Approach Chart Legend

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS

RESERVED.
Revision Date: 20051230

GENERAL INFORMATION
Approach charts are graphic illustrations of the instrument approach procedures prescribed by the governing authority.
All charts meet FAA requirements for aeronautical charts. The following legend pages briefly explain symbology used on
approach charts throughout the world. Not all items apply to all locations. The approach chart is divided into
specific areas of information as illustrated below.
FORMATS
The first approach procedure published for an airport has the procedure chart published on the front side with the
airport chart on the back side. On major airports, the airport chart may precede the first approach procedure. These
locations will have expanded airport information that may occupy more than one side. When an airport has more than
one published approach procedure, they are shown front and back on additional sheets. Blank pages will indicate
“INTENTIONALLY LEFT BLANK”.

APPROACH PROCEDURE CHART FORMAT AIRPORT CHART FORMAT

On charts dated on and after 10 MAR 95, key information is displayed in bold type. Key information includes
Communication frequencies, Primary navaid frequency and identifier, Procedure bearings and Altitudes, Airport and
runway end elevation, Decision Altitude and Minimum Descent Altitude, and Missed Approach turn limit and direction,
course and altitude.

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 HEADING

The geographical name used is generally the major city served by the civil airport or installation name if a military
airport. A hyphen before the airport name is used when the location name is part of the airport name. The charts are
arranged alphabetically by the geographical location served.

NOTE:
U.S. Airway Manual: The civil Approach Charts covering the United States are arranged alphabetically by state. Within
each state, the charts are arranged alphabetically by the name of the city served.

For each location, the charts are sequenced by the chart index number. This index number will appear as shown below:

First Digit: represents the airport number and is an arbitrary assignment.

Second Digit: represents the chart type as shown below:

0 – area, SID, etc. 6 – NDB

1 – ILS, MLS, LOC, LDA, SDF, KRM 7 – DF

2 – GPS (Sole use) 8 – PAR, ASR, SRA, SRE

3 – VOR 9 – RNAV, Vicinity Chart, Visual Arrival or Visual Departure

Chart, LORAN
4 – TACAN

5 – RESERVED

Third Digit: represents the filing order of charts of the same type.

Oval outlines of chart index numbers represent:

Standard chart issued to Airway Manual subscribers.

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 Special chart issued to special coverages only. Contains modified information for
your company.

Standard chart that uses only metric system units of measure.

In this numerical system – both procedure and airport – there will be gaps in the filing sequence because of deletions,
expected expansion, selected distribution and tailoring for specific subscribers. Two procedures may be combined.
Numbering, in this case, will be for the lowest number of the pair. ILS and NDB is a typical combination indexed as
11-1, 21-1, etc.
All chart dates are Friday dates. This chart date is not to be confused with the effective date. The effective date is
charted when a chart is issued prior to the changes being effective. Charts under USA jurisdiction with an effective date
are effective at 0901Z of that date.
Procedure identification is given below the airport name. This identification is per the applicable authoritative source
(e.g. VOR-1, NDB (ADF) Rwy 16, NDB Rwy 16, etc.). The use of an alphabetical suffix indicates a procedure does not
meet criteria for straight-in landing minimums (e.g. VOR-A, VOR-B, LOC (BACK CRS)-A, etc.).
MSA provides 1000 feet of obstruction clearance within the circle (or sector) within 25 nautical miles of the facility / fix
identified just to the lower right of the circle. If the protected distance is other than 25 nautical miles, the effective
radius is stated beside the identifier of the central facility. The MSA value is supplied by the controlling authority.
COMMUNICATIONS AND ALTIMETER SETTING DATA
Communications for “arrivals” are given in normal sequence of use as shown below. See Airport Chart Legend, for other
communications.

Transition level and transition altitude are listed on the bottom line of the communications and altimeter setting data
box. Transition level and transition altitude are provided for all areas outside the 48 conterminous United States, Alaska
and Canada.

Trans level: FL60 Trans alt: 5000' (4987')

The transition level (QNE) is the lowest level of flight The transition altitude (QNH) is the altitude at and below
using standard altimeter setting (29.92 inches of mercury which local pressure setting must be used.

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 Trans level: FL60 Trans alt: 5000' (4987')

or 760 millimeters of mercury or 1013.2 millibars or

1013.2 hectopascals.)

