFORE PNRI

PROCEDURE Option 1 : Return to (PEW/OPPS) via G325 PS.
Option 2 : Return to (ISB/OPRN) via G325 HANGU J139 RN.
DECOMPRESSION PASSING PNRI

PROCEDURE Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.
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4.1.10 Decompression Doha Northern Europe (Route 1 )
Procedure version 3
Jeppesen Chart / Date: QTR1/24-Oct-2008
Critical Sector: KATAG R659 SYZ T207 SAV R654 ZAJ UR654 MAGRI UN77
ADANO UN82 LAPTO R807/A234 MARAT
Points of Non Return TPNR 5 = 61 NM passing OBTUX
OPNR 2 = 11 NM before MAGRI
OPNR 3 = 3 NM passing ASELI
Remarks TBS/UGTB airport is not recommended for B777 aircraft
DECOMPRESSION BEFORE TPNR 5

PROCEDURE Option 1: Return to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Proceed / Return to (SYZ/OISS) via T207 SYZ.
FLIGHT DES TO CRZ - FL180 DES TO CRZ - FL140 CRZ - FL100
PHASE FL180 FL140
DECOMPRESSION BETWEEN TPNR 5 and OPNR 2

PROCEDURE Proceed / Return to (IKA/OIIE) via UR654 ZAJ R654 SAV DCT IKA.
FLIGHT DES TO CRZ - FL180 DES TO CRZ - FL140 CRZ - FL100
PHASE FL180 FL140
DECOMPRESSION BETWEEN OPNR 2 and OPNR 3

PROCEDURE Option 1: Proceed / Return to (EVN/UDYZ) via UN82 (Note) ADILA R654
SVN DCT ZVR.
Option 2: Proceed / Return to (TBS/UGTB) via UN82 (Note) BEDNI DCT
TBS.
Option 3: Proceed / Return to (GYD/UBBB) via UN82 (Note) GIDLA B140
DEDIN UM747 LUSAL B111 SAGIL STAR.
FLIGHT DES TO DES TO
CRZ - FL180 CRZ - FL140 CRZ - FL100
PHASE FL180 FL140
Note: UN82 is uni - directional from BEDNI to VETLA
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DECOMPRESSION PASSING OPNR 3

PROCEDURE Option 1:
Proceed to (MRV/URMM) via UN82 LAPTO R807/A234 MARAT R806
MW, or
Option 2:
Proceed to (KRR/URKK) via UN82 LAPTO R807/A234 MARAT R806
PELIR B947 TESMI B948 NZ B145 XT STAR, or
Option 3:
Proceed to (SIP/UKFF) via UN82 LAPTO R807/A234 MARAT R806 PELIR
B947 TESMI B948 NZ B948 KUTON B549 LIMAS A277 BETEG B491
GORNU W551 TOLBA SMF, or
Option 4:
Proceed to (DME/UUDD) via R807 BADKO B494 ALEGI R11 US R118 FE
DCT QO STAR, or
Via A234 KOLBA R11 US R118 FE DCT QO STAR
PHASE FL180 FL180 FL140 FL140 FL100
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4.1.11 Decompression Doha Northern Europe (Route 2)
Procedure version 1
Jeppesen Chart / Date: QTR 1 / 30-Nov-2007
Critical Sector: KATAG R659 SYZ T207 ULDUS
Points of Non Return TPNR 5 = 61 NM after OBTUX
GOPDA = RNAV Waypoint

DECOMPRESSION BETWEEN TPNR 5 and GOPDA

PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV STAR.
DECOMPRESSION AFTER GOPDA

PROCEDURE Option 1: Proceed to (MRV/URMM) via UN39 MEKAN R120 OLMAT B450
KZ B494 POGUL R804 TP STAR.
Option 2: Proceed to (GYD/UBBB) via T207 ULDUS UN39 GYD
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4.1.12 Decompression Northern Europe - Doha (Route 1)
Procedure version 3
Jeppesen Chart / Date: QTR2 / 24-Oct-2008
Critical Sector: SOROL R11/A233 GUSLI UM54 ADILA UN82 ADANO UN77
MAGRI UR654 ZAJ R654 SAV T207 SYZ R659 KATAG
Points of Non Return IPNR 1 = 6 NM passing GUSLI.
IPNR 2 = 25 NM passing MAGRI.
TPNR 5 = 61 NM before OBTUX
Remarks TBS/UGTB airport is not recommended for B777 aircraft
DECOMPRESSION BEFORE IPNR 1

PROCEDURE Option 1:
Return to (MRV/URMM) DCT MW, or
Option 2:
Return to (KRR/URKK) via R11/A233(Note) MINPU R806 PELIR B947
TESMI B948 NZ STAR, or
Option 3:
Return to (SIP/UKFF) via R11/A233(Note) MINPU R806 PELIR B947
TESMI B948 SM B491 GORNU W551 SMF,
Option 4:
Return to (DME/UUDD) via R11/A233(Note) SOROL R11 US R118 FE
DCT QO STAR.
PHASE DES TO FL CRZ - FL DES TO FL CRZ - FL CRZ - FL
180 180 140 140 100
Note: R11 is uni-directional from MINPU to GUSLI
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DECOMPRESSION BETWEEN IPNR 1 and IPNR 2

PROCEDURE Option 1:
Proceed / Return (EVN/UDYZ) via UM54 (Note) SVN DCT ZVR, or
Option 2:
Proceed / Return to (TBS/UGTB) via UM54 (Note) LAGAS UN61 TBS.
Option 3:
Proceed / Return to (GYD/UBBB) via UM54 (Note) LAGAS UM747 LUSAL
B111 SAGIL START.
PHASE FL180 FL 180 FL 140 FL 140 FL 100
Note: UM54 is unidirectional from GUSLI to SVN
DECOMPRESSION BETWEEN IPNR 2 and TPNR 5

PROCEDURE Proceed / Return to (IKA/OIIE) via R654 SAV DCT IKA.
DECOMPRESSION PASSING TPNR 5

PROCEDURE Option 1:
Proceed to (DOH/OTBD) via T207 SYZ R659 DOH, or
Option 2:
Proceed / Return to (SYZ/OISS) via T207 SYZ.
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4.1.12.1 Decompression Northern Europe - Doha (Route 1)

(Temporary avoidance route during anti-hail guns activity).
Procedure version 1
Jeppesen Chart / Date: -
Critical Sector: KW 4A42E[4340.0N 04230.0E] 4A43E[4259.7N 04314.9E]
GUSLI UM54 ADILA UN82 ADANO UN77 MAGRI UR654 ZAJ
R654 SAV T207 SYZ R659 KATAG.
Points of Non Return IPNR 1 replaced by PNR 1T = 23 NM passing 4A42E
[4340.0N 4230.0E].
IPNR 2 = 25 NM passing MAGRI.
TPNR 5= 61 NM before OBTUX.
Remark PNR 1T is not defined in the FMS database
DECOMPRESSION BEFORE PNR 1T

PROCEDURE Option 1:
Return to (MRV/URMM) via 4A42E[4340.0N 04230.0E] KW STAR,
Option 2:
Return to (KRR/URKK) via 4A42E[4340.0N 04230.0E] KW MINPU R806
PELIR B947 TESMI B948 NZ STAR, or
Option 3:
Return to (SIP/UKFF) via 4A42E[4340.0N 04230.0E] KW MINPU R806
PELIR B947 TESMI B948 SM B491 GORNU W551 SMF,
Option 4:
Return to (DME/UUDD) via 4A42E[4340.0N 04230.0E] KW MINPU R11
US R118 FE DCT QO STAR.
PHASE DES TO FL CRZ - FL DES TO FL CRZ - FL CRZ - FL
180 180 140 140 100
Note: The rest of the procedure remains unchanged.
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4.1.13 Decompression Northern Europe - Doha (Route 2)
Procedure version 1
Critical Sector: ULDUS T207 SYZ R659 KATAG
Points of Non Return TUKLO = RNAV Waypoint
TPNR 5 = 61 NM before OBTUX
DECOMPRESSION BEFORE TUKLO

PROCEDURE Option 1: Return to (MRV/URMM) via B450 KZ B494 POGUL R804 TP
STAR.
Option 2: Return to (GYD/UBBB) via T207 ULDUS UN39 GYD
DECOMPRESSION BETWEEN TUKLO and TPNR 5

PROCEDURE Proceed/Return to (IKA/OIIE) via T207 SAV STAR.
DECOMPRESSION AFTER TPNR 5

PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Proceed to (SYZ/OISS) via T207 SYZ.
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4.1.14 Decompression Doha Europe (Route 1) via Iran
Procedure version 1
Jeppesen Chart / Date: QTR 3 / 05-Oct-2007
Critical Sector: KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851
ERZ UW704 SONAD.
Points of Non Return EPNR 1 = 32 NM Passing MESVI
EPNR 2 = 86 NM Passing KRD
EPNR 3 = 37 NM Passing BONAM
DECOMPRESSION BEFORE EPNR 1

PROCEDURE Return to (DOH/OTBD) via UL223 MESVI W3 SYZ R659 DOH.
DECOMPRESSION BETWEEN EPNR 1 and EPNR 2

PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7 SAV DCT
IKA.

PROCEDURE Proceed / Return to (TBZ/OITT) via UL223 / UL124 UMH A422 TBZ.
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DECOMPRESSION PASSING EPNR 3

PROCEDURE Proceed to (ESB/LTAC) via UG81 VAN UL851 ERZ UW704 CRM UW71
BUK.
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Procedure version 1
Critical Sector: KATAG R659 W3 UL223 UL124 UG81 UL852 SEHER
Points of Non Return EPNR 1 = 32 NM passing MESVI.
EPNR 2 = 86 NM passing KRD
EPNR 4 = 39 NM passing VAN


PROCEDURE Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV DCT IKA.

PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*)
BONAM UL124 UMH A422 TBZ.
(*) UL852 and UG81 are unidirectional airways.
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PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK.
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Procedure version 1
Critical Sector: LAGSA R659 SYZ T207 SAV R654 ZAJ UL125 TBZ R660 ERZ
UL851 TBN
Points of Non Return TPNR 1 = 48 NM passing OBTUX.
PNR 2 = 20 NM passing ZAJ
PNR 3 = 50 NM passing DASIS
Remark Via the temporary route T207.
Wind effect (head/tail) has been included in this procedure.

PROCEDURE Option 1 :
Proceed / Return to (SYZ/OISS) via R659 / T207 SYZ.
Option 2 :
Return to (DOH/OTBD) via R659 DOH.
DECOMPRESSION BETWEEN TPNR 1 and PNR 2

Proceed / Return to (IFN/OIFM) via T207 DISEL T208 ISN.
Option 2 :
Proceed / Return to (IKA/OIIE) via T207 / R654 SAV.
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DECOMPRESSION BETWEEN PNR 2 and PNR 3

Proceed / Return to (TBZ/OITT) via R661 / R660 TBZ.
Option 2 :
Proceed / Return to (OITR) via R661 / R660 TBZ A422 UMH.
DECOMPRESSION PASSING PNR 3

Proceed to to (SZF/LTFH) via R660 ERZ L851 TBN W71 CRM.
Option 2 :
Proceed / Return to (KSY/LTCF) via R660 / L851 ERZ W27 KAR.
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Procedure version 1
Critical Sector: MIDSI T202 DASDO UL223 UMH UL124 VAN UL852 CRM.
Points of Non Return EPNR 1 = 32 NM passing MESVI.
EPNR 2 = 86 NM passing KRD
EPNR 4 = 39 NM passing VAN

PROCEDURE Return to (DOH/OTBD) via UL223 MESVI UL223 DASDO T202 MIDSI
R659 DOH.

SAV DCT IKA.

PROCEDURE Proceed / Return to (TBZ/OITT) via UL223/UL852(*) VAN UG81(*)
BONAM UL124 UMH A422 TBZ.
(*) UL852 and UG81 are unidirectional airways.
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PROCEDURE Proceed to (ESB/LTAC) via UL852 CRM UW71 BUK.
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4.1.18 Decompression Doha - Europe (Route 5)
Jeppesen Chart / Date: - Min Required Oxygen : 13 min

ATH, TXL, TLS, CMN, FRA, GVA, IST, LGW, LHR, MAD, MAN,
Applicable to Sector(s)
MXP, DME, MUC, JFK, CDG, FCO, ARN, VIE, IAD, IAH, ZRH
MIDSI T202 DASDO UL223 UMH UL124 VAN UG81 EZS UG8
Critical Sector:
GEM
EPNR1 = 32 NM passing MESVI
Points of Non Return EPNR2 = 86 NM passing KRD
VAN = Waypoint (VOR)
Remark Wind effect (head / tail) has been included in this procedure.
DECOMPRESSION BEFORE EPNR1

PROCEDURE Return to (DOH/OTBD) via UL223 DASDO T202 MIDSI R659 DOH.
FLIGHT DES TO CRZ - DES TO CRZ - DES -
DECOMPRESSION BETWEEN EPNR1 AND EPNR2

Option 1: Proceed / Return to (IKA/OIIE) via UL223 KRD G202 NOTSA
W7 SAV STAR.
PROCEDURE
Option 2: Proceed / Return to (KWI/OKBK) via UL223 ALTAX G667 MIS
W31 MAH B417 KUA.
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DECOMPRESSION BETWEEN EPNR2 AND VAN

PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH
A422 TBZ.
Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.
(*) UL124 is unidirectional between BONAM and VAN.
(**) Check OM Part C and NOTAMs for operating hours.
DECOMPRESSION PASSING VAN

PROCEDURE Option 1: Proceed to (IST/LTBA) via UG81 EZS UG8 BAG UL614 YAA
STAR.
Option 2: Proceed to (ESB/LTAC) via UG81 EZS UG8 KUBER STAR.
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4.1.19 Decompression Doha - Europe (Route 6)

KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851
Critical Sector:
ERZ UL851 TBN
EPNR1 = 32 NM passing MESVI
Points of Non Return EPNR2 = 86 NM passing KRD
VAN = Waypoint (VOR)
DECOMPRESSION BEFORE EPNR1

DECOMPRESSION BETWEEN EPNR1 AND EPNR2

Option 1: Proceed/Return to (IKA/OIIE) via UL223 KRD G202 NOTSA W7
SAV STAR.
PROCEDURE
Option 2: Proceed/Return to (KWI/OKBK) via UL223 ALTAX G667 MIS
W31 MAH B417 KUA.
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DECOMPRESSION BETWEEN EPNR2 AND VAN

PROCEDURE Option 1: Proceed / Return to (TBZ/OITT) via UL223 / UL124 (*) UMH
A422 TBZ.
Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.
(*) UL124 is unidirectional between BONAM and VAN.
(**) Check OM Part C and NOTAMs for operating hours.
DECOMPRESSION PASSING VAN

PROCEDURE Option 1: Proceed to (TZX/LTCG) via UL851 TBN.
Option 2: Proceed to (SZF/LTFH) via UL851 TBN W71 CRM.
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4.1.20 Decompression Europe Doha (Route1) via Iran
Procedure version 1
Critical Sector: CRM UT34 RENGI UT36 DERIL G208 UMH UL223 MESVI W3
SYZ R659 KATAG
Points of Non Return DPNR 1 = 32 NM passing RENGI
EPNR 2 = 86 NM before KRD
DPNR 3 = 10 NM passing MESVI
DECOMPRESSION BEFORE DPNR 1

PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73
DYB UW716 GAZ UW74 ADA.(Note1)
Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK.
Note 1: Check the suitability of (LTCS) and (LTAJ) during the route.
Note 2: UT34 is a unidirectional airway.
DECOMPRESSION BETWEEN DPNR 1 and EPNR 2

PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH
A422 TBZ.
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DECOMPRESSION BETWEEN EPNR 2 and DPNR 3

SAV DCT IKA.
DECOMPRESSION PASSING DPNR 3

PROCEDURE Proceed to (DOH/OTBD) via W3 SYZ R659 DOH.
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4.1.21 Decompression Europe - Doha (Route2) via Turkey
Procedure version 1
Critical Sector: HAKAN UP975 EZS UT36 ULKEM
Points of Non Return SIV = VOR Navaid
DECOMPRESSION BEFORE SIV

Proceed to (LTFH/SZF) via UP975 SIV UW72 CRM.
Option 2 :
Proceed/Return to (LTFH/SZF) via UP975(*) ERGUN UW71 CRM
Option 3 :
Proceed/Return to (ESB/LTAC) via UP975(*) ERGUN UW71 BUK
(*) UP975 is unidirectional airway.
DECOMPRESSION PASSING SIV

PROCEDURE Proceed / Return to (ADA/LTAF) via RENGI DCT TAMER UN73 DYB
UW716 GAZ UW74 ADA.
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4.1.22 Decompression Europe - Doha (Route3) via Turkey
Procedure version 1
Critical Sector: TBN UP146 GAGDI UR654 SAV T207 SYZ R659 LAGSA
Points of Non Return DPNR 5 = 50NM passing TBN
ZAJ = ZANJAN VOR
TPNR1 = 48NM before OBTUX.
Wind effect (head/tail) has been included in this procedure.

PROCEDURE Return to (TZX/LTCG) via UP146 (*) TBN.
Note: UP 146 is unidirectional from TBN to ARI.
DECOMPRESSION BETWEEN DPNR 5 and ZAJ

PROCEDURE Option 1:
Proceed/Return to (NAJ/UBBN) via UP146 / UR654 GAGDI UP146 SIBVU
R661 DULAV STAR.
Option 2:
Proceed to (TBZ/OITT) via UP146 ARI UT30 DASIS R660 TBZ.
Option 3:
Return to (TBZ/OITT) via UR654 BUDED DCT RAKED STAR.
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DECOMPRESSION BETWEEN ZAJ and TPNR1

PROCEDURE Option1:
Proceed / Return to (IKA/OIIE) via R654 / T207 SAV STAR.
Option2:
Return to (IFN/OIFM) via T207 DISEL T208 ISN.

PROCEDURE Option1:
Proceed to (SYZ/OISS) via R654 / T207 SYZ.
Option 2:
Proceed to (DOH/OTBD) via R659 DOH.
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4.1.23 Decompression Europe Doha (Route4) via Iran
Procedure version 1
Critical Sector: CRM UT34 RENGI UT36 DERIL G208 UMH UL223 DASDO
T202 MIDSI
Points of Non Return DPNR 1 = 32 NM passing RENGI
EPNR 2 = 86 NM before KRD
DPNR 3 = 10 NM passing MESVI

PROCEDURE Option 1: Proceed/Return to (ADA/LTAF) via RENGI DCT TAMER UW73
DYB UW716 GAZ UW74 ADA.(Note1)
Option 2: Return to (ESB/LTAC) via UT34 (Note2) CRM UW71 BUK.
Note 1: Check the suitability of (LTCS) and (LTAJ) during the route.
Note 2: UT34 is a unidirectional airway.
DECOMPRESSION BETWEEN DPNR 1 and EPNR 2

PROCEDURE Proceed / Return to (TBZ/OITT) via UT36 ALRAM G208 / UL223 UMH
A422 TBZ.
DECOMPRESSION BETWEEN EPNR 2 and DPNR 3

SAV DCT IKA.
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DECOMPRESSION PASSING DPNR 3

PROCEDURE Proceed to (DOH/OTBD) via UL 223 DASDO T202 MIDSI R659 DOH.
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4.1.24 Decompression Europe Doha (Route5)

Critical Sector: CRM UT34 SRT
EBEDI = Enroute Waypoint
Points of Non Return
PARUN = Enroute Waypoint
DECOMPRESSION BEFORE EBEDI

PROCEDURE Option 1: Return to (SZF/LTFH) via UT34(*) CRM.
Option 2: Return to (ESB/LTAC) via UT34(*) CRM UW71 BUK.
(*)
UT34 is unidirectional airway.
DECOMPRESSION BETWEEN EBEDI and PARUN

PROCEDURE Option 1 : (Proceed) / (Return) to (DAM/OSDI) via (UT34) / (R784 KABAN
UT37) SRT T333 LESRI UL573 KML W7 TAN G202 DAM.
Option 2 : (Proceed) / (Return) to (AMM/OJAI) via (UT34) / (R784 KABAN
UT37) SRT T333 LESRI UL573 KML W7 TAN A412 QAA.
Option 3 : (Proceed) / (Return) to (ADA / LTAF) via (UT34) / (R784
KABAN UT37) SRT UG8 TAMER UW73 DYB UW716 GAZ
UW74 ADA.
(*)
Check the suitability of (LTCS) and (LTAJ) during the route.
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DECOMPRESSION PASSING PARUN

PROCEDURE Option 1 : Proceed to (DOH/OTBD) via R784 NOLDO UP975 MEMBO
UN318 PATAN R659 DOH.
Option 2 : Proceed to (KWI//OKBK) via R784 NOLDO UP975 SIDAD
STAR.
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4.1.25 Decompression Doha - Tehran (Route 1)
Procedure version 1
Jeppesen Chart / Date: QTR7 / 02-Nov-2007
Critical Sector: KATAG R659 UP574 LARAB
Points of Non Return TPNR = 11 NM Before ISN
DECOMPRESSION BEFORE TPNR

PROCEDURE Return to (DOH/OTBD) via UP574 SYZ R659 DOH.
DECOMPRESSION PASSING TPNR

PROCEDURE Proceed to (IKA/OIIE) via UP574 RABAM STAR.
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4.1.26 Decompression Doha Tehran (Route 2)
Procedure version 1
Critical Sector: KATAG R659 SYZ T207 SAV
Points of Non Return TPNR 5 = 61 NM Passing OBTUX
Remark Via the temporary route T207
DECOMPRESSION BEFORE TPNR5


PROCEDURE Option 1: Proceed To (IKA/OIIE) via T207 SAV STAR.
Option 2: Proceed / Return to (ISN/OIFM) via T207 DISEL T208 ISN or via
T207 DCT ISN.
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4.1.27 Decompression Doha Tehran (Route 3)
Procedure version 1
Critical Sector: KATAG R659 SYZ UP574 ISN T206 TRN
Points of Non Return TPNR = 11 NM before ISN
TPNR 2 = 51 NM Passing DAPOG

PROCEDURE Option 1: Return to (DOH/OTBD) via UP574 SYZ R659 DOH.
Option 2: Proceed / Return to (SYZ/OISS) via R659 SYZ.
DECOMPRESSION Between TPNR and TPNR 2

PROCEDURE Proceed to (ISN/OIFM) via UP574 ISN.

PROCEDURE Proceed to (IKA/OIIE) via T206 BOXAM STAR.
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4.1.28 Decompression Tehran - Doha (Route 1)
Procedure version 1
Critical Sector: LARAB UP574 R659 KATAG
Points of Non Return TPNR = 11 NM Passing ISN

PROCEDURE Return to (IKA/OIIE) via UP574 RABAM STAR.
DECOMPRESSION PASSING TPNR

PROCEDURE Proceed to (DOH/OTBD) via UP574 SYZ R659 DOH.
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4.1.29 Decompression Tehran Doha (Route 2)
Procedure version 1
Critical Sector: SAV T207 SYZ KATAG
Points of Non Return TPNR 5 = 61NM before OBTUX

PROCEDURE Option 1: Return to (IKA/OIIE) via T207 SAV STAR.
Option 2: Return to (ISN/OIFM) via T207 TPNR5 EGLUL DCT ISN

PROCEDURE Option 1: Proceed to (DOH/OTBD) via T207 SYZ R659 DOH.
Option 2: Return to (ISN/OIFM) via T207 TPNR5 DCT ISN.
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4.1.30 Decompression Doha - Mashhad
Procedure version 1
Critical Sector: KATAG R659 SYZ G663 RAMIL
Points of Non Return MPNR = 5 NM before NODLA
DECOMPRESSION BEFORE MPNR

PROCEDURE Option 1:
Proceed to (IFN/OIFM) via G663 NODLA G202 ISN.
Option 2:
Proceed / Return to (SYZ/OISS) via G663 SYZ.
Option 3:
Return to (DOH/OTBD) via G663 SYZ R659 DOH.
DECOMPRESSION PASSING MPNR

PROCEDURE Proceed to (MHD/OIMM) via G663 MSD.
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4.1.31 Decompression Mashhad - Doha
Procedure version 1
Critical Sector: RAMIL G663 SYZ R659 KATAG
Points of Non Return MPNR = 5 NM Passing NODLA
DECOMPRESSION BEFORE MPNR

PROCEDURE Return to (MHD/OIMM) via G663 MSD.
DECOMPRESSION PASSING MPNR

PROCEDURE Option 1:
Proceed / Return to (IFN/OIFM) via G663 YZD R654 ISN.
Option 2:
Proceed / Return to (SYZ/OISS) via G663 SYZ.
Option 3:
Proceed to (DOH/OTBD) via G663 SYZ R659 DOH.
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4.1.32 Decompression Doha - North China via B215 (A330 and A340)
Procedure version 1
Jeppesen Chart / Date: A330 : QTR 6 / 16 Feb 2007
A340 : QTR 14 / 16 Feb 2007
Critical Sector: KAREM via G325, B215 to HMI
Points of Non Return HPNR 1 =16 NM Before KAREM
HPNR 2 = 28 NM Passing GT
HPNR 3 = 98 NM Before URC
HPNR 4 = 60 NM Passing NUKTI

DECOMPRESSION BETWEEN HPNR 1 and HPNR 2

PROCE- Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
DURE
FLIGHT DES TO CRZ - DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 290 FL 290 FL 250 FL 250 FL 140 FL140 FL100
SPEED MMO/VMO VMO MMO/ VMO MMO/ VMO VMO
VMO VMO
TIME 4 12 30
Minutes Minutes Minutes
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PROCE- Option 1:
DURE Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG..
Option 2:
Proceed /Return to (URC/ZWWW) via B215 using the following escape route:
From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)
DCT TKSUN (N42 48.0 E088 40.0) DCT URC.
VMO VMO
TIME 5 11 30

PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 URC.
or
Return to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088 40.0)
or
Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
Option 2:
Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)
DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT
KCA B215 SCH A364 KHG.
or
Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT
MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.
PHASE FL 250 FL 250 FL140 FL 140 FL 100
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PROCEDURE Option 1:
Proceed to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK.
Option 2:
Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.
Option 3:
Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT OD.
PHASE FL 250 FL 250 FL140 FL 140 FL 100
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4.1.33 Decompression Doha - North China via W112 (A330)
Jeppesen Chart / Date: A330: QTR 15/16 April 2009 Min Required Oxygen : 22 min
Applicable to Sector(s) PEK, KIX
Critical Sector: KALAT via G325 PURPA W112 to CHW
HPNR1 = 16 NM Before KAREM
HPNR2 = 28 NM Passing GT
HPNR5 = 55 NM Before HTN
HPNR6 = 10 NM Before NOLEP
HPNR7 = 100 NM Passing NOLEP
HPNR8 = 43 NM Before AKTOB
DECOMPRESSION Before HPNR1

SPEED MMO VMO VMO VMO VMO
DECOMPRESSION BETWEEN HPNR 1 and HAPNR2

PROCEDURE Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN.
FLIGHT DES TO CRZ - DES TO CRZ - DES to CRZ - CRZ -
PHASE FL 290 FL 290 FL 250 FL 250 FL 140 FL 140 FL 100
SPEED MMO MMO MMO VMO VMO VMO VMO
TIME 4 Min 12 Min 30 Min
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DECOMPRESSION BETWEEN HPNR2 and HPNR5

Option 1 : Proceed to (KHG/ZWSH) via :
G325 PURPA B215 SCH A364 KHG, or
via W112 DCT QIPAN (3700.0N/07700.0E) DCT SCH A364

KHG, or
PROCEDURE via W112 DCT TKLAM (3700.0N/07800.0E) DCT SCH A364

KHG, or
via W112 DCT HPNR5 DCT SCH A364 KHG.
Option 2 (in case KHG not available) :

Proceed to (URC/ZWWW) via above escape routes to SCH
B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.

Option 1: Proceed / Return to (HTN/ZWTN) via W112 HTN.
PROCEDURE Option 2: Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH
A364 KHG.
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Option 1: Proceed / Return to (URC/ZWWW) using the following escape
route : W112 NOLEP DCT FADJI DCT TKSUN DCT URC.
PROCEDURE Option 2 : Proceed / Return to (KHG/ZWSH) using the following escape

route :
W112 NOLEP L888 SADAN DCT SCH A364 KHG.


Option 1: Proceed / Return to (URC/ZWWW) using the following escape
route :
via W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG
PROCEDURE B215 URC.
Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI
B215 NUKTI W66 DKO A596 KM STAR.
DECOMPRESSION Passing HPNR8

Option 1 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM
DCT PEK.
Option 2 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA
PROCEDURE
DCT ZGC.
Option 3 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA
G470 HO DCT OD.
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4.1.34 Decompression Doha - North China via B215 (B777)
Procedure version 2
Critical Sector: KAREM G325 PURPA B215 HMI
Points of Non Return HPNR1 = 16 NM before KAREM.
BPNR1 = 22 NM Passing GT
HPNR3 = 98 NM before URC
HPNR4 = 60 NM passing NUKTI
DECOMPRESSION BEFORE HPNR1

DECOMPRESSION BETWEEN HPNR 1 and BPNR 1

PROCE- Option1: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
DURE Option2: Proceed / Return to (PEW/OPPS) via G325 PS.
SPEED MMO/VMO VMO MMO/ VMO MMO VMO VMO
VMO VMO
TIME 4 12 30
DECOMPRESSION BETWEEN BPNR 1 and HPNR 3

PROCE- Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG
DURE Option 2: Proceed / return to (URC/ZWWW) via B215 using the following
escape route:
VMO VMO
TIME 4 12 30
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PROCEDURE Option 1:
or
Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
Option 2:
or
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT

PROCEDURE Option 1: Proceed to (PEK/ZBAA) via B215 YBL A596 KM STAR
Option 2: Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.
Option 3: Proceed to (ZGC/ZLLL) vIa B215 YBL B330 JTA STAR.
Option 4: Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO
STAR.
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4.1.35 Decompression North China - Doha via B215 (A330 and A340)
Procedure version 1
Jeppesen Chart / Date: A330 : QTR 5 / 16 Feb 2007
A340 : QTR 13 / 16 Feb 2007
Critical Sector: HMI via B215, G325 to KAREM
Points of Non Return HPNR 4 = 60NM Before NUKTI
HPNR 3 = 98 NM Passing URC
HPNR 2 = 28 NM Before GT
HPNR 1 = 16 NM Passing KAREM

PROCEDURE Option 1:
Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 2:
Return to (PEK/ZBAA) via B215 YBL A596 KM DCT PEK.

PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (N42 48.0 E088
40.0) DCT URC.
or
Proceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
or
Return to (URC/ZWWW) via B215 URC.
Option 2:
Proceed to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088
40.0) DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5)
DCT KCA B215 SCH A364 KHG.
or
Proceed to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCT
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PROCE- Option 1:
DURE Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.
Option 2:
Proceed /Return to (URC/ZWWW) via B215 using the following escape route:
SPEED MMO/VMO VMO MMO/ VMO MMO / VMO VMO
VMO VMO
TIME 5 11 30

PROCE- Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
DURE
VMO VMO
TIME 4 12 30

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4.1.36 Decompression North China - Doha via W112 (A330)
Jeppesen Chart / Date: A330: QTR 15/16 April 2009 Min Required Oxygen : 22 min
Applicable to Sector(s) PEK, KIX
Critical Sector: CHW via W112 PURPA G325 to KALAT
HPNR8 = 43 NM Passing AKTOB
HPNR7 = 100 NM Before NOLEP
HPNR6 = 10 NM Passing NOLEP
HPNR5 = 55 NM Passing HTN
HPNR2 = 28 NM Before GT
HPNR1 = 16 NM Passing KAREM
DECOMPRESSION BEFORE HPNR8

Option 1 : Return to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM
DCT PEK.
Option 2 : (Proceed) / (Return) to (ZGC/ZLLL) via (A596 YBL) / (W112
PROCEDURE
CHW B215 YBL) B330 JTA STAR.
Option 3 : (Proceed) / (Return) to (XIY/ZLXY) via (A596 YBL) / (W112
CHW B215 YBL) B330 JTA G470 HO STAR.

Option 1 : Proceed / Return to (URC/ZWWW) using the following escape
route:
W112 TUSLI DCT HMI DCT GREEN2 DCT LIGHT DCT FKG
PROCEDURE B215 URC.
Option 2 : Proceed / Return to (PEK/ZBAA) via W112 TUSLI DCT HMI
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Option 1 : Proceed / Return to (URC/ZWWW) using the following escape
route:
PROCEDURE W112 NOLEP DCT FADJI DCT TKSUN DCT URC.
Option 2: Proceed / Return to (KHG/ZWSH) using the following escape
route : W112 NOLEP L888 SADAN DCT SCH A364 KHG.

Option 1 : Proceed / Return to (HTN/ZWTN) via W112 HTN.
PROCEDURE Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH
A364 KHG.

Option 1 : Proceed to (KHG/ZWSH) via :
W112 DCT TKLAM(3700.0N/07800.0E) DCT SCH A364 KHG, or

W112 DCT QIPAN (3700.0N/07700.0E) DCT SCH A364 KHG, or
W112 DCT XINJN (3700.0N/07600.0E) DCT SCH A364 KHG, or

PROCEDURE
(Proceed) / (Return) via (W112)/(G325) PURPA B215 SCH A364
KHG.
Option 2 (in case KHG not available) :

Proceed to (URC/ZWWW) via above escape routes to SCH
B215 KCA DCT MC DCT FADJI DCT TKSUN DCT URC.

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Option 1 : Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
PROCEDURE
Option 2 : Proceed / Return to (PEW/OPPS) via G325 PS.
DECOMPRESSION PASSING HPNR1

Option 1 : Proceed to (DOH/OTBD) as per flight plan.
PROCEDURE Option 2 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
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4.1.37 Decompression North China - Doha via B215 (B777)
Procedure version 2
Critical Sector: HMI B215 PURPA G325 KAREM
Points of Non Return HPNR4 = 60 NM before NUKTI.
HPNR3 = 98 NM Passing URC
BPNR1 = 22 NM before GT
HPNR1 = 16 NM passing KAREM

PROCEDURE Option 1: Return to (PEK/ZBAA) via B215 YBL A596 KM STAR.
Option 2: Return to (ZGC/ZLLL) via B215 YBL B330 JTA STAR.

PROCEDURE Option 1:
Proceed to (URC/ZWWW) via B215 HMI DCT TKSUN (42 48.0 E088 40.0)
DCT URC.
or
Proceed to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
or
Return to (URC/ZWWW) via B215 URC.
Option 2:
or
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI )N42 00.0 E088 40.0) DCT
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DECOMPRESSION BETWEEN HPNR 3 and BPNR 1

PROCE- Option 1: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG
DURE Option 2: Proceed / return to (URC/ZWWW) via B215 using the following
escape route:
VMO VMO
TIME 4 12 30
DECOMPRESSION BETWEEN BPNR 1 and HPNR 1

PROCE- Option 1: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN
DURE Option 2: Proceed / Return to (PEW/OPPS) via G325 PS.
VMO VMO
TIME 4 12 30

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4.1.38 Decompression Greenland
Procedure Version 1 Min Required Oxygen : 22 min

Jeppesen Chart / Date: 22 May 2009
Critical Sector: Greenland Crossing
Descent and Cruise at MMO/VMO
Apply Cold Weather FL Correction: 4% ALT per -10 ISA Deviation
Remarks:
For terrain critical area, refer to Jeppesen Greenland Crossing
Chart.
DECOMPRESSION : SOUTH OF 70 NORTH

Proceed / Return to the East or to the West descending to FL 140
When passing the terrain critical area of 12,500ft or when passing the
PROCEDURE coast line of Greenland descend to FL 100
Fly no closer than 60NM to the mountain at N68 52.0 / W029 54.0
Proceed to the nearest suitable airport.
DECOMPRESSION : NORTH OF 70 NORTH EAST OF 40 WEST

Proceed / Return to the East toward the east coast of Greenland
descending to FL140
PROCEDURE When passing the terrain critical area of 12,500ft or when passing the
east coast of Greenland descend to FL 100
DECOMPRESSION : NORTH OF 70 NORTH WEST OF 40 WEST

Proceed / Return to the West toward the west coast of Greenland
descending to FL140
PROCEDURE When passing the terrain critical area of 12,500ft or when passing the
west coast of Greenland descend to FL 100
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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
4.2 DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
4.2.1 Introduction
Two Engine Aircraft :
In case of Engine failure en-route, the drift down procedure listed below should be
adhered to. The procedure is based on single engine operation; satisfying JAR-OPS
1.500 to ensure that:
A positive flight path gradient with at least 1,000 ft above all terrain and obstructions
along the route within 5 NM on either side of the intended track.
The aircraft must be able to continue the flight from the cruising altitude to an airport,
with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions
Four Engine Aircraft :
In case of Engine failure en-route, the drift down procedure listed below should be
adhered to. The procedure is based on one and two engine failure; satisfying JAR-OPS
1.505 to ensure that:
A positive flight path gradient with at least 1,500 ft above all terrain and obstructions
The aircraft must be able to continue the flight from the cruising altitude to an airport,
with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions
Note: In the event of a two engine failure, to clear all the obstacles and to maintain
a positive flight path gradient, it might become necessary to reduce the gross
weight by utilizing the fuel jettison system to dump fuel. In this case the
procedure is provided with sufficient guideline.
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4.2.1.1 Example of Procedure
Two Engine Aircarft :
A330 : ENGINE FAILURE PASSING HPNR 4

PROCEDURE Proceed to (KHI/OPKC) via G325 PG P318S DOSTI M368 KC descend-
ing to reach Level off Drift Down Ceiling.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND IN
BACK DESCEND TO CEILING DESTINATION
DRIFT DOWN CEILING
SPEED Green Dot LRC 0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
If the engine fails passing the above point, descend and level off at drift down ceiling at Green
Dot speed with thrust at MCT, then descend to landing destination at speed of 0.82M / 300
kts / 250 kts with IDLE thrust.
Four Engine Aircraft :

PROCEDURE Descend to Level off Drift Down Ceiling, and :
Option 1:
Proceed to (URC/ZWWW) via B215.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG
FUEL JETTISON One Engine Failure Jettison fuel to reach gross weight 328 500 kg.
Two Engine Failure Jettison fuel to reach gross weight 295 000 kg.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND
BACK DESCEND TO CEILING IN DESTINATION
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
OUT (3.06.30 pages 4-11)

Green Dot
TWO ENG LRC
300 kts / 250 kts
OUT (3.07.40 pages 1-4)
THRUST MCT MCT IDLE
If one or two engines fail(s) passing the above point, descend and level off at drift down
ceiling at Green Dot speed with thrust at MCT, then descend to landing destination at speed
of 0.82M / 300 kts / 250 kts with IDLE thrust. If the second engine fails and the gross weight is
above 295 000 kg it is mandatory to jettison fuel.
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4.2.2 Engine Failure
4.2.2.1 Applicable Aircraft
The drift down procedures in case of engine failure is only applicable for A330, A340 and
B777 aircraft.
4.2.2.2 Applicable Routes
The following routes are applicable in case of engine failure.
Doha to North China via Pakistan : from GT G325 PURPA B215 to HMI.
North China to Doha via Pakistan : from HMI B215 PURPA G325 to GT.
Doha to North China via Russia : from KAMUD A468 B215 to HMI.
North China to Doha via Russia : from HMI B215 A468 to KAMUD.
4.2.2.3 Assumptions for Engine Out Drift Down Procedures
The following assumptions apply:
considered, based on a survey by Jeppesen using 10 NM corridor;
Flight after engine failure must be performed at Green Dot Speed for Airbus aircraft and
Optimum Drift Down Speed for Boeing aircraft.
Temperature is ISA and no wind;
In case of in-flight turn back, 2.5 minutes are lost for the turn;
Air Conditioning ON;
Anti-ice OFF.
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4.2.3 A330 : Engine out Drift Down Procedure Doha - North China via B215
Procedure version 1
Jeppesen Chart / Date: QTR 6 / 16 Feb 2007
Critical Sector: GT G325 PURPA B215 HMI to CHW
Points of Non Return HPNR 2 = 28 NM Passing GT
A330 : ENGINE FAILURE BEFORE HPNR 2

PROCEDURE Descend to Level off Drift Down Ceiling, and

Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL
KALGA RN.
Option 4 : Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
DRIFT DOWN CEILING
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
A330 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4

PROCEDURE Descend to Level off Drift Down ceiling, and
Option 1:
Proceed / Return to (URC/ZWWW) via B215 URC.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.
DRIFT DOWN CEILING
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
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PROCEDURE Descend to Level off Drift Down Ceiling, and:
Option1:
Option2:
Proceed to (PEK/ZBAA) via A596 KM DCT PEK.
DRIFT DOWN CEILING
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
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4.2.4 A330 : Engine Out Drift Down Procedure Doha - North China via W112
Procedure version 0
Critical Sector: KALAT via G325 PURPA W112 to CHW
HPNR2 = 28 NM Passing GT
HPNR9 = 16 NM Before AKTOB
A330 : ENGINE FAILURE BEFORE HPNR2

Descend to Level off Drift Down ceiling, and
PROCEDURE Option 2 : Proceed / Return to (ISB/OPRN) via G325 HANGU J139 RN.

M638 KC.
IN-FLIGHT TURN BACK
FLIGHT CRZ DESCEND TO LAND
DESCEND TO DRIFT
PHASE LRC GROSS CEILING IN DESTINATION
DOWN CEILING
LRC
SPEED Green Dot 0.82M/300kts/250kts
(3.06.30 pages 4-11)
Thrust MCT MCT IDLE
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A330 : ENGINE FAILURE BETWEEN HPNR2 and HPNR9

Option 1: Proceed to (KHG/ZWSH) via G325 PURPA B215 SCH A364
KHG.
Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH
PROCEDURE A364 KHG.
Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT
FADJI DCT TKSUN DCT URC.
Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI
IN-FLIGHT TURN BACK
DESCEND TO DRIFT
DOWN CEILING
LRC
(3.06.30 pages 4-11)
Thrust MCT MCT IDLE
A330 : ENGINE FAILURE PASSING HPNR9

Option 1 : Proceed to (ZGC/ZLLL) via W112 CHW B215 YBL B330 JTA
STAR.
PROCEDURE Option 2 : Proceed to (XIY/ZLXY) via W112 CHW B215 YBL B330 JTA
G470 HO STAR.
Option 3 : Proceed to (PEK/ZBAA) via W112 CHW B215 YBL A596 KM
STAR.
IN-FLIGHT TURN BACK
DESCEND TO DRIFT
DOWN CEILING
LRC
(3.06.30 pages 4-11)
Thrust MCT MCT IDLE
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4.2.5 A330 : Engine out Drift Down Procedure North China - Doha via B215
Procedure version 1
Critical Sector: HMI B215 PURPA G325 to GT.
Points of Non Return HPNR 4 = 60 NM Before NUKTI
A330 : ENGINE FAILURE BEFORE HPNR 4

Option1:
Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option2:
Return to (PEK/ZBAA) via A596 KM DCT PEK.
DRIFT DOWN CEILING
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
A330 : ENGINE FAILURE BETWEEN HPNR 4 and HPNR 2

PROCEDURE Descend to Level off Drift Down ceiling, and
Option 1:
Proceed / Return to (URC/ZWWW) via B215 URC.
Option 2:
DRIFT DOWN CEILING
(3.06.30 pages 4-11)
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Option 3 : Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL
KALGA RN.
M638 KC.
DRIFT DOWN CEILING
(3.06.30 pages 4-11)
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4.2.6 A330 : Engine Out Drift Down Procedure North China - Doha via W112
Procedure version 0
Critical Sector: CHW via W112 PURPA G325 KALAT
HPNR9 = 16 NM Passing AKTOB
HPNR2 = 28 NM Before GT
A330 : ENGINE FAILURE BEFORE HPNR9

Option 1 : Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA
STAR.
PROCEDURE
Option 2 : Proceed / Return to (URC/ZWWW) via CHW B215 HMI DCT
GREEN2 DCT LIGHT DCT FKG B215 URC.
Option 3 : Return to (PEK/ZBAA) via A596 KM STAR.
IN-FLIGHT TURN BACK
DESCEND TO DRIFT
DOWN CEILING
0000
SPEED Green Dot LRC 0.82M/300kts/250kts
(3.06.30 pages 4-11)
Thrust MCT MCT IDLE
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A330 : ENGINE FAILURE BETWEEN HPNR9 and HPNR2

Option 1 : Return to (KHG/ZWSH) via G325 PURPA B215 SCH A364
KHG.
Option 2 : Proceed / Return to (KHG/ZWSH) via W112 HTN DCT SCH
PROCEDURE A364 KHG.
Option 3 : Proceed / Return to (URC/ZWWW) via W112 NOLEP DCT
FADJI DCT TKSUN DCT URC.
Option 4 : Proceed / Return to (PEK/ZWAA) via W112 TUSLI DCT HMI
IN-FLIGHT TURN BACK
DESCEND TO DRIFT
DOWN CEILING
LRC
(3.06.30 pages 4-11)
Thrust MCT MCT IDLE
A330 : ENGINE FAILURE Passing HPNR2

PROCEDURE
Option 3 : Return to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.
IN-FLIGHT TURN BACK
DESCEND TO DRIFT
DOWN CEILING
LRC
(3.06.30 pages 4-11)
Thrust MCT MCT IDLE
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4.2.7 A340-600 : Engine out Drift Down Procedure Doha - North China via B215
Procedure version 1
Critical Sector: KAREM G325 GT PURPA B215 B215 to HMI
Points of Non Return HPNR 2 = 28 NM Passing GT
A340-600 : ENGINE FAILURE BEFORE HPNR 2

Option 1:
Proceed / Return to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.
Option 2:
Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.
Option 3:
Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
FUEL JETTISON One Engine failure Jettison fuel to reach gross weight 316 500 kg.
Two Engine failure Jettison fuel to reach gross weight 316 500 kg.
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
OUT (3.06.30 pages 4-11)

Green Dot
TWO ENG LRC
300 kts / 250 kts
OUT (3.07.40 pages 1-4)
THRUST MCT MCT IDLE
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A340-600 : ENGINE FAILURE BETWEEN HPNR 2 and HPNR 4

Option 1:
Option 2 :
FUEL JETTISON One Engine failure Jettison fuel to reach gross weight 316500 kg.
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
OUT (3.06.30 pages 4-11)

Green Dot
TWO ENG LRC
300 kts / 250 kts
OUT (3.07.40 pages 1-4)
THRUST MCT MCT IDLE
A340-600 : ENGINE FAILURE PASSING HPNR 4

Option 1:
Option 2:
Proceed to (PEK/ZBAA) via A596 KM DCT PEK.
Option 3:
Proceed to to (TYN/ZBYN) via B215 YBL YNC DARAN APOGI TYN.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.
FUEL JETTISON One / Two Engine failure no fuel Jettison required.
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
OUT (3.06.30 pages 4-11)

Green Dot
TWO ENG LRC
300 kts / 250 kts
OUT (3.07.40 pages 1-4)
THRUST MCT MCT IDLE
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4.2.8 A340-600 : Engine out Drift Down Procedure North China - Doha via B215
Procedure version 1
Critical Sector: HMI B215 PURPA G325 to KAREM
Points of Non Return HPNR 4 = 60 NM Before NUKTI
HPNR 1 = 16 NM Passing KAREM
A340-600 : ENGINE FAILURE BEFORE HPNR 4

Option 1:
Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 2:
Return to (PEK/ZBAA) via A596 KM DCT PEK.
Option 3:
Proceed / Return to (TYN/ZBYN) via B215 YBL YNC DARAN APOGO
TYN.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.
FUEL JETTISON One Engine failure Jettison not required.
Two Engine failure Jettison fuel to reach gross weight 328000 kg.
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
OUT (3.06.30 pages 4-11)

Green Dot
TWO ENG LRC
300 kts / 250 kts
OUT (3.07.40 pages 1-4)
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Option 1:
Proceed to (URC/ZWWW) via B215.
Option 2:
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
OUT (3.06.30 pages 4-11)

Green Dot
TWO ENG LRC
300 kts / 250 kts
OUT (3.07.40 pages 1-4)
THRUST MCT MCT IDLE

Option 1:
Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.
Option 2:
Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
OUT (3.06.30 pages 4-11)

Green Dot
TWO ENG LRC
300 kts / 250 kts
OUT (3.07.40 pages 1-4)
THRUST MCT MCT IDLE
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A340-600 : ENGINE FAILURE PASSING HPNR 1

Proceed to (KHI/OPKC) via G325 PG G210 DOSTI M638 KC.

FUEL JETTISON One / Two Engine failure no fuel Jettison required.
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
OUT (3.06.30 pages 4-11)

Green Dot
TWO ENG LRC
300 kts / 250 kts
OUT (3.07.40 pages 1-4)
THRUST MCT MCT IDLE
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4.2.9 B777 : Engine Out Drift Down Procedure Doha - North China via B215
Procedure version 2
Critical Sector: PS G325 PURPA B215 SCH
Points of Non Return BPNR1 = 22 NM Passing GT
1) Due to high terrain elevation between PS and SCH and the
drift down capability of B773 aircraft, the maximum take off
Important Remark: weight (MTOW) permitted has been limited to 310 tonnes.
2) The fuel Jettisoning is not required for B777-200.
B777: ENGINE FAILURE BEFORE BPNR 1

PROCEDURE Descend to level off Drift Down ceiling, and
Option 1: Proceed / Return to (PEW/OPPS) via G325 PS
Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN
Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC.
FUEL JETTI-
Jettison fuel during drift down to reach gross weight of 270 tonnes.
SON
FLIGHT IN-FLIGHT TURN CRZ
DESCEND TO LAND
PHASE BACK DESCEND TO LRC GROSS CEIL-
IN DESTINATION
DRIFT DOWN CEILING ING
SPEED Optimum Drift Down
LRC 0.84M/310kts/250kts
QRH PI.12.5
TIME MCT MCT IDLE
B777: ENGINE FAILURE PASSING BPNR 1

Option 1: Proceed to (URC/ZWWW) via B215 URC
Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG
FUEL JETTI-
SON
FLIGHT IN-FLIGHT TURN BACK CRZ
DESCEND TO LAND
PHASE DESCEND TO DRIFT LRC GROSS CEIL-
IN DESTINATION
DOWN CEILING ING
QRH PI.12.5
TIME MCT MCT IDLE
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4.2.10 B777 : Engine Out Procedure North China - Doha via B215
Procedure version 2
Jeppesen Chart / Date -
Critical Sector SCH B215 PURPA G325 PS
Points of Non Return BPNR2 = 42NM before GT
Remark The fuel Jettisoning is not required for B777-200
B777 : ENGINE FAILURE BEFORE BPNR 2

Option 1: Return to (URC/ZWWW) via B215 URC
Option 2: Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG
FUEL JETTI-
SON
FLIGHT IN-FLIGHT TURN CRZ
DESCEND TO LAND
PHASE BACK DESCEND TO LRC GROSS CEIL-
IN DESTINATION
DRIFT DOWN CEILING ING
QRH PI.12.5
TIME MCT MCT IDLE
B777: ENGINE FAILURE PASSING BPNR 2

Option 1: Proceed / Return to (PEW/OPPS) via G325 PS
Option 2: Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN
Option 3: Proceed / Return to (KHI/OPKC) via G325 PG G210 DOSTI
M638 KC
FUEL JETTI-
SON
FLIGHT IN-FLIGHT TURN BACK CRZ
DESCEND TO LAND
PHASE DESCEND TO DRIFT LRC GROSS CEIL-
IN DESTINATION
DOWN CEILING ING
QRH PI.12.5
TIME MCT MCT IDLE
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TABLE OF CONTENTS
CHAPTER 5 - ADEQUATE AIRPORTS
5.1 ADEQUATE AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

5.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.1.2 Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.1.3 List of Countries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5.1.4 List of FIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.1.5 List of Adequate Airports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.2 ETOPS APPROVED ENROUTE AIRPORTS . . . . . . . . . . . . . . . . . . . . . 124

5.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
5.2.2 Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
5.2.3 Area of Operations : Arabian Sea / Indian Ocean. . . . . . . . . . . . . . . . . . . . 126
5.2.4 Area of Operations : Bay of Bengal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
5.2.5 Area of Operations : Central Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
5.2.6 Area of Operations : East Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
5.2.7 Area of Operations : Japan / North China. . . . . . . . . . . . . . . . . . . . . . . . . . 135
5.2.8 Area of Operations : North Atlantic / North America . . . . . . . . . . . . . . . . . . 137
5.2.9 Area of Operations : West Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
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5.1 ADEQUATE AIRPORTS

5.1.1 Introduction
This section is intended to assist pilots in the selection of an airport for a safe landing when
circumstances necessitate a change from the planned route, destination, destination
alternate or en-route alternate. The adequate airports listed in paragraph are not to be
confused with ETOPS adequate airports, which require more conditions to be met, listed
separately in 5.2 All listed airports have been chosen using the assumption in paragraph
5.1.1.1 For wide-body and long range aircrafts the Jeppesen plates for the listed airports shall
be placed on board. However for the single aisle aircraft only relevant Jeppesen plates
pertaining to the routes operated by that fleet shall be placed on-board.
Note : For the Bombardier-Challenger fleet, all adequate airports listed in this chapter
are considered adequate without limitation.
There is nothing to prevent pilots from considering airports that are not listed for diversion.
However, it is the responsibility of the Commander to ensure that the aircraft performance
requirements are met and the deviation from the prescribed criteria is justified under the
circumstances.
5.1.1.1 Assumptions
The assumptions used in the construction of the list of adequate airports are as follows :
Jet fuel availability.
Runway width of 45m or better.

LDA of 2100m or better.
Airport operations available H24 (unless otherwise noted). Approved permission for
operations outside published airport operating hours, where granted, is stated for
individual airports.
Fire category of 4 or better.
No category C airport (other than a destination i.e. Kathmandu)
A turning loop or exit at the end of the runway is available unless the runway width is 60m
or better.
All circling approaches are under PANS OPS criteria.

Max Pavement Weight for aircraft type is displayed for information and is not limiting in
case of an emergency. Should the displayed Pavement Limiting Weight result in takeoff/
landing at a weight higher than declared in the Airport Directory, then Qatar Airways has
been granted approval to operate at higher weights by the concerned authority.
In an airport with more than one (1) runway, the runway that does not meet the above
criteria will then be omitted.
Airports denoted with ** are for emergency use only.
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5.1.2 Example
(1) : The tables are organized by country in alphabetical order, with its associated the
FIRs.
(2) : List of airports with the following details :
ICAO Code : 4 letter ICAO code of airport.
RFF : Available fire category at the airport for the aircraft.

