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TRANSCRIPT
General Information
Location: PHUKET THAICAO/IATA: VTSP / HKTLat/Long: N08° 06.7', E098° 18.5'Elevation: 82 ft
Airport Use: PublicDaylight Savings: Not ObservedUTC Conversion: -7:00 = UTCMagnetic Variation: 0.5° W
Fuel Types: 100 Octane (LL), Jet A-1Customs: YesAirport Type: IFRLanding Fee: YesControl Tower: YesJet Start Unit: NoLLWS Alert: YesBeacon: Yes
Sunrise: 2347 ZSunset: 1132 Z
Runway Information
Runway: 09Length x Width: 9842 ft x 148 ftSurface Type: asphaltTDZ-Elev: 19 ftLighting: Edge, REILStopway: 197 ft
Runway: 27Length x Width: 9842 ft x 148 ftSurface Type: asphaltTDZ-Elev: 82 ftLighting: Edge, ALSStopway: 197 ft
Communication Information
ATIS: 128.000Phuket Tower: 118.100Phuket Ground: 121.900Phuket Approach: 124.700
General Information
Location: PHUKET THAICAO/IATA: VTSP / HKTLat/Long: N08° 06.7', E098° 18.5'Elevation: 82 ft
Airport Use: PublicDaylight Savings: Not ObservedUTC Conversion: -7:00 = UTCMagnetic Variation: 0.5° W
Fuel Types: 100 Octane (LL), Jet A-1Customs: YesAirport Type: IFRLanding Fee: YesControl Tower: YesJet Start Unit: NoLLWS Alert: YesBeacon: Yes
Sunrise: 2347 ZSunset: 1132 Z
Runway Information
Runway: 09Length x Width: 9842 ft x 148 ftSurface Type: asphaltTDZ-Elev: 19 ftLighting: Edge, REILStopway: 197 ft
Runway: 27Length x Width: 9842 ft x 148 ftSurface Type: asphaltTDZ-Elev: 82 ftLighting: Edge, ALSStopway: 197 ft
Communication Information
ATIS: 128.000Phuket Tower: 118.100Phuket Ground: 121.900Phuket Approach: 124.700
Airport Information For VTSPPrinted on 28 Jan 2020Page 1(c) JEPPESEN SANDERSON, INC., 2020, ALL RIGHTS RESERVED
jep=JEPPESENJeppView for Windows
VTSP/HKT10-1P
JEPPESEN
.AIRPORT.BRIEFING.
PHUKET, THAILAND
ARRIVAL
1. INTRODUCTION
management, Continuous Descent Operations (CDO) will commence from 1700 UTC on12 October 2017. CDO is an operation, enabled by airspace design, procedure design andATC facilitation, in which an aircraft continuously descends, to the greatest possibleextent, by employing minimum engine thrust, ideally in a low drag configuration, prior toFinal Approach Fix/Final Approach Point.
safety, ensure environmental friendly procedures by reducing aircraft noise, fuelconsumption and emissions, enhanced flight punctuality and predictability, as well as othereconomic benefits for flights into Phuket International Airport.
2. CONDITION OF USE
2.1.1. CDO application can be either under surveillance or Procedural environment.2.1.2. CDO can be requested by pilot or initiated by ATC. Pilot should request CDO at
2.1. Conditions for Conducting a CDO
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 than10,000 feet.Note 2: In case of CDO procedure being impractical due to an emergency, weathercondition, traffic situation or any other reasons, an alternate instruction will be issuedby ATC, or requested by pilot.
2.2. Application of Other ATC Procedures2.2.1. When conducting CDO, standard ATC procedures continue to apply. ATC may issue
clearance to an intermediate approach level while facilitating a CDO profile.2.2.2. In doing so, ATC shall endeavor to issue further descent clearance prior to the CDO
flight reaching the last assigned altitude so as to prevent aircraft from leveling off.2.3. Change of Runway-In-Use
2.3.1. In case of change on Runway-in-Use prior to aircraft reaching Final Approach Fix/FinalApproach point, i.e. from RWY 27 to RWY 09 CDO procedure shall be cancelled.
2.3.2. Pilot should then re-plan arrival route to the revised landing runway and informATC if the flight would still be able to meet all required speed/altitude restrictions.
As part of AEROTHAI's ongoing efforts to improve operational efficiency and air traffic1.1.
1.2. Vertical profile of CDO aims to improve flight stability (minimal level-off), increase terrain
2.4. Aircraft TypeCDO procedure is applicable for FMS capable aircraft.
2.5. Arrival RoutesCDO procedure is in place for all aircraft on G458 inbound to Phuket InternationalAirport via STAR SAVSA1D.
2.6. Operations TimeCDO is available 24 hours.
2.7. Available RunwayCDO procedure is available for RWY 27.
2.8. Types of Approach2.8.1. ILS or LOC RWY 272.8.2. RNAV (GNSS) RWY 272.8.3. VOR Z RWY 27
2.9. SpeedWhen traffic permits, aircraft will operate at an optimum speed calculated by FMS,depending on aircraft type. The following speed guidance should be applicable in caseof high traffic volume.
Flight Status
Above 10,000 feet
Below 10,000 feet
Final Segment (up to 4 NM)
Speed Range
250 - 320 IAS
220 - 250 IAS
160 - 180 IAS
2.10. Minimum Flight Altitude2.10.1. Outside Phuket TMA, aircraft shall comply with altitude constraints of the CDO
procedure.
altitude.
2.10.2.
FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT
those within Instrument Approach Procedures required or minimum radar vectorInside Phuket TMA, during CDO, minimum safety altitudes are identical to
CONTINUOUS DESCENT OPERATIONS (CDO)
.Eff.25.Apr.19 APR 19
| JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.
PHUKET INTL
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
VTSP/HKT10-1P2
JEPPESEN
.AIRPORT.BRIEFING.
