JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21)

f. any other information such as flight altitude, radio frequencies guarded, languages used and

secondary surveillance radar modes and codes.

(Annex 10, Vol II, 5.3.3.4.2)

Action by the Station Addressed or by Other Stations Receiving a Medical
Transports Message

5.3.5.1 The provisions of 5.3.2 and 5.3.3 shall apply as appropriate to stations receiving a medi-
cal transports message. (Annex 10, Vol II, 5.3.3.5.1)

COMMUNICATIONS FAILURE

GENERAL RULES

6.1.1  An aircraft operated as a controlled flight shall maintain continuous air-ground voice com-
munication watch on the appropriate communication channel of, and establish two-way communi-
cation as necessary with, the appropriate air traffic control unit, except as may be prescribed by
the appropriate ATS authority in respect of aircraft forming part of aerodrome traffic at a controlled
aerodrome. (Annex 2, 3.6.5.1)
NOTE 1: SELCAL or similar automatic signalling devices satisfy the requirement to maintain a lis-
tening watch.
NOTE 2: The requirement for an aircraft to maintain an air-ground voice communication watch
remains in affect after CPDLC has been established.
6.1.2  If a communication failure precludes compliance with 6.1.1, the aircraft shall comply with
the communication failure procedures in 6.2 below, and with such of the following procedures as
are appropriate. The aircraft shall attempt to establish communications with the appropriate air
traffic control unit using all other available means. In addition, the aircraft, when forming part of
the aerodrome traffic at a controlled aerodrome, shall keep a watch for such instructions as may
be issued by visual signals. (Annex 2, 3.6.5.2)
6.1.2.1  If in visual meteorological conditions, the aircraft shall:

a. continue to fly in visual meteorological conditions;
b. land at the nearest suitable aerodrome; and

c. report its arrival by the most expeditious means to the appropriate air traffic control unit.

(Annex 2, 3.6.5.2.1)
6.1.2.2 If in instrument meteorological conditions or when the pilot of an IFR flight considers it
inadvisable to complete the flight in accordance with 6.1.2.1 the aircraft shall:

a. unless otherwise prescribed on the basis of regional air navigation agreement, in airspace

where radar is not used in the provision of air traffic control, maintain the last assigned speed
and level, or minimum flight altitude if higher, for a period of 20 minutes following the air-
craft’s failure to report its position over a compulsory reporting point and thereafter adjust
level and speed in accordance with the filed flight plan;

5.3.5

6.1

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1505

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

b. in airspace where radar is used in the provision of air traffic control, maintain the last

assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes fol-
lowing:

1. the time the last assigned level or minimum flight altitude is reached; or
2. the time the transponder is set to Code 7600; or
3. the aircraft’s failure to report its position over a compulsory reporting point;

whichever is later, and thereafter adjust level and speed in accordance with the filed flight
plan;

c. when being radar vectored or having been directed by ATC to proceed offset using RNAV

without a specified limit, rejoin the current flight plan route no later than the next significant
point, taking into consideration the applicable minimum flight altitude;

d. proceed according to the current flight plan route to the appropriate designated navigation

aid or fix serving the destination aerodrome and, when required to ensure compliance with e.
below, hold over this aid or fix until commencement of descent;

e. commence descent from the navigation aid or fix specified in d. at, or as close as possible to,

the expected approach time last received and acknowledged; or, if no expected approach
time has been received and acknowledged, at, or as close as possible to, the estimated time
of arrival resulting from the current flight plan;

f. complete a normal instrument approach procedure as specified for the designated navigation

aid or fix; and

g. land, if possible, within thirty minutes after the estimated time of arrival specified in e. or the

last acknowledged expected approach time, whichever is later.

NOTE:

a. The provision of air traffic control service to other flights operating in the airspace concerned

will be based on the assumption that an aircraft experiencing radio failure will comply with
the rules in 6.1.2.2.

b. See also

AIR TRAFFIC CONTROL — International Civil Aviation Organization Rules of the

Air.

(Annex 2, 3.6.5.2.2)

AIR-GROUND COMMUNICATIONS FAILURE

6.2.1 When an aircraft station fails to establish contact with the aeronautical station on the des-
ignated frequency, it shall attempt to establish contact on another frequency appropriate to the
route. If this attempt fails, the aircraft station shall attempt to establish communication with other
aircraft or other aeronautical stations on frequencies appropriate to the route. In addition, an air-
craft operating within a network shall monitor the appropriate VHF frequency for calls from nearby
aircraft. (Annex 10, Vol II, 5.2.2.7.1.1)

6.2

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INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

6.2.2 If the attempts specified under 6.2.1 fail, the aircraft station shall transmit its message
twice on the designated frequency(ies), preceded by the phrase

“TRANSMITTING BLIND” and,

if necessary, include the addressee(s) for which the message is intended. (Annex 10, Vol II,
5.2.2.7.1.2)
Procedures for Air Navigation Services (PANS) Recommendation — In network operation, a
message which is transmitted blind should be transmitted twice on both primary and secondary
frequencies. Before changing frequency, the aircraft station should announce the frequency to
which it is changing. (Annex 10, Vol II, 5.2.2.7.1.2.1)

RECEIVER FAILURE

6.3.1 When an aircraft station is unable to establish communication due to receiver failure, it
shall transmit reports at the scheduled times, or positions, on the frequency in use, preceded by
the phrase

“TRANSMITTING BLIND DUE TO RECEIVER FAILURE”. The aircraft station shall

transmit the intended message, following this by a complete repetition. During this procedure, the
aircraft shall also advise the time of its next intended transmission. (Annex 10, Vol II,
5.2.2.7.1.3.1)
6.3.2 An aircraft which is provided with air traffic control or advisory service shall, in addition to
complying with 6.3.1, transmit information regarding the intention of the pilot-in-command with
respect to the continuation of the flight of the aircraft. (Annex 10, Vol II, 5.2.2.7.1.3.2)
6.3.3 When an aircraft is unable to establish communication due to airborne equipment failure it
shall, when so equipped, select the appropriate SSR code to indicate radio failure. (Annex 10, Vol
II, 5.2.2.7.1.3.3)

INTERCEPTION

See ATC — ICAO RULES OF THE AIR — ANNEX 2, Section 3.8.1 for related Montreal Protocol
— Article 3bis (b) information relating to Interception.