Location (Airport Name) : Location, however, if more than one airport exist in a
location then the name of the airport is mentioned next to it.
(3) : Type of airport (ENRT = Enroute alternate, DEST = Destination, DALT = Destination
alternate).
(4) : Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.
(5) : Displays only those runways that meet the criteria for at least one aeroplane type.
(6) : Lowest Landing Distance Available (LDA) of both runway ends (direction).
(7) : Represents the weight of the airplane in tons for the runway. MAX means maximum
structural take-off weight, NOT / N means not allowed due PCN and/or insufficient
movement areas. XXX means structural take-off weight not yet defined.
Note: The table in paragraph 5.1.3 is organised in the alphabetical order of Countries
and in 5.1.4 is organised in the alphabetical order of FIR codes.
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5.1.3 List of Countries
COUNTRY LIST OF FIRS PAGE NO.
ALGERIA DA 17
ARMENIA UD 18
AUSTRIA LO 19
AZERBAIJAN UB 19
AZORES LP 20
BAHRAIN OB 20
BANGLADESH VG 21
BELARUS UM 21
BELGIUM EB 22
BENIN DB 22
BRUNEI WB 22
BULGARIA LB 23
BURKINA FASO DF 23
CAMEROON FK 24
CANADA CZ 25
CHAD FT 29
CHINA ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY 29
COMOROS FM 33
CROATIA LD 34
CYPRUS LC 34
CZECH LK 34
DENMARK EK 35
DJIBOUTI HD 35
EGYPT HE 35
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EQUATORIAL GUINEA FG 38
ESTONIA EE 38
ETHOPIA HA 39
FINLAND EF 39
FRANCE LF 40
GEORGIA UG 43
GERMANY ED 43
GHANA DG 46
GREECE LG 46
GREENLAND BG 48
HONG KONG VH 48
HUNGARY LH 49
ICELAND BI 49
INDIA VA - VE - VI - VO 50
INDONESIA WA - WI - WR 53
IRAN OI 55
IRELAND EI 57
ITALY LI 58
IVORY COAST DI 60
JAPAN RJ 60
JORDAN OJ 62
KAZAKHSTAN UA 63
KENYA HK 63
KUWAIT OK 64
KYRGYSTAN UA 64
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LAOS VL 64
LATVIA EV 64
LEBANON OL 65
LIBYA HL 65
LITHUANIA EY 66
LUXEMBOURG EL 66
MACAO VM 66
MACEDONIA LW 66
MADAGASCAR FM 67
MALAWI FW 67
MALAYSIA WB - WM 67
MALDIVES VR 69
MALI GA 69
MALTA LM 69
MAURITIUS FI 70
MOROCCO GM 70
MOZAMBIQUE FQ 71
MYANMAR VY 72
NAMIBIA FY 72
NEPAL VN 72
NETHERLANDS EH 73
NIGER DR 73
NIGERIA DN 73
NORWAY EN 75
OMAN OO 76
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PAKISTAN OP 76
PHILIPPINES RP 78
POLAND EP 80
PORTUGAL LP 80
QATAR OT 81
REUNION FM 81
ROMANIA LR 82
RUSSIA UL - UR - UU - UW 82
SAUDIA ARABIA OE 84
SERBIA - MONTENEGRO LY 86
SEYCHELLES FS 87
SINGAPORE WS 87
SLOVAKIA LZ 88
SLOVENIA LJ 88
SOUTH AFRICA FA 88
SOUTH KOREA RK 89
SPAIN LE 90
SRI LANKA VC 94
SUDAN HS 94
SWEDEN ES 95
SWITZERLAND LS 96
SYRIA OS 97
TAIWAN RC 97
TANZANIA HT 98
THAILAND VT 98
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TOGO DX 100
TUNISIA DT 100
TURKEY LT 101
TURKMENISTAN UT 103
UGANDA HU 104
UKRAINE UK 104
UNITED ARAB EMIRATES OM 104
UNITED KINGDOM EG 105
UNITED STATES KZ 108
UZBEKISTAN UT 121
VIETNAM VV 122
YEMEN OY 122
ZAMBIA FL 123
ZIMBABWE FV 123
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5.1.4 List of FIRs
LIST OF FIRS COUNTRY PAGE NO.
BG GREENLAND 48
BI ICELAND 49
CZ CANADA 25
DA ALGERIA 17
DB BENIN 22
DG GHANA 46
DI IVORY COAST 60
DF BURKINA FASO 23
DN NIGERIA 73
DR NIGER 73
DT TUNISIA 100
DX TOGO 100
EB BELGIUM 22
ED GERMANY 43
EE ESTONIA 38
EF FINLAND 39
EG UNITED KINGDOM 105
EH NETHERLANDS 73
EI IRELAND 57
EK DENMARK 35
EL LUXEMBOURGH 66
EN NORWAY 75
EP POLAND 79
ES SWEDEN 95
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EV LATVIA 64
EY LITHUANIA 66
FA SOUTH AFRICA 88
FG EQUATORIAL GUINEA 38
FK CAMEROON 24
FI MAURITIUS 70
FL ZAMBIA 123
FM COMOROS 33
FM MADAGASCAR 67
FM REUNION 81
FQ MOZAMBIQUE 71
FS SEYCHELLES 87
FT CHAD 29
FV ZIMBABWE 123
FW MALAWI 67
FY NAMIBIA 72
GA MALI 69
GM MOROCCO 70
HA ETHOPIA 39
HD DJIBOUTI 35
HE EGYPT 35
HK KENYA 63
HL LIBYA 65
HS SUDAN 94
HT TANZANIA 98
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HU UGANDA 104
KZ UNITED STATES 108
LB BULGARIA 23
LC CYPRUS 34
LD CROATIA 34
LE SPAIN 90
LF FRANCE 40
LG GREECE 46
LH HUNGARY 49
LI ITALY 58
LJ SLOVENIA 88
LK CZECH 34
LM MALTA 69
LO AUSTRIA 19
LP AZORES 20
LP PORTUGAL 80
LR ROMANIA 82
LS SWITZERLAND 96
LT TURKEY 101
LW MACEDONIA 66
LY SERBIA - MONTENEGRO 86
LZ SLOVAKIA 88
OB BAHRAIN 20
OE SAUDIA ARABIA 84
OI IRAN 55
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OJ JORDAN 62
OK KUWAIT 64
OL LEBANON 65
OM UNITED ARAB EMIRATES 104
OO OMAN 76
OP PAKISTAN 76
OS SYRIA 97
OT QATAR 81
OY YEMEN 122
RC TAIWAN 97
RJ JAPAN 60
RK SOUTH KOREA 89
RP PHILIPPINES 78
UA KAZAKHSTAN 63
UB AZERBAIJAN 19
UD ARMENIA 18
UG GEORGIA 43
UK UKRAINE 104
UL - UR - UU - UW RUSSIA 82
UM BELARUS 21
UT TURKMENISTAN 103
UT UZBEKISTAN 121
VA - VE - VI - VO INDIA 50
VC SRI LANKA 94
VG BANGLADESH 21
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VH HONG KONG 48
VL LAOS 64
VM MACAO 66
VN NEPAL 72
VR MALDIVES 69
VT THAILAND 98
VV VIETNAM 122
VY MYANMAR 72
WA - WI - WR INDONESIA 53
WB BRUNEI 22
WB - WM MALAYSIA 67
WS SINGAPORE 87
ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY CHINA 29
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5.1.5 List of Adequate Airports
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LDA MAX Pavement Weight in Tons for Aircraft

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
ALGERIA (DA)
DAAG 9
DEST
Algiers
CIR / ILS 05/23 3500 272/270 319 247 207/206 169/MAX MAX
ILS / VOR 09/27 3500 279/277 327 255 213/212 MAX MAX
DAAT 7
ENRT
Tamanraset
VOR / CIR 02/20 3600 324/320 350 MAX 230/229 MAX MAX
ILS / CIR 08/26 3100 314/312 329 260 217/215 MAX MAX
DABB 8
ENRT
Annaba
CIR / ILS 01/19 2900 247/245 287 221 188/186 151/153 MAX
CIR / VOR 05/23 2290 NOT NOT 160 149/148 117/119 MAX
DABC 8
DALT
Constantine
CIR / VOR 16/34 3000 317/314 364 MAX MAX MAX MAX
NON / ILS 14/32 2400 227/276 312 241 202/201 158/160 MAX
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ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
DAOO 8
DALT
Oran
CIR / ILS 07/25 3000 MAX MAX MAX MAX MAX MAX
DAUG 7
ENRT
Ghardaia
NON / ILS 12/30 3100 300/298 323 253 211/210 MAX MAX
NON / NDB 18/36 2400 224/220 204 174 152/151 128/130 71/69
DAUH 7
ENRT
Hassi Messaoud
ILS / VOR 01/19 3000 MAX MAX MAX MAX MAX MAX
ARMENIA (UD)
UDYZ 7
ENRT
Yerevan-Zvartnots
ILS / CIR 09/27 3850 325/322 368 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
AUSTRIA (LO)
LOWG 9
DALT
Graz
VOR / ILS 17C/35C 2740 264/261 301 MAX MAX MAX MAX
LOWW 9
DEST
Vienna
ILS / ILS 11/29 3500 319/316 306 258 214/212 MAX MAX
ILS / ILS 16/34 3600 MAX MAX MAX MAX MAX MAX
AZERBAIJAN (UB)
UBBB 7
ENRT
Baku
ILS / ILS 16/34 2700 264/261 307 245 205/203 157/160 MAX/80
UBBN 7
ENRT
Nakchivan
ILS / ILS 14R/32L 3186 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
AZORES (LP)
LPAZ 5
Santa Maria Optg hrs ENRT

0600-2359LT
ILS / VOR 18/36 3048 MAX 340 MAX MAX MAX MAX
LPLA 9
ENRT
Lajes
ILS / ILS 15/33 3312 337/335 361 MAX MAX XXX MAX
LPPD 7*
Ponta Delgada** ENRT

Optg hrs 0615-
2400LT
CIR / ILS 12/30 2279 348/344 375 MAX MAX MAX MAX
Note : *RFF upgrade to CAT 7 and CAT 8 available upon request.
BAHRAIN (OB)
OBBI 10
DEST
Bahrain
ILS / ILS 12L/30R 3657 MAX MAX MAX MAX MAX MAX
VOR/VOR 12R/30L 2222 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
BANGLADESH (VG)
VGEG 7
DALT
Chittagong
VOR / ILS 05/23 2940 313/310 355 MAX MAX MAX MAX
VGZR 9
DEST
Dhaka
BELARUS (UM)
UMMS 8
DALT
Minsk
ILS / ILS 13/31 3640 268/264 312 249 208/206 159/163 MAX/82
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
BELGIUM (EB)
EBBR 9
DALT
Brussels
VOR / ILS 07L/20R 3338 MAX MAX MAX MAX MAX MAX
VOR / ILS 07R/25L 3089 MAX MAX MAX MAX MAX MAX
EBOS 9
ENRT
Ostend - Brugge
NDB / ILS 08/26 2785 NOT NOT NOT MAX MAX MAX
BENIN (DB)
DBBB 8
DALT
Contonou
VOR / ILS 06/24 2363 314/311 314 250 216/214 MAX MAX
BRUNEI (WB)
WBSB 9
ENRT
Bandar Seri Begawan
ILS / ILS 03/21 3658 325/322 343 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
BULGARIA (LB)
LBBG 7
ENRT
Burggas
LBSF 7
ENRT
Sofia
VOR / ILS 09/27 3300 MAX MAX MAX MAX MAX MAX
LBWN 7
ENRT
Varna
ILS / VOR 09/27 2500 297/294 349 MAX MAX MAX MAX
BURKINA FASO (DF)
DFFD 8
ENRT
Ouagadougou
ILS / VOR 04L/22R 3000 336/332 338 275 MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
CAMEROON (FK)
FKKD 8
ENRT
Douala
VOR / ILS 12/30 2850 292/289 308 243 213/210 165/160 MAX
FKKR 7
ENRT
Garoua
ILS / VOR 09/27 3285 NOT NOT XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
CANADA (CZ)
CYEG 8
ENRT
Edmonton Intl
ILS / ILS 12/30 3109 334/332 MAX MAX MAX MAX MAX
CYFB 5
ENRT
Iqaluit
NON / ILS 17/35 2621 MAX NOT NOT MAX MAX MAX
CYHZ 8
ENRT
Halifax
LOC / ILS 05/23 2682 MAX MAX MAX MAX MAX MAX
ILS / NON 14/32 2347 MAX MAX MAX MAX MAX MAX
CYQB 7*
ENRT
Quebec
VOR/VOR 06/24 2743 281/278 340 MAX MAX MAX MAX
Note : *RFF upgrade to CAT 8 available 1hr PPR.
CYXE 6
ENRT
Saskatoon
ILS/NDB 09/27 2554 325/322 XXX XXX XXX XXX XXX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
CANADA (CZ) Contd
CYJT 6*
ENRT
Stephenville
NON / ILS 09/27 3048 MAX NOT MAX MAX XXX XXX
Note : *RFF upgrade to CAT 7 available 30 min PPR.
CYOW 7
Ottawa/Macdonald ENRT
Cartier Intl
ILS / LOC 07/25 2438 MAX NOT NOT MAX MAX MAX
VOR / ILS 14/32 3048 MAX NOT NOT MAX MAX MAX
CYQM 7*
ENRT
Moncton
NDB / ILS 11/29 2438 332 353 MAX 229/227 MAX MAX
CYQX 7*
ENRT
Gander
ILS / NON 13/31 2712 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
CANADA (CZ) Contd
CYUL 9
ENRT
Montreal
ILS / LOC 10/28 2134 MAX MAX MAX MAX MAX MAX
ILS / ILS 06R/24L 2926 305 376.5 MAX MAX MAX MAX
CYVR 9
ENRT
Vancouver
ILS / ILS 08L/26R 3030 334/332 MAX MAX MAX MAX MAX
ILS / ILS 08R/26L 3352 334/332 MAX MAX MAX MAX MAX
ILS / NON 12/30 2225 334/332 MAX MAX MAX MAX MAX
CYWG 7
Winnipeg James Arm- ENRT

stron Intl
ILS / ILS 13/31 2652 MAX NOT NOT MAX MAX MAX
CYYC 9
ENRT
Calgary Intl
ILS / ILS 10/28 2438 302/229 349 MAX 229/227 MAX MAX
ILS / ILS 16/34 3863 MAX MAX MAX 215/214 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
CANADA (CZ) Contd
CYYR 8
ENRT
Goose Bay
ILS / NDB 08/26 3366 MAX MAX MAX MAX MAX MAX
NON / NON 16/34 2919 279 353 MAX MAX MAX MAX
CYYT 7*
ENRT
St. Johns
ILS / NDB 16/34 2135 MAX NOT NOT MAX MAX MAX
CYYZ 9
ENRT
Toronto / Pearson Intl
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
CHAD (FT)
FTTJ 8
ENRT
Ndjamena
ILS / VOR 05/23 2800 306/303 345 273 226/225 MAX MAX
CHINA (ZB - ZG - ZH - ZL - ZP - ZS - ZU - ZW - ZY)
ZBAA 9
DEST
Beijing
ZBHH 7
ENRT
Hohhot
ILS / ILS 08/26 3600 265/268 NOT NOT 195/233 MAX MAX
ZBTJ 9
DALT
Tianjin
ZBYN 7
DALT
Taiyuan
ILS / ILS 13/31 3200 336/332 NOT NOT MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1

(Contd)
ZGGG 9
ENRT
Guangzhou
ZGSZ 9
DALT
Shenzhen
ZHHH 7
ENRT
Wuhan
ZLLL 7
ENRT
Lanzhou
Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Level of
spoken English : Poor; Medical Fac : In the city.
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1

(Contd)
ZLXY 9
ENRT
Xian
Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel :
Jet A3; Level of spoken English : Poor; Medical Fac : In the city.
ZPPP 8
ENRT
Kunming
ILS / ILS 03/21 3400 283/279 329 267 221/219 168/MAX MAX/88
ZSAM 9
DALT
Xiamen
ZSFZ 9
DALT
Fuzhou
ZSHC 9
DALT
Hangzhou
ZSJN 9
DALT
Jianan
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1

(Contd)
ZSNJ 8
DALT
Nanjing
ZSPD 9
DEST
Shanghai - Pudong
ZSSS 9
Shanghai - Hongq- DALT

giao
ZUUU 8
ENRT
Chengdu
ZWSH 7
ENRT
Kashi
Note : Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c;
Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1

(Contd)
ZWTN 6
ENRT
Hotan
VOR / ILS 11/29 3200 272 / 268 316 254 212 / 209 162 / MAX MAX / 83
Note : Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c;
Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city. Rmk :
Exercise caution on twys.
ZWWW 9
ENRT
Urumqi
ZYTL 8
DALT
Dalian
ZYTX 8
ENRT
Shenyang
COMOROS (FM)
FMCH 7
ENRT
Moroni
ILS / CIR 02/20 2900 NOT NOT NOT MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
CROATIA (LD)
LDZA 6*
ENRT
Zagreb
Note: *RFF upgrade to CAT 9 upon request.
CYPRUS (LC)
LCLK 8
DALT
Larnaca
VOR / ILS 04/22 2810 284/282 332 260 216/215 MAX MAX
LCPH 7
ENRT
Pafos
VOR / ILS 11/29 2700 MAX NOT NOT MAX MAX MAX
CZECH REPUBLIC (LK)
LKPR 9
ENRT
Prague
VOR / ILS 13/31 3250 193/191 201 176 153/152 119/121 MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
DENMARK (EK)
EKCH 9
ENRT
Copenhagen Kastrup
ILS / ILS 04L/22R 3000 350 MAX MAX MAX MAX XXX
ILS / ILS 04R/22L 3300 350 MAX MAX MAX MAX XXX
ILS / ILS 12/30 2395 350 MAX MAX MAX MAX XXX
DJIBOUTI (HD)
HDAM 7
DALT
Djibouti
EGYPT (HE)
HEAR 7
ENRT
Elarish
NON/VOR 16/34 3019 NOT NOT XXX 222/220 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
EGYPT (HE) (Contd)
HEAT 7
ENRT
Asyut
NON / VOR 13/31 3019 NOT NOT XXX 175/172 137/XXX MAX/82
HEAX 7
DEST
Alexandria
VOR / VOR 04/22 2201 NOT NOT NOT NOT NOT MAX/80
HEBA 8
DALT
Alexandria Borg El
Arab
NON / ILS 14/32 3400 319/316 322 258 222/220 MAX MAX
HECA 9
DEST
Cairo
ILS / ILS 05C/23C 3999 MAX MAX MAX MAX MAX MAX
NONE 16/34 3178 331/328 359 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
EGYPT (HE) Contd
HEGN 9
DALT
Hurghada
CIR / ILS 16/34 3700 325/322 343 MAX MAX MAX MAX
HELX 9
DEST
Luxor
HEMA 7
ENRT
Marsa Alam
VOR / VOR 15/33 3000 NOT NOT XXX MAX/230 MAX MAX
HEOW 5
ENRT
Shark El Oweinat
NDB / NON 01/19 3500 NOT NOT XXX MAX MAX MAX
HESH 9
DALT
Sharm El Sheikh
ILS / CIR 04L/22R 3081 MAX 361 MAX MAX MAX MAX
VOR / NON 04R/22L 3081 MAX 361 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
EGYPT (HE) (Contd)
HESN 9
DALT
Aswan
HETB 7
ENRT
Taba
VOR / NON 04/22 4000 NOT NOT XXX MAX MAX MAX
EQUATORIAL GUINEA(FG)
FGSL 8
ENRT
Malabo
ESTONIA (EE)
EETN 7
DALT
Tallinn
ILS / ILS 08/26 2820 NOT NOT XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
ETHOPIA (HA)
HAAB 9
ENRT
Addis Abeba
CIR / ILS 07R/25L 3440 334 355 MAX MAX MAX MAX
CIR / ILS 07L/25R 3325 247/245 304 207 185/180 148/143 MAX
HADR* 7
ENRT
Dire Dawa
VOR / CIR 15/33 2700 NOT NOT NOT NOT NOT NOT
FINLAND (EF)
EFHK 9
DALT
Helsinki - Vantaa
* This is an emergency airport only (HADR).
Note: Airport has a very low PCN (HADR).
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
FINLAND (EF) (Contd)
EFKE 7
ENRT
Kemi - Torino
ILS / NDB 18/36 2509 NOT NOT NOT NOT MAX XXX
EFTU 5
ENRT
Turku
FRANCE (LF)
LFBD 7
ENRT
Bordeaux
VOR / ILS 11/29 2415 274/272 308 237 199/198 156/158 MAX/90
LFBO 8
ENRT
Toulouse
ILS / ILS 14L/32R 3000 324/321 339 270 224/222 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
FRANCE (LF) Contd
LFKB 7
ENRT
Bastia
CIR / ILS 16/34 2520 NOT NOT XXX 143 143/XXX MAX
LFLL 8
ENRT
Lyon
VOR / ILS 18R/36L 4000 319/317 334 265 220/218 MAX MAX
LFMN 8
ENRT
Nice Cote Dazur
ILS / LOC 04L/22R 2570 MAX MAX MAX MAX MAX MAX
ILS / LOC 04R/22L 2960 MAX MAX MAX MAX MAX MAX
LFPG 9
DEST
Paris - Charles De-
Gaulle
ILS / ILS 08R/26L 2700 273/270 341 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
FRANCE (LF) Contd
LFPO 9
DALT
Paris - Orly
VOR / ILS 08/26 2885 315/312 MAX MAX MAX MAX MAX
ILS / CIR 02/20 2400 278/276 MAX 348 MAX/231 MAX MAX
Note : Arrivals 06:20 to 23:29hrs LT; Departures 06:00 to 23:19hrs LT. Outside these
hours, airport is not available.
LFQQ 7
ENRT
Lille
VOR / ILS 08/26 2545 272/268 304 255 212/209 161/164 MAX/83
LFRS 7*
ENRT
Nates - Nates/Atlan-
tique
ILS / VOR 03/21 3690 259/257 288 222 188/187 148/150 MAX/85
LFSB 7*
DALT
Basle - Mulhouse
Note: *RFF upgrade to CAT 8 available on request
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
GEORGIA (UG)
UGTB 7
ENRT
Tibilisi
ILS / ILS 13R/31L 3000 254/251 274 218 185/186 150/154 70/68
GERMANY (ED)
EDDB 9
DALT
Berlin - Scohefeld
EDDC 8
DALT
Dresden
EDDF 10
DEST
Frankfurt - Main
EDDH 9
ENRT
Hamburg
ILS / LLZ 15/33 3220 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
GERMANY (ED) (Contd)
EDDK 10
DALT
Cologne - Bonn
NON / ILS 06/24 2459 260/257 303 242 202/200 160/158 MAX/79
EDDL 9
DALT
Dusseldorf
EDDM 9
DEST
Munich
EDDN 8
DALT
Nurnberg
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
GERMANY (ED) (Contd)
EDDP 8
DALT
Leipzig
ILS / ILS 08R/26L 3600 302/300 MAX/373 MAX MAX MAX MAX
EDDS 10
DALT
Stuttgart
EDDT 8
DEST
Berlin - Tegel
EDDV 8
DALT
Hannover
DME / ILS 09L/27R 3200 320/317 380 MAX MAX MAX MAX
EDFH 9
DALT
Frankfurt - Hahn
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
GHANA (DG)
DGAA 9
DALT
Accra
GREECE (LG)
LGAL 7
ENRT
Alexandroupolis
VOR / CIR 07/25 2600 NOT NOT XXX 188 MAX MAX/90
LGAV 9
DEST
Athens
LGIR 8
DALT
Iraklion
CIR / VOR 09/27 2237 238/235 228 188 162/160 135/130 MAX/75
LGKF 6
ENRT
Kefallinia
CIR / VOR 14/32 2160 262/261 294 226 191/190 150/152 MAX/86
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
GREECE (LG) (Contd)
LGKO 8
ENRT
Kos
VOR / VOR 14/32 2400 314/311 336 266 221/219 159/162 MAX / 81
LGKV 7
ENRT
Kavala
VOR / VOR 05R/23L 3000 314/311 336 266 221/219 MAX MAX
LGRP 8
DALT
Rodos
LGTS 8
DALT
Thessaloniki
ILS / NON 10/28 2440 256/255 260 207 177/176 147/149 MAX/78
ILS / VOR 16/34 2410 256/255 260 207 177/176 147/149 MAX/81
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
GREENLAND (BG)
BGSF 5
**Kangerlussuaq
Optg Hrs Mon-Sat ENRT
Summer 1100-2000z
Winter 1000-1900z
NDB / NON 10/28 2810 MAX MAX MAX MAX MAX MAX
** Should be used for Emergency only
HONG KONG (VH)
VHHH 10
DEST
Hong Kong
REV 08R
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
HUNGARY (LH)
LHBP 9
DALT
Budapest
ICELAND (BI)
BIEG 5*
ENRT
**Egilsstadir
NDB/NDB 04/22 1874 XXX 248 181 157/155 XXX XXX
** Should be used for Emergency only
BIKF 9
ENRT
Keflavik
ILS / ILS 02/20 3048 MAX 355 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
INDIA (VA - VE - VI - VO)
VAAH 9
DEST
Ahmedabad
VOR / ILS 05/23 3505 333/331 349 MAX 231/229 MAX MAX
VABB 9
DEST
Mumbai
VANP 8
ENRT
*Nagpur
VOR / ILS 14/32 3200 324/321 316 249 214/209 MAX MAX
* Note: Airport has no ground facilities to handle wide bodied aircraft.
VECC 8
DALT
Kolkata
VOR/VOR 01L/19R 2749 243/244 262 207 178/176 140/142 MAX/80
VERC 6
ENRT
Ranchi
VOR / ILS 13/31 2424 NOT NOT XXX 163 129/XXX MAX/78
REV 08Q
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
INDIA (VA - VE - VI - VO) (Contd)
VIDP 9
DEST
Delhi
VIJP 7
DALT
Jaipur
VOR / ILS 09/27 2797 NOT NOT NOT MAX / NOT MAX MAX
VILK 6
DALT
Lucknow
VOR / ILS 09/27 2585 NOT NOT NOT NOT NOT MAX
VOBL 9
DEST
Bangalore
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
INDIA (VA - VE - VI - VO) (Contd)
VOCB 6
ENRT
Coimbatore
CIR / ILS 05/23 2290 265/264 203 256 173/172 143/145 MAX/81
VOCI 8*
DEST
Cochin
Note : RFF upgradeable to RFF CAT 9 upon request.
VOCL 8*
DEST
Calicut
Note : RFF upgradeable to RFF 9 upon request
VOHS 10
DEST
Hyderabad
VOMM 9
DEST
Chennai
VOTV 8
DEST
Thiruvanthapuram
VOR / ILS 14/32 2992 310/307 333 263 226/223 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
INDONESIA (WA - WI - WR)
WAAA 8
Ujung Padang Hasa- DALT

nuddin (0000-1500)
ILS / NON 13/31 2500 NOT NOT 256 223/220 MAX MAX
WADD 9
DEST
Bali
VOR / ILS 09/27 3000 MAX 380 MAX MAX MAX MAX
WARQ 8
DALT
Solo
CIR / ILS 08/26 2500 319/316 337 273 224/222 MAX MAX
WARR 8
DALT
Surabaya
ILS / VOR 10/28 3000 292/289 316 251 218/215 MAX MAX
WIDD 9
DALT
Batam
ILS / VOR 04/22 4025 MAX/347 369 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
INDONESIA (WA - WI - WR) (Contd)
WIHH 9
DALT
Jakarta - Halim
WIII 9
DEST
Jakarta - Soekarno
ILS / ILS 07L/25R 3600 MAX/347 MAX MAX MAX MAX MAX
ILS / ILS 07R/25L 3660 MAX/347 MAX MAX MAX MAX MAX
WIMM 8
ENRT
Medan
WITT 7
ENRT
Banda Aceh
VOR / NON 17/35 2500 NOT NOT XXX 223/221 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
IRAN (OI)
OIBB 6
ENRT
Bushehr
VOR / VOR 13L/31R 4471 NOT NOT XXX 188 MAX MAX/90
VOR / VOR 13R/31L 4470 NOT NOT XXX MAX MAX MAX
OIFM 8
DALT
Esfahan
VOR / ILS 08L/26R 4397 262/261 295 226 192/190 150/153 MAX/87
VOR / VOR 08R/26L 4397 346/337 324 MAX MAX/232 MAX MAX
OIIE 9
DEST
Tehran - Imam Kho-
maini
OIII 9
DALT
Tehran - Mehrabad
VOR / VOR 11L/29R 3992 347/342 338 MAX MAX MAX MAX
VOR / ILS 11R/29L 4038 324/321 315 254 220/218 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
IRAN (OI) (Contd)
OIKB 7
ENRT
Bandar Abbass
VOR / ILS 03R/21L 3667 NOT NOT XXX MAX MAX MAX
OIKK 8
DALT
Kerman
VOR / VOR 16/34 3785 300/298 323 253 211/209 MAX MAX
OIMM 8
DEST
Mashhad
VOR / ILS 13L/31R 3776 340/336 367 MAX MAX MAX MAX
VOR / VOR 13R/31L 3886 340/336 367 MAX MAX MAX MAX
OISS 8
DALT
Shiraz
CIR / ILS 11R/29L 4259 MAX 371 MAX MAX MAX MAX
CIR / VOR 11L/29R 4342 MAX MAX MAX MAX MAX MAX
OITT 8
ENRT
Tabriz
CIR / ILS 12L/30R 3604 260/257 278 XXX 195/193 157/XXX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
IRAN (OI) (Contd)
OIZH 7
ENRT
Zahedan
CIR / VOR 17/35 3979 NOT NOT NOT 220/217 MAX MAX
OITR 7
ENRT
* Uromiyeh
ILS / VOR 03/21 3250 289/286 310 240 201/199 156/158 MAX
* Note: Operating hours : 0300 - 1830 (Summer) / 0230-1730 (Winter)
IRELAND (EI)
EICK 7
ENRT
Cork
ILS / ILS 17/35 2133 XXX/257 NOT NOT 216/213 MAX XXX
EIDW 9
ENRT
Dublin
EINN 9
ENRT
Shannon
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
ITALY (LI)
LIBD 8
ENRT
Bari
LIBR 8
ENRT
Brindisi
VOR / ILS 14/32 2532 312 336 MAX MAX MAX MAX
LIMC 9
DEST
Milan - Malpensa
CIR / ILS 17R/35L 3515 MAX MAX MAX MAX MAX MAX
LIME 8
ENRT
Bergamo
CIR / ILS 10/28 2807 MAX MAX XXX MAX MAX MAX
LIMF 9
DALT
Torino
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
ITALY (LI) (Contd)
LIMJ 8
DALT
Genoa
LIML 8
DALT
Milan Linate
VOR / ILS 18L/36R 2440 317/311 372 MAX MAX MAX MAX
LIPQ 8
DALT
Trieste
LIRA 8
DALT
Rome - Ciampino
ILS / CIR 15/33 2197 MAX MAX MAX MAX MAX MAX
LIRF 9
DEST
Rome - Fiumicino
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
ITALY (Contd)
LIRP 8
ENRT
Pisa
ILS / CIR 04R/22L 2736 312 336 MAX 222 MAX MAX
IVORY COAST (DI)
DIAP 8
ENRT
Abidjan
VOR / ILS 03/21 3000 NOT NOT NOT 225/223 MAX MAX
DIBK 6
ENRT
Bouake
VOR / ILS 03/21 3300 NOT NOT XXX MAX MAX MAX
JAPAN (RJ)
RJAA 9
DALT
Tokyo - Narita
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
JAPAN (RJ) (Contd)
RJBB 9
DEST
Osaka - Kansai
* 8
RJCH
DALT
Hakodate
ILS / VOR 12/30 3000 MAX MAX XXX MAX MAX MAX
RJFF 9
ENRT
Fukuoka
* RJFK 9
DALT
Kagoshima
VOR / ILS 16/34 3000 MAX 351 XXX MAX MAX MAX
RJGG 9
DALT
Nagoya
RJOO 9
ENRT
Osaka Intl
CIR / ILS 14R/32L 3000 303/300 351 MAX MAX MAX MAX
Airport operating hours
* RJCH / Hakodate - 2230-1130 UTC
* RJFK / Kagoshima - 2230-1230 UTC
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
JAPAN (RJ) (Contd)
RJTT 9
DALT
Tokyo - Haneda
VOR / ILS 16R/34L 3000 MAX 353 MAX MAX MAX MAX
JORDAN (OJ)
OJAI 9
Amman - Queen DEST

Alia
ILS / ILS 08L/26R 3660 325/322 369 MAX MAX MAX MAX
NDB / ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX MAX
OJAM 8
DALT
Amman - Marka
CIR / ILS 06/24 3275 278/276 293 230 200/198 157/153 MAX
OJAQ 7
DALT
Aqaba
ILS / NON 01/19 3000 NOT NOT NOT MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KAZAKHSTAN (UA)
UAAA 9
ENRT
Almaty
ILS / ILS 05R/23L 4398 264/260 308 245 206/203 157/161 MAX/81
KENYA (HK)
HKEL 6
DEST
Eldoret
ILS / CIR 08/26 3500 NOT NOT MAX MAX MAX MAX
HKJK 9
DEST
Nairobi - Jomo Ken-
yatta
HKMO 9
DALT
Mombasa
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KUWAIT (OK)
OKBK 9
DEST
Kuwait
ILS / ILS 15L/33R 3500 MAX 375 MAX MAX MAX MAX
KYRGYSTAN (UA)
UAFM 7
ENRT
Bishkek
LAOS (VL)
VLVT 8
ENRT
Vientiane
ILS / CIR 13/31 3000 NOT NOT XXX NOT NOT MAX
LATVIA (EV)
EVRA 8
DALT
Riga
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
LEBANON (OL)
OLBA 9
DEST
Beirut
ILS / NON* 16/34 3215 297/294 349 MAX MAX MAX MAX
Note : (*) Runway 34 Not Authorized for landing.
LIBYA (HL)
HLLB 8
DALT
Benghazi
ILS / VOR 15L/33R 3600 MAX MAX MAX MAX MAX MAX
NDB/NDB 15R/33L 3600 296/294 295 MAX 210/205 MAX MAX/86
HLLT 8
DEST
Tripoli
NDB / ILS 09/27 3600 MAX 368 MAX MAX MAX MAX
NONE 18/36 2235 270/264 252 235 192/185 MAX MAX
Note : (*) Runway 34 Not Authorized for landing.
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
LITHUANIA (EY)
EYVI 7
DALT
Vilnius
ILS / ILS 02/20 2500 NOT NOT NOT 217/215 MAX MAX
LUXEMBOURG (EL)
ELLX 9
DEST
Luxembourg
MACAO (VM)
VMMC 9
DALT
Macao
ILS 34 2865 317/311 372 MAX MAX MAX MAX
MACEDONIA (LW)
LWSK 8
ENRT
Skopje
CIR / ILS 16/34 2450 274/272 298 XXX 192 159/XXX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
MADAGASCAR (FM)
FMMI 8
ENRT
Antananarivo
FMNM 7
ENRT
Mahajanga
VOR/VOR 14/32 2200 NOT NOT XXX 160 160/XXX MAX
MALAWI (FW)
FWKI 8
ENRT
Lilongwe
ILS / VOR 14/32 3540 MAX MAX XXX MAX MAX MAX
Note: Operating hours 0400-1700 UTC.
MALAYSIA (WB - WM)
WBGG 8
ENRT
Kuching
ILS / VOR 07/25 2363 336/332 338 XXX 225 MAX MAX
REV 08Q
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
MALAYSIA (WB - WM) (Contd)
WBKK 8
ENRT
Kota Kinabalu
WMKJ 8
DEST
Johor Bahru
ILS / VOR 16/34 3354 336/332 338 275 226/224 MAX MAX
WMKK 9
DEST
Kuala Lumpur
ILS / ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX MAX
WMKL 7
ENRT
Langkawi
ILS / NON 03/21 3200 344/341 363 XXX MAX MAX MAX
WMKP 9
DALT
Penang
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
MALDIVES (VR)
VRMM 9
DEST
Male
VOR / ILS 18/36 2910 MAX/NOT NOT MAX MAX MAX MAX
MALI (GA)
GABS 8
ENRT
Bamako
ILS / VOR 06/24 2700 336/332 338 XXX MAX MAX MAX
MALTA (LM)
LMML 9
DALT
Malta - Luqa
NON/NDB 05/23 2377 NOT NOT NOT NOT MAX MAX
REV 08R
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
MAURITIUS (FI)
FIMP 9
DALT
Mauritius
MOROCCO (GM)
GMAD 8
DALT
Agadir
VOR / ILS 10/28 3200 305/302 319 250 209/207 MAX MAX
GMFF 8
DALT
Fes
GMME 7
DALT
Rabat
NON / ILS 03/21 3500 NOT NOT NOT MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
MOROCCO (GM) (Contd)
GMMN 9
DEST
Casablanca
VOR/VOR 17R/35L 3720 MAX MAX MAX MAX MAX MAX
NDB / ILS 17L/35R 3750 309/307 352 MAX 231/229 MAX MAX
GMMW 7
ENRT
Nador
ILS / NON 08/26 3000 NOT NOT XXX MAX MAX MAX
GMMX 7
DALT
Marrakech
ILS / NON 10/28 2820 NOT NOT NOT MAX MAX MAX
GMTT 7
ENRT
Tanger
VOR / ILS 10/28 3000 NOT NOT XXX 186 153/XXX MAX/90
MOZAMBIQUE (FQ)
FQMA 7
ENRT
Maputo
NON / ILS 05/23 3660 276/275 280 218 194/188 157/XXX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
MYANMAR (VY)
VYMD 7
ENRT
Mandalay
VOR/VOR 17/35 4267 283/279 323 XXX MAX MAX MAX
VYYY 9
ENRT
Yangon
NDB/ILS 03/21 2470 243/240 XXX 236 MAX/202 MAX/154 MAX
NAMIBIA (FY)
FYWH 9
DALT
Windhoek
NON / ILS 08/26 4575 NOT NOT NOT MAX MAX MAX
NEPAL (VN)
VNKT 8
DEST
Kathmandu
VOR/NON 02/20 2930 NOT NOT NOT MAX MAX MAX
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
NETHERLANDS (EH)
EHAM 10
DEST
Amsterdam
CIR / ILS 18L/36R 2825 307/305 MAX MAX MAX MAX MAX
ILS / CIR 18R/36L 3530 307/305 MAX MAX MAX MAX MAX
ILS / ILS 18C/36C 2850 307/305 MAX MAX MAX MAX MAX
NIGER (DR)
DRRN 8
ENRT
Niamey
NIGERIA (DN)
DNAA 9
DALT
Abuja
ILS / ILS 04/22 3610 MAX MAX XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
NIGERIA (DN) (Contd)
DNKA 7
ENRT
Kaduna
DNKN 9
ENRT
Kano
ILS / VOR 05/23 2450 243/238 204 XXX 175 120/XXX 66
ILS / VOR 06/24 3300 MAX 348 XXX MAX MAX MAX
DNMA 8
ENRT
Maiduguri
DNMM 9
DEST
Lagos
ILS / NON 18L/36R 3900 MAX MAX MAX MAX MAX MAX
ILS / VOR 18R/36L 2745 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
NORWAY (EN)
ENBO 6
ENRT
Bodo
ILS / ILS 07/25 2794 291/289 314 244 205/203 167/MAX MAX
Note : Optg Hrs: Mon-Fri 0200-2230z, Sat-Sun 0600z 1600z; ATC / RFF: H24; FUEL;
During apt optg hrs only. Gnd Svcs: TBA; Fuel: Jet A1; Medical Fac: In the city
ENBR 7
ENRT
Bergen - Flesland
ILS / ILS 17/35 2525 MAX MAX MAX MAX MAX XXX
ENGM 9
ENRT
Oslo Gardermoen
ILS / ILS 01L/19R 3600 MAX MAX MAX MAX MAX XXX
ILS / ILS 01R/19L 2950 MAX MAX MAX MAX MAX XXX
Note : Optg Hrs : H24 ATS / RFF / Fuel, Gnd Svcs: TBA, Fuel: JET A1, De-Icing: 0530-2200,
Medical Facilities: In City. Terrain located in all quadrants
7
ENVA 4(2300-
0500)
ENRT
Trondheim Varernes
AB**
ILS / ILS 09/27 2424 324/321 316 249 211/209 MAX XXX
Note : Optg Hrs: H24 ATS, RFF4 2300-0500, other hrs RFF7, Fuel: M-F 0430-2100, Sat
0430-1800, outside hrs O/R. De-icing: restricted hrs. Fuel Type: Jet A1+. Medical facilities: In
the city. Terrain in all quadrants
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
NORWAY (EN) (Contd)
ENZV 8
ENRT
Stavanger - Sola
ILS / VOR 11/29 2199 340/336 348 MAX MAX / 232 MAX MAX
ILS / ILS 18/36 2495 340/336 348 MAX MAX / 232 MAX MAX
Note : Optg Hrs : H24 ATS/RFF, Fuel M-F 0500-2100, Sat 0500-1930, Sun 0500-2100, Gnd
Svcs: TBA, Fuel: JET, De-Icing: Restricted hrs, Medical Facilities: In City. TWY D, A2, C1,
C2, C3, E, F1, F2 Not authorized for B777/A346. Terrain located in all quadrants
OMAN (OO)
OOMS 9
DEST
Muscat
OOSA 9
ENRT
Salalah
PAKISTAN (OP)
OPFA 8
ENRT
Faisalabad
ILS / NDB 03/21 2826 NOT NOT XXX NOT NOT MAX/75
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
PAKISTAN (OP) (Contd)
OPKC 9
DEST
Karachi
NON / ILS 07L/25R 3200 273/270 341 MAX 228/226 MAX MAX
NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX MAX
OPLA 9
DEST
Lahore
VOR/VOR 18R/36L 2743 278/276 316 245 205/204 160/163 MAX
OPNH 8
DALT
Nawabshah
Note : B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
OPPS 9
DEST
Peshawar
VOR/VOR 17/35 2743 223 223 223 223 MAX MAX
Taxiway B & C authorized. Taxiways D, E & G not authorized A300, A340 & B777.
Taxiways A, A1 & F not authorized.
OPRK 7
ENRT
Rahim Yar Khan
VOR/VOR 01/19 3048 NOT NOT XXX 188 MAX MAX/90
OPRN 9
DEST
Islamabad
CIR / ILS 12/30 2743 263/259 328 265 219/216 167/MAX MAX
Note : B777 / A346 - Taxiway B not authorized.
REV 08Q
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
PAKISTAN (OP) (Contd)
OPST 9
DEST
Sialkot Intl
ILS / NIL 04/22 3600 MAX MAX MAX MAX MAX MAX
PHILIPPINES (RP)
RPLB 10
ENRT
Subic Bay
VOR/NON 07/25 2744 317/311 366 MAX MAX MAX MAX
RPLC 9
DALT
Angeles City
NONE 02L/20R 3200 297/295 342 MAX MAX MAX MAX
RPLI 7
ENRT
Laoag
VOR/VOR 01/19 2420 NOT NOT XXX 200 161/XXX MAX/75
RPLL 9
DEST
Manila
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
PHILIPPINES (RP) (Contd)
RPMD 9
DALT
Davao
RPMR 9
ENRT
Tambleer
ILS / VOR 17/35 3227 327/323 MAX XXX MAX MAX MAX
RPVM 9
DEST
Lapu - Lapu
POLAND (EP)
EPKK 8
ENRT
Krakow
NON / ILS 07/25 2311 272/268 310 XXX 211 161/XXX MAX/84
EPKT 7
ENRT
Katowoice
NON / ILS 09/27 2800 NOT NOT XXX MAX MAX MAX/85
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
POLAND (EP) (Contd)
EPPO 7
ENRT
Poznan
NON / ILS 11/29 2504 NOT NOT XXX 214 MAX MAX
EPWA 8
ENRT
Warsaw
EPWR 7
ENRT
Wroclaw
NON / ILS 12/30 2500 NOT NOT XXX MAX MAX MAX
PORTUGAL (LP)
LPFR 8
DALT
Faro
LPPR 7
ENRT
Porto
ILS / VOR 17/35 3180 MAX 371 MAX 215/213 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
PORTUGAL (LP) (Contd)
LPPT 9
ENRT
Lisbon
CIR / ILS 17/35 2250 309/307 309 246 205/203 157/MAX MAX
QATAR (OT)
OTBD 9
DEST
Doha
REUNION (FM)
FMEE 9
ENRT
St.Denis
ILS / CIR 14/32 2315 314/311 313 XXX 217/215 MAX MAX
CIR / VOR 12/30 3080 314/311 313 XXX 217/215 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 773 / 2 346 343 332 / 3 300 / 10 320 / 1
ROMANIA (LR)
LRCK 8
ENRT
Constanta
ILS / ILS 18/36 3500 NOT NOT XXX 194/192 155/XXX MAX
LROP 9
ENRT
Bucharest
ILS / ILS 08L/26R 3500 269/267 280 XXX MAX MAX MAX
ILS / ILS 08R/26L 3500 267/265 277 XXX MAX MAX MAX
LRTR 7
ENRT
Timisoara
NDB / ILS 11/29 3500 NOT NOT XXX 157 123/XXX 75 / 73
RUSSIA (UL - UR - UU - UW)
ULLI 8
DALT
St. Petersburg
ILS / ILS 10L/28R 3397 310/307 MAX XXX MAX MAX MAX
ILS / ILS 10R/28L 3780 310/307 292 XXX 205/203 156/XXX MAX/87
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
RUSSIA (UL - UR - UU - UW) (Contd)
URKK 7
ENRT
Krasnodar
NDB/NDB 05L/23R 2200 NOT NOT NOT 136/135 109/112 56/54
ILS/ILS 05R/23L 3000 216/214 187 215 162/160 127/130 67/64
URMM 8
ENRT
Mineralnyye Vody
ILS / ILS 12/30 3900 218/215 247 XXX 184/180 133/XXX 76 / 74
URSS** 7*
ENRT
Sochi
ILS / NON 06/24 2810 265/262 286 233 196/193 157/161 74/72
ILS / NON 02/20 2200 NOT NOT NOT NOT 120/124 55/53
Note : **Emergency only, *RFF 7 (Winter) RFF 8 (Summer).
UUDD 9
Moscow - Domode- DEST
dovo
NON/NON 14C/32C 2600 338/332 MAX/375 MAX MAX MAX MAX
UUEE 8
Moscow - Sher- DALT
emetyevo
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
RUSSIA (UL - UR - UU - UW) (Contd)
UUWW 8
DALT
Moscow - Vnukovo
ILS / ILS 02/20 3000 235/233 265 208 178/177 142/144 MAX/93
ILS / ILS 06/24 3000 NOT NOT NOT NOT NOT 63/61
UWLW 8
ENRT
Ulyanovsk
ILS / ILS 02/20 5000 MAX MAX XXX MAX MAX MAX
UWUU 7
ENRT
Ufa
ILS / ILS 14L/32R 2513 NOT NOT 260 215/212 MAX XXX
ILS / ILS 14R/32L 3761 NOT NOT MAX MAX MAX XXX
SAUDI ARABIA (OE)
OEAB 8
DALT
Abha
OEDF 9
DEST
Dammam
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SAUDIA ARABIA (OE) (Contd)
OEGS 8
ENRT
Gassim
OEJN 9
DEST
Jeddah
ILS / ILS 16C/34C 3303 313/308 369 MAX MAX MAX MAX
OEMA 9
DALT
Madinah
OERK 9
DEST
Riyadh - King Khalid
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SAUDIA ARABIA (OE) (Contd)
OETF 9
ENRT
Taif
VOR/VOR 07/25 3735 190/188 210 NOT 231/229 MAX MAX
VOR / ILS 17/35 3350 231/228 260 201 231/229 MAX MAX
SERBIA - MONTENEGRO(LY)
LYBE 7
ENRT
Belgrade
ILS / ILS 12/30 3000 NOT NOT XXX 214 167/XXX MAX
LYPG 6
ENRT
Podgorica
CIR / ILS 18/36 2500 NOT NOT XXX 188 MAX MAX/90
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SEYCHELLES (FS)
FSIA 9
DEST
Seychelles
SINGAPORE (WS)
WSAP 9
Singapore - Paya ENRT

Lebar
WSSS 10
DEST
Singapore - Changi
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SLOVAKIA (LZ)
LZIB 7
DALT
Bratislava
CIR / ILS 13/31 2950 NOT NOT XXX 215/211 165/XXX MAX/83
CIR / ILS 04/22 2900 NOT NOT XXX 227/223 MAX MAX/88
SLOVENIA (LJ)
LJLJ 6
ENRT
Ljubljana
CIR / ILS 13/31 3300 NOT NOT XXX MAX MAX MAX
SOUTH AFRICA (FA)
FABL 7
DALT
Bloemfontein
VOR/VOR 02/20 2559 252/248 XXX XXX 197/194 167/XXX MAX/90
NONE 12/30 2195 NOT NOT 181 167/164 140/137 MAX/74
FACT 9
DEST
Cape Town
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SOUTH AFRICA (FA) (Contd)
FADN 7
DALT
Durban
ILS / ILS 06/24 2440 319/317 311 249 217/215 MAX MAX
FAJS 9
DEST
Johannesburg
ILS / VOR 03L/21R 4418 MAX MAX MAX MAX MAX MAX
ILS / ILS 03R/21L 3400 324/321 316 249 220/217 MAX MAX
SOUTH KOREA (RK)
RKPC 9
DALT
Jeju
ILS / ILS 06/24 3000 MAX MAX 254 MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SOUTH KOREA (RK) (Contd)
RKPK 9
DALT
Busan
NON / ILS 18L/36R 2743 227/224 269 218 191/188 148/MAX MAX
NON / ILS 18R/36L 3200 283/279 328 268 MAX MAX MAX
RKSI 10
DEST
Seoul - Incheon
RKSS 9
DALT
Seoul - Gimpo
SPAIN (LE)
LEAL 8
DALT
Alicante
ILS / VOR 10/28 3000 337/335 MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SPAIN (LE) (Contd)
LEAM 8
ENRT
Almeria
NDB / ILS 08/26 3200 MAX MAX XXX MAX MAX MAX
LEBL 8
ENRT
Barcelona
VOR/VOR 02/20 2540 MAX MAX MAX MAX MAX MAX
LEGR 7
ENRT
Granada
ILS / ILS 09/27 2900 NOT NOT XXX MAX MAX MAX
LEIB 8
DALT
Ibiza
VOR / ILS 06/24 2800 310/307 333 263 226/223 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SPAIN (LE) (Contd)
LEMD 9
DEST
Madrid - Barajas
NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX MAX
ILS / NON 18L/36R 3500 MAX MAX MAX MAX MAX MAX
ILS / NON 18R/36L 4350 MAX MAX MAX MAX MAX MAX
LEMG 8
ENRT
Malaga
ILS / ILS 14/32 3200 MAX 360 XXX 227 MAX MAX
LEMH 7
ENRT
Menorca
ILS / VOR 01L/19R 2350 327/325 349 XXX MAX MAX MAX
LEPA 9
DALT
Palma De Mallorca
VOR/VOR 06R/24L 2950 303/300 322 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SPAIN (LE) (Contd)
LEST 7
ENRT
Santiago
ILS / ILS 17/35 3080 NOT NOT MAX MAX MAX XXX
LEVC 7
DALT
Valencia
VOR / ILS 12/30 2915 NOT NOT XXX MAX MAX MAX
LEVT 7
DALT
Vitoria
LEZG 7*
DEST
Zaragoza
ILS / ILS 12L/30R 3000 278/276 316 245 205/203 160/162 MAX
Note : *RFF upgraded to CAT 8 for freighter operations.
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SPAIN (LE) (Contd)
LEZL 7
DALT
Seveille
VOR / ILS 09/27 3360 NOT NOT NOT MAX MAX MAX
SRI LANKA (VC)
VCBI 9
DEST
Katunayake
SUDAN (HS)
HSPN 7
DALT
Port Sudan
VOR / ILS 17/35 2500 NOT NOT NOT MAX MAX MAX
HSSS 9
DEST
Khartoum
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SWEDEN (ES)
ESGG 8
Gotenborg - Land- ENRT

vetter
ESMS 7
ENRT
Malmo-Sturup
ESKN 7
DALT
Stockholm Skavsta
NDB / ILS 08/26 2878 340/336 325 MAX 229/227 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SWEDEN (ES) (Contd)
ESOE 6
DALT
Orebro
ILS / ILS 01/19 2602 XXX XXX XXX XXX XXX MAX
ESSA 9
DEST
Stockholm Arlanda
VOR / VOR 08/26 2500 345 MAX MAX MAX MAX MAX
SWITZERLAND (LS)
LSGG 9
DEST
Geneva
LSZH 9
DEST
Zurich
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
SYRIA (OS)
OSAP 9
ENRT
Aleppo
NON / ILS 09/27 2910 224/222 223 MAX 160/159 126/128 MAX/87
OSDI 9
DEST
Damascus
VOR / ILS 05L/23R 3000 362/360 MAX MAX MAX MAX MAX
ILS / VOR 05R/23L 3600 300/297 MAX MAX MAX MAX MAX
TAIWAN (RC)
RCKH 9
DALT
Kaohsiung
ILS / LOC 09/27 2700 275/272 344 MAX MAX MAX MAX
RCTP 9
Taipei - Chiang Kai DALT

Shek
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
TANZANIA (HT)
HTDA 9
DEST
Dar-es-Salaam
ILS / VOR 05/23 3000 MAX/347 368 MAX MAX MAX MAX
HTKJ 9
DALT
Kilimanjaro
ILS / NON 09/27 3607 MAX 370 MAX MAX MAX MAX
HTMW 7
ENRT
Mwanza
VOR / CIR 12/30 3017 NOT NOT NOT 215/212 168/XXX MAX
HTZA 7
ENRT
Zanzibar
NON/DME 18/36 2462 286/287 297 229 194/193 165/MAX MAX/85
THAILAND (VT)
VTBD 9
Bangkok - Don DALT

Mueang Intl
VOR / ILS 03R/21L 3150 312/309 MAX MAX MAX MAX MAX
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
THAILAND (VT) (Contd)
VTBS 10
Bangkok - Suvarnab- DEST

humi
VTBU 8
DALT
Rayong
VTCC 9
DALT
Chiang Mai
VOR / ILS 18/36 3100 339/336 355 MAX 204/202 165/MAX MAX
VTSB 7
ENRT
Surat Thani
VOR / ILS 04/22 3000 NOT NOT XXX 215 168/XXX MAX
VTSP 9
DALT
Phuket
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
TOGO (DX)
DXXX 8
DALT
Lome
Note : B777 / A346 - For emergency only, Runway 22: Landing - must exit via Taxiway
A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not
suitable for B777 / A346.
TUNISIA (DT)
DTMB 9
DALT
Monastir
ILS / VOR 07/25 2950 300/298 306 237 208/205 MAX/164 MAX
DTTA 9
DEST
Tunis
VOR / ILS 11/29 2840 225/220 205 174 152/151 128/130 68/67
DTTJ 9
DALT
Djerba
ILS / VOR 09/27 3100 309/307 314 246 215/212 MAX MAX
DTTX 8
ENRT
Sfax
VOR/VOR 15/33 3000 NOT NOT XXX MAX/230 MAX MAX
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
TURKEY (LT)
LTAC 9
DALT
Ankara
ILS / ILS 03R/21L 3750 MAX 375 MAX MAX MAX MAX
Note :Apron 4 & 5 authorized. Appropriate parking stands: 101, 102, 107, 116 & 118 120.
LTAF 9
ENRT
Adana
Note : Taxiways H1 and K not authorized. Appropriate parking stands: Apron 1 stands 1,16
&17. Apron 2 & 3 stands 57 59; 62 65; 68 72.
LTAI 9
DALT
Antalya
NON / VOR 18R/36L 2990 224/220 198 162 143/142 120/122 68/66
Note : Appropriate parking stands : Apron 1 stands 1 to 6; Apron 2 stands 24 to 26.
LTAJ 8
ENRT
Gaziantep
VOR/VOR 10L/28R 2870 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
LTBA 10
DEST
Istanbul - Ataturk
ILS/ILS 06/24 2300 MAX MAX MAX MAX MAX MAX
NON/ILS 18R/36L 3000 MAX MAX MAX MAX MAX MAX
LTBJ 9
DALT
Izmir
VOR / VOR 16R/34L 3240 MAX MAX MAX MAX MAX MAX
Note : Appropriate parking stands : Apron 1 stands 1 to 6; Apron 2 stands 24 to 26.
LTBS 9
ENRT
Mugla
ILS / CIR 01L/19R 3000 MAX MAX MAX MAX MAX MAX
ILS / CIR 01R/19L 3000 329/326 MAX MAX MAX MAX MAX
LTCC 9
ENRT
Diyarbakir
VOR/VOR 16/34 3549 NOT NOT XXX MAX MAX MAX
Operating hours: 0500-1930UTC. Check notams for latest operating hours

LTCE 8
ENRT
Erzurum
VOR / ILS 08L/26R 3810 223/221 284 XXX MAX MAX MAX
Operating hours: 0430-2000UTC. Check notams for latest operating hours.
REV 08R
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
TURKEY (LT) (Contd)
LTCF 7
ENRT
Kars
Operating hours: 0500-1300UTC Tue, Wed, Fri, Sat, Sun / 0400-1300 Mon & Thu. Check
notams for latest operating hours
LTCG 8
ENRT
Trabzon
LTCS 9
ENRT
Sanliurfa/Gap
VOR/VOR 04/22 4000 MAX MAX MAX MAX MAX MAX
Note : Check NOTAM for airport optg hrs. Parking limitation for aircraft larger than Code C.
LTFH 8
ENRT
Samsun
LTFJ 9
ENRT
Istanbul - Sabiha
TURKMENISTAN (UT)
UTAA 7
DALT
Ashgabat
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
UGANDA (HU)
HUEN 9
DALT
Entebbe
UKRAINE (UK)
UKBB 8
ENRT
Kyiv
ILS / ILS 18L/36R 4000 302/300 380 XXX MAX MAX MAX
ILS / ILS 18R/36L 3500 NOT NOT XXX 151/149 163/XXX MAX
UKFF 7
ENRT
Simferopol
ILS / ILS 01/19 3706 275/272 308 NOT 215/212 164/MAX MAX/84
UKLL 7
ENRT
Lviv**
ILS / ILS 13/31 2510 182/181 NOT NOT NOT NOT NOT
UNITED ARAB EMIRATES (OM)
OMAA 9
DEST
Abu Dhabi
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
UNITED ARAB EMIRATES (OM) (Contd)
OMAL 9
DALT
Al Ain
OMDB 10
DEST
Dubai
ILS / ILS 12R/30L 3880 MAX 367 MAX MAX MAX MAX
OMSJ 9
DALT
Sharjah
VOR / ILS 12/30 3706 MAX/347 349 MAX 231/229 MAX MAX
UNITED KINGDOM (EG)
EGAA 8
ENRT
Belfast
VOR/ILS 07/25 2780 330/326 MAX MAX MAX MAX MAX
EGBB 9
DALT
Birmingham
ILS / ILS 15/33 2279 MAX 361 XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
UNITED KINGDOM (EG) (Contd)
EGCC 9
DEST
Manchester
ILS / VOR 05R/23L 2864 300/297 MAX MAX MAX MAX MAX
EGFF 7
ENRT
Cardiff
ILS / ILS 12/30 2134 324/321 315 XXX 208 MAX MAX
EGKK 9
DEST
London - Gatwick
NONE 08L/26R 2148 345/341 MAX MAX MAX MAX MAX
ILS / ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX MAX
EGLL 10
DEST
London - Heathrow
EGNX 8*
ENRT
East Midlands
ILS / ILS 09/27 2713 347/344 366 XXX MAX MAX MAX
Note : RFF 9 available on request.
REV 08Q
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
UNITED KINGDOM (EG) (Contd)
EGPF 8
DALT
Glasgow
ILS / ILS 05/23 2353 313/308 362 XXX MAX MAX MAX
EGPH 7
ENRT
Edinburgh
ILS / ILS 06/24 2347 NOT 365 NOT MAX XXX XXX
EGPK 7
ENRT
Prestwick
EGSS 8
DALT
London - Stansted
ILS / ILS 05/23 3048 317/315 MAX XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
UNITED STATES (KZ)
KATL 9(E)
DALT
Atlanta
ILS / ILS 10/28 2743 MAX MAX MAX MAX XXX XXX
ILS / ILS 08L/26R 2743 MAX MAX MAX MAX XXX XXX
ILS / ILS 08R/26L 3048 MAX MAX MAX MAX XXX XXX
KAUS 8(D)
DALT
Austin-Bergstrom Intl
KBDL 8(D)
DALT
Windsor Locks
KBFI 5
ENRT
Boeing Field / King
Co Intl
ILS / ILS 13R/31L 2780 MAX MAX MAX XXX XXX XXX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
UNITED STATES (KZ) (Contd)
KBGR 9(E)
ENRT
Bangor
KBOS 9(E)
DALT
Boston
NON / ILS 09/27 2134 MAX MAX MAX MAX XXX XXX
NON/NON 04L/22R 2148 MAX MAX MAX MAX XXX XXX
KBNA 7(C)
ENRT
Nashville, TN
VOR / ILS 13/31 2892 242/240 236 193 167/165 139/141 75/73
ILS / NON 02C/20C 2439 290/287 341 MAX 230/228 MAX MAX/91
ILS / ILS 02L/20R 2348 313/308 369 MAX 230/228 MAX MAX
Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Exer-
cise caution on twys. 180deg turns not allowed.
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
* KBTV 6(B)
Burlington (0500- ENRT

2000)
IILS / ILS 15/33 2384 MAX NOT NOT MAX XXX XXX
* KBTV - The following applies to this airport :

1) Airport authorized for emergency use by B777,A346, A333
2) TWYs D & F - Not Authorized
3) Parking stands - Co-ordinate with local authorties
4) Due RFF category - Not authorized for use as Dest, Dest Altn or "Enroute Fuel alternate"
KBUF 8(D)
ENRT
Buffalo
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KBWI 8(D)
DALT
Baltimore
KCLE 7(C)
DALT
Cleveland
ILS / ILS 06L/24R 2743 MAX NOT MAX MAX XXX XXX
ILS / ILS 06R/24L 2743 MAX NOT MAX MAX XXX XXX
KCLT 8(D)
ENRT
Charlotte
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KCVG 8(D)
DALT
Cincinnati
ILS / ILS 18C/36C 3353 MAX MAX MAX MAX XXX XXX
KDFW 9(E)
Dallas Fort Worth DALT

Texas
NON / ILS 13L/31R 2553 MAX MAX MAX MAX MAX MAX
ILS / VOR 13R/31L 2835 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KDTW 9(E)
ENRT
Detroit
NDB / NON 03L/21R 2591 MAX MAX MAX MAX XXX XXX
ILS / VOR 04R/22L 3658 MAX MAX MAX MAX XXX XXX
NON / ILS 09L/27R 2654 MAX MAX MAX MAX XXX XXX
NON / NON 09R/27L 2591 MAX MAX MAX MAX XXX XXX
KEWR 9(E)
DEST
Newark
KGEG 7
ENRT
Spokane Intl
NONE 07/25 2499 MAX MAX MAX MAX XXX XXX
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OM PART C CHAPTER 5
ROUTE AND AERODROME
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KGSO 7(C)
ENRT
Greensboro
ILS / ILS 05/23 3048 MAX NOT MAX MAX XXX XXX
KIAD 9(E)
DEST
Washington
ILS / ILS 01C/19C 3505 305/302 MAX MAX MAX MAX XXX
ILS / NON 12/30 3200 MAX MAX MAX MAX MAX XXX
KIAH 9(E)
DEST
George Bush Inter-
continental - Houston
ILS / ILS 08L/26R 2743 278/276 MAX 362 MAX MAX MAX
NONE / ILS 15L/33R 3657 MAX MAX 376 MAX MAX MAX
ILS / NONE 15R/33L 3047 251/249 327 261 217/215 170/MAX MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KIND 8(D)
ENRT
Indianapolis, Indiana
KJAN 7(C)
ENRT
Jackson
ILS / NON 16L/34R 2590 309/307 332 262 218/216 XXX XXX
NON / ILS 16R/34L 2590 264/261 308 245 206/203 XXX XXX
KJFK 9
DEST
New York
KLIT 7(C)
ENRT
Little Rock
ILS / ILS 04L/22R 2431 279/275 325 364 218/215 166/MAX MAX
ILS / ILS 04R/22L 2195 279/275 325 364 218/215 166/MAX MAX
Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Twys A
& P nor allowed for A330, A346 & B777.
1) LDG RWY22R - Exit via G or RWY end via F - H or J to apron.