PHUKET, THAILAND
3. CDO PROCEDURE
ARRIVAL
ATC can initiate CDO using phraseologies described in paragraph 4.3.1. Before aircraft reaching TOD (approximately 150 NM from the airport), either pilot or
3.2. When all requirements for CDO are met and situation permits, CDO will commence.3.3. Pilot shall operate aircraft FMS to plan optimal descent profile and report CDO
execution commencing descent.3.4. Aircraft should descend continuously on normal arrival route to Phuket TMA.3.5. Longitudinal separation required will be at least 3 minutes or 8 NM on final approach
3.6. Operations without Vectoring3.6.1. ILS or LOC, RNAV (GNSS) and VOR Z RWY 27 Instrument Approach Procedures
1) Aircraft Arriving on G458, reaching SAVSA altitude not higher than 10,000 feet,
connect to IF for ILS or LOC, RNAV (GNSS) or VOR Z RWY 27 approach
2) The pilot may request permission to fly directly to Intermediate Fix (IF); however, this would be an ATC's jurisdiction whether the request can be approved, dependingon traffic conditions. In this case, the pilot shall fly directly to (IF), and will beadvised by ATC, after (IF) follow the ILS or LOC, RNAV (GNSS) or VOR Z RWY 27approach procedure as published.
procedure as published.
3.7. Operations under Vectoring3.7.1. Pilot should receive CDO clearance at altitude not lower than 10,000 feet.3.7.2. ATC shall provide vectoring guidance and track mile estimate to pilot.
3.8. Radio Communications Failure3.8.1. In the event of radio communication failure, CDO flight will be terminated immediately.
segment between CDO traffic.
4.1. The following praseology enables clear and concise communications between pilot and 4. PHRASEOLOGY
3.8.2. If the aircraft's radio is completely unserviceable, the pilot should carry out theprocedures for radio failure in accordance with ICAO provisions. If radar identificationhas already been established, the radar controller will vector other identified aircraftclear of its track until such time as the aircraft leaves radar cover.
controller to maintain safety of CDO arrivals.4.2. ATC-initiated CDO
"(aircraft call sign), (ATC unit), CDO AVAILABLE, DO YOU ACCEPT?"4.3. Pilots response to ATC-initiated CDO
4.3.1. "(aircraft call sign), ACCEPT CDO"4.3.2. "(aircraft call sign), NEGATIVE CDO"
"(ATC Unit), (aircraft call sign),4.4. Pilot-requested CDO
REQUEST CDO (type of approach) APPROACH"
(type of approach)4.5. Approval CDO by Bangkok Area Control Centre
"(aircraft call sign), CDO APPROVED DESCEND TO (level or altitude),QNH (number) SAVSA1D ARRIVAL"
4.6.1. "(aircraft call sign), 4.6.2. "(aircraft call sign),
4.6. Denial CDO by Bangkok Area Control CentreUNABLE TO APPROVE, DUE TO (reason)"EXPECT CDO FROM PHUKET APPROACH"
4.7. CDO Cleared or Approved by Phuket Approach Control Unit4.7.1. "(aircraft call sign), (number)
4.7.2. "(aircraft call sign), DESCEND TO (level), QNH (number), CDO (type of approach)APPROVED"
"(aircraft call sign),4.8. When vectoring for CDO
FLY HEADING TURN LEFT (or RIGHT) HEADING(three digits); (threedigits) VECTORING FOR CDO, POSITION (number) MILES FROM TOUCHDOWN"
4.9.1. "(aircraft call sign),
4.9.2. "(aircraft call sign),
4.9. CDO CancellationCANCEL CDO DUE TO (reason), STOP DESCEND (level or altitude),
QNH (number)"CDO TERMINATED DUE TO (reason)"
"(aircraft call sign), (level or altitude),QNH
4.10. Resuming CDORESUME CDO DIRECT(point), DESCEND TO
(number), CLEAR (type of approach) APPROACH RWY 27"
"(aircraft call sign), (level)"4.11. Pilot report leaving assigned level
CDO LEAVING
"(aircraft call sign),4.12. Warning of aircraft below CDO Profile
BELOW CDO PROFILE, ALTITUDE SHOULD BE (atlitude) OR ABOVE"
Aircraft Arriving on G458
FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT (contd)
then follow on SAVSA1D to BARON altitude not lower than 3,000 feet then
CONTINUOUS DESCENT OPERATIONS (CDO)
CDO DESCEND VIA STAR TO (level), QNHINFORMATION....CURRENT EXPECT (type of approach) APPROACH RWY(number)"
.Eff.25.Apr.19 APR 19
| JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.
PHUKET INTL
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
VTSP/HKT10-1P3
JEPPESEN
.AIRPORT.BRIEFING.
| JEPPESEN, 2017. ALL RIGHTS RESERVED.
PHUKET, THAILAND.Eff.12.Oct.1700Z.6 OCT 17
ARRIVAL
5.2. Airlines are expected to define strategy to be adopted to drag-generating parts
5. INFORMATION/TRAINING5.1. Each airline must ensure that, for each type of aircraft, pilots are aware of CDO
performance requirements.
extension to stabilize aircraft in landing configuration at an altitude in compliance withflight safety, taking into account glide path at 3.2^ in Final Approach.
FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT (contd)CONTINUOUS DESCENT OPERATIONS (CDO)
PHUKET INTL
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
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Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
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282^
39.6
SA
TVA
1A
SP~~1
SP~~2
SP~~3
REBED
EPG
OT
SP~~4
ANPUB
UBNEN
EM
RIT
ONETI
SA
VSA
IGEVI
SUSID
UPSA
B
SA
TVA
IGEV
I1A
EPGOT1
A
ANPUB1A
UBNEN
1A
.L 645.. Y.9
9 .
1020304050 0515253545 5
4522
1151
| J
EPPE
SEN
, 20
18,
2019
. A
LL R
IGH
TS R
ESER
VED
.
Proc
edur
es a
nd w
aypo
ints
ren
amed
, ai
rway
s R-
203
and
Y-9
9 ad
ded,
RO
MBA
1A
rem
oved
.