Altimeter setting units are listed on the bottom line of communications data box.
Barometric Pressure Equivalent in millibars or hectopascals enables aircraft operators who use QFE altimeter setting for
landing to establish the QFE altimeter setting by subtracting the hectopascal or millibar equivalent from the reported
QNH altimeter setting. The value shown is the barometric pressure equivalent for the height reference datum for
straight-in landing. The height reference datum will be the runway threshold elevation (Rwy), airport elevation (Apt) or
the runway touchdown zone elevation (TDZE), as applicable.
Letter designations behind a frequency indicate operation as follows:

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

Bearings defining frequency sectors are clockwise outbound (e.g., 270° to 090° would be north of the airport.)
APPROACH PLAN VIEW
The plan view is a graphic picture of the approach, usually presented at a scale of 1 in = 5 NM. Plan views at scales
other than 1 in = 5 NM are noted. Latitude and longitude are shown in 10 minute increments on the plan view neatline.
Symbols used in the plan view are shown below.
NAVAIDS

NDB (Non-Directional Radio Beacon)

VOR (VHF Omni-Directional Range)

TACAN (Tactical Air Navigation facility) or DME (Distance

Measuring Equipment)

VORTAC or VORDME

ILS, LOC, LDA, SDF, MLS or KRM Front Course

LOC Back Course

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 Offset Localizer

Markers with or without locator, NDB or Intersection. The

triangle or circle in a marker or NDB symbol represents
co-located intersection

Navaid facility boxes include facility name, identifier, Morse

code and frequency. The shadow indicates the primary facility
upon which the approach is predicated. In VORTAC and
VORDME facility boxes the letter “D” indicates DME capability.

BEARINGS

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 Magnetic Course
True Course

VOR cross radials and NDB bearings forming a position fix are “from” a
VOR and “to” an NDB.
Morse code ident is charted on VOR radial/NDB bearing when forming
facility is outside of plan view.

On charts dated on or after 10 MAR 95, General procedure NOTES are contained within a single box in the planview.
NOTES specific to a single item on the chart are associated with that item.

RADAR required.

Use ITRP ILS DME when on LOC course.

Pilot controlled lighting.

AIRSPACE FIXES

Non-Compulsory Airspace Fixes

Compulsory Airspace Fixes

Fly-over Airspace Fixes

DME value will be portrayed as D10.0. When fix and co-located navaid names are the same, only the navaid name is displayed.

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 Allowable substitutions for identifying a fix are noted in the planview. At the pilot’s request, where ATC can provide the
service, ASR may be substituted for the OM. In addition, PAR may be substituted for OM and MM.

APPROACH TRANSITIONS

Route without minimum altitude. Altitude to be assigned by ATC.

Initial Approach Fix

Intermediate Approach Fix

No procedure turn, Race Track Pattern or any other type of course reversal
procedure required or authorized without ATC clearance.

Ball Flag notes – see applicable reference notes elsewhere on the plan view.

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 Approach transition inset. (Dog leg route, with off-chart turn). Also provided when route originates at an off-chart
intersection designated only for approach use – such fixes are not charted on Enroute and Area Charts.

NoPT arrival sectors depict an area of approach transition routing to an approach fix. No procedure turn, Race Track
Pattern or any type course reversal is required nor authorized without ATC clearance when an arrival course is within
the charted sector and on an established airway radial to the fix.

Approach transition track, distance, and altitude from a defined fix is illustrated below.

Note that the routes from STO to Plant to Tower are approach transitions, whereas the STO R-275° is not an
approach transition. The STO R-275° has a small arrowhead and is a cross radial forming Tower. The STO R-300° has
a large and small arrowhead indicating both an approach transition and a cross radial forming Plant. Plant and Tower
are also formed by the IPEN localizer course.

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 An approach transition coincidental with the approach procedure flight track is charted offset from the flight track for
clarity.

Approach transitions via DME arcs are illustrated below with distance from facility, direction of flight, start and
termination points of the arc. DME arc altitude is maintained until established on approach course.

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 Lead radials may be provided as an advisory point for turning to the approach course.

Approach transitions may be described under the originating navaid with course, distance, altitude, and terminating
point.

APPROACH PROCEDURE FLIGHT TRACK

The approach procedure flight track is portrayed by a bold

line. This track begins in the plan view at the same location
where the profile begins.

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 High level approach track

Visual flight track

PROCEDURE TURNS – COURSE REVERSALS

Schematic portrayal of procedure turn

When a procedure turn, Racetrack pattern, Teardrop or Base turn is not portrayed, they are not authorized.

ALTITUDES

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 All altitudes in the plan view are “MINIMUM” altitudes unless specifically
labeled otherwise. Altitudes are above mean sea level in feet. May be
abbreviated “MIM”.

Mandatory altitudes are labeled “MANDATORY” and mean at the fix or glide
slope intercept.