2) LDG RWY04L - Exit via J or M towards apron.
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KMCI 7(C)
ENRT
Kansas City
ILS / ILS 01L/19R 3292 348/344 376 MAX MAX XXX XXX
ILS / ILS 01R/19L 2896 348/344 376 MAX MAX XXX XXX
KMEM 7(C)
ENRT
Memphis
KMDT 7(C)
ENRT
Harrisburg
ILS / ILS 13/31 3048 MAX NOT NOT MAX/NOT XXX XXX
KMHT 7(C)
ENRT
Manchester
ILS / ILS 17/35 2332 MAX NOT NOT MAX/NOT MAX MAX
KMKE 7(C)
ENRT
Milwaukee
ILS / ILS 01L/19R 2714 279/275 324 262 218/215 166/MAX MAX/86
ILS / LOC 07R/25L 2233 279/275 324 262 218/215 166/MAX MAX/86
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KMSP 9(E)
ENRT
St. Paul Intl Minne-
apolis
LOC / LOC 04/22 2882 320/317 380 MAX MAX MAX MAX
LOC / ILS 17/35 2438 320/317 380 MAX MAX MAX MAX
KMSY 8(D)
DALT
Armstrong New
Orleans Intl
ILS / LOC 01/19 2134 303/300 356 MAX MAX MAX MAX
KOKC 7(C)
ENRT
Oklahaoma City
NON / NON 13/31 2377 319/316 345 275 227/225 MAX MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KORD 9(E)
DALT
Chicago
LOC / LOC 04L/22R 2286 MAX MAX MAX MAX MAX MAX
KPAE 5
DALT
Snohomish Co /
Everett
KPHL 9(E)
DALT
Philadelphia
ILS / ILS 09R/27L 3202 MAX MAX XXX MAX XXX XXX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KPIT 8(D)
DALT
Pittsburgh
VOR / ILS 14/32 2469 MAX MAX MAX MAX XXX XXX
NON / NON 10C/28C 2959 MAX 365 MAX MAX XXX XXX
ILS / VOR 10R/28L 3505 MAX MAX MAX MAX XXX XXX
KRDU 7(C)
ENRT
Raleigh Durham
KRFD 7(C)
ENRT
Chicago / Rockford
ILS / LOC 01/19 2499 310/307 332 262 218/216 XXX XXX
ILS / NIL 07/25 3049 313/308 368 MAX MAX XXX XXX
Note : A346 / B777 TWY A, D, J, K, L not authorized. *RFF 9 (D) available 1 hour PPR.
KROC 7(C)*
ENRT
Rochester
KSAT 7(C)
ENRT
San Antonio Intl
ILS / ILS 03/21 2288 263/261 307 245 205/203 157/161 MAX/80
ILS / ILS 12R/30L 2591 263/261 307 245 205/203 157/161 MAX/80
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KSEA 9
DALT
Seattle
ILS / ILS 16C/34C 2873 MAX MAX MAX MAX XXX XXX
KSTL 8(D)
DALT
St. Louis
ILS / ILS 06/24 2241 253/250 290 232 196/193 150/154 MAX/76
ILS / ILS 11/29 2744 279/275 324 262 218/215 166/MAX MAX/86
KSWF 7(C)
DALT
Newburg - Stewart
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
KSYR 7(C)
ENRT
Syracuse
VOR / VOR 15/33 2286 MAX NOT NOT MAX/NOT XXX XXX
KTUL 8(D)
ENRT
Tulsa Intl
ILS / ILS 08/26 2248 287/285 337 275 227/224 MAX MAX/90
UZBEKISTAN (UT)
UTTT 9
ENRT
Tashkent
ILS / ILS 08L/26R 3750 MAX MAX XXX MAX MAX MAX
ILS / NDB 08R/26L 3550 340/336 360 XXX MAX MAX MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
VIETNAM (VV)
VVDN 8
ENRT
Danang
CIR / ILS 17L/35R 3048 305/302 297 XXX 207/203 MAX MAX
CIR / VOR 17R/35L 3059 211/206 NOT XXX 139/137 117/XXX 66 / 64
VVNB 8
ENRT
Hanoi
ILS / VOR 11L/29R 3200 279/275 329 264 227/223 MAX MAX/89
ILS / VOR 11R/29L 3800 297/294 354 MAX MAX MAX MAX
VVTS 9
DEST
Hochiminih
VOR / ILS 07L/25R 3048 287/283 337 273 MAX/230 170/MAX MAX/89
VOR / ILS 07R/25L 3059 307/302 365 355 MAX MAX MAX
YEMEN (OY)
OYAA 9
DALT
Aden
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name

IAP RWY
(m) 772 / 3 346 343 332 / 3 300 / 10 320 / 1
YEMEN (OY) (Contd)
OYRN 7
DALT
Mukalla
OYSN 9
DEST
Sanaa
ILS / VOR 18/36 2977 NOT NOT NOT MAX MAX MAX
ZAMBIA (FL)
FLLS 9
ENRT
Lusaka
ZIMBABWE (FV)
FVBU 6
ENRT
Bulawayo
ILS / NON 13/31 2588 NOT NOT NOT 185/182 157/XXX MAX/85
FVHA 9
DALT
Harare
ILS / VOR 05/23 4725 324/321 299 254 211/209 MAX MAX
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
5.2 ETOPS APPROVED ENROUTE AIRPORTS
5.2.1 Introduction
This section serves two distinct purposes, primarily to define the area in which ETOPS
operation is permitted, and lists the ETOPS adequate airports chosen using the assumption
in paragraph below and approved by Qatar Civil Aviation Authority (QCAA) for 120 minutes
ETOPS operations.
Note 1 : All company twin engined aircraft are approved by the QCAA for ETOPS.
Note 2 : Bomabardier-Challenger fleet may operate up to 120 minutes from an adequate

Aerodrome without ETOPS approval in accordance with QCAR 1.245.
5.2.1.1 Assumptions
Runway width of 45 m or better.
LDA of 2100 m or better.

Airport operations of H24 or if prior permission is required, Qatar Airways has permission
to operate outside the normal hours of operations.
Fire category of 4 or better.

No category C airport.
ATC, Meteorological and air information services offices and lighting are available.
A turning loop or exit at the end of the runway is available unless the runway width is 60m
or better.
Runway PCN is displayed for information and is not limiting in case of an emergency.
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5.2.2 Example
(1) : Area of operations with the following details :
ICAO Code : 4 letter ICAO code of airport.
Location (Airport Name) : Location of the airport, however, if more than one
airport exist in a location then the name of the airport is mentioned next to it.
IAP available.
(5) : Represents the weight of the airplane in tons for the runway.
MAX means maximum structural take-off weight.

NOT means not allowed.
XXX means structural take-off weight not yet defined
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5.2.3 Area of Operations : Arabian Sea / Indian Ocean
ETOPS operations over Arabian Sea / Indian Ocean is applicable for all twin engined
aircraft. The following en-route alternates are declared.
IAP RWY LDA MAX Pavement Weight in Tons for

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
FIMP
ILS/VOR 14/32 3040 MAX MAX MAX MAX
Mauritius
FMCH
ILS/CIR 02/20 2900 XXX MAX MAX MAX
Moroni
FMEE ILS/CIR 14/32 2315 314/311 217/215 MAX MAX
St. Denis CIR/VOR 12/30 3080 314/311 217/215 MAX MAX
FMMI
ILS/VOR 11/29 3100 NOT MAX MAX MAX
Antananarivo
FSIA
VOR/ILS 13/31 2682 333/329 MAX MAX MAX
Seychelles
OBBI ILS / ILS 12L/30R 3657 MAX MAX MAX MAX
Bahrain VOR/VOR 12R/30L 2222 MAX MAX MAX MAX
OEDF ILS / ILS 16L/34R 4000 MAX MAX MAX MAX
Dammam ILS / ILS 16R/34L 4000 MAX MAX MAX MAX
OKBK ILS / ILS 15L/33R 3500 MAX MAX MAX MAX
Kuwait ILS / ILS 15R/33L 3400 300/297 MAX MAX MAX
OMAA ILS / ILS 13R/31L 4100 MAX MAX MAX MAX
Abu Dhabi ILS / ILS 13L/31R 4100 MAX MAX MAX MAX
OMAL
ILS / VOR 01/19 4000 MAX MAX MAX MAX
Al Ain
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ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
OMDB ILS / ILS 12L/30R 3600 MAX MAX MAX MAX
Dubai ILS / ILS 12R/30L 3880 MAX MAX MAX MAX
OMSJ
VOR / ILS 12/30 3760 MAX/347 231/229 MAX MAX
Sharjah
OOMS
ILS / ILS 08/26 3165 MAX MAX MAX MAX
Muscat
OOSA
VOR / ILS 07/25 3340 MAX MAX MAX MAX
Salalah
OPKC NON / ILS 07L/25R 3200 273/270 228/226 MAX MAX
Karachi NON / ILS 07R/25L 3400 MAX MAX MAX MAX
OPNH
VOR / VOR 02/20 2743 269/264 MAX MAX MAX
Nawabshah
OTBD
Doha
OYAA
ILS / NDB 08/26 3100 MAX MAX MAX MAX
Aden
OYRN
CIR / VOR 06/24 3000 340/336 MAX MAX MAX
Mukalla
VAAH
VOR / ILS 05/23 3505 333/331 231/229 MAX MAX
Ahmedabad
VABB ILS / ILS 09/27 2963 MAX MAX MAX MAX
Mumbai ILS / VOR 14/32 2517 MAX MAX MAX MAX
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ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
VOBL
Banagalore
VOCI
VOR / ILS 09/27 3400 340/336 MAX MAX MAX
Cochin
VOTV
VOR / ILS 14 / 32 2992 310/307 226 / 223 MAX MAX
Thiruvananthapuram
VRMM
VOR / ILS 18/36 2910 MAX/NOT MAX MAX MAX
Male
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5.2.4 Area of Operations : Bay of Bengal
ETOPS operations over Bay of Bengal is applicable for all twin engined aircraft. The
following en-route alternates are declared.

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
OPLA VOR / VOR 18R/36L 2743 278/276 205/204 160/163 MAX
Lahore VOR / ILS 18L/36R 3360 MAX MAX MAX MAX
OPPS
VOR / VOR 17/35 2743 223 223 MAX MAX
Peshawar
OPRN
CIR / ILS 12/30 2743 263/259 219/216 167/MAX MAX
Islamabad
RPLB
VOR / NON 07/25 2744 317/311 MAX MAX MAX
Subic Bay
RPLC NONE 02L/20R 342 297/295 MAX MAX MAX
Angeles City ILS / ILS 02R/20L 3200 315/312 MAX MAX MAX
RPLL
Manila
RPVM
Lapu-Lapu
VANP
VOR / ILS 14/32 3200 NOT NOT NOT MAX
Nagpur
VCBI
Katunayake
VECC VOR / VOR 01L/19R 2749 243/244 178 /176 140 / 142 MAX / 80
Kolkata ILS / ILS 01R/19L 3200 MAX MAX MAX MAX
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ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
VGEG
Chittagong
VGZR
Dhaka
VIDP VOR / ILS 09/27 2661 MAX MAX MAX MAX

Delhi
VOHS
Hyderabad
VOMM
Chennai
VTBD ILS / ILS 03L/21R 3700 312/309 MAX MAX MAX
Bangkok -
VOR / ILS 03R/21L 3150 312/309 MAX MAX MAX
Don Mueang Intl
VTBS ILS / ILS 01L/19R 3700 MAX MAX MAX MAX
Bangkok -
ILS / ILS 01R/19L 4000 MAX MAX MAX MAX
Suvarnabhumi
VTCC
VOR / ILS 18/36 3100 339/336 204 / 202 165/MAX MAX
Chiang Mai
VTSP
Phuket
VVNB ILS / VOR 11L/29R 3200 279/275 227 / 223 MAX MAX / 89
Hanoi ILS / VOR 11R/29L 3800 297/294 MAX MAX MAX
VYYY
NDB / ILS 03/21 2470 243/240 MAX/ 202 MAX/164 MAX
Yangon
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ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
WBKK
ILS / VOR 02/20 2500 336/332 MAX MAX MAX
Kota Kinabalu
WBSB
Bandar ILS / ILS 03/21 3658 325/322 MAX MAX MAX

Seri Begawan
WIMM
ILS / CIR 05/23 2625 328/326 MAX MAX MAX
Medan
WMKJ
Johor Bahru
WMKK ILS / ILS 14R/32L 4000 327/325 MAX MAX MAX
Kuala Lumpur ILS / ILS 14L/32R 4019 MAX/345 MAX MAX MAX
WMKP
Penang
WSSS ILS / ILS 02L/20R 3260 MAX MAX MAX MAX
Singapore - Changi ILS / ILS 02C/20C 4000 MAX MAX MAX MAX
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5.2.5 Area of Operations : Central Asia
ETOPS operations over Central Asia is applicable for all twin-engined aircraft. The following
en-route alternates are declared.

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
LTAC ILS / ILS 03L/21R 3400 336/333 MAX MAX MAX
Ankara ILS / ILS 03R/21L 3750 MAX MAX MAX MAX
OIIE
Tehran VOR / ILS 11/29 4200 MAX MAX MAX MAX

Imam Khomaini
OIII VOR / VOR 11L/29R 3992 347/342 MAX MAX MAX
Tehran - Mehrabad VOR / ILS 11R/29L 4038 324/321 220 / 218 MAX MAX
OIMM VOR / ILS 13L/31R 3776 340/336 MAX MAX MAX
Mashhad VOR / VOR 13R/31L 3886 340/336 MAX MAX MAX
OISS NON / ILS 11R/29L 4259 MAX MAX MAX MAX
Shiraz NON / VOR 11L/29R 4342 MAX MAX MAX MAX
OSAP
NON / ILS 09/27 2910 224/222 160/159 126/128 MAX / 87
Aleppo
UAAA ILS / ILS 05L/23R 4500 345/341 XXX MAX MAX
Almaty ILS / ILS 05R/23L 4398 264/260 206/203 157/161 MAX/81
UAFM
ILS / ILS 08/26 4200 319/314 MAX MAX MAX
Bishkek
UDYZ
ILS / CIR 09/27 3850 325/322 MAX MAX MAX
Yerevan
UBBB ILS / ILS 16/34 2700 264/261 245/307 157/160 MAX / 80
Baku ILS / ILS 18/36 3065 MAX MAX MAX MAX
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MAX Pavement Weight in Tons for

ICAO LDA
IAP RWY Aircraft
(m)
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
UBBN ILS/NON 14L/32R NOT NOT NOT NOT
Nackchivan ILS/ILS 14R/32L MAX MAX MAX MAX
UKBB ILS / ILS 18L/36R 4000 302/300 MAX MAX MAX
Kyiv ILS / ILS 18R/36L 3500 NOT 151 / 149 163/XXX MAX
UKFF
ILS / ILS 01/19 3706 275/272 215/212 164/MAX MAX / 84
Simferopol
ULLI ILS / ILS 10L/28R 3397 310/307 MAX MAX MAX
St. Petersburg ILS / ILS 10R/28L 3780 310/307 205 / 203 156/XXX MAX / 87
UMMS
ILS / ILS 13/31 3640 268/264 208/206 159/163 MAX/82
Minsk
URMM
ILS / ILS 12/30 3900 218/215 184 / 180 133/XXX 76 / 74
Mineralnyye Vody
UTAA
ILS / ILS 12L/30R 3800 317/311 MAX MAX MAX
Ashgabat
UTTT ILS / ILS 08L/26R 3750 MAX MAX MAX MAX
Tashkent ILS / NDB 08R/26L 3550 340/336 MAX MAX MAX
UUDD NONE 14C/32C 2600 338/332 MAX MAX MAX
Moscow - ILS / ILS 14L/32R 3794 297/295 MAX MAX MAX

Domodedovo ILS / ILS 14R/32L 3500 338/332 MAX MAX MAX
UUEE ILS / ILS 07L/25R 3550 327/323 MAX MAX MAX
Moscow -
ILS / ILS 07R/25L 3702 294/291 MAX MAX MAX
Shermetyevo
UUWW ILS / ILS 02/20 3000 235/233 178/177 140/142 MAX / 93
Moscow - Vnukovo ILS / ILS 06/24 3000 NOT NOT NOT 63/61
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5.2.6 Area of Operations : East Africa
ETOPS operations over East Africa is applicable for all twin-engined aircraft. The following
en-route alternates are declared.

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
FACT
Cape Town
FAJS ILS / VOR 03L/21R 4418 MAX MAX MAX MAX
Johannesburg ILS / ILS 03R/21L 3400 324/321 220/217 MAX MAX
FQMA
NON / ILS 05/23 3660 276/275 185 / 182 157/XXX MAX/85
Maputo
FVHA
ILS / VOR 05/23 4725 324/321 211/209 MAX MAX
Harare
FWKI
Lilongwe
HAAB CIR / ILS 07R/25L 3440 334 185 / 182 MAX MAX
Addis Abeba CIR / ILS 07L/25R 3325 247/245 171 140/143 MAX
HDAM
VOR/ILS 09/27 2928 325/322 368 MAX MAX
Djibouti
HKMO
VOR/ILS 03/21 3350 MAX MAX MAX MAX
Mombasa
HTDA
ILS/VOR 05/23 3000 MAX/347 MAX MAX MAX
Dar-es-salam
HKJK
Nairobi - ILS / VOR 06/24 4117 MAX MAX MAX MAX

Jomo Kenyatta
HSSS
ILS/ILS 18/36 2980 MAX MAX MAX MAX
Khartoum
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5.2.7 Area of Operations : Japan / North China
ETOPS operations over Japan / North China is applicable for A330 and B777 aircraft only.
The following en-route alternates are declared.

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
RJBB ILS / ILS 06L/24R 4000

MAX MAX MAX MAX
Osaka - Kansai ILS / ILS 06R/24L 3500
RJFF
Fukuoka
RKSI ILS / ILS 15L/33R 3750 MAX MAX MAX MAX

Seoul - Incheon

ZBAA
ILS / ILS 18L/36R 3800 MAX MAX MAX MAX
Beijing ILS / ILS 18R/36L 3200 MAX MAX MAX MAX
ZBHH
ILS / ILS 08/26 3600 265/268 195/233 MAX MAX
Hohhot
ZBTJ
Tianjin
ZBYN
Taiyuan
ZHHH
Wuhan
ZLLL
Lanzhou
ZLXY
Xian
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ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
ZSFZ
Fuzhou
ZSHC
Hanghzhou
ZSJN
Jianan
ZSNJ
Nanjing
ZSPD ILS / ILS 17/35 4000 MAX MAX MAX MAX
Shanghai - ILS / ILS 16/34 3800 MAX MAX MAX MAX

Pudong ILS / ILS 17R/35L 3400 MAX MAX MAX MAX
ZSSS
Shanghai - ILS / ILS 18/36 3200 339/335 MAX MAX MAX
Hongqiao
ZUUU
Chengdu
ZWSH
Kashi
ZWTN
VOR / ILS 11/29 3200 272/268 212/209 162/MAX MAX/83
Hotan
ZWWW
Urumqi
ZYTL
Dalian
ZYTX
Shenyang
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5.2.8 Area of Operations : North Atlantic / North America
ETOPS operations over the North Atlantic is applicable for B777 and A330 aircraft only. The
following en-route alternates are declared.

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
BIKF ILS / ILS 02/20 3048 MAX MAX MAX MAX
Keflavik ILS / ILS 11/29 3052 MAX MAX MAX MAX
CYFB
LOC / ILS 17/35 2621 MAX MAX MAX MAX
Iqaluit
CYEG ILS / ILS 12/30 3109 334/332 MAX MAX MAX
Edmonton Intl ILS / ILS 02/20 3353 MAX MAX MAX MAX
CYHZ LOC / ILS 05/23 2682 MAX MAX MAX MAX
Halifax ILS / NON 14/32 2347 MAX MAX MAX MAX
CYJT
NON / ILS 09/27 3048 MAX MAX MAX MAX
Stephenville
CYQX ILS / VOR 03/21 3109 MAX MAX MAX MAX
Gander ILS / NON 13/31 2713 MAX MAX MAX MAX
CYYR ILS / NDB 08/26 3367 MAX MAX MAX MAX
Goose Bay NONE 16/34 2920 MAX MAX MAX MAX
CYYT ILS / ILS 11/29 2591 MAX MAX MAX MAX
St. Johns ILS / NDB 16/34 2134 MAX MAX MAX MAX
CYOW ILS / LOC 07/25 2438 MAX MAX MAX MAX
Ottawa VOR/ILS 14/32 3048 MAX MAX MAX MAX
CYQB
VOR/VOR 06/24 2743 281/278 MAX MAX MAX
Quebec
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ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
CYQM
NDB/ILS 11/29 2438 332 229/227 MAX MAX
Moncton
CYXE
ILS / NDB 09/27 2554 325/322 XXX XXX XXX
Saskatoon
CYVR ILS / ILS 08L/26R 3030 334/332 MAX MAX MAX

Vancover
ILS / NON 12/30 2225 334/332 MAX MAX MAX
CYUL ILS / LOC 10/28 2134 MAX MAX MAX MAX

Montreal
ILS / ILS 06R/24L 2926 XXX/305 MAX MAX MAX
CYWG ILS / ILS 13/31 2652 MAX MAX MAX MAX
Winnipeg James
Armstron Intl
CYYC ILS / ILS 10/28 2438 302/229 229/227 MAX MAX
Calgary Intl ILS / ILS 16/34 3863 MAX 215/214 MAX MAX
CYYZ ILS / ILS 05/23 3242 MAX MAX MAX MAX

Toronto
EGAA
Belfast
EGPF
Glasgow
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ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
EGPK
Prestwick
EIDW
Dublin
EINN
Shannon
ENBO
ILS / ILS 07/25 2794 291/289 205/203 167/MAX MAX
Bodo
ENBR
Bergen
ENGM ILS / ILS 01L/19R 3600 MAX MAX MAX MAX
Oslo - Gardermoen ILS / ILS 01R/19L 2950 MAX MAX MAX MAX
ENZV ILS / VOR 17/35 2199 340/336 MAX/232 MAX MAX
Stavanger ILS / ILS 18/36 2495 340/336 MAX/232 MAX MAX
KATL ILS / ILS 10/28 2743 MAX MAX XXX XXX
ILS / ILS 08L/26R 2743 MAX MAX XXX XXX
ILS / ILS 08R/26L 3048 MAX MAX XXX XXX

Atlanta
ILS / ILS 09L/27R 3624 MAX MAX XXX XXX
KBOS NON/ILS 09/27 2134 MAX MAX XXX XXX
NON/NON 04L/22R 2148 MAX MAX XXX XXX
Boston ILS / ILS 04R/22L 2684 MAX MAX XXX XXX
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AIRPORTS

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
KDFW NON / ILS 13L/31R 2553 MAX MAX MAX MAX
ILS / VOR 13R/31L 2835 MAX MAX MAX MAX
ILS / ILS 17R/35 4085 MAX MAX MAX MAX
Dallas Fort Worth ILS / ILS 17L/35R 2591 MAX MAX MAX MAX
ILS / ILS 17C/35C 4085 MAX MAX MAX MAX
KIAD ILS / ILS 01C/19C 3505 305/302 MAX MAX MAX
Washington ILS / ILS 01R/19L 3505 MAX MAX MAX MAX
KIAH ILS / ILS 09/27 3048 MAX MAX MAX MAX

George Bush ILS / ILS 08R/26L 2865 MAX MAX MAX MAX
Intercontinental
Houston ILS / ILS 015L/36R 3657 MAX MAX MAX MAX
ILS / ILS 15R/33L 3047 251/249 217/215 MAX MAX
KJFK ILS / ILS 04L/22R 2638 MAX MAX MAX MAX
New York ILS / ILS 13L/31R 2735 MAX MAX MAX MAX
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ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
KMEM ILS / ILS 09/27 2727 MAX MAX MAX MAX

Memphis ILS / ILS 18C/36C 3389 MAX MAX MAX MAX
KMSP LOC / LOC 04/22 2882 320/317 MAX MAX MAX
ILS / ILS 12L/30R 2323 320/317 MAX MAX MAX
St. Paul Intl Minne-
apolis
LOC / ILS 17/35 2438 320/317 MAX MAX MAX
KPHL ILS / ILS 09L/27R 2896 MAX MAX MAX MAX
Philadelphia ILS / ILS 09R/27L 3202 MAX MAX XXX XXX
KRDU ILS / ILS 05L/23R 3048 MAX MAX XXX XXX
Raleigh Durham ILS / ILS 05R/23R 3048 MAX MAX XXX XXX
KSEA ILS / ILS 16L/34R 3627 MAX MAX XXX XXX
Seattle ILS / ILS 16C/34C 2873 MAX MAX MAX XXX
KSTL ILS / ILS 06/24 2241 253/250 196/193 150/154 MAX/76
ILS / ILS 11/29 2744 279/275 218/215 166/MAX MAX/86
Lambert - St Louis ILS / ILS 12L/30R 2744 300/297 MAX MAX MAX
KGEG ILS / ILS 03/21 2744 MAX MAX XXX XXX
Spokane Intl NONE 07/21 2499 MAX MAX XXX XXX
KORD LOC/LOC 04L/22R 2286 MAX MAX MAX MAX
Chicago ILS / ILS 09R/27L 3092 MAX MAX MAX MAX
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AIRPORTS

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 / 10 320 / 1
LPAZ
Santa Maria
LPLA
Lajes
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ROUTE AND AERODROME
AIRPORTS
5.2.9 Area of Operations : West Africa
ETOPS operations over West Africa is applicable for A300, A310, A330 and B777 aircraft
only. The following en-route alternates are declared.

ICAO
(m) Aircraft
Airport Name 772 / 3 332 / 3 300 /10 320 / 1
DNAA
Abuja
DNMA
Maiduguri
DNMM ILS / NON5 18L/36R 2745 MAX MAX MAX MAX
Lagos ILS / VOR 18R/36L 3900 MAX MAX MAX MAX
DNKN ILS / VOR 05/23 2450 243/238 175 120/XXX MAX
Kano ILS / VOR 06/24 3300 MAX MAX MAX MAX
DRRN
Niamey
FKKR
ILS / VOR 09/27 3285 XXX MAX MAX MAX
Garouda
FTTJ
ILS / VOR 05/23 2800 NOT 224/221 MAX MAX
Ndjamena
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OM PART C CHAPTER 5
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AIRPORTS
REV 08R
OM PART C CHAPTER 6
ROUTE AND AERODROME
AIRFIELD BRIEFINGS
TABLE OF CONTENTS
CHAPTER 6 - AIRFIELD BRIEFINGS
6.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.2 Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
6.1.3 Destinations Airfield Category Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
6.2 CATEGORY C AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

6.2.1 Calicut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
6.2.2 Kathmandu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
6.2.3 Sanaa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.2.4 Seychelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.3 CATEGORY B AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

6.3.1 Algiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.3.2 Amman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.3.3 Athens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6.3.4 Bangalore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
6.3.5 Beijing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.3.6 Beirut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.3.7 Damascus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.3.8 Dar Es Salaam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
6.3.9 Geneva . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
6.3.10 Guangzhou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6.3.11 Hong Kong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
6.3.12 Houston. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
6.3.13 Hyderabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
6.3.14 Khartoum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
6.3.15 Lagos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
6.3.16 Madrid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
6.3.17 Mashhad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
6.3.18 Moscow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
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6.3.19 Mumbai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

6.3.20 Nairobi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
6.3.21 Newark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
6.3.22 New York . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
6.3.23 Peshawar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
6.3.24 Shanghai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
6.3.25 Tehran . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
6.3.26 Thiruvananthapuram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
6.3.27 Tunis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
6.3.28 Washington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
6.3.29 Zaragoza . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
6.3.30 Zurich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
6.4 CATEGORY A AIRFIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

6.4.1 Abu Dhabi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
6.4.2 Ahmedabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
6.4.3 Alexandria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
6.4.4 Amsterdam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
6.4.5 Bahrain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
6.4.6 Bali . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
6.4.7 Bangkok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
6.4.8 Berlin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
6.4.9 Cairo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
6.4.10 Cape Town . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
6.4.11 Casablanca . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
6.4.12 Chennai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
6.4.13 Cochin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
6.4.14 Dammam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
6.4.15 Delhi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
6.4.16 Dhaka. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
6.4.17 Doha. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
6.4.18 Dubai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
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6.4.19 Frankfurt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

6.4.20 Hochiminh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
6.4.21 Islamabad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
6.4.22 Istanbul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
6.4.23 Jakarta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
6.4.24 Jeddah . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
6.4.25 Johannesburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
6.4.26 Karachi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
6.4.27 Katunayake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
6.4.28 Kuala Lumpur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
6.4.29 Kuwait . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
6.4.30 Lahore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
6.4.31 Lapu-lapu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
6.4.32 London - Gatwick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
6.4.33 London - Heathrow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
6.4.34 Luxembourg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
6.4.35 Luxor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
6.4.36 Male . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
6.4.37 Manchester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
6.4.38 Manila . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
6.4.39 Milan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
6.4.40 Munich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
6.4.41 Muscat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
6.4.42 Nagpur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
6.4.43 Osaka . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
6.4.44 Paris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
6.4.45 Riyadh. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
6.4.46 Rome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
6.4.47 Seoul. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
6.4.48 Sialkot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
6.4.49 Singapore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307
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6.4.50 Stockholm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311

6.4.51 Tripoli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
6.4.52 Vienna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
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INTRODUCTION
6.1 INTRODUCTION
6.1.1 General
Airfield Briefing :
Airfield briefings are predicated on normal operations and based on the best information
available at the time. Nothing contained in the briefings should override the application of
good airmanship and common sense nor override the requirement of any applicable
State Regulations.
Warning: It is imperative that briefings be read in conjunction with current Jeppesen

documentation and that where any conflicts exists, Jeppesen takes priority.
Qatar Airways has categorised the airfields according to their operational complexity,
based upon an assessment of their terrain characteristics and minimum safe altitude,
approach aids and approach procedures, seasonal weather conditions, performance lim-
itations, and any other unusual characteristics. These are :
1) Category A aerodromes satisfy all of the following requirements :
An approved instrument approach procedure,

At least one runway with no performance limited procedure for take-off and/or landing,
Published circling minima not higher than 1000 feet AGL, and
Night operations capability.
2) Category B aerodromes do not satisfy the Category A requirements or require extra

considerations such as :
Non-standard approach aids and/or approach patterns, or
Unusual local weather conditions, or
Unusual characteristics or performance limitations, or
Any other relevant considerations including obstructions, physical layout, lighting ... etc.
Prior operating to such aerodrome, the Commander shall be briefed, or self briefed.
3) Category C aerodromes require additional considerations to Category B aerodromes.

These aerodromes have a significant factor affecting the complexity and workload of the
flight. The Commander shall undergo training and briefing before flying into these aero-
dromes. The training may be in the form of a simulator or a visit flight into that aerodrome.
Take-off and landing at these aerodromes shall be done by the Captain only.
This chapter is arranged in priority of categorisation order (i.e. Category C, B then A).
Note: The arrival and departure procedures are in addition to the Jeppesen charts.
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INTRODUCTION
Destination Alternates :
The choices of alternate airports for each destination is given at the end of each airfield
briefing and are listed in alphabetical order.
Airports listed here are based on the assumptions below, which do not preclude the selec-
tion of any other airports as alternate after taking into consideration that the deviation from
the prescribed criteria meets the regulatory requirements. When an airport, which is not
listed, is selected as alternate, in exceptional cases, the responsibility for ensuring avail-
ability of the Jeppesen charts in the aircraft library and performance data in LPC before
commencement of the operation rests with the person exercising this option. Company
preferred alternate airports are presented in Bold and Italics. Standard flight planning
policy will ensure the closest selected alternate airport in terms of fuel in the OFP, ensur-
ing that the planning minima are met. When the destination forecast indicates weather
conditions to be marginal (means a high probability of diversion), then it is the responsibil-
ity of the Commander to uplift fuel for the preferred alternate, payload permitting.
Note : For the Bombardier-Challenger fleet, all briefings given in this chapter are
applicable without limitation. Minimum RFF for destination is CAT-4 and for
alternate and en-route is CAT-3.

Runway width of 45 m or better.
LDA of 2100 m or better.

Airport operations available H24 (unless otherwise noted). Approved permission for
operations outside published airport operating hours, where granted, is stated for
individual airports.
Fire category of not less than one step below the required category for the aircraft type.
No category C airport.
A turning loop or exit at the end of the runway is available unless the runway width is
60 m or better.

Max Pavement Weight for aircraft type is considered and may result in landing at a
weight higher than that declared in the airport directory. In such cases, Qatar Airways
has been granted approval to operate at higher weights by the concerned authority.
However, for Alternate Airports PCN is not limiting in case of an emergency.
Note : For the Bombardier-Challenger fleet and due to the potential worldwide
operations, below technical requirements must be verified for authorization by the
Senior Vice-President QTR Executive Jet :
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RFF CAT-4 (destination) and CAT-3 (alternate/en-route)

PCN 17R or 15F (R: Rigid and F: Flexible)
Runway Length Available : Takeoff = 1900m and Landing = 1600m

** For operations beyond these runway requirements, an specific analysis must be done
by QTR Flight Operations Engineering Department
Runway Width 30m
Taxi Way Width 11m.
Notification of errors or suggestion for content shall be conveyed by Journey Log, Pilot
Voyage Report or by the e-mail to opsmanuals@qatarairways.com.qa, so it can be reviewed
and analysed. Notified errors or suggestion to Category B and C aerodromes will be revised
on a priority basis, however Category A aerodromes will be revised as per the normal
revision process of the manual.
6.1.2 Example
(1) : Destination / Alternate airports with the following details :

RFF : Available fire category at the airport for the aircraft.
IAP available.
(5) : Represents the weight of the airplane in tons for the runway. MAX means maximum
structural take-off weight, NOT / N means not allowed due to PCN, RFF or the
aircraft movement limitations i.e. taxiways, parking stand etc (applicable for A346
only). XXX means structural take-off weight not yet defined.
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6.1.3 Destinations Airfield Category Listing

The table below indicates the destination airfields category listing :
NAME OF THE AIRFIELD CATEGORY PAGE NO.
Abu Dhabi A 157
Ahmedabad A 159
Alexandria A 161
Algiers B 35
Amman - Queen Alia B 37
Amsterdam A 163
Athens - Eleftherios Venizelos B 41
Bahrain A 167
Bali A 169
Bangalore B 43
Bangkok - Suvarnabhumi A 173
Beijing B 49
Beirut - Rafik Hariri B 53
Calicut C 13
Berlin - Tegel A 177
Cairo A 181
Cape Town A 185
Casablanca A 187
Chennai A 191
Cochin A 193
Damascus B 55
Dammam A 195
Dar-Es-Salam B 57
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Delhi A 197
Dhaka A 201
Doha A 203
Dubai A 207
Frankfurt - Main A 211
Geneva B 59
Guangzhou B 63
Hong Kong B 69
Hyderabad B 77
Hochiminh A 213
Houston B 73
Islamabad A 219
Istanbul - Ataturk A 223
Jakarta - Soekarno A 225
Jeddah A 229
Johannesburg A 233
Karachi A 237
Katanayake A 239
Kathmandu C 19
Khartoum B 81
Kuala Lumpur A 241
Kuwait A 243
Lagos B 85
Lahore A 245
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Lapu Lapu A 247
London - Gatwick A 249
London - Heathrow A 253
Luxembourg A 259
Luxor A 263
Madrid - Barajas B 89
Male A 265
Manchester A 267
Manila A 271
Mashhad B 93
Milan - Malpensa A 275
Moscow - Domodedovo B 95
Mumbai B 101
Munich A 279
Muscat A 281
Nairobi - Jomo Kenyatta B 105
Nagpur A 283
Newark B 109
New York B 117
Osaka - Kansai A 287
Paris - Charles-De-Gaulle A 291
Peshawar B 129
Riyadh - King Khalid A 295
Rome - Fiumicino A 297
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Sanaa C 27
Seoul - Incheon A 299
Seychelles C 31
Sialkot A 303
Shanghai - Pudong B 133
Singapore - Changi A 307
Stockholm - Arlanda A 311
Tehran - Imam Khomaini B 137
Thiruvananthapuram B 139
Tripoli A 315
Tunis B 141
Vienna A 317
Washington B 145
Zaragoza B 151
Zurich B 155
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CATEGORY C AIRFIELDS
6.2 CATEGORY C AIRFIELDS
6.2.1 CALICUT (VOCL) - INDIA
Name of Airport : Calicut
6.2.1.1 Airfield Data
RFF IAP RWY LDA MAX Pavement Weight in Tons for

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
8* VOR/ILS 10/28 2860 NOT NOT MAX/NOT MAX MAX
(*) RFF 9 available with prior notice.
6.2.1.2 Curfew / Slot limitations
H24 (Consult Notams for temporary closures).
6.2.1.3 General Warning, Cautions and Notes
Caution: Runways are influenced by up/downhill slopes of 0.73%.
Caution: Apron D NOT SUITABLE for Parking.
6.2.1.4 Terrain
The airport is surrounded with hills, valleys, and man-made obstacles located as follows:
Hilltops with elevation of 832ft and 827ft located on bearings 060 & 110 at a distance
of 1.8 & 2.5nm from ARP.
Two man-made obstacles with elevations of 1163ft and 1577ft on bearings 116 &
129 at a distance of 3.9nm from ARP.
Terrain with elevations 3800ft and above, located in approach funnel of RWY28 at 25nm and
beyond. Nearest hill of this range with top elevation 3819ft AMSL located at 26nm on bearing
098.
6.2.1.5 Air Traffic Control
Procedural control is used. During times of holding, aircraft not released from hold until
previous aircraft has landed. It takes 10mins to fly a full ILS procedure to RWY28.
Communication with Fire Station : via ATC tower.
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6.2.1.6 Weather
General
Airport is subject to low ceiling conditions (early morning fog or Low cloud conditions) and this
combined with RWY28 high operating minima may result in extensive holding.
Southwest Monsoon : June - September.

Heavy rain and thunderstorm activity. Visibility is seldom restricted, except during periods of
heavy rains/thunderstorms.
Northeast Monsoon : September - October.

Rain and thunderstorm activity.
November - May :
Generally clear skies with good visibility. Dec. to Mar - temperature range from 18C to 30C,
reaching maximum in May.
6.2.1.7 Arrival Procedures

Runway 10/28 - Requires backtracking which may result in holding.
Circle to land - Prohibited South of RWY due terrain.
Over-run - Both RWY ends have significant vertical drops.
Runway 28 Arrival
Morning arrivals can expect RWY28. Due surrounding terrain, RWY28 published landing
minima is higher than standard ILS minima. Significant terrain (left side) is close to approach
flight path. Terrain is marked by lighted poles.
NAV Aids
ILS / Glide Slope : Oscillation of GP may occur when an aircraft is turning at threshold
turning pad.
Below 200ft G/S is unreliable (Crew report -Nov/08)
PAPI : Very poor and discolored (Crew report - Nov/08)
Lighting - Approach and Runway

Lead-in Lighting (LDIN) : Three (3) Sequence flashing light units. Middle light is offset
16m to the right.
Approach Lights : Simplified high intensity (SALS) 150m in length.
Runway 10 Arrival
Touch-down point is on an up-slope, resulting in potential hard landing.
Approach Lights : Simplified high intensity (SALS) 150m in length.
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6.2.1.8 Ground Maneuvering
In general aerodrome lighting is very poor. Early morning, the apron area is extremely busy,
resulting in aircraft being parked on TWY C.
Runway
Surface Runway pavement is rough and in poor condition
Slope Runway 28 - Significant upslope, see attached pictures
Turning Pads Old marking still visible (Crew Report Nov 08)
Apron
Marking Parking stand numbers difficult to see (Crew Report Nov/08)
Apron Lighting Apron flood lights can make it difficult to see Marshaller until
close-in.
6.2.1.9 Departure Procedures

No SIDs published. Initial departure clearance, expect 6,000ft.
RWY10 - Take-off weight penalty possible
RWY28 - Preferred runway for take-off
6.2.1.10 Destination Alternates
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Location 332 300 / 10 320 / 1

VOBL 9
New ILS/ILS 09/27 4000 MAX MAX MAX
Bangalore
VOCI 8*
VOR/ILS 09/27 3400 MAX MAX MAX
Cochin
VOMM 9
ILS/ILS 07/25 3658 MAX MAX MAX
Chennai
VOTV 8
Thiruvan- VOR/ILS 14/32 2992 226 MAX MAX
thapuram
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6.2.2 KATHMANDU (VNKT) - NEPAL

Name of Airport : Tribhuvan International
ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VNKT 8
VOR / NON 02/20 2930 NOT NOT MAX MAX MAX
Kathmandu
6.2.2.2 Curfew / Slot Restrictions
From 15 Nov to 15 Feb : 0045 - 1845 UTC.
From 16 Feb to 14 Nov : 0015 - 1845 UTC.
An extension may be granted provided Qatar Airways submits a written request with prior co-
ordination with our handling agent (Royal Nepal Airlines).
Caution: Aircraft are not permitted to take-off or land if VOR or DME is inoperative
regardless of weather condition.
Caution: Operation of A333 is approved with the lower RFF, as per Operations Manual,
Part A : General/Basic, Chapter 8.1.2.1.
Caution: There have been violent Anti-government protests, all crews should exercise
caution whilst in the city.
Caution: Fully managed approaches are not authorized
Note: All Take-offs and Landings shall be performed by Captains Only.

Note: Tailwind component for take-off and landing is limited to 10 kts.
Note: Fuel tankering is not allowed if the landing weight needs to be restricted due to
flight safety (adverse weather i.e. tailwind, wet Runways or performance
degradation i.e. brake, thrust reverse and/or spoiler inoperative).
Note: Beware of animals and unauthorised people on the Runway.
Note: During any suspected birds activities do not hesitate to request the airport
authorities for Runway inspection.
Note: Reports have indicated the visibility reported by the tower is unreliable.
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6.2.2.4 Terrain
The airport is situated at 3 NM East of city in the heart of valley with an elevation of 4390
feet AMSL and is surrounded by mountainous terrain in all quadrants.
North : A man made structure on high terrain rises to 4794 feet AMSL within 5 NM and
Terrain up to 8693 feet AMSL within 7 NM.
Northeast : A terrain high point rises to 7805 feet AMSL within 8 NM.
East : A terrain high point rises to 5440 feet AMSL within 6 NM, and 7805 feet AMSL within
9NM.
South - Southeast : A terrain high point rises to 9285 feet AMSL within 10 NM.
West - Southwest : A terrain high point rises to 8365 feet AMSL within 8 NM.
Northwest : A terrain high point rises to 6890 feet AMSL within 7 NM.
Beyond 35 NM Northwest clockwise through East Southeast lies the Himalayan Mountain
range with peaks of 25000 feet AMSL to more than 29000 feet AMSL (Mount Everest)
The standard of ATC is average. English at times is hardly adequate, requiring terminology to
be kept simple.
Inbound : Call Delhi or Kolkata ATC for traffic information affecting your
descent and coordinate your descent with Varanasi on VHF 132.4.
Contact KTM on 126.5/120.6 or 124.7/125.1 when within VHF range
for flight instructions.
Outbound : Request the ADC and FIC numbers from Ground as soon as you are
on-board (before departure) to avoid delays. If the communication
between Ground and Kolkata is not available then the Crew should
call Delhi / Kolkata on HF Radio 10018/10066/5658/ and 6556 or ask
Airport Services Manager to call Flight Dispatch at Doha to obtain
ADC and FIC numbers.
Caution: Follow ATC descent clearance instructions but do not descent below Minimum
Safe Altitude.
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6.2.2.6 Weather
climate is subtropical and is influenced by the Himalayan Mountains. The mountains act as a
barrier separating the continental air mass to the north and the tropical air mass to the south.
Late May to early June is the pre-Monsoon period, generally dry and good but with few
intense thunderstorms and some low clouds. The visibility is occasionally 6 to 8 kms with
mist. The temperature is hot and can reach 34C. The wind easterly, southeasterly and
Southwesterly.
Mid June to Mid September is the monsoon period. Weather is stable with heavy rain
activity at night with few thunderstorms and some low clouds, wind is variable from East,
Southeast and Southwest, generally between 5 to 10 kts with visibility of 8 to 10 kms.
Late September to Mid October is the post monsoon period. Weather is generally very
good and clear with very few thunderstorms in late afternoons and the nights can be
expected with presence of low clouds. Visibility is generally 10 kms, but morning mist can be
expected with a visibility of 2 to 3 kms at some few occasions.
Mid October to end February is the winter season. Weather is generally good with clear
skies most of the times with one or two rainy periods, (moderate rain) for about 12 to 36 hours
during the season, with temperature of approximately -2C in the morning and maximum of
18C in the afternoons (in December, January and February). The visibility is good during the
day but fog is expected at night and morning, clearing by 0930 to 1130 local time. Low clouds
can also be expected. Light fog is expected from early October to mid November and dense
fog from mid November to end of February.
Early March to end of May is the dry season. Weather is dry, unstable and hot with
temperature up to 34C, thus resulting in a very frequent and intense activity of
thunderstorms starting late afternoon, evening for only few hours with heavy clouds cells
moving fast. Low clouds are expected. Surface wind in these conditions can reach 30 to 40
kts (max 55 kts).
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6.2.2.7 Arrival Procedure
Caution: Circling and Visual approaches are prohibited.
FMS / FMGS accuracy check must be performed at Top of Descent (TOD), 50 NM and 25
NM from the airport.
Insert speed restriction 250 kts below FL150, and for the A330 insert speed restriction of
F-speed at RATAN.
At TOD fuel in the trim tank should be transferred FWD (A300).
If holding is required to lose altitude or for traffic, it is recommended to hold at NOPEN

(16 DME on radial 202) with max speed 230 kts. Do not accept any altitude below MSA
until established on the inbound radial.
PF must monitor ROSE VOR (ARC for A300), PNF must monitor ARC (MAP for A300).
Aircraft must be fully configured before 16 DME (for the A330, refer to the procedures
given below).
Selection of FPA or V/S should be lead by 0.3 NM.
Note: Due to altitude constraint profile, high Rate of Descent is required during the
approach phase, especially between 10 DME and 5 DME KTM. For FPA and
V/S refer to the Jeppesen approach charts.
Note: If in doubt at any stage during approach, do not hesitate to go around and
start again.
The aircraft must be stabilized before reaching MDA.
Use of auto brake, as appropriate is recommended.
PAPI installed on Runway 02 unusable beyond 2.5 NM from Runway Threshold due to
high terrain.
Note: The runway has a pronounced hump that gives the impression of a short
runway.
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Caution: Strict control and monitoring of airspeed and flight path is imperative, if the pilot
judges that it will not be possible to start the flare at the correct height with the
correct attitude, sink rate, and thrust, or the pilot starts to feel out of the loop,
then it is time to perform a go-around. While this caution and the following
procedures are applicable at all time, they are reiterated here for emphasis.
Auto Thrust (FBW) : Thrust corrections, in particular with A/THR ON, could lead engines
to temporarily reduce thrust to idle, which may not be desirable close to the ground if the
aircraft level of energy is low. Therefore, in turbulent conditions and when flying manually,
if conditions are such that a large speed decrease is anticipated (idle thrust), the pilot
may, above 100 feet RA, move the thrust levers slightly above CL detent to reduce the
A/THR response time. This will temporarily deactivate and arm the A/THR. As soon as
positive acceleration is achieved, and before the thrust becomes too high, the pilot
should move the thrust levers back to CL detent to resume A/THR operations.
a) Above 100 feet, this possibility should be used in exceptional circumstances (difficult
environmental conditions) and should not become a routine flying technique.
b) Below 100 feet, moving the thrust above the CL detent will result in A/THR
disconnection.
c) In an engine out situation, moving the thrust lever(s) above the MCT detent(s) should
be done carefully, so as not to trigger the GA mode.
Manual Thrust : The A/THR provides the best protection against airspeed excursions
and its use is therefore recommended even in turbulent conditions, unless thrust
variations become excessive or conditions are such that a large speed decrease with
engines at idle is anticipated, then the PF may take over thrust manually to recover the
speed target and continue the approach in manual thrust.
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The A330 fleet has two configuration, they are :
the aircraft which inhibits Speedbrake (SPD BRK) to be used with Flaps Full (only
ACA, ACB, ACC, ACD, ACH, AFN, AFO); and
rest of the fleet which allows the use of SPD BRK with Flaps Full.
Selection of FPA should lead by 0.3 NM. The below procedures apply to the relevant fleet
configurations.
Position ACA, ACB, ACC, ACD, ACH, Rest of the fleet

AFN, AFO (Note 1)
Before reaching CONF 3 Gear Down, CONF FULL Gear Down,

NOPEN SPD selected at VLS SPD managed at VAPP
NOPEN FPA 3.1
10 DME KTM FPA 6.1
Once the aircraft sta- Extend SPD BRK as required

bilized at FPA 6.1
The aircraft speed will increase due to steep descent
IAS > F-SPD MANAGE SPD N/A
FPA 3.2
5 DME KTM
The aircraft speed will decrease due to reduction of descent rate.
VLS + 10 : RETRACT SPD VAPP + 5 :

IAS
BRK, SELECT CONF FULL RETRACT SPD BRK
Note 1: Why this configuration at NOPEN ?
CONF3, because the Flight Control Primary Computer (FCPC) logics

enables to extend the SPD BRK in this configuration, which is needed to
cope with the very steep of 6.11 segment.
VLS, because in the 6.11 path, the IAS increases by around 25 kts. Thus
the IAS at the end of this segment will be 7 kts to 10 kts, lower than F-
SPD was flown on the previous segment. This explains why speed is
selected prior NOPEN at VLS.
Why should SPD BRK only be extended once FPA 6.11 is established?
This is to allow the aircraft to be properly established on the right descent
path angle without being disturbed by the SPD BRK extension. The effect
of the SPD BRK extension on the descent path is negligible, once the
aircraft is established on it. Additionally this prevents any thrust increase
due to VLS rising because of SPD BRK.
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Why MANAGE SPD when IAS > F? Managed Speed will be needed on the third
descent segment in order to automatically decelerate back to VAPP for landing.
Consequently this action done at that time has no effect on the thrust (idle at this time
since speed target cannot be maintained) and is done in a lower workload phase.
Why select CONF FULL so late? On the above A330s, the FCPC logic is such that
SPD BRK extension is inhibited with CONF FULL. Consequently since a 25 kts
deceleration is required on the last segment, it is better to keep CONF 3 SPD BRK
extended till VLS + 10. When the aircraft reaches VLS + 10 (Thrust is still IDLE), SPD
BRK are retracted (VLS then decreases) and CONF FULL may be selected, in order
to reach VAPP.
Note 2: The maneuvering speeds (GD, S, F) have never been defined as the lowest
speed of the authorized speed envelope, and it is obviously allowed to fly
below those speeds provided the A/C speed remains above VLS.
VLS is the lowest selectable speed, with A/THR engaged, and it is the lowest
allowed speed in the AUTHORIZED flight envelope; it is equal to 1,23 VS1g.
Flying at VLS is safe, since this speed provides the required aerodynamic
margin above stall, keeping in mind that, additionally, the airplane is
protected by the flight controls law.
At VLS of a given configuration, it has been demonstrated that the aircraft

can be banked to 40 without triggering a floor or a max protection.
Limited parking stands available for wide-bodied aircraft. Stands 4 to 7 are authorised for
parking provided adjacent stands are vacant. Where doubt on wing tip clearance exists,
request ground assistance.
The special EOSID shall be selected in the Secondary flight plan (FMS).
Disregard 'EO acc alt' from LPC result. Use Acceleration Altitude as indicated on custom-
ized Jeppesen Charts 10-7 / 10-7A.
In case of Engine out departure, navigation accuracy is extremely important. The bank is
limited to 15 below maneuvering speeds with the autopilot engaged (for the FBW family
unless V2 is close to maneuvering speed (S or F) for more details refer to 4.04.30 Pg 6).
If greater bank angles are required then reversion to manual flight should be applied
(FBW Family).
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6.2.2.10 Other Information
Take-off Alternate :
For A300 / A330 Dhaka (VGZR) and Kolkata (VECC) can be used.
For A320 Family Dhaka (VGZR), Kolkata (VECC) and Lucknow (VILK) can be used.
Code (m) Aircraft
Location 332 / 3 300/10 320 / 1
VECC 8 VOR/VOR 01L/19R 2749 178/176 140/142 MAX/80
Kolkata ILS/ILS 01R/19L 3200 MAX MAX MAX
VGEG 7
VOR/ILS 05 / 23 2940 230/N MAX MAX
Chittagong
VGZR 9
ILS/VOR 14/32 3200 MAX MAX MAX
Dhaka
VIDP 9 VOR/ILS 09 / 27 2661 MAX MAX MAX
ILS/ILS 10 / 28 3810 MAX MAX MAX

Delhi
ILS/ILS 11/29 2820 MAX MAX MAX
VILK 6
VOR/ILS 09/27 2585 NOT NOT MAX
Lucknow
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6.2.3 SANAA - YEMEN

Name of Airport : Sanaa International
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OYSN 9
ILS/VOR 18/36 2977 XXX XXX/NOT NOT MAX MAX/N
Sanaa
Caution: Airfield elevation gives a high TAS thus large Radius of turn.
Note: Large birds in vicinity of airport.
Note: At TOD fuel in the trim tank should be transferred FWD (A300).
Note: Fuel tankering is not allowed if the landing weight needs to be restricted due to
flight safety (adverse weather i.e. tailwind, wet Runways or performance
degradation i.e. brake, thrust reverse and/or spoiler inoperative).
Note: Crew to be Familiarised with High Density Altitudes in chapter 4.
6.2.3.3 Terrain
The airport is situated on a salt flat, 7237 feet above sea level and is surrounded by
mountains on the West, South and East up to 3500 feet above airport elevation. Small hills
approximately 300 to 500 feet above airfield level are in the circuit area.
Control from Sanaa extends up to FL 300; Jeddah ACC exercises control above FL 300.
Call Sanaa for traffic information well before top of descent and before ATC hand-over.
The standard of ATC and English encountered can be poor. Use standard and simple
phraseology to reduce the possibility of confusion.
Caution: A careful check of descent clearances against MSAs is required.
An accident in 1987, involving a landing helicopter and a fighter aircraft taking off, highlighted
a split between civil and military ATC. Civil ATC is conducted in English while Military ATC is
conducted in Arabic. The military is supposed to listen out to Civil ATC and make use of gaps
in civil traffic for military movements.
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6.2.3.5 Special EOSIDS

a) At Landing
Shall be used any time the pilots are executing missed approach with single engine in
accordance to Runway 18 or Runway 36.
b) At Take-off (provided the decision is made to return to Sanaa)

For Runway 36: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after
entering the hold over AN NDB at 9600ft : Leave AN NDB to join left downwind descending to
the circle to landing MDA to do the circle to land approach.
For Runway 18: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after
entering the hold over AN NDB : Continue climbing in the hold until achieving your MSA
which is 11200ft and then proceed to NIBAL to carry out either the ILS DME or the VOR DME
approach.
6.2.3.6 Weather
June to September: The dominant feature is thunderstorms. The CBs can build up around
mid-day causing heavy rain and associated turbulence. They normally die down in the
evening. The mornings are relatively clear of CB activity. The highest ambient temperatures
occur during June, July and August. The maximum average being around 28C. The lowest
temperatures occur during November to January, and the minimum average 8C. The
prevailing wind is Northerly, but will be erratic during thunderstorm activity.
Caution: Windshear has been experienced on final approach for both runways.
Thunderstorms and Dust Devils have the potential to generate severe shear.
Caution: Pilot reports indicate that the aircraft tracks to the left of the runway
centreline on the ILS Runway 18.
Warning: Circling is prohibited to the East of airfield.
Warning: Runway 18, missed approach procedure requires 3.4% gradient.
Note: Visual approach - delay can be expected due separation.
Note: Entry to Parking stand 26, the turn is tight, caution advised.
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Preparation for Approach:
Insert speed limit of 250 Kts and FL 200 for descent.