GENERAL

NOTE: The word “interception” in this context does not include intercept and escort service provi-
ded, on request, to an aircraft in distress, in accordance with the Search and Rescue Manual
(Annex 2, 3.8).
7.1.1 Interception of civil aircraft shall be governed by appropriate regulations and administrative
directives issued by contracting States in compliance with the Convention on International Civil
Aviation, and in particular Article 3(d) under which contracting States undertake, when issuing
regulations for their State aircraft, to have due regard for the safety of navigation of civil aircraft.
Accordingly, in drafting appropriate regulations and administrative directives due regard shall be
had to the provisions contained in the AIR TRAFFIC CONTROL — International Civil Aviation
Organization Rules of the Air, and the following paragraphs. (Annex 2, 3.8.1)

ACTION BY INTERCEPTED AIRCRAFT

7.2.1 An aircraft which is intercepted by another aircraft shall immediately:

6.3

7.1

7.2

EMERGENCY DATA - INTERNATIONAL CIVIL

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INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

a. follow the instructions given by the intercepting aircraft, interpreting and responding to visual

signals in accordance with the specifications in paragraph 7.4;

b. notify, if possible, the appropriate air traffic services unit;

c. attempt to establish radiocommunication with the intercepting aircraft or with the appropriate

intercept control unit, by making a general call on the emergency frequency 121.5 MHz,
giving the identity of the intercepted aircraft and the nature of the flight; and if no contact has
been established and if practicable, repeating this call on the emergency frequency 243.0
MHz;

d. if equipped with SSR transponder, select Mode A, Code 7700, unless otherwise instructed

by the appropriate air traffic services unit.

e. if equipped with ADS-B or ADS-C, select the appropriate emergency functionality, if availa-

ble, unless otherwise instructed by the appropriate air traffic services unit.

(Annex 2, Appendix 2, 2.1)
7.2.2 If any instructions received by radio from any sources conflict with those given by the inter-
cepting aircraft by visual signals, the intercepted aircraft shall request immediate clarification while
continuing to comply with the visual instructions given by the intercepting aircraft. (Annex 2,
Appendix 2, 2.2)
7.2.3 If any instructions received by radio from any sources conflict with those given by the inter-
cepting aircraft by radio, the intercepted aircraft shall request immediate clarification while con-
tinuing to comply with the radio instructions given by the intercepting aircraft. (Annex 2, Appendix
2, 2.3)

RADIOCOMMUNICATION DURING INTERCEPTION

7.3.1 If radio contact is established during interception but communication in a common lan-
guage is not possible, attempts shall be made to convey instructions, acknowledgement of
instructions and essential information by using the phrases and pronunciations in paragraph 7.5
and transmitting each phrase twice. (Annex 2, Appendix 2, 3)

7.3

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1508

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

Signals Initiated by Intercepting Aircraft and Responses by Intercepted
Aircraft (Annex 2, Appendix 1, 2.1)

SERIES

INTERCEPTING
Aircraft Signals

MEANING

INTERCEPTED

Aircraft Responds

MEANING

DAY or NIGHT — Rocking
aircraft and flashing naviga-
tional lights at irregular inter-
vals (and landing lights in the
case of a helicopter) from a
position slightly above and
ahead of, and normally to the
left of, the intercepted aircraft
(or to the right if the intercep-
ted aircraft is a helicopter)
and, after acknowledgement,
a slow level turn, normally to
the left, (or to the right in the
case of a helicopter) onto the
desired heading.
NOTE:

a. Meteorological condi-

tions or terrain may re-
quire the intercepting
aircraft to reverse the
positions and direction
of turn given above in
series 1.

b. If the intercepted aircraft

is not able to keep pace
with the intercepting air-
craft, the latter is expec-
ted to fly a series of
racetrack patterns and
to rock the aircraft each
time it passes the inter-
cepted aircraft.

You have been
intercepted.
Follow me.

DAY or NIGHT — Rock-
ing aircraft, flashing navi-
gational lights at irregular
intervals and following.
NOTE: Additional action
required to be taken by
intercepted aircraft is pre-
scribed in paragraph 7.2.

Understood,
will comply.

7.4.1

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1510

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

SERIES

INTERCEPTING
Aircraft Signals

MEANING

INTERCEPTED

Aircraft Responds

MEANING

DAY or NIGHT — An abrupt
breakaway maneuver from
the intercepted aircraft con-
sisting of a climbing turn of
90 degrees or more without
crossing the line of flight of
the intercepted aircraft.

You may pro-
ceed.

DAY or NIGHT — Rock-
ing the aircraft.

Understood,
will comply.

DAY or NIGHT — Lowering
landing gear (if fitted), show-
ing steady landing lights and
overflying runway in use or, if
the intercepted aircraft is a
helicopter, overflying the heli-
copter landing area. In the
case of helicopters, the inter-
cepting helicopter makes a
landing approach, coming to
hover near to the landing
area.

Land at this
aerodrome.

DAY or NIGHT — Lower-
ing landing gear, (if fit-
ted), showing steady
landing lights and follow-
ing the intercepting air-
craft and, if, after overfly-
ing the runway in use or
helicopter landing area,
landing is considered
safe, proceeding to land.

Understood,
will comply.