Maximum altitudes are labeled “MAXIMUM”. May be abbreviated “MAX”.

Recommended altitudes are labeled “RECOMMENDED”.

MISSED APPROACH

Initial maneuvering course for missed approach. Details of the missed

approach are specified below the profile diagram.

HOLDING PATTERN

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 Holding pattern not part of the approach procedure. DME figures, when provided,
give the DME distance of the fix as the first figure followed by the outbound limit as
the second figure. 3000 indicates the minimum holding altitude (MHA).

Length of holding pattern in minutes when other than standard.

Holding patterns are generally not charted to scale.

Indicates procedure for leaving the holding pattern.

AIRPORTS

IFR airports in the area and VFR airports underlying the final approach are depicted.

Airport to which the approach is designed.

Nearby Military airport

AIRSPACE

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 Restricted airspace (Refer to the Enroute Chart for limitations.)

PROHIBITED AREA SC(P) – 23

ORIENTATION DETAILS

TERRAIN HIGH POINTS AND MAN-MADE STRUCTURES

a. Some, but not all, terrain high points and man-made structures are depicted, along with their elevation
above mean sea level. THIS INFORMATION DOES NOT ASSURE CLEARANCE ABOVE OR AROUND THE
TERRAIN OR MAN-MADE STRUCTURES AND MUST NOT BE RELIED ON FOR DESCENT BELOW THE MINIMUM
ALTITUDES DICTATED BY THE APPROACH PROCEDURE.
Generally, terrain high points and man-made structures less than 400 feet above the airport elevation are
not depicted.
b. Symbols for terrain high points and man-made structures:

Natural terrain (peak, knoll, hill, etc.) Used prior to August 12, 1988.

Unidentified natural terrain or man-made. Used prior to August 12, 1988.

Natural terrain (peak, knoll, hill, etc.) Used after August 12, 1988.

Man-made (tower, stack, tank, building, church)

Unidentified man-made structure

Mean Sea Level elevation at top of TERRAIN HIGH POINT/MAN-MADE

STRUCTURE.

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 Denotes unsurveyed accuracy

Arrow indicates only the highest of portrayed TERRAIN HIGH POINTS AND
MAN-MADE STRUCTURES in the charted planview. Higher terrain or
man-made structures may exist which have not been portrayed.

GENERALIZED TERRAIN CONTOURS

a. Generalized terrain contour information may be depicted when terrain within the approach chart plan view
exceeds 4000 feet above the airport elevation, or when terrain within 6 nautical miles of the Airport
Reference Point (ARP) rises to at least 2000 feet above the airport elevation. THIS INFORMATION DOES NOT
ASSURE CLEARANCE ABOVE OR AROUND THE TERRAIN AND MUST NOT BE RELIED ON FOR DESCENT
BELOW THE MINIMUM ALTITUDES DICTATED BY THE APPROACH PROCEDURE. Furthermore, the absence of
terrain contour information does not ensure the absence of terrain or structures.
b. Terrain features are depicted using one of the two following methods:
1. Prior to June 24, 1994, terrain information was depicted as screened contour lines with contour
values.

2. After June 24, 1994, screened contour lines will gradually be replaced with generalized contour
lines, values and gradient tints printed in brown. Gradient tints indicate the elevation change
between contour intervals.

PROFILE VIEW
The top of the profile view on certain non-precision approaches contains a table of recommended altitudes/heights
at various DME fixes to allow a constant rate of descent. The altitudes/heights are recommended only; minimum
altitudes in the profile view apply. The table is sequenced in the same direction as the profile is portrayed.

Notes pertaining to conditional use of the procedure are shown at the top of the profile. The note “Pilot controlled
lighting” indicates that pilot activation is required as specified on the airport chart under Additional Runway Information.
The profile view schematically (not to scale) portrays the approach procedure flight track as a vertical cross section of
the plan view.
NON-PRECISION APPROACH PROFILE (LOC, VOR, VORTAC, NDB, etc.)

symbol representing the non-precision missed approach point (MAP), as shown below, is used on charts dated on or
after 5 FEB 93. This symbol is omitted when more than one non-precision approach track is depicted.

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 NON-PRECISION APPROACH PROFILE (LOC, VOR, VORTAC, NDB, etc.) with constant rate of descent

NON-PRECISION APPROACH PROFILE (VISUAL APPROACH)

PRECISION APPROACH PROFILE [ILS with LOC (GS out), or with NDB Approach]

symbol representing the non-precision missed approach point (MAP), as shown below, is used on charts dated on or
after 5 FEB 93. This symbol is omitted when more than one non-precision approach track is depicted.