Seat belts SIGN ON not later than top of descent.
Use Auto brake as required.
Use of Reverse Thrust as required.
Aircraft must be at F-Speed before FAF for Runway 18.
Aircraft must be at F-Speed on the ARC for Runway 36.
Note: if required select BRK FAN ON after vacating the runway.
Order of Preferred Approaches :
In IMC or Night :
ILS or VOR to Runway 18 with 10 kts of tailwind or less.

ILS or VOR to Runway 18 to circle to land for Runway 36.
VOR DME-A Runway 36, circle for Runway 36. (No straight-in approach is
allowed)
In VMC Day Light :
ILS or VOR to Runway 18 to circle and land for Runway 36.
Visual Approach using Jeppesen Chart 19-10 provided that visual contact must be
established with the terrain no later than 10 DME. Ensure that you start your
approach initially on the VORDME-A until 13 miles inbound on course 359. Then
follow the profiles on Jeppesen chart 19-10.
NB: On the visual approach the stabilization criteria must be met by 5.5 nms, which
represents 1000ft. If you are not stable at this point, carry-out a go-around.
Note: Tyre speed limitations must be observed if landing with a tailwind component
at or above 10 kts (10 kts or above).
All Engine acceleration altitude is 10,000 feet.
Limit speed to Green dot till MSA.
If weather is hot or APU Bleed pressure is low consider Manual Engine start.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
HDAM 7
VOR/ILS 09/27 2928 XXX XXX/NOT MAX/N MAX MAX
Djibouti
OEJN 9 ILS/ILS 16C/34C 3303 313/308 MAX/369 MAX MAX MAX
ILS/ILS 16L/34R 3690 MAX MAX MAX MAX MAX

Jeddah
ILS/ILS 16R/34L 3803 313/308 MAX/369 MAX MAX MAX
OYAA 9
ILS/NDB 08/26 3100 XXX XXX/MAX MAX MAX MAX
Aden
OYRN 7
CIR/VOR 06/24 3000 XXX XXX/NOT MAX/N MAX MAX
Mukalla
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6.2.4 SEYCHELLES (FSIA) - SEYCHELLES
Name of Airport : Seychelles International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 VOR / ILS 13/31 2682 333 / 329 MAX/MAX MAX MAX MAX
Caution: Uplift of Potable water is authorized.
Warning: Isolated Areodrome operations not allowed to this airport. At least one
destination alternate shall be included in flight plan.
6.2.4.3 Terrain
The airfield is located at the East coast of Mahe, the largest island in the Seychelles group
with an elevation of 10 feet.
Terrain on Mahe reaches 2969 feet AMSL at only 5 NM WNW. 21 NM NW is an island with a
peak to 2467 feet AMSL and 25 NM NE is another reaching 1261 feet AMSL. Closer in and
dominating the airfield the terrain rises rapidly to 1834 feet AMSL at less than 1 NM SW of the
airfield. The approach to Runway 31 is over the sea but immediately to the right of the
threshold is a hill to 203 feet AMSL marked by four red hazard lights. To the left is the rapidly
rising terrain to the SW. Aircraft landing on Runway 13 or taking off from Runway 31
manoeuvre through a 2 NM wide gap formed by St. Annes Island (827 feet AMSL) and the
NE point of Mahe (1503 feet AMSL). 1.5 NM NNW of the Runway 13 threshold is Cerf Island
(354 feet AMSL). There is a possibility of GPWS activation if flying at the safety altitude over
the terrain to the West.
The Air Traffic Control is generally very good.
The VFR traffic are not controlled by the ATC, this affects arrival IFR traffic East of the airfield
for visual procedures.
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6.2.4.5 Weather
The weather is generally hot and humid. There are two seasons the Northwest Monsoon
and Southeast Monsoon.
The Northwest monsoon start from late October to mid May. It is normally the wet season.
This season is normally characterised by generally light and variable winds out of the
Northwest to the East. The humidity is high approximately 85%. Afternoon CBs with torrential
rains are common but usually do not last longer than an hour. Cloud bases can be as low as
1000 ft.
The Southeast monsoon start from May to October. This is normally the dry season with quite
long periods of drought. The winds during this season are much stronger 15 to 25 kts. The
humidity is slightly lower than in the Northwest monsoon. Cloud bases range from 2000 ft to
3000 ft although they can be lower during rain showers.
Weather for SEZ can be obtained from HF frequencies.

Approaches to Runway 13 are visual only.
Caution: Turbulence may be experienced on both approaches, particularly with wind

from westerly quadrants. Downdraft can be severe on short final Runway 13.
When circling through the 2 NM gap to Runway 13, use extreme caution, and in particular
note that a strong SE wind will drift the aircraft towards the high ground of the mainland.
Warning: When circling do not exceed 6 DME ARC due to proximity of high ground
West and Northwest of airfield.
Note: The PAPI installed for Runway 13 is offset 5 to the Northeast and should not
be used beyond 2.6 NM from the threshold.
Final approach to Runway 13 is made quite close to the islands cliff face. Turbulence and
downdraft must be anticipated and will vary from light to severe; the most adverse conditions
being strong gusting SW winds. Closer in on finals, be prepared for sudden 140 - 240 at
over 15 kts (over 20 kts windshear has been encountered with a surface speed of 15 - 20
kts). Strong up and downdraft often occur during these conditions on the latter stages of the
approach and along the Runway.
The approach to Runway 31 is over water and with NW winds there can be funneling effect
due to the two hills and other high ground adjacent to the threshold, creating downdraft and to
a lesser extent, turbulence. Evidence of possible turbulence will be indicated by rough,
disturbed patches of sea close to the shoreline.
Note: It is recommended to use ILS of Runway 31 up to MAX 15 kts Tail Wind

Component instead of circling procedure (applicable for A319 and A320
aircraft only).
Caution: Glide Slope for ILS 31 fluctuates in the last 300 feet.
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NIL
6.2.4.8 Departure Procedures:
Take-off minima is the applicable landing minima as no Take-off alternates are available.
Code (m) Aircraft
Location 332 / 3 300 320 / 1
FIMP 9
ILS / VOR 14/32 3040 MAX MAX NOT
Mauritius
HKJK 9
ILS / VOR 06/24 4117 MAX MAX MAX
Nairobi
HKMO 9
VOR / ILS 03/21 3350 MAX MAX MAX
Mombasa
HTDA 9
ILS / VOR 05/23 3000 MAX MAX MAX
Dar Es Salaam
HTZA 7
NON / DME 07/27 2460 NOT 165/MAX MAX/85
Zanzibar
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CATEGORY B AIRFIELDS
6.3 CATEGORY B AIRFIELDS
6.3.1 ALGIERS (DAAG) - ALGERIA
Name of Airport : Houari Boumediene International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
CIR / ILS 05/23 3500 272 / 270 247 / 319 207 / 206 169 / MAX MAX
9
ILS / VOR 09/27 3500 279 / 277 255 / 327 213 / 212 MAX MAX
Caution: Birds in vicinity of airport.
6.3.1.3 Terrain
The airfield is located 10 NM East-Southeast of Algiers and 4 NM inland with an elevation of

82 feet. The Tell Atlas mountain range starts to rise 4 NM South and Southeast of the airfield
with a spot height to nearly 1550 feet ASL 6 NM South and just over 2000 feet ASL 15 NM
East. Beyond this peaks to nearly 5000 feet ASL can be found within 25 NM to the
Southwest, South and Southeast.
Within the city, built on high hills, are areas of high obstacles reaching 1325 feet East and
1510 feet Northwest within 10 NM.
The standard of ATC is average. Use standard phraseology. French phraseology is used
from time to time.
Note: Charts are in metric but ATC do not use metric.
6.3.1.5 Weather
Algiers have a Mediterranean climate with hot, dry summers and mild winters.
August to October : CBs are building up along the Tell Atlas Mountain on the Northern or
Southern side depending on the winds and air masses.
November to February : Predominating winds are from Southwest to Northwest and are
frequent, sky is cloudy from time to time embedded CBs. Average Temperature is from 8 to 15.
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6.3.1.6 Arrival Procedures:

Preferred Runways for arrival are 09 and 23.
Runways 23 and 27 right-hand circuit.
Runway 05/23 has a width of 60 m.
FMS NAVDB - Non-standard procedure ident : -
I (ILS) - example I09
N (NDB) - example N09

V (VOR) - example V09
Taxiways C4, D3 & E3 are not suitable for B777 aircraft.
Preferred Runways for departure are 05 and 27.
6.3.1.9 Customs and Immigration
Algeria authorities will check each passport against the GD of flight crew with layover in
Algeria. Crew members whose passport contains stamp/visa from Israeli authorities will not
be permitted entry to Algeria. Crew must advise crew rostering if the above is applicable to
avoid being allocated for flights to Algeria.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

DABC 8 CIR/VOR 16/34 3000 317/314 MAX/364 MAX MAX MAX
Constantine NON/ILS 14/32 2400 227/276 241/312 202/201 158/160 MAX
DAOO 8
CIR/ILS 07/25 3000 MAX MAX MAX MAX MAX
Oran
DTTA 9 ILS / VOR 01/19 3200 340/336 MAX/367 MAX MAX MAX
Tunis VOR / ILS 11/29 2840 225/220 174/205 152/151 128/130 68/67
LEIB 8
VOR/ILS 06/24 2800 310/307 MAX/333 226/223 MAX MAX
Ibiza
LEPA 9 ILS/ILS 06L/24R 3200 312/XXX MAX/312 MAX MAX MAX
Palma De
VOR/VOR 06R/24L 2950 312/XXX MAX/312 MAX MAX MAX
Mollorca
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6.3.2 AMMAN (OJAI) - JORDAN
Name of Airport : Queen Alia International

(m) Aircraft
772 / 3 343 / 46 332 / 3 300 / 10 320 / 1
ILS / ILS 08L/26R 3660 325/322 MAX / 369 MAX MAX MAX
9
NDB / ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX
Note: The first 4000 feet of Runway 08R is rough.
Note: Crews and aircraft may be subject to CAA inspection by Flight Safety Inspector
to ensure adherence to Jordanian CAA regulations.
6.3.2.3 Terrain
The airport elevation is 2395 feet above sea level at the reference point. The MSA is 6000
feet in all sectors. All around the airport there are small hills approximately 1000 feet above
the airport elevation.
Air Traffic Control is generally very good, radar is used extensively. All procedures are rigid
and in accordance with local regulation.
The standard of ATC and English is generally good but use simple and standard phraseology.
6.3.2.5 Weather
Summer : Temperature can reach a maximum of 43C during Jul and Aug, but generally in
the 30s. CBs possible. Winds mainly from SW-NW direction at 8 15kts. During night and
early morning, winds generally light and variable.
Winter : Wind mainly from a SW-W direction at 12-18kts. Gales may be experienced from a
westerly component of 35-45kts, gusting 65kts. Southeast winds associated with dust,
reducing visibility to 2kms or less. During rain showers, winds are mainly from SW-NW
direction.
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Fog occurs mostly during months of Dec, Jan and Feb, and snowfalls possible during Jan
and Feb.
Caution: Due to the topography and heat index, turbulence is normally a factor.
6.3.2.6 Additional Information
When Runway 26L is closed, IFR traffic may be required to carry out normal instrument
approach for Runway 26L, until passing the QA then sidestep onto finals for Runway
26R.
Expect descent clearance from Jeddah to cross GRY (Guriat) at FL280 or below, with
release to ACC.
Warning: Pilots should not enter sensitive airspace approximately 20 NM to the West
of .
Caution: A330-200/300: Stand1 - Docking system not calibrated correctly, resulting in

a 1-2 feet overshoot of correct parking position. Marshaled assistance
required.
Note: Parallel Approach to runway 08R is not authorised.
Note: Map shift is a potential problem especially when using Runways 08L/R.
NIL
De-icing procedures if required are slow.
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(m) Aircraft
Location 772 / 3 343 / 46 332 / 3 300 / 10 320 / 1
LCLK 8
VOR/ILS 04/22 2810 284/282 244/309 213/210 MAX MAX
Larnaca
OJAM 8
CIR/ILS 06/24 3275 278/276 230 / 301 200/198 157/153 MAX
Marka
OJAQ 7
ILS/NON 01/19 3000 NOT NOT MAX/N MAX MAX
Aqaba
OLBA 9 ILS/CIR 03/21 2805 297/294 MAX/349 MAX MAX MAX
ILS/CIR 17/35 2400 297/294 MAX/349 MAX MAX MAX

Beirut
ILS/NON* 16/34 3215 297/294 MAX/349 MAX MAX MAX
OSDI 9 VOR/ILS 05L/23R 3000 362/360 MAX MAX MAX MAX
Damascus ILS/VOR 05R/23L 3600 300/297 MAX MAX MAX MAX
(*) Runway 34 Not Authorized for landing.
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6.3.3 ATHENS (LGAV) - GREECE
Name of Airport : Eleftherios Venizelos International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 03L/21R 3500 MAX MAX MAX MAX MAX

9
ILS / ILS 03R/21L 3700 MAX MAX MAX MAX MAX
Caution: Due to high ground and turbulent winds, expect windshear on final approach for
RWYs 03L/R.
6.3.3.3 Terrain
The airfield is situated 10 NM to the East of the old airport and just 4 NM from the East coast
of the peninsula with an elevation of 308 feet. It is surrounded by high ground extending from
the West to the Northeast, and also to the South.
When approaching from the South, there is high ground situated approximately 5 NM to the
left of the approach, highest peak rising to 3366 feet.
There is a mast 745 feet less than 1 NM East of Runway 21L threshold, and affects the
Missed Approach Procedure for VOR DME Runway 03R.
The standard of ATC and English is generally good but use simple and standard phraseology.
6.3.3.5 Weather
Summer: Fine with occasional thunderstorms. Visibility is often reduced by haze.
Winter: Mainly fair with occasional frontal passage.
Severe turbulence on approach particularly with winds between Northeast and Northwest.
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With North, Northwest and Northeast wind, expect windshear on Runway 03L.
Some ballooning effects off adjacent hills can be experienced when on final for Runway 03R.
Runway 03L VOR DME has steep approach of 3.6.
High missed approach climb gradient, check LPC Landing Performance.
FMS Navigation database for Thales FMS2+
When multiple ILS approaches are available to a single runway, ie RWY 21R, the FMS
coding requires an additional character to be added to the runway identifier, either
W,X,Y,Z to follow the runway designator. Example runway 21R, the ILS procedures
is coded as I21RX, I21RZ.
As per ICAO, the following designators are used to indicate appropriate aircraft parking stand
based on wingspan. These aircraft code is used in Jeppesen briefing pages.
Aircraft Code Wingspan Aircraft type

C Wingspan 24-35m A319, A320, A321
D Wingspan 36-51m A330, A332, A333
E Wingspan 52-64m A346, B777
6.3.3.8 Departure Procedure

Runway 03R - Steep up-slope when entering Runway
Code (m) Aircraft
Location 346 332 / 3 300 320 / 1
LGIR 8
CIR / VOR 09/27 2237 XXX 162/160 135 MAX / 75
Iraklion
LGRP 8
Rodos
LGTS 8 ILS / NON 10/28 2440 XXX 176 / 173 145 MAX / 81
(Note 1) ILS / VOR 16/34 2410 XXX 176 / 173 145 MAX / 81
Thessaloniki
LTBA 10 CIR / CIR 18R/36L 2700 MAX MAX MAX MAX
Istanbul - Ataturk ILS / ILS 18L/36R 3000 MAX MAX MAX MAX
(Note 2)
LTBJ 9 ILS / ILS 16L/34R 3240 MAX MAX MAX MAX
Izmir (Note 3) VOR / VOR 16R/34L 3240 MAX MAX MAX MAX
Note 1: Company preferred alternate for A319/A320/A321.

Note 2: Company preferred alternate for A300, A330 and A346.
Note 3: B777/A346 - Appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 -
stands 24 to 26.
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6.3.4 BANGALORE (VOBL) - INDIA
Name of Airport : Bangalore International, Devanahalli

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS / ILS 09/27 4000 MAX MAX MAX MAX MAX
NIL
6.3.4.3 General Warning, Caution and Notes
Caution: Birds in the vicinity of the airport.
Caution: Do not mistake old Bangalore airport that has the same runway alignment.
6.3.4.4 Terrain
Aerodrome situated 30km from city. Terrain located 10nm northwest with peaks to 4800ft.
Radar vectoring maybe used for sequence. The phrase CANCEL/STAR is used prior to
instruction for vectoring.
6.3.4.6 Weather
June to September: Season of the Southwestern monsoon.

October to February: Early morning fog, mainly December and January may reduce
visibility way below minimums.
An important feature influencing the climate of Bangalore is the the low cloud which covers
almost the entire sky during greater part of the day from June to September.
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Loss of Communication:
a) Pilots own navigation - STAR
Prior to clearance:
Maintain the last assigned level or FL85 whichever is higher and proceed to join
holding at BIBDU for Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the
instrument approach procedures for the RWY for which the initial STARs clearance
was issued.
b) Under Radar Vector:
Clearance issued for approach:

Continue the final approach for land.
Prior to clearance for Approach:
Maintain the last heading and level for one minute and thereafter climb to FL85 or the
last assigned level or whichever is higher and proceed to join holding at BIBDU for
Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the instrument approach
procedures for the RWY for which the initial STARs clearance was issued.
Taxiing Procedures - General
Aircraft Taxi Lanes Remarks
A320 L1, L3 Follow yellow broken lines
Wide bodies L2 Follow continuous yellow lines
Taxiing Into Apron - Via Taxiway D
Aircraft Stands Remarks

A320 Family 86-59 Turn right to taxi lane L1
A320 Family 10-32 turn right on taxi lane L3 after
entering from taxiway D.
Wide Bodies 07-85 Turn right on taxi lane L2 after
entering from taxiway D.
All Aircrafts 04-09 To follow the appropriate stand lead in lines from
taxiway D.
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Via Taxiway H
Aircraft Stands Remarks
A320 Family 33 - 38 Turn right on taxi-lane L3
A320 family 59 - 65 Turn right on taxi-lane L1

A320 family 66 - 86 Turn left on taxi-lane L1
A320 family 32 - 04 Turn left on taxi-lane L3
Wide-bodies 05 - 30 Turn left on taxi-lane L2

Wide-bodies 36 - 64 Turn right on taxi-lane L2
Taxiing Out Apron - Via Taxiway D
Aircraft Remarks
A320 Family Taxiing out simultaneously on Taxi lane L1 and L3 via TWY
D shall hold short of Stand Lead-In Line for stand 81 & 15
to give way for aircraft sequence.
All All Taxiing EAST on L1, L2 & L3 to turn left after crossing
Stand Lead-In Lines for stands 86, 11 & 10.
Taxiing Out Apron - Via Taxiway H
Aircraft Remarks
A320 Family Taxiing WEST on taxi-lane L1 & L3 shall hold short on Stand
Lead-In Lines for stand 69 & 28 to give way for aircraft in se-
quence.
All All Taxiing EAST on L1, L2 & L3, turn right after crossing
Stand Lead-In Lines for 66, 67 & 32.
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Pushback Procedures
Stands Procedure
Push back abeam stand 05 facing west irrespective of the
07, 08 & 09 runway in use for aircraft to taxi via taxiway D - unless
otherwise instructed.
33 - 38 Push back facing EAST irrespective of the runway in use
unless otherwise instructed.
59 - 65
Departing aircraft to re-confirm the Taxi lane with the Pushback operator on
completion of pushback.
Loss of Communication:
Pilots own navigation - SID :
On the recognition of communication failure maintain 7000ft or the level assigned by ATC,
whichever is higher until 25 DME (BIA). Thereafter, climb to flight plan level and continue to
follow the SID until termination point. If the communication failure takes place beyond 25DME
continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85, whichever
is higher, for 2 minutes and then climb to flight plan level.
Under Radar Vector :
Inside 15 DME (BIA) maintain last assigned heading until 20 DME, climb to 7000 feet
or the level assigned by ATC whichever is higher. After 20 DME, climb to FL85 or the
last level assigned by ATC whichever is higher and proceed directly to intercept the
flight plan route.
At or beyond 15DME (BIA) maintain last assigned heading for 2 minutes, climbing to
FL85 or the last level assigned by ATC whichever is higher. Then proceed directly to
intercept the flight plan route.
Five minutes after recognition of failure commence climb to flight plan level.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VOCI 8*
VOR/ILS 09/27 3400 340/336 MAX/367 MAX MAX MAX
Cochin
VOHS 9
Hyderabad- ILS/ILS 09/27 4260 MAX MAX MAX MAX MAX

Rajiv Gandi Intl
VOMM 9
ILS/ILS 07/25 3658 MAX MAX MAX MAX MAX
Chennai
VOTV 8
Thiruvanath- VOR/ILS 14/32 2992 310/307 263/333 226/223 MAX MAX

apuram
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6.3.5 BEIJING (ZBAA) - CHINA
Name of Airport : Beijing Capital International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 01/19 3800 MAX MAX MAX MAX MAX
9 ILS / ILS 18L/36R 3800 MAX MAX MAX MAX MAX
Caution: Diversion to en-route requires permission from the controller and ultimately the
military.
6.3.5.3 Terrain
The airfield is located 15 NM Northeast of the city which is a prohibited area with an elevation
of 115 feet. Terrain in the immediate vicinity of the airfield is flat. Mountains extend from West
to Northwest to Northeast particularly 4600 feet AMSL 24 NM West 3100 feet AMSL 15 NM
Northwest and 2100 feet AMSL 16 NM Northeast.
Use standard phraseology and speak slowly.
Any deviation off track must obtain clearance before starting the maneuver.
Operations are based on meters and QNH.
The military controls all airspace throughout China and all route clearance come from the
military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and
monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no
authority outside of the airways.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.
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6.3.5.5 Weather
Winter : North West monsoon, cold dry mainly clear sky. Sleet and snow may occur during
breaks in the monsoon. Possibility of fog at night. Monsoon re-establishes with strong
Northerly winds, visibility may be poor in smoke/haze. During the winter months, be prepared
for fog and low visibility due to smoke.
Spring / Autumn : Depressions mostly formed by Siberia into the pacific and marked cold
fronts more SE with rain and dust storm.
Summer : Southwest monsoon, heavy rain and thunder in shallow depressions.
a) Arrival Procedures:
Beware of other traffic and also separation as there are many smaller planes using the
airport. Also maintain awareness of terrain on the missed approach.
Preferred Runway for landing is 36R or 18L. When landing on Runway 36R, expect a
short taxi into the parking bay. In addition for CAT 2 operations only Runway 36R is
equipped.
With Runway 18L in use, expect delayed descent clearance, thus high on the profile.
Caution: Avoid confusing lighted Highway South of the airfield with parallel Runways
b) Departure Procedures:
Preferred Runways for departure 36L or 18R.
Take note of the climb gradient published in the Jeppesen chart for particular SIDs. Be
reminded of the high terrain to the North and West of the airfield.
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST EAST
180 - 359 0 - 179
Meter Feet Meter Feet
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
Feet (ft) to Meter (m) conversion below Transition Level (TL)
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ZBTJ 9
Tianjin
ZBYN 7
ILS/ILS 13/31 3200 NOT NOT MAX / N MAX MAX
Taiyuan
ZSJN 9 ILS/
01/19 3600 MAX MAX MAX MAX MAX
Jianan VOR
ZSPD 9 ILS/ILS 16/34 3800 MAX MAX MAX MAX MAX
Shanghai - ILS/ILS 17L/35R 4000 MAX MAX MAX MAX MAX

Pudong ILS/ILS 17R/35L 3400 MAX MAX MAX MAX MAX
ZYTL 8
Dalian
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6.3.6 BEIRUT (OLBA) - LEBANON
Name of Airport : Rafik Hariri International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / CIR 03/21 2805 297/294 MAX MAX MAX MAX
9 ILS / CIR 17/35 2400 297/294 MAX MAX MAX MAX
ILS/NON* 16/34 3215 297/294 MAX MAX MAX MAX
(*) Runway 34 Not Authorized for landing.
Warning: All runways are damaged by air strike. Runway availability is published by
NOTAM.
6.3.6.3 Terrain
The airfield is surrounded by urban development with high terrain located to the East with an
elevation of 85 feet. The MSA is 11,000 feet towards Northeast and Southeast between 020
to 200, and differs around 8000 feet within 10 NM.
The standard of ATC and English is good.
6.3.6.5 Weather
Summer : Fine Weather.
Winter : Some heavy CB activity. Squalls with winds above 25 kts may give rising dusts and,
reducing visibility on occasion to less than 100 m.
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Runway 16 Glide slope has known anomalies beyond 5 NM, caution is advised.
For Runway 16, it is very important in case of missed approach to follow the published
procedures to turn right, in order to avoid high terrain on the extended centerline.
Note: Runway 34 not allowed for landing.
Note: Landing on Runways 35 and 21 are not recommended.
Warning: A possibility of windshear exists on approach to Runway 17.
Caution: A highway illuminated by sodium lights runs parallel to Runway 17/35, in the
past has been mistaken for the runway.
Caution: Do not mistake taxiway A for Runway 03/21.
Runway 03 has displaced landing thresholds because of significant obstructions on short

finals. You must avoid natural tendency to go below the nominal approach angle to the
displaced threshold.
Preferred Runways for departure are 21 and 34.
Note: Runway 16 is not allowed for take-off.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
LCLK 8
VOR/ILS 04/22 2810 284/282 244/309 213 / 210 MAX MAX
Larnaca
OJAI 9 ILS/ILS 08L/26R 3660 325/322 MAX/369 MAX MAX MAX
Queen Alia NDB/ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX
OSDI 9 VOR/ILS 05L/23R 3000 362/360 MAX MAX MAX MAX
Damascus ILS/VOR 05R/23L 3600 300/297 MAX MAX MAX MAX
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6.3.7 DAMASCUS (OSDI) - SYRIA
Name of Airport : Damascus International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VOR / ILS 05L/23R 3000 362/360 MAX MAX MAX MAX

9
ILS / VOR 05R/23L 3600 300/297 MAX MAX MAX MAX
Caution: Exercise extreme caution when operating into and out of Damascus. Procedural
details and/or availability of facilities (Radar) and NAV AIDS are subject to
change with little or no prior notification. Many airline have reports of aircraft
being cleared for approaches that have no serviceable Nav Aids.
6.3.7.3 Terrain
The airfield is located 12 NM Southeast of the city and in proximity to a hostile border with an
elevation of 2020 feet. There is high terrain within 10 NM from the South through to the
Northwest.
The standard of ATC and English encountered can be poor. Use standard and simple
phraseology to reduce the possibility of confusion.
The airspace is relatively small, and has no radar cover. For this reason control is fully
procedural, pilots should be vigilant and maintain a good situational awareness of all traffic.
6.3.7.5 Weather
Summer: Sunny and hot with little change from day to day, which lasts from April -
September or early October. The rest of the year is more changeable with cloudy and rainy
weather with odd cold spells bringing frost or even heavy snow. These spells are infrequent
particularly along the Mediterranean coast but can be quite severe in the mountains and
inland.
The main rainy season is between November - February although even in mid-winter there
can be periods of warm, dry weather. There is a gradual increase and decrease in
temperature during the spring and autumn seasons.
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It is normal to be held high until very close to the airfield and then expected to make a
visual approach.
It has been stressed often, if in doubt go to the VOR and descend in the hold. From there
it is easy to continue visually or procedurally.
Runway 23R normally used for Landing.
Caution: When Runway 05L/R in use especially with crosswind, expect windshear.
Caution: The relative position of MARJ RUHAYYIL, the military field. The VOR is
displaced from the threshold by several miles, in fact it lies between the two
airfields. In addition, the runways in Damascus are well separated and
staggered, therefore extreme care should be taken to correctly identify the
runway given.
Runway 23L normally used for take-off.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
LCLK 8
VOR/ILS 04/22 2810 284/282 244/309 213/210 MAX MAX
Larnaca
OJAI 9 ILS/ILS 08L/26R 3660 325/322 MAX/369 MAX MAX MAX
Queen Alia NDB/ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX
OJAM 8
CIR/ILS 06/24 3275 278/276 230/293 200/198 157 MAX
Marka
OLBA 9 ILS/CIR 03/21 2805 297/294 MAX/349 MAX MAX MAX
ILS/CIR 17/35 2400 297/294 MAX/349 MAX MAX MAX

Beirut
ILS/NON* 16/34 3215 297/294 MAX/349 MAX MAX MAX
Note : (*) Runway 34 Not Authorised for Landing.
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6.3.8 DAR ES SALAAM (HTDA) - TANZANIA

Name of Airport : Mwalimu Julius K

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS / VOR 05/23 3000 MAX/347 349/MAX MAX MAX MAX
Warning: Runway overall slope is 0.1% DOWN in the 05 direction, there is a pronounced
dip in the middle.
Caution 1: Exercise caution when passing in front of terminal 1 due close proximity of light
aircraft to taxi way routing.
Caution 2: Degraded braking action when runway wet, due considerable rubber deposits.
Caution 3: Exercise caution during taxi due uncontrolled vehicular and pedestrain
movement.
Note 1: Birds in the vicinity of aerodrome.
Note 2: Poorly marked taxiways.
6.3.8.3 Terrain
The airport is situated on a flat coastal plain. A range of hills west of the airport running North/
South rises to approximately 1100 feet.
6.3.8.4 Weather
Jan - Feb: Generally good conditions with winds prevailing from the North and Northeast.
Occasional thunderstorms are usually of short duration.
Mar - May: Is the period of maximum rainfall and thunderstorms. Winds are light and
variable. May is the worst month for poor landing conditions. Very low cloud base (500 feet)
may occur at any time of the day or night.
Jun - Oct: Is the dry season with South-East and South-West surface wind. Occasional low
clouds during the morning and early afternoon in July and August.
Nov - Dec: Surface winds from North-East with low cloud in the morning and afternoon.
Increase of rainfall with occasional thunderstorms.
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Radio reception has been reported poor. Possible loss of VHF coverage at Nairobi/Dar
Es Salaam FIR boundary.
Navaids may become U/S due to unreliable power supply. Approach radar coverage is
120NM. Within DAR FIR, squawk mode A & C 2000 unless assigned a different code.
Initial clearance is with DAR control. Expect radar vectors to runway ILS/VOR. Do not
rely on ATIS for runway in use, always confirm with tower. Arrival runway 05, the radio
altimeter indicates terrain slopes up to 500 feet to the southwest.
Caution: Aircraft position and height must be countinuously monitored throughout the
approach.
Taxiway Y not authorised for A300, A330, A340-600 or B777.
Request ATC clearance 20 minutes prior to engine start-up.
Clearance is issued via SID regardless of VOR serviceability. Expect clearance to turn
and join airway after Take-off. Final level enroute will be issued by DAR control.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
HKJK 9
ILS/VOR 06/24 4117 MAX MAX MAX MAX MAX
Nairobi
HKMO 9
VOR/ILS 03/21 3350 MAX MAX MAX MAX MAX
Mombasa
HTKJ 9
ILS/NON 07/27 3500 MAX MAX/370 MAX MAX MAX
Kilimanjaro
HTZA 7
NON/DME 18/36 2460 NOT NOT NOT 165/MAX MAX/85
Zanzibar
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6.3.9 GENEVA (LSGG) - SWITZERLAND

Name of Airport : Geneva International Airport

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
6.3.9.2 Company Restrictions

Circling to the South not authorized.
Warning: Runway 05 - Known problems of false localizer capture on ILS. Aircraft may turn
towards high ground during the false capture. Monitor position using R-226 GVA.
Warning: APU usage not authorized on stands equipped with Air Condition and electrical
power, except 5 minutes prior engine start or when ground equipment
unserviceable.
Caution: Runway 05 - Due terrain between 14nm and 10nm (GVA VOR), Radio
Altimeter is inaccurate with reference to HAT.
Caution: Runway 23 - Lake Geneva is below runway elevation, Radio Altimeter is

inaccurate with reference to HAT during final approach.
Caution: VFR traffic - Operating in vicinity without MODE C. A good lookout is prudent
for non-mode C TCAS returns.
Caution: Runway 05 - Expect turbulence on final approach.
Caution: Arrivals - Arriving from any direction into Geneva, caution is advised when
accepting descent clearance due high terrain.
Caution: Runway Incursion HOT SPOTS - published on Jeppesen Chart 10-9s.
Note: Due surrounding terrain, 180 kts is max maneuvering speed for both CAT C &
CAT D during circling.
Note: Consider the use of TERR mode on ND.
Note: Runway 05 - ILS DME reads zero at displaced threshold.
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6.3.9.4 Terrain
Geneva aerodrome is situated at Southwest end of Lake Geneva with the city to the
Southeast.
High terrain is located in all quadrants. East/Northeast, terrain initially rises steeply to 5,300ft
MSL at 7nm, reaching 7,500ft MSL at 20nm and rising further to 10,700ft MSL by 32nm. On
Runway 23 extended centerline, terrain to 3,700ft MSL at 9nm.
South and East are the ALPS, with Mont Blanc, 15,783ft MSL located 40nm Southeast.
ATC standard is good. Radar vectoring is used. Arrival speed restrictions advised via ATIS or
as cleared by ATC. Upon first contact with Geneva Arrivals, report aircraft type.
Night Curfew
Arrivals can only be expected to receive an approach clearance if overhead GVA VOR, no
later than 15 minutes before the night curfew comes into effect.
ATC slot allocated, engine start-up not before 15 minutes prior to the slot. Runway 23 in use,
due long taxi time, call 20 minutes prior to the slot.
6.3.9.6 Weather
Winter: Surrounding high ground has effect on frontal activity with CBs and winds of 40kts to
50kts giving turbulence. Average snowfall is 7-8cm per month. During high-pressure period
fog is frequent particularly in December. Cloud bases of 200-400ft to be expected with
Northeast winds.
Summer: Generally good weather, thunderstorms are frequent. Expect turbulence on final
approach Runway 05 especially with Northeast winds.
All STARs have numerous crossing altitudes and speed restrictions. Observe published
speed limit points (SLP) when broadcasted on ATIS or cleared by ATC.
ATC will expect the aircraft to be in clean configuration for as long as possible considering
safety requirements. Speed shall be reduced, landing gear extended and flaps set in such a
way that landing configuration and speed are established 4NM from touchdown.
ATC speed and altitude requests may leave the aircraft being placed above the ideal descent
profile; more drag technique will normally provide best solution.
Arriving from Southeast, STARs have altitude restrictions of 18,000ft within 28nm of the
airport. Flights arriving from Newark will generally use LUSAR STAR, which has numerous
altitude crossing and speed restrictions.
Runway 23 - Published speed, altitude and bank angle restrictions
Radar vectoring to a 15 mile final is common, RWY05 to waypoint INDIS, RWY 23 to SPR
VOR, resulting in reduced track miles. 220kts may be requested approaching transition point.
The VOR approach to Runway 05 has a decent angle of 3.7 but the PAPIs are set to the ILS
descent slope of 3.0. Consider the landing flap selection and transition to visual guidance.
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Runway 05 - Vacate via taxiway B;

Runway 23 - After landing vacate via taxiway D or E for South Apron;
Marshalling and follow me vehicle available;
Taxiway F - Not authorized.
A330 & A340: Stands: 1 to 12, R9 to R12, 71 to 74, 21 to 28, 31 to 34, 41 to 44 - Not
authorized.
Nil
6.3.9.9 Departure Procedure:
Start-up procedures published, see Jeppesen briefing pages. Contact ATC 5 minutes prior
start-up. Towing or push back, a general authorization only will be given to the flight crew.
Detailed instructions transmitted directly to tug driver.
All SIDs are minimum noise routings, which must be flown as accurate as possible. Climb
gradients greater than 3.3% required, speed and bank angle restriction published, minimum-
crossing altitudes must be observed.
Some SIDs have initial climb out chart published with transition to en-route structure.
Due surrounding terrain and SID climb gradients, careful planning is required in case of
engine failure during climb out, and should be briefed during pre-flight briefing.
Runway Aircraft Note
Runway 23 A330 Under certain conditions, take-off per-

formance maybe limited using
TOGA, therefore usage of BUMP is
necessary.
Runway 05/23 A330 Strictly adhere to EOSID.
a) Bird Hazard:
A system is in operation for deterrence against bird strikes. If needed, crews can request its
operation by contacting ground control tower (APRON 121.750 MHZ) between 0600 and
2200LT.
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6.3.9.10 Miscellaneous
a) Security
A suitable service provider will do pre-departure security check for the GVA-EWR sector
as listed below.
Aircraft search will be carried out by ICTS and a copy of the search form will be
handed over to the CSD.
Catering will be escorted to the aircraft and a checklist confirming seal numbers will be
handed over the CSD/CS for their confirmation that the seals were intact on delivery
to aircraft.
Copy of this form will also be handed over to the CSD/CS for records.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
LFLL 8 ILS / ILS 18L/36R 2670 MAX MAX MAX MAX MAX
Lyon VOR / ILS 18R/36L 4000 319/317 249/316 162/160 MAX MAX
LFPG 9 ILS / ILS 08L/26R 3615 MAX MAX MAX MAX MAX
ILS / ILS 08R/26L 2700 273/270 MAX/341 MAX MAX MAX

Paris
Charles-De ILS / ILS 09L/27R 2700 344/341 MAX MAX MAX MAX
Gaulle
LFSB 7*
Basle-Mul- ILS / NON 15/33 3900 NOT NOT MAX/NOT MAX MAX
house
LIMC 9 ILS / VOR 17L/35R 2977 MAX MAX MAX MAX MAX
Milan-Mal-
NON / ILS 17R/35L 3515 MAX MAX MAX MAX MAX
pensa
LSZH 9 NON / VOR 10/28 2500 297/294 MAX/349 MAX MAX MAX
ILS / NON 14/32 3150 297/294 MAX/349 MAX MAX MAX

Zurich
ILS / VOR 15/33 3230 297/294 MAX/349 MAX MAX MAX
Note: * RFF Upgrade to CAT 8 available on request
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6.3.10 GUANGZHOU (ZGGG) - CHINA
Name of Airport : Baiyun

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS/DME 02L/20R 3600 MAX MAX MAX MAX MAX

9
ILS/DME 02R/20L 3600 MAX MAX MAX MAX MAX
6.3.10.2 Curfew / Slot Limitations
Restricted opening hours.
Warning: TWY G,V and W cross with the airport service path, be vigilant while passing the
intersections.
Caution: Do not mistake the expressway located at west of RWY 02L / 20R for the runway.
Surrounding terrain may induce windshear conditions
Note : RWY 02R/20L - Maximum take-off weight is not possible. Consult LPC (Airbus)
or "OPT (Boeing)".
6.3.10.4 Terrain
The airport is located 31km northeast of the city, generally on a flat terrain. Several hills with
gentle slopes near north end of runway between 6-10nm at an altitude of 900-1800ft, which
may contribute to windshear conditions.
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Entering Guangzhou approach area, radar vectoring/sequence to middle

approach segment or to time runway is in sight.
Arrival / Departure procedures - Strict adherence is required.
Due several domestic airports surrounding Guangzhou, traffic congestion may

result. Strictly adhere to track/altitudes and follow ATC instructions.
Simultaneous runway operation in use for both departure and arrival.
Delays greater than 30mins from filed ETD; the ATS flight must be amended.
Aircraft delayed by more than 30mins, the flight plan must be modified to show
revised EOBT.
Jeppesen Hi/Lo Level Altitude charts CH (H/L) 1/2 & 3/4 has detailed inset charts showing
surrounding airway structure.
6.3.10.6 Weather
Guangzhou has subtropical climate, with distinctive seasons.
Summer - April-September: Hot and humid, most rainfall occurs during these months.
Average summer temperatures range from mid 20s to low 30.
Winter winters are generally warm, average temperature is 14.
Note: During the months of July and August, typhoons are experienced along the
southern China coast, which may affect alternate selection and result in
distanced alternates being required.
During simultaneous approaches, assigned STARs may contain additional track miles.
Contact APP on assigned frequency before entering into the Approach Control Area.
Expect RWY 02R or 20L for landing.
Traffic circuits of RWY 02R/20L shall be made to the east, and traffic circuits of RWY 02L/
20R shall be made to the west.
Traffic circuit altitude: 1500ft 1800ft (500m-600m).
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After vacating RWY, especially under conditions of low visibility, report RWY and TWY
designation on initial contact with GRD.
Follow-me vehicle service and towing service available via Ground Control.
Prior to push back from parking stand, verify pushing direction and approved RWY
designation to GND.
180 turn on RWY is forbidden.
Contact Delivery Control 10 mins prior to door closure

Start-up clearance contact Baiyun Ground and report 1.Parking Stand, 2. Destination
Contact TWR while approaching RWY holding position.
Expect RWY 02L or 20R for departure
SIDs speed, climb gradient and altitude restrictions published
Note: In order to avoid frequency congestion, pilot shall leave TWR frequency without
instructions from controller as soon as airborne and contact APP immediately on
the frequency assigned by ATC clearance.
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TRUE TRACK
WEST EAST
180 - 359 0 - 179
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ZGSZ 9
ILS/ILS 15 / 33 3400 333/329 MAX MAX MAX MAX
Shenzhen
VMMC 9
Macao ILS 34 2865 317/311 MAX/372 MAX MAX MAX

(note1)
ZSAM 9
XIAMEN
ZSFZ 9
Fuzhou
Shanghai - ILS/ILS 17L/35R 4000 MAX MAX MAX MAX MAX

VHHH 9 ILS/ILS 07R/25L 3640 MAX MAX MAX MAX MAX
Hong Kong
(note2)
Note 1: Macao - 1) Limited parking space and may become congested. 2) Weather
conditions should favor usage of RWY341. 3) Runway 16 not authorized. 4)
Immigration problems similar to Hong Kong.
Note 2: Hong Kong should be used as a last resort due to immigration issues in
transferring passengers from Hong Kong to Mainland China.
Contact Cathay Dispatch at VHR 131.6 for diversion into HKG.
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6.3.11 HONG KONG (VHHH)
Name of Airport : Hong Kong International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
Warning1: Birds in vicinity of airport.
Warning2: Minimum sector altitude MSA is based on TH and TD VOR, which are 22NM
EastSouth-East of Airport reference point.
Caution: Taxiways Z1 and Z2 not authorised due to the width and low PCN.
Caution: Taxiways Z3 not authorised due to low PCN.
Note: Continuous descent approach for runway 25 L/R and preferential use of runway
07L/R applies as per Jeppesen 10-4.
Note: During parallel runway operations the aerodrome traffic zone is split into two
sectors. These are :
1) The North runway (07L/25R) ATS call sign is Hong Kong Tower North.
2) The South Runway (07R/25L) ATS call sign is Hong Kong Tower South.
Note: Direct contact with RFF vehicles on 121.9 Mhz.
6.3.11.3 Terrain
The airfield is located North of Lantau Island with an elevation of 28 feet. Lantau Island is very
hilly terrain, with peaks rising up to 4500 feet in close proximity of the airport. Be especially
aware of peaks rising to 3100 feet just 3 NM South of the airport.
Highest man made obstacle 3277 feet MSL, 11 NM from Threshold of Runway 25R.
The surrounding islands have high ground giving an MSA of 4300 ft at the highest. Omni
directional red strobe lights are located on peaks within approach and take-off areas, flash
every second.
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Air Traffic control is generally very good, however Hong Kong is a major airport of the South
China region and has many departures and arrivals.
Note: ATC will NOT relay any diversion messages to Company or GHA. Any intention
to divert must be communicated to CATHAY DISPATCH at VHF 131.6
6.3.11.5 Weather
Hong Kongs weather is generally windy area with winds of 15 kts coming off the hills from the
East. Strong easterly winds may give rise to turbulence on arrival and departure. Especially if
associated with a typhoon or tropical storm they can lead to severe wind shear.
January to February : Generally cloudy and occasionally there are cold fronts, temperature
may drop to around 10C.
March to April: May be very pleasant although there are occasional spells of high humidity.
Fog and drizzle can be particularly troublesome on high ground, which is exposed to the
Southeast, air traffic services are occasionally disrupted because of reduced visibility.
September to October: The months most likely to be affected by tropical cyclones, although
gales are not unusual any time between May to November. Isolated thunderstorms
sometimes occur in the evening. Heavy rains from tropical cyclones may last for a few days.
About 80% of the rain falls between May to September.
NIL
NIL
Noise abatement procedures are applicable.
Delays in excess of 30 minutes from filed EOBT, the ATS flight plan should be amended.
To ensure efficient co-ordination with adjacent ATS units, the assigned cruising level
should be reached by waypoint DOFIN (AWY V9).
If unable to reach filed flight level by waypoint DOFIN advise ATC at start-up.
All Easterly Departures have a minimum Climb Gradient of 4.1% (RWY 07L) and 4.9%
(RWY 07R) up to 1400ft. In the event of an engine failure strictly adhere to (Special)
EOSID RWY 07L/R, which are included in FMS NAV Database.
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AIRFIELD BRIEFINGS
TRUE TRACK
WEST EAST
180 - 359 0 - 179
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
RCKH 9
ILS/LOC 09/27 2700 275/344 MAX/344 MAX MAX MAX
Kaohsiung
RCTP 9 ILS/ILS 05/23 3660 297/294 MAX/349 MAX MAX MAX
Taipei Chiang
ILS/ILS 06/24 3350 294/294 MAX/349 MAX MAX MAX
Kai Shek
VMMC 9
ILS 34 2865 317/311 MAX/372 MAX MAX MAX
Macao
VTBS 10 ILS/ILS 01L/19R 3700 MAX MAX MAX MAX MAX
Bangkok Suvar-
ILS/ILS 01R/19L 4000 MAX MAX MAX MAX MAX
nabhumi
RPLL 9
Manila
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6.3.12 HOUSTON (KIAH) - USA

Name of Airport : George Bush Intercontinental

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS 09/27 3048 MAX MAX MAX MAX MAX
ILS 08L/26R 2743 MAX MAX MAX MAX MAX
9 ILS 08R/26L 2866 MAX MAX MAX MAX MAX
ILS 15L/33R 3658 MAX MAX MAX MAX MAX
ILS 15R/33L 3048 MAX MAX MAX MAX MAX
D - ATIS PDC / DCL TWIP
Available PDC Available
Noise Abatement Procedure Departure 1 (NAPD 1) to be used at all US Airports
Caution : Weather fronts build up rapidly to the East and West. Inbound traffic maybe re-
routed to Dallas Forth-Worth (KDFW).
Caution : Moderate turbulence and windshear can be expected on final approach.
Caution : Runway 26L approach - Do not confuse cargo apron (well light) with runway
during low visibility.
Caution : TCAS RA due VFR traffic may occur.
Caution : Bird Concentration on and in vicinity of aerodrome, especially Spring and

Autumn.
Caution : LAHSO (Land and Hold Short Operations) - Not authorized for Qatar.
Note : Transponder (MODE C) to be operated on all Taxiways and Runways.
Note : Frequent FAA inspections - personal, aircraft documents including safety

equipment.
6.3.12.3 Terrain
Generally flat with no significant terrain. Obstacle(s) to 1,050ft located 10nm South. The city
of Houston is located 23 miles South.
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Busy airport and ATC environment due several nearby domestic airports. To the South is the
busiest, Houston Hobby.
ATC transmissions can be rapid and abbreviated.
Be alert to Runway Clearances. Read back of all runway holding instructions is
required.
SWAP (Severe Weather Avoidance Procedure) used to reduce en-route capacity. Re-
routes and revised flows are used to avoid severe weather..
6.3.12.5 Weather
Prevailing wind - South/Southeasterly, Strong Northerly winds can occur after weather
front has passed, usually lasting 12-36 hours, which may have significant impact on
traffic flow rate if Runway 33L/R is required.
Spring - Supercell thunderstorms can occur.
Summer - Hot and Humid, average daily max temperature 34C, evening between 26-
31C. Afternoon thunderstorms (average 15 days per month) are common and
intensive with associated turbulence, low ceiling and poor visibility in heavy rain,
resulting in potential arrival delays/diversions.
Winter - Cold fronts moving southward bring rain, low wind chill, freezing rain. Fog
may occur Nov-Mar, forms early morning and dissipating by 10am.
Jan, Apr, Oct and Dec - Texas and Louisiana airports experience high frequency of
radiation, advection and pre-frontal fog. Fog conditions occur less during Feb, Mar,
May and Nov.
Hurricanes (Season Jun-Nov) and tropical cyclones affect the Texas/Louisiana Coast.
Peak Arrival Times 1830-1930 & 2230-2330 (UTC)
Extended holding and arrival delays to be expected at any time due traffic and changing
weather. Preferred Runways (best flow rate) - Runways 26L, 27 and 26R (CAT III) up to 8-
10kts tailwind. Crew to plan and brief for potential Runway change. ATC advises Runway in
use on first contact.
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Triple simulatneous parallel approaches (Runway 26L/R & 27) in use during busy
periods.
If Runway 15L/R or 33L/R used for arrivals, flow rate is reduced considerably.
Radar vectoring used extensively.

Runway 09 - Not used in easterly configuration for heavy jets.
Runway 08R/26L - Closest Runway to parking position. Request where possible.
Qatar Airways - Operates from Terminal D (North Ramp).
Taxiway Restrictions for B777, A346 and A330 - See Jeppesen Chart.
Areas around Taxiway NB and WV when departing Runway 15L/R can be

confusing due many Taxiways joining together.
Hot Spots - Runway 26L Taxiway NP & NE, Runway 15L/R at Taxiway WL.
Gates
Gates D4 / D9 - Taxi onto stand w/E1 shut down

Gate D7 - Turn onto lead-in line on stand and be prepared to stop short. Ramp
crew will tow-in.
Gates D5 / D11 / D12 - No restrictions - normal taxi onto stand.

General
The lateral lights (on the right or left as aircraft approaches parking stands) which
are two neon lights lining up to advise the crew to stop, can only be aligned for one
type of wide body aircraft.
Arriving crew should be instructed to disregard these lights and watch the ground
crew, then the red stop light the ground staff will manually deploy when the aircraft
is on the stop mark
There is no count down indications from stop light informing pilot approaching the
final stopping point.
Peak Departure Times 2230-2330 & 0100-0200 (UTC)
Typical departure profile for Runway15L/R, Expect right turn to North/Northeasterly Heading,
with a restriction to maintain 4,000ft. After clearing downwind arriving traffic, a clearance to
15,000ft is initiated.
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PDC - available Request 20 minutes prior to EOBT.

Push back Clearance - Contact Ramp Control North for pushback to hand-off point
(12 or 19). Ramp control will advise either tail West or tail East. Push back
clearance ends at hand-off point. Wait for further taxi instructions.
Note : See Jeppesen Chart for location of Hand off points.

