VTCC  —  Chiang Mai/ Chiang Mai International Airport

VTCC  AD 2.1  AERODROME LOCATION INDICATOR AND NAME

VTCC  —  Chiang Mai/ Chiang Mai International Airport

VTCC  AD 2.2  AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1

ARP coordinates and site at AD

184617N 0985746E

Centre of RWY 18/36 1050 M from THR RWY 18

2

Direction and distance from (city)

4 KM SW
3

Elevation/Reference temperature

315.740 M (1036 FT)/36°C
4Geoid Undulation at AD ELEV PSN

NIL

5

MAG VAR/Annual change

0°46'W (2016)/0°1'E
6

AD Administration, address, telephone,
telefax, telex, AFS

Chiang Mai International Airport
Airport of Thailand Public Company Limited
60 Mahidol Road Suthep Subdistrict Mueang District
Chiang Mai
50200 Thailand

Tel:  +665 392 2000

Fax:  +665 392 2020

AFS:  VTCCYDYX

7

Types of traffic permitted (IFR/VFR)

IFR/VFR
8

Remarks

Operator: Airports of Thailand Public Company Limited (AOT)

VTCC  AD 2.3  OPERATIONAL HOURS

1

Aerodrome Operator

2300-1700
2

Customs and immigration

As AD administration

3

Health and sanitation

NIL

4

AIS Briefing Office

H24
5

ATS Reporting Office (ARO)

H24
6

MET Briefing Office

H24
7

ATS

H24
8

Fuelling

H24
9

Handling

2300-1700
10

Security

H24
11

De-icing

NIL

12

Remarks

NIL

VTCC  AD 2.4  HANDLING SERVICES AND FACILITIES

1

Cargo-handling facilities

Trucks 1.5-3.5 T up to 10 T

Handling/Possible

2

Fuel/oil types

JET A-1: Hydrant System

3

Fuelling facilities/capacity

JET A-1 Refueller Storage Tank 2 Tank @ 350,000 L

1 JET A-1 Refueller @ 25,000 L

2 JET A-1 Refueller @ 12,000 L

1 AVGAS 100LL Trailer @ 3,000 L

4

De-icing facilities

NIL

5

Hangar space for visiting aircraft

NIL

6

Repair facilities for visiting aircraft

NIL

7

Remarks

Chiang Mai International Airport has provided ground handling agents as the following number:

  1. Thai Airways International Public Co.,ltd (TG)

    URL:  www.thaiairways.com

    Tel:  +662 593 2264

    Tel:  +662 539 2284

  2. BAGS Ground Services Co.,Ltd

    URL:  www.bags-groundservices.com

    Tel:  +665 392 2461

  3. Chiang Mai Ground Handling Services Co., Ltd.

    Tel:  +668 1472 2335

  4. Hs Aviation Co., Ltd.

    Tel:  +661 901 2070

    URL:  www.hsavia.aero/home

    Email:  ops@hsavia.aero

  5. Thai Ground Handling

    URL:  www.thaigroundservices.com

    Tel:  +668 0502 5184

    Email:  groundops@thai-handling.com

VTCC  AD 2.5  PASSENGER FACILITIES

1

Hotels

Near AD and in the city
2

Restaurants

At the AD and in the city
3

Transportation

Public Bus, Airport Taxi and Limousines
4

Medical facilities

First Aid at AD and Hospital in the City
5

Bank and Post Office

At AD open 0100-1300
6

Tourist Office

Office in the city

Tel. +665 324 8604, +665 324 8607, +665 330 2500

Fax. +665 324 8606

7

Remarks

NIL

VTCC  AD 2.6  RESCUE AND FIRE FIGHTING SERVICES

1

AD category for fire fighting

Category 9
2

Rescue equipment

Available-Category 9
3

Capability for removal of disabled aircraft

Available - Up to B-747
4

Remarks

NIL

VTCC  AD 2.7  SEASONAL AVAILABILITY - CLEARING

1

Types of clearing equipment

NIL
2

Clearance priorities

NIL
3

Remarks

The aerodrome is available all seasons

VTCC  AD 2.8  APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

1Apron surface and strength

South Apron Aircraft Stand NR 1-14

Surface: Concrete

Strength: PCN 78/R/C/X/T

South Apron Aircraft Stand NR 15-19

Surface: Concrete

Strength: PCN 62/R/B/X/T

South Apron Aircraft Stand NR 20L, 20 And 20R

Surface: Concrete

Strength: PCN 89/R/B/W/T

2Taxiway width, surface and strength
  1. Taxiway A

    Width: 27 M, Surface: Concrete, PCN 70/R/B/W/T

  2. Taxiway B, C, E, G, P5 and P6

    Width: 23 M, Surface: Asphalt, PCN 59/F/A/X/T

  3. Taxiway D Rapid exit taxiway

    Width: 25 M, Surface: Asphalt, PCN 85/F/C/Y/T

  4. Taxiway F, H and Q

    Width: 23 M, Surface: Concrete, PCN 88/R/D/X/T

  5. Taxiway P

    Width: 23 M, Surface: Concrete, PCN 88/R/D/X/T

    Width: 23 M, Surface: Asphalt, PCN 59/F/A/X/T

3

Altimeter checkpoint location and elevation

NIL

4

VOR checkpoints

NIL

5

INS checkpoints

NIL

6

Remarks

NIL

VTCC  AD 2.9  SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1

Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands

Taxiing guidance signs at all intersections with TWY and RWY and at all holding positions.

Nose-Wheel guide lines at apron.

Solid Nose-Wheel guide lines at aircraft stands.

Nose-in guidance at aircraft stands.

Safegate Docking System at stand number 3, 4, 5, 6, 7 and 8.