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 PRECISION APPROACH PROFILE (ILS CAT II and CAT III combined)

MISSED APPROACH
The Missed Approach text is located immediately below the profile diagram. It may be supplemented by a State
specified acceleration altitude/height on charts labeled PANS-OPS / PANS-OPS 3. (Refer to AIR TRAFFIC CONTROL,
Flight Procedures).
MISSED APPROACH POINT (MAP)
Precision approaches: Immediately upon reaching the Decision Altitude (Height) DA(H) while descending on the glide
slope and continued descent cannot be controlled by visual reference.
Non-precision approaches: Upon reaching the Missed Approach Point (MAP). A table at the lower left corner of the chart
will specify the MAP and, if applicable, a time at various speeds from fix to MAP. When times are not shown, a timed
approach is Not Authorized. Where a DME Fix is portrayed in addition to a distance, the DME Fix may be used for
determining the MAP for DME equipped aircraft. The runway threshold and MAP often coincide.
SYMBOLS

Threshold Crossing Height

Fan marker with name or ILS marker with marker code and, when
appropriate, glide slope crossing altitude above mean sea level and
above TDZE, runway end or airport elevation.

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 VOR, DF, NDB, or Waypoint labeled only as to facility depicted. “Z”
indicates VHF location markers.

Marker and NDB co-located (LOM, LMM)

VOR not used for course guidance, by-passed during final approach, and
used solely to provide DME fixes both before and after its passage.
– or –
Facility used solely for start of outbound procedure track, with
procedure turn or course reversal and final approach inbound to another
facility.

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 Named fix formed by VOR radial or NDB bearing, or DME, or radar
All allowable substitutions for identifying a fix are noted in the planview.
Only DME values will be displayed in the profile. Note: ILS DME should
not be used to determine position over middle marker, runway
threshold or runway touchdown point unless specified on the approach
chart.

Non-precision Final Approach Fix (FAF) (If specified by State source)

Visual Descent Point (VDP) (if specified by State source)

Begin missed approach procedure.

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 on charts dated on and after 5 FEB 93.

Approach procedure flight track

Approach procedure flight track of non-precision approach [LOC (GS

out), NDB or VOR] when charted in same profile with precision
approach.

High level approach track

Visual flight track (One or more arrows)

See INTRODUCTION Approach Chart Legend New Format (Briefing Strip Concept) for Vertical Navigation (VNAV)
explanation.

geometric descent path and descent angle

geometric descent path and descent angle to Decision Altitude (DA) for
approved operators.

All altitudes in the profile view are “MINIMUM” altitudes unless

specifically labeled otherwise. Altitudes are above mean sea level in
feet. May be abbreviated “MIM”.

Mandatory altitudes are labeled “MANDATORY” and mean at the fix or

glide slope intercept.

Maximum altitudes are labeled “MAXIMUM”. May be abbreviated “MAX”.

Obstruction Clearance Limit

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 Obstruction Clearance Altitude (Height)

Recommended altitudes are labeled “RECOMMENDED”

Height in feet above airport, runway end, or TDZ elevation. Height is

measured from airport elevation unless TDZE or runway end elevation is
noted at the airport symbol.

Touchdown Zone Elevation. (Runway End or Threshold Elevation when

labeled RWY).

Official Airport Elevation

Procedure turn minimum altitude (MSL)

Height above TDZE, runway end, runway threshold, or airport.

Procedure turn outbound limit. When the outbound procedure track is depicted in the profile view, the turn limit is
from the fix where the outbound track begins. The turn must be carried out within the specified distance.

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 Racetrack used in lieu of procedure turn with holding limit, outbound and inbound bearings, and minimum altitude.

For a racetrack and holding in lieu of procedure turn, the outbound track corresponds to the planview depiction
beginning at a point abeam the facility/fix.

When airspeeds are indicated in profile note, higher airspeeds require

Procedure based on 120 KT TAS.
shortened times to assure remaining in the protected area.

Radar vectoring is required when it is the only approved method for

Radar required.
providing a procedure entry and /or for identifying a terminal fix.