10
31
57
22
58
08-00
08-30
98-00
98-30
99-00
.W 34.
MA
X 2
70 K
T
MA
X 2
70 K
T
MA
X270 K
T10
075 46
361
86.
1% V
/V (
fpm
)
Gnd
spe
ed-K
T30
025
020
015
0
927
1235
1544
1853
Thes
e SI
Ds
requ
ire
a m
inim
um c
lim
b gr
adie
ntof
6.1
% (
371
per
NM
) un
til
pass
ing
1100
0.
CO
NTO
UR
INTE
RVA
LS
6000
4000
2000
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
COMMS
LOST
COMMS
LOST
COMMS
LOST
COMMS
LOST
COMMS LOSTLOST
COMMS
COMMS
LOST
COMMS
LOST
COMMS
LOST
COMMSLOST LOST
3000
220^
4500
RP
A
165^
300015
NM
2500
11000
11000
11000
11000 1
1000
11000
.Y 5.
VTS
P/HKT
PHUKET
IN
TL
CHA
NG
ES:
JEPPESEN
PHUKET
, TH
AILAND
.RNAV.SID
.Tr
ans
alt:
110
00
10-3
A22
MA
R 19
. L 75 9.
. L 515 .. R 325.
. G 33 1.
.G 458.
.R 575..W
33.
Set
tran
spon
der
code
760
0. P
roce
ed o
n
whi
chev
er i
s hi
gher
unt
il n
ext
com
puls
ory
(RWY 2
7)RN
AV D
EPART
URE
S
whe
n in
stru
cted
by
ATC
.5.
Ini
tial
cli
mb
clea
ranc
e 50
00,
furt
her
clim
b
82A
pt E
lev
.L 645.
.P 627.
. B 57 9.
. W 14 .
4. N
o tu
rn b
efor
e de
part
ure
end
of r
unw
ay.
.Eff.28.Mar.
265^
088^
16.7
14.5
034^
10.7
IGEVI
10.0
020^8.7
SUSID1B
SUSID
9.911
3^16
.7
REB
ED1B
8.1
067^
17.3
SAVSA
1B
10.3
UPSA
B
335^
16.1UPSAB1
B
268^
18.1
225^
20.0
ANP
UB1B
054^
21.3
EMRI
T1B
085^
16.7
ONETI
100^
17.9
SA
TVA
306^
17.0
SATV
A1B
UBNEN
ANPUB
SA
VSA
SP6~3
SP6~2
SP6~4
SP6~6
SP6~1
SP5~1
SP4~1
SP4~2 S
P4~4
REBED
EPG
OT
EM
RIT
UBNEN1B
IGEV
I1B
ONETI1
B
EPG
OT1B
.Y. 99
..R.
588.
.R.203.
1020304050 0515253545 5
6.5%
V/V
(fp
m)
494
658
987
1316
1646
1975
Gnd
spe
ed-K
T75
100
150
200
250
300
SID
, co
mpl
y w
ith
last
ass
igne
d le
vel
or M
FA
repo
rtin
g po
int
then
cli
mb
to f
ligh
t pl
ancr
uisi
ng l
evel
.
ANPU
B1B
[ANPU
1B]
EMRIT1
B [EMRI1B
]EP
GOT1
B [EPG
O1B
]IGEV
I1B
[IGEV
1B]
ONET
I1B
[ONET
1B]
REBED1B
[RE
BE1B
]SA
TVA1B
[SA
TV1B
]SA
VSA
1B [SA
VS1
B]SU
SID1B
[SU
SI1B
]UBN
EN1B
[UBN
E1B]
UPS
AB1
B [UPS
A1B
]
3.
RA
DA
R r
equir
ed.
2.
GNSS o
r DM
E/DM
E/IR
U r
equir
ed.
1.
RNA
V 1
requir
ed.
Pro
cedu
res
and
way
poin
ts r
enam
ed,
airw
ays
R-20
3 an
d Y-9
9 ad
ded,
los
t co
mm
s, R
OM
BO
1B r
emov
ed.
| J
EPPE
SEN
, 20
18,
2019
. A
LL R
IGH
TS R
ESER
VED
.
10
31
57
22
58
08-00
08-30
98-00
98-30
99-00
.W 34.
MA
X 2
70 K
T
Thes
e SI
Ds
requ
ire
a m
inim
um c
lim
b gr
adie
ntof
6.5
% (
395
per
NM
) un
til
pass
ing
1100
0.
CO
NTO
UR
INTE
RVA
LS
6000
4000
2000
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
D79.
0
039^
3000
225^4600
TUP VOR
135^
25002500
1100011000
CHANGES: | JEPPESEN, 2018. ALL RIGHTS RESERVED.
.SID.VTSP/HKT JEPPESEN
10-3B
Apt ElevContact Phuket Approach on 124.7 after take-off.82Trans alt: 11000
New format.
NOT TO SCALE
110.6 STNSTNDSURAT THANI
1020
300
515
2535
5
010^
070^ hdg
hdg
SURAT 1BSURAT 1A
116.9 PUTPHUKET
PUTD
20 APR 18
2248
31
58
08-00
08-30
98-30
. G.45 8.
PHUKET INTLPHUKET, THAILAND
(RWY 09)
(RWY 27)
INITIAL CLIMBSID
SURAT 1A
SURAT 1B
Climb runway heading until 2500 or above. Then turn LEFT heading 010^ to
Climb runway heading until 2500 or above. Then turn RIGHT heading 070^ tointercept and proceed on PUT R039. EXPECT RADAR control.
30025020015010075
327 435 653 871 1089 13064.3% V/V (fpm)
Gnd speed-KTRWY 09: Departure gradient 4.3%.
intercept and proceed on PUT R039. EXPECT RADAR control.