Signals Initiated by Intercepted Aircraft and Responses by Intercepting
Aircraft (Annex 2 Appendix 1, 2.2)

SERIES

INTERCEPTED

Aircraft Signals

MEANING

INTERCEPTING

Aircraft Responds

MEANING

DAY or NIGHT — Raising
landing gear (if fitted) and
flashing landing lights while
passing over runway in use
or helicopter landing area at
a height exceeding 300m
(1000') but not exceeding
600m (2000') (in the case of
a helicopter, at a height ex-
ceeding 50m (170') but not
exceeding 100m (330') above
the aerodrome level, and
continuing to circle runway in
use or helicopter landing
area. If unable to flash land-

Aerodrome
you have des-
ignated is in-
adequate.

DAY or NIGHT — If it is
desired that the intercep-
ted aircraft follow the in-
tercepting aircraft to an
alternate aerodrome, the
intercepting aircraft raises
its landing gear (if fitted)
and uses the Series 1
signals prescribed for in-
tercepting aircraft.

Understood,
follow me.

7.4.2

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1511

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

SERIES

INTERCEPTED

Aircraft Signals

MEANING

INTERCEPTING

Aircraft Responds

MEANING

ing lights, flash any other
lights available.

If it is decided to release
the intercepted aircraft,
the intercepting aircraft
uses the Series 2 signals
prescribed for intercept-
ing aircraft.

Understood,
you may
proceed.

DAY or NIGHT — Regular
switching on and off of all
available lights but in such a
manner as to be distinct from
flashing lights.

Cannot com-
ply.

DAY or NIGHT — Use
Series 2 signals prescri-
bed for intercepting air-
craft.

Understood.

DAY or NIGHT — Irregular
flashing of all available lights.

In distress.

DAY or NIGHT — Use
Series 2 signals prescri-
bed for intercepting air-
craft.

Understood.

INTERCEPTION PHRASEOLOGIES (Annex 2, Appendix 2, Table 2.1)

Phrases for use by INTERCEPTING Aircraft

Phrases for use by INTERCEPTED Aircraft

Phrase

Pronuncia-

tion

Meaning

Phrase

Pronuncia-

tion

Meaning

CALL SIGN

KOL SA-IN

What is your
call sign?

CALL SIGN
(call sign)

KOL SA-IN
(call sign)

My call sign is
(call sign)

FOL-LO

Follow me

WILCO

VILL-KO

Understood
will comply

DESCEND

DEE-

SEND

Descend for
landing

CAN NOT

KANN NOTT

Unable to
comply

YOU LAND

YOU LAAND

Land at this
aerodrome

REPEAT

REE-

PEET

Repeat your
instruction

PROCEED

PRO-

SEED

You may pro-
ceed

AM LOST

AM LOSST

Position un-
known

MAYDAY

I am in dis-
tress

HIJACK

HI-JACK

I have been hi-
jacked

7.5

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1512

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

Phrases for use by INTERCEPTING Aircraft

Phrases for use by INTERCEPTED Aircraft

Phrase

Pronuncia-

tion

Meaning

Phrase

Pronuncia-

tion

Meaning

LAND (place
name)

LAAND (place
name)

I request to
land at (place
name)

DESCEND

DEE-

SEND

I require de-
scent

In the Pronunciation column, syllables to be emphasized are bold / underlined.

The call sign required to be given is that used in radiotelephony communications with air traffic

services units and corresponding to the aircraft identification in the flight plan.

Circumstances may not always permit, nor make desirable, the use of the phrase “HIJACK”.

SEARCH AND RESCUE

COMMUNICATION FREQUENCIES

8.1.1 Where there is a requirement for the use of high frequencies for search and rescue scene
of action coordination purposes, the frequencies 3023 kHz and 5680 kHz shall be employed.
(Annex 10, Vol V, 2.2.1)
NOTE: Where civil commercial aircraft take part in search and rescue operations, they will nor-
mally communicate on the appropriate enroute channels with the flight information center associ-
ated with the rescue co-ordination center concerned.

PROCEDURES FOR A PILOT-IN-COMMAND INTERCEPTING A

DISTRESS TRANSMISSION

8.2.1 Whenever a distress transmission is intercepted by a pilot-in-command of an aircraft, the
pilot shall, if feasible:

a. acknowledge the distress transmission;
b. record the position of the craft in distress if given;

c. take a bearing on the transmission;

d. inform the appropriate rescue coordination centre or air traffic services unit of the distress

transmission, giving all available information; and

e. at the pilot’s discretion, while awaiting instructions, proceed to the position given in the trans-

mission.

(Annex 12, 5.7)

8.1

8.2

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1513

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

PROCEDURES FOR A PILOT-IN-COMMAND AT THE SCENE OF AN

ACCIDENT

8.3.1 When a pilot-in-command observes that either another aircraft or a surface craft is in dis-
tress, the pilot shall, if possible and unless considered unreasonable or unnecessary:

a. keep the craft in distress in sight until compelled to leave the scene or advised by the rescue

coordination centre that it is no longer necessary;

b. determine the position of the craft in distress;

c. as appropriate, report to the rescue coordination centre or air traffic services unit as much of

the following information as possible.

– type of craft in distress, its identification and condition;
– its position, expressed in geographical co-ordinates or in distance and true bearing from a

distinctive landmark or from a radio navigation aid;

– time of observation expressed in hours and minutes UTC;
– number of persons observed;
– whether persons have been seen to abandon the craft in distress;
– on-scene weather conditions;
– apparent physical condition of survivors;
– apparent best ground access route to the distress site; and

d. act as instructed by the rescue co-ordination center or the air traffic services unit.