LANDING MINIMUMS
GENERAL
Publication of minimums does not constitute authority for their use by all operators. Each individual
operator must obtain appropriate approval for their use.
DEFINITIONS

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 STRAIGHT-IN LANDING
All Charts
All authorized minimums and applicable conditions for each approach procedure are provided within the chart minimum
table.
The first column, at the left, shows the lowest authorized minimum. Succeeding columns to the right will show
increasing minimums adjusted to the applicable condition. Installed approach lights or landing aids that affect or may
affect minimums are listed in the column headings as “ALS out,” “MM out,” etc. When two or more installed landing aids
are out, the highest “out” condition minimum applies.
On approach charts dated prior to 24 AUG 90, installed approach lights that did not require a minimum adjustment
were omitted from the minimum headings. Charts dated 24 AUG 90 and after will provide column heading conditions for
installed approach lights even though a minimum adjustment is not required.
Altimeter setting requirements or other special conditions may alter the sequence of the minimums. A review of all
notes and minimum box titles should always be made.
ILS CHARTS
When the glide slope of an ILS is “out” the column heading is identified as a localizer approach with glide slope out –
“LOC (GS out)”.
In the United States, effective 15 October 1992, there is no longer any penalty imposed for an “MM out”. The “MM out”
column is being removed from U.S. charts beginning with the 9 October 1992 revision, effective 15 October 1992.
The following countries impose higher minimums for the “MM out” condition.

Brazil Paraguay Yemen Arab Republic

Bulgaria Saudi Arabia

Costa Rica Suriname

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 Ecuador Taiwan

Israel Uruguay

USA FORMAT – Prior to 15 October 1992 Effective date

USA FORMAT – Effective 15 October 1992 and all succeeding revisions

WORLD-WIDE FORMAT

SIDESTEP INOPERATIVE COMPONENTS

For a runway identified as sidestep, such as SIDESTEP RWY 24L:
Inoperative light components shown in Rwy 24L column are those for the lights installed on Rwy 24L, not the lights for
Rwy 24R.
CIRCLE-TO-LAND
Starting with charts dated July 28, 1989, maximum aircraft speeds for circling are shown in lieu of Aircraft Approach
Categories. The maximum indicated airspeeds are shown in knots (kilometers per hour on Metric Edition charts).

U.S. STANDARD FOR TERMINAL INSTRUMENT NEW INTERNATIONAL CIVIL AVIATION

APPROACH PROCEDURES (TERPS) ORGANIZATION (ICAO) FLIGHT PROCEDURES

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 Known deviations to the above speeds are charted. For the few countries that have not published maximum circling
speeds, aircraft approach categories A, B, C and D will continue to be shown.
Aircraft Approach Categories in the straight-in minimum column can be read across the chart from left to right for
referencing the circle-to-land information.
The fact that straight-in-minimums are not published does not preclude pilots from landing straight-in, using published
circling minimums, if they have the straight-in runway in sight in sufficient time to make a normal approach for landing.
Under such conditions, and when Air Traffic Control has cleared them for landing on that runway, they are not expected
to circle even though straight-in minimums are not published. If they desire to circle, they should advise ATC.
CEILING MINIMUMS
In some parts of the world a minimum “ceiling” is required as well as a minimum visibility. Ceiling measurement is
reported as height above ground and therefore may not be the same value as the height above touchdown (HAT) or
height above airport (HAA). The ceiling minimums shown in the minimums format are in feet or meters according to the
way they are reported.
The ceiling requirement is highlighted:

VISIBILITY
Visibility for any approach condition is shown below the condition in a band for each aircraft category or each maximum
circling speed. Visibility is shown alone, or in addition to RVR. When a governing authority specifies visibility minimums
in meters or kilometers, an “m” or “Km” is charted after the specified visibility. When statute or nautical miles are
specified, no units are charted; e.g., a specified visibility of “1” means “1 mile.”
RUNWAY VISUAL RANGE
Runway Visual Range (RVR) is to be used instead of reported visibility for operating on any runway for which RVR is
given. The figures shown with RVR represent readings in hundreds of feet, as RVR 24 meaning 2400 feet RVR, or
readings in metric units as RVR 550m meaning 550 meters RVR.
RVR for non-precision and for precision landing minimums (other than Category II or III):
a. Touchdown RVR reports, when available for a particular runway, are controlling.
b. The Mid RVR and Rollout RVR reports (if available) provide advisory information to pilots. The Mid RVR
report may be substituted for the TDZ RVR report if the TDZ RVR report is not available.

RVR for Category II operations:

a. For authorized landing minimums of RVR 16 or 500m, the Touchdown Zone RVR reporting system is
required and must be used. This RVR report is controlling for all operations.
b. For authorized landing minimums of RVR 12 or 350m, the Touchdown Zone and the Rollout RVR reporting
systems are required and must be used. The Touchdown Zone RVR report is controlling for all operations
and the Rollout RVR report provides advisory information to pilots. The Mid RVR report (if available) provides
advisory information to pilots and may be substituted for the Rollout RVR report if the Rollout RVR report is

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 not available.
METRIC MINIMUMS
Where weather conditions are reported in meters, approved metric minimums are shown in lieu of feet and fractional
miles.
Metric minimums (ceiling, visibility, and RVR) are not abbreviated but are shown as complete values.
RVR visibility values are charted only when the value is not the same as the prevailing or meteorological visibility value.
When a difference occurs, the respective RVR and prevailing or meteorological visibility values are prefixed with “RVR”
and “VIS”. When there is no difference, the minimum is shown only once and means either RVR (if RVR is reported for
that runway) or visibility if measured otherwise.