SURAT 1A (STN 1A) DEPARTURE
SURAT 1B (STN 1B) DEPARTURE
CONTOURINTERVALS
4000
2000
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
115^
D86
.0
KRABI
VTSG
30
00
225^
4600
VOR T UP
135^
2500
2500
11000
11000
CHANGES: | JEPPESEN, 2018. ALL RIGHTS RESERVED.
.SID.VTSP/HKT JEPPESEN
10-3C
Apt
Ele
vCon
tact
Phu
ket
App
roac
h on
124
.7 a
fter
tak
e-of
f.82
Tran
s al
t: 1
1000
New format.
1020
300
515
2535
5
130^
100^
hdg
hdg
NO
T T
O S
CA
LE
116.6
TRN
TRN
DTR
AN
G
.W.14.
116.
9 PU
TPH
UKET
D
PUT
TRA
NG
1A
TRA
NG
1B
20 APR 18
31
57
58
84
08-00
98-30
99-00
PHUKET INTLPHUKET, THAILAND
(RWY 0
9)
(RWY 2
7)
INIT
IAL
CLI
MB
SID
TRA
NG
1A
TRA
NG
1B
300
250
200
150
100
75 327
435
653
871
1089
1306
4.3%
V/V
(fp
m)
Gnd
spe
ed-K
T
RWY 0
9: D
epar
ture
gra
dien
t 4.
3%.
Cli
mb
runw
ay h
eadi
ng u
ntil
250
0 or
abo
ve.
Then
tur
n RI
GH
T he
adin
g 13
0^ t
oin
terc
ept
and
proc
eed
on P
UT
R115
. EX
PECT
RAD
AR
cont
rol.
Cli
mb
runw
ay h
eadi
ng u
ntil
250
0 or
abo
ve.
Then
tur
n LE
FT h
eadi
ng 1
00^
toin
terc
ept
and
proc
eed
on P
UT
R115
. EX
PECT
RAD
AR
cont
rol.
TRANG 1
A (TR
N 1
A) DEP
ART
URE
TRANG 1
B (TRN
1B) D
EPART
URE
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
D97.
0
134^
3000
225^
4600
VOR
TUP
135^
2500
2500
11000
11000
CHANGES: | JEPPESEN, 2018. ALL RIGHTS RESERVED.
.SID.VTSP/HKT JEPPESEN
10-3D
Apt
Ele
v
Con
tact
Phu
ket
App
roac
h on
124
.7 a
fter
tak
e-of
f.82
Tran
s al
t: 1
1000
New format.
1020
300
515
2535
5
100^
hdg
NO
T T
O S
CA
LE
116.
9 PU
TPH
UKET
D
PUT
UTHA
I 1A
UTHA
I 1B
160^
UTHA
I
hdg
. R .325 .
20 APR 18
10
31
22
58
08-00 98-00
98-30
to inte
rcept
and p
roceed o
n P
UT R
134. EXPECT R
ADAR c
ontr
ol.
to inte
rcept
and p
roceed o
n P
UT R
134. EXPECT R
ADAR c
ontr
ol.
Climb r
unway h
eadin
g u
ntil 2500 o
r above. Then t
urn
LEFT h
eadin
g 1
00^
PHUKET INTLPHUKET, THAILAND
(RWY 0
9)
(RWY 2
7)
INIT
IAL
CLI
MB
SID
UTHA
I 1A
UTHA
I 1B
300
250
200
150
100
75 327
435
653
871
1089
1306
4.3%
V/V
(fp
m)
Gnd
spe
ed-K
TRW
Y 0
9: D
epar
ture
gra
dien
t 4.
3%.
UTH
AI 1A
(UTH
AI 1A
) [UTH
A1A
] DEP
ART
URE
UTH
AI 1B
(UTH
AI 1B
) [UTH
A1B
] DEP
ART
URE
Climb r
unway h
eadin
g u
ntil 2500 o
r above. Then t
urn
RIG
HT h
eadin
g 1
60^
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
PHUKET, THAILANDPHUKET INTL
VTSP/HKT JEPPESEN
17 NOV 17
New chart. | JEPPESEN, 2017. ALL RIGHTS RESERVED.
1. PROCEDURES
1.1 Departures:
Aircraft shall taxi entering Runway 09/27 via Taxiways A, B, E, F or G.
1.2 Arrivals:
Runway 27 in use: aircraft shall vacate the runway via Taxiways A, B or E.
Runway 09 in use: aircraft shall vacate the runway via Taxiways F or G (except aircraft codes A, B and helicopters).
Closure markings are displayed on the closed taxiways which are indicated by solid yellow crosses (X) signs along with omni-directional fixed red lights activated along
the sections of the closed areas.
2. MARKING AND LIGHTING FOR UNSERVICEABLE AREAS
Effective from 27 October 2017, taxiways C and D at Phuket International Airport are closed. Refer to the diagram on chart 10-8A.
10-8
CHANGES:
REVISED CLOSURE OF TAXIWAY C AND D
AT PHUKET INTERNATIONAL AIRPORT
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
27
AB
Con
trol
Tow
erE
P
FG
09
PHUKET, THAILANDPHUKET INTL
VTSP/HKT JEPPESEN
Term
inal
Pass
enge
r
17 NOV 17
xx
LEG
END
Clo
sed
mar
king
(Ta
wiw
ays
C,
D)
x
10-8A
New chart. | JEPPESEN, 2017. ALL RIGHTS RESERVED.CHANGES:
REV
ISED
CLO
SU
RE O
F T
AX
IW
AY
S C
AN
D D
AT
PH
UK
ET
IN
TL A
IRPO
RT
(contd)
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
10-8BVTSP/HKTJEPPESEN
6. VALIDITY
MAINTENANCE PROGRAMPHUKET INTERNATIONAL AIRPORT RUNWAY
1. INTRODUCTION
2. CLOSURE OF RUNWAY 09/27
December 20197, 21
operations in accordance with slot allocation.