2

RWY and TWY markings and LGT

RWY marking: DESIG, THR, TDZ, CL, AIM and Side Stripe

RWY LGT: THR, RWY Edge and RWY End lights

TWY marking: Centre line, Edge, RWY Holding Positions
and Intermediate Holding Positions

TWY LGT: TWY Edge lights

3

Stop bars

Stop bars where appropriate
4

Remarks

NIL

VTCC  AD 2.10  AERODROME OBSTACLES

In approach/TKOF areas

In circling areas and at AD

Remarks

123

RWY/Area affected

Obstacle type

Elevation

Markings/LGT

Coordinates

Obstacle type

Elevation

Markings/LGT

Coordinates

abcab

TKOF RWY 36/ APCH RWY 18

Building

HGT 370 M. MSL

184818.45N 0985744.53E

Mountain North West of Aerodrome

  
 

Building

HGT 372.7 M. MSL

184824.68N 0985748.49E

TV Mast

HGT 526.16 M. MSL

Marked and Lighted

184751.78N 0985633.93E
 
See Aerodrome Obstacle Chart Type A

Building

HGT 381.18 M. MSL

184722.21N 0985827.25E
 
   

Building

HGT 382.29 M. MSL

184744.83N 0985709.86E
 
   See Aerodrome Obstacle Chart Type B

VTCC  AD 2.11  METEOROLOGICAL INFORMATION PROVIDED

1

Associated MET Office

Northern Meteorological Center,

Thai Meteorological Department (TMD)

2

Hours of service

MET Office outside hours

H24

NIL

3

Office responsible for TAF preparation

Periods of validity

Northern Meteorological Center,

30 HR

4

Type of landing forecast

Interval of issuance

TREND

30 Min

5

Briefing/consultation provided

Personal Consultation

Tel: +665 320 3801

Fax: +665 320 3801

6

Flight documentation

Language(s) used

Charts, Tabular forms and Abbreviated Plain Language Texts.

English

7

Charts and other information available for
briefing or consultation

S, U85, U70, U50, U40, U30, U25, U20, SWH, SWM, SWL, P85, P70, P50, P40, P30, P25, P20, P15, satellite and radar images

8

Supplementary equipment available for
providing information

Automated Weather Observation System (AWOS),

Low Level Wind Shear Alert System (LLWAS) and

Weather Radar

9

ATS units provided with information

Chiang Mai TWR

10

Additional information (limitation of service, etc.)

NIL

VTCC  AD 2.12  RUNWAY PHYSICAL CHARACTERISTICS

Designations

RWY NR

TRUE BRG

Dimensions of RWY(M)

Strength (PCN) and surface of RWY and SWY

THR coordinates

RWY end coordinates

THR geoid undulation

THR elevation and highest elevation of TDZ of precision APP RWY
123456
18 180° 3400x45

PCN 59/F/A/X/T

Concrete and asphalt

PCN 70/R/B/W/T

Concrete

(Displacement)

PCN 59/F/A/X/T

Concrete and asphalt

184651.81N 0985746.51E
THR 315.740 M/ 1036 FT
36 360° 3100x45
184510.95N 0985746.26E
THR 306.944 M/ 1007 FT
Slope of RWY-SWY

SWY dimensions (M)

CWY dimensions (M)Strip dimensions (M)OFZRemarks
789101112
0% -0.06% -0.53% -0.32% -0.05% -0.04% 0%
(300M 674M 1241M 1719M 2517M 3000M 3400M)
100x45

NIL

3620x300

NIL

NIL

0% +0.04% +0.05% +0.32% +0.53% +0.06%
(400M 883M 1681M 2159M 2726M 3100M)

NIL

NIL

3320x300

NIL

NIL

VTCC  AD 2.13  DECLARED DISTANCES

RWY Designator

TORA

(M)

TODA

(M)

ASDA

(M)

LDA

(M)

Remarks

123456
18 3400 3400 3500 3100

NIL

36 3100 3100 3100 3100

NIL

VTCC  AD 2.14  APPROACH AND RUNWAY LIGHTING

RWY Designator

APCH LGT

type

LEN INTST

THR LGT

colour

WBAR

VASIS

(MEHT)

PAPI

TDZ, LGT

LEN

RWY Centre Line LGT

Length, spacing,

colour,

INTST

RWY edge LGT

LEN, spacing,

colour

INTST

RWY End LGT

colour

WBAR

SWY LGT

LEN (M)

colour

Remarks

12345678910
18

SALS

420 M

LIH

Green

PAPI

Both

60 FT

NIL

NIL

3100 M

60 M

White;LIH

Red

100

Red

NIL

36

SALS

420 M

LIH

Green

PAPI

Both

60 FT

NIL

NIL

3100 M

60 M

White;LIH

Red

NIL

NIL

VTCC  AD 2.15  OTHER LIGHTING, SECONDARY POWER SUPPLY

1

ABN/IBN location, characteristics and hours of operation

ABN: At Tower building, FLG W G EV 7 SEC

IBN: NIL

As AD Administration

2

LDI location and LGT

Anemometer location and LGT

Wind Cone near right PAPI 36, illuminated

Anemometer: NIL

3

TWY edge and centre line lighting

EDGE: All TWY

Centre Line: NIL

4

Secondary power supply/switch-over time

Secondary power supply to all lighting At AD
switch-overtime : 15 SEC

5

Remarks

NIL

VTCC  AD 2.16  HELICOPTER LANDING AREA

1

Coordinates TLOF or THR of FATO

Geoid undulation

NIL

2

TLOF and/or FATO elevation M/FT

NIL

3

TLOF and FATO area dimensions, surface, strength, marking

NIL

4

True and MAG BRG of FATO

NIL

5

Declared distance available

NIL

6

APP and FATO lighting

NIL

7

Remarks

NIL

VTCC  AD 2.17  ATS AIRSPACE

1

Designation and lateral limits

A circle of 5 NM radius centred on

1845.9N 09857.9E
2

Vertical limits

5000 FT/AGL
3

Airspace classification

C
4

ATS unit call sign

Language(s)

Chiang Mai Tower

English, Thai

5

Transition altitude

11000 FT
6

Remarks

NIL

VTCC  AD 2.18  ATS COMMUNICATION FACILITIES

Service designation

Call sign

Frequency

Hours of operation

Remarks

12345
APP

Chiang Mai Approach

129.6 MHZ

305.4 MHZ

H24

*Emergency

TWR

Chiang Mai Tower

118.1 MHZ

*121.5 MHZ

236.6 MHZ

*243.0 MHZ

H24

GND

Chiang Mai Ground

121.9 MHZ

275.8 MHZ

H24

ATIS

Chiang Mai Int Airport

127.2 MHZ

301.5 MHZ

H24

VTCC  AD 2.19  RADIO NAVIGATION AND LANDING AIDS

Type of aid, MAG VAR

CAT of ILS/MLS

(For VOR/ILS/MLS, give VAR)