The left column lists the lowest available CAT II minimum, normally DH 100, visibility RVR 12 (350m). The right
column lists the CAT II minimum applicable when certain airborne equipment is out of service or when pilot and
operator requirements preclude the use of lower minimum. This minimum is normally DH 150, visibility RVR 16
(500m).

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

The speed table relates aircraft approach speeds to the Some missed approach points are calculated on a
rate of descent for the ILS glide slope (descent in feet per time/speed basis after completion of the procedure turn
minute). For non-precision approaches it relates speed to inbound on final approach. The absence to a time/speed
the distance shown from the final approach fix (FAF) or table means the MAP cannot be determined by time and
other specified fix to the missed approach point (MAP). a timed approach is Not Authorized.

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 Non-precision approaches designed to be flown at a
constant rate of descent have a rate of descent provided
in the conversion table. The conversion table specifies a
rate of descent that allows arrival at minimum altitudes
shown in the profile view. The descent rate is a
recommended rate only. Minimum altitudes shown in the
profile view apply.

On PAR charts:
Speed table with rates of descent on PAR
glide slope is provided.

When provided by the State, a non-precision

descent gradient is provided with a descent table
in feet per minute.

For combined ILS and non-precision

approaches, only one descent table is
provided when the ILS glide slope angle and
the descent gradient are coincidental.

On MLS charts the Glide path angle

authorized for the procedure and rate of
descent table is provided.

INSTRUMENT APPROACH PROCEDURE DESIGN INDICATOR PANS-OPS OR TERPS

The “PANS-OPS” margin notation indicates that the State has specified that the instrument approach procedure
complies with the ICAO Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS) Document 8168,
Volume II, 1st or 2nd Edition. Aircraft handling speeds for these procedures are in the INTRODUCTION section under
“AIRCRAFT APPROACH CATEGORY (ICAO)”. Known deviations to these handling speeds are charted.
“PANS-OPS 3” further indicates that holding speeds to be used are those specified in Document 8168, Volume II,
Third Edition.
“PANS-OPS 4” further indicates that the acceleration segment criteria have been deleted, as formerly published in
Document 8168, Volume II, Third Edition. Jeppesen Air Traffic Control provides an extract of the latest PANS-OPS
Document 8168, Volume I and the earlier version, concerning holding speeds. Holding speed tables for both the earlier
edition and the later editions 3 and 4 of PANS-OPS are included in these pages.
“TERPS” indicates that the State has specified that the instrument approach procedure complies with the United States
Standard for Terminal Instrument Procedures.

NOTE:
Charts dated prior to 21 NOV 03 do not include a TERPS margin notation.

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 NOTE:
For charts dated on or after 21 NOV 03, the absence of a PANS-OPS or TERPS margin notation means the
instrument approach design criteria are unknown.

CIRCLE-TO-LAND ICAO PANS-OPS OR TERPS

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

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

In this example, the instrument approach procedure complies with ICAO PANS-OPS criteria, whereas the circling areas
are constructed based on TERPS criteria.
CIRCLING AREA TERPS VERSUS ICAO PANS-OPS MAXIMUM SPEEDS/DIMENSIONS

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 TERPS ICAO PANS-OPS
Average bank angle 25° Average bank angle 20°

MAX IAS – Circling Area Radius (r) from Threshold

90 Kts 1.3 NM 100 Kts 1.68 NM

120 Kts 1.5 NM 135 Kts 2.66 NM

140 Kts 1.7 NM 180 Kts 4.20 NM

165 Kts 2.3 NM 205 Kts 5.28 NM

AIRPORT CHART FORMAT

The airport chart is typically printed on the reverse side of the first approach chart in the series. At many airports,
especially large terminals, the airport chart will precede the first approach chart and contain an enlarged diagram.
Airport charts depict communications frequencies as well as runway, taxiway and ramp information. Additionally,
approach and runway lighting, declared distances, IFR and obstacle departure procedures, and take-off and alternate
minimums are shown. In the example of a chart with an enlarged diagram, this information will usually be printed on
the reverse side of the airport diagram. Separate charts may be included that depict detailed ramp areas and parking
positions as well as low visibility taxi routes.
HEADING
Airport, Ramp and Taxiway Charts
At the top of page are the location and airport names, the airport’s elevation and latitude and longitude, the Jeppesen
NavData (ICAO) and IATA identifiers, and the revision date.