3.3 All construction equipment will be kept clear when Runway 09/27 is operational.
4. REVISIONS TO CLOSURE PROGRAM
4.1 The closure program may be revised in the event of forecast or actual adverse weatherconditions or other extenuating circumstances.
5. CONTACT
Unit:
Fax:Tel:
E-mail:
+ 667 635 1874+ 667 635 [email protected]
For more information concerning the slot clearance request contact via the following:Unit:E-mail:
CAAT : Airport Slot Allocation Group (SAG)[email protected]
3. PRECAUTIONS
4.2 Any revision to the closure program will be promulgated by NOTAM.
Airport, to keep the runway surface in optimal conditions in order to maintain continuous andsafe aircraft operations.
Runway 09/27 will be closed due to runway maintenance program; date and UTC time are
3.1 All aircraft operators operating during these periods are planned to reschedule the flight
For further information contact via the following:Aeronautical Information Services, Phuket International Airport.
This chart will remain current until 27 October 2020 at 2300 UTC. Any change to the contentwill be notified through NOTAM.
be delayed and aircraft operators should plan to carry sufficient contingency fuel.
3.2 Due to traffic congestion, departing and arriving aircrafts operating during this period will
July 2020
2 - 6
16, 30
2 - 6
9 - 13
Month/Year Dates Period of Closure (UTC) Total Duration of Closure (hr.)
January 2020
February 2020March 2020
April 2020
May 2020
June 2020
August 2020
September 2020
October 2020
3, 17, 311 - 4
5 - 9
215, 19
7 - 11
14, 28
7 - 1125
8, 22
14 - 18
27
5:305:305:305:30
5:308:305:305:305:308:30
5:30
8:305:305:30
5:308:305:30
| JEPPESEN, 2018, 2020. ALL RIGHTS RESERVED.
5:30
5:30
1730 - 2300
1730 - 2300
Daily 1730 - 2300Daily 1730 - 0200 (+1)
1730 - 23001730 - 2300
Daily 1730 - 2300Daily 1730 - 0200 (+1)
1730 - 2300
1730 - 2300Daily 1730 - 2300
Daily 1730 - 0200 (+1)1730 - 23001730 - 2300
Daily 1730 - 2300Daily 1730 - 0200 (+1)
1730 - 2300
of this chart is to inform all concerned of the runway maintenance program at Phuket International
described in a charted table.
10 JAN 20
With effect from 24 December 2019 at 1730 UTC until 27 October 2020 at 2300 UTC, the purpose
Period: December 2019 - October 2020.
1 - 10 and 24 Daily 1730 - 2300
4 - 13 and 18 Daily 1730 - 2300
Dates and times revised.
PHUKET, THAILANDPHUKET INTL
CHANGES:
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
27265^
Elev 19'
A B
Elev 82'
Control Tower
197'60mStopwayVOR
All Rwys
Eng
3 & 4Eng
TAKE-OFF
All Rwys
AIR CARRIER (FAR 121)
400m
ABCD
AIR CARRIER
2
Adequate Vis Ref
500m
EP
F G
0927
HIRLSALSREIL
HIRLPAPI (angle 3.0^)PAPI (angle 3.2^)
RVRRVR 9076' 2766m
148'45m
Low-level wind shear alert system.
09085^
60m197'Stopway
FOR PARKINGPOSITIONS SEECHART 10-9A
9842' 3000m
Maneuvering on movement area:
All Rwys
LVP must be in Force
250m
300m
RCLM (DAY only) RCLM (DAY only)or RLor RL
Apt ElevPHUKET, THAILAND
PHUKET INTLN08 06.8 E098 18.5
10-982'
ATIS PHUKET Ground Tower
128.0 121.9 118.1
RVR
VIS 400m
08-07 08-07
98-18
98-18
98-19
98-19
98-20
98-20
VTSP/HKT JEPPESEN
Terminal
| JEPPESEN, 1999, 2018. ALL RIGHTS RESERVED.
ARP
Passenger
1. Area of Apron D and most all of the area between Apron A to C is the blind spot area,when ATC instruction is issued, aircraft are to maneuver by pilot discretion.
VAR 0^
18 MAY 18 .Eff.24.May.
due to minimum distance between rwy center line is 492'(150m), aircraft code C, D and E
a) Before departing aircraft code C,D or E enter RWY or,b) Before arriving aircraft code C,D or E crosses 4 nm on final.
centerline and objects is 130'(39.5m), wide body aircraft shall taxi with extreme caution.
taxiing on twy P shall be instructed to hold under the following conditions:
2. Special maneuvering procedure at Phuket Aerodrome on twy P, when visibility below 3000m,
3. Taxiing on twy P connecting with twy E, due to the minimum separation distance between twy
Separation between Rwy centerlineand center line of Twy P is 492' (150m).
C D
4. 180 degree turns on runway are not allowed for aircraft code letter C or higher. Turn shall bemade on the runway turn pad located near the threshold of runway 27.
Movement area note 4 added.
RWY
ADDITIONAL RUNWAY INFORMATION
ThresholdLANDING BEYOND
USABLE LENGTHS
WIDTHTAKE-OFFGlide Slope
5000
1500
1000
1000500
0
0
Feet
Meters
2000 3000 4000
CHANGES:
RUNWAY INCURSION HOT SPOTS
HS1
HS2HS3
HS1
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
10-9AVTSP/HKTJEPPESEN
| JEPPESEN, 1999, 2018. ALL RIGHTS RESERVED.
A B
E
P
P
P
RWY 09-27
E098-18.6E098-18.5E098-18.4E098-18.3E098-18.2E098-18.1
P
18 MAY 18
CD
.Eff.24.May.
Parking stand push-back note.