ID

Frequency

Hours of operation

Position of transmitting antenna coordinates

Elevation of DME transmitting antenna

Remarks

1234567
DVOR/DME CMA

116.9 MHZ

CH 116X

H24
184558.06N 0985740.38E
318 M

DVOR/DME restriction due to mountainous terrain surround station coverage check does not provide adequate signal at required altitudes in various area as follows:

  1. Beyond 40 NM

    1. Radial 350º-080º altitude should not below 8 000 FT

    2. Radial 081º-180º altitude should not below 7 000 FT

    3. Radial 181º-240º altitude should not below 9 000 FT

  2. Beyond 20 NM

    1. Radial 241º-349º altitude should not below 12 000 FT

ILS CAT I LOC RWY 36 ICMA 109.9 MHZH24
184707.42N 0985746.56E

(LOC)

 

Instrument landing system (ILS)

  1. Reference Datum Height (RDH) is 16.5 M.

A. Localizer

  1. Coverage 25 NM within ± 10° and 17 NM between ± 10° and ± 35° from the front course line.

  2. The localizer antenna array is located on the extended runway centre line at distance 478 M from THR of RWY 18.

  3. Height of the array is 2.3 M.

B. Glide path

  1. Coverage in sectors of 8° in azimuth on each side of the centre line of the ILS glide path to a distance of 10 NM up to 1.75 times the glide angle and down to 0.45 times the glide angle above the horizontal or down to 0.30 times the glide angle as required.

C. DME

  1. Paired with Glide Slope.

  2. Power output 100 watts.

  3. Bi-directional antenna.

GP/ DME 

333.8 MHZ

CH36X

 
184521.62N 0985742.19E
 
TACAN CHM CH 109  
1846.2N 9858.2E
 PN to ATC

VTCC  AD 2.20  LOCAL AERODROME REGULATIONS

1.  VFR REPORTING POINTS AND LOCAL PROCEDURES
1.1  CHIANG MAI INTERNATIONAL AIRPORT
1.1.1 Reporting points for VFR flight

In order to expedite and maintain and orderly flow of air traffic into Chiang Mai International Airport, the procedures of the inbound traffic of VFR flight, conventional and prop-jet aircraft, be set up as follow:

  1. Aircraft entering to land from north of Chiang Mai International Airport, shall report over Mae Rim District, designated as MIKE ROMEO (1855.0N 9857.1E), Which is approximately 9 NM on R-353 of CMA VOR. When reaching MR the aircraft will be instructed to join aerodrome traffic circuit accordingly.

  2. Aircraft entering to land from northeast of Chiang Mai International Airport, shall report over Doi Saket District, designated as DELTA SIERRA (1852.5N 9908.5E) and San Sai District, designated as DELTA SIERRA (1851.5N 9903.0E) Which are approximately 12 NM on R-057 and 7 NM on R-043 of CMA VOR respectively. When reaching DS the aircraft will be instructed to join aerodrome traffic circuit accordingly.

  3. Aircraft entering to land from east of Chiang Mai International Airport, shall report over San Kampaeng District, designated as SIERRA KILO (1844.5N 9907.5E) Which is approximately 9 NM on R-099 of CMA VOR. When reaching SK the aircraft will be instructed to join aerodrome traffic circuit accordingly.

  4. Aircraft entering to land from south of Chiang Mai International Airport, shall report over Mae Tha District, designated as MIKE TANGO (1827.5N 9908.0E) and Sarapi District as SIERRA INDIA (1843.0N 9902.0E) Which are approximately 21 NM on R-152 and 5 NM on R-130 of CMA VOR respectively. When reaching SI the aircraft will be instructed to join aerodrome traffic circuit accordingly.

1.1.2 Aerodrome traffic circuit
  1. Using runway 18 by entering left traffic circuit only.

  2. Using runway 36 by entering right traffic circuit only.

1.1.3 Overhead approach pattern
  1. Using runway 18 by left turn pattern.

  2. Using runway 36 by right turn pattern.

2.  STARTING UP PROCEDURE
2.1  Chiang Mai International Airport
2.1.1 All IFR aircraft are to call “Ground Control” 5 minutes prior to start up request for ATC clearance.
2.1.2 Pilot are to inform “Ground Control” their call signs, and proposed flight level if it is different from the flight plan when they make the call as item 2.1.1 above.
2.1.3 In order to provide a more flexible ground traffic movement all domestic departures shall on longer be required to be ready to taxi within 5 minutes after clearance received.
3.  LOW VISIBILITY PROCEDURES (LVP)
3.1  RWY 36 is equipped with ILS and is approved for CAT I operations.
3.2 Low visibility procedures will be established when a visibility of less than RVR 550 M or a cloud base of less than 200 FT.
3.3 Airports low visibility procedures will be enforced based on 2 Phases of Low visibility conditions (LVC) as following.
3.3.1 LVC Phase A (RVR 100 M-550 M)
3.3.1.1 LVC Phase A will be established when RVR is less than 550 M but not less than 100 M
3.3.1.2 All ground operators will be informed by both flashing-orange lights and Follow-me broadcasting
3.3.1.3 Standard Operating Procedures (SOPs) for low visibility condition shall be strictly applied by all ground operators. Advices or instructions by duty officer shall be followed due to safety.
3.3.1.4 Vehicles wishing to operate on service road shall maintain speed within 20 KM/HR and vehicles operation in apron area shall maintain speed within 10 KM/HR. Be sure that all vehicles turn on their head lamps and obstacle lights throughout the area of operations
3.3.2 LVC Phase B (RVR < 100 M)
3.3.2.1 LVC Phase B will be established when RVR is less than 100 M
3.3.2.2 All ground operators will be informed by both flashing-white lights and Follow-me broadcasting.
3.3.2.3 Standard Operating Procedures (SOPs) for low visibility condition shall be strictly applied by all ground operators. Advices or instructions by duty officer shall be followed due to safety.
3.3.2.4 All non-essential vehicles shall be vacated. Wheel-shock must be placed and tow bar must be disconnected
3.3.2.5 All operations in apron area are restricted.
3.4 Termination of low visibility procedures (RVR > 800 M)
3.4.1 All ground operators will be informed when low visibility conditions is terminated by broadcasting and all warning lights are turned of
3.4.2 All ground operators shall resume normal operations.
4.  SAFEGATE DOCKING SYSTEM – IN SYSTEM AT CHIANG MAI INTL AIRPORT
4.1 INTRODUCTION
4.1.1 The SAFEGATE Docking System – in system is install at bay 3, 4, 5, 6, 7 and 8
4.1.2 The system enables the pilots seated on the left of the cockpit to position his aircraft on the correct stand centre line and stop position
4.2 PILOT OPERATING INSTRUCTION
4.2.1 Safety procedure
  1. General warning

    The DGS system has a built-in error detection program to inform the aircraft pilot of impending dangers during the docking procedure.