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 COMMUNICATIONS
Communications for departure are listed in order of normal use.

AIRPORT PLAN VIEW

SYMBOLS
Physical feature symbols used on the airport chart are illustrated below.

Runway number is magnetic unless followed by T for true in the far north.

Runway number and (when known) magnetic direction, unless followed by T for true
in the far north.

Seaplane operating area, or water runway.

Paved runway

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 Unpaved runway

Pierced steel planking (PSP)

Seaplane operating area or water runway. Dash lines indicate operating area.

Displaced threshold

Designated stop bar or designated holding position.

Category II/III holding position

Approach lights extending to displaced threshold

Unidirectional Arrester Gear

Bidirectional Arrester Gear

Jet Barrier

Closed runway. Temporary closed runways will retain length and runway numbers.

Stopway or overrun

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 Area under construction

Runway shoulder (when readily noticeable)

No differentiation between types of surface for ramps, taxiways, closed runways, closed taxiways, runway shoulders,
and areas other than runways. Stopways and overruns are shown regardless of surface, with the length, when known.
Stopway and overrun lengths are not included in runway lengths.
ADDITIONAL INFORMATION
Runway end elevations are shown on the airport diagram if source is available.
Approach lights and beacons are the only lighting symbolized on the airport diagram. Approach lights are normally
shown to scale in a recognizable form. For approach light symbols see Approach Chart Legend Lighting Systems.
A representative selection of reference points known to Jeppesen is depicted. The elevation of reference points depicted
is above mean sea level (MSL).
Latitude and longitude ticks at tenths of a minute interval are charted around most planview neatlines.

Taxiway and apron

Permanently closed taxiway

Authorized Landing Area

Helicopter landing pad

Airport Reference Point. Off-runway. Center of cross positioned at exact

location.

Airport Reference Point. Located on runway centerline. Arrow points to exact

location.

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 RVR measuring site, may have identifying letter or number.

Airport/Aerodrome/Identification beacon.

On-airport navaid – VOR, NDB or LCTR (locators, other than locators

associated with ILS). Depicted on charts dated on and after 5 FEB 93.

Railroad

Pole line

Lighted Pole

Road

Bluff

Trees

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 Cone

Tee

Tetrahedron

Buildings

Large building

ADDITIONAL RUNWAY INFORMATION

RUNWAY AND APPROACH LIGHTS

For abbreviations used see Approach Chart Legend, Runway Lights — Abbreviations.
PILOT CONTROLLED AIRPORT LIGHTING SYSTEMS

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 See “Pilot Controlled Lights (PCL)” in the following sections: INTRODUCTION, Chart Glossary for the United States of
America, AIR TRAFFIC CONTROL, Rules and Procedures for the applicable State. Non-standard lighting activations are
specified on individual charts.

See above for charting sample.

USABLE LENGTHS
The usable lengths have been determined as follows in the additional runway information. When usable runway lengths
differ from those depicted in the airport planview, lengths are specified in the “USABLE LENGTHS” columns. Blank
columns indicate that the runway length depicted in the airport planview is applicable.
Landing Beyond
Threshold – When the landing length is restricted, the length shown is the distance beyond the landing threshold to the
roll out end of the runway.
Glide Slope – The length shown for ILS is the distance from a point abeam the glide slope transmitter to the roll-out
end of the runway. For PAR, the length shown is the distance from the theoretical glide slope interception with the
runway to the roll-out end of the runway. If both ILS and PAR are available, data provided is for ILS.
Take-off
When the take-off length is restricted, the length shown is the distance beyond the point for beginning the take-off roll
to the end of the surface usable for take-off.
Stopways, overruns, or clearways are not included in the above figures.

NOTE:
An NA charted as Additional Runway Information indicates that take-offs or landings are not authorized for the rwy
shown.

Land and Hold Short Operations (LAHSO)

Air Traffic Controllers may authorize operations which include simultaneous take-offs and landings and/or simultaneous
landings when a landing aircraft is able and is instructed by the controller to hold-short of the intersecting
runway/taxiway or designated hold-short point. The available landing distance is shown in the LAHSO Distance column.
On charts dated before 11 JUL 97 the column is titled Threshold to Intersecting Runway.