PHUKET, THAILANDPHUKET INTL
N08 06.6 E098 18.5
COORDINATES COORDINATES
N08 06.7 E098 18.4APRON B
N08 06.6 E098 18.4
APRON A
N08 06.5 E098 18.3
APRON C
21 thru 23N08 06.7 E098 18.524 thru 283 thru 5
CHANGES:
N08 06.4 E098 18.3
N08 06.6 E098 18.3
1, 2
6
7 thru 9
N08 06.3 E098 18.3
APRON D
N08 06.5 E098 18.2N08 06.6 E098 18.2
N08 06.5 E098 18.134, 34L, 34RN08 06.4 E098 18.1
PARKING STAND COORDINATESSTAND No.STAND No.
TERMINALPASSENGER
N08-06.3
N08-06.5
N08-06.6
N08-06.7
7
8
9
10
11
12
14
15
16
APRON A
6 5 43 2 1
APRON B
31
32R
32L32
33R
33L33
34R3434L
35
36
37
38
39
40
APRON D
T3T4
T5
T2
T2
T1
T1
2122232425 262728
APRON C
Area of Apron D and most of the area between
35 thru 38N08 06.3 E098 18.139, 40
Apron A to C is the blind spot area, when ATCinstruction is issued, aircraft are to maneuverby pilot discretion.
T7
T6
14R
14L12R
12L
DOMESTIC
PASSENGERTERMINAL
INTERNATIONAL
32L, 33, 33L, 33R31, 32, 32R
N08 06.2 E098 18.316
12, 12R, 14, 14L, 14R, 15
10, 11, 12L
Use Taxilane T1, T2, T3, T4, T5, T6 and T7 to enter or exit aircraft stand number 7-16
Apron B: Use Taxilane P to enter or exitacft stand number 1-6 as advised by ATC.
(Apron A) and 31-40 (Apron D) as advised byATC.Apron C: Use taxilane C, D or P to enter orexit stand number 21-28 as advised by ATC.
Due to aircraft congestion, self-maneuvering is not permittedat any parking stand, all aircraft must use tow-bar for pushback procedure.
HS2
HS1
HS3
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
VTSP/HKT JEPPESEN
18 APR 08 10-9B PHUKET INTLPHUKET, THAILAND
RLG DOCKING SYSTEM-IN SYSTEM AT PHUKET INTL AIRPORT
1. INTRODUCTION
1.2 The system enables the pilots seated on the left of the cockpit to positionhis aircraft on the correct stand centerline and stop position.
2. PILOT OPERATING INSTRUCTIONS2.1 The pilot or co-pilot simply follows the center azimuth steering bars to
speed.keep the aircraft at the center, and to keep the aircraft to a reasonable
2.2 The azimuth indication consists of a central green bar and two red bars-one to each side of the green bar. The center green bar will always be on,while the red side bars will only come on, one at a time, when the aircraftis off center.
to the left, the left red bar will come on, along with the center green bar.
2.3 If the aircraft veers too far to the right, the right red bar will come on,along with the center green bar. Conversely, if the aircraft veers too far
The pilot would simply steer towards the green bar to get back to thecenter J-line.
2.4 When the aircraft is more than 30 meters away from the docking position,
line, and the azimuth bar(s) at lower center of the Pilot Display unit.2.5 Starting at 30 meters, the close-in distance will be displayed on the
second display line, along with the progress meter at the lower left cornerof the Pilot Display unit. The close in distance will be updated in 1meter increments.
2.6 Starting at 10 meters, the close-in distance will be displayed in 0.2 meterincrements.
2.7 If the aircraft is moving too fast, the Aircraft Display unit will let the
down the aircraft until the "2 FAST" message disappears.pilot know by displaying the message "2 FAST". The pilot should slow
2.8 If the incoming aircraft does not match the expected aircraft (shown onthe top line of display) the message "NO ID" will immediately be displayedon the first line, and the message "STOP", in red, on the second line ofdisplay. The pilot must stop the aircraft immediately, and follow anyinstructions from the ground crew.
2.9 If the aircraft overshoots and moves beyond the designated dockingposition, the Aircraft Display will display the message "2 FAR" toindicate the over travel. The pilot should also stop the plane immediatelyif this happens.
2.10 RLG system parking sequence
| JEPPESEN, 2008. ALL RIGHTS RESERVED.New procedure.
a.) In this picture the aircraft is at a distance greater than
centerline.30 meters from the parking position and is directly at the
Note that the progress bar and digital close-in distanceare not displayed when the aircraft is greater than 30meters away from the docking position. A Boeing 747aircraft is expected.
b.) In this picture the aircraft is exactly 30 meters from the
Starting at 30 meters, the digital close-in distance(second line of display) is displayed, in 1 meter increments.The progress meter (lower left) will also be activated atthis distance.
has returned to the centerline.c.) The aircraft is at 20 meters from the docking position and
on position every 2.5 meters.Note position of progress meter. The arrow will advance
d.) In this picture the aircraft is at 10 meters and is on thecenterline.
1.1 The RLG docking system-in system is installed at bays 4, 8, 9 and 10.
the only indications will be the aircraft type displayed on the first display
docking position, but is off to the right of the centerline.
B747
B74730M
B74720M
B74710M
CHANGES:
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
JEPPESENVTSP/HKT18 APR 08 10-9C PHUKET INTL
PHUKET, THAILAND
| JEPPESEN, 2008. ALL RIGHTS RESERVED.New procedure.
displayed in 0.2 meter increments.Note that at below 10 meters, the close-in distance is
and has again veered off the left of centerline.e.) The aircraft is now at 6.2 meters from the docking position
and perfectly centered.f.) Finally the aircraft is perfectly parked at the stop position,
of the arrow and the stop line on the progress meter.The word "STOP" is displayed in red. Note also the merging
3. ALLOCATION OF AIRCRAFT PARKING BAYSAll aircraft parking bays are allocated by Ground/Apron controller withregard to aircraft type involved and prevailing or anticipated traffic situation.
4. AIRCRAFT MARSHALLING AND TOWING SERVICES
either manually or by the aid of the RLG Guide-in system and the pushing outof aircraft for departure shall be under the responsibility of the aircraftoperator or its appointed ground handling agency.