    If the pilot is unsure of the information, being shown on the DGS display unit, he must immediate stop the aircraft and obtain further information for clearance.

  2. Item to check before entering the stand area

    Warning: The pilot shall not enter the stand area, unless the docking system first is showing the vertical running arrows. The pilot must not proceed beyond the bridge, unless these arrows have been superseded by the closing rate bar.

    Warning: The pilot shall not enter the stand area, unless the aircraft type displayed is equal to the approaching aircraft/ The Correctness of other information, such as ‘door 2’, shall also be checked.

  3. The SBU message

    The message STOP SBU means that docking has been interrupted and has to be resumed only by manual guidance. Do not try to resume docking without manual guidance.


START-OF-DOCKING

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


CAPTURE

The floating arrows indicate that the system is activated and in capture mode, searching for an approaching aircraft.

If shall be checked that the correct aircraft type is displayed. The lead-in line shall be followed.

The pilot must not proceed beyond the bridge, unless the arrows have been superseded by closing rate bar.


TRACKING

When the aircraft has been caught by the laser, the floating arrow is replaced by the yellow centre line indicator.

A flashing red arrow indicates the direction to turn.

The vertical yellow arrow shows position in relation to the centre line. This indicator give correct position and azimuth guidance.


CLOSING RATE

Display of digital countdown will start when the aircraft is 20 M from stop position.

When the aircraft is less than 12 M from the stop position, the closing rate is indicated by turning off one row of the centre line symbol per 0.5 M, covered by the aircraft. Thus, when the last row is turned off, 0.5 M remains to stop.


ALIGNED TO CENTRE

The aircraft is 8 M from the stop position. The absence of any direction arrow indicates an aircraft on the centre line.


SLOW DOWN .

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


AZIMUTH GUIDANCE.

The aircraft is 4 M from the stop-position. The yellow arrow indicates an aircraft to the right of the centre line, and the red flashing arrow indicates the direction to turn.


STOP POSITION REACHED .

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


DOCKING COMPLETE .

When the aircraft has parked, OK will be displayed.


OVERSHOOT .

If the aircraft overshoot the stop-position, TOO FAR will be displayed.



STOP SHORT .

If the aircraft is found standing still but has not reached the intended stop position, the message STOP OK will be shown after a while.


WAIT .

If some object is blocking the view toward the approaching aircraft or the detected aircraft is lost during docking, before 12 M to STOP, the display will show WAIT. The docking will continue as soon as the blocking object has disappeared or the system detects the aircraft again.

As the aircraft is approaching the stop position, the aircraft geometry is being checked. If, for any reason, aircraft verification is not made 12 M before the stop-position, the display will show WAIT, STOP and ID FAIL. The text will be alternating on the upper two row of the display .

The pilot must not proceed beyond the bridge, unless the “WAIT” message has been superseded by the closing rate bar.


BAD WEATHER CONDITION .

During heavy fog, rain or snow, the visibility for the docking system can be reduced.

When the system is activated and in capture mode, the display will deactivate the floating arrows and show DOWN GRADE.

This message will be superseded by the closing rate bar, as soon as the System detects the approaching aircraft.

The pilot must not proceed beyond the bridge, unless the DOWN GRADE text has been superseded by the closing rate bar.



AIRCRAFT VERIFICATION FAILURE .

During entry into the stand, the aircraft geometry is being checked. If, for any reason, aircraft verification is not made 40 FT metres before the stop-position, the display will first show WAIT and make a second verification check. If this fails STOP and ID FAIL will be displayed. The text will be alternating on the upper two rows of the display.

The pilot must not proceed beyond the bridge without manual guidance, unless the WAIT message has been superseded by the closing rate bar.



GATE BLOCKED .

If an object is found blocking the view from the DGS to the planned stop position for the aircraft, the docking procedure will be halted with a GATE BLOCK message. The docking procedure will resume as soon as the blocking object has been removed.

The pilot must not proceed beyond the bridge without manual guidance, unless the WAIT message has been superseded by the closing rate bar.



VIEW BLOCKED

If the view towards the approaching aircraft is hindered for instance by dirt on the window, the DGS will report a view block condition. Once the system is able to see the aircraft through the dirt, the message will be replaced with a closing rate display.

The pilot must not proceed beyond the bridge without manual guidance, unless the WAIT message has been superseded by the closing rate bar



SBU-STOP

Any unrecoverable error during the docking procedure will generate an SBU condition. The display will show red stop bar and the text STOP SBU.

A manual backup procedure must be used for docking guidance.



TOO FAST

If the aircraft approaches with a speed higher than the docking system can handle, the message STOP (with red squares) and TOO FAST will be displayed.

The docking system must be re-started or docking procedure completed by manual guidance.


EMERGENCY STOP

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


CHOCKS ON

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


ERROR

If a system error occurs, the message ERROR is display with an error code. The code is used for maintenance purposes and explained else where.