(Annex 12, 5.6.2)
8.3.2  If the first aircraft to reach the scene of an accident is not a search and rescue aircraft it
shall take charge of on-scene activities of all other aircraft subsequently arriving until the first
search and rescue aircraft reaches the scene of the accident. If, in the meantime, such aircraft is
unable to establish communication with the appropriate rescue co-ordination center or air traffic
services unit, it shall, by mutual agreement, hand over to an aircraft capable of establishing and
maintaining such communications until the arrival of the first search and rescue aircraft. (Annex
12, 5.6.2.1)
8.3.3  When it is necessary for an aircraft to direct a surface craft to the place where an aircraft
or surface craft is in distress, the aircraft shall do so by transmitting precise instructions by any
means at its disposal. If no radio communication can be established the aircraft shall use the
appropriate visual signal in paragraph 8.4. (Annex 12, 5.6.5)
8.3.4  When it is necessary for an aircraft to convey information to survivors or surface rescue
units, and two-way communication is not available, it shall, if practicable, drop communication
equipment that would enable direct contact to be established, or convey the information by drop-
ping a hard copy message. (Annex 12, 5.6.3)

8.3

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1514

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

8.3.5 When a ground signal has been displayed, the aircraft shall indicate whether the signal
has been understood or not by the means described in 8.3.4 or, if this is not practicable, by use of
the appropriate visual signal in paragraph 8.4. (Annex 12, 5.6.4)

SEARCH AND RESCUE SIGNALS

General

8.4.1.1 The air-to-surface and surface-to-air visual signals in this section shall, when used, have
the meaning indicated therein. They shall be used only for the purpose indicated and no other sig-
nals likely to be confused with them shall be used. (Annex 12, 5.8.1)
8.4.1.2 Upon observing any of the signals given in this section, aircraft shall take such action as
may be required by the interpretation of the signal given. (Annex 12, 5.8.2)

Signals with Surface Craft

NOTE: The following replies may be made by surface craft to the signal in 8.4.2.1:

–

For acknowledging receipt of signals:

a. the hoisting of the “Code pennant” (vertical red and white stripes) close up (meaning

understood);

b. the flashing of a succession of “T’s” by signal lamp in the Morse code;

c. the changing of heading to follow the aircraft.

–

For indicating inability to comply:

a. the hoisting of the international flag “N” (a blue and white checkered square);
b. the flashing of a succession of “N’s” in the Morse code.

8.4.2.1 The following maneuvers performed in sequence by an aircraft mean that the aircraft
wishes to direct a surface craft towards an aircraft or a surface craft in distress:

a. circling the surface craft at least once;
b. crossing the projected course of the surface craft close ahead at low altitude and:

1. rocking the wings; or
2. opening and closing the throttle; or
3. changing the propeller pitch.

NOTE: Due to high noise level on-board surface craft, the sound signals in (2) and (3)
may be less effective than the visual signal in (1) and are regarded as alternative
means of attracting attention.

c. heading in the direction in which the surface craft is to be directed.

Repetition of such maneuvers has the same meaning. (Annex 12, Appendix A, 1.1)

8.4

8.4.1

8.4.2

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1515

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

8.4.2.2 The following maneuver by an aircraft means that the assistance of the surface craft to
which the signal is directed is no longer required:

– crossing the wake of the surface craft close astern at a low altitude and:

a. rocking the wings; or
b. opening and closing the throttle; or

c. changing the propeller pitch.

(Annex 12, Appendix A, 1.2)
NOTE: See Note following 8.4.2.1b.

Ground-Air Visual Signal Code

8.4.3.1 Symbols shall be at least 2.5m (8') long and shall be made as conspicuous as possible.
(Annex 12, Appendix A, 2.3)
NOTE:

a. Symbols may be formed by any means such as: strips of fabric, parachute material, pieces

of wood, stones or such like material; marking the surface by tramping, or staining with oil,
etc.

b. Attention to the signals may be attracted by other means such as radio, flares, smoke, reflec-

ted light, etc.

Ground-air Visual Signal Code For Use By Survivors (Annex 12,
Appendix A, 2.1)

No.

MESSAGE

CODE SYMBOL

Require assistance

Require medical assistance

No or Negative

Yes or Affirmative

Proceeding in this direction

↑

Ground-air Visual Signal Code For Use By Rescue Units (Annex 12,
Appendix A, 2.2)

No.

MESSAGE

CODE SYMBOL

Operation completed

LLL

We have found all personnel

We have found only some personnel

8.4.3

8.4.3.2

8.4.3.3

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1516

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

No.

MESSAGE

CODE SYMBOL

We are not able to continue. Returning
to base

Have divided into two groups. Each
proceeding in direction indicated

Information received that aircraft is in
this direction

→ →

Nothing found. Will continue to search

Air-to-ground Signals

8.4.3.4.1 The following signals by aircraft mean that the ground signals have been understood:

a. during the hours of daylight:

– by rocking the aircraft’s wings;

b. during the hours of darkness:

– flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on

and off twice its navigation lights. (Annex 12, Appendix A, 3.1)

8.4.3.4.2 Lack of the above signal indicates that the ground signal is not understood. (Annex 12,
Appendix A, 3.2)

IN-FLIGHT FUEL MANAGEMENT

9.1 The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM
FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any
change to the existing clearance to that aerodrome may result in landing with less than planned
final reserve fuel.
NOTE: The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have
been reduced to a specific aerodrome of intended landing and any change to the existing clear-
ance may result in landing with less than planned final reserve fuel. This is not an emergency sit-
uation but an indication that an emergency situation is possible should any additional delay occur.
9.2 The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY
MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing
at the nearest aerodrome where a safe landing can be made is less than the planned final reserve
fuel.
NOTE: This is an emergency and the aircraft shall be given priority over other traffic in the landing
sequence. The aircraft will be committed to a landing, as in the event of any delay or a go-around,
there may be insufficient fuel remaining for a safe landing

8.4.3.4

EMERGENCY DATA - INTERNATIONAL CIVIL

AVIATION AUTHORITY

1517

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)

LOCATION (AIRPORT), APT OF ENTRY (IF APPLICABLE)

Airports are listed alphabetically by location name, with airport name in parentheses when differ-
ent than location name. A cross index by airport name is provided.