5. TAXIING PROCEDURES5.1 Arriving Aircraft
Aircraft entering the aprons are to follow closely to the taxiway and aproncenterline so as to avoid reducing safety distances between them andparking aircraft.
5.2 Departing Aircraft
centerline.When start-up clearance is issued by ATC, then pushed out onto apron
The marshalling of scheduled, non-scheduled and casual aircraft into the bays
B7476.2M
B747STOP
CHANGES:
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VTSP/HKT10-9D PHUKET INTL
PHUKET, THAILAND
| JEPPESEN, 2008. ALL RIGHTS RESERVED.
SAFEDOCK TYPE 25 LASER SCANNER SYSTEM
INTRODUCTION
All types of aircraft programmed into the system are as follows:
THE SYSTEM DESCRIPTION
TYPES OF AIRCRAFT
exceed a speed of 6 kts when using the docking system.
The safedock type 25 laser scanner system is installed at parking bays NR1 and11. The docking system enables wide-body aircraft to park at the correct positionon the parking bays without the assistance of a marshaller. Pilots should not
location relative to the airbridges.wall in front of the parking bays to ensure the aircraft stops in the correctThe system consists of a display screen and laser scanner located at the terminal
The system consists of two components which supply the following informationto the pilot:
a. The top alphanumeric information display which shows aircraft type designationin yellow.
b. The azimuth and centerline guidance display in red and yellow and the closingrate bar in yellow.
The types of aircraft are programmed into the system and the additional aircrafttypes can be selected from the operator panel before the aircraft approaches theparking stand.
Bay
Bay A340 DC10 MD11 B741 B742 B743 B744 B777 L1011
A310A300DC9DC8B767B757B737B727B707 A319 A320 A321 A330
11
11
1
1
JEPPESEN
7 APR 17
None.CHANGES:
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VTSP/HKT10-9E PHUKET INTL
PHUKET, THAILAND
1. INTRODUCTION
1.2 The system enables the pilots seated on the left of the cockpit to positionhis aircraft on the correct stand centerline and stop position.
SAFEGATE DOCKING SYSTEM-IN SYSTEM AT PHUKET INTL AIRPORT
2. PILOT OPERATING INSTRUCTION2.1 Safety Procedure
a.) General warningThe 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
information for clearance.b.) Item to check before entering the stand area
Warning: The pilot shall not enter the stand area, unless the dockingsystem first is showing the vertical running arrows. The pilot must notproceed beyond the bridge, unless these arrows have been supersededby the closing rate bar.
Warning: The pilot shall not enter the stand area, unless the aircraft
other information, such as 'door 2', shall also be checked.c.) The SBU message
The message STOP SBU means that docking has been interrupted andhas to be resumed only by manual guidance. Do not try to resumedocking without manual guidance.
2.2 START OF DOCKINGThe system is started by pressing one of the aircraft typebuttons on the operator panel. When the button has been
2.3 CAPTUREThe floating arrows indicate that the system is activatedand in capture mode, searching for an approaching aircraft.It 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 thearrows have been superseded by closing rate bar.
pressed, WAIT will be displayed.
1.1 The SAFEGATE Docking System-in system is installed at bays 1, 2, 3, 4
display unit, he must immediately stop the aircraft and obtain further
JEPPESEN
7 APR 17
5, 6, 7, 8, 9, 10, 11, 12, 14, 15, 16, 31, 32L, 32, 32R, 33L, 33, 33R, 35, 36,37, 38, 39 and 40.
Note 1.1. | JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.
type displayed is equal to the approaching aircraft. The correctness of
WAIT
B747
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VTSP/HKT10-9F PHUKET INTL
PHUKET, THAILAND
2.4 TRACKING
2.5 CLOSING RATE
When the aircraft has been caught by the laser, the floatingarrow is replaced by the yellow centerline indicator.
A flashing red arrow indicates the direction to turn.
The vertical yellow arrow shows position in relation to thecenterline. This indicator gives correct position and azimuthguidance.
Display of digital countdown will start when the aircraft is20 meters from stop position.
When the aircraft is less than 12 meters from the stopposition, the closing rate is indicated by turning off one rowof the centerline symbol per 0.5 meters, covered by the
remains to stop.aircraft. Thus, when the last row is turned off, 0.5 meters
2.6 ALIGNED TO CENTER
2.7 SLOW DOWNIf the aircraft is approaching faster than the acceptedspeed, the system will show SLOW DOWN as a warningto the pilot.
The aircraft is eight meters from the stop position. Theabsence of any direction arrow indicates an aircraft onthe centerline.
The aircraft is four meters from the stop position. The2.8 AZIMUTH GUIDANCE
2.9 STOP POSITION REACHED
yellow arrow indicates an aircraft to the right of the
direction to turn.
When the correct stop-position is reached, the display willshow STOP and red lights will be lit.
2.10 DOCKING COMPLETE
2.11 CHOCKS ON
When the aircraft has parked, OK will be displayed.
centerline, and the red flashing arrow indicates the
JEPPESEN
7 APR 17
2.12 OVERSHOOTIf the aircraft overshoots the stop-position, TOO FARwill be displayed.
CHOCK ON will be displayed, when the ground staff has putthe chocks in front of the nose wheel and pressed the"Chocks On" button on the operator panel.
| JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.Item sequence.
B747
B74710.0M
B747
SLOW
8.0M
DOWN
B747
STOP
4.0M
OK
TOOFAR
CHOCKON
CHANGES:
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VTSP/HKT10-9G PHUKET INTL
PHUKET, THAILAND
Item sequence.
2.13 BAD WEATHER CONDITIONDuring heavy fog, rain or snow, the visibility for the dockingsystem can be reduced.When the system is activated and in capture mode, the displaywill deactivate the floating arrows and show DOWN GRADE.This message will be superseded by the closing rate bar, assoon 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 ratebar.