After push back clearance, contact clearance delivery and state hand-off point and
ATIS. Clearance delivery will advise to contact Ground Control.
ATC Preferential Runway - Runway 15L (1st) / 15R (2nd) and Runway 09 (Traffic
Permitting).
Runway 33L, take-off weight restriction may impact payload.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
KAUS* 8 (D) ILS/ILS 17L/35R 2743 MAX MAX MAX XXX XXX
Austin - Berg-
ILS/ILS 17R/35L 2733 MAX MAX MAX XXX XXX
storm
KDFW 9 (E) ILS/ILS 13L/31R 2553 MAX MAX MAX XXX XXX
ILS/ILS 17L/35R 2591 MAX MAX MAX XXX XXX
Dallas Forth ILS/ILS 17C/35C 4085 MAX MAX MAX XXX XXX
Worh ILS/ILS 17R/35L 4085 MAX MAX MAX XXX XXX
KMSY 8 (D) ILS/LOC 01/19 2134 303/300 MAX/357 MAX XXX XXX
New Orleans
ILS/ILS 10/28 2987 303/300 MAX/357 MAX XXX XXX
Armstrong
KMEM 8 (D) ILS/ILS 09/27 2727 MAX MAX MAX XXX XXX

Memphis Intl ILS/ILS 18C/36C 3389 MAX MAX MAX XXX XXX
* KAUS - Fuel and go. Wide-body support is limited.
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6.3.13 HYDERABAD (VOHS) - INDIA
Name of Airport : Rajiv Gandhi International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
6.3.13.2 Curfew/Slot Restrictions
NIL
NIL
6.3.13.4 Terrain
NIL
The standard of ATC and English is average. Keep phraseology simple.
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6.3.13.6 Weather
Monsoon dominated weather.
December to February : North East Monsoon. Average mid day temperature: 30C. Light
winds and cool weather with minimum overnight temperatures around 22C. Occasionally
frontal depressions. Frequent morning fog usually clearing by 10:00 local time.
March to Mid June : Hot Season. Temperatures slowly build up until the start of the
Southwest Monsoon with storms towards the end of the period. Average mid day
temperature 34C.
Mid June to September : South West Monsoon. Some continuous rain with thunderstorms
that do not usually last more than 10 days month. Little rains can be expected in September.
The average maximum temperature is about 32C.
October to November : Fine warm weather with haze in the morning. The average
maximum temperature is about 30C.
Expect radar vectors. 8nm seperation between traffic on finals.
Caution: Do not mistake Hakimpet Air Base and old Hyderabad Airport as they have the
same runway alignment.
Radio Communication Failure Procedures

a) When following the STARs under pilots own navigation and clearance for an
instrument approach procedure has been issued aircraft shall continue to follow the
STAR and land. If radio communication failure takes place prior to clearance for
instrument approach procedure is issued, aircraft shall maintain the last assigned
level or FL85 whichever is higher and proceed to HIA VOR to join the holding via
shortest route and thereafter, carry out the instrument approach for the RWY for which
the initial STARs clearance was issued.
b) When under radar vector and clearance for approach has been issued aircraft shall
continue the final approach and land. If the failure takes place prior to clearance for
Approach has been issued, aircraft shall maintain the last assigned heading and level
for one minute and thereafter climb to FL 85 or the last assigned level whichever is
higher and proceed to join HIA VOR holding and thereafter carry out the instrument
approach.
Taxi B2, K1, K2, K3 and M, may only be used by A320 family.
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RWY 27 Preferred for landing and take-off

Departure clearance Include intermediate levels (Max FL250), further climb with Chennai
after departure. In all cases, ATC will forward request levels to control on startup clearance
request.
Radio Communication Failure Procedures
a) Pilot Navigation SIDs
On the recognition of communication failure maintain 7000ft or the level assigned by

ATC, whichever is higher until 25 DME (HIA) or the specified way point in the SID
whichever is later. Thereafter, climb to flight plan level and continue to follow the SID
until termination point. If the communication failure takes place beyond 25 DME
continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85
whichever is higher for 2 minutes and then climb to flight plan level
b) When under Radar Vector

On the recognition of failure proceed as follows:-
Inside 15 DME (HIA) maintain last assigned heading until 20 DME, climb to 7000
feet or the level assigned by ATC whichever is higher. After 20 DME climb to FL85
or the last assigned by ATC whichever is higher and proceed directly to intercept
the flight plan route.
At or beyond 15DME (HIA) maintain last heading for 2 minutes, climbing to FL85 or
the last level assigned by ATC whichever is higher. Then proceed directly to
intercept the flight plan route.
Five minutes after recognition of failure commence climb to flight plan level
approach procedure for the RWY for which the initial cleared was issued.
6.3.13.10 Other Information
Local Regulation :
An aircraft Release Certificate (ANNEXURE ll - CIRCULAR NO. 05/2007 BCAS - INDIA)

must be signed for all aircraft departing Hyderabad. This certificate should be singed by all
concerned agencies (i.e. Engineering, Commercial, catering, Ground Support, Security and
the Aircraft Commander).
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VABB 9 ILS/ILS 09/27 2963 MAX MAX MAX MAX MAX
Mumbai ILS/VOR 14/32 2517 MAX MAX MAX MAX MAX
VANP 8
VOR/ILS 14/32 3200 NOT NOT NOT NOT MAX
Nagpur
VOBL 9
Bangalore
VOCI 8*
VOR/ILS 09/27 3400 MAX/367 MAX/342 MAX MAX MAX
Cochin
VOMM 9
Chennai
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6.3.14 KHARTOUM (HSSS) - SUDAN
Name of Airport : Khartoum International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Caution: Large birds in vicinity of airport are often found between 15th June and 15th
October.
Caution: Small animals (e.g. dogs) run freely on the airport and may constitute a hazard
especially on the runway.
Caution: Exercise caution whilst manoeuvring on the apron due to limited parking space.
Caution: Exercise extreme caution when manoeuvring between Taxiways B and C

because of cracks on the apron shoulders and limited wing tip clearances.
Note: Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.
6.3.14.3 Terrain
The airport is located 1 NM East of the city on flat desert terrain with an elevation of 1260
feet. Two significant obstacles are shown on the charts, one to the Northwest and one to the
Southeast.
The Blue Nile flows East to West just North of the airfield joining the White Nile which flows
South to North 4 NM Northwest of the airfield.
Air Traffic Control is generally poor, standard phraseology should be used at all times.
Radar is available within 50 NM of the airfield.
Much East-West traffic in Khartoum FIR is during HAJ season.
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6.3.14.5 Weather
Frequent dust and sand storms may lower visibilities to below minimums especially when the
wind is greater than 15 kts.
May to September : Hot season, brings thunderstorms, some of which are severe. They are
normally short-lived (15 mins) and therefore it is better to hold away from the airport until the
weather clears. Note, gust front may be 40 to 50 NM ahead of the storm, it picks up dust and
may cause problems for aircraft. Visibilities may reduce to below 500 metres. The heavy rain
which follows may cause flooding but the runway usually remains clear.
July and August : Line squalls are possible.
October to April : Weather is much better and generally fine.
Strong winds at any time of the year will reduce visibility drastically in rising sands.
The VORs in the region are very unreliable and the signals do fluctuate. The ILS is sub-
ject to false captures very close to the actual beam and must be used with caution. It is
good practice to monitor the ILS with the VOR radial due to the reliability of the ILS.
Caution: Avoid confusing street lighting 3 NM West of Runway 36 and bridge lighting
on final approach for Runway 18 with ALS.
Caution: Crews are advised that runway, taxiway and apron markings are in a faded
condition, exercise caution.
Aircraft are required to backtrack, the turning loops are unlit. FOD is a big problem on the
taxi and apron areas. The apron and taxiways are in poor condition.
Radar vectoring is poor when used. Reports of ATC holding aircraft high, resulting in
making the approach profile impossible to achieve. The LOC has been reported as
being unreliable (crew report 2006).
Taxiway E, F and G not authorised for company aircraft

Exercise caution when operating on apron.
Backtrack will be required using either runways. Noise Abatemnt Departure Procedure
(NADP) - NADP A
Crew staying overnight, passports will be held by immigration and returned at time of
departure.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
HESN 9
Aswan
HSPN 7
VOR/ILS 17/35 2500 NOT NOT MAX/N MAX MAX
Port Sudan
OEJN 9 ILS/ILS 16C/34C 3303 313/308 MAX/369 MAX MAX MAX

Jeddah
ILS/ILS 16R/34L 3803 313/308 MAX/369 MAX MAX MAX
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6.3.15 LAGOS (DNMM) - NIGERIA
Name of Airport : Murtala Muhammed

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / VOR 18R/36L 3900 MAX MAX MAX MAX MAX

9
ILS / NON 18L/36R 2745 MAX MAX MAX MAX MAX
6.3.15.2 Company Restriction
Note: Uplift of Potable water is not permitted from Lagos.
Warning: Query information whenever an ATC clearance is issued contradicting a NOTAM.

Caution: Airfield lighting is unreliable due to power outages.
Caution: Degraded-braking action when runways are wet due to rubber deposits.
Caution: Beware of FOD on aprons and taxiways.
Caution: During low visibility, do not mistake 18L or parallel taxiway for runway 18R,
especially when conducting offset VOR approach to runway 18R.
Caution: Exercise caution during taxi due to uncontrolled vehicular and pedestrian
movement.
Caution: Parking stand, wingtip and engine clearance is an issue if overshoot parking
position.
Caution: Do not use parallel taxi East of Runway 36R/18L.
Note: The ILS is not monitored by ATC. Continual monitoring of the LOC and GS is
essential. Descent progress should be monitored with reference to FPA.
Note: Reports of inaccurate surface winds and visibility, particularly during adverse
weather conditions.
Note: Many taxiways have poor markings and no designation, and combined with poor
ATC. Taxiway confusion is possible.
6.3.15.4 Terrain
No significant terrain. The airport is located on a flat coastal plain.
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ATC standards is poor, lack of adherence to standard procedures and phraseology.

Instructions are generally not clear.
Controllers speak fast and with heavy accent. Use standard phraseology.
Frequencies - Poor reception and congestied due traffic volume

ATIS has been reported having limited range.
During HAJ season, routing to/from Doha may be longer than normal due revised
routing.
6.3.15.6 Weather
The climate of Nigeria is tropical in nature, which is occasionally subjected to variations,

depending on the rainfall. It is characterized by strong latitudinal zones.
Seasons are defined as the wet season, from April to October, and the dry season, from
November till March. The wet season is particularly noticeable on the Southeastern coast.
February to March: Beginning of rainy season, known as the Southwest monsoon. The
beginning of the rains is usually marked by the incidence of high winds and heavy but
scattered squalls.
April to September: Rainfall is most intense during May-July.
October to November: Clear skies.
December to February: During Harmattan winds, reduced visibility due dust and haze can
be expected. Low clouds frequent in early morning. Fog is a daily occurrence, forming before
dawn and clearing by 0900Z.
Note: The most severe weather at Lagos comes from line squalls, moving from East to
West during the spring when the ITCZ is moving Northward. Long lines of dark
clouds, rapid rise in wind speed, heavy rain and rapid change in wind direction
characterize these squalls.
Note: During December to January, whenever the forecast visibility is below the
published minima, consider an additional one-hour holding fuel.
Note: Winds - generally Southern in direction, with the exception of December, when
winds are Northerly in direction.
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NO STARS published. Radar service provided. Inbound, clearance must be obtained
from Lagos approach before crossing the Control Area Boundary. If no contact, try for
relay through other aircraft to Lagos Information on VHF/HF.
Prevailing conditions favor RWY18s, expect either RWY18R ILS or VOR/DME proce-
dure.
ILS 18R G/S is erractic (Crew report Nov 2008)
6.3.15.8 Ground Manuevering
Surface marking are faded and difficult to read/see, especially during adverse weather
conditions. (Crew report 2008)
Aerobridges are fixed, require accurate positioning.
Late stopping instructions from marshaller has occcured on several occasion. (Crew
reports Nov 2008)
Do not use parallel taxiway East of Runway 36R/18L.
Confirm with ATC that flight plan matches filed flight plan. Call for start clearance 15mins
prior ETD, departure clearance issued during taxi out. Expect outbound routing initially on
a radial from LAG VOR, particularly with inbound traffic on R778 (049).
Crossing height restriction FL100 (VOR LAG), and can only be met if departing
runway18R.
6.3.15.10 Customs, Immigration and Security

Overview
Lagos is one of Africas largest, most populated city. It is an urban sprawl, with Lagos
island at its heart. The city is overcrowded, polluted and expensive. Travel around
Lagos is stressful and difficult. Armed robbery and petty crime pose as constant threat to
the security of foreigners.
Violent street crime, armed robberies, muggings and carjacking remain prevalent nation-
wide but particularly in Lagos. Vigilance and adequate security measures are necessary,
particularly at night. The city is filled with poor quality buses and motorcycles that are a
vital part of Lagos Transport Network. They are notorious for crashes and robberies.
Crew are recommended not to travel on them.
Crew Accommodation
Accommodation for crew is arranged at Sheraton hotel, which is approximately 12km
from Airport. The hotel Premises is secure with adequate CCTV coverage and physical
security presence at the entrance, as well as lobby.
Transport
Crew transport is provided by ground handling company called NAHCO. Two armed
Police vehicles will escort the crew transport from Airport to hotel and vice-versa.
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Airport
QR has contracted Check Port Security company to provide security services for our
operations at Lagos. Crew must ensure the security integrity of the catering uplift by ver-
ifying each catering seal numbers before accepting on board. Duty Free & Bar cart seals
needs to be cross checked with Check Port Security Personnel on arrival and departure.
In addition to the above, dedicated QR Security staff is stationed at Lagos Airport to over-
see QR security requirements.
During crew stay at Lagos, it is strongly recommended that crew remain in the hotel and
strictly avoid venturing around the city
Contact Numbers
In case of any emergency, crew may contact the below mentioned numbers.
Contact Details
Mr. Jamel Ladhari - (+234 8039154503)

Airport Services Manager
Mr. Affun Emmanuel - (+234 8033 064632)

Security Supervisor
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

DGAA 9
Accra - Kotoka VOR/ILS 03/21 3403 MAX MAX/380 MAX MAX MAX
Intl
DBBB 8
VOR/ILS 06/24 2363 314/311 250/314 216/214 MAX MAX
Contonou
DNAA 9
Abuja Ninamdi ILS/ILS 04/22 3610 MAX MAX MAX MAX MAX
Azikiwe Intl
DXXX 8
Lome-Gnass- VOR/ILS 04/22 3000 NOT NOT MAX MAX MAX
ingbe Eyadema
Note : B777 / A346 - For emergency only, Runway 22 : Landing - must exit via Taxiway
A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not
suitable for B777 / A346.
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6.3.16 MADRID (LEMD) - SPAIN
Name of Airport : Barajas International
Code (m) Aircraft
Location 772/3 343/6 332 / 3 300 / 10 320 / 1
LEMD 9 NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX
VOR / ILS 15R/33L 4100 MAX MAX MAX MAX MAX

Madrid - Bara-
jas (H24)
ILS / NON 18R/36L 4350 MAX MAX MAX MAX MAX
Note: Day and Night time preferential Runway System applies as per Jeppesen 10-1P.
6.3.16.3 Terrain
The airfield is located 13 km Northeast boundaries of the city with an elevation of 2000 feet.
The vicinity close to the airfield is hilly.
Madrid is located on a high and dry plateau surrounded by mountains and hilly terrain. The
highest peak in the Madrid terminal area is 8268 ft located about 26 NM Northwest of the field
(La Malicisa and Penalara peaks).
ATC standard is generally very good. Use standard phraseology. Extensive use of Spanish
language is made by ATC.
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6.3.16.5 Weather
The climate is dry continental with warm summers. The possibility of precipitation is even
through out the year except at the dry and hot summer time. Generally the main wind
direction is from the west. Due to the hilly surrounding terrain strong winds create bumpiness
during approach and departure.
June to August: Summer months. The average daily temperature can reach upto 31C.
December to February: Winter months. The average daily temperature can drop down to
1C. Low clouds with poor visibility during this time of the year.
March to May and from September to November: Frequent morning fog occurs,
disappearing slowly after sunrise.
Preferred Runways for arrival, refer to Jeppesen charts.
Caution: Do not mistake Torrejon airfield (LETO) Runway 05/23 for Madrid Barajas
(LEMD). Torrejon threshold Runway 05 is located approximately 2 NM
Northeast of Madrid Barajas Runway 33R.
Note: Approach speed restriction apply, refer to Jeppesen charts
Note: Report as soon as possible the intention of missed approach maneuver for
runways 18L/36R. This is required for ATC to restrict departure from runways
36L/15R.
Minimum Runway occupancy procedure is applicable, refer to Jeppesen charts.
Expect "Follow Me" vehicle to meet the aircraft before entering the apron for guidance to
Terminal 1.
Preferred Runways for departure, refer to Jeppesen charts.

Aircraft not ready to initiate take-off run immediately when cleared for take-off, will have
take-off clearance cancelled and will receive instructions to vacate the runway at the first
available taxiway. Although the runway is temporarily occupied by other traffic, landing
clearance may be issued to an arriving aircraft if the controller is satisfied that at the time
the aircraft crosses the threshold of the runway in use prescribed separation from the
preceding aircraft will exist.
When issuing a Landing Clearance based on Anticipated Separation, ATC shall issue
clearance to the succeeding aircraft with the following instructions: .... (Call sign) BEHIND
LANDING / DEPARTING (aircraft type) CLEARED TO LAND RUNWAY (number).
Pilots requesting or accepting to take-off from the intersections shall inform ATC accord-
ingly on initial contact with Ground Control.
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Note: Noise Abatement procedures are applicable, refer to OM Part A, Chapter

8.3.1.5, Procedure A.
Recommendation for Departures :

Report SID (name and number) on first contact with departure frequency.
Strict adherence to speed limitations.
Follow SIDs carefully to meet noise abatement procedures.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
LEAL 8
ILS/VOR 10/28 3000 337/335 MAX. MAX MAX MAX
Alicante
LEBL 8 VOR/VOR 02/20 2540 MAX MAX MAX MAX MAX

Barcelona
ILS/ILS 07R/25L 2660 341/339 MAX MAX MAX MAX
LEVC 7
VOR/ILS 12/30 2915 NOT NOT MAX MAX MAX
Valencia
LEZL 7
VOR/ILS 09/27 3360 NOT NOT MAX / N MAX MAX
Seville
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6.3.17 MASHHAD (OIMM) - IRAN

Name of Airport : Shahid Hashemi Najad International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VOR / ILS 13L/31R 3776 NOT NOT MAX / N MAX MAX

8
VOR / VOR 13R/31L 3886 NOT NOT MAX / N MAX MAX
Caution: Strolling dogs observed on the movement area, caution advised.

Note: As instructed by the Iranian Authorities, the term Arabian Gulf shall not be used
in/out bound flights of Iran.
Caution: Parallel runway operations take place without notification. Crew is required to
monitor both approach and tower frequencies. After landing runway 13L/31R, do
not cross runway 13R/31L without ATC clearance.
6.3.17.3 Terrain
The airfield is situated in a valley 1.5 NM East of Mashhad city and on the Northeast side of
Iran with the Turkmeinistan border 30 NM Northeast of the airfield. The airport elevation is
3270 feet. To the West and East of the airfield the ground rises to mountain ranges, which run
in a Northwest direction. To the South of the airfield the terrain rises to 4253 feet within 5 NM.
To the West the mountain range rises to 4950 feet within 10 NM and rises to 10850 feet within
20 NM. To the East the terrain rises to 6322 feet within 20 NM.

The standard of ATC and English is average however can be poor at times.
Start-Up Call 5-10mins before ready to start
Clearance Valid 10mins from time of start-up clearance
A new ATC flight plan is required if aircraft fails to depart after two start-up clearances
ATC Flight Plan Valid for 60mins after filed EOBT
Preferential Runway usage (ATC)
Take-off RWY 13L/R
Landing RWY 31L/R
Routing MHD-DOH
Expect FL180 20nm before waypoint MIDSI (Tehran/Bahrain FIR). OFP will reflect
the FL restriction.
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6.3.17.5 Weather
Mashhad is located in the Northern temperate region, and has a changing climate. The rainy
season is mostly in mid December through late March. Summers, the weather is dry and
warm. Winters, it is rather cold.
Runway 13L and 13R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)
except tail wind component is 10 kts or more.
Runway 13L and 13R approaches are steep. (FPA 4.5 for VOR-DME runway 13L and
FPA 4.8 for VOR-DME runway 13R) which is up to 1200 ft/pm.
In VMC request visibility approach for 13L/R to reduce FPA.
In IMC request runway 31L/R upto 10kts tail wind.
Runway 31L and 31R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)
except tail wind component is 10 kts or more.
Code (m) Aircraft
Location 772/3 343 / 6 332/3 300/10 320/1
OIFM 8 VOR/ILS 08L/26R 4397 262/261 226/295 192/190 150/153 MAX/87
Esfahan CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232 MAX MAX
OIIE 9
Tehran - VOR/ILS 11/29 4200 MAX MAX/371 MAX MAX MAX

Imam Khomaini
OIKK 8
VOR/VOR 16/34 3785 NOT NOT 211/209 MAX MAX
Kerman
UTAA 7
ILS/ILS 12L/30R 3800 NOT NOT MAX/N MAX MAX
Ashgabat*
* Runway 12R/30L Not Authorised
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6.3.18 MOSCOW (UUDD) - RUSSIA
Name of Airport : Domodedovo International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
NONE 14C/32C 2600 338/332 MAX/375 MAX MAX MAX
9 ILS / ILS 14L/32R 3794 297/295 MAX/378 MAX MAX MAX
Caution: Airport to be used with caution in winter during ice conditions.
Caution: Numerous vertical conversions are required.
Caution: Extra vigilance and monitoring is required at all times.
Note: A330 TS-1 fuel is approved and can be mixed with JET A1 or JET A type fuels.
Note: Refer to Operations Manual, Part A: General/Basic, Chapter 8.2.1.7.2 for fuell
freezing point determination and fuel mixture if any.
Note: Refer to Operations Manual, Part A: General/Basic, Chapter 8.3.8.11

(Operations on Slippery surfaces) for all information about runway friction, friction
coefficient, braking action, contaminants and guidelines for take-off and landing.
Note: GHA frequency not available. Urgent message can be passed via Contact
Ground Control (119.0).
Note: Fuel remaining in outer tanks should be transferred to inner tanks to avoid
unnecessary de-icing from upper side of wings. Refer to FCOM 3.04.91
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6.3.18.3 Terrain
Moscow Domodedovo (pronounced Domoshedovo) airport is positioned within a wooded
suburb 23 NM Southeast of Moscow Central. The airport elevation is 587 feet. There is no
significant terrain in the immediate area but there are numerous military and civilian airfields
in the vicinity. Moscow Bykovo 13 NM North-Northeast, Ramenskoye 12 NM Northeast,
Podolsk/Dubrovitsky 14 NM West, Moscow Ostafyevo 14 NM Northwest and Mosocw
Vnukovo 24 NM Northwest.
Caution: Do not mistake illuminated highway leading to the airport with the runways.
Caution: Casual or informal language may reduce safety. Use simple and standard
phraseology. Controllers speak reasonable English, but careful with special
requests to avoid misunderstanding.
Caution: On departure, Radar vectors may take aircraft into prohibited areas.
Careful attention is needed both on arrival and departure to ensure the correct altimeter
setting is used: ATC uses the term HEIGHT (QFE) but do not usually use the term Flight
Level (1013.2). QNH may be obtained on the ATIS and/or HF broadcasts.
Within the Russian Federation ATC and MET use metric units. Distances are measured in
metres (m) and kilometer (km), the wind velocity is in m/sec and pressure indications may be
provided in mmHg (millimetres of Mercury) or hPa. It is Qatar Airways policy to fly QNH at all
times below transition altitude, QFE shall not be used at any time on any primary altimeters.
QNH should be available at all times from ATC going to UUDD, if unable to obtain QNH you
can convert QFE into QNH by adding 22 hPa to the current UUDDs QFE. The value of the
field elevation translated into hPa as follow :
Each 27.5 feet = 1 hPa
UUDD: 587 / 27.5 = approximately 22 hPa
Note: Airfield (Runway) elevation in hPa is available on Jeppesen approach plates.
6.3.18.4.1 Flight above Transition Level/Transition Altitude (TL/TA)
Above TL/TA, clearances are given in metres. Correct altimetry may be achieved by selection
of STD and; METERIC ALT pushbutton (for A320 Family).
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TRUE TRACK
WEST EAST
180 - 359 0 - 179

13100 43000 12100 39700
11600 38100 11100 36400
10600 34800 10100 33100

9600 31500 9100 29900
8600 28200 8100 26600
7800 25600 7500 24600

7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800

3600 11800 3300 10800
3000 9800 2700 8900
2400 7900 2100 6900

1800 5900 1500 4900
1200 3900 900 3000
6.3.18.4.2 Flight below Transition Level/Transition Altitude (TL/TA)
Below TL/TA clearances are given in metres - QFE (height above airport). To ensure correct
operation of lateral and vertical navigation and to remain consistent, a conversion from
metres - QFE to feet - QNH must be performed by crew.
When cleared below the Transition Level all the aircraft altimeters shall be referenced to
feet rather than metres.
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QNH in hPa should be available on ATIS. Crews should also request QNH in hPa from ATC.
Aircraft should be set to QNH according to Operations Manual: Part A: General/Basic,
Chapter 8.3.3.
Conversion from metres - QFE to feet - QNH is accomplished by reference to table below.
Feet (ft) to Meter (m) conversion below Transition Level (TL) (for DME only)
Meter (QFE) Feet (QNH)
900 3540
800 3200
700 2900
600 2600
500 2200
400 1900
300 1600
200 1200
100 900
When cleared below TL to metres - QFE
Set QNH in hPa on all altimeter subscales.
Set desired altitude (ft) on Flight Control Unit (FCU)
Initiate or continue descent.
6.3.18.5 Weather
The climate is continental with relatively warm, humid summers with mean maximum
temperatures above +28 C during July to September. Winter season is long and cold with
mean minimum temperature of -25C in January to February.
Most weather activity consists of CBs or squalls. Occasionally, morning fog occurs during
winter months but usually dissipates by mid-morning.
Occasional late afternoon thunderstorms occur during May to August.
Prevailing winds are westerly and at times quite strong. Below minima weather is not
common.
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STARs are used, followed by radar to final approach. Descent clearance, which may be
delayed, will be given by radar and may not be consistent with the STAR. The radar con-
troller may not give the last turn onto the ILS LLZ, make this turn using bearings
from locators without further instructions. Clearance to land is given after crews
have reported Landing Gear down.
Runways with ILS approaches have two (2) missed approach procedures published,
"Standard" and "In case of Lost Communication". Due limitation in FMS NAVDB, only
"Standard" missed approach procedure available.
Note: Fuel uplift is to be written in the Crew GD.
Request departure clearance as early as possible (prior to Taxi if possible).
ATC may assign low height after take-off, possibly below thrust reduction/acceleration
height.
Expect the clearances as Climb 900 m on Runway heading, passing 200m contact radar
127.7.
Convert any ATC clearances in metres (QFE / FL) to feet (QNH / FL), using appropriate
conversion table provided above, then place the appropriate converted feet value in the
FCU.
Visa for Russia MUST be in the current passport of a crewmember. If a passport has
been renewed, the old visa automatically becomes invalid, even though it has not
expired. Ensure Visa is transferred to current passport.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
EETN 7
ILS/ILS 08/26 2820 NOT NOT MAX/N MAX MAX
Tallinn
EFHK 9 ILS/ILS 04R/22L 3200 MAX MAX MAX MAX MAX
Helsinki - Van- ILS/ILS 04L/22R 3000 MAX MAX MAX MAX MAX
taa ILS/VOR 15/33 2901 MAX MAX MAX MAX MAX
EVRA 8
ILS/ILS 18/36 2550 NOT NOT MAX/N MAX MAX
Riga
EYVI 7
ILS/ILS 02/20 2500 NOT NOT 217/215 MAX MAX
Vilnius
ULLI 8 ILS/ILS 10L/28R 3397 310/307 MAX MAX MAX MAX
St. Petersburg ILS/ILS 10R/28L 3780 310/307 XXX/292 205/203 156 MAX/87
UMMS 8
ILS/ILS 13/31 3640 268/264 249/312 208/206 159/163 MAX/82
Minsk
UUEE 8 ILS/ILS 07L/25R 3550 327/323 MAX MAX MAX MAX
Moscow -
Sheremetyevo ILS/ILS 07R/25L 3702 294/291 MAX/367 MAX MAX MAX
(Note 1)
UUWW 8
ILS/ILS 02/20 3000 235/233 208/265 178/177 142/144 MAX/93
Mosocw -
Vnukovo (Note
2) ILS/ILS 06/24 3000 XXX NOT NOT NOT 63/61
Note 1: First Company preferred alternate.
Note 2: Second Company preferred alternate.
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6.3.19 MUMBAI (VABB) - INDIA
Name of Airport : Chatrapati Shivaji International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
ILS / VOR 14/32 2517 MAX MAX MAX MAX MAX
NIL
Caution: Juhu airport is 1.9 NM northwest and has a Runway 08 which has been mistaken
for Runway 09 at Mumbai
Due to extensive light aircraft and helicopter activity at Juhu, a sharp look out
should be maintained at all times.
Note: All turns must be made on the runway properly avoiding shoulders.
Note: People wandering onto runways and taxiways during the day and night.
6.3.19.4 Terrain
Airfield located 8 NM Northeast of Mumbai (Bombay) and 2 NM from the coast with an
elevation of 27 feet. 40 NM to the East are the Western Ghat Mountains which reach a
maximum of 5400 feet AMSL. Hills lie to the North and East within 10 NM, the highest being
nearly 1550 feet AMSL at 8 NM North Northeast. Immediately East of the aerodrome, in the
vicinity of Runway 27 MM, there are low hills, which have been levelled to their present
heights of around 200 feet above airfield elevation. At range 3.5 NM on the approach to
Runway 32 and just left of centreline is a hill 1050 feet and obstructions to nearly 1074 feet
AMSL. There is a mast to nearly 1000 feet AMSL 5.5 NM South Southwest. On the approach
to Runway 27 there are hills and obstructions to nearly 750 feet AMSL 1 NM right of the
centre line and 2 NM short of the threshold.
Pilots are advised to make full use of Navigation Aids and Instrument approach plates and
procedures even in VMC conditions.
Caution: High Terrain on take-off runway 09 and 14.
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The standard of ATC is average. English at times is barely adequate requiring terminology to
be kept simple.
6.3.19.6 Weather
Hazy all year round due to smoke.
March to early June is the hot season ending with the possibility of thunderstorms known as
Elephantas late in the season (The name Elephantas comes from Elephanta island on the
eastern side of the Mumbai harbour. The storm usually comes from this direction). The
Elephantas can be prolonged and severe.
Mid June to September is the period of Southwest Monsoon. The onset and withdrawal of
the monsoon is generally marked by several thunderstorms and squalls. The monsoon
generally break over Mumbai about first week of June. Heavy rain and thunderstorms seem
to occur almost continuously during this period. Hazard like crosswind conditions exceeding
operational limits, poor braking actions very low visibility and runway contamination prevail
during this period.
Warning: June/July are months heavy rain accompanied by squally winds. Hazards like
crosswind conditions exceeding operational limits, poor braking action, very low
visibility and runway contamination due to flooding prevail in this season.
October to November, apart from the Elephantas as the south-west monsoon withdraws the
weather is mainly fair. Winds are mainly north easterly to westerly.
December to February is the Northeast Monsoon. This is a season of fair weather with land-
sea breezes. February can be expected to be hazy with the possibility of fog.
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On approach Runway 27 in low visibility, confusion may exist between Runway 27 and
parallel taxiway.
The ILS on Runway 27 has a 3.3 glideslope, therefore the glideslope must be intercept with
at least F-speed. The ILS may be unreliable during heavy rain.
The VOR is liable to scalloping up to 6 in the northwest sector and up to 3 in the southeast
sector.
Runway 09/27 is slow to drain after heavy rain and aquaplaning is a possibility.
Warning: There are two ridges that may triggers GPWS warnings, the most significant is
on Runway 27 centerline at 18 to 24 miles.
Caution: Taxiways not authorized for B777, A346 & A330 : - K1, K3, L, L1, L2, S, T and U.
Caution: When taxing on taxiway D be vigilant for aircrafts holding on taxiways B4 , C or J.
Crew Feedback - Exercise Caution when coming onto stand as the visual stoppage system
can at times be difficult to read.
Runway 09/27 is extremely rough and the aircraft configuration giving the lowest possible
rotation speed should be used without compromising performance.
Note: The Terminal 2 International apron is not visible from the control tower,
awareness and good crew co-ordination is required.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OPKC 9 NON / ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX
Karachi NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX
VAAH 9
VOR / ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX
Ahmedabad
VANP 8
VOR / ILS 14/32 3200 NOT NOT NOT NOT MAX
Nagpur
VOBL 9
ILS / ILS 09/27 4000 MAX/360 MAX MAX MAX MAX
Bangalore
VOHS 10
Hyderabad
VOMM 9
Chennai
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6.3.20 NAIROBI (HKJK) - KENYA
Name of Airport : Jomo Kenyatta International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS / VOR 06/24 4117 MAX MAX MAX MAX MAX
Caution: Bird hazards are encountered anywhere in Kenya airspace from ground level to
15,000 feet AMSL at all times. Large birds up to 7 kg are common.
Note: 180 degrees turns on Runway 06 is not permitted.
Note: Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.
6.3.20.3 Terrain
The airfield is located 15 km Southeast of the city with an elevation of 5327 feet. Terrain East
of the airport is generally flat and rising steadily to the West. To the North the Aberdare
Mountains run North-South with peaks to 13,000 feet ASL within 40 NM. West at 17 NM are
the NGong Hills with peaks to nearly 8100 feet ASL (The GG NDB and GV VOR are sited on
these hills). 23 NM South-East are the Mua Hills to over 7000 feet ASL. Mount Kenya 17,058
feet ASL located 70 NM North-Northeast and Mount Kiliimanjaro 19,340 feet ASL located 110
NM South of the airfield.
The standard of ATC and English is variable. Use standard phraseology.
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6.3.20.5 Weather
Nairobi enjoys good weather throughout the year. Low stratus cloud frequently occurs in the
Nairobi area and constitutes perhaps the most common and serious hazard to aircraft
intending to land at night or early morning. It can be experienced at any time of the year and
may lead to a sudden deterioration in reported visibility with little or no warning. It is rapid
formation from previously cloudless conditions constitutes the most serious hazard. Low
Stratus is most frequent from 2200 UTC onwards reaching a peak between 0300 and 0500
UTC the rate of dispersal is rapid after 0500 UTC.
January to February: Hottest and least cloudy period. Early morning fog can form suddenly
and unexpectedly. Surface wind generally Northeasterly 10 - 15 kts, but strong Northerly
crosswinds a possibility.
March to May: The Long Rains. The weather is often severe. Cu/Cb occur during the day,
with thunderstorms possible in the late afternoon. Rain may then continue well into the night.
June to September: Dry season. Surface wind generally South-Southeast of 10 kt. Much
clouds, mainly scattered, base 3000 feet tops 5000 - 6000 feet.
October to December: The Short Rains. Much low stratus. Maximum rainfall between
2000 UTC and 0900 UTC. After a clear evening low stratus or fog may form before midnight
2100 UTC.
During descent and approach, the high TAS will result in increased ground speed and
turning radius.
Caution: TCAS warning may be triggered, due to the close proximity of Wilson and
Eastleigh airfield.
Braking action degraded in wet conditions particularly on the heavy rubber deposits in the
Runway 06 touch down area. Crews are reminded to consider the tyre speed limitations
at high airports. The probability of experiencing hot brakes on turn around is possible.
Runway choice and braking technique may help to reduce any brake temperature delays.
Note: Due to extreme ground surface heating, severe turbulence may be

experienced on approach to land.
Parking stands are in Apron 1. Stands 3 - 5 are for wide-body aircraft.
NIL
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
HKMO 9
Mombasa
HTDA 9
ILS/VOR 05/23 3000 MAX/347 MAX/349 MAX MAX MAX
Dar-es-salam
HTKJ 9
ILS/NON 09/27 3607 MAX MAX/370 MAX MAX MAX
Kilimanjaro
HUEN 9
ILS/VOR 17/35 3658 XXX MAX MAX MAX MAX
Entebbe
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6.3.21 NEWARK (EWRK) - USA

Name of Airport : Newark Liberty International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 04L/22R 2579 MAX MAX MAX N/A N/A

9 (E)
ILS / ILS 04R/22L 2501 MAX MAX MAX N/A N/A
6.3.21.2 Company Restrictions

Runway 11/29 - Not authorized.
Landing and Hold Short (LAHSO) operation - Not authorized.
Circle to land - Not authorized.
Warning: All taxiway intersection considered HOT SPOTs. READ BACK ALL HOLD
SHORT INSTRUCTIONS. Be alert for RUNWAY CROSSING CLEARANCE. Do
not enter an ACTIVE RUNWAY WITHOUT A CLEARANCE.
Warning: Ramp Control frequency MUST be contacted, PRIOR to entering ramp area and
BEFORE push back.
Caution: Bird hazard in vicinity of airport.
Caution: Para-Sail and banner towing operations 1000ft and below in upper and lower
New York bays.
Caution: Do not forget to include HEAVY in call-sign: Qatari 84 Heavy.
Note: Displaced landing Threshold - Runway 04L/22R and Runway 04R/22L.
Note: Under FAA regulations, the following values are used:

Declared distance : Feet
Visibility : Statue Miles (SM). Note below 1/4sm, visibility advised in Feet
RVR : Feet
Altimeter : Inches
The FAA frequently perform spot-check inspections of all personal, Aircraft documents
and emergency equipment.
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6.3.21.4 Terrain
Airport is located 2.6 miles south of Newark city and 5 miles west of New York City. The
airport is surrounded by medium density residential area. Generally flat terrain, 15 miles
West/Northwest, low terrain.

Newark is located within the New York Terminal Control Area, sharing airspace with both New
York-JFK (KJFK) and La Guardia (KLGA). In addition busy general aviation airports are also
located within the vicinity. Radar vectoring is used extensively.
Weather disruptions in the New York Area, including at other airports, may cause a domino
affect resulting in delays. Weather disruptions that occur in early part of the day may result in
extensive delays to evening arrivals.
When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one (1)
hour or greater not uncommon affecting both arriving and departing flights.
Three (3) helicopter routes cross Newark flight patterns. ATC will issue traffic advisories.
US ATC controllers tend to speak rapidly, abbreviated and use non-ICAO standards.
Speaking slowly may trigger the response to be slower. If unsure about a clearance, clarify.
US Terminology:
Position and Hold, MEANS Line-up and Wait. An imminent take-off clearance
should follow upon line-up, if not, query ATC.
Taxi xx Position and Hold MEANS Taxi via xx, Line-up and Wait. An imminent take-
off clearance should follow upon line up, if not, query ATC.
Minimum Fuel
Advise ATC of minimum fuel status when fuel supply has reached a state where, upon
reaching destination, any undue delay cannot be accepted. This call does not declare an
emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating call sign.
Example Newark Approach, Qatari 84 heavy, MINIMUM FUEL.
If traffic priority is required, an EMERGENCY must be declared, reporting remaining
fuel in minutes.
If fuel reserves are low, advise ATC early since diversions usually take 15 minutes or more to
arrange - BE POSITIVE.
Peak times for traffic flow
Arrivals : 1300 to 1700 Local

Departures : 0700 to 1000 and 1800 to 2100 Local.
Departure taxi times are planned at 25 minutes based on statically times obtained from
Newark Airport.
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Holding speed/altitude within New York Area.
Altitude Airspeed (KIAS)
Up to 6000ft 200
6001ft - 14,000ft 210
6.3.21.6 Weather
Newark experiences a wide variety of weather systems. Low-pressure systems moving from
West to East (East coast depression) are the main basis of major weather.
Summer is characterized by warm weather with occasional heat waves.
April June & Sept.- Oct: Probability of sea fog particularly during early morning hours, which
may continue into afternoon and infrequently into evening.
June- September: Widespread thunderstorms, with tops at times more than 50,000 ft.
occasionally resulting in airport closure. Squall lines frequently stretch out in a NE/SW
direction.
Severe Weather Avoidance Plan (SWAP) applies to all bad weather situations associated
with thunderstorms in summer. ATC proactively re-route to destinations and redirect to
alternates.
Winters are cold with heavy snowfalls at times. Sleets or freezing rain and icing conditions
may precede a storm. Slow moving warm fronts can produce consistent low clouds and poor
visibility.
a) Arrival Procedure
Arriving aircraft are often vectored outside ""New York Class Bravo (B)"" after entry . The
following "geographical vicinities" are where pilots may experience this occurrence. Crews
should maintain alertness and situational awareness at al all times.
1) RWY 22L/R - South of "SPARTA VOR", between 5000ft and 7000ft
2) RWY 04L/R - North of "Robbinsville" VOR, sector outside of Class B at 3000ft and 4000ft,
and below Class B at 2000ft
There is limited use of STARs. An early descent from Boston center is standard. Expect radar
vectors from New York Approach Control for ILS approach 04R or 22L (ATC preferential
runways for landing). Considerably low level vectoring is normal.
In a non-standard phraseology, the descent clearance is issued in such wordings or manner

as reach XYZ at 13000ft, even though the word Descent is not mentioned.
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Arrival Profiles:
a) Via BDL (Bradely), Expect FL280 by BOS (Boston VOR), cross BDL at FL160,
FLOSI at FL80 and SHAFF at FL70.
b) Via ALB (Albany VOR), expect to be at or below FL280 by 230nm from Newark, level at
FL240 25nm before ALB, cross ALB at FL160,FLOSI at FL80 and SHAFF FL70.
The Operational Flight Plan (OFP) will reflect above profiles.
Runway 22L Arrival
a) After waypoint SAX, expect turn to TEB (Teterboro), track distance from SAX to
Newark is about 60nm. The Runway 22L approach path, passes over Teterboro airport,
located 9nm North/Northeast, which has high volume of general aviation traffic. When
Runway 19 is in use at Teterboro, TCAS events are common. Expect 180kts up to 6-
mile finals.
b) Simultaneous arrivals to Runway 11 and Runway 22L are normal.
Runway 04R Arrival
Landing Runways 04R, expect a wide downwind, with speed restrictions to de-conflict with La
Guardia (KLGA) inbound traffic. Linden airport, 5nm south, with traffic pattern to 800ft MSL, is
located beneath approach path to Runway 04L/R. Track distance from SAX to Newark is
about 100nm. Expect speed adjustments on final approach.
Runway Approach
Runway 04R Cat II & IIIA
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c) Taxi and Ramp Areas:

After landing Runway 04R or 22L, tower will instruct arrivals to hold short of Runway 04L or
22R for departing traffic. Arriving aircraft are expected to clear arrival runway, continue pass
center taxiway P and read back the Hold Short instructions.
Runway Crossing
After runway-crossing instructions are received, the aircraft is authorized to taxi

beyond first taxiway to ensure the entire aircraft is clear of active runway. Move all the
way up to taxiway PA,A or S.
Taxi Routes - Departure
Runway 04L Taxi via B, D, hold short taxiway V OR via A, PA, hold short of
V.
Runway 22R intersection W, taxi via B, R, hold short K OR via A,S, hold
short of K.
Do not necessarily expect hand-offs between Ground and Ramp Controls and vice versa.
After landing, if not instructed, initiate call to Ramp Control PRIOR to ENTERING the
ramp area.
Departure, initiate call to Ground Control PRIOR to EXITING the ramp area if not
instructed to do so.
Qatar Airways will use Terminal B at Newark International airport. Contact Ramp
Control on 122.85 for gate assignment prior to and again after landing. After landing
maintain listen watch on 122.85 for updates.
Extreme caution must be used when the ramp is wet or snow /ice is present. If,
determined by PIC, aircraft cannot be parked safely under its own power, request
towing.
Parking Stands : 51,52,57,60 and 68 are Tow-in gates.
Parking Stands : 62- 68, Marshaller required .
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d) Departure Procedure
Pushback Frequencies at Terminal B, Concourse B-3
1) Gates 60-62 - Port Authority on 122.85
2) Gates 63-68 - Continental on 129.57
Datalink departure clearance (DCL) is available.

Request clearance up to 25 minutes prior to departure, except when ATIS indicates departure
delays are in effect. Flow control procedures can often cause extensive ground delays.
Expect Runway 22R or 04L for departure.
Departures are via Newark Seven Departure. Note all SIDs have INITIAL CLIMB followed
by ROUTING instructions. Expect intermediate level off during climb out and be ready for
frequent altitude changes.
Departing Runway 22R, standard take-off point is from Taxiway W, if full length required,
advise ATC at start-up.
Departing Runway04L, caution advised due departing traffic from Teterboro airport located
9nm North/Northeast.
Departures Delays
The term GATE HOLD may be used and occurs when a departure delay greater than
15mins is expected.
Departure flow management(less than 15mins) or Departure delay (greater than
15min) procedures are advised via ATIS.
After receiving ATC clearance, contact Flow Control (GATE HOLD frequency) for
status on departure delay.
Departures delay information will be updated in fifteen (15) minute increments
thereafter.
Advise ATC if unable to meet assigned taxi time.
Prior to taxiing, advise, flow controller (GATE HOLD frequency) of intended ramp
exit.
Note: Monitor and maintain listening watch with flow control (GATE HOLD frequency)
at all times. Failure to respond to three (3) successive calls or inability to taxi at
the issued taxi time will result in further delay.
e) De-icing
Completed on stand. Snow-desk will co-ordinate de-icing times. Ensure ATC is advised
of the times.
f) Alternates
During times of mass diversions from airports located within the New York area, surrounding
airports fill up rapidly. Consideration should be given to nominating a distanced alternate
when marginal weather is forecast.
Newburgh Stewart (KSWF) and Windsor Lock (KBDL) can be considered as fuel alternates.
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a) Security
Global Security will do pre-departure security check as listed below :
Aircraft search will be carried out by Global Security and a copy of the search form will
be handed over to the CSD.
to aircraft.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
KBDL 8(D)
Windsor ILS / ILS 06/24 2899 MAX MAX MAX XXX XXX
Locks
KBOS 9(E) NON/ILS 09/27 2134 MAX MAX MAX XXX XXX
NON/NON 04L/22R 2148 MAX MAX MAX XXX XXX
Boston ILS/ILS 04R/22L 2684 MAX MAX MAX XXX XXX
KBWI 8(D) ILS/ILS 10/28 3033 MAX MAX MAX XXX XXX
Baltimore ILS/ILS 15R/33L 2896 MAX MAX MAX XXX XXX
KJFK 9(E) ILS/ILS 04L/22R 2638 MAX MAX MAX XXX XXX
New York ILS/ILS 13L/31R 2734 MAX MAX MAX XXX XXX
VOR/ILS 13R/31L 3428 MAX MAX MAX XXX XXX
KIAD 9(E) ILS/ILS 01C/19C 3505 305/302 MAX MAX XXX XXX
Washington ILS / ILS 01L/19R 2865 MAX MAX MAX MAX MAX
ILS/NON 12/30 3200 MAX MAX MAX XXX XXX
KPHL 9(E) ILS/ILS 09L/27R 2896 MAX MAX MAX XXX XXX
Philadelphia ILS/ILS 09R/27L 3202 MAX MAX MAX XXX XXX
KSWF 7(C)
ILS/ILS 09/27 2688 NOT NOT MAX/NOT XXX XXX
Newburg
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6.3.22 NEW YORK (KJFK) - USA

Name of Airport : John F Kennedy

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

ILS / VOR 04L 3460 MAX MAX MAX MAX MAX
ILS 22R 2638 MAX MAX MAX MAX MAX
ILS / VOR 04R/22L 2560 MAX MAX MAX MAX MAX
9 (E) ILS / VOR 13L 2772 MAX MAX MAX MAX MAX
ILS / VOR 31R 2736 MAX MAX MAX MAX MAX
VOR 13R 3647 MAX MAX MAX MAX MAX
ILS / VOR 31L 3428 MAX MAX MAX MAX MAX
D - ATIS PDC / DCL TWIP
Available Available to PDC Not Available
This brief to be read in conjunction with JFK ATC CD-Rom: JFK TOWER USER
GUIDE provided to all crew-members operating to JFK.
JFK is a noise sensitive airport.
Caution: Rushed Approaches do occur, consider asking for a 10nm final and be prepared
to configure early for landing.
Caution: RWY04R - Arrival aircraft is requested to immediately advise ATC in the event of
a missed approach, as this is critical to separation from 04L departure aircraft.
Caution: Be aware of possible radio interference or false instructions on tower

frequencies.
Caution: Flocks of birds are a hazard (JFK has one of the highest rate of bird strikes).
Caution: Para-Sail and banner towing operations at 1000ft and below in upper and lower
New York bays.
Caution: Hot Spots - See Jeppesen Chart 20-9.
Caution: Stand 3, 25, 27 not authorized for B777/A346 at T4.
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Taxi Way Restrictions : Jeppesen chart 20-9-1 (Taxiway Restriction) depicts Taxiways not
authorized for B773-300ER and A340-600. Note B777 Airport Moving Map (AMM) does not
show Taxiway restrictions.
Note : Inbound contact IAT Ramp Control 130.77 to obtain parking stand, apron
entry point and any apron advisories.
Note : Peak Arrival Times 1500 - 1700 local time

6.3.22.4 Terrain
Airport located on Long Island, 10nm southeast of New York City. Area surrounding the
airport is noise sensitive.
6.3.22.5 Weather
Significant Disturbances
Noreaster is a deep low pressure system that occurs along the East Coast of US and
Canada, and is the main source of significant weather for New York. Noreaster can
occur any time, but most frequent in winter as they thrive on converging polar cold air
mass and warmer ocean water of the Gulf Stream. Noreaster produces moderate to
heavy snow, rain for periods usually lasting 24hrs, low temperatures and high wind
gusts. Noreaster will affect all East coast airports, ie. KBOS, KBWI, KEWR, KIAD,
KPHL and KPIT.
Autumn (Fall) & Winter
Northerly winds most common during winter, expect RWY4L (take-off) 04R (landing/
CAT IIIA)
Snow falls expected from November to April.
Low clouds and visibility occur with slow moving warm fronts.
Freezing rain and drizzle has been common for past three (3) winters.
Spring & Summer
Spring - Weather below minima occurs mainly when sea fog drifts in with SSW wind,
during summer (April/May & Sept/Oct) it clears quickly, however in winter it can be
persistent.
Summer Temperatures may rise to 30C or more associated with high humidity.
Active cold fronts and squall lines with associated thunderstorms and wind-shifts
resulting in runway changes can lead to ATC disruptions and delays. Thunderstorm
activity frequent in late afternoon. Squall lines often lie in a NE/SW direction. Tropical
disturbances during hurricane season (Jun-Oct) may bring heavy rain and strong
winds to the area.
Winds are generally southerly in direction
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Windshear
RWY22L/R, windshear maybe experienced

Severe Weather Avoidance Plan (SWAP)
Applies to all bad weather situations. ATC proactively re-route to destinations and
redirect to alternates
A very busy air traffic environment with airports La Guardia 9nm North and Newark 16nm
West. Numerous light aircraft operating along Long Island shoreline.
Weather disruptions in the New York Area, including at other airports, may cause a domino
affect resulting in delays. Weather disruptions that occur in early part of the day may result in
extensive delays to evening arrivals.
When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one hour or
greater not uncommon affecting both arriving and departing flights.
US Air Traffic controllers tend to speak rapidly, abbreviated and use non-ICAO standards.
Speaking slowly may trigger the response to be slower. If unsure about a clearance Clarify.
US ATC Terminology :
Position and Hold MEANS Line-up and Wait. An imminent take-off clearance should
follow upon line-up, if not, query ATC.
Taxi xx Position and Hold MEANS Taxi via xx, Line-up and Wait. An imminent take-
off clearance should follow upon line-up, if not, query ATC.
Fuel Reserves / Min Fuel
If fuel reserves are low advise ATC.

Minimum Fuel - Advise ATC of minimum fuel status when fuel has reached a state
where upon reaching destination, any undue delay cannot be accepted. This call does
not declare emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating call sign,
Example - New York Approach, Qatari xxx heavy, MINIMUM FUEL.
If traffic priority is required, an EMERGENCY must be declared, reporting
remaining fuel in minutes
Unit of Measurement :
Declared distance in Feet
Visibility in Statue Miles (Note: below 1/4sm, visibility advised in Feet)
RVR in Feet
Altimeter in Inches
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Holding Speed / Altitude within New York Area.
Altitude Airspeed (KIAS)
Up to 6000ft 200
6001ft - 14,000ft 210
Class B Airspace
Crew to beware of potential for radar vectors on arrivals to JFK may take beyond
Class B limits either laterally or vertically after initially penetrating Class B boundaries.
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Descent / Star Overview
Early descent with Boston Control is standard, 200-300nm away. Fuel consumption,
expected descent profiles are included in Operational Flight Plan (OFP)
Non-standard phraseology, the descent clearance is issued in such wordings or

manner as reach XYZ at 12000ft, even though the word Descent is not mentioned.
STARs - from North Atlantic/North East expect routing via Kennebunk (ENE),
Plymouth (PLYMM). STAR usage maybe substituted by radar vectoring. STARs
contain expected flight levels and altitudes, useful guide to planning descent. Traffic
from ENE and PLYMM is routed via waypoint ROBER, after which radar vectors
provided.
Via Kingston (IGN) STAR, cross IGN at 19,000ft due La Guardia airspace
constraints. En-route holding within the STAR can be expected. Runway 31/L/R,
expect track distance of 175NM from IGN.
Expected speed constraints
TOD TO 5,000FT BELOW 5,000FT FAF OR MARKER

250KTS 210-230KTS 180KTS
Extensive low level radar vectoring to be expected.
Be familiar with full place names of approach aids as these are frequently referred too.
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Arrival Runway (ATC Preference)
ARR. RWY DISPLACED THRESHOLD (M) AVAILABLE LANDING AIDS
04R NIL CAT IIIA/IIIB
22L NIL CAT IIIA/IIIB
13L/22L 276M / NIL CAT II / CAT IIIA/IIIB
VOR / CAT IIIA/B SIMULTANEOUSLY

13R/04R 795M / NIL
APPROACHES USED
CAT I RWY31L/R (USED SIMULTA-

31R 314M
NEOUSLY)
DISPLACED THRESH- LANDING

ARR. RWY NOTES
OLD (M) AIDS
USED AS OVERFLOW FOR RWY22L

22R 822M CAT I
DURING PEAK TIMES
USED AS OVERFLOW FOR RWY31R

DURING PEAK TIMES. NOTE
31L 1014M CAT I
RWY31L HAS NO APPROACH
LIGHTS.
Approach Overview
VOR approaches are often utilized, particularly RWY13L/R, which is used to improve
traffic flow by increasing separation between arrival LGA and JFK and also for noise
abatement
Simultaneous landing taking place on separate runways, i.e. RWY13L/22L
Close separation during busy approach periods is normal.
Last minute runway changes are frequent, necessitating rapid re-briefing for a
different approach.
Displaced Thresholds - Five of eight runways have displaced thresholds of varying

distances. There is a possibility to duck-under especially on RWY13 with a low cloud
base, with a possible consequent firm landing.
All approaches except RWY13R have CAT I ILS.
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Arriving RWY04R while departing RWY04L
RWY04s used mostly during winter and when strong East / South East x-winds exist.
Side-step approaches are sometimes utilized RWY04R to RWY04L.
RWY04R Missed approach - inform tower immediately and follow instructions due
critical separation from RWY04L departures.
Arriving RWY13L & 22L while departing RWY13R
RWY13L ILS approach is rarely used due to conflict with La Guardia approach, but
when used, arrival rates drop to around 28 per hour (1/2 of normal rate). VASI is
turned off during RWY13L ILS.
RWY22L is an offset VOR/DME approach for separation from LGA traffic. The ILS
may be used during late evening arrivals.
VOR approach, expect vectoring to intercept final at 2000ft.
This RWY configuration is most frequently used throughout summer months with
southerly winds.
Arriving RWY22L while departing RWY22R
This configuration is used when required by wind and weather conditions.
RWY22R ILS approach LLZ is offset by 3 and there is a marked displaced

threshold. Visual picture at decision altitude will be unusual.
Arriving RWY31R while departing RWY31L
This configuration is most frequently used throughout winter months when winds are
northerly in direction.
To accommodate arrival demand between 14:30LT to 17:30LT and arrivals on

RWY31L, a sidestep manoeuvre from RWY31R to RWY31L is sometimes given at
about 2nm.
In case of a side-step from RWY31L to RWY31R, ensure the missed approach

procedure is briefed.
Simultaneous operations with Arrivals RWY22L and departure RWY13R (Ref "Kennedy
Tower letter to Airmen No. 08-02, dated 14th/Aug)
Aircraft departing RWY13R may begin take-off roll when a RWY22L arrival is crossing
the landing threshold instead of arrival aircraft being clear of runway, completed
landing roll and hold short of intersection or taxied through intersection.
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Condition Required
Crew notified via ATIS when this operation is taking place

Braking action is reported as no less than good
Tailwind - Not exceed 10kts for arriving aircraft
Weather - Least 200ft ceiling / Viz 3 miles
RWY13R - Departures will use full runway length
RWY 13L/ R Approach (Canarsie)
Note : Lead-in lights System inoperative-Procedure is not authorized (State Regulation)
The VOR 13L/R approach utilizes the CANARSIE (CRI) VOR and then flashing lead-in lights
to either 13L or 13R (Jeppesen chart 29-2). The VASIs for both 13L/R are set to 3.0,
however the advisory altitudes for RWY 13L give a 2.5 slope while those for RWY 13R give
a 3.4 slope.
In good weather aircraft is normally given clearance to cross ASALT and CRI at the constraint
altitudes of 3000ft and 1500ft. In the presence of low cloud base, ATC may vector to cross
ASALT at 2000ft and further to cross CRI at 1000ft (this should only be when advised by
ATC). Crews should monitor CRI VOR passage and insure 2.6 DME AFTER CRI before
initiating further descent (Jeppesen chart 23-3 shows an advisory altitude of 1000ft at CRI 2.6
DME, DMYHL position). NOTE: Descent below this will be required if and when operating in
limiting weather conditions (check MDA).
Reports indicate radiations from RWY31R ILS during CRI approaches producing erratic
glide slope warnings. These should be ignored or the glide slope should be inhibited prior
commencing the approach.
Be aware that a CANARSIE approach may be given as a late change of RWY. There is also a
possibility of being asked to land on either RWY very late in the approach.
To carry out a successful CANARSIE approach much is dependant on both crewmembers

being fully briefed, alert, and understanding the difficulty of this challenging approach.
RWY 13L Visual Clues
The lead in lights track arrivals around shoreline of Jamaica Bay, the shore park
highway will be visible to the left of approach path. Other visual include racetrack to
the left and T shaped hotel about 1nm on extended centerline of RWY13L.
Potential confusion by bright ramp lights in cargo area short of RWY13L threshold.
Use extra caution when visually seeking runway lights as misidentification can occur.
RWY 13R Lighting
A set of seven sequenced flashing lights is installed for the final segment of approach
RWY13R to assist in identification and alignment.
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6.3.22.8 Diversions
Crew need to be proactive when it comes to diversions. Surrounding airports quickly become
congested which cause additional holding delays. Washington is probably the most reliable
alternate during widespread poor weather conditions along the East coast.
Taxiways / ATC Ground Communications
JFK has a complex network of TWYs, which maybe confusing during night-time
operation. Ensure you know before landing which gate is assigned as Kennedy
Ground will not be aware of gate situation or entry point into apron area (See
International Air Terminal T4 section)
Landing RWY04R or 22L and crossing RWY04L/22R, Tower will instruct aircraft to
hold short of RWY04L or 22R and remain on tower freq. RWY crossing instructions is
issued by Tower, do not call ground control. Depending on traffic, considerable holding
time maybe experienced during RWY crossing.
Read back all HOLD SHORT Clearance
Due lack of space between RWYs and Outer TWY B, it is important that aircraft DO
NOT STOP ON RWY exits, continue moving away from RWY following taxi
instructions from tower.
Taxiway flows
TWY A INNER TWY CLOCKWISE TAXIWAYS ARE GENERALLY NAR-