SYSTEM BREAKDOWN

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

POWER FAILURE

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

VTCC  AD 2.21  NOISE ABATEMENT PROCEDURES

NIL

VTCC  AD 2.22  FLIGHT PROCEDURE

1.  IMPLEMENTATION OF THE CONTINUOUS DESCENT OPERATIONS (CDO)FOR ARRIVALS INTO CHIANG MAI INTERNATIONAL AIRPORT
1.1  Introduction
1.1.1 As part of AEROTHAI’s ongoing efforts to improve operational efficiency and air traffic management, Continuous Descent Operations (CDO) will commence from 0000 UTC on 19 September 2013 with trial period from 0000 UTC on 18 August 2013 until 2359 UTC on 18 September 2013. CDO is an operation, enabled by airspace design, procedure design and ATC facilitation, in which an aircraft descends continuously, to the greatest possible extent, by employing minimum engine thrust, ideally in a low drag configuration, prior to Final Approach Fix / Final Approach Point
1.1.2 Vertical profile of CDO aims to improve flight stability (minimal level-off), increase terrain safety, ensure environmental friendly procedures by reducing aircraft noise, fuel consumption and emissions, enhance flight punctuality and predictability, as well as other economic benefits for flights into Chiang Mai International Airport
1.2 Condition of Use
1.2.1 Conditions for Conducting a CDO
1.2.1.1 CDO application must be under surveillance environment.
1.2.1.2 CDO can be requested by pilot or initiated by ATC

Pilot should request CDO at least 5 minutes prior to reaching Top of Descent (TOD) for any type of approach.

Note: 1.There is limited benefit if CDO clearance is received at altitude lower than 10,000 FT.

Note: 2.In case of CDO procedure being impractical due to an emergency, weather condition, traffic situation or any other reasons, an alternate instruction will be issued by ATC, or requested by pilot.

1.2.2 Application of Other ATC Procedures
1.2.2.1 When conducting CDO, standard ATC procedures continue to apply. ATC may issue clearance to an intermediate approach level while facilitating a CDO profile.
1.2.2.2 In doing so, ATC shall endeavour to issue further descent clearance prior to the CDO flight reaching the last assigned altitude so as to prevent aircraft from levelling off.
1.2.3 Change of Runway-In-Use
1.2.3.1 In case of change on Runway-in-Use prior to aircraft reaching Final Approach Fix, i.e. from RWY36 to RWY18 CDO procedure shall be cancelled.
1.2.3.2 Pilot should then re-plan arrival route to the revised landing runway and inform ATC if the flight would still be able to meet all required speed/altitude restrictions
1.2.4 Aircraft Type

CDO procedure is applicable for any RNAV-capable aircraft.

1.2.5 Arrival Routes

CDO procedure is in place for all aircraft on A464 and Y6 inbound to Chiang Mai International Airport

1.2.6 Operations Time

CDO is available 24 hours.

Note: Refer to AIP Thailand for availability of Y6.

1.2.7 Available Runway

CDO procedure is available for RWY36.

1.2.8 Types of Approach
1.2.8.1 ILS or LOC RWY36
1.2.8.2 RNAV (GNSS) RWY36
1.2.9 Speed

When traffic permits, aircraft will operate at an optimum speed calculated by FMS, depending on aircraft type. The following speed guidance should be applicable in case of high traffic volume.

Flight Status Speed Range
Above 10 000 FT250 - 320 IAS
Below 10 000 FT220 - 250 IAS
Final Segment (up to 4 NM) 160 - 180 IAS
1.2.10 Minimum Flight Altitude
1.2.10.1 Outside CMA TMA, aircraft shall comply with altitude constraints of the CDO procedure.
1.2.10.2 During CDO, minimum safety altitudes are identical to those within Instrument Approach Procedures requested.
1.3  CDO Procedure
1.3.1 Before aircraft reaching TOD (approximately 150 NM from the airport), either pilot or ATC can initiate CDO using phraseologies described in para 1.4
1.3.2 When all requirements for CDO are met and situation permits, CDO will commence.
1.3.3  Pilot shall operate aircraft FMS to plan optimal descent profile and report CDO execution upon commencing descent.
1.3.4  Aircraft should descend continuously on normal arrival route to Chiang Mai TMA
1.3.5 Longitudinal separation required will be at least 3 minutes between CDO traffic.
1.3.6 Operations without Vectoring
1.3.6.1 ILS or LOC RWY36 Procedure
  1. Aircraft Arriving on A464

    1. After passing KEDOB (38 NM from CMA DVOR, altitude not lower than 9,000 FT) then proceed to TOONY (IAF) and follow the ILS or LOC RWY36 procedure as published in AIP Thailand, or

    2. After passing KEDOB (38 NM from CMA DVOR, altitude not lower than 9,000 FT), the pilot may request permission to fly directly to (IF); however, this would be an ATC’s jurisdiction whether the request can be approved, depending on traffic conditions. In this case, the pilot shall fly directly to IF altitude 3,500 FT and cross 25 NM altitude not lower than 6,000 FT, following the ILS or LOC RWY36 procedure as published in AIP Thailand.

  2. Aircraft Arriving on Y6

    After passing MARNI (38 NM from CMA DVOR, altitude not lower than 9,000 FT), then direct IF altitude 3,500 FT and cross 25 NM altitude not lower than 6,000 FT, following the ILS or LOC RWY36 procedure as published in AIP Thailand

1.3.6.2 RNAV (GNSS) RWY36 Procedure
  1. Aircraft Arriving on A464

    1. After passing KEDOB (38 NM from CMA DVOR, altitude not lower than 9,000 FT), then proceed to TOONY (IAF) and follow the RNAV(GNSS) RWY36 procedure as published in AIP Thailand, or

    1. After passing KEDOB (38 NM from CMA DVOR, altitude not lower than 9,000 FT), the pilot may request permission to fly directly to MAKOK (IF); however, this would be an ATC’s jurisdiction whether the request can be approved, depending on traffic conditions. In this case, the pilot shall fly directly to MAKOK (IF) altitude 5,600FT and cross 25 NM altitude not lower than 6,600 FT, following the RNAV (GNSS) RWY36procedure as published in AIP Thailand.

  2. Aircraft Arriving on Y6

    After passing MARNI (38 NM from CMA DVOR, altitude not lower than 9,000 FT), then direct MAKOK (IF) altitude 5,600 FT and cross 25 NM altitude not lower than 6,600 FT, following the RNAV (GNSS) RWY36 procedure as published in AIP Thailand.