ELEVATION, JEPPESEN NAVDATA (ICAO) IDENTIFIER, IATA

IDENTIFIER (IF APPLICABLE), TIME ZONE (1) COORDINATES

(1) — Time Zone in numeric format, observed by the airport as stated in the source and indicating
the standard difference of each zone from Universal Time Coordinated (UTC).
* — indicated that the airport observes Daylight Savings or Summer Time.

TELEPHONE/TELEFAX NUMBERS

Telephone/Telefax numbers are provided for contact with the airport, where available.

RUNWAY DATA AND RUNWAY/APPROACH LIGHTS

All usable runways are listed indicating the following items:

a. Runway designators.
b. Total runway length, excluding stopways, overruns or clearways.

c. TORA and LDA if not identical with total runway length. TODA and ASDA when longer than

take-off run (TORA) and provided by controlling authority. For explanation see below.

d. Type of runway surface.
e. Runway bearing strength.

Load classification number (LCN) supplemented (if known) by:

– r (rigid pavement) - radius of relative strength in inches

f (flexible pavement) - thickness in inches

– Load Classification Group (LCG)
– Wheel and/or aircraft loads in thousands of pounds

SIWL — Single Isolated Wheel Load times number of main wheels = allowable aircraft
weight.
ESWL — Equivalent Single Wheel Load, a calculated value for multiwheel legs. The resul-
tant value is considered to be the same as SIWL for determining LCN as indicated below.
S or SW — (allowable aircraft weight) for single wheel per leg configuration.
T or DW — (allowable aircraft weight) for tandem or dual wheel per leg configuration.
TT or DDW — (allowable aircraft weight) for twin tandem or double dual wheel per leg
configuration.
TDT — Runway weight bearing capacity for aircraft with twin delta tandem landing gear.

AIRPORT DATA - GENERAL

1521

LEGEND AND EXPLANATION

DDT — Runway weight bearing capacity for aircraft with double dual tandem type landing
gear.
AUW — All Up Weight (without regard to wheel configuration).
MTOW — Maximum Take-Off Weight

– Load allowed on each main landing gear leg for different wheel configurations in thou-

sands of pounds
S/L — (load per leg) for single wheel per leg configuration.
T/L — (load per leg) for twin or tandem wheel per leg configuration.
TT/L — (load per leg) for bogie or twin tandem wheel per leg configuration.

– Type of aircraft (represents a maximum load factor).
– ACN/PCN system - see explanation below.

Information predicated on maximum pounds per square inch tire pressure is shown as “000
psi”. Estimated information is prefaced with “E”.

f. Runway edge and approach lights are indicated as the best available system from the follow-

ing sequence.
HIRL — high intensity runway lights
MIRL — medium intensity runway lights
RL — low intensity runway lights
PORT-RL — portable electric runway lights
FLARES — flare pots or goosenecks
HIALS — high intensity approach lights
MIALS — medium intensity approach lights
ALS — low intensity approach lights
LDIN — sequenced flashing lead-in lights
RAIL — runway alignment indicator lights (sequenced flashing)

HOURS & RESTRICTIONS

Airport hours of operation, restrictions for certain types of users or aircraft. All times are UTC
unless otherwise indicated.
Abbreviations used for airport hours and restrictions have the following meaning:
SR — Sunrise
SS — Sunset
H24 — Continuous operation

AIRPORT DATA - GENERAL

1522

LEGEND AND EXPLANATION

Jet A — Kerosene without FS-II*, FP** minus 40°C
Jet A+ — Kerosene with FS-II*, FP** minus 40°C
Jet A-1 — Kerosene without FS-II*, FP** minus 47°C (equal to MIL F-35/JP-1***)
Jet A-1+ — Kerosene with FS-II*, FP** minus 47°C (equal to MIL F-34/JP-8)
Jet B — Wide-cut turbine fuel without FS-II*, FP** minus 50°C (equal to JP-4 with the exception
of certain additives)
Jet B+ — Wide-cut turbine fuel with FS-II*, FP** minus 50°C
JP-4 — Wide-cut turbine fuel for MIL aircraft, FP** minus 58°C (designation F-40 is also used)
JP-5 — Kersone with FS-II*, FP** minus 46°C used for aircraft operating from naval aircraft carri-
ers (designation F-43/F-44 also used)
JP-8+100 — Kerosene with FS-II*, FP** minus 47°C with fuel additive package that improves
thermo stability characteristics
* — Fuel System Icing Inhibitor
** — Freeze Point
*** — The obsolete term JP1 is still used in some countries.
Availability for JASU (jet aircraft starting units) and Oxygen is also provided.
NOTE: Fuel and servicing hours may

not be identical with airport hours. At military fields fuel

and/or oxygen may not be available for civil operators. Availability at destination should be
checked before departure.

BEACON

The abbreviations “ABN” and “IBN” indicate the availability of an aerodrome light beacon or aero-
drome identification beacon.

DECLARED RUNWAY DISTANCES AS SPECIFIED BY ICAO

Take-off Run Available (TORA), that is, the length of runway which is declared available and
suitable for the ground run of an aeroplane taking off.
Accelerate Stop Distance Available (ASDA), that is, the length of the take-off run available plus
the length of stopway available (if stopway is provided).
Take-off Distance Available (TODA), that is, the length of the take-off run available plus the
length of clearway available (if clearway is provided).
Landing Distance Available (LDA), that is, the length of runway which is declared available and
suitable for the ground run of an aeroplane landing. The landing distance available commences at
the threshold and extends for the length of runway after the threshold. However, the threshold
may be displaced from the extremity of the runway when it is considered necessary to make a
corresponding displacement of the approach surface by reason of obstacles in the approach path
to the runway.