ROWS, TURNS CAN BE RATHER
TWY B OUTER TWY ANTI-CLOCKWISE TIGHT ESPECIALLY ON TWY A
When handed over to JFK Ground - advise of entry point to T4 (International Air
Terminal IAT)
Airport Surface Detection Equipment
Transponder to be operated at all times on RWYs and TWYs.
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International Air Terminal (IAT) Terminal 4 Ramp / Parking
Abbreviation IAT is used instead of International Air Terminal
Qatar Airways use IAT - T4. Planned parking stands Arrival Stand 5 and
Departing Stand 7.
Jeppesen chart 20-9B/C provides details on operations at IAT.
Inbound contact IAT Ramp Control 130.77 to obtain parking stand, apron entry
point and any apron advisories.
The terminal ramp area is controlled by IAT Ramp Control and not ATC (See
enclosed picture)
After landing; contact International Air Terminal (IAT) RAMP Control 130.77 for
apron advisories and parking instructions. Remain on TOWER or Ground freq as
necessary.
Expect ramp entry to Terminal 4 via TWYs G, H, & K.
Before entering IAT Ramp area, contact IAT Ramp Control 130.77 for taxi
instructions. Do not expect a hand-off from JFK Ground Control.
Overview of International Air Terminal - T4
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ATC Clearance
ATC Clearance - Call Kennedy Clearance 25mins prior to departure.
Ramp Area Clearance
Push Back Clearance Contact IAT RAMP Control 130.77 and not JFK ground
control
Aircraft will be towed to start-up point (See Jeppesen Chart 20-9B)
Do not enter main Taxiway system without clearance from Ground control
Flow Control procedures
Refer to Departure Flow / Gate Hold Procedures, Jeppesen Chart 20-9F
Taxi - Times
Taxi fuel is planned for 45mins (Eff 26th/Oct/08). Values updated as operational
statistics become available. Note QTR is operating outside peak departure times.
SID Overview
SIDs are used in combination with an associated Climb and Transition. Radar
departures are sometimes issued in lieu of SID. Call NY Departures when instructed
by TWR. Departure may experience Step Climbs.
Take-Off RWY 04L
Departure aircraft can expect to fly RWY heading to 1.5 DME, then turn right to
heading 100, providing separation from possible missed approach on RWY04R, who
are also as per the MAP required to turn right to heading 100. At pilots discretion ATC
may instruct aircraft to turn right to heading 100 prior to 1.5 DME when arrival aircraft
is not a factor.
Take-off RWY 31L
Expect climb to 5,000ft until about 20nm East of JFK, then expect clearance to
continue climb to 11,000ft after clearing arrival traffic. Be aware that CANARSIE
CLIMB requires an early turn.
When landing RWY04R and departing RWY31L, all aircraft receive the Breezy Point
Climb.
Take-off from intersection "KK" is used when RWY04L/R is used.
Speed Control
ATC expects 250kts to 10,000ft
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De-icing / Snow Desk

A snow desk run by Port Authority is in operation at JFK airport in which airline agents and
ATC work together to minimize departure delays and ensure that holdover times will not be
impacted during delays.
International Air Terminal - T4 De-icing/Anti-icing takes place at the start-up points, or on

TWY BB, at point 11 to 14. In adverse weather, additionally de-icing/anti-icing points may be
established close to RWY departure points.
The B777 takes about 20-30mins to de-ice, using 2-3 trucks. Type II fluid not used in USA,
only Type I & 4.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
KEWR 9(E) ILS/ILS 04L/22R 2579 MAX MAX MAX XXX XXX
Newark ILS/ILS 04R/22L 2501 MAX MAX MAX XXX XXX
KPHL 9(E) ILS/ILS 09L/27R 2896 MAX MAX MAX XXX XXX
Philadelphia Intl ILS/ILS 09R/27L 3202 MAX MAX MAX XXX XXX
KBDL 8(D)
Windsor Locks ILS/ILS 06/24 2899 MAX MAX MAX XXX XXX
Bradly Intl
KBWI 8(D) ILS/ILS 10/28 3033 MAX MAX MAX XXX XXX
Baltimore Washin-
gron Intl
KBOS 9(E) NON/ILS 09/27 2134 MAX MAX MAX XXX XXX
NON/NON 04L/22R 2148 MAX MAX MAX XXX XXX
Boston Logan Intl ILS/ILS 04R/22L 2684 MAX MAX MAX XXX XXX
VOR/ILS 15R/33L 2805 MAX MAX MAX XXX XXX
KIAD 9(E) ILS/ILS 01C/19C 3505 305/302 MAX MAX XXX XXX
Washington ILS/ILS 01L/19R 2865 MAX MAX MAX XXX XXX
ILS/NON 12/30 3200 MAX MAX MAX XXX XXX
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6.3.23 PESHAWAR (OPPS) - PAKISTAN
Name of Airport : Peshawar International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 VOR / VOR 17/35 2743 223 223 223 MAX MAX
Caution: A high level of bird activity exists.
Caution: There are turning pads on both thresholds Runways 17 and 35. Direction of Turn
is marked, follow the yellow lines.
Peshawar (Aerodrome layout) is incorrect, as is the AIP layout plate. On the
plate the runway is marked at both ends with a STOPWAY. However, these are
not stopways because they are not capable of bearing the aircraft weight without
damage to the gear or the surface. These areas are in fact over-runs (for military
use only). RTOW charts consider this.
1) Do not cross the arrester barriers at each threshold.
2) Turn only on the concrete threshold.
Note: Railway tracks cross the runway near the touchdown point on Runway 35.
Note: There may be some slight delays due to military activity.
6.3.23.3 Terrain
Peshawar is situated in the Southwest of a rich farming basin, surrounded by high terrain in
all quadrants with an elevation of 1211 feet.
Warning: Very high terrain surrounds the field, with the closest threats being to the West
and Southwest.
The airport is located just to the west of the main Peshawar City center and is a joint user
(civil/military) facility. This single runway airfield is aligned roughly North/South and is very
well camouflaged amongst a wooded area.
Expect military aviation activity from early in the morning until about 1400 hrs Local Time.
from Monday to Saturday. Just to the west of the airfield lies the border between Pakistan and
Afghanistan (famed Khyber Pass area).
This rugged mountainous terrain is inhabited by Tribal People who have been known in the
past to shoot at anything. Their weapons vary from rifles to rockets. As a result, a no-fly
zone has been established West of the runway.
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The standard of ATC control varies, and is sometimes poor. High situational awareness is
required.
Peshawar is a joint military/civil airfield and the ATC control is military. Controllers are used to
giving close control to fighters, and do not have great experience in the ways of international
civil air traffic control, therefore ATC will be giving clearances for each segment.
Controllers operate both VHF and UHF. Not all traffic will be on the VHF tower frequency.
Remember it is a Military controlled airfield and terminal area 10NM up to 12,000 feet. Above
this level you will be controlled by Cherat Approach.
ATC allows 11 minutes for each aircraft to do the full approach for Runway 35.
Aircraft are expected to call when each segment of the complicated approach procedure is
complete. (e.g. VOR outbound, Turning Inbound ... etc)
There is no snow or ice removal equipment available.
Caution: Excessive ATC clearances can cause very high workloads. The controllers seem
to clear the aircraft to each altitude for each segment throughout the approach.
6.3.23.5 Weather
December to March: Weather systems move through from West to East. Snowfall on the
mountains with frost in the mornings at the airfield. Winds are calm and temperatures go
down to near freezing level. Snow on the runway is rare.
April to June: Temperatures start to rise and pressure falls. Associated unstable weather
phenomena prevail (Thunderstorms, dust storms and hail.) April is the wettest month with
June giving rise to dust storms and thick haze. Temperatures can get into the high Forties.
July to September: Monsoon Seasons, widespread regional rain and associated

thunderstorms.
October to November: Mostly fair weather.
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Caution: Cherat Approach controllers will sometimes clear aircraft to Flight Levels
below transition level as they have no information on actual QNH.
Runway 35 is the preferred runway for landing, perform full VOR DME runway 35
approach even in VMC conditions, using NAV mode with FPA or V/S.
Caution: The runway has poor lighting. Therefore, during reduced visibility or night
operations, it is essential that the full instrument approach be flown. Do not
short cut the approach off the initial inbound leg (VOR/DME Runway 35)
once becoming visual. The temptation to break-off and manoeuvre visual will
result in loss of runway contact (because the runway is so well
camouflaged).
The 4 DME fix at 2500 feet gives a 3 slope for Runway 35. There are threshold strobes
installed for Runway 35, these will only be turned on if requested. Runway 35 fitted with a
PAPI 3.
If a VOR/DME approach is made for Runway 17, the Runway will be visual only when the
aircraft is established on a 3 approach profile on final.
Warning: Due to hostile territory in close proximity to the airfield, no circling west of the
Runway is allowed.
Caution: Visual approaches are not permitted at night.
Taxiway B and C authorized
Taxiways D, E and G not authorized A300, A330, A340 and B777.
Taxiways A, A1 and F not authorized.
Caution: Due to the presence of arrester barrier, the airport authority requires the
aircraft to be 500 feet down the runway before T/O thrust is applied. RTOW
Charts consider this.
Expect a departure towards HANGU. Runway 17 is the preferred runway for departure.
Due to high climb performance requirement aircraft has to be at or above 10,000 feet by
14 DME PS, departing towards HANGU. Especially if departing of Runway 17. High
ground 8700 feet at 18 DME PS. The A320 will only just make the restriction at HANGU
at high weights using a selected speed below 250 kts.
If there is any doubt about the aircraft performance meeting the above requirement, it is
recommended to request a departure towards JABAR (145 radial PS) or request a
climbing orbit over the VOR (holding pattern 340 inbound right turn).
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OPKC 9 NON/ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX
Karachi (Note1) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX
OPLA 9 VOR/VOR 18R/36L 2743 278/276 245/316 205/204 160/163 MAX
Lahore VOR/ILS 18L/36R 3360 MAX MAX MAX MAX MAX
OPNH 8
VOR/VOR 02/20 2743 269/264 XXX/328 MAX MAX MAX
Nawabshah
(Note2)
OPRN 9
Islamabad CIR/ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAX

(Note3)
VIDP 9 VOR/ILS 09/27 2661 MAX MAX MAX MAX MAX

Delhi
Note 1: Company preffered alternate during winter season.
Note 2: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
Note 3: B777 / A346 - Taxiway B not authorized.
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6.3.24 SHANGHAI (ZSPD) - PR OF CHINA
Name of Airport : Pudong International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS/ILS 17L/35R 4000 MAX MAX MAX MAX MAX
Caution: Diversion to en-route requires permission from the controller and ultimately the
military.
6.3.24.3 Terrain
Pudong airport is located approximately 60 km east of the city centre with an elevation of 10
feet. There are no significant terrain around the airport. Highest obstacle height 1545 feet
Northwest of the airport.
Use standard phraseology and speak slowly.
Any deviation off track must obtain clearance before starting the maneuver.
Operations are based on meters and QNH.
The military controls all airspace throughout China and all route clearance come from the
military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and
monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no
authority outside of the airways.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT
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TRUE TRACK
WEST EAST
180 - 359 0 - 179
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
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6.3.24.5 Weather
Shanghai's summers are hot and rainy, and the winters are cold and dry.
December to March: During this months temperature falls -2C to 7C. Fog conditions can
occur from 0400 local and usually cleared by 1100 local time.
April to May: Temperature varies from 10 C to 15 C.
June to November: Temperature some time increase to 40 C.
Low visibility procedures will be applied during ILS CAT 2 operations. Aircraft shall only
vacate the Runway via designated rapid exit taxiways. Pilots should avoid stopping their
aircraft within the ILS sensitive Area and should make their Runway vacated call only
after the aircraft is clear of the Sensitive Area.
NIL
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
RKSI 10 ILS/ILS 15L/33R 3750 MAX MAX MAX MAX MAX

Seoul
Incheon ILS/ILS 16/34 4000 MAX MAX MAX MAX MAX
RKSS 9 ILS/ILS 14L/32R 3600 MAX MAX MAX MAX MAX
Seoul Gimpo ILS/ILS 14R/32L 3200 MAX MAX MAX MAX MAX
ZSHC 9
Hangzhou
ZSNJ 8
Nanjing
ZSFZ 9
Fuzhou
ZSSS 9
Shanghai ILS/ILS 18/36 3200 339/335 MAX MAX MAX MAX

Hongqiao
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6.3.25 TEHRAN (OIIE) - IRAN
Name of Airport : Imam Khomaini International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 VOR / ILS 11/29 4200 MAX MAX / 371 MAX MAX MAX
Caution: The Mehrabad airport is located approximately 19 NM to the Northeast which

can be easily mistaken with this airport. Mehrabad airport has similar runway
orientation.
Caution: Birds and stray dogs in vicinity of airport.
Note: FOD is a big problem on the taxi and apron areas.
Note: As instructed by the Iranian Authorities, the term Arabian Gulf shall not be used
in/out bound flights of Iran.
6.3.25.3 Terrain
The airport is located 20 NM Southeast of Tehran with an elevation of 3307 feet. It is
surrounded by high terrain. The MSA is 13,500 feet within 25 NM North.

Jeppesen Radar Minimum Altitude Charts 10-1R/1R1 and Area terminal Chart is included
in the Destination trip kit.
Start-Up Call 5-10 mins before ready to start
Clearance Valid 10 mins from time of start-up clearance
A new ATC flight plan is required if aircraft fails to depart after two start-up clearances
ATC Flight Plan Valid for 60 mins after filed EOBT
Routing IKA-DOH
Expect FL180 20nm before waypoint MIDSI (Tehran/Bahrain FIR). OFP will reflect
the FL restriction.
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6.3.25.5 Weather
Summer is mostly fine apart from light dust haze at times. During winter the presence of
CBs in the vicinity of the airfield and moderate rain can be expected along with significant
snow falls.
High missed approach climb gradient, check LPC Landing Performance.
NIL
Code (m) Aircraft
Location 772/3 343 / 6 332 / 3 300/10 320 / 1
OIFM 8 VOR/ILS 08L/26R 4397 262/261 226/295 192/190 150/153 MAX/87
Esfahan CIR/VOR 08R/26L 4397 346/337 MAX/324 MAX/232 MAX MAX
OIII 9 VOR/VOR 11L/29R 3992 347/342 MAX/338 MAX MAX MAX
Tehran -
VOR/ILS 11R/29L 4038 324/321 254/315 220 / 218 MAX MAX
Mehrabad
OIMM 8 VOR/ILS 13L/31R 3776 NOT NOT MAX MAX MAX
Mashhad VOR/VOR 13R/31L 3886 NOT NOT MAX MAX MAX
OISS 8 CIR/ILS 11R/29L 4259 MAX MAX/371 MAX MAX MAX
Shiraz CIR/VOR 11L/29R 4342 MAX MAX MAX MAX MAX
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6.3.26 THIRUVANANTHAPURAM (VOTV) - INDIA
Name of Airport : Thiruvananthapuram International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
8 VOR / ILS 14 / 32 2992 NOT NOT 226 / N MAX MAX
Caution: Light aircraft and glider activity in vicinity.
6.3.26.3 Terrain
The airfield is situated on the coast on the west side of the Southern tip of India with an
elevation of 14 feet. 15 NM inland are the foothills of a mountain range which reaches over
6100 feet AMSL at 22 NM East to Northeast.
The standard of ATC and English is average. Keep phraseology simple. Careful monitoring of
ATC clearances against MSA is required.
6.3.26.5 Weather
The temperature varies little throughout the year staying mainly between 24C and 30C.
Poor flying conditions come mainly from thunderstorms and heavy rain.
December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon,
clearing early morning.
Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain and
frequent thunderstorms.
June to September: Generally fine with broken CU. Very occasional squalls with heavy rain
only lasting a short time.
October to November: Rain Squalls more frequent and more persistent. Thunderstorms,
especially in the evening.
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DME Arc procedures are used, however radar vectors are normally given. Radar vectors
favour descending North of the airfield for a 10 NM final.
Backtracking of the runway will be necessary.
Taxiway C (Max Wingspan 52m) not authorised for A330, A340-600 or B777.
NIL
Code (m) Aircraft
Location 332 / 3 300 320 / 1
VCBI 9
ILS / ILS 04/22 3350 MAX MAX MAX
Katunayake
VOBL 9
Bangalore
VOCI 8*
Cochin
VOMM 9
Chennai
VRMM 9
Male
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6.3.27 TUNIS (DTTA) - TUNISIA
Name of Airport : Carthage International
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
DTTA 9 VOR/ILS 01/19 3200 340/336 MAX/367 MAX MAX MAX
Tunis VOR/ILS 11/29 2840 225/220 174/205 152/151 128/130 68/67
NIL
6.3.27.3 Terrain
The airfield is surrounded by urban development, with hills located to the East up to 834 feet
within 4 to 5 NM and in the South-Eastern sector a mountain rising up to 2021 feet within 9 to
10 NM. The airport has an elevation of 22 feet.
There is high terrain to West of the airfield and South of the airfield within 25 NM (MSA 5300 feet).

The standard of ATC is good but English is average. Use standard phraseology. French
phraseology is used from time to time.
6.3.27.5 Weather
Tunis has a Mediterranean type of climate with hot, dry summers and mild winters.
May to August: Normally no significant weather, temperature is around 25 to 30 degrees.
May and June with Westerly winds temperature rises up to and average of 35. July and
August, during this period winds are Easterly to South-Easterly, light to moderate CAT is to
be expected below 20,000 feet.
August to October: average temperature is around 30, winds are generally from the West
and isolated CBs are building up on the West side of the country during afternoon, intensifying
during evening and becoming very large (up to 80 NM) moving to the East towards the coast.
Heavy rain showers are to be expected during evenings and nights, moderate to sever CAT
are to be expected in the vicinity. Mornings are generally clear of significant weather.
November to April: Normally rainy season with strong Northerly to North-Westerly winds,
embedded CBs and heavy shower rain. Moderate turbulence can be expected. The
temperature is varying between 8 and 15 degrees.
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a) Arrival Information:
Caution: Lighted road South of airport, do not mistake for runways.
Approach to Runway 11 has steep slope, therefore the final path must be intercept with at
least F-Speed to avoid unstable approach. The PAPI of Runway 11 is adjusted to 3.5.
When visual approach is permitted to Runway 11, the aircraft must be aligned on the Runway
centerline at minimum 10 NM from the Runway Threshold with minimum altitude of 3000 feet.
Note: When landing on Runway 11 with strong Easterly winds, expect strong
updrafts / downdrafts during the short final.
Note: When landing on Runway 29 with strong North-westerly wind, expect

moderate turbulence and windshear on short final.
Caution: ATC must be informed when Refuelling with passengers on-board.
QTR will participate in the trial Datalink Departure Clearance Procedure (DCL) when the DCL
is activated by NOTAM.
The Operational Procedure during the DCL trial will be as follows:
No. Pilot Action Departure Clearances
Request departure clearance 25mins

1.
before start-up.
Departure clearance will provide

2. rwy in use, ssr code, Departure
time, QNH and current ais identifier.
Acknowledge message within 3 mins if

3.
departure clearance is accepted.
If departure clearance is not accepted -

4.
Revert to voice communication.
If departure clearance NOT received

5. within 5 mins - revert to voice
communication.
Note: All departure clearance issued via voice communication cancels and replaces
DCL service.
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Code (m) Aircraft
Airport 772 / 3 343 / 6 332 / 3 300 320 / 1
DAAG 9 CIR/ILS 05/23 3500 272/270 319 207/206 169 MAX
Algiers ILS/VOR 09/27 3500 279/277 327 213/212 MAX MAX
DABC 8 CIR/VOR 16/34 3000 317/314 MAX/364 MAX MAX MAX
Constantine NON/ILS 14/32 2400 227/276 241/312 202/201 158/160 MAX
DTMB 9
ILS/VOR 07/25 2950 300/298 237/301 208 / 205 MAX MAX
Monastir
DTTJ 9
ILS/VOR 09/27 3100 291/289 288/246 215 / 212 MAX MAX
Djerba
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6.3.28 WASHINGTON (KIAD) - USA
Name of Airport : Washington Dulles International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 /10 320 / 1
ILS / ILS 01C/19C 3505 305/302 MAX MAX N/A N/A

9 (E)
ILS / ILS 01L/19R 2887 MAX MAX MAX N/A N/A
ILS / NON 12/30 3200 MAX MAX MAX N/A N/A
Circle to land - Not authorized.
Warning: Ramp Control frequency MUST be contacted, PRIOR to entering ramp area and
BEFORE push back.
Caution: Bird and deer hazard in vicinity of airport.
Caution: The double yellow lines marking the edge of the Midfield Terminal ramp are
easily mistaken for taxi lines, particularly when turn onto the north edge of the
ramp from taxiway Y7 and during low visibility.
Caution: Be vigilant for Jet blast hazard when cleared to taxi lane C from taxi lane D.
Caution: Arriving aircraft: There is insufficient wingtip clearance for A340 or B777 to taxi
past a B747 or B777 parked in the runway 19L holding pad.
Caution: Departing aircraft: There is insufficient wingtip clearance for A340 or B777 to
access runway 01C from taxiway Y11 if there is a B747 or B777 parked at the
hold-short line on taxiway Y9.
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Note: Do not forget to include HEAVY in call-sign: Qatari 51 Heavy.
Note: Under FAA regulations, the following values are used:
Declared Distance Feet
Visibility Statue Miles (SM)
Note below 1/4sm, visibility advised in Feet
RVR Feet
Altimeter Inches
Note: The FAA frequently perform spot-check inspections of all personal, Aircraft
documents and emergency equipment.
6.3.28.4 Terrain
The airport is located in Dulles, Virginia, approximately 26 miles west from downtown
Washington DC. The surrounding terrain is of an undulating nature. Man made obstacles
located in vicinity of airport.
Washington Dulles is located within CLASS B Airspace.

Special Considerations
The Washington DC Metro area Defense Identification Zone (DC ADIZ), including the Flight
Restricted Zone (FRZ) deployed a new warning signal for communicating with the aircrafts.
The signal is a highly focused harmless alternating red and green signal prototype colored
lights. It is directed on an aircraft any time it is suspected of imposing a threat. If this signal is
directed at your aircraft, you are advised to turn away from the ADIZ/FRZ ASAP. Immediately
advise ATC that you are being illuminated by a visual warning signal. If unable, contact ATC
on 121.5. Failure to comply with the above may result in Interception procedures and/or the
use of force.
Minimum Fuel
Advise ATC of minimum fuel status when fuel supply has reached a state where,
upon reaching destination, any un-due delay cannot be accepted. This call does not
declare an emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating call sign.
Example - Washington Approach, Qatari 51 heavy, MINIMUM FUEL.
If traffic priority is required, an EMERGENCY must be declared, reporting remaining

fuel in minutes.
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Peak times for traffic flow affecting Qatar Airways flights

Departures and Arrivals : 1700 - 2300 LT.
6.3.28.6 Weather
Weather is strongly influenced by the Atlantic Ocean (East) and Appalachian mountains
(West). Wind directions - Northerly (winter) and Southerly (summer).
June to August (Summer) : Influenced by the Bermuda high, which brings warm humid air
to the area. The combination of heat and humidity makes thunderstorms very frequent (max
ocurance late afternoon/evening), some of which occasionally produce tornadoes in the area.
While tropical cyclones (or their remnants) occasionally track through the area in late summer
and early autumn, they have often weakened by the time they reach Washington.
September to November (Autumn) : Rain and possible snowfalls.
December to February (Winter) : The Northeasters occurs mainly in winter and spring,
and is a result of deepening depressions moving offshore up the East coast from central
Atlantic. These storms produce moderate to heavy snow or rain for periods usually lasting
24hrs, although may persist longer, depending upon the existence of blocking high. Freezing
rain averages about 5 days per year.
Baltimore/Washington Intl, which is the primary fuel alternate, experience heavy fog during
spring, summer and fall.

The entire northeast United States is a very busy traffic area. Weather or traffic problems at
one airport can create a domino effect, causing delays at other airports. Bad weather
produces extensive delays and diversions.
Currently the flight is planned to arrive during peak evening arrival period, so delays may be
expected subject to runway configuration.
Arrivals, planned via Lancaster (LRP) VOR, Numerous crossing altitudes published. Expect
radar vectors to final approach. Last minute runway changes is common between L&R.
Arrivals, optimum traffic flow is when RWY12 and 19L/R in operation. RWY 01R, when
R6608 active, results in arrivals being slowed down due spacing and vectoring.
Simultaneous Converging Instrument Approaches :

Simultaneous Converging ILS approaches (See OM PART C Chapter 4) is occasional
used at Washington Dulles.
Crew - Notified by controller or via ATIS when procedure in use.

FMS Navigation Database (FMS NAVDB) - Missed Approach Procedures is NOT
available in FMS NAVDB for Runways designated for Simultaneous Converging
Instrument Approaches.
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Expected arrival flight profile
NAV AID / Waypoint Expected FL
SPARTA (SAX) FL240 to FL280
Lancaster (LRP) 10,000 ft - 17000 ft
MULRR 10,000 ft
Runway Configuration Preference
Take-Off Runway Landing Runway
South Configuration 19L/R 12, 19 L/R
North Configuration 30 / 01L 01L/R
Aircraft Not Authorized
A330, A340, 777 Taxi Lane A between A1 - A5
All Aircraft Taxiway A3 Closed
Datalink departure clearance (DCL) is available.
SIDs (RNAV and Radar vector) is via transition point SWANN or PALEO. Expect extensive
vectoring after runway heading. RNAV SIDs have Initial climb out instructions.
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a) De-icing:
Contact Qatar Airways/Handling Agent 10 minutes prior to pushback for deicing location.
Location and Procedures can be either/any of the following:
b) Primary Deicing:
At the Gate - When inoperative APU.
At Gate Pushback Spots No pushback clearance is required; do not advise Midfield

Ramp (129.55) of movement to gate pushback spot. Turn the beacon off during
deicing. On completion, contact Midfield Ramp for pushback clearance.
Delta Taxiway Spots (DEICING PADS 1,2, & 3) Obtain tow or taxi clearance from
Midfield Ramp. Normally deicing is performed facing west. Contact the Pad
Coordinator (129.62) with the flight number when approaching the deicing pad.
Monitor both frequencies during deicing. Contact Midfield Ramp for taxi clearance. No
180 turns on Delta taxiways are allowed during deicing operations.
c) Secondary Deicing:
Performed at the departure runway designated deicing pads. Call sign for the secondary
deicing frequency is Secondary Control (129.52).
a) Security
Global Security will do pre-departure security check as listed below :
Aircraft search will be carried out by Global Security and a copy of the search form will
be handed over to the CSD.
to aircraft.
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(m) Aircraft
Airport 772/3 343/6 332/3 300/10 320/1
KBOS 9 (E) NON / ILS 09/27 2134 MAX MAX MAX N/A N/A
NON/NON 04L/22R 2148 MAX MAX MAX MAX N/A
Boston ILS / ILS 04R/22L 2684 MAX MAX MAX MAX N/A
ILS / ILS 15R/33L 2805 MAX MAX MAX MAX N/A
KBWI 8 (D) ILS / ILS 10/28 3033 MAX MAX MAX N/A N/A
Baltimore ILS / ILS 15R/33L 2896 MAX MAX MAX N/A N/A
KEWR 9 (E) ILS / ILS 01L/19R 2579 MAX MAX MAX XXX XXX
Newark ILS / ILS 01R/19L 2501 MAX MAX MAX XXX XXX
KJFK 9 (E) ILS / ILS 04L/22R 2638 MAX MAX MAX N/A N/A
New York ILS / ILS 13L/31R 2734 MAX MAX MAX N/A N/A
VOR / ILS 13R/31L 3428 MAX MAX MAX N/A N/A
KPHL 9 (E) ILS / ILS 09L/27R 2896 MAX MAX MAX N/A N/A
Philadelphia ILS / ILS 09R/27L 3202 MAX MAX MAX MAX N/A
KPIT 8 (D) ILS / ILS 10R/28L 3505 MAX MAX MAX N/A N/A
Pittsburg ILS / ILS 10L/28R 3201 MAX MAX MAX N/A N/A
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6.3.29 ZARAGOZA (LEZG) - SPAIN
Name of Airport : Zaragoza International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
NON / ILS 12L/30R 3000 NOT NOT NOT MAX MAX

7*
VOR / NON 12R/30L 3718 NOT NOT NOT MAX MAX
* RFF 8 available for Freighter Operation
NIL
Caution: First 1200m of runway 30R and civil apron is not visible from control tower.
6.3.29.4 Terrain
Zaragoza airport (863ft elevation) is situated 135NM Northeast of Madrid and 140NM West of
Barcelona. The aerodrome lies on the Southern side of a Northwest-Southeast valley,
Zaragoza city is 10km southeast.
Within a 30NM radius of the airport, there are numerous peaks rising to a maximum of
4,750ft. The Pyrenees foothills are located 40nm North/Northeast.
Zaragoza is a joint civil/military aerodrome with separate aprons for military and civil traffic.
The airport is equipped with radar, but generally used for military traffic. Numerous danger
areas surround the airport.
6.3.29.6 Weather
Summer: Weather is generally good, CB activity over high ground. Thunderstorms are
common during summer months, mostly occurring late evening. Average maximum summer
temperature is 28C, but temperatures in the high 30s do occur.
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Winter: Depressions from the West move through bringing low cloud and rain, November to
January are the wettest months. Early morning fog is possible in calm conditions. Average
winter temperatures range from 04C to 10C.
Winds: Generally from a Westerly direction, occasionally easterly during January and
February.
STARs published. Depending on direction of arrival, descent will be with either Madrid or
Barcelona ACC. Terminal radar is available, but generally only used for military traffic.
Runway12L / 30L - No Published Approach Procedures.
Landing Runway (ATC Preference)
Westerly Configuration Runway 30R (ILS)
Easterly Configuration Runway 12R (VOR)

Missed Approach Procedure(s) Max speed published for the turn.
Runway
Arrester gear in use on all runways
Runway 12R, middle of runway has a pronounced down-slope.

Apron
Civil apron is not visible from control tower
SIDs published, climb gradient greater than 3.3% required, numerous crossing altitudes
published. Runway 30R is a short taxi from civil apron.
Take-off runway (ATC Preference)
Westerly configuration Runway 30R
Easterly configuration Runway 12L
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Low Visibility Procedure
Runway 12L and 30R authorized for take-off

Due ATC tower visibility limitations, follow me vehicle provide guidance to threshold of
runway in use.
Refer to Jeppesen chart 10-9A for detailed description of procedure

De-icing
There are no de-icing facilities available at Zaragoza airport according to Spanish AIP.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
LEBL 8 VOR / VOR 02/20 2540 MAX MAX MAX MAX MAX
Barcelona ILS / ILS 07L/25R 2922 MAX MAX MAX MAX MAX
(H24) ILS / ILS 07R/25L 2660 MAX MAX MAX MAX MAX
LEMD 9 NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX
VOR / ILS 15R/33L 4100 MAX MAX MAX MAX MAX

Madrid - Bara-
jas (H24)
ILS / NON 18R/36L 4350 MAX MAX MAX MAX MAX
LEVC 7
VOR / ILS 12/30 2915 NOT NOT MAX MAX MAX
Valencia (H24)
LEVT 7
Vitoria (H24 ILS / LCTR 04/22 3500 NOT NOT NOT MAX MAX
Cargo Ops)
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6.3.30 ZURICH (LSZH) - SWITZERLAND
Name of Airport : Zurich International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
CIR / VOR 10/28 2500 297 / 294 MAX / 349 MAX MAX MAX
9 ILS / CIR 14/32 3150 297 / 294 MAX / 349 MAX MAX MAX
ILS / VOR 16/34 3230 297 / 294 MAX / 349 MAX MAX MAX
Caution: Gliders activity is often to be expected to the Northeast and East of Zurich TMA,
i.e. in the vicinity of the approach paths.
6.3.30.3 Terrain
The airport is located in a valley to the North of the city with an elevation of 1416 feet. There
are hills in all directions within 10 NM of the airport. Mountainous terrain rises quickly to the
South up to 5000 feet within 25 NM and up to 10,000 feet at 40 NM as the Alps are just 30
NM South, hence the MSA of 8600 feet to the Southeast based on KLO VOR which is located
on the airport.
The highest peak in Europe Mont. Blanc lies further to the Southwest, approximately 40 miles
Southeast of Geneva.
The control is very good, however there are many rules and regulations that accompany the
charts and should be read carefully before arrival.
Caution: Swiss control is very strict on the ATC procedure. Any deviation will require a
written explanation to be forwarded from aircraft Captain to ATC.
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Code (m) Aircraft
Location
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
(Airport Name)
EDDF 10 ILS/ILS 07L/25R 4000 MAX MAX MAX MAX MAX
Frankfurt - Main ILS/ILS 07R/25L 4000 MAX MAX MAX MAX MAX
EDDM 9 ILS/ILS 08L/26R 4000 MAX MAX MAX MAX MAX
Munich ILS/ILS 08R/26L 4000 MAX MAX MAX MAX MAX
EDDS 10
Stuttgart
LFSB 7*
Basle - Mul- ILS/CIR 15/33 3900 NOT NOT MAX / N MAX MAX
house
LIMC 9 ILS/ILS 17L/35R 2977 MAX MAX MAX MAX MAX
Milan - Mal-
CIR/ILS 17R/35L 3515 MAX MAX MAX MAX MAX
pensa
LSGG 9
Geneva
Note: * RFF upgrade to CAT 8 available on request.
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CATEGORY A AIRFIELDS
6.4 CATEGORY A AIRFIELDS

6.4.1 ABU DHABI (OMAA) - UNITED ARAB EMIRATES
Name of Airport : Abu Dhabi International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
Note : The term Fuel emergency has no status in ATC phraseology. Radio call
prefixed with MAYDAY for distress or PAN for urgency will ensure priority
handling.
6.4.1.3 Terrain
The airport is located close to the coast 16 NM East of the city with an elevation of 88 feet.
Terrain is not a significant factor although there are several man made obstruction up to 800
feet within 10 NM.
Air traffic control is very good.
Delay messages transmitted to the crew by ATC should be interpreted as follows :
No Delay expected means :
Do not anticipate being required to remain in a holding pattern longer than 20 minutes
before commencing an approach.
When delay greater than 20 minutes :
The controller will pass Estimate Approach Time (EAT).
6.4.1.5 Weather
Abu Dhabi is more humid than Doha, especially when the prevailing winds are from the
North. Temperatures are similar to those of Doha and . Turbulence and marked low-level
inversions are possible.
May to September: Humidity is a little higher and temperatures are very hot. Occasional
dust storms are most likely during April and May. Thunderstorms, although not very frequent,
may be severe.
October to April: Warm and sunny with occasional rainfall.
Early morning fog is a possibility at any time of the year but is most persistent in the period
September to February.
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Caution: Abu Dhabi Bateen, 10 NM to the West, and Al Dhafra, a military airfield 12
NM to the South Southwest, have similar runway alignments to Abu Dhabi
International.
The UAE enforces an approach ban policy which states that aircraft may not descend below
1000ft above aerodrome if relevant runway visual range is at the time less than the specified
landing minima. When visibility is close to, or below, the prescribed minima, ATC shall advise
current IRVR reading to aircraft when they are approximate1000ft on final approach.
QTR is approved to conduct CAT IIIB to Runway 31L. Refer to applicable Jeppesen chart.
6.4.1.7 Ground Maneuvering:
Taxiways F3, F4 & F5 must not be used for wide - bodied aircraft.

Qatar Airways is approved to conduct LVTO from Runway 31L.
CAT C - RVR 125M
CAT D - RVR 150M
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OMAL 9
ILS / VOR 01/19 4000 MAX MAX/366 MAX MAX MAX
Al Ain
OMDB 10 ILS / ILS 12L/30R 3600 MAX MAX MAX MAX MAX
Dubai ILS / ILS 12R/30L 3880 MAX MAX/367 MAX MAX MAX
OMSJ 9
VOR / ILS 12/30 3760 MAX/347 MAX/349 MAX MAX MAX
Sharjah
OTBD 9
Doha
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6.4.2 AHMEDABAD (VAAH) - INDIA
Name of Airport : Ahmedabad International Airport

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 VOR/ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX
Warning:
TWY L2 - Not Authorized for company aircraft
6.4.2.3 Terrain
The airport is located 8km Northeast of the city on flat terrain. Man-made obstacles located to
north and west of airport.
Ahmedabad lies within Class D airspace. Reports indicate ATC standard are average. Traffic
avoidance advisory is not available.
6.4.2.5 Weather
Ahmedabad experiences three main seasons: Summer, Winter and Monsoon.
Summer March to June
Climate is dry and hot with average temperature of +36C.
Winter November to February
Cold northerly winds is often experienced in January, average temperatures range between
+15 to +30C. Climate is dry.
Monsoon June to Mid September
The Southwest Monsoon brings cloudy weather with humid conditions. Precipitation occurs
mostly in July and August.
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No STARs published. Radar vectoring for ILS or VOR approach can be expected.
TWY L1 - Use low power during maneuvering
Nose-in guidance at aircraft stands
Due short taxi time to RWY 05, safety demo should be commenced upon door
closure.
No SIDs published.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VIDP 9 VOR / ILS 09/27 2661 MAX MAX MAX MAX MAX

Delhi
VIJP 7
Jaipur
OPKC 9 NON / ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX
Karachi NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX
VABB 9 ILS / ILS 09/27 2963 MAX MAX MAX MAX MAX
Mumbai ILS / VOR 14/32 2517 MAX MAX MAX MAX MAX
VANP 8
Nagpur*
* Restricted Opening Hours
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6.4.3 ALEXANDRIA (HEAX) - EGYPT
Name of Airport : Alexandria International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
7 VOR / VOR 04/22 2201 NOT NOT NOT NOT MAX / 80
Note: Runway 18/36 is not authroised due to width (TORA 1800 m, width 30 m).
6.4.3.3 Terrain
Alexandria is situated on the coast of Mediterranean sea in North of Egypt with an elevation
of - 5 feet. The airfield is located 3 NM East-Southeast of city.
6.4.3.5 Weather
Summer are hot and dry. Winter is generally mild with some rain.
April to June: Hot southerly wind known as the Khamsin may blow causing rising dust and
poor visibility.
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Runway 04 right-hand circuit.
Runway 04 is mostly used for arrival.
During day light operations radar vectors can be expected, night operations procedural
approach are conducted.
Runway 04, PAPI lights unreliable (Crew Report 2006).
NIL
NIL
Code (m) Aircraft
Location 320 / 1
HEBA 8
Alexandria NON / ILS 14/32 3400 MAX

Borg El Arab
HECA 9 ILS / ILS 05L/23R 3301 MAX
ILS / ILS 05C/23C 3999 MAX

Cairo
NONE 16/34 3178 MAX
HEGN 9
CIR / ILS 16/34 3700 MAX
Hurghada
HESH 9 ILS / CIR 04L/22R 3081 MAX
Sharm El Sheikh VOR / NON 04R/22L 3081 MAX
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6.4.4 AMSTERDAM (EHAM) - NETHERLANDS
Name of Airport : Schiphol International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
CIR / ILS 18L/36R 2825 307/305 MAX MAX MAX MAX
ILS / CIR 18R/36L 3530 MAX MAX MAX MAX MAX
10 ILS / ILS 18C/36C 2850 307/305 MAX MAX MAX MAX
VOR / ILS 09/27 3363 307/305 MAX MAX MAX MAX
ILS / VOR 06/24 3250 307/305 MAX MAX MAX MAX
Caution: Compass deviations, caused by underground train may occur when an aircraft is
parked at the stands of the E-pier, in the area between the E- and F-pier, or when
following the taxiways in the vicinity of the E-pier.
Note: All runways have an anti-skid layer.
6.4.4.3 Terrain
The MSA is 1700 feet except for a narrow sector in the Southeast which goes up to 2300 feet.
The airport is located 14 kms Southwest of city with an elevation of -11 feet. Early morning fog
and rain can be expected from September to December. Amsterdam airport has 6 runways.
Note: 3 of the runways are orientated 18/36 (L/C/R).
The standard of English and ATC is generally good.
6.4.4.5 Weather
Typical weather ranges from a little around freezing in the depths of winter, though usually
with little snow, to typically pleasant sunny days of 20 to 25 C in the summer. Spring and
autumn are pleasant, but can be wet (100+ mm of rain per month).
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For morning arrivals, preferred Landing runways are 06, 18R and 18C. However note
that 18C is not available for arrivals from 2300-0600 Local Time. Runway 36L is not avail-
able for landing at all times.
While being transferred from Amsterdam approach control center to Schiphol approach,
initial contact shall be restricted to call sign only. While being transferred from Schiphol
approach to Schiphol arrival, initial contact shall be restricted to call sign only. While
being transferred from Schiphol Approach / Arrival to Schiphol Tower, initial contact shall
be restricted to call sign and Runway.
Caution: Due to environmental influences the wind report for Runway 36R is
unrealistic.
Caution: Do not mistake highway running parallel for runway 18C/36C.
Expect strong crosswinds during winter. Cargo flights are parked at Apron R.
Runway 18R not available for take-off. ATC clearance may be requested up to 20 minutes
before EOBT (Est Off Blocks Time) or 35 minutes before Slot Time (CTOT - Calculated Take-
off Time). On receipt of enroute clearance, switch to Schiphol Start-up without ATC instruction.
Caution: Due to blast problems, if engine ground clearance is more than 16 feet (5m)
engine number 2 must not be used at breakaway power at the gate and shall
run until normal taxi speed has been reached.
c) Crew Routing:
Arrival Crew: Crew coach of AeroGround Services will transfer the crew from the aircraft
to the Crew Centre. Proceed to the hotel along the covered walkway.
Departing Crew: Prepare to leave hotel at least 90 mins prior to ETD. Before leaving
hotel, call AeroGround Services at 603-2589/2413 to arrange for ramp pick-up. Make
your way from the hotel to the airport via the covered walkway.
Upon reaching the airport, proceed to the SKYPORT Crew Centre. Then follow the signs
CREW BAGGAGE CHECK-IN. This will lead to a corridor where the security person-
nel will perform the necessary security formalities of checking the baggage and crew ID.
Then proceed, with your bags, towards the KLM CREW BAGS CENTER. Make a 90
degrees left turn where you will see the sign REMOTE STANDS. Proceed towards the
area till you enter a room where the Passport Control is located. Complete the passport
checks and walk towards a small stairway leading to the ramp. Pass thought the glass
sliding door. A van from AeroGround Services will be there. If the van has not arrived,
wait inside the building till the van is visible from the glass sliding door.
If need be, call AeroGround Ramp Transport at 742412.
Board the van with your bags and you will be brought to the aircraft site. At the aircraft
site, the driver shall assist you to off-load your bags from the van. No assistance will be
provided to load your bags onto the aircraft. You will be required to bring your bags to the
aircraft.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
EBBR 9 VOR/ILS 07R/25L 3089 MAX MAX MAX MAX MAX

Brussels
VOR/ILS 07L/25R 3338 MAX MAX MAX MAX MAX
Frankfurt -
Main
EDDK 10 NON/ILS 06/24 2459 260/257 MAX 202/200 160/158 MAX/79
Cologne - Bonn ILS/ILS 14L/32R 3815 MAX MAX MAX MAX MAX
EDDL 9 ILS/ILS 05R/23L 2700 MAX MAX MAX MAX MAX
Dusseldorf ILS/ILS 05L/23R 2400 MAX MAX MAX MAX MAX
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6.4.5 BAHRAIN (OBBI)
Name of Airport : Bahrain International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

10
NONE 12R/30L 2222 MAX MAX MAX MAX MAX
Note: Do not use taxi lights to get the attention of ground staff.
6.4.5.3 Terrain
No significant terrain.
Radar communication failure - see spacial procedure, Jeppesen Text Manual,

Emergency, Bahrain.
6.4.5.5 Weather
Early morning fog and low stratus a possibility particularly during the winter months.
Occasional dust storms. Strong Northerly winds occur throughout the year.
Caution: Beware of severe low-level wind shear. This occurs frequently during summer,
especially overnight. Very strong wind shear can also be encountered in the
vicinity of severe thunderstorms over the Gulf region during winter and spring.
Warning: Marked temperature inversions occur frequently in the lower and middle levels of
the troposphere especially at night during summer. These can significantly affect
climb-out performance, and can be associated with wind shear.
Due to the topography and heat index, turbulence is normally a factor.
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NIL
NIL
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OEDF 9 ILS/ILS 16L/34R 4000 MAX MAX MAX MAX MAX
Dammam ILS/ILS 16R/34L 4000 MAX MAX MAX MAX MAX
OKBK 9 ILS/ILS 15R/33L 3400 300/297 MAX/353 MAX MAX MAX
Kuwait ILS/ILS 15L/33R 3500 MAX MAX/375 MAX MAX MAX/88
OMAA 9 ILS/ILS 13R/31L 4100 MAX MAX MAX MAX MAX
Abu Dhabi ILS/ILS 13L/31R 4100 MAX MAX MAX MAX MAX
OMDB 10 ILS/ILS 12L/30R 3600 MAX MAX MAX MAX MAX
Dubai ILS/ILS 12R/30L 3880 MAX MAX/367 MAX MAX MAX
OTBD 9
Doha
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6.4.6 BALI (WADD) - INDONESIA
Name of Airport : Ngurah Rai International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 VOR / ILS 09/27 3000 MAX MAX/380 MAX MAX MAX
Caution: Birds tend to congregate on the runway.
Caution: Dogs some time on the taxiways, apron, and runway.
Caution: Kites in vicinity of aerodrome at heights up to 2500 ft, especially runway 27.
Caution: Comply with all height and speed restrictions.
6.4.6.3 Terrain
The airport is situated 7NM North East of the city on an isthmus joining a peninsular to the
South, with main part of island to the North.
The terrain immediately around the field is flat with obstructions up to 750ft to the South.
North, terrain is flat for 9NM, rising steadily to 7,500ft at 25NM, and up to 12,000ft at 30NM.
Runway 09 extended runway centerline, island at 21nm with terrain to 1750ft.
Radar services provided, expect radar vectoring. English is of a good standard, although ATC
controllers may speak very rapidly.
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6.4.6.5 Weather
Bali has a tropical climate appropriate to its proximity to the equator. There are two seasons,
wet and dry, between which are comparatively short inter-monsoonal seasons.
November to March: Wet season: Heavy showers and thunderstorms overland during the
day. During heavy rain showers, zero visibility may occur. Night-time, rain showers mostly
occur over the sea.
April to October: Dry season: Generally fine weather prevails. At beginning and end of
season, large Cu/Cb to be expected. Afternoons scattered Cu overland. Hazy conditions may
exist when Southeast winds are strong.
Winds, generally light, but direction influenced by both monsoon and sea breezes.
STARs; numerous crossing altitudes published. Arriving from the North, note the high
MSA (9700ft). Expect radar vectors to either runway 09/27. During times of heavy traffic,
bad weather, ATC generally uses the published STARs. DAM wall (marked with red
lights) 5ft high, located 140m from threshold runway 09.
Runway 09: Arrivals: Direct routing from UDANG to KUTA maybe offered by ATC.
Runway 27: ILS approach offset by 4 from centerline.
Exit the runway onto parallel taxiway N and expect taxi clearance for Apron A. Parking,
stands 1-6.
SIDs; Crossing altitude published. Northbound SIDs, steep climb required due high ter-
rain. ATC clearance: Call 5 minutes prior to start-up
Procedures for pushback of aircraft:
Aircraft shall be push back to face south, towed until west of Parking Stand 4, after
which engine start can commence.
Parking stand No.1, aircraft is pushed back and pulled until aligned to taxiway
centerline then start-up.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
*WARR 8
Surabaya ILS/VOR 10/28 3000 292/289 251/316 218/215 MAX MAX

(2300-1700)
WARQ 8
Solo (0000- NON/ILS 08/26 2500 319/316 273/337 224/222 MAX MAX
1200)
WAAA 8
Ujung Padang ILS/NON 13/31 2500 NOT NOT 223/220 MAX MAX
(2300-1500)
WIIH 9
Jakarta - Halim VOR/ILS 06/24 2800 MAX MAX MAX MAX MAX
Intl
WIII 9 ILS/NDB 07L/25R 3600 MAX/347 MAX MAX MAX MAX
Jakarta -
Soekarno ILS/NDB 07R/25L 3660 MAX/347 MAX MAX MAX MAX
Hatta Intl
*WARR - B772 / 3 & A343 / 6 Apron A, B & D not authorised.
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6.4.7 BANGKOK (VTBS) - THAILAND

Name of Airport : Suvarnabhumi International
(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

10
Warning: Due to the surface characteristics of runway 01R and 19L, heavy precipitation is
likely to result in patches of surface water or flooding. Under these circumstances
a hazard exists for aircraft landing, or in the event of a rejected take-off, due to
the likelihood of aquaplaning.
Caution: Runway 01L/19R, 01R/19L - DME does not read ZERO at threshold due DME/
ILS not being co-located.
Caution: FOD has been observed on both runway and taxiways.

6.4.7.3 Terrain
Airport is located on a flat coastal flood plain East of the city with an elevation of 5 feet.
Although the runway is close to sea level, there is high terrain with associated MORA in the
surrounding quadrants.
The standard of English can be poor. Any deviation from standard radio phraseology and
procedures can cause confusion so it is important to adhere to strict radio discipline.
Operation of Mode S transponder on ground
1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001
2. Flight crew should select XPDR or equivalent according to specific installation. Ensure
the transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and the
assigned mode A code is selected in accordance with following:
a) Departing flight:
Upon received airway clearance, except when a Departure time restriction is issued, then the
action should be done at engine start-up.
b) Arriving Flight
Continuously until the aircraft is fully parked at stand.
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6.4.7.5 Weather
Large CBs and TS frequent this area. Turbulence can be anticipated much of the time,
especially when the wind is from the West.
As with any CB or TS, gust fronts may extend up to 40 kms ahead of the storm giving
windshear, this is particularly true in Bangkok. Rain can be very heavy, and reduce visibility to
less than 1000 m. Many of the storms build up late in the day.
At other times of the year mist and fog is likely, particularly during slack winds. Temperatures
are high in the summer and moderate in the winter.
October to early February: North East monsoon with fairly settled weather.
May to September: South West monsoon with frequent CB's building during the afternoon
and evening.
November to March: Early morning fog on two or three days per month.
Note: Use of rapid exits from the landing runway enables minimum spacing on final
approach and minimizes the occurrence of Go-around.
Ground Power is initiated after the airbridge is connected and usually takes about 5 min-
utes. The APU should be started on inbound taxi for parking. Once main engine and APU
(if started on inbound) is shut down Pre Conditioned Air unit is attached, usually takes
5-15 minutes for this process. It is permitted to operate the APU for 5 minutes after arrival
on parking stand.
Landing - A330 Use flap setting CONF 3 unless safety reason is a factor.
Thailand Civil Aviation Authority has requested the use of minimum flap setting for land-
ing for noise abatement purposes where possible.
Bangkok Airport Authority policy, APU restart is permitted 10 minutes prior to pushback.
If unavailability of the said ground units, PWR U/S sign is position at the gate, where by crew
can choose to start the APU or request mobile services (15 minutes notification required).
APU is permitted at remote parking stands.
At Start-up
Contact Bangkok Control for ATC clearance on 128.7 MHz

After receiving ATC clearance, pilots will be instructed to call relevant ground control
frequency.
Aircraft must be pushed back within 5 minutes of receiving ATC clearance. Otherwise
ATC clearance will be cancelled.
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Departure slot times issued for separation purposes when necessary. Maintain a listening
watch on relevant ground control frequency. Ensure an early call to ground control to
allow for sufficient time for taxi to runway.
Safety and SOP preconditioned, once the line up clearance has been issued pilots
should ensure that they are able to taxi into the correct hold and line up position on the
runway as soon as the preceding aircraft has commenced its takeoff roll.
Cockpit checks should be completed before line up. Any checks requiring completion
whilst on runway shall be kept to a minimum.
Commence the take-off roll immediately after take-off clearance is issued.
If unable to comply with these procedures inform ATC prior to passing the Runway hold-
ing position.
All departing aircraft are required to apply noise abatement procedures with thrust reduc-
tion at 1500ft AGL, and acceleration at 3000ft AGL.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VTBD 9 ILS/ILS 03L/21R 3700 312/309 MAX/MAX MAX MAX MAX
Bangkok -
VOR/ILS 03R/21L 3150 312/309 MAX/MAX MAX MAX MAX
Don Mueang
VTBU 8
ILS/VOR 18/36 3505 336/332 MAX/363 MAX MAX MAX
Rayong
VTCC 9
VOR/ILS 18/36 3100 339/336 MAX/355 204/202 165/MAX MAX
Chiang Mai
VTSP 9
VOR/ILS 09/27 3000 MAX MAX/362 MAX MAX MAX
Phuket
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6.4.8 BERLIN (EDDT) - GERMANY
Name of Airport : Tegel International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 08L/26R 3023 NOT NOT MAX / N MAX MAX

8
ILS / ILS 08R/26L 2324 NOT NOT MAX / N MAX MAX
Warning: Landing of aircraft with highly infectious diseased passengers on board is

prohibited.
Caution: Residential area in short final of Runway 26 R/L.
Note: Refer to Jeppesen for night flying restrictions.
6.4.8.3 Terrain
The airport is located 8 km (4 NM) Northwest of city with an elevation of 122 feet. The terrain
at the airport is generally flat.
Caution: Beware of man made obstacles in the terminal area and trees upto 100 feet AGL
in the close vicinity of the airport. The highest obstacle TV antenna 1329 feet
MSL is located approximately 4 NM Southeast of the airfield.
Berlin Tempelhof airfield is located approximately 7.5 NM and Berlin Schoenefeld airfield is
located approximately 15.5 NM Southeast of Tegel airfield.
The standard of ATC and English is good, use standard ATC phraseology.
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6.4.8.5 Weather
The climate is moderate and the average yearly temperature 9.2C. Most precipitation is
during the months of July and August.
June to August: Summer Months. The average daily temperature is around 18C.
December to February: Winter months. The average temperature is around 0.5C.
November to March: Possibilities of frost and snow.
Low drag and power approaches are expected to be conformed with. When expected to
hold over the main approach aid for more than 20 minutes an ETA will be transmitted. If
no clearance has been given for continuation beyond the main aid, maintain the last
assigned altitude, join the depicted hold and acknowledge the altitude and wait for further
instructions.
Noise Abatement procedures as per the following: Leave the initial approach fix at 210
kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 kts
using an intermediate flap setting with landing gear up. Intercept glide path at not lower
than 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach
speed shortly before or over Outer Marker.
Noise abatement procedures are as follows, at 1500 feet AGL :
Reduce thrust to climb thrust;

Accelerate while climbing and retract flap/slat on schedule;
Transition to normal en-route climb speed.
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Code (m) Aircraft
Location 300 320 / 1
EDDB 9
ILS / ILS 07/25 3000 MAX MAX
Berlin - Schoenfeld
EDDC 8
Dresden
EDDP 8
Leipzig
EDDV 8 DME / ILS 09L/27R 3200 MAX MAX
Hannover ILS / ILS 09R/27L 2304 MAX MAX
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6.4.9 CAIRO (HECA) - EGYPT
Name of Airport : Cairo International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS / ILS 05C23C 3999 MAX MAX MAX MAX MAX
NONE 16/34 3178 331/328 MAX/359 MAX MAX MAX
Warning: See ground maneuvering for parking procedure.
Note: Strong Winds Can obscure visibility with blowing sand/dust.
Note: In the event of closure of Runway 05R/23L, Runway 05L may be used for
Landing provided that :
1) Traffic established on final approach at least 13 NM from Cairo VOR/DME at
feasible minimum speed, and
2) Strict adherence to LLZ centerline.
3) Visual approach and shortcut are not permitted.
6.4.9.3 Terrain
The airport is located 13 NM to the Northeast of the city which lies besides the Nile with an
elevation of 382 feet. There is high ground to the South.
Due to the uneven terrain of the airfield, be aware that there can be up to approximately 200
feet difference in runway threshold elevations. As a result same taxiway have significant
slopes.
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6.4.9.5 Weather
Weather is normally good.
April to June: Hot southerly wind known as the Khamsin may blow causing rising dust and
poor visibility.
Note: During Summer, final approaches are generally bumpy due to hot air adiabatic
effect.
December to February: Usually in January, fog can occur very suddenly which will normally
dissipate by about 1000 local time.
Winter frontal system can reach Cairo from the Southern Mediterranean and although there
is usually very little rain, visibility can be reduced if the wind exceeds 15 knots.
Note: Runway 16/34 is used during day time and in VMC only as an alternative for
Runways 05L/23R and 05R/23L.
Caution: A well lit dual carriageway and boundary fence lighting may make night
identification of Runways 05L & 05R difficult.
Note: If landing 23L and exiting on taxiway Papa, do not mistake taxiway whiskey
as an extension of Papa.
The airfield site slopes up towards the South with a marked difference between threshold
elevations. Large power settings are required if taxiing uphill, increasing the risk of
engine ingestion of the considerable amounts of debris, sand and stones lying on and
around taxiways. Increase the separation between taxiing aircraft at all times. Taxiing
downhill requires constant braking which may cause Brake Overheat.
Qatar Airways uses Terminal 2.
Wingtip clearance is minimal on wide-body aircraft in parking areas.
B772, A330 and A300 : Left engine nacelle comes very close when parking at fixed
air-bridges, gates A8-A16. Approach parking stand at slow speed, using docking
guidance system and stop bar to position aircraft. Ensure correct aircraft designator is
shown on guidance system. If in doubt, request Marshaller assistance.
B777-300 : Parked on remote stands (Apr/07). Stands A7,A9 and A11 adequate at
Terminal 2.
Runway 23R may be used for take-off provided that traffic execute a left turn maximum
distance 5NM from Cairo VOR/DME then to be directed to its assigned airway.
Expect to climb straight ahead on runway heading to 3500ft, thereafter to follow tower
instructions.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
HEBA 8
Alexandria NON/ILS 14/32 3400 319/315 XXX/NOT 222/220 MAX MAX

Borg El Arab
HEGN 9
CIR/ILS 16/34 3700 325/322 XXX/343 MAX MAX MAX
Hurghada
HELX 9
VOR/ILS 02/20 3000 289/286 XXX/353 MAX MAX MAX
Luxor
HESH 9 ILS/CIR 04L/22R 3081 MAX XXX/361 MAX MAX MAX
Sharm El
VOR/NON 04R/22L 3081 MAX XXX/361 MAX MAX MAX
Sheikh
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6.4.10 CAPE TOWN (FACT) - SOUTH AFRICA
Name of Airport : Cape Town International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS / ILS 01/19 3201 319/314 MAX/351 MAX MAX MAX
Caution: Paragliding in vicinity of airport.
6.4.10.3 Terrain
Cape Town airfield is located less than 10 NM East of city center with an elevation of 151 feet.
Table mountain runs from the Northwest of the airfield to the Southwest.
Air Traffic Control is generally very good.
6.4.10.5 Weather
Summer (October to March): Generally fair with fresh Southerly winds, thundery spell can
occur in late Summer. Occasional early morning fog a possibility.
Winter (May to August): Winds mainly Northwesterly. Low cloud and rain with passing
fronts. Fog forming during the night may persist until as late as midday.
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Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold.
Taxiways D5, D4, D3, L, and M not authorized for A330, A340 and B777.
Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold.
Caution: Do not confuse Threshold 16 for Threshold 19 when taxiing on Taxiway for
Take-off Runway 19.
Aircraft departing from Runway 01 and 34 shall avoid hospital complex 3 NM North from
end of runways.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
FABL 7 VOR/VOR 02/20 2559 XXX XXX 197/N 167 MAX/90
Bloemfontein NONE 12/30 2195 XXX XXX 167/N 140 MAX/74
FADN 7
ILS/ILS 06/24 2440 319/317 249/311 217/N MAX MAX
Durban
FAJS 9 ILS/VOR 03L/21R 4418 MAX MAX MAX MAX MAX
Johannesburg ILS/ILS 03R/21L 3400 324/321 254/316 220/217 MAX MAX
FYWH 9
NON/ILS 08/26 4575 XXX XXX MAX MAX MAX
Windhoek
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6.4.11 CASABLANCA (GMMN) - MOROCCO
Name of Airport : Mohammed V International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VOR / VOR 17R/35L 3720 MAX MAX MAX MAX MAX

9
NDB / ILS 17L/35R 3750 309/307 MAX/352 231/229 MAX MAX
6.4.11.3 Terrain
The terrain has no significant obstacles close to the airport, the highest obstacle is a man
made obstacle East of the approach to Runway 17L/R, this reaches 1017 feet AMSL. To the
Southeast there is a spot height at 981 feet, this is approximately 20 NM from the airport.
The MSA is 4100 feet to the Southeast and 3600 feet to the Southwest and 3000 feet to the
North. The MSA is 3200 feet Northeast and 3800 feet Northwest. The airport elevation is 656
feet.
6.4.11.4 Weather
The weather in Casablanca is generally similar to that in many of the North African countries.
Precipitation values tend to be an average of up to 3 inches per month from November to
February with little or none for the remaining months. Temperatures are fairly stable, ranging
from 55F (13C) in January to 73F (23C) in August.
With proximity to the Atlantic Ocean fog may occur near sunrise and sunset.
Dust storms may reduce the visibility to a few hundred meters, however most of the time the
visibility is good.
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The Air Traffic Control is average.
Phraseology in Use
ATC / Pilot ATC - First Contact:
Low Visibility procedures in force (RWY Number).
Pilot - First Contact:
Cat II / III approach Advise of intent, required landing minima
ATC Downgrading of Navigation Aids:
Category (number) Approach (Runway no.) not available due (desig-

nated aid) unserviceable, category (number) approach only.
ATC Suspension of LVP
Low visibility procedure suspended.
Procedure of ATC
First Contact ATC - Advises RVR value(s) and request Pilot to call at Outer
Marker (OM)
Pilot - Repeats back message.
Note 1: RVR Value missing - Crew check minima.