1.3.7 Operations under Vectoring
1.3.7.1 Pilot should receive CDO clearance at altitude not lower than 10,000 FT.
1.3.7.2 ATC shall provide vectoring guidance and distance to go for pilot
1.3.8 Radio Communications Failure
1.3.8.1 In the event of radio communication failure, CDO flight will be terminated immediately.
1.3.8.2 Pilot is to apply radio failure procedure stated in AIP Thailand ENR 1.6-6 para 6
1.4 Phraseology
1.4.1 The following phraseology enables clear and concise communications between pilot and controller to maintain safety of CDO arrivals
1.4.2 ATC-initiated CDO

“(aircraft call sign), (ATC unit), CDO AVAILABLE, DO YOU ACCEPT?”

1.4.3 Pilots response to ATC-initiated CDO
1.4.3.1 “(aircraft call sign), ACCEPT CDO”
1.4.3.2 “(aircraft call sign), NEGATIVE CDO”
1.4.4 Pilot-requested CDO

“(ATC Unit), (aircraft call sign), REQUEST CDO (type of approach) APPROACH RWY36

1.4.5 Approval by Bangkok Area Control Centre

“(aircraft call sign), CLEARED DIRECT TO (point), CDO DESCEND [(level) or (altitude), QNH (number)]”

1.4.6 Denial from Bangkok Area Control Centre
1.4.6.1 “(aircraft call sign), NEGATIVE CDO, DUE TO (reason)”
1.4.6.2 “(aircraft call sign), EXPECT CDO FROM CHIANG MAI APPROACH
1.4.7 Approval by Chiang Mai Approach Control Unit
1.4.7.1 “(aircraft call sign), DIRECT TO (point), DESCEND [(level) or (altitude), QNH (number)], CLEARED CDO (type of approach) APPROACH RWY36, REPORT ESTABLISHED”
1.4.7.2 “(aircraft call sign), DESCEND INITIALLY [(level) or (altitude), QNH (number)], CDO APPROVED”
1.4.8 When vectoring for CDO

“(aircraft call sign), VECTORING FOR CDO, FLY HEADING (number), DESCEND [(level) or (altitude), QNH (number)], TRACK MILE (number)”

1.4.9 CDO Cancellation

“(aircraft call sign), CANCEL CDO DUE TO (reason), (STOP) DESCEND [(level) or (altitude), QNH (number)]”

1.4.9.1  “(aircraft call sign), DUE TO (reason), CDO IS NOW TERMINATED”
1.4.10 Resuming CDO

“(aircraft call sign), RESUME CDO, DCT (point), DESCEND [(level) or (altitude), QNH (number)], CLEARED (type of approach) APPROACH RWY (number)”

1.4.11 Pilot report leaving

“(aircraft call sign), CDO LEAVING (level)”

1.4.12  Warning of aircraft below CDO profile

“(aircraft call sign), BELOW CDO PROFILE, ALTITUDE SHOULD BE (altitude) OR ABOVE”

1.5 Information / Training
1.5.1 Each airline must ensure that, for each type of aircraft, pilots are aware of CDO performance requirements
1.5.2 Airlines are expected to define strategy to be adopted to drag-generating parts extension to stabilize aircraft in landing configuration at an altitude in compliance with flight safety, taking into account glide path at 3° in Final Approach.
1.6 CDO Implementation

CDO for arrivals at Chiang Mai International Airport will be implemented with effect from 0000UTC on 19 September 2013.

2.  VFR HELICOPTER ROUTES WITHIN CHIANG MAI INTERNATIONAL AIRPORT AREA

Helicopter Operating Procedures as follow;

2.1 Helicopters flying VFR shall operate on the VFR helicopter routes under VMC while entering, leaving or transiting over Chiang Mai controlled airspace, in accordance with the attached chart, except when directed by air traffic controllers.
2.2  Helicopters shall maintain 500 FT above ground level when following the VFR helicopter routes and make position reports of each reporting point on the VFR helicopter routes, unless otherwise advised by air traffic controllers.
2.3 Helicopters intending to fly via positions/points which not prescribed on the VFR helicopter routes shall advise air traffic controllers.
2.4 ATC instructions for helicopters operating on the VFR helicopter routes shall be issued as follows: (aircraft call sign) CLEARED TO (destination or point) VIA HELICOPTER ROUTES, MAINTAIN (altitude) REPORT ESTABLISHED [or REPORT OVER (point)]
2.5 Helicopters are responsible for obstacle and terrain clearance, if any manoeuvres deviate from the assigned VFR helicopter routes, regarding obstacle or terrain, the helicopter pilots shall advise air traffic controllers for such manoeuvres and, afterwards, resume on the VFR helicopter routes as soon as practicable.
2.6  Helicopters shall maintain own separation from other VFR traffic within Chiang Mai International Airport area, including Class G airspace. Air traffic controllers will provide traffic information, regarding known traffic, when available.
2.7 Air traffic controllers may instruct helicopters to fly via published VFR reporting points or instruct the helicopters to hold over any positions/points deemed necessary, depending on traffic conditions.
2.8 If helicopters encounter visibility below VMC minima during flight, the helicopter pilots shall advise air traffic controllers without delay
2.9 Helicopters shall maintain two-way communication with Chiang Mai Tower or Chiang Mai Approach while in Chiang Mai controlled airspace and shall change over to other units only when instructed to do so by the controllers.
2.10 Before taking off from heliports or helipads within Chiang Mai controlled airspace, helicopters shall contact Chiang Mai Tower on frequency 118.1 MHZ or Chiang Mai Approachon frequency 129.6 MHZ. If such communication could not be done, helicopter pilots/operators shall use other available means, e.g. telephones, to receive departure instructions and necessary information prior to take-off.
2.11  After take-off, two-way radio communication shall be established as soon as possible. If helicopters are unable to contact the ATC units before reaching altitude 500 FT above ground level, e.g. due to communication equipment failure, the helicopters shall return to land for solving the problem and notify Chiang Mai Tower by telephone.
2.12 In case where helicopters departing from outside Chiang Mai controlled airspace are unable to contact Chiang Mai Approach or Chiang Mai Tower before entering Chiang Mai controlled airspace, the helicopters shall enter the VFR helicopter routes via the nearest reporting point and fly on the VFR helicopter routes to the destination as filed in the flight plan or as latest notified to air traffic controllers.
2.13 The completion of landings at heliports or helipads within Chiang Mai controlled airspace shall be notified to Chiang Mai Tower by radio or telephone as soon as practicable.
2.14 Table of VFR reporting points for helicopters within Chiang Mai Control Zone