AIRPORT DATA - GENERAL

1524

LEGEND AND EXPLANATION

RUNWAY

TORA

ASDA

TODA

LDA

2000

2300

2580

1850

2000

2350

2000

RESCUE AND FIRE FIGHTING SYSTEM

Airport categories for rescue and fire fighting are based on the over-all length of the longest aero-
plane normally using the airport and its maximum fuselage width as detailed in table 1.1.
Table 1.2. shows the minimum usable amounts of extinguishing agents related to the airport cate-
gories. They will be shown in the airport listings as “Fire” followed by the category number (e.g.
Fire 5).
Where fire fighting equipment is available but the category is not defined, the letter U (Uncatego-
rized) will be published (e.g. Fire U).
Where fire fighting equipment is not available, the letter N will be published.
If different category numbers are published for one airport, the lowest category number will be
shown. The higher category number with the relevant note (e.g. Fire 7 PTO, Fire 7 PPR ... etc.)
can be found within the airport information block.

Table 1.1. Airport Category for Rescue and Fire Fighting

Airport Cat.

ICAO FAA

Aeroplane Over-all Length (ft/m)

Maximum Fuselage

Width (ft/m)

0 up to but not including 30/9

7/2

30/9 up to but not including 39/12

7/2

39/12 up to but not including 59/18

10/3

59/18 up to but not including 79/24

13/4

79/24 up to but not including 92/28

13/4

AIRPORT DATA - GENERAL

1525

LEGEND AND EXPLANATION

Table 1.1. Airport Category for Rescue and Fire Fighting (continued)

Airport Cat.

ICAO FAA

Aeroplane Over-all Length (ft/m)

Maximum Fuselage

Width (ft/m)

92/28 up to but not including 128/39

16/5

128/39 up to but not including 161/49

16/5

161/49 up to but not including 200/61

23/7

200/61 up to but not including 249/76

23/7

249/76 up to but not including 295/90

26/8

The airport category shown in the tabulation above should be considered as guideline only. To
determine the exact rescue and fire airport category refer to ICAO DOC 9137 Chapter 2/(2.1.6)
& FAA regulations §139.315, §139.317.

Table 1.2. Minimum usable Amounts of extinguishing Agents

Airport

Category

Foam Meeting

Performance Lev-

el A

Foam Meeting

Performance

Level B

Foam Meeting

Performance

Level C

Complementary

Agents

ICAO FAA

Water

Gal/L

Dis-

charge

Rate

Foam

Solution/

Minute

Gal/L

Water

Gal/L

Dis-

charge

Rate

Foam

Solution/

Minute

Gal/L

Wa-

ter

Gal/L

Discharge

Rate

Foam Sol-

ution/

Minute

Gal/L

Dry chem-

icals

Lbs/Kg

Dis-

charge

Rate per

Second

Lbs/Kg

90/350

60/23
0

60/230

40/16
0

40/160

100/45

5/2.25

220/100
0

210/800

180/6
70

150/550

120/4
60

95/360

200/90

5/2.25

400/180
0

340/1300 320/1

200

240/900

220/8
20

165/630

300/135

5/2.25

790/360
0

690/2600 630/2

400

480/1800 450/1

700

290/1100

300/135

5/2.25

1780/81
00

1190/450
0

1430/
5400

790/3000 1030/

3900

580/2200

400/180

5/2.25

2600/11
800

1590/600
0

2090/
7900

1060/400
0

1530/
5800

770/2900

500/225

5/2.25

AIRPORT DATA - GENERAL

1526

LEGEND AND EXPLANATION

Table 1.2. Minimum usable Amounts of extinguishing Agents (continued)

Airport

Category

Foam Meeting

Performance Lev-

el A

Foam Meeting

Performance

Level B

Foam Meeting

Performance

Level C

Complementary

Agents

ICAO FAA

Water

Gal/L

Dis-

charge

Rate

Foam

Solution/

Minute

Gal/L

Water

Gal/L

Dis-

charge

Rate

Foam

Solution/

Minute

Gal/L

Wa-

ter

Gal/L

Discharge

Rate

Foam Sol-

ution/

Minute

Gal/L

Dry chem-

icals

Lbs/Kg

Dis-

charge

Rate per

Second

Lbs/Kg

4800/18
200

2090/790
0

3200/
12100

1400/530
0

2320/
8800

1000/3800 500/225

5/2.25

7210/27
300

2850/108
00

4810/
18200

1900/720
0

3380/
1280
0

1350/5100 1000/450

9.9/4.5

9620/36
400

3570/135
00

6420/
24300

2380/900
0

4520/
1710
0

1660/6300 1000/450

9.9/4.5

12730/4
8200

4390/166
00

8530/
32300

2960/112
00

6020/
2280
0

2090/7900 1000/450

9.9/4.5

The FAA fire fighting categories requires equipment similar to the ICAO fire fighting equipment
shown in the table above.

The principal extinguishing agent should be:

– a foam meeting the minimum performance level A; or
– a foam meeting the minimum performance level B; or
– a foam meeting the minimum performance level C; or
– a combination of these agents.