Note 2: LVP in Force announced on ATIS.
At Outer ATC - advises RVR value(s).

Marker (OM)
ATC - Request PILOT to check his minima and gives clearances to
land.
ATC - Request PILOT to advise report on ground or going around.
Pilot - Checks minima and advise ATC of going around or on

ground.
On Ground Pilot - report runway vacated.
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Caution: Parallel taxiway may easily be mistaken with Runways.
Noise abatement procedures published. Refer to Chart 10-4.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

GMAD 8
VOR/ILS 10/28 3200 305/302 250/319 209/207 166 MAX/92
Agadir
GMFF 8
Fes
GMME 7
NON/ILS 03/21 3500 NOT NOT MAX MAX MAX
Rabat
GMMX 7
Marrakech - ILS/NON 10/28 2820 NOT NOT MAX/NOT MAX MAX
Menara
LEMG 8
ILS/ILS 14/32 3200 MAX XXX/360 227 MAX MAX
Malaga
LPFR 8
Faro
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6.4.12 CHENNAI (VOMM) - INDIA
Name of Airport : Chennai International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Note: Bird in vicinity of airport.
6.4.12.3 Terrain
The airport is located 14 km (7.6 NM) Southwest of the city with an elevation of 34 feet. Trees
up to 137 feet in the vicinity of Runway thresholds (600 m to 1000 m in the take-off and
approach path).
No significant high ground in the vicinity. MSA is generally 1800 feet except for the Northwest
sector, which is 2300 feet. Within 10 NM, the MSA is 1800 feet all round.
6.4.12.5 Weather
October to November: Thunderstorms due to cyclonic activity in the Bay of Bengal could
affect the airport. The duration of these storms is generally 60 to 90 minutes, when visibility
may drop below minimums, and associated Windshear on finals for Runway 07/25 may be
expected.
January and February: Early morning fog can be expected until about 1000 Local Time.
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The airfield has 2 intersecting runways. Runway 07/25 is the main runway in use.
Warning: Do not mistake TAMBARAM Air Force Base for Chennai International
Airport, which has a similar Runway alignment. TAMBARAM is situated 6 NM
from Chennai on a bearing of 213 and has two Runways, 05/23 and 12/30.
Caution: Flying in the vicinity of TAMBARAM airport permitted with prior ATC
clearance only.
Caution: When using runway 25 for approach at night, be aware that the surrounding
city lights are bright, and tend to drown out the runway approach lighting. Do
not mistake the highway just to the left of the runway as the runway lighting.
Note: Chennai Airport is in the process of developing a windshear detection and

prediction system. To gather data and feed the database they rely on co-
operation from airlines. Therefore, it is recommended to report winds at 1800
feet and 1000 feet to ATC while landing in Chennai Airport, irrespective of
Runway in use.

Taxiway C not allowed for A346 & B777 due to turning geometry not compliant.
For A340 & B777, if RWY07 not available, take-off from RWY25 is to be done from the
intersection of RWY 12/30 via taxiway A. Taxiway J leading to RWY25 is not adequate for
turning.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

VOBL 9
Bangalore
VOCI 8*
Cochin
VOTV 8
Thiruvanan- VOR/ILS 14/32 2992 310/307 263/333 226 / 223 MAX MAX
thapuram
VOHS 10
Hyderabad
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6.4.13 COCHIN (VOCI) - INDIA

Name of Airport : Cochin International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
8* VOR / ILS 09/27 3400 340/336 MAX/367 MAX MAX MAX
Note : *RFF upgradeable to RFF CAT 9 upon request.
Note: 180 turns of aircraft with MTOW above 50 tons permitted at Runway ends only.
6.4.13.3 Terrain
The airport is North of Trivandrum in the South of India, the airport is in close proximity to a
river, thus giving potential rise to fog and mist. The airport has an elevation of 25 feet.
West and South of the airport the terrain is relatively flat. North through to the East MSA is
6500 feet, the terrain rises to 1742 feet within 5 NM and 4100 ft within 11 NM. The South East
quadrant also has terrain giving a MSA of 5600 feet.
The standard of ATC is average. Use standard phraseology.
6.4.13.5 Weather
clearing early morning.
June to September: Generally fine with broken CU. Very occasional squalls with heavy rain
October to November: Rain Squalls more frequent and more persistent. Thunderstorms,
especially in the evening causing water logging on Apron and parts of Runway.
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Note: The passenger steps used are not wide enough for aircrafts door, which do
not permit opening of the doors after positioning the equipment. Therefore,
doors shall be opened immediately prior to the positioning of the equipment
at the aircraft; in this case the door safety strap must be attached.
NIL
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VCBI 9
Katunayake
VOBL 9
Bangalore
VOMM 9
Chennai
VOTV 8
Thiruvanan- VOR/ILS 14/32 2992 310/307 263/333 226 / 223 MAX MAX
thapuram
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6.4.14 DAMMAM (OEDF) - SAUDI ARABIA
Name of Airport : King Fahad International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
NIL
6.4.14.3 Terrain
The airport is located 14 NM inland from the coast, on a large flat area without obstruction.
The airport has an elevation of 72 feet.
Air Traffic control is very good.
6.4.14.5 Weather
The weather is the same weather as observed at many airfields in the gulf region.
Haze is typical, reducing the visibility to around 6000 m. This may reduce to a 1000 m in
severe dust storms.
Rain is more likely in the winter months and may be very heavy reducing visibility.
Prevailing wind Northerly which can be very strong at times.
Early morning fog and low stratus during the winter months. Frontal weather occasionally
affects Dammam in winter.
Dust storms occur throughout the year but are most troublesome during mid-summer
afternoons.
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NIL
Take-off in northern direction, expect runway 34L. For planning purpose, the Operational
Flight Plan (OFP) will show a specific SID, but expect ATC to provide radar vectors for
departure (RADAR1A) to the "BAH" VOR.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OBBI 10 ILS/ILS 12L/30R 3657 MAX MAX MAX MAX MAX
Bahrain NONE 12R/30L 2222 MAX MAX MAX MAX MAX
OEJN 9 ILS/ILS 16C/34C 3303 MAX MAX MAX MAX MAX

Jeddah
OERK 9 ILS/ILS 15L/33R 4205 MAX MAX MAX MAX MAX
Riyadh -
King Khalid
OKBK 9 ILS/ILS 15R/33L 3400 300/297 MAX/353 MAX MAX MAX
Kuwait ILS/ILS 15L/33R 3500 MAX MAX/375 MAX MAX MAX/88
OTBD 9
Doha
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6.4.15 DELHI (VIDP) - INDIA
Name of Airport : Indira Gandhi International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VOR / ILS 09/27 2661 MAX MAX MAX MAX MAX
Caution: Light aircrafts and gliders activity in the area.
6.4.15.3 Terrain
The airfield is located on a flat plain 8 NM Southwest of the city with an elevation of 744 feet.
6 NM to the East is another airfield associated with light aircraft and glider activity. Located
just to the North of this airfield is a prohibited area.
6.4.15.5 Weather
December to February: North East monsoon. Light winds and cool weather with minimum
overnight temperatures around 7C. Occasional frontal depressions. Frequent morning fog
usually clearing by about 1000 Local Time.
March to Mid June: Hot Season. Temperature slowly building up until the start of the
Southwest monsoon with storms towards the end of the period.
Mid June to September: Southwest monsoon. Some continuous rain with thunderstorms
but usually not more than 10 days a month. Little rain in September. Average maximum
temperature 33C.
October to November: Fine warm weather with haze in the morning.
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Runway 28 has a downhill slope.
Caution: Do not mistake Delhi (SAFDARJUNG) airport located 6 NM to the East for
Delhi Indira Gandhi International airport.
Caution: Do not mistake parallel taxiway P for Runway 10/28.
When the surface wind velocity exceeds 10 knots, updraughts can be expected on final
approach to Runway 28.
Exercise caution for men and vehicle movement around dimly lit aprons.
Note: Former Runway 15/33 is available for overnight parking.
Below 10,000ft, IAS not greater than 250kts.
Within 15NM of VOR serving the airport, or below FL65, shall maintain IAS as per aircraft
category.
Aircraft Category
C D
Within 15NM, excluding approach track 170 kts 185 kts
10NM to 4 NM on final approach track 150 kts 160 kts
Request start-up within 5 minutes of filed EOBT. If unable to make start-up within 5 min-
utes of EOBT, a delay may occur subject to traffic situation. If intersection take-off is pos-
sible advise ATC at time of push back/start-up. Pre-departure checks should be
completed before entering active runway to expedite traffic flow. Expect take-off clear-
ance after line-up.
No ATC speed restriction applicable for departing aircraft except when specified by ATC.
c) Taxiing:
Taxiing aircraft should maintain a minimum speed of not less than 15 knots on the straight
portion of taxiways and between 8-12 kts during turning maneuvers.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OPRN 9
CIR/ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAX
Islamabad (Note)
VAAH 9
Ahmedabad
VANP 8
Nagpur
VIJP 7
Jaipur
VILK 6
Lucknow
Note: B777 / A346 - Taxiway B not authorized.
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6.4.16 DHAKA (VGZR) - BANGLADESH
Name of Airport : Zia International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS / VOR 14/32 3200 MAX MAX MAX MAX MAX
Caution: (B772/3 & A346) Wing tip clearance minimal when widebody aircraft parked on
stand 1-6.
Caution: Taxiways and Apron Pavement Conditions : In general taxiways and apron
pavement conditions are poor with numerous reports of broken surfaces (Crew
report Nov 2008). Adopt appropriate taxi speeds.
6.4.16.3 Terrain
No significant terrain in vicinity.
The standard of ATC and English is poor.
Due to lack of Radio Communication facilities between Kolkata and Dhaka ACCs, good flight
crew radio communications and co-ordination with both ACCs is required for descent or
climb.
6.4.16.5 Weather
March to May: Hot season. Heavy thunderstorms appear from the Nor'westers; severe
squall conditions may last 30 to 40 mins.
June to September: SW monsoon with rainfall at its annual maximum.
June to November: Cyclones may affect the area.
Visibility occasionally reduced in rising dust at any time of year.
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Pass ETA to tower. Parallel taxiway can easily be confused with runway due lighter sur-
face.
Crew reports (Nov 2008), that when cleared for ILS runway 14, the LOC has been inac-
tive, even though ILS Ident is normal.

Runway surface is rough
Stand 1 - Available for B747 type aircraft.

Report POB when requesting pushback. Delays in excess of one hour, ATC flight plan
needs to be resubmitted.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VECC 8 VOR/VOR 01L/19R 2749 243/244 207/262 178/176 140/142 MAX/80
Kolkata ILS/ILS 01R/19L 3200 MAX MAX MAX MAX MAX
VGEG 7
VOR/ILS 05/23 2940 NOT NOT MAX/N MAX MAX
Chittagong

Delhi
Bangkok -
Suvarnabhumi
VTCC 9
VOR / ILS 18/36 3100 339/336 MAX/355 204/202 165 MAX
Chiang Mai
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6.4.17 DOHA (OTBD) - QATAR
Name of Airport : Doha International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Caution: New Doha International Airport under construction, located 2.8NM East of
runway 16/34. The new parallel runways are nearing completion. Exercise
caution and do not confuse new parallel runways with runway in use at Doha.
6.4.17.3 Terrain
Doha is a joint military civil airfield with high level of military activity. The airport has an
elevation of 35 feet.
The standard of ATC and English is good.
6.4.17.5 Weather
The weather of Doha is very hot with no rain between June to October but humid on the
coast. The rest of the year is pleasantly mild/warm and sunny with occasional showery rain
during December to March.
July to September: Night fog possibility from 1800 to 0200 UTC.
November to February: Early morning fog possibility from 2300 to 0400 UTC.
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Caution: With a strong Northerly wind windshear can be expected on approach.
Caution: On approach to Runway 34, highway with shielded illumination visible to

aircraft.
When using turning pad on Rwy 16, turning should be anti-clockwise.
Warning : A330/A340/B777 is not allowed to park in the Western apron.
Isolated parking area (Taxiway E2) is used in case of security issues relating to an aircraft, ie
hijacking, bomb threat.
Call Doha tower on 118.9MHZ, 10 minutes before requesting start-up.
Aircraft will be pushed back on western apron, facing North.
a) Security :
QR Security will do pre-departure security check for all direct US bound flights.
Aircraft search will be carried out by QR security and a copy of the search form will be
handed over to the CSD.
to aircraft.
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b) Ground Communication
VHF Contacts for Departments.
Purpose Department Call Sign Frequency

Contact of Senior Flight Opera-
tions Staff
Crew Replacements
Delay or Departure Time Informa-
tion or Clarification
Operations Control Qatar OCC 125.150
If unable to contact Maintenance,
Flight Dispatch or QAS Hub Con-
trol Center
Tech or Cabin Crew flight or duty
enquiries.
Flight Documentation
NOTAMS
Performance related MEL Clarifi-
cation in Tech Log Flight Dispatch Dispatch 125.150
Queries on Flight Plans
Weather Data
ZFW Changes.
Clarification of MEL entries in
Technical Log
Engineer Required Maintenance
Maintenance 125.150
Control
Technical Documentation
Technical Problems.
Aircraft Cleaning
Air Conditioning
Catering
ETA Updates (Prior to Arrival)
Fuel
Gate Information QAS Hub
QAS Hub Control 121.050
Ground Power Unit Control
Medical/Police/Security Assist-
ance
QAS or QR Ground Staff Assist-
ance
Passenger Steps.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Bahrain (Note 1) NONE 12R/30L 2222 MAX MAX MAX MAX MAX
OMSJ 9
Sharjah
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6.4.18 DUBAI (OMDB) - UNITED ARAB EMIRATES
Name of Airport : Dubai International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

10
ILS / ILS 12R/30L 3880 MAX MAX / 367 MAX MAX MAX
Note: 180 turns on runways are not permitted for aircraft larger than A320.
Note: In accordance with the security procedures at Dubai International Airport, transit
crew members can leave and re-enter the aircraft once only.
6.4.18.3 Terrain
The airport is located close to the coast on the outskirts of the city with an elevation of 34 feet.
Terrain is not a significant factor although there are several man made obstructions in the
area.
High ground to the Northeast, East, South extending beyond 25 NM from the airport
Delay messages transmitted to the crew by ATC should be interpreted as follows:
No Delay expected means
When delay greater than 20 minutes
Note: The term Fuel emergency has no status in ATC phraseology. Radio call
prefixed with MAYDAY for distress or PAN for urgency will ensure priority
handling.
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Dual Runway Operations
Dedicated controller assigned for each runway with same call-sign Tower.
Air 1 (one) responsible for Northern RWY 12L/30R
Air 2 (two) responsible for Southern RWY 12R/30L
Clearance Limit Points
Standard clearance limit points will be used for transfer of aircrafts and vehicular traffic.
6.4.18.5 Weather
Early morning fog is a possibility at any time of year.
March to May: Occasional dust storms are most likely during the period.
Thunderstorms, although infrequent, may be severe.
Low-level windshear may occur with calm or light surface winds.
Caution: Due to similar runway alignment, do not mistake Sharjah airport located
10NM Northeast of Dubai.
Minimum spacing on final approach between successive aircraft will be 5nm or minimum
vortex wake separation, whichever is greater. (This will be measured from the point where the
first aircraft is at 4nm from touchdown and both aircrafts have been issued a speed restriction
of 160kts to 4nm final).
The UAE enforces an approach ban policy which states that aircraft may not descend below
1000ft above aerodrome if relevant runway visual range is at the time less than the specified
landing minima. When visibility is close to, or below, the prescribed minima, ATC shall advise
current IRVR reading to aircraft when they are approx 1000ft on final approach.

NIL

NIL
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OMAL 9
ILS/VOR 01/19 4000 MAX MAX/366 MAX MAX MAX
Al Ain
OMSJ 9
Sharjah
OTBD 9
Doha
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6.4.19 FRANKFURT (EDDF) - GERMANY
Name of Airport : Frankfurt - Main International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

10
Note: With winds between direction 200 and 160 clockwise and speeds of 15 kts and
more on Runway 18, Gust and strong windshifts up to tailwind component may
occur.
6.4.19.3 Terrain
The airport is located 6 NM to the Southwest of the city centre with an elevation of 364 feet.
The River Main runs through the city and joins the much larger Rhein opposite the town of
Mainz. There are rolling hills all around Frankfurt which do not present any particular
problems as most approaches start 4000 feet.
The Air Traffic control is generally very good. Traffic density may be problem.
6.4.19.5 Weather
June to September: Generally warm and sunny weather
September to November: Good weather with the probability of fog increasing as the season
progresses.
December to March: Cold and wet. Fog occurs in high humidity and low wind conditions as
in all of Northern Europe.
April to May: Variable weather, although the foggy season should be well gone.
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Runway 18 is not usable for landing.
Noise Abatement procedures as per the following : Leave the initial approach fix at 210
kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 kts
using an intermediate flap setting with landing gear up. Intercept glide path at not lower
than 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach
Departures to South and Southeast, expect RWY18 with tailwinds not exceeding 10kts.
Winds exceeding 10kts for RWY18 will be announced via ATIS.
NIL

Note: For deicing, please contact: Frequency 135.225.

Data-link departure clearance in use, refer to Jeppesen briefing pages for detail
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

EDFH 9
Frankfurt - ILS/ILS 03/21 2745 331/329 MAX/375 MAX MAX MAX
Hahn
EDDK 10 NON/ILS 06/24 2459 260/257 242/303 202/200 160/158 MAX/79
Cologne -
Bonn
EDDS 10
Stuttgart
EDDL 9 ILS/ILS 05R/23L 2700 MAX MAX MAX MAX MAX
Dusseldorf ILS/ILS 05L/23R 2400 MAX MAX MAX MAX MAX
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6.4.20 HOCHIMINH (VVTS) - VIETNAM
Name of Airport : TANSONNHAT
RFF IAP RWY LDA (m) MAX Pavement Weight in Tons for
Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
07L/25R 3048 287/283 273/337 MAX/230 170/MAX MAX/89

9 VOR / ILS
07R/25L 3059/3800 307/302 355/MAX MAX MAX MAX
Taxiway W1 and W2 not permitted for A300 and A330. Parking stand 10-14 A330 not
permitted. Parking stand 1-3, 24-30 A300/A330 not permitted.
Warning: Airport is situated in the vicinity of Danger area 23 to 26 (Helicopter Training 50m
(164ft) - 1000m (3280ft) and prohibited area P(4) (Ground - 3000m (9840ft).
Caution: Taxiways width is the minimum required for A300 & A330 aircraft. Adhere strictly
to the centerline marking and use extreme caution in the turns.
Caution: PAPI reported as being unreliable.
Caution: After heavy rains, pools of water may remain on surface.
Caution: Runway markings in the region of touchdown zone are heavily overlaid with
rubber deposits, making them difficult to identify and slippery when wet.
Note: 15NM North-East, lies the military airfield of Bienhoa, with two parallel runways in
a East-West orientation.
6.4.20.4 Terrain
Generally, flat terrain surrounds the airport. The airport is located 6km to the Southeast from
the city center.
Radar service provided. Enroute weather deviations generally accepted.
Wind speed is given in Meters per second (multiply by 2 to get knots) and cloud base in
meters above AAL.
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6.4.20.6 Weather
The climate is divided into two seasons, with the rainy season lasting from mid April to the
end of October. Worst months are May and September.
Thunderstorms activity occurs between mid-noon and early evening. Rapid changes in
visibility with heavy rain and variable strong winds happen as thunderstorms drift over the
airport, expect a ceiling of 200-300ft during this period. Such phenomena rarely last more
than 30 minutes.
November to April: Is the dry season. Haze is present in these months, but visibility seldom
falls below 2000 meters.
December to March: Early morning fog possible, however it is thinly layered and clears a
couple of hours after sunrise.
Typhoons are infrequent, and if a depression moves through it is more likely occur in
September or October.
The airport is equipped with surveillance radar giving an accurate picture of thunderstorm up
to a range of thirty miles. This information is passed to the tower.
No STARs published. Normal landing is ILS runway 25R.
Danger and Prohibited areas may affect missed approach planning. The missed
approach procedures do not specify an altitude after initial climb to altitude on runway
heading, continue climb to MSA. Note the published minimum holding altitudes.
VOR approaches to all runways are offset. Ensure correct runway is selected during final
approach, as the offset may leave you Left or Right of desired runway.
Landing runway 07L/25R, ensure clearance is obtained before crossing runway 07R/25L.
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Minima
Instrument approaches, CEILING shown in meters. The value reflects the equivalent
MD (H) shown in feet.
Extract from Jeppesen terminal chart, 13-1
ATC flight plans must be filed locally, therefore to avoid any delay, check early with ATC
that a valid flight plan is in the system. Call ground control 10 minutes prior to start for
ATC clearance.
Parking Stands
4 to 14, expect towing to NS taxiway, then taxiing for departure;
15 to 22, expect towing to E6, then taxiing for departure.

Due to numerous danger and prohibited areas, ensure compliance with DME and radial
for turning points.
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TRUE TRACK
WEST EAST
180 - 359 0 - 179
13200 43300 12600 41300
12000 39400 11400 37400
10800 35400 10200 33500
9600 31500 9000 29500
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VTBD 9 ILS/ILS 03L/21R 3700
Bangkok - Don 312/309 MAX MAX MAX MAX

VOR/ILS 03R/21L 3150
Mueang
Bangkok Suvar-
nabhumi Intl
VTBU 8
ILS/VOR 18/36 3505 336/332 MAX/363 MAX MAX MAX
Rayoung
VVDN 8 NON/ILS 07L/35R 3048 305/302 297 207/203 MAX MAX
Danang Danang NON/VOR 07R/35L

3059 211/206 XXX/MAX 139/137 117/XXX 66/64
Intl
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6.4.21 ISLAMABAD (OPRN) - PAKISTAN
Name of Airport : Benazir Bhuto International Airport

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 CIR / ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAX
Caution: Danger and restricted areas surround the airport.
Caution: Runway 30 Dumbell located at displaced threshold, closed to medium and

heavy aircraft.
Caution: Runway 12/30, use minimum power while turning on dumbell(s).
Note: Delays can occur due to aircraft back-tracking on the runway and the single
taxiway to and from the parking area for wide bodies (Taxiway Alpha)
6.4.21.3 Terrain
The airport is located Southeast of the city of Islamabad and Northeast of the city of
Rawalpindi. It is used jointly by military and civil aviation. The airport has an elevation of 1668
feet.
The standard of ATC is average. Use standard Phraseology.
Islamabad Primary radar has a range of 100 NM (200 NM Secondary).
6.4.21.5 Weather
December to February: Fog conditions can occur but usually cleared by 11 AM Local time.
The minimum winter temperature is -2 C with frost but no reported ice.
July to September: These are hot Summer months with temperatures upto 40C with
frequent thunderstorms and rain.
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Warning: The Tower Controller does not have full visual coverage of the Runway
(especially Runway 12 threshold) or the Start-up Ramp.
Warning: Do not mistake small airfield with Runway alignment 14/32 at approximately
4 NM South West of airport.
Caution: Roads / Islamabad highway running in similar alignment to the runway have
brighter lights than the runway itself and can be mistaken in poor visibility.
Caution: Pilots are to exercise extreme caution during wet runway conditions. After
heavy rain, mud oozes through joints and onto the runway surface. This
condition, combined with a downhill slope on the second half of Runway 30
and excessive rubber deposits, can cause serious stopping problems.
Caution: Civilian aircraft are to taxi over arrestor cables with caution.
Note: The parking area available for heavy jets is filled very quickly if Lahore is
fogged in, be prepared to divert due to lack of parking space.
The prohibited area is located approximately 5 NM Southwest of the field is a nuclear test
zone. No Radar vectors will be given in this area; for this reason expect a 9 NM final for
Runway 30.
B777 / A346 - Taxiway B not authorized.
Caution: The first 335 m of Runway 12 (before the turning pad) can not be used for
Take-off because of low pavement strength. This has been considered in
Performance Chart.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Karachi
(Note1) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX
OPNH 8
Nawabshah
(Note2)
OPPS 9
VOR/VOR 17/35 2743 223 223 223 MAX MAX
Peshawar
(Note3)

Delhi
Note 1: Company preferred alternate during winter season due to congested apron in
Lahore.
Note 2: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
Note 3: B777 / A346 - Only Taxiway A authorized for taxi-in/out from Apron.
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6.4.22 ISTANBUL (LTBA) - TURKEY
Name of Airport : Ataturk International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
CIR / ILS 18R/36L 3000 MAX MAX MAX MAX MAX
Caution: Birds and stray dogs in vicinity of airport.
6.4.22.3 Terrain
The airport is located 13 NM West of the city on the Northern edge of the Marmar Sea with an
elevation of 163 feet. Terrain is not a significant consideration within the immediate vicinity
although there is high ground outside 10 NM to the East. Approaches to Runway 36 or 06 are
over water.
The standard of ATC and English is variable.
6.4.22.5 Weather
December to May: The area can be subject to heavy snowfall.
June to October: Thunderstorms are generally confined to these months.
November to January: These are the months with the highest incidence of poor visibility and
low cloud with ceilings below 600 feet and visibility below 500 metres.
Winter: Fog is normally restricted to advection fog formed over the sea it is often blown
inland over the airport. Mean surface wind is north to northwest at 10 to 15 knots.
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Caution: Taxiway and apron centreline marking is poor, especially in adverse weather
or at night. Apron and taxiways are reported very slippery when wet, and
numerous minor deficiencies to inadequate stand guidance, marshalling and
pushback.
B777/A346 - Taxiways Z, Z1 and Z2 not authorized.

NIL
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
LTAC 9 ILS/ILS 03L/21R 3400 336/333 MAX/370 MAX MAX MAX
Ankara (Note 1) ILS/ILS 03R/21L 3750 MAX MAX/375 MAX MAX MAX
LTAI 9 VOR/ILS 18C/36C 3400 MAX MAX/XXX MAX MAX MAX
VOR/ILS 18L/36R 3400 MAX MAX MAX MAX MAX

Antalya (Note 2)
VOR/ILS 18R/36L 3400 MAX 162/198 143/142 120/122 68/66
LTBJ 9 ILS/ILS 16L/34R 3240 MAX MAX MAX MAX MAX
Izmir (Note 3) VOR/VOR 16R/34L 3240 MAX MAX MAX MAX MAX
LTFJ 9
Istanbul - ILS / ILS 06/24 3000 MAX MAX MAX MAX MAX
Sabi
Note 1 : B777 / A346 - Apron 4 and 5 authorized and appropriate parking stands: 101,
102, 107, 116 and 118 - 120.
Note 2 : B777 / A346 - Taxiways H1 and K not authorized and appropriate parking stands:
Apron 1 - stands 1,16 and 17. Apron 2 and 3 - stands 57 - 59; 62 - 65; 68 -72.
Note 3 : B777 / A346 - appropriate parking stands: Apron 1 - stands 1 to 6; Apron 2 -

stands 24 to 26.
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6.4.23 JAKARTA (WIII) - INDONESIA
Name of Airport : Soekarno-Hatta International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 07L/25R 3600 MAX/347 MAX MAX MAX MAX

9
ILS / ILS 07R/25L 3660 MAX/347 MAX MAX MAX MAX
Caution: Exercise caution, while take-off and landing Runway 25 and Runway 07 due to
kites.
6.4.23.3 Terrain
The airfield is situated 10 NM South of the East / West coastline. Jakarta (Halim) airport is 20
NM South although it is rarely visible as the summits are usually obscured by cloud.The
airport has an elevation of 34 feet.
The area is subject to volcanic activity.
The standard of ATC and English can be poor. Use standard phraseology.
Refer to Area chart for speed restrictions.
6.4.23.5 Weather
May to October: This is the dry season and the area is affected by the Southeast Trade
Winds.
November to April: The Northwest Monsoon with typical tropical monsoon weather. Periods
of prolonged low visibility are unlikely as bad weather is generally associated with
thunderstorms activity and should normally last less than one hour. Rain activity tends to
position more closely to the shoreline of the harbour and should pass quickly.
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Monsoon weather can cause strong crosswinds. The location of two hangers at the
approach end of Runway 07R may result in strong turbulence on short finals if landing on
Runway 07R. A wind sock located between the taxiway and runway near the threshold
can give the best indication of the wind activity when landing in this direction.
Caution: False localiser capture can occur on Runway 25R.
Note: Keep a good lookout for other arriving traffic. Domestic traffic tends to
receive priority handling by ATC and it is not uncommon to have these flights
placed in front of non-national traffic resulting in excessive radar vectoring off
course to the southeast. Flights crews should be keenly aware of their
sequential position during vectoring and may have to remind ATC of
assigned headings.
Note: A bright light situated near to the end of Runway 25R. The light is visible
when on short final to this runway, and appears to be an incorrectly shielded
centre-line light.
The MSA for all SIDs is based on VOR DKI. DKI is located 25nm Northeast of the air-
port, which means that all departure from runway 25L/R, routing westbound will fall out-
side the DKI coverage. The GL LOM, (MSA runway 07L is based on this navigation
aid), can be used as MSA for departing runway 25L/R.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
WIHH 9
Jakarta - VOR/ILS 06/24 2800 MAX MAX MAX MAX MAX

Halim
WIDD 9
ILS/VOR 04/22 4025 MAX/347 MAX/369 MAX MAX MAX
Batam
WMKJ 8
ILS/VOR 16/34 3354 NOT NOT MAX/224 MAX MAX
Johor Bahru
WMKK 9 ILS/ILS 14R/32L 4000 327/325 MAX MAX MAX MAX
Kuala Lumpur ILS/ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX
WARR 8
ILS/VOR 10 / 28 3000 292/289 251/316 218/215 MAX MAX
Surabaya
WARQ 8
CIR/ILS 08/26 2500 319/316 273/337 224/222 MAX MAX
Solo
WSSS 10 ILS/ILS 02L/20R 3260 MAX MAX MAX MAX MAX
Singapore -
ILS/ILS 02C/20C 4000 MAX MAX MAX MAX MAX
Changi
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6.4.24 JEDDAH (OEJN) - SAUDIA ARABIA
Name of Airport : King Abdul Aziz International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 16C/34C 3303 MAX MAX MAX MAX MAX
Note: Terrorist threats are to be taken seriously.
Note: Apron 6 - stands A1, A2 & A4 not authorised for A330.
6.4.24.3 Terrain
The airfield is situated 2 NM inland to the North of the city of Jeddah with an elevation of 48
feet.
The airfield has three wide spaced parallel runways. The Easterly runway is usually reserved
for military traffic. Simultaneous arrivals and departures take place.
The standard of ATC and English can be poor.
6.4.24.5 Weather
The climate is extremely dry and arid throughout the year, with unreliable rainfall. There is
little rainfalls between November to December to April or May. Temperatures from May to
September are extremely high and although inland the humidity is quite low on the coast it
can become high adding to the discomfort. Temperatures in winter are generally mild and
warm but inland and in higher areas these can fall low enough for frost and snow to occur.
Winter nights in the desert can be particularly cold. Prevailing wind Northerly.
Early morning fog in Spring.
Dust storms occur throughout the Summer.
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6.4.24.6 Arrival Procedures :
Note: The Saudi Authorities have requested that passengers must be informed of
the Ihram timing 30 minutes before passing Migat (Ihram Zone) and to
repeat the same announcement 5 minutes prior passing Migat.
If tailwind component is less or equal to 6 kts, the preferred runway for arrival is 34C.
Caution: When taxiing be aware of uncontrolled vehicle traffic crossing some

taxiways.
There is a dedicated terminal for Haj flights. However during the Haj Pilgrimage Season,
the timing of which is variable, the number of flights and particularly East West flights
entering Saudi airspace from North and Central Africa increases dramatically and with it
the risk of ATC incidents.
NIL
6.4.24.8 Departure Procedures :
If tailwind component is less or equal to 6 kts, the preferred runway for departure is 34L.
Pilgrimage to Mecca :
Many passengers to Jeddah are pilgrims bound for Mecca.
Umrah :
Umrah is the name given to the act of going on the pilgrimage to the holy city of Mecca
at times other than Haj period. Pilgrims unable to attend the Haj will endeavor to
attend Umrah.
Haj :
Haj is the name given to the act of going pilgrimage during the period laid down by the
Saudi authorities and ending at Eid-Al-Adha.
Haj Operations :
Haj Operation is the form of Charter flights in addition to schedule services will be
undertaken during the Haj period.
These flights present a significant security problem to the Saudi Arabia government
who normally maintain a tight control over immigration. The regulations for the trans-
port of Haj passengers are strict and infringements will result in heavy fines for the
Operator concerned with ticketing, documentation and control of passenger move-
ment on the ground.
However, the following points require the attention of crews on both Haj operations
and normal flights carrying pilgrims undertaking Umrah. These are as follows:
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Al Megat :
This is the time when the pilgrims would be appropriately dressed. It may be taken as
a distance 80 NM from Jeddah or refer to the Jeppesen/Jeddah arrival, so a PA
announcement should be made shortly after take-off or early in the flight informing the
pilgrims of the estimated time at AL-MEGAT. A personnel announcement call must be
made at AL-MEGAT in order to indicate when to start praying.
Scheduled services during Haj :
The PA announcements allowing time for pilgrims to prepare for Al-Megat and the
actual position report will be made as in the previous paragraph. In addition Haj pas-
senger will remain on board until the other passengers have disembarked. Cabin Staff
have been instructed to make a PA announcement to this effect.
Normal Operations :
Normal operations to Jeddah will frequently carry pilgrims undertaking Umrah and
these pilgrims should be shown due courtesy and consideration. The PA announce-
ments allowing time for preparation and the actual position of Al-Megat will be made
as described in the paragraph titled Al-Megat.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OEDF 9 ILS / ILS 16L/34R 4000 MAX MAX MAX MAX MAX
Dammam ILS / ILS 16R/34L 4000 MAX MAX MAX MAX MAX
OEMA 9 ILS/ILS 17/35 3300 MAX MAX/356 MAX MAX MAX
Madinah VOR/ILS 18/36 3050 MAX MAX/356 MAX MAX MAX
Riyadh -
King Khalid ILS/ILS 15R/33L 4205 MAX MAX MAX MAX MAX
(Note)
OETF 9 VOR/VOR 07/25 3735 190/198 NOT/210 231/229 MAX MAX
Taif VOR/ILS 17/35 3350 231/228 201/260 231/229 MAX MAX
Note: Company preferred alternate during Haj season.
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6.4.25 JOHANNESBURG (FAJS) - SOUTH AFRICA

Name of Airport : O. R. Tambo International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / VOR 03L/21R 4418 MAX MAX MAX MAX MAX

9
ILS / ILS 03R/21L 3400 324/321 254/316 220 / 217 MAX MAX
Caution: Birds in vicinity of airport
6.4.25.3 Terrain
The Jan Smuts International Airport lies 10 NM East to Northeast of the City of Johannesburg
and 20 NM South of Pretoria the Administrative capital of South Africa. The Airport is
situated near the center of the Transvaal and lies on the vast interior plateau covering much
of South Africa with an elevation of 5558 feet. The surrounding area consists of hilly country
sloping gradually from Southwest to Northeast.
Air Traffic Control is generally very good, but their control is limited to 11 miles North of the
field due to military controlled airspace.
6.4.25.5 Weather
Summer (November to March): Mostly good weather, however this is the rainy season
which normally comes in the form of afternoon thunderstorms which at times can be heavy
enough to preclude landings or departures. Caution, low level windshear during thunderstorm
activity with rapidly changing winds with the passage of the storm. Maximum average
temperatures range around 26 degrees and winds tend to be Northwesterly.
Autumn (April to May): Mostly fine dry weather with temperatures dropping at night and
early morning. Average maximum temperatures are around 20 degrees.
Winter (June to August): Dry weather with cold clear nights and mild sunny days dominate
this period. Occasional cold front activity can bring cloudy and sometimes very cold weather
to this region, normally with no or little precipitation. Fog can sometimes be expected during
August and September in the early mornings but burns off rapidly after sunrise. Average
maximum temperatures are around 16 degree and winds are mostly southerly.
Spring (September to October): Fine but sometimes unsettled weather with possibility of
early season thunderstorms. Average maximum temperatures are around 23 degrees.
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Caution: In strong Northwest wind conditions windshear can be expected on

approach to Runway 03L/03R.
Note, on arrival for Runway 03R :

Northwesterly winds on ground often result in quartering tailwind on approach.
Rising terrain prior to threshold may produce undershoot then overshoot shear on short final.
Runway has pronounced hump resulting in potential optical illusion for landing flare.
Radar vectors from STAR often result in minimum track distance, which may result in
high and fast profile.
NIL
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
FABL 7 VOR/VOR 02/20 2559 XXX XXX 197/N 167 MAX/90
Bloemfontein NONE 12/30 2195 XXX XXX 167/N 140 MAX/74
FACT 9
Cape Town
FADN 7
ILS/ILS 06/24 2440 319/317 249/311 217/N MAX MAX
(Note)
Durban
FVHA 9
ILS/VOR 05/23 4725 XXX 299 211/209 MAX MAX
Harare
FYWH 9
NON/ILS 08/26 4575 XXX XXX MAX MAX MAX
Windhoek
Note: Airport may be used as Destination Alternate for A333, B772/3 and A346
between 0401 to 1959 UTC. During this period RFF will be upgraded to CAT 8.
Max Pavement Weight A333 = 215 ton.
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6.4.26 KARACHI (OPKC) - PAKISTAN
Name of Airport : Jinnah International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
NON / ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX

9
NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX
Note: Aircraft arresting barrier net assembly installed 100 m before Threshold Runway
25R.
6.4.26.3 Terrain
The airport is located 9 NM East of Karachi on the outskirts of the city with an elevation of 100
feet. A military airfield is located 3 NM to the Southwest and the Pakistan Oil Refinery 4 NM to
the South.
6.4.26.5 Weather
October to February: The area is subject to rapid fog formation. The dissipation of fog from
the airport takes longer than from the surrounding area.
Summer: Orographic storms may be a problem due to intense heating, visibility is often less
than 6000 m. Winds are usually light.
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Caution: Do not mistake Runway 08 of Shara-e-Faisal Airbase about 3 NM Southwest

for Runway 07L.
Karachi has two parallel runways which show up light against the background, whereas
Shara-e-Faisal has only one runway which shows black against the background.
NIL
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OOMS 9
ILS/ILS 08/26 3165 MAX MAX/366 MAX MAX MAX
Muscat
OPLA 9 ILS/ILS 18L/36R 3360 MAX MAX MAX MAX MAX
Lahore ILS/ILS 18R/36L 2743 278/276 245/316 205/204 160/163 MAX
OPNH 8
Nawabshah
(Note)
VAAH 9
Ahmedabad
Note: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
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6.4.27 KATUNAYAKE (VCBI) - SRI LANKA
Name of Airport : Bandaranaike International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Caution: There have been violent Anti Government protest. In view of this threat, security
measures have been taken to maintain the safety of the Aircraft and PAX. All
crew should exercise caution whilst in Colombo.
6.4.27.3 Terrain
The airfield is located on the coast of 12 NM North of Colombo Harbour and 22 NM North of
the city of Colombo with an elevation of 29 feet. It is almost on the coast with a large lagoon
on its seaward side. The land is flat in the vicinity of the airfield but starts to rise 15 NM East,
slowly at first, but at 40 NM more rapidly to form a mountain range with peaks to nearly 8300
feet. AMSL. The airfield is surrounded by trees up to 80 feet AGL.
6.4.27.5 Weather
clearing early evening.
June to September: Generally fine with broken Cu. Very occasional squalls with heavy rain
October to November: Rain squalls more frequent and more persistent. Thunderstorms,
especially in the evening.
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Caution: Apart from high terrain to Northeast and East of the airfield, there are a
number of small hills within 20 NM Northeast of airfield.
Note: All Flight deck crew members operating out of Colombo should report to
Dispatch at the airport terminal in Colombo to obtain flight documentation
before proceeding to the boarding gate.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VOBL 9
Bangalore
VOCI 8*
Cochin
VOMM 9
Chennai
VOTV 8
Thiruvanan- VOR/ILS 14/32 2992 310/307 263/333 226/223 MAX MAX

thapuram
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6.4.28 KUALA LUMPUR (WMKK) - MALAYSIA
Name of Airport : Kuala Lumpur International - Sepang

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 14R/32L 4000 327/325 MAX MAX MAX MAX

9
ILS / ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX
6.4.28.2 Curfew/Slot Restrictions
NIL
Caution: Be aware that the new airfield is located 25 NM Southeast of the old airport
(Subang - WMSA).
6.4.28.4 Terrain
The airport is located 45 kilometres Southeast of the city with an elevation of 70 feet. A range
of mountains runs from Northwest to Southeast, located on the Northern side of the airfield
and parallel to runway. The airport is surrounded by swamps to the South and bush land to
the North. The Royal Malaysian Airforce Aerodrome at Simpang is located 20 NM to the
North of the airfield. ATC approach and area control share a joint civil/military facility at the
old airport.
6.4.28.6 Weather
The ITCZ crosses the area towards the North from March to May and recrosses it towards
the South from October to November. As a consequence, the rains are heavier during those
periods. During the Southwest monsoon from June to September, the Malacca straits are
noted for strong squalls with violent storms and rain.
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Note: A succeeding aircraft may be cleared to land before the preceeding landing or
take-off aircraft has cleared the runway.

ATC will not issue taxi routes. Pilots are to be familiar witht he taxi routes to allocated parking
bay.
Note: Some parking stands are upslope. Apply adequate ground speed to enable
proper entry into such upslope parking stands

All departing aircrafts issued with SIDs. However it may be cancelled for traffic management
reasons. In such a case, Standard Radar Departure(SRD) will be issued.
When the aircraft is ready , Lumpur Tower will issue a heading together with the take-off
clearance.
No initial climb altitude or the departure frequency during take-off clearance will be issued by
Lumpur Tower.
Climb to initial altitude of 6000ft.
Contact Lumpur Approach before passing 2000ft on the following frequencies
124.20 mhz if departing from RWY 32R/32L or 119.45mhz if departing from runway
14R/14L.
on the first contact with Approach after airborne, advise the SID identifier or
assigned heading, the last level vacated to the nearest 100ft and the assigned
altitude.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

WIDD 9
ILS / VOR 04/22 4025 MAX/347 XXX MAX MAX MAX
Batam
WMKJ 8
ILS / VOR 16/34 3354 336/332 338 MAX / 224 MAX MAX
Johor Bahru
WMKP 9
ILS / VOR 04/22 3354 MAX XXX MAX MAX MAX
Penang
WSSS 10 ILS / ILS 02L/20R 3260 MAX MAX MAX MAX MAX
Singapore -
Changi
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6.4.29 KUWAIT (OKBK)
Name of Airport : Kuwait International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
ILS / ILS 15L/33R 3500 MAX MAX/375 227/223 MAX MAX/88
NIL
6.4.29.3 Terrain
The airport is located 8 NM South of Kuwait city with an elevation of 206 feet.
The most significant obstacle is a communications tower North of the airfield at 10 NM. The
height of the tower is 1351 feet. The MSA is 3000 feet in all sectors to 25 NM.
6.4.29.5 Weather
Kuwait is a desert country with little annual rainfall. Most rain falls between November to
March but there are few rainy days. Temperatures in winter are mild, summers consistently
hot and only on the coast the temperature is little lower although the humidity here is higher.
The temperature in summer is the biggest factor. On occasions the temperature may exceed
50C. Sand storms are possible and may reduce visibility, and in the winter early morning
mist is likely due to the proximity of the sea.
Turbulence on final approach is common.
During the winter months troughs bring some rain with occasional reduced ceiling;
embedded Cu/CB a possibility. Early morning fog occurs during winter.
Dust storms occur mainly in summer. Prevailing wind N'ly.
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6.4.29.6 Arrival Procedures :
Caution: Parallel highway lighted by night 0.2 NM East of Runway centreline may be
mistaken for Runway.
NIL
Note: Advise ATC upon start up if final level differs to Original Flight Plan.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Riyadh -
King Khalid
OTBD 9
Doha
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6.4.30 LAHORE (OPLA) - PAKISTAN
Name of Airport : Allama Iqbal International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VOR / VOR 18R/36L 2743 278/276 245/316 205/204 160/163 MAX

9
VOR / ILS 18L/36R 3360 MAX MAX MAX MAX MAX
Warning: The Pakistani/Indian border is located within 10 NM to the East of the airfield.
Pilots should avoid manoeuvring in this area.
6.4.30.3 Terrain
The airport is located South East of the city of Lahore with an elevation of 712 feet.
It is a non-active military airbase, now controlled by the Pakistani CAA.
6.4.30.5 Weather
December to February: Fog conditions can occur but usually cleared by 11:00 AM local.
July to September: Monsoon season, moving from the East, with rain and thunderstorms.
Meteorological forecast are reliable.
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Warning: The tower control does not have full visual coverage of the runway
(especially Runway 18L threshold).
Walton Aerodrome is in close proximity, local training flights by light aircraft and gliders
during the day. All A/C arriving at Lahore to maintain 2500 feet (QNH) until cleared for fur-
ther descent by ATC.
Note: The Pakistani/Indian border is very well lit at night.
NIL
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Karachi (Note) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX
OPPS 9
VOR/VOR 17/35 2743 223 223 223 MAX MAX
Peshawar
(Note1)
OPRN 9

(Note2)

Delhi
Note: Company preferred alternate during winter season.
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6.4.31 LAPU-LAPU (RPVM) - PHILIPPINES
Name of Airport : Mactan Cebu International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
NIL
6.4.31.3 Terrain
Lapu-Lapu is a joint Civil and Military airport with large number of military traffic. The airport
lies close to the shore on the small island of Mactan with an elevation of 31 feet. The larger
Island of Cebu is across the road bridge linking the two.
On the island of lapu-lapu the terrain rises sharply to 4300 feet (MSA) within 15 NM of the
airport.
Air Traffic control is good, english is widely spoken. The airport has busy periods with large
aircraft. All the arrival procedures are flown over the sea.
6.4.31.5 Weather
The Climate is typically tropical all year with relative high humidity and abundant rainfall.
There are three pronounced seasons, rainy from June to October, cool to dry from
November to February and hot and dry from March to May. The coolest month is January,
the hottest month is April to May.
The proximity of the sea and inland wet areas cause mist and fog, especially during the
monsoon season.
Large TS build orographically and may sit over the hills in close proximity to the airport.
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NIL
B777 / A346 - Parking bays 2, 3, 4 & 5.
NIL
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
RPLC 9 ILS/NONE 02L/20R 3200 297/295 MAX/342 MAX MAX MAX
Angeles City ILS/ILS 02R/20L 3200 315/312 MAX MAX MAX MAX
RPLL 9
Manila
RPMD 9
ILS/ILS 05/23 3000 333/330 MAX MAX MAX MAX
Davao
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6.4.32 LONDON - GATWICK (EGKK) - UNITED KINGDOM

Name of Airport : London Gatwick International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
NONE 08L/26R 2148 345/ 341 MAX MAX MAX MAX
9
ILS / ILS 08R/26L 2766 MAX / 345 MAX MAX MAX MAX
D-ATIS DCL TWIP
Yes Yes Not Available
Caution: For A340-600 restricted areas on the apron refer to Jeppesen Charts and/or
Company Documentation.
Note: Runway 08L/26R is a non-instrument runway and will only be used when
Runway 08R/26L is temporarily non-operational. A change from one parallel
runway to the other will result in airfield closure for 15 minutes. During any
runway change PAPI indications are advisory for around 15 minutes following the
change and should be used with caution.
6.4.32.3 Terrain
The airfield is located to the South of London and is surrounded by several noise sensitive
communities with an elevation of 196 feet.
Terrain is not a significant consideration however there is an East/West ridge line just to the
North which includes the highest natural feature in Southern England.
Note: London Heathrow is located approximately 23 NM Northwest.

Note: The term Fuel emergency has no status in ATC phraseology. Radio call prefixed
with MAYDAY for distress or PAN for urgency will ensure priority handling.
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6.4.32.5 Weather
The airfield was constructed in a river basin and can suffer from morning fog from autumn
through to the beginning of spring. Snow is an infrequent event during winter although when it
does occur traffic flow rates reduce substantially due to inadequate ground facilities.

The landing runway will normally be either 26L or 08R.
The parallel runways cannot be used simultaneously due to close spacing.
Warning: Taxiway J might be mistaken when Runway 08L/26R has been in use at
night with almost catastrophic consequences. If this runway is in use the
adjacent parallel runway will not have any runways lights ON.

Nil
Pre-departure clearance - on receipt of clearance, crew is reminded to acknowledge the
clearance within 10 minutes.
Crew must ensure they use the filed flight plan number when using data-link communica-
tion, i.e. QTR076G.
For take-off from Runway 08L or 26R do not commence the take-off run before the Start
of Roll sign.
SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested not
to ask the controller for the removal of the departure speed restriction unless there are
overriding safety reasons or the aircraft configuration requires it.
Caution: Radar tracking and noise monitoring is in progress. All departure tracks must
be adhered to. The Noise preferential routing NPR prescribe the horizontal
flight path only. The procedure below will govern the vertical flight path for
NPR routings.
FMGC set-up for SIDs with more than 30 degrees initial turn :
A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page.
Thrust Reduction Altitude shall be 1000 feet AAL.
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL).
Operational : At acceleration altitude and passing F speed retract the Flaps to
CONF1 and fly the pre-selected speed (185 kts). This configuration shall be main-
tained for the initial turn. Once the initial turn is completed accelerate and clean up on
schedule.
FMGC set-up for SIDs with less than 30 degrees initial turn :
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No pre-
selected speeds.
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Note: Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuel
prediction since the entire climb calculation will be based on 185 kts. The
difference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to
900 kg. This effect should not mislead you to carry extra fuel.
The all Engine Acceleration Altitude is not 3000 feet or higher, since the
SIDs out of UK airports are NPRs and not standard ICAO noise abatements.
Procedures for Handling Disruptive Passengers:

The Memorandum of Understanding (MoU) signed between Qatar Airways and the Met-
ropolitan Police London refers that when an offence or incident requiring police assis-
tance takes place on-board the flight to London, the Captain will inform the agent of the
precise nature of the incident and the following information :
Time and location(s) of incident, including cabin position and seat number(s).
Whether or not the incident took place after the aircraft became airborne.
Precise nature of the incident, including any injuries sustained.
The number of suspects involved.
Action taken by staff to deal with incident i.e. passengers moved, person restrained,
first-aid administered ... etc.
The number of crew who are witness to the incident.

The number of passengers who are witness to the incident.
Whether there has been any endangerment to the aircraft e.g. efforts to open external
doors, Captain and/or cabin crew drawn away from primary safety roles ... etc.
Note: It is important to retain the passenger manifest. If it is not carried on the

aircraft, where possible, efforts should be made to have a copy forwarded
from the departing airport.
The MoU also refers that those passengers who are willing to give statements, will be
interviewed and the crew who witnessed the incident will be required to give their state-
ments in a briefing room arranged by the Airport Services Manager. The statement will
describe the incident in your own words. State only what you saw or heard yourself.
Include the following in your description :
The length of time you observed the incident.
At what distance?
Was your view obscured in any way?
Are any of those persons involved known to you? If so, in what capacity?
Any threatening, abusive or insulting language used. Give the exact words used.
Any threatening / aggressive behaviour or body language.

Any injury or damage caused.
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Crew may carry liquids, pastes or gels in their hold baggage. If liquids required to be carried
in cabin baggage, follow the procedure set out below :
1) All liquids MUST be presented at the search point for examination;

2) Liquids containers must not exceed 100ml or equivalent;
Drinks
Containerized foodstuffs
Cosmetics / Toiletries
Non prescription medicines
3) Container (s) must be placed in a transparent resealable bag no larger than (8x8);
4) Bag MUST be closed when presented at screening and all items must fit comfortably
within it.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
EGBB 9
ILS/ILS 15/33 2279 MAX XXX/361 MAX MAX MAX
Birmingham
EGCC 9 ILS/ILS 05L/23R 2588 339/337 MAX MAX MAX MAX
Manchester
(Note 1) ILS/VOR 05R/23L 2864 300/297 MAX MAX MAX MAX
EGSS 8
London - ILS/ILS 05/23 3048 317/315 XXX/MAX MAX MAX MAX

Stansted
(Note 2)
Note 1: Company preferred alternate for A346.
Note 2: Company preferred alternate for A330.
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6.4.33 LONDON - HEATHROW (EGLL) - UNITED KINGDOM
Name of Airport : London - Heathrow International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
10
D-ATIS DCL TWIP
Yes Yes Not Available
Caution: For A340-600 restricted areas on the apron refer to Jeppesen Charts and/or
Note: A330 - Taxiway Sierra, between SY6 and Taxiway Z - Not authorized.
Note: Due to high density of Air Traffic extra vigilance is needed when operating in to
and out of London.
Note: Taxi clearance to and from aircraft stands should be followed precisely.
Note: London Heathrow is an extremely noise sensitive Airport.
6.4.33.3 Terrain
The airport is located in a populated area just to the West of the center of London with an
elevation of 80 feet. The airspace is very congested as there are numerous military and
civilian airfields in close proximity.

Air Traffic control is generally very good.


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6.4.33.5 Weather
June to September: Generally fair weather.
September to November: Steadily increasing amount of rain and low cloud with an
increasing amount of rain and low cloud with an increasing risk of fog when there is no wind.
December to March: Cold grey and damp. Early morning fog is common when there is no
wind associated with anticyclonic conditions. During December and January in particular it
can last all day. By March the risk of fog is small. Snow brings chaos but is an infrequent
occurrence. With late departures frost may form on the aircraft.
April to May: Slowly improving weather but very changeable.
Preferred landing runways are 27L or 27R, providing they are dry and the tailwind is less
than 5 knots, with final selection being made by a noise abatement computer. If runway
09R is in use, landings are usually made on 09L.
Aircraft will be expected to conform to a Low power, Low drag procedure and speed con-
trol will be applied to facilitate this technique. The Airbus ILS decelerated approach
accords with this, however expect a requirement to maintain 160 knots to the Outer
Marker.
Warning: The possibility of building induced turbulence and large windshear effects
may occur when landing on Runway 27R in strong Southerly/South westerly
winds.
Note: At night, taxi instructions will normally be given to follow the greens to
assigned Stand ##. Unlike other locations where the lights may lead the
aircraft directly into the stand, the lighting configuration normally leads past
the stand which has in the past, resulted in aircraft overshooting their
assigned parking position.