No. Reporting Point LandmarkRadial/DME from CMA VOR Lat/Long
1.MAE RIM Dararassamee Police CampR-354/9.0D185456.84N 985631.35E
2.MAE JOMae Jo JunctionR-021/8.1D 185334.55N 990037.99E
3.PA LANBor Hin IntersectionR-039/8.3D 185228.96N 990305.72E
4.SAN NA MENGWest of the 8 BuildingR-055/6.4D 184945.62N 990305.78E
5.SAN KLANG San Klang Village R-088/5.2D 184611.43N 990305.67E
6.BO SANGBo Sang IntersectionR-092/6.8D 184550.47N 990452.92E
7.TOTTOT Office Building R-131/6.7D184139.58N 990305.75E
8.DOI TIDoi Ti JunctionR-159/13.9D 183259.96N 990305.68E
9.TON TONGSouth of SchoolR-185/13.6D 183220.64N 985639.70E
10.THA WANG PRAOTha Wang Prao IntersectionR-203/15.1D 183150.66N 985146.99E
11.NAM PRAEReservoirR-228/6.8D184121.00N 985226.00E
12.ROYAL FLORARoyal Park Rajapruek R-242/2.3D 184449.59N 985531.47E
2.15 VFR helicopter routes for departure and arrival at Chiang Mai International Airport (VTCC)

Direction of Flight Reporting Point Reporting Point Reporting Point Reporting Point Reporting Point
VTCC – NORTHWEST BOUND AND NORTHBOUNDSAN KLANGSAN NA MENGPA LAN MAE JO MAE RIM
VTCC – NORTHEAST BOUNDSAN KLANGSAN NA MENG   
VTCC – EASTBOUNDSAN KLANG    
VTCC – SOUTHEAST BOUND AND SOUTHBOUND SAN KLANGTOTDOI TI  
VTCC – WESTBOUND AND SOUTHWEST BOUND ROYAL FLORANAM PRAETHA WANG PRAO  
2.16 VFR helicopter routes for departure and arrival at Dararassamee Police Camp (HDR) and Ban Rim Tai

Direction of Flight Reporting Point Reporting Point Reporting Point Reporting Point Reporting Point Reporting Point
HDR – EASTBOUND MAE JOPA LANSAN NA MENG BO SANG  
HDR – SOUTHEAST BOUND AND SOUTHBOUND MAE JOPA LANSAN NA MENG SAN KLANG TOTDOI TI
HDR – SOUTHWEST BOUND MAE JOPA LANSAN NA MENG SAN KLANG TOTDOI TI
TON TONGTHA WANG PRAO     
2.17 VFR helicopter routes for departure and arrival at Khun Nane (HKN) and Three King RTA Camp (HTK)

Direction of Flight Reporting Point Reporting Point Reporting Point Reporting Point Reporting Point Reporting Point
HKN – NORTHEAST BOUND PA LAN     
HKN – EASTBOUND PA LANSAN NA MENG BO SANG   
HKN – SOUTHEAST BOUND AND SOUTHBOUND PA LANSAN NA MENG SAN KLANGTOTDOI TI 
HDR – SOUTHWEST BOUND PA LANSAN NA MENG SAN KLANGTOTDOI TITON TONG
THA WANG PRAO      
2.18 VFR helicopter routes for departure and arrival at Pra Pin Klao RTA Camp (HPK) and Battalion Development 3 (HPN)

Direction of FlightReporting Point Reporting Point Reporting Point Reporting Point Reporting Point Reporting Point
HPK – NORTHWEST BOUND AND NORTHBOUND PA LANMAE JO MAE RIM    
HPK – NORTHEAST BOUND PA LAN     
HPK – EASTBOUND PA LANSAN NA MENG BO SANG   
HPK – SOUTHEAST BOUND AND SOUTHBOUND PA LANSAN NA MENG SAN KLANG TOTDOI TI  
HPK – SOUTHWEST BOUND PA LANSAN NA MENG SAN KLANG TOTDOI TI TON TONG
THA WANG PRAO      
2.19 VFR helicopter routes for departure and arrival at Phamuang Force, Nong Hor (HNH)

Direction of FlightReporting Point Reporting Point Reporting Point Reporting Point Reporting Point Reporting Point
HNH – WESTBOUND NORTHWEST BOUND AND NORTHBOUNDSAN NA MENGPA LANMAE JO MAE RIM  
HNH – NORTHEAST BOUND SAN NA MENG     
HNH – EASTBOUNDSAN NA MENGBO SANG    
HNH – SOUTHEAST BOUND AND SOUTHBOUNDSAN NA MENGSAN KLANG TOTDOI TI   
HNH – SOUTHWEST BOUND SAN NA MENGSAN KLANGTOTDOI TI TON TONGTHA WANG PRAO
2.20 VFR helicopter routes for departure and arrival at Kawila RTA Camp (HKW) and Pa Dad helipad (HPD)

Direction of FlightReporting Point Reporting Point Reporting Point Reporting Point Reporting Point
HKW – NORTHWEST BOUND AND NORTHBOUND SAN KLANG SAN NA MENGPA LANMAE JOMAE RIM
HKW – NORTHEAST BOUNDSAN KLANG SAN NA MENG   
HKW – EASTBOUNDSAN KLANG     
HKW – SOUTHEAST BOUND AND SOUTHBOUND SAN KLANG TOT DOI TI  
HKW – SOUTHWEST BOUNDSAN KLANG TOT DOI TITON TONGTHA WANG PRAO
2.21 VFR helicopter routes for departure and arrival at Rue See Base (HRS)

Direction of FlightReporting Point Reporting Point Reporting Point Reporting Point Reporting Point
HRS –NORTHBOUNDSAN KLANG SAN NA MENGPA LANMAE JOMAE RIM
HRS – NORTHEAST BOUNDSAN KLANG SAN NA MENG   
HRS – EASTBOUNDSAN KLANG     
HRS – SOUTHBOUND SOUTHEAST BOUND AND SOUTHWEST BOUND NAM PRAE THA WANG PRAO    
2.22 VFR helicopter routes for departure and arrival at EGAT Hang Dong (HEG)