LOAD CLASSIFICATION OF RUNWAYS AND AIRCRAFT

ALIGNMENT CHART

At some airports the bearing strength of runway pavement is defined by Load Classification
Number (LCN)/Load Classification Group (LCG). The LCN/LCG has to be determined for a given
aircraft and compared with the specific runway LCN/LCG. Normally the LCN/LCG of an aircraft
should not be above that of the runway on which a landing is contemplated. Pre-arranged excep-
tions may be allowed by airport authorities.
The aircraft LCN/LCG can be determined as follows:

AIRPORT DATA - GENERAL

1527

LEGEND AND EXPLANATION

ACN/PCN SYSTEM

a. The ICAO introduced the ACN/PCN System as a method to classify pavement bearing

strength for aircraft with an All-up Mass of more than 12500lbs (5700kg). For lighter aircraft
see item e.
DEFINITIONS:
ACN (Aircraft Classification Number) — A number expressing the relative effect of an air-
craft on a pavement for a specified standard subgrade category.
NOTE: The aircraft classification number is calculated with respect to the center of gravity
(CG) position which yields the critical loading on the critical gear. Normally the aftmost CG
appropriate to the maximum gross apron (ramp) mass is used to calculate the ACN. In
exceptional cases the forwardmost CG position may result in the nose gear loading being
more critical.
CBR (California Bearing Ratio) — The bearing ratio of soil determined by comparing the
penetration load of the soil to that of a standard material. The method covers evaluation of
the relative quality of subgrade soils but is applicable to sub-base and some base course
materials.
K — Westergaard’s modulus of subgrade reaction in MN/m3.

MN/m

(Mega Newtons per cubic meter) — A measure of force in millions of Newtons per

cubic meter.
MPa (Mega Pascals) — A measure of pressure or stress in millions of Pascals.
N (Newton) — The force which, when applied to a body having a mass of 1 kilogram gives it
an acceleration of 1 meter per second squared.
Pa (Pascal) — The pressure of stress of 1 Newton per square meter.
PCN (Pavement Classification Number) — A number expressing the bearing strength of a
pavement for unrestricted operations.

b. ACN for selected aircraft types currently in use have been provided by aircraft manufacturers

or ICAO and the results are presented in tables shown on the following pages. Examples of
ACN table usage are shown below. ICAO reference documents are Annex 14, Attachment B
and Doc 9157-AN/901, Part 3.

c. PCN will be determined and reported by the appropriate authority. PCN will be qualified by

type of pavement, subgrade strength, tire pressure and calculation method information,
using the following codes:

1. The Pavement Classification Number:

The reported PCN indicates that an aircraft with an ACN equal to or less than the repor-
ted PCN can operate on the pavement subject to any limitation on the tire pressure.

2. The type of pavement:

R — Rigid

AIRPORT DATA - GENERAL

1530

LEGEND AND EXPLANATION

F — Flexible

3. The subgrade strength category:

A — High
B — Medium
C — Low
D — Ultra-low

4. The tire pressure category:

W — Unlimited, no pressure limit
X — High, limited to 1.75MPa (254psi)
Y — Medium, limited to 1.25MPa (181psi)
Z — Low, limited to 0.50MPa (73psi)

5. Pavement calculation method:

T — Technical evaluation
U — Using aircraft experience

EXAMPLE: Coding - PCN 80/R/B/W/T
The bearing strength of a rigid pavement, resting on a medium strength subgrade, has been
assessed by technical evaluation to be PCN 80 and there is no tire pressure limitation.

d. The appropriate authority may establish criteria to regulate the use of a pavement by aircraft

with an ACN higher than the PCN reported for that pavement.
NOTE: If the reported PCN is below the ACN for the Maximum Apron Mass, then an All-up
Mass can be calculated which is suitable to the lower reported PCN. The ACN varies linearly
between the Operating Mass Empty and the Maximum Apron Mass.

e. The bearing strength of a pavement for aircraft with an All-up Mass EQUAL TO OR LESS

than 12500lbs (5700kg) shall be made available by reporting the following information in
plain language:

1. Maximum allowable aircraft mass, and
2. Maximum allowable tire pressure.

EXAMPLE: 4000kg (8800lbs)/0.50MPa (73psi)

f. Occasional minor overloading operations are acceptable for:

Where overload operations are conducted the appropriate authority should be consulted.

1. flexible pavements by aircraft with ACN not exceeding 10 per cent above the PCN;
2. rigid or composite pavements by aircraft with ACN not exceeding 5 per cent above the

PCN;

AIRPORT DATA - GENERAL

1531

LEGEND AND EXPLANATION

3. unknown pavement structure, a 5 per cent limitation above the PCN should apply.

EXAMPLES OF ACN TABLE USAGE

EXAMPLE 1: Find the ACN of a B777-200LR with a mass of 348359kg on a rigid pavement rest-
ing on a medium strength subgrade (i.e., K = 80MN/m

). Tire pressure of the main wheels is

1.50MPa.
Solution: ACN = 82
EXAMPLE 2: An AIP contains the following information related to a runway pavement:
PCN of the pavement = 80
Determine whether the pavement can accept the following aircraft at the indicated operating
masses and tire pressures:

Mass (kg)

Tire Pressure (MPa)

A380-800

571000

1.50

B747-400B

398345

1.38

IL-96

231000

1.08

EMB ERJ 145ER

20700

0.95

Solution: ACNs of these aircraft are 67, 63, 43 and 12.9 respectively. Since the pavement in
question has a PCN of 80, it can accept all of the aircraft types cited.
EXAMPLE: Find the ACN of a B777-300 with a mass of 280400kg on a flexible pavement resting
on a medium strength subgrade (CBR-10%). The tire pressure of the main wheels is 1.48MPa.
Solution:

NOTE: The two All-up Masses required are shown in columns 2 or 3 of the following pages for
each aircraft type listed.