RUNWAY LIGHTS – ABBREVIATIONS

RL

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 Low Intensity Runway Lights or intensity not specified.
HIRL
High Intensity Runway Edge Lights
Runway edge lights are white, except on instrument runways amber replaces white on the last 2000' or half of
the runway length, whichever is less.
MIRL
Medium Intensity Runway Edge Lights
TDZ
Touchdown Zone Lights
HSTIL
High Speed Taxiway turn-off indicator lights.
HST-H
High Speed Taxiway turn-off with green centerline lights. H indicates taxiway identification.
CL
Standard Centerline Light configuration white lights then alternating red & white lights between 3000' and 1000'
from runway end and red lights for the last 1000'.

– or –

Exact configuration is not known. Known non-standard configurations are stated as listed below
CL (white)
all lights are white full length of runway.
CL (non-std)
non-standard, configuration unknown
CL (50W, 20R & W, 20R)
non-standard, configuration known...first 5000' white lights; next 2000' alternating red & white lights; last 2000'
red lights.
Spacing for Runway Edge Lights and Centerline lights is included as a parenthetical value, at selected locations. The
parenthetical value is the spacing in feet or meters as appropriate.
EXAMPLE:
HIRL (60m), is High Intensity Runway Edge Lights with a 60 meter spacing. CL (50'), is Centerline Lights with a 50 foot spacing.
APPROACH LIGHTS – ABBREVIATIONS
ALS
Approach Light System. Color of lights, if known to be other than white, is included.
HIALS
High Intensity Approach Light System
HIALS II
High Intensity Approach Light System with CAT II Modifications
MIALS
Medium Intensity Approach Light System
SFL
Sequenced Flashing Lights
F
Condenser-Discharge Sequential Flashing Lights/Sequenced Flashing Lights
ALSF-I
Approach Light System with Sequenced Flashing Lights
ALSF-II
Approach Light System with Sequenced Flashing Lights and Red Side Row Lights the last 1000'. May be
operated as SSALR during favorable weather conditions.
SSALF

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 Simplified Short Approach Light System with Sequenced Flashing Lights
SALSF
Short Approach Light System with Sequenced Flashing Lights
MALSF
Medium Intensity Approach Light System with Sequenced Flashing Lights
RAI
Runway Alignment Indicator
RAIL
Runway Alignment Indicator Lights (Sequenced Flashing Lights which are installed only in combination with
other light systems)
REIL
Runway End Identifier Lights (threshold strobe)
RLLS
Runway Lead-in Lighting System
SSALR
Simplified Short Approach Light System with Runway Alignment Indicator Lights
MALSR
Medium Intensity Approach Light System with Runway Alignment Indicator Lights
SALS
Short Approach Light System
SSALS
Simplified Short Approach Light System
MALS
Medium Intensity Approach Light System
LDIN
Sequenced Flashing Lead-in Lights
ODALS
Omni-Directional Approach Light System
VASI
Visual Approach Slope Indicator (L or R indicates left or right side of runway only)
AVASI
Abbreviated Visual Approach Slope Indicator (L or R indicates left or right side of runway only)
SAVASI
Simplified Abbreviated Visual Approach Slope Indicator
VASI (3 bar)
Visual Approach Slope Indicator for high cockpit aircraft (L or R indicates left or right side of runway only).
T-VASI
Tee Visual Approach Slope Indicator.
AT-VASI
Abbreviated Tee Visual Approach Slope Indicator (L or R indicates left or right side of runway only).
VASI (non-std)
Visual Approach Slope Indicator when known to be non-standard.
VASI
VASI/AVASI/NON-STD angels are shown when known to be less than 2.5° or more than 3.0°. T-VASI/AT-VASI
angles are shown at all times. VASI (3 bar) descent angles are shown when other than upwind angle 3.25°,
downwind angle 3.00°.
APAPI
Abbreviated Precision Approach Path Indicator (L or R indicates left or right side of the runway only)

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.

 PAPI
Precision Approach Path Indicator (L or R indicates left or right side of runway only).
PASI
Passive Approach Slope Indicator
PLASI
Pulsating Visual Approach Slope Indicator, normally a single light unit projecting two colors. (L or R indicates left
or right side of runway only).
TRCV
Tri-Color Visual Approach Slope Indicator, normally a single light unit projecting three colors. (L or R indicates
left or right side of runway only).
TCH
Threshold Crossing Height. Height of the effective visual glide path over the threshold.
MEHT
Minimum Eye Height over Threshold. Lowest height over the threshold of the visual on glide path indication.
MEHT or TCH is shown (when known) when less than 60' for the upwind bar of a VASI (3 bar) system or less than 25'
for all other systems including PAPI.

COPYRIGHT JEPPESEN SANDERSON, INC., 19952005. ALL RIGHTS RESERVED.