Direction of FlightReporting Point Reporting Point Reporting Point Reporting Point Reporting Point Reporting Point
HEG – NORTHBOUND TOT SAN KLANG SAN NA MENG PA LANMAE JOMAE RIM
HEG – NORTHEAST BOUND TOT SAN KLANG SAN NA MENG    
HEG – EASTBOUNDTOT SAN KLANG     
HEG – SOUTHBOUND SOUTHEAST BOUND AND SOUTHWEST BOUND NAM PRAETHA WANG PRAO     

VTCC  AD 2.23  ADDITIONAL INFORMATION

1.  Operation of all non-scheduled flight at Chiang Mai International Airport
1.1 All aircrafts wishing to operate at Chiang Mai International Airport shall adhere to the following procedures
1.1.1 All flights, including flight selecting Chiang Mai International Airport as alternate aerodromes shall have handling agent at Chiang Mai International Airport.
1.1.2 Nose-in parking is applicable to all aircrafts.
1.1.3 All aircrafts ready to taxi out shall prepare their own tow bars.

Remark : Aircraft below letter “C” is allowed to self-manoeuvre but must inform to Chiang Mai International Airport before doing so. Moreover, aircraft below letter “C” shall be correctly bonded and correct earthing procedure shall be employed.

VTCC  AD 2.24  CHARTS RELATED TO AN AERODROME

Chart name

Page

Aerodrome chart - ICAO

AD 2-VTCC-2-1

Aircraft Parking / Docking Chart – ICAO

AD 2-VTCC-2-3

Aerodrome Ground Movement Chart - ICAO

AD 2-VTCC-2-5

Aerodrome Obstacle Chart - ICAO Type A - RWY 18/36

AD 2-VTCC-3-1

Area Chart - ICAO

AD 2-VTCC-5-1

Standard Departure Chart - Instrument (SID) - ICAO - RWY 18

AD 2-VTCC-6-1

Standard Departure Chart - Instrument (SID) - ICAO - RWY 18 (Tabular description 1)

AD 2-VTCC-6-2

Standard Departure Chart - Instrument (SID) - ICAO - RWY 18 (Tabular description 2)

AD 2-VTCC-6-3

Standard Departure Chart - Instrument (SID) - ICAO - RWY 36

AD 2-VTCC-6-5

Standard Departure Chart - Instrument (SID) - ICAO - RWY 36 (Tabular description 1)

AD 2-VTCC-6-6

Standard Departure Chart - Instrument (SID) - ICAO - RWY 36 (Tabular description 2)

AD 2-VTCC-6-7

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 36 - LAMUN1N VISES1N

AD 2-VTCC-6-9

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 36 - LAMUN1N VISES1N (Tabular description)

AD 2-VTCC-6-10

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 36 - LAMUN1X VISES1X

AD 2-VTCC-6-11

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 36 - LAMUN1X VISES1X (Tabular description)

AD 2-VTCC-6-12

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 36 - ADLUS1N ASAVI1N ENBAT1N GOGOP1N KABMU1N MONLO1N PANTA1N PUMAM1N

AD 2-VTCC-6-13

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 36 - ADLUS1N ASAVI1N ENBAT1N GOGOP1N KABMU1N MONLO1N PANTA1N PUMAM1N (Tabular description 1)

AD 2-VTCC-6-14

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 36 - ADLUS1N ASAVI1N ENBAT1N GOGOP1N KABMU1N MONLO1N PANTA1N PUMAM1N (Tabular description 2)

AD 2-VTCC-6-15

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 36 - ADLUS1N ASAVI1N ENBAT1N GOGOP1N KABMU1N MONLO1N PANTA1N PUMAM1N (Waypoint list table)

AD 2-VTCC-6-16

Standard Arrival Chart - Instrument (STAR) - ICAO - RNAV RWY 36 - LAMUN1A VISES1A

AD 2-VTCC-7-1

Standard Arrival Chart - Instrument (STAR) - ICAO - RNAV RWY 36 - LAMUN1A VISES1A (Tabular description)

AD 2-VTCC-7-2

Standard Arrival Chart - Instrument (STAR) - ICAO - RNAV RWY 36 - ADLUS1A ASAVI1A ENBAT1A GOGOP1A KABMU1A MARNI1A MONLO1A PANTA1A PUMAM1A

AD 2-VTCC-7-3

Standard Arrival Chart - Instrument (STAR) - ICAO - RNAV RWY 36 - ADLUS1A ASAVI1A ENBAT1A GOGOP1A KABMU1A MARNI1A MONLO1A PANTA1A PUMAM1A (Tabular description 1)

AD 2-VTCC-7-4

Standard Arrival Chart - Instrument (STAR) - ICAO - RNAV RWY 36 - ADLUS1A ASAVI1A ENBAT1A GOGOP1A KABMU1A MARNI1A MONLO1A PANTA1A PUMAM1A (Tabular description 2)

AD 2-VTCC-7-5

Standard Arrival Chart - Instrument (STAR) - ICAO - RNAV RWY 36 - ADLUS1A ASAVI1A ENBAT1A GOGOP1A KABMU1A MARNI1A MONLO1A PANTA1A PUMAM1A (Waypoint list table)

AD 2-VTCC-7-6

Instrument Approach Chart - ICAO - VOR RWY 36

AD 2-VTCC-8-1

Instrument Approach Chart - ICAO - VOR RWY 36 (Fix and point list table)

AD 2-VTCC-8-2

Instrument Approach Chart - ICAO - ILS or LOC RWY 36

AD 2-VTCC-8-3

Instrument Approach Chart - ICAO - ILS or LOC RWY 36 (Fix and point list table)

AD 2-VTCC-8-4

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 18

AD 2-VTCC-8-5

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 18 (Tabular description)

AD 2-VTCC-8-6

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 18 (Waypoint list table)

AD 2-VTCC-8-7

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 36

AD 2-VTCC-8-9

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 36 (Tabular description)

AD 2-VTCC-8-10