12.1

AIRPORT DATA - GENERAL

1532

LEGEND AND EXPLANATION

Aircraft Type

All-up Mass

(Maximum

Apron Mass)

(Operating

Mass Empty)

Load

one

main

gear

leg

(%)

Standard Aircraft

Tire Pressure

ACN relative to

Rigid Pavement Subgrades

Flexible Pavement Subgrades

High K

= 150

MN/m

Medi-

um K

= 80

MN/m

Low

K =

MN/

Ultra-
low K

= 20

MN/m

High

CBR =

15%

Medi-

CBR =

10%

Low

CBR =

Very

low

CBR =

lbs

kgs

psi

kg/c

mPa

Airbus A300-

304014
192371

13790

87259

47.0

174

12.2

1.20

34
19

41
22

49
26

57
31

35
20

39
21

47
24

62
32

Airbus A300-

315037
193676

14290

87851

47.0

186

13.1

1.28

37
20

44
23

53
27

60
31

37
20

41
22

50
25

65
33

Airbus A300-

332674
202858

15090

92016

47.0

203

14.3

1.40

41
22

49
25

58
29

66
34

41
22

45
23

54
26

70
35

Airbus A300-

339288
197052

15390

89382

47.0

203

14.3

1.40

43
21

51
24

59
28

68
33

42
21

46
22

56
25

72
34

Airbus A300-

349209
200848

15840

91104

47.0

215

15.1

1.48

45
22

54
25

63
29

71
34

43
22

48
23

59
26

75
35

AIRPORT DATA - GENERAL

1533

ACN TABLES

Aircraft Type

All-up Mass

(Maximum

Apron Mass)

(Operating

Mass Empty)

Load

one

main

gear

leg

(%)

Standard Aircraft

Tire Pressure

ACN relative to

Rigid Pavement Subgrades

Flexible Pavement Subgrades

High K

= 150

MN/m

Medi-

um K

= 80

MN/m

Low

K =

MN/

Ultra-
low K

= 20

MN/m

High

CBR =

15%

Medi-

CBR =

10%

Low

CBR =

Very

low

CBR =

lbs

kgs

psi

kg/c

mPa

Airbus A300-

349209
200848

15840

91104

47.0

177

12.4

1.22

42
20

51
23

60
28

69
33

43
21

48
23

58
26

75
35

Airbus A300-

349209
200848

15840

91104

47.0

160

11.2

1.10

40
19

49
23

59
27

68
32

42
21

47
22

58
26

75
35

Airbus A300-

365743
200667

16590

91022

47.0

212

14.9

1.46

48
22

57
25

67
29

75
34

46
22

51
23

63
26

80
35

Airbus A300-

365743
200667

16590

91022

47.0

186

13.1

1.28

46
21

55
24

65
28

74
33

45
21

51
23

63
26

80
35

Airbus A300-

365743
200667

16590

91022

47.0

168

11.8

1.16

44
20

53
23

64
27

73
32

45
21

51
22

62
26

79
35

AIRPORT DATA - GENERAL

1534

ACN TABLES

Aircraft Type

All-up Mass

(Maximum

Apron Mass)

(Operating

Mass Empty)

Load

one

main

gear

leg

(%)

Standard Aircraft

Tire Pressure

ACN relative to

Rigid Pavement Subgrades

Flexible Pavement Subgrades

High K

= 150

MN/m

Medi-

um K

= 80

MN/m

Low

K =

MN/

Ultra-
low K

= 20

MN/m

High

CBR =

15%

Medi-

CBR =

10%

Low

CBR =

Very

low

CBR =

lbs

kgs

psi

kg/c

mPa

Airbus

A300-600 B4

365743
201840

16590

91554

47.5

186

13.1

1.28

46
21

56
24

66
29

75
34

46
22

52
23

64
27

81
35

Airbus

A300-600 B4

365743
201840

16590

91554

47.5

168

11.8

1.16

45
20

54
24

65
28

74
33

46
21

52
23

63
26

81
35

Airbus

A300-600 C4

365743
202292

16590

91759

47.0

186

13.1

1.28

46
21

55
24

65
29

74
33

45
21

51
23

63
26

80
35

Airbus

A300-600 C4

365743
202292

16590

91759

47.0

168

11.8

1.16

44
20

53
23

64
28

73
32

45
21

51
23

62
26

79
35

Airbus

A300-600R

B4F

377868
199684

17140

90576

47.5

194

13.7

1.34

50
21

59
24

70
29

79
33

48
22

55
23

67
26

84
35

AIRPORT DATA - GENERAL

1535

ACN TABLES

Aircraft Type

All-up Mass

(Maximum

Apron Mass)

(Operating

Mass Empty)

Load

one

main

gear

leg

(%)

Standard Aircraft

Tire Pressure

ACN relative to

Rigid Pavement Subgrades

Flexible Pavement Subgrades

High K

= 150

MN/m

Medi-

um K

= 80

MN/m

Low

K =

MN/

Ultra-
low K

= 20

MN/m

High

CBR =

15%

Medi-

CBR =

10%

Low

CBR =

Very

low

CBR =

lbs

kgs

psi

kg/c

mPa

Airbus

A300-600R

377868
204408

17140

92719

47.5

194

13.7

1.34

50
22

59
25

70
30

79
34

48
22

55
24

67
27

84
36

Airbus

A300-600R

380514
204532

17260

92775

47.5

194

13.7

1.34

50
22

60
25

70
30

79
34

49
22

55
24

67
27

85
36

Airbus

A300-600R

380514
204532

17260

92775

47.5

175

12.3

1.21

48
21

58
24

69
29

78
34

48
22

55
23

67
27

85
36

Airbus

A310-300F

277559
176108

12590

79882

46.7

170

11.9

1.17

30
17

36
19

43
23

50
27

31
18

34
19

41
21

55
28

Airbus

A310-200F

292991
178288

13290

80871

46.7

178

12.5

1.23

33
17

39
20

47
24

54
28

34
18

37
19

45
22

59
29

AIRPORT DATA - GENERAL

1536

ACN TABLES

JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21) - page 48