It is recommended that flight crews of A340-600 & B777-300 to use judgmental steering
when maneuvering on the taxiways.
Pre-departure clearance - on receipt of clearance, crew is reminded to acknowledge the
clearance within 10 minutes.
Preferred departure runways are 27L/R and 09R.
SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested not
to ask the controller for the removal of the departure speed restriction unless there are
overriding safety reasons or the aircraft configuration requires it.
During its hours of operation, Heathrow Delivery is responsible for clearance delivery and
start approval as a separate function from Ground Movement Control. Pilots are warned
that start approval applies only to those engines required to be started on the stand. Sep-
arate approval for pushback must be obtained from Ground Movement Control.
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Note: Be aware of the correct pushback procedures, engine start should not be
commenced until aircraft has been pulled forward from the blast fence. Engine
start prior to correct positioning could result in the injury to the guide man.
NPR routings.

schedule.
selected speeds.
c) Procedures for Handling Disruptive Passengers:
The Memorandum of Understanding (MoU) signed between Qatar Airways and the Met-
ropolitan Police London refers that when an offence or incident requiring police assis-
tance takes place on-board the flight to London, the Captain will inform the agent of the
precise nature of the incident and the following information :
Time and location(s) of incident, including cabin position and seat number(s).
Whether or not the incident took place after the aircraft became airborne.
Precise nature of the incident, including any injuries sustained.
The number of suspects involved.
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Action taken by staff to deal with incident i.e. passengers moved, person restrained, first-
aid administered ... etc.
The number of crew who are witness to the incident.
The number of passengers who are witness to the incident.

Whether there has been any endangerment to the aircraft e.g. efforts to open external
doors, Captain and/or cabin crew drawn away from primary safety roles ... etc.
Note: It is important to retain the passenger manifest. If it is not carried on the

aircraft, where possible, efforts should be made to have a copy forwarded
from the departing airport.
The MoU also refers that those passengers who are willing to give statements, will be
interviewed and the crew who witnessed the incident will be required to give their statements
in a briefing room arranged by the Airport Services Manager. The statement will describe the
incident in your own words. State only what you saw or heard yourself. Include the following
in your description :
The length of time you observed the incident.
At what distance?
Was your view obscured in any way?
Are any of those persons involved known to you? If so, in what capacity?
Any threatening, abusive or insulting language used. Give the exact words used.
Any threatening / aggressive behaviour or body language.
Any injury or damage caused.
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Drinks
within it.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
EGBB 9
Birmingham
EGCC 9 ILS/ILS 05L/23R 2588 339/337 MAX MAX MAX MAX
Manchester
ILS/VOR 05R/23L 2864 300/297 MAX MAX MAX MAX
(Note 2)
EGKK 9 NONE 08L/26R 2148 345/341 MAX MAX MAX MAX
London -
Gatwick ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX
(Note 1)
EGSS 8
London - ILS/ILS 05/23 3048 317/315 MAX MAX MAX MAX

Stansted
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6.4.34 LUXEMBOURG (ELLX) - LUXEMBOURG
Name of Airport : Luxembourg International
Code (m) Aircraft
Location 343 / 6 332 / 3 300 320 / 1
ELLX 9
ILS / ILS 06/24 4000 362/MAX MAX MAX MAX
Luxembourg
Note: Textual data, ie emergency, ATC etc for Luxembourg, can be found under
Belgium & Luxembourg in the applicable section within Jeppesen text booklets.
Note: Airport Curfew 2200 - 0500 hours.
6.4.34.3 Terrain
Luxembourg airport, elevation 1234ft MSL, is located 3.5nm East of Luxembourg City. Terrain
located North and South of the airport, which is mostly gentle rolling hills.
ATC standard is good. Radar vectoring is used. Low Visibility Procedures (LVP), refer to
Jeppesen chart 10-9B.
Circle to land NOT AUTHORIZED.
6.4.34.5 Weather
Luxembourg is influenced by two weather flow patterns, modified maritime flow from the West
and continental flow from the East.
September to February: Radiation fog is most common during late autumn. Little
improvement from early morning to mid-afternoon is generally observed. Low ceiling and
visibilities is attributed to fog, snow and low clouds during winter months. Snowfalls are
generally light during winter.
Summer: Temperatures range from 18 to 25. Fog may occur during early morning, but
generally dissipates by 9-10am. Thunderstorms may occur in late afternoon.
Prevailing wind is Southwesterly with Easterly winds common during early summer period.
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STARs published. Expect radar vectoring with speed limitations within 25nm of LUX
VOR. Within 15nm of LUX VOR, do not exceed IAS 220kts.
Runway 24 CAT III

b) Manoeuvring Area :
When taxiing in, use minimum power on the Apron.
c) Departure Procedures:
Starting procedures - Ensure aircraft is ready for departure after receipt of ATC clear-
ance. Average taxi time is 15 minutes.
All SIDs are minimum noise routing and must be flown accurately. Noise abatement pro-
cedure, see Jeppesen chart 10-4 for details.
d) Crew Information:
Handling agent: Luxair
Freq:131.8MHZ
Crew Transport:
Proceed to special crew counter at terminal for check-in. Contact LG cargo on EXT 6060.
Proceed to Gate Assigned by Check-in counter for transport to aircraft.
Contact in case of problem:+352 2456 6060
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Code (m) Aircraft
Location 343 / 6 332 / 3 300/10 320 / 1
EBBR 9 ILS / ILS 02/20 2767 MAX MAX MAX MAX
VOR / ILS 07L/25R 3338 MAX MAX MAX MAX

Brussels
VOR / ILS 07R/25L 3089 MAX MAX MAX MAX
EDDF 10 ILS / ILS 07L/25R 4000 MAX MAX MAX MAX
Frankfurt Main ILS / ILS 07R/25L 4000 MAX MAX MAX MAX
EDDK 10 NON / ILS 06/24 2459 242/303 202/200 160/158 MAX/79
Cologne - Bonn ILS / ILS 14L/32R 3815 MAX MAX MAX MAX
EDDS 10
ILS / ILS 07/25 3045 MAX/379 MAX MAX MAX
Stuttgart
EDFH 9
ILS / ILS 03/21 2745 MAX/375 MAX MAX MAX
Frankfurt-Hahn
EHAM 9 CIR / ILS 18L/36R 2825 MAX MAX MAX MAX
ILS / CIR 18R/36L 3530 MAX MAX MAX MAX
ILS / ILS 18C/36C 2850 MAX MAX MAX MAX

Amsterdam
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6.4.35 LUXOR (HELX) - EGYPT
Name of Airport : Luxor International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 VOR / ILS 02/20 3000 289/286 MAX/353 MAX MAX MAX
Caution: Stray Dogs in vicinity of airport.
Caution: Taxi with caution on the ramp as chocks and other objects are often left lying
around.
6.4.35.3 Terrain
The airfield is 3.5 NM Southeast of Luxor and 5 NM East of the River Nile with an elevation of
294 feet. Cairo is 270 NM to the North. The terrain West of the Nile rises abruptly, reaching
1700 feet AMSL 3 NM beyond the river. (The Valley of the Kings extends westwards from the
Nile in this region). To the South and Southeast of the airfield are hills reaching 1000 feet
AMSL by 5 NM South and just under 2000 feet AMSL by 7 NM South.
ATC may keep aircraft high during descent and approach.
Caution: ATC may give descent clearance below MSA.
6.4.35.5 Weather
May to September: Hot and dry; temperatures reaching 40 to 45C. Fog and low stratus in
the Nile valley around dawn with winds light and variable.
October to April: Generally fine weather; temperature 28 to 35C. In advance of depression

strong South - Southwesterly winds (Khamsin) cause sandstorms February to March,
reducing visibility considerably. Squally rain showers may follow which quickly improve
visibility.
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Expect tail wind on Runway 20.
Caution: Do not mistake parallel Taxiway A for Runway 02/20 specially during Low
Visibility.
Note: The new bays west of taxiway 'K' could be allocated for parking.
Slot time may be allocated and slot time should be met within 30 minutes.
Operating crews who have crew rest in Luxor must handover their passports to immigra-
tion officer upon entering Luxor.
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
HEBA 8
Alexandria NON/ILS 14/32 3400 289/286 258/322 222/220 MAX MAX

Borg El Arab
HECA 9 ILS/ILS 05L/23R 3301 MAX MAX MAX MAX MAX

Cairo
NONE 16/34 3178 331/328 MAX/359 MAX MAX MAX
HEGN 9
CIR/ILS 16/34 3700 325/322 MAX/343 MAX MAX MAX
Hurghada
HESH 9 ILS/CIR 04L/22R 3081 MAX MAX/361 MAX MAX MAX
Sharm El
VOR/NON 04R/22L 3081 MAX MAX/361 MAX MAX MAX
Sheikh
HESN 9
Aswan
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6.4.36 MALE (VRMM) - MALDIVES
Name of Airport : Male International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 VOR / ILS 18/36 2910 MAX MAX MAX MAX MAX
Caution: Apron has tight space to accommodate A346 & B777.
Caution: A346 and B777, 1800 turn to be done with caution at Runway ends.
6.4.36.3 Terrain
Male is located in a long group of coral islands approximately 400 NM Southwest of

Colombo. The runway itself almost dominates a narrow island 1 NM to the Northeast of the
Island of Male. Terrain is not consideration however there are obstacles up to 200 feet in the
immediate vicinity located on a nearby island. The airport has an elevation of 6 feet.
The air traffic control is average. Use standard phraseology
6.4.36.5 Weather
The Indian monsoon may affect this region, but generally the conditions are clear outside of
cloud with scattered small fair weather Cu. TS are more likely to invade the area during the
monsoon season.
Typical tropical island weather. Thunderstorms and showers are frequent occurrence
however they generally pass quickly. Due to runways orientation, a crosswind is usually
always experienced.
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Caution: A shipping lane crosses the final approach track of Runway 36 around 1 to 2
NM from touchdown with the maximum mast height of vessels 60 metres.
Landing at Male will require a 180 turn at either end of the runway
NIL
NIL
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VCBI* 9 ILS/ILS 04/22 3350 MAX MAX MAX MAX MAX
Note : * Company preferred for A340 & B777.
Katunayake
VOCI 8*
VOR/ILS 09/27 3400 340/336 MAX MAX MAX MAX
Cochin
VOMM** 9
Chennai
VOTV 8
Thiruvanan- VOR/ILS 14/32 2992 310/307 263/333 226/223 MAX MAX

thapuram
Note : ** For A340 & B777 use only.
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6.4.37 MANCHESTER (EGCC) - UNITED KINGDOM
Name of Airport : Manchester International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 05L/23R 2588 339 / 337 MAX MAX MAX MAX
9
ILS / VOR 05R/23L 2864 300 / 297 MAX MAX MAX MAX
Note: The hard shoulders outboard of the runway side stripes have only 25% of the
runways bearing strength and should not be used by aircraft during turning on
the runway or when backtracking.
6.4.37.3 Terrain
The airfield is located 7 NM to the South of the city centre and is extremely noise sensitive
with an elevation of 257 feet. There is a line of hills 10 NM to the East running from North to
South and hills to the North of the City; both of which contribute to the 3500 feet MSA. The
terrain to the east influence Runway 06L departures.
Buildings on final approach to runway 23L and 23R are most significant obstacles. The city
lies North with several high man made structures.
Air Traffic Control is very good.
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6.4.37.5 Weather
The weather is typical for the UK, Low Cloud, mist and fog during Autumn and Spring.
Occasional Snow in winter, especially in January. Winds are generally down the runway, and
in any case turbulence from the surrounding area is not a factor.
Gusty winds are common in Autumn and Spring, given the topography of the hills to the East
and further the hills to the North, turbulence and convective clouds should be anticipated,
closer on approach the buildings of Stockport cause much turbulence on short finals.
The winds are likely to shift markedly during the final stages of approach.
Warning: Flocks of up to 100 racing pigeons may be encountered flying across the
airfield below 100 ft during the racing season, April - September.
Warning: Pilots are warned when landing on Runway 23R in strong North westerly
winds of the possibility of turbulence and large windshear effects.
Warning: During the ILS DME CAT 1 and CAT 3 approach on Runway 05L, RA
fluctuations may occur due to Bollin Valley.
Caution: High visibility bright lights from golf driving range 1500 m / 0.8 NM left of
threshold Runway 23R.
Caution: Low Visibility Procedure (LVP) due to an RVR less than 600m :
Vacating Runway 23R the only two illuminated exits are Link A and BD.
This information is broadcasted on Arrival ATIS as well. Disregard
incorrect information provided on Jeppesen chart 10-1 P1. Crew are
urged to be vigilant when receiving this information and listen carefully to
ATIS for any changes to the available taxiways.
Low Visibility Procedures (LVP) due to Ceiling only (RVR 600m or

greater and ceiling of 200 feet or less) :
All exits from Runway 23R will be illuminated.
Caution: In addition to the GPWS risks contained in the Jeppesen Aircraft given
extended routings whilst radar vectored for Runway 23L/R. Crew should
note that there is a large Television Mast (2490 feet AMSL) at approximately
20 NM on the extended centreline. This will create a GPWS alert if it is
overflown within the GPWS envelope.
There is a pronounced hump evident when landing on Runway 23L. Runway 23R has a
strange profile, the first 1500 m is marginally uphill, there is a marked down slope thereaf-
ter which reduces towards the 05L threshold.
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From the point of view of landing, if a touch down is not made before the start of the
downslope, it is possible to chase the slope in an attempt to make a smooth touchdown.
Expect the radio altimeters to show large height fluctuations when approaching to land on
Runway 05L due to irregular terrain off the end of the runway.
Nil
Radar Tracking and noise monitoring is in progress, all departures track must be adhered to.
The Company will be fined for any deviation or noise alarm.
NPR routings.

schedule.
selected speeds.
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Drinks
within it.
(m) Aircraft
Location 772 / 3 346 332 / 3 300 / 10 320 / 1
EGBB 9
Birmingham
London
ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX
Gatwick
EGPF 8
ILS/ILS 05/23 2353 313/308 XXX/362 MAX N/A N/A
Glasgow
EGSS 8
London - ILS/ILS 05/23 3048 317/315 MAX MAX MAX MAX

Stansted
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6.4.38 MANILA (RPLL) - PHILIPPINES
Name of Airport : Ninoy Aquino International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Caution: Taxiways reported to be slippery when wet. Exercise extreme caution when
taxiing under wet conditions.
Note: The people and livestock crossing the runways and taxiways. Fencing and
improved security are supposed to have reduced this risk however a good
lookout is recommended.
Note: Taxi lines are very hard to see after heavy rain.
6.4.38.3 Terrain
The airport is situated at the Southern end of Manila Bay with an elevation of 75 feet. The
immediate area around the airfield is flat but high ground starts to rise only 15 NM to the East
and has a MSA of 7000 feet. This high ground causes restriction on the amount of airspace
available for radar vectors onto final approach for Runway 24. Sangley Point AFB is on a
peninsula 4 NM to the Southwest.
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6.4.38.5 Weather
The airfield lies close to the coast (Western side), therefore mist and fog is likely especially in
the early mornings and early evening.
During the summer, intense heating warms the land creating thermal activity, given the
presence of the sea which provides moisture for CB and TS activity it is common to find large
TS. Heavy rain may preclude landing, but is normally short lived.
For most of the year the weather and visibility is excellent, cloud bases tend towards 3000
feet giving good conditions underneath. Stratiform cloud is not usual.
Turbulence is likely over the high ground and generally around the airport in clear conditions.
Typhoons are possible from June to November.
Prevailing wind Easterly December to May becoming Southeasterly in Summer.
Warning: GPWS activations have occurred at Manila. Pilots should ensure all radar
vectoring is strictly in accordance with the Manila Minimum Vector Altitude
chart.
The main landing runway is 06/24 and is uneven, and has a marked downhill slope to the
Southwest.
Note: When crosswind for Runway 31, expect light windshear.
Caution: Simultaneous runway operations may be in use and extra caution should be
used before crossing Runway 13/31.
Note : Refer to customized Jeppesen Chart for taxiway restrictions and Jeppesen
Charts 10-9F to 10-9K for parking procedures.
If routing via Airway L628, after ATC clearance received, ensure push back is com-
menced within 5 minutes or ATC clearance will be cancelled.
Contact Ground Control prior to entering main taxiway or as instructed by ATC.
Runway 06/24: ICAO A noise abatement procedure in use for all aircraft types.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
RPLC 9 ILS/NON 02L/20R 3200 297/295 MAX/342 MAX MAX MAX
Angeles City ILS/ILS 02R/20L 3200 315/312 MAX MAX MAX MAX
RPMD 9
Davao
RPVM 9
Lapu-Lapu
* VHHH 9 ILS/ILS 07R/25L 3640

MAX MAX MAX MAX MAX
Hong Kong ILS/ILS 07L/25R 3627
* Note : Contact Cathay Dispatch at VHF 131.6 for diversion into HKG.
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6.4.39 MILAN (LIMC) - ITALY

Name of Airport : Milan Malpensa International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
CIR / ILS 17R/35L 3515 MAX MAX MAX MAX MAX
6.4.39.3 Terrain
Malpensa is the biggest airport of the Milano airport system, which also includes Linate and
Bergamo. It is located 50 km Northwest of Milano city, that is linked with highway and railway.
The airport is located on the foot of Alps with an elevation of 767 feet. On the North side there
are some obstacles which affect performance, both natural and artificial. On the western side
there is a natural part, whilst on the East the helicopter manufacturer Augusta is based.
Milan Linate airfield is approximately 25 NM South East.

Air Traffic Control is generally good, however it can be a very busy area with aircraft being
vectored between Malpensa and Linate airports. Many arrivals from the North are kept high
due to terrain and departing traffic.
Preferntial runway to assist emergency aircraft.
ATC will expect runway 35R to be used in cases of emergency or in the case of radio a
failure, unless other wise advised by ATC or published NOTAM.
6.4.39.5 Weather
June to September: Generally warm and fine, with possible thunderstorms.
September to November: Generally fine, with likely hood of fog starting from November.
During periods of fog there are many uncommanded runway incursions, so be aware.
December to March: Persistent fog throughout the whole day can occur; heavy snowfalls
can be expected.
April to May: Normally good weather with no particular weather phenomena.
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Normally runways in use are 35L and 35R; runways 17L and 17R are used only excep-
tionally in case of strong Southerly winds. Heavy aircraft will use 35L for landing, except
for Air Traffic congestion, operational limitations on ground or meteorological condition.
Caution: Southwest of the airfield there is the controlled military airport Cameri; the
Eastern boundary of Cameri ATZ is parallel to the localizer path of the
runways 35L and 35R.
Caution: Outside the airport in front of Terminal 1, there is a short grass runway, now
used for ultra light sport activities (formerly the airfield of the manufacturer
Caproni - Vizzola).
Note: There are many smaller operators and much private traffic in the area, flight
crew shall be vigilant in utilizing all available means including a good lookout
for visual collision.
During thunderstorm activity it may be advisable to avoid routing Northbound or even

delay take off during more intense TS activity as these can be particularly severe.
Caution: All runways have SIDs that share a common portion before deviating LEFT
or RIGHT to the same beacon for transition to enroute structure. ATC has
reported incidents where the incorrect SIDs has been flown, i.e. LEFT
TURN instead of a RIGHT TURN was initiated. Crew are reminded of the
following:
Note the assigned SID in ATC clearance;

Ensure correct SID is selected in FMC;
Correct Jeppesen navigation charts available for easy reference.
Note: The Load Sheet is prepared and printed as Edition 1 at Terminal 2, however
the aircraft is handled at Terminal 1. Due to distance between Terminal 1 and
2, the Load Control Agent produces a duplicate copy of the same load sheet
at the boarding gate in Terminal 1, which automatically prints as Edition 2.
By default setting, every other print command that is given, the system gives
a different edition number for each copy that is generated individually. Crew
members are advised to note that Load Sheets bearing subsequent edition
numbers, are in fact identical.
Note: As per Milan Malpensa Airport, passenger cannot board during Aircraft
refuelling unless Fire Brigade is called at a Cost.
The policy at Milan airport is to board passengers after refuelling, therefore all pilots are
requested to pass the required fuel to engineer as soon as possible. The Station will fuel
the aircraft to the minimum Flight Plan fuel before arrival of crew to the aircraft, but even
few hundred kgs of fuel will take time and will delay the boarding.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
LIMF 9
Torino
LIMJ 8
Genoa
LIML 8
VOR/ILS 18L/36R 2440 317/311 MAX/372 MAX MAX MAX
Milan - Linate
LIPQ 8
Trieste
LIRF 9 ILS/ILS 16L/34R 3900 MAX MAX MAX MAX MAX

Rome -
Fiumicino
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6.4.40 MUNICH (EDDM) - GERMANY

Name of Airport : Franz Josef Strauss International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
Caution: Runway 08L/26R, 08R/26L - DME does not read ZERO at threshold due DME/
ILS not being co-located.
Caution: Runways might be slippery when wet.
Note: Taxing aircraft should not deviate from centerline markings and lighting, except
when advised by the control unit.
6.4.40.3 Terrain
The airport is located 16 NM North East from the city centre with an elevation of 1487 feet.
Munich airport is centrally located in hilly lowlands with an average elevation of around 1500
feet MSL. This large basin is surrounded by hill ridges with elevations ranging between 2000
feet MSL and 5000 feet MSL to the north, east and west. The Alps, with elevations exceeding
10,000 feet MSL form the Southern boundary of this area.

6.4.40.5 Weather
The airport features typical mid-latitude weather patterns for most of the year. Variable
weather predominates, caused by low-pressure areas and their associated systems.
June to September: Generally warm and fine, with a chance of thunderstorms during this
period.
September to November: Weather still generally fine with the probability of fog as the
season progresses, along with passing weather systems bringing rain.
December to March: When the associated warm air is located above a shallow layer of
moist and cold air, fog or low stratus clouds can persist for weeks. Fog and snow is common
throughout this period.
September until April: Fog is a common and will form throughout the night time hours and
often cause CAT 3 conditions at sunrise, persisting late morning. As the fog layer may extend
up to 1500 feet AGL, dissipation during the short day light period in winter is uncommon, but
often conditions improve to CAT 1 after around 1100 local time.
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Noise Abatement procedures as per the following: Leave the initial approach fix at 210kts
+ 10kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts 10 kts using
an intermediate flap setting with landing gear up. Intercept glide path at not lower than
3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
Frankfurt-Main ILS/ILS 07R/25L 4000 MAX MAX MAX MAX MAX
EDDN 8
Nurnberg
EDDS 10
Stuttgart
LOWW 9 ILS/ILS 11/29 3500 319/316 258/306 214/212 MAX MAX
Vienna ILS/ILS 16/34 3600 MAX MAX MAX MAX MAX
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6.4.41 MUSCAT (OOMS) - OMAN
Name of Airport : Seeb International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS / ILS 08/26 3165 MAX MAX/336 MAX MAX MAX
Caution: Large solitary predatory birds (eagles, vultures ... etc) present a hazard at vicinity
of the airport.
6.4.41.3 Terrain
The airport is located on the coast 17 NM west of Muscat with an elevation of 48 feet. There
is high terrain up to 8180 feet to the South of the extended runway centrelines which push the
25 NM sector MSA up to 9000 feet.
6.4.41.5 Weather
The weather depends on the direction of the wind, for the most part the visibility is good with
cloudless skies. When the wind comes from the South East during winter months mist will
form.
The rainy season on the South coast is between June to September whilst in the mountains
and lowlands of the North rain may fall during any month. Generally rainfall is greater in the
Northern mountains than the rest of the country. On the coast temperatures and humidity are
high during the year but especially between May to September when it is at its hottest.
Inland temperatures are even higher although more bearable by lower humidity
Early morning fog likely January to March.
Dust Haze during the summer months with July the worst month; dust storms a possibility.
Winds mainly Southeasterly during summer and Northwesterly during winter. Thunderstorms
more frequent over the mountains to the West than over the airfield.
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Caution: Helicopter activity around the airfield.
NIL
Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OMAL 9
Al Ain
OTBD 9
Doha
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6.4.42 NAGPUR - INDIA

Name of Airport : Nagpur International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
8 VOR / ILS 14/32 3200 NOT NOT NOT NOT MAX
NIL
Caution: Birds (Eagles) are of a major hazard during arrivals and departures.
Note: After landing on runway 32, expect to backtrack and exit via A or B1.
Note: Airport has no ground facilitites to handle wide-bodied aircraft.
6.4.42.4 Terrain
The airport is located 8km Southwest of the city. No significant terrain located in vicinity of the
airport. Two noticeable man-made obstacles: 6nm Northeast, 1775ft and 10nm Southwest,
1686ft.
Airspace Class D.
Traffic avoidance advice not available. VFR flights receive traffic information about all
other flights.
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6.4.42.6 Weather
The climate of Nagpur follows a typical seasonal weather pattern.
March to June : Hot and dry with light winds.

Peak temperatures usually experienced in May/June, reaching a max of 48C.
July to September : The southwestenly monsoon occurs during this period. Thunderstorm
activity peaks during night hours.
Thunderstorm activity peaks during night hours.
Post monsoons, average temperature 27C, but during winter may drop as low as 10C.
Early morning fog during winter is not uncommon usually clearing by 9am local time.
Destination Alternates - BOM, DEL and AMD are generally affected by poor visibility during
the early morning period.
No STARs published, expect radar vectors for the ILS 32 or VORDME 14 when radar service
available.
Nil
Due short taxi time to RWY 32, safety demo should be commenced upon door closure.
NO SIDs published, expect radar vectoring after take-off.
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Code (m) Aircraft
Location 320 / 1
VAAH 9
VOR / ILS 05/23 3505 MAX
Ahmedabad
VOBL 9
ILS / ILS 09/27 4000 MAX
Bangalore
VOHS 10
ILS / ILS 09/27 4260 MAX
Hyderabad
VABB 9 ILS / ILS 09/27 2963 MAX
Mumbai ILS / VOR 14/32 2517 MAX
VOMM 9
ILS / ILS 07/25 3658 MAX
Chennai
VIDP 9 VOR / ILS 09/27 2661 MAX
ILS / ILS 10/28 2810 MAX

Delhi
ILS / ILS 11/29 2820 MAX
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6.4.43 OSAKA (RJBB) - JAPAN
Name of Airport : Kansai International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 320 / 1

9
Caution: Visibility is often poor in haze/smog.
Caution: Low level windshear and turbulence in strong winds.
Note: The residential areas of Osaka Bay are noise sensitive.
Note: Numerous blue and green taxiway edge and centerline lights, coupled with
taxiway spacing, can be confusing, especially at night.
Note: Circling approach is not authorised in Japan, as it is not under PANS OPS
criteria.
6.4.43.3 Terrain
The airport is situated on a man-made island (2 NM offshore) in Osaka Bay, 20 NM

Southwest of Osaka City with an elevation of 15 feet. There is mountainous terrain in the
area.
Terrain of 3058 feet, 20 NM North of the airport. Generally rising terrain East to South of the
airport. Terrain with spot heights of up to 3691 feet 15 NM East of the airport. MSA extending
to 6600 feet in the East to South quadrant.
The standard of ATC is average. English at times is barely adequate requiring terminology to
be kept simple.
ATC will tend to use Names for NAVAIDS rather than identifiers. Expect track shortening from
ATC enroute and during arrival.
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6.4.43.5 Weather
Japan has a wet summer (the highest rainfall in June) and dry winter.
November to March: At times outbreaks of cold polar air meets warm maritime air, and
forms active fronts. Extra tropical cyclones may develop along these fronts and may pass
over or near Southeastern Japan, interrupting the normal clear winter flying weather.
April to May: Southerly winds may bring moist, tropical air into the region and on occasions
will meet with polar air from the continent causing vigorous cyclonic activity along the
Southeast coast of Japan.
June to August: The summer monsoon establishes, generally with maritime tropical air. If
the exceptionally moist equatorial air invades, instability exists to a great height. Stagnating
cyclones from the West may discharge continuous rainfall for days before moving out to sea.
By late July maritime tropical air covers the entire region and haze increases, with August
being the worst month. Thunderstorms are frequent in late summer.
September to October: Typhoon activity is at the maximum - outside of these phenomena,
the weather is usually good.
Requirement to cross KOBOK at FL 170 applies to arrival for both runways. Arrivals for
Runway 24L/R occasionally require flight at 3000 feet or less for some distance due to
departures from Osaka International Airport (RJOO) 24 NM North-Northeast. Conditions
permitting, aircraft may be vectored after passing AWAJI (AJE) VOR to a downwind posi-
tion in anticipation of a visual approach to Runway 24L/R.
NIL
c) Crew Entry Requirements:

Immigration authorities at airport require the following : 5 copies of the General Declara-
tion (GD) with a signature on each page from the Commander, Gender and Date of Birth
(DOB) indication next to each persons name. Upon arrival into KIX hand over the 5 cop-
ies of the GD to the Ground Staff.
Each crew member is required to fill in an individual Shore pass / Landing permit form
and ensure that the required details are filled, before undergoing arrival immigration
clearance.
The immigration officer will stamp the form and return to the crew member, which must
be kept at all times when travelling in Osaka. When departing KIX, each crew member
must return the Shore pass / Landing permit form for departure immigration clearance.
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TRUE TRACK
WEST EAST
180 - 359 0 - 179
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
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a) Security
Foreign crew members entering into Japan will be subjected to fingerprints and facial photo
by immigration.
Upon arrival, present your passport and completed immigration form for the necessary
formalities.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
RJAA 9 ILS/ILS 16R/34L 3250 MAX MAX MAX MAX MAX
Tokyo - Nar-
ita
RJGG 9
Nagoya
RJTT 9 VOR/ILS 16R/34L 3000 MAX MAX/353 MAX MAX MAX
Tokyo - VOR/ILS 16L/34R 3000 MAX MAX MAX MAX MAX

Haneda NON/ILS 04/22 2500 MAX MAX/353 MAX MAX MAX
RKSI 10 ILS/ILS 15L/33R 3750 MAX MAX MAX MAX MAX
Seoul ILS/ILS 15R/33L 3750 MAX MAX MAX MAX MAX

Incheon ILS/ILS 16/34 4000 MAX MAX MAX MAX MAX
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6.4.44 PARIS (LFPG) - FRANCE
Name of Airport : Charles-De-Gaulle International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 08R/26L 2700 273 / 270 MAX / 341 MAX MAX MAX
9
ILS / ILS 09L/27R 2700 344 / 341 MAX MAX MAX MAX
6.4.44.2 Curfew/Slot Limitation
To operate during night curfew, prior approval required from Airport Authority.
Published Night Curfew time in local Time
00:30 05:29 (Arrival)

00:00 04:59 (Departure)
Caution: Due to runway incursions occurrences since the twin parallel runway 09/27
setting up, pilots operating to and from CDG are reminded to reinforce their
vigilance.
Caution: For A346/B777 restricted areas on the apron refer to Jeppesen Charts and/or
6.4.44.4 Terrain
The airport is located to the Northeast of Paris and is sometimes referred as ROISSY by
ATC.
The airport has four wide spaced parallel runways allowing simultaneous arrivals and
departures. The airport has an elevation of 392 feet.
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Air Traffic Control is generally very good. Use standard phraseology. Extensive use of the
French language is made by ATC.
6.4.44.6 Weather
The airport area generally suffers from fog, mist, low stratus and icing conditions during the
Winter and can be below limits for long time.
The outer runways 08R/26L and 09L/27R are the preferred runways for arrivals. Both
runways are less than 9000 feet long.
Rushed Approaches do occur. Expect reduced track miles and delay in descent clear-
ance.
During simultaneous parallel approaches and triple parallel approaches, in conjunction
with Paris - Le Bourget, ATC request adherence to published profiles, in particular ILS
intercept altitudes.
The inner runways 08L/26R and 09R/27L however, are the preferred runways for departures.
Simultaneous parallel departures are conducted on all runways. Adhere strictly to the
published initial climb.
Note: Noise Abatement procedures are applicable.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
EBBR 9 ILS/ILS 02/20 2767 MAX MAX MAX MAX MAX
Brussels (Note VOR/ILS 07L/25R 3338 MAX MAX MAX MAX MAX
2)
VOR/ILS 07R/25L 3089 MAX MAX MAX MAX MAX
EHAM 9 CIR/ILS 18L/36R 2825 307/305 MAX MAX MAX6 MAX
ILS/CIR 18R/36L 3530 307/305 MAX MAX MAX MAX
ILS/ILS 18C/36C 2850 307/305 MAX MAX MAX MAX

Amsterdam
VOR/ILS 09/27 3363 307/305 MAX MAX MAX MAX
London
ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX
Gatwick
EGSS 8
London - Stan- ILS/ILS 05/23 3048 317/315 XXX/MAX MAX MAX MAX
sted
LFPO* 9 ILS/ILS 06/24 3350 MAX MAX MAX MAX MAX
Paris - Orly VOR/ILS 08/26 2885 315/312 MAX MAX MAX MAX
(Note 1)
ILS/CIR 02/20 2400 278/276 348/MAX MAX/231 MAX MAX
Note 3: LFPO* Arrivals - 06:20 to 23:29hrs LT; Departures - 06:00-23:19hrs LT. Outside
these hours airport is not available.
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6.4.45 RIYADH (OERK) - SAUDIA ARABIA
Name of Airport : King Khalid International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
Note: 180 turns on runways are prohibited.
Gates 13, 14,15 & 16 does not have stop-bar for A332/3, instead use
GATE STOP-BAR
13 B777-300
14 A300
15 A300
16 B747
6.4.45.3 Terrain
The airfield is situated 15 NM North of the city of Riyadh on a high flat plain with an elevation
of 2049 feet.
ATIS 126.4 is available.
Radio communication failure - See special procedure, Jeppesen Text Manual, Emergency.
Saudi Arabia.
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6.4.45.5 Weather
Prevailing wind Northerly but Easterly winds frequent during the winter months.
January to February: Early morning fog occurs.
March to May: Possibility of Dust storms.
NIL
Expect either Charlie or Delta radar departures.
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
OEJN 9 ILS/ILS 16C/34C 3303 MAX MAX MAX MAX MAX

Jeddah
OEMA 9 ILS/ILS 17/35 3300 MAX MAX/356 MAX MAX MAX
Madinah ILS/ILS 18/36 3050 MAX MAX/356 MAX MAX MAX
OTBD 9
Doha
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6.4.46 ROME (LIRF) - ITALY
Name of Airport : Fiumicino International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

9
VOR / ILS 07/25 2893 MAX MAX MAX MAX MAX
Caution1: Birds in vicinity of airport.
Caution2: Runway 16L/34R: In case of contamination and/or heavy rain, take-off and
landing is not allowed.
6.4.46.3 Terrain
The airfield is located on the coast around 12 NM Southwest of Rome city with an elevation of
14 feet. Terrain is not a significant factor although there is high ground to the North and East
towards the extremities of the 25 NM MSA.
6.4.46.5 Weather
The climate in Rome is a mediterranean and generally pleasant; warm and sunny in spring
and autumn. November can bring rain to Rome and winters are generally mild, though cold
spells can occur.
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Caution: Due to mirrors for solar power station, pilots may occasionally experience
sunbeams reflected upward.
Caution: Wet Runway. After heavy rain showers, areas of standing water may exist,
particularly on Runway 16L. To avoid hydroplaning incidents, ATC (Tower)
should be asked for the latest runway surface conditions and braking action.
Caution: Aircraft Landing on Runway 16R may see traffic taking off from Runway 25
and crossing through the centre line of Runway 16R. Expect late landing
clearance.
Caution: Parking stand 622 is upslope. Apply adequate ground speed to enable
proper entry into stand.
R/T for Push Back Procedures
Procedure Phraseology Request to Frequency

1 Prior ro Start Up Ready to Move Apron / Ramp 121.725
ATC and Start Up 121.8 (0600-2200)
2 - FIUME Planning
Clearance 121.9 (2200-0600)
Push back and Taxi
3 - Ground 121.9
Clearance
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

LIMC 9 ILS/ILS 17L/35R 2977 MAX 343/346 MAX MAX MAX
Milan Malpensa CIR/ILS 17R/35L 3515 MAX MAX MAX MAX MAX
LIMJ 8
CIR/ILS 11/29 2765 MAX XXX/MAX MAX MAX MAX
Genoa
LIML 8
VOR/ILS 18L/36R 2440 317/311 MAX/372 MAX MAX MAX
Milan Linate
LIRA 8
Rome Ciampi- ILS/CIR 15/33 2197 NOT NOT MAX MAX MAX
ano (Note)
Note: Doha bound flight might be payload limited due to performance restrictions.
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6.4.47 SEOUL (RKSI) - SOUTH KOREA
Name of Airport : Incheon International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
10 ILS / ILS 15R/33L 3750 MAX MAX MAX MAX MAX
Warning: Extensive prohibited areas especially RK (P) - 518 about 11 NM North of airport
and RK (P) - 73 about 9 NM North of SEL VOR. Tracer warning will be fired at
aircraft encroaching the prohibited airspace.
6.4.47.3 Terrain
The airport is located approximately 27 NM West of City centre with an elevation of 23 feet.
High ground mostly to East, highest MSA 3800 feet at the North East quadrant. The MSA is
2100 feet to Southwest, 3300 feet to Southeast and 2600 feet to Northwest.
Highest peak of 1680 feet is approximately 6 NM to the North.
Beware of hills up to 820 feet directly South approximately 6 NM especially when executing
go-around from Runway 15L/R.
6.4.47.5 Weather
Early morning fog common in summer. Monsoon weather with maximum rainfall in July and
August with occasional thunderstorms.
Low clouds with poor visibility between 0600 to 0800 Local Time from September to
December.
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Caution: Pilot shall pay extra caution to vehicles while taxiing, as there are vehicle
road ways passing between Ramp P (Main Concourse) and Ramp R
(Remote Ramp for passenger) in A7 and A8 taxi lanes.
Caution: Taxiway C (between the 2 runways) is wider than normal and could easily be
mistaken as a runway, especially in periods of low visibility operations and
also when landing on runway 33R using K to cross Runway 33L.
During heavy rain water accumulates on taxiways M and N.
NIL
c) Entry Requirements:
Each crew members must carry their Crew Member Certificate (CMC) and valid passport
whenever flying to Seoul. All the crew members shall be listed on G/D. They shall also fill
the Land permit (Shore pass) before passing local immigration crew arrival booth, Like-
wise, all crew must pass the Immigration Departure with authorised landing permit with
Departure G/D.
In case, a crew is travelling as passenger and departing as a crew or arriving as a crew

and departing as a passenger, the crew must have the valid entry visa into Korea.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
RKPC 9
Jeju
RKPK 9 NON/ILS 18L/36R 2743 227/224 218/269 191/188 148 MAX
Busan NON/ILS 18R/36L 3200 283/279 268/328 MAX MAX MAX
RKSS 9 ILS/ILS 14L/32R 3600 MAX MAX MAX MAX MAX
Seoul
Gimpo
Shanghai ILS/ILS 17L/35R 4000 MAX MAX MAX MAX MAX

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6.4.48 SIALKOT (OPST)
Name of Airport : Sialkot International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
9 ILS / NON 04/22 3600 MAX MAX MAX MAX MAX
6.4.48.2 Curfew / Slot Limitation
Opening Hours Sat - Thu 0300 - 1100 UTC
Friday 0200 - 1600 UTC
Operations outside opening hours require prior permission.
Caution: Bird activity around airport. Pilot are advised to exercise caution when
approaching/departing particularly below 3000ft.
Caution: Crew report - Poor English and communication standards from ground crew
during engine start.
Caution: During hours of darkness, operation on apron requires attention.
6.4.48.4 Terrain
Airport located 17 km Northwest of Sialkot town. Generally flat terrain with man-made
obstacles in the vicinity.
Sialkot is a private civil aerodrome, mainly used for cargo operations. The airport lies within
Class C airspace, 15nm radius based on Sialkot VOR, vertical limits surface to FL80.
Tower & Ground frequency use same frequency.
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6.4.48.6 Weather
Sialkot is hot and humid during the summer and cold during the winter. June and July are the
hottest months. The maximum temperature during winter may drop to -2C. September is
generally wettest month.
During Monsoon season (Jun-Sep) thunderstorms to be expected.
Instrument Approaches RWY RWY Approach Lighting
Precision approach lighting

RWY04 ILS / VOR
(900m) (High Intensity)
Simple approach lighting

RWY22 NIL
(420m) (Medium Intensity)
Expect Runway 04 for arrival. Due only one (1) Taxiway available for entry/exit from Apron,
this could result in arrival delay.
Weather Request - Request weather for Sialkot from Lahore control due slow co-
ordination between en-route/Sialkot Tower. Sialkot Tower is out of range before
commencing descent.
Expect clearance to fly LA (VOR) direct to SLT (VOR). Lahore control will generally
clear down to FL130 and instruct to contact Sialkot TWR for co-ordination. After
contact with Sialkot Tower, expect clearance to 6000ft until 15 DME to Sialkot, then to
Alt 3200ft DME ARC and ILS Runway 04.
6.4.48.8 Ground Manoeuvring
Use turning pads for completing 180 turns
Arriving aircraft - Parking stand allocated by Tower
Follow me vehicle - Request through Tower
b) Departure Procedures: :
SIDs published
Departure from Runway 22 generally used during calm wind conditions.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

Delhi
OPLA 9 VOR/VOR 18R/36L 2743 278/276 229/301 200/198 MAX MAX
Lahore VOR/ILS 18L/36R 3360 339/334 240/330 203/202 MAX MAX

OPKC 9 NON/ILS 07L/25R 3200 273/270 257/342 MAX MAX MAX
Karachi ILS/ILS 14L/32R 4019 MAX MAX MAX MAX MAX
OPRN 9
(Note1)
OPPS 9
Peshawar VOR/VOR 17/35 2743 223 223 223 MAX MAX

(Note2)
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6.4.49 SINGAPORE (WSSS)
Name of Airport : Changi International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1

10
Warning: The windshear warning systems in Singapore may not detect severe windshear
in the approach or departure areas of the airport and should not be relied upon
as the only means of indication of the presence of windshear.
6.4.49.3 Terrain
The airfield is mainly situated on reclaimed land on the coast at the Eastern end of the
Singapore Island, 20 kilometres Northeast of the city. The airport has an elevation of 22 feet.
There are several restricted areas close to the airport. Under VMC military aircraft are
permitted to cross the control zone over the Northern tip of Sinjon East bound at 500 feet by
day and night and Southern tip westbound at 1000 feet without reference to the tower. There
is no significant terrain at the Southern end of the Malay Peninsula.
Radio Communication failure procedure shown on SID/STAR charts refer to There after refer
to Singapore Special procedure on radio communication failure. Please refer to Jeppesen
Text book, Vol 2, section Emergency, Singapore, Communication Failure, which specifies
the procedures for ARRIVAL, and DEPARTURE.
Operation of Mode S transponder on ground
1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001
2. Flight crew should select XPDR or equivalent according to specific installation. Ensure
the transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and the
assigned mode A code is selected in accordance with following:
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1) Departing flight:
The assigned Mode A code is selected for pushback or Taxi, which ever is earlier.
For departure to Jakarta
ATC may require aircraft to cross waypoint ANITO at the earliest possible time and FL. Crews
are to coordinate with ATC if the desired FL cannot be achieved after take-off.
2) Arriving Flight
Continuously until the aircraft is fully parked at stand.
6.4.49.5 Weather
Singapore is only 80 NM North of the equator and tropical conditions prevail throughout the
year giving rise to heavy rain showers and frequent thunderstorms. The Southwest
Monsoons are from June to September and Sumatra thunderstorms may be carried over the
Island in early morning and bring severe gusts exceeding 35 knots.
Caution: Paya Lebar airport is 4.8 NM to the West of Singapore Changi and has the
same runway alignment.
Caution: Low level windshear can be experienced on approach to all runways.
Note: East of airport, Runway 02R/20L is solely for use by the Republic of
Singapore Air Force aircraft. Exercise caution.
Aircraft climb performance with All Engine Operating (AEO), satisfies every criteria laid
down in Jeppesen 10-3 and 10-3A for ship upto height of 460 feet (140 m).
Single Engine Operations, Take-off charts account of obstacles (ships) passing the ship-
ping lanes. Due to performance limitations, we do not account for the most limiting ships
of 460 feet (140 m) in height.
The take-off charts are based on clearing all ships of height up to 226 feet (69 m) for Run-
way 02L / 02R, therefore if ATC report a ship higher than 226 feet (69 m), then take-off
must be delayed.
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(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
WIDD 9
Batam
WMKJ 8
ILS/VOR 16/34 3354 336/332 275/338 MAX/224 MAX MAX
Johor Bahru
WMKK 9 ILS/ILS 14R/32L 4000 327/325 MAX MAX MAX MAX

Kuala Lumpur ILS/ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX
WMKP 9
Penang
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6.4.50 STOCKHOLM (ESSA) - SWEDEN
Name of Airport : ARLANDA

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
VOR/VOR 08/26 2500 345 MAX MAX MAX MAX
9 ILS/ILS 01L/19R 3300 MAX MAX MAX MAX MAX
Jeppesen Airport briefing pages provide detailed information on operations at

Stockholm Arlanda airport.
6.4.50.2 Terrain
Flat terrain. Highest obstacle of 2200 ft in southeast quadrant
Radar service provided. Parallel runway operation in use. During LVP operations traffic flow
is reduced by 65%, resulting in Traffic flow restrictions being issued.
Communication Failure with Destination Stockholm Arlanda:

In IMC: ICAO Procedure, supplemented as follows:
Maintain the altitude last received and acknowledged
Proceed via the relevant TMA entry point
Then proceed direct to TEBBY (TEB) VOR

In the TEB holding descend to 2500 ft MSL
Carry out a normal instrument approach to the most suitable runway, which
normally is the runway received via ATIS or by inbound clearance
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6.4.50.4 Weather
Stockholm area experiences a moderate climate in both summer and winter. Winters are dark
and cold, with darkness occurring in early afternoon, while during summer, days are long,
while nights are semi dark.
Average min/max seasonal temperatures
Summer:18C to 25C
Winter:-7C to +2C
Most rainfall occurs during summer and early autumn, with snowfalls from October to March.
Heavy snowfalls possible during months of December, January and February and may
remain on ground for long periods.
Fog and snow showers generally affects ceiling & visibility during winter.
Destination alternates, Malmo and Goteborg, both these airports may experience prolonged
fog during winter/spring period.
6.4.50.5 Arrivals
Conventional and RNAV STARs published with numerous crossing altitudes. Lost
communication procedures published for Missed Approaches, see Jeppesen approach
charts.
RWY01R/19L - CAT IIIB capability

NIL
6.4.50.7 Departures
SIDs published for specific aircraft types. Remote de-icing used when RWY 01R/19L is in
use. Refer to Jeppesen airport briefing pages for details.
Night departure - RWY19L used between 2200-0700LT
De-icing - Terminal 5
De-icing is ordered via Nordic handling dispatcher or 131.475 (Grnd Handling

agent).
De-icing takes place on stand
De-icing staff will contact crew via 121.750 or via headset before commencing de-
icing.
Remote De-icing
Subject to runway in use, de-icing is conducted remotely. Refer to Jeppesen airport
briefing pages for details.
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Terminal
Qatar Airways use Terminal 5
(m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ESKN 7
Stockholm - LLZ/ILS 08/26 2750 NOT NOT 229/NOT MAX MAX

Skavsta
ESGG 8
Goteborg- ILS/ILS 03/21 3299 MAX MAX MAX MAX MAX

Landvetter
ESMS 7
ILS/ILS 17/35 2800 NOT NOT MAX/NOT MAX MAX
Malmo-Sturup
EFHK 9 ILS/ILS 04L/22R 3000 MAX MAX MAX MAX MAX

Helsinki
EVRA 8
ILS/ILS 18/36 2550 NOT NOT MAX MAX MAX
Riga
EETN 7
ILS/ILS 08/26 2820 NOT NOT MAX/NOT MAX MAX
Tallinn
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6.4.51 TRIPOLI (HLLT) - LIBYA
Name of Airport : Tripoli International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
NDB / ILS 09/27 3600 NOT NOT MAX / N MAX MAX

8
NONE 18/36 2235 NOT NOT 192 / N MAX MAX
Caution: Particular care should be taken to read back clearances clearly to ensure
understanding.
Note: Libyan airspace is contained in the IATA in-flight broadcast procedure area of
Africa VHF 126.9
Note: Runway 18/36 is used as an alternative Runway and open for operation in
Daylight only.
6.4.51.3 Terrain
Tripoli is joint Civil and Military airfield. The airport is located 10 NM South of city area of
Tripoli on the Southern shores of the Mediterranean sea with an elevation of 263 feet.
The surrounding area is flat coastal plain with no significant obstacles in the vicinity. Mountain
ranges further to the South rise to give a MSA of 4000 feet. The terrain is mostly covered by
farms.
Note: The working hours of Tripoli tower is 0400 to 2359.
6.4.51.5 Weather
The weather of Tripoli is mostly fine, with clear skies and pleasant afternoon sea breezes.
Summer: Generally fine weather with Southwesterly winds. Increasing wind speed in
Summer can cause blowing dust and rising sand with reduced visibility. Occasionally fog
occurs in August and September, which normally burns off from 0800 to 1000 Local Time.
Winter: Generally fine weather with Northeasterly winds. Thunderstorms and associated CB
activity from time to time throughout this season.
December to January: likelihood of windshear phenomena.
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Caution: Some parts of the aerodrome are neglected, with WIP and debris on
taxiways and apron. Be careful to avoid personnel on apron.
During heavy rain water accumulates on taxiways M and N.
NIL
Code (m) Aircraft
Location 332 300 320 / 1
DTMB 9
ILS/VOR 07/25 2950 208 MAX MAX
Monastir
DTTA 9 VOR/ILS 01/19 3200 MAX MAX MAX
Tunis VOR/ILS 11/29 2840 152 128/130 68/67
DTTJ 9
ILS/VOR 09/27 3100 215 MAX MAX
Djrba
GMMN 9 VOR/VOR 17R/35L 3720 MAX MAX MAX
Casablanca (Note) NDB/ILS 17L/35R 3750 231 MAX MAX
HLLB 8 ILS/VOR 15L/33R 3600 MAX MAX MAX
Benghazi NDB/NDB 15R/33L 3600 210 MAX MAX/86
LMML 9 NON/NDB 05/23 2377 204 165 MAX
Malta - Luqa ILS/ILS 13/31 3544 MAX MAX MAX
Note: Casablanca to be used as preferred alternate in case of marginal weather

conditions on early morning flights.
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6.4.52 VIENNA (LOWW) - AUSTRIA
Name of Airport : Schwechat International

(m) Aircraft
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
ILS / ILS 11/29 3500 319/316 258/306 214/212 MAX MAX

9
Caution: Rescue helicopter operations at low altitude to and from ASPERN 6.5 NM North
threshold Runway 16 on extended runway center line Runway 34 and 1 NM
West of extended runway center line Runway 34
6.4.52.3 Terrain
The airport is located 10 NM Southeast of Vienna with an elevation of 600 feet. High ground
mostly to the Southwest, highest MSA 4900 feet at the Southwest quadrant. Between 110
from Northwest and 270 from Southeast the MSA is 3,400 ft and between 270 and 350
Southeast the MSA is 2700 feet.
Highest terrain of 2884 feet is 18 NM to the Southwest.
6.4.52.5 Weather
November to March: Viennas climate is generally moderate; heavy snowfalls and low
temperatures.
July and August: Temperature is usually comfortable with an average of 20C. Rainfall
occurs throughout the year, but mainly from May until August. A northwest Circulation, along
the Danube valley prevails most of the time (75% of the year).
Winter fog (mainly during December/January) usually clears by noon. In summer, significant
thunderstorms / hail may occur between May and August.
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Expect a minimum speed of 160kts to 4nm. If unable to comply, contact ATC.
Loadsheet is delivered with electronic signature, which includes the license number of
the person who prepared the document. Red Cap is not licensed to complete a load-
sheet, but will check the loadsheet with a qualified person from Qatar Airways (Pilot).
c) Crew Routing:
Austroport will provide transfers to and from the airport using 2 mini buses that each has
a seating capacity for eight (8) persons.
Arrival Crew: After leaving the aircraft, proceed to baggage claim area, ensure to have
your crew ID visible and proceed as a group to enable the immigration to clear the appli-
cable formalities. In the baggage claim area, you will be met by a porter (wearing green
jacket) with a big trolley for collection of crew bags. The porter will transfer all your bags
from the conveyor belt and load them onto his trolley. He will also hand over the Crew
Information Sheet to each crew member. He will follow you and load baggage in the Aus-
troport mini buses.
Departing Crew: The driver will drop you off at departure area T2. Please proceed to
luggage counter (opposite to Austrian Airlines check-in counter 50). QR ground staff will
be there to assist you with baggage tagging. Crew bags will be loaded on a big trolley for
carrying straight to the aircraft for final loading into H5. You will be asked to proceed
straight to departure gate (A-Pier) and either handling agent or QR ground staff will meet
you to lead you to the aircraft.
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Code (m) Aircraft
Location 772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
LHBP 9 ILS/ILS 13L/31R 3707 342/338 MAX MAX MAX MAX
Budapest ILS/ILS 13R/31L 3010 342/338 MAX MAX MAX MAX
LOWG 9
VOR/ILS 17C/35C 2740 NOT NOT MAX MAX MAX
Graz
LZIB 7 CIR/ILS 13/31 2950 NOT NOT 215/N 165 MAX/83
Bratislava CIR/ILS 04/22 2900 NOT NOT 227/N MAX MAX/88
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RESERVED
RESERVED
CHAPTER 7 - RESERVED
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RESERVED
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RESERVED
RESERVED
CHAPTER 8 - RESERVED
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RESERVED
RESERVED
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OPERATIONS MANUAL

Phone: +974 4625104

CHAPTER NUMBER NAME OF CHAPTER

LEP List of Effective Pages

ROR Record of Normal Revision

RTR Record of Temporary Revisions

0 Administration and Control

4 Drift Down Procedures

LIST OF EFFECTIVE PAGES

SOM 01 & 02 08P 1 29 & 30 08P

R LEP 01 to 08 08S 1 31 & 32 08P

ROR 01 & 02 08P 1 33 & 34 08P

RTR 01 & 02 08P 1 35 & 36 08P

R RH 01 & 02 08S 1 37 & 38 08P

0 01 & 02 08P 1 41 & 42 08P

0 03 & 04 08R / 08Q

0 05 & 06 08R / 08P 2 01 & 02 08P

U/R 0 07 & 08 08R / 08S 2 03 & 04 08P

0 09 & 10 08R / 08P 2 05 & 06 08P

0 11 & 12 08P 2 07 & 08 08P

0 13 & 14 08P 2 09 & 10 08P

0 15 & 16 08P 2 11 & 12 08P

1 01 & 02 08P 2 15 & 16 08P / 08R

1 03 & 04 08P U/R 2 17 & 18 08R / 08S

1 05 & 06 08P 2 19 & 20 08P

1 07 & 08 08P 2 21 & 22 08P

1 09 & 10 08P 2 23 & 24 08P

1 11 & 12 08P 2 25 & 26 08P

1 13 & 14 08P 2 27 & 28 08P

1 17 & 18 08P 3 01 & 02 08P

1 19 & 20 08P 3 03 & 04 08P

1 21 & 22 08P R/U 3 05 & 06 08S / 08P

1 23 & 24 08P 3 07 & 08 08P

1 25 & 26 08P 3 09 & 10 08P

1 27 & 28 08P 3 11 & 12 08P

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LIST OF EFFECTIVE PAGES

3 15 & 16 08P R 3 75 & 76 08S

R/U 3 17 & 18 08S / 08P R 3 77 & 78 08S

R 3 19 & 20 08S R 3 79 & 80 08S

R 3 21 & 22 08S R 3 81 & 82 08S

R 3 23 & 24 08S R 3 83 & 84 08S

R 3 25 & 26 08S R 3 85 & 86 08S

R 3 27& 28 08S R 3 87 & 88 08S

R 3 29 & 30 08S R 3 89 & 90 08S

R 3 31 & 32 08S R 3 91 & 92 08S

R 3 33 & 34 08S R 3 93 & 94 08S

R 3 35 & 36 08S R 3 95 & 96 08S

R 3 37 & 38 08S R 3 97 & 98 08S

R 3 39 & 40 08S R 3 99 & 100 08S

R 3 41 & 42 08S R 3 101 & 102 08S

R 3 43 & 44 08S R 3 103 & 104 08S

R 3 45 & 46 08S R 3 105 & 106 08S

R 3 47 & 48 08S R 3 107 & 108 08S

R 3 49 & 50 08S R 3 109 & 110 08S

R 3 51 & 52 08S R 3 111 & 112 08S

R 3 53 & 54 08S R 3 113 & 114 08S

R 3 55 & 56 08S R 3 115 & 116 08S

R 3 57 & 58 08S R 3 117 & 118 08S

R 3 59 & 60 08S R 3 119 & 120 08S

R 3 61 & 62 08S R 3 121 & 122 08S

R 3 63 & 64 08S R 3 123 & 124 08S

R 3 65 & 66 08S R 3 125 & 126 08S