2.14 AIRCRAFT VERIFICATION FAILUREDuring entry into the stand, the aircraftgeometry is being checked. If, for anyreason, aircraft verification is not made 40
will first show WAIT and make a secondverification check. If this fails STOP andID FAIL will be displayed. The text will bealternating on the upper two rows of thedisplay.
The pilot must not proceed beyond thebridge without manual guidance, unless theWAIT message has been superseded by theclosing rate bar.
2.15 GATE BLOCKEDIf an object is found blocking the view fromthe DGS to the planned stop position forthe aircraft, the docking procedure will behalted with a GATE BLOCK message. Thedocking procedure will resume as soon as
The pilot must not proceed beyond thebridge without manual guidance, unless theWAIT message has been superseded by theclosing rate bar.
2.16 VIEW BLOCKED
The pilot must not proceed beyond thebridge without manual guidance, unless theWAIT message has been superseded by theclosing rate bar.
If the view towards the approachingaircraft is hindered for instance by dirt onthe window, the DGS will report a viewblock condition. Once the system is able tosee the aircraft through the dirt, themessage will be replaced with a closingrate display.
2.17 SBU-STOPAny unrecoverable error during the docking procedurewill generate an SBU condition. The display will showred stop bar and the text STOP SBU.
A manual backup procedure must be used for dockingguidance.
the blocking object has been removed.
JEPPESEN
7 APR 17
ft before the stop-position, the display
2.18 EMERGENCY STOPWhen the emergency stop button is pressed, STOP isdisplayed.
| JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.
B747
SLOW
STOP FAILID
WAIT GATE BLOCK
WAIT VIEW BLOCK
STOP SBU
STOP
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VTSP/HKT10-9H PHUKET INTL
PHUKET, THAILAND
Item sequence.
2.19 ERRORIf a system error occurs, the message ERROR is displayedwith an error code. The code is used for maintenancepurposes and explained elsewhere.
2.20 SYSTEM BREAKDOWNIn case of a severe system failure, the display will go black,except for a red stop indicator. A manual backup proceduremust be used for docking guidance.
2.21 POWER FAILUREIn case of a power failure, the display will be completely
guidance.black. A manual backup procedure must be used for docking
JEPPESEN
7 APR 17
| JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.
ERROR
CHANGES:
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069^
105^
823'
1099'
960'
540'
Gnd speed-Kts 70 90 100 120 140 160
CIRCLE-TO-LAND
A
B
C
D
LOC (GS out)ILS
FULL ALS out MDA(H)
1300'(1218')
(1218')1300'
(1318')1400'
135
180
205
MaxKts100
770'(688')MDA(H)
LOC Descent GradientILS GS 3.20^
5.6%
ALS out
DA(H)540'(458')
D:550'(468')
MISSED APCH:
PHUKET, THAILANDPHUKET INTL 11-1
ATIS PHUKET Approach (R) PHUKET Tower Ground
128.0 124.7 121.9LOC
109.9IPKT
FinalApch Crs
267^
GS ILSDA(H)
Climb STRAIGHT AHEAD to 2500' then turn RIGHT
0.5 5.0
2500'
2000'
267^TCH 55'
CMM
267^
5.0
118.1
VTSP/HKTILS or LOC Rwy 27
D7.0 IPKT
1. PUT VOR DME and IPKT DME required.Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'
ABC:
STRAIGHT-IN LANDING RWY27
Not AuthorizedSouth of Airport
or401 516 574 688 803 918
5.0 4:17 3:20 3:00 2:30 2:09 1:53FAF to MAP
2500'PAPI PAPI
IPKTPUT
D7.0D6.9 D11.9
D12.0 IPKTPUT
087^ 267^
IPKT DME
ALTITUDE4.0 5.0 6.0 7.0985' 1325' 1665' 2000'
2200m
2300m
3200m
3600m
-2200m
-2400m
-4800m
D11.9 PUTIPKTPUT
D7.0D6.9
MM267^
087^
PHUKET116.9 PUTPUTD
ANFILD18.5 PUTD18.6 IPKT
4600
(IAF)
(IF)
222^
312^2500
25008.
0
8.0
OFFSET LOC
D12.0 IPKT
267^ 109.9 IPKTILS DME
IPKTRwy centerline 265^
08-00
08-10
98-20 98-30
D6.9 PUT
by ATC.direct to D7.0 IPKT/D6.9 PUT at 2500' and hold or as directed
MSA PUT VOR
CHANGES:
1441'1017'
915'
1476'
1263'
1047'
05
510
RT
BRIE
FIN
G S
TRIP
TM
Refer toMinimums
DD7.0IPKT
D6.9PUT
D2.0 IPKT
D2.0 IPKT
MANYUD18.5 PUTD18.6 IPKT
3000
(IAF)
1500m1600mVIS
RVR
Loc Crs offset 1.4^
2500'
SALS
MAP at MM
225^
135^
1119'
| JEPPESEN, 2007, 2018. ALL RIGHTS RESERVED.
JEPPESEN
PHUKET Arrival (R)
120.7PA
NS O
PS
2000'(1918')
Apt Elev 82'
Rwy 82'
Rwy 82'
[FI27]
[CI27]
[FI27][FI27] [CI27]
2000'GS
21 SEP 18
4600
3000
Minimums.
1800m
1900m
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
1000
1000
HKTWF
LAZAM
LAZIO
ROMAA
(IAF)
(IAF)
(IF)
085^[MR~9]
123^
303^
021^
201^
MISSED APCH:
PHUKET, THAILANDPHUKET INTL 12-1
ATIS PHUKET Approach (R) PHUKET Tower Ground
128.0 124.7 121.9Final
Apch Crs
085^
118.1
VTSP/HKT
Alt Set: hPa Trans level: FL 130 Trans alt: 11000'
BRIE
FIN
G S
TRIP
TM
JEPPESEN
6.9 2.512.0 5.1 0
3000'
RNAV HKTWF
1700' (1681')
DA(H)
870' (851')
100
135
180
205
Gnd speed-Kts 70 90 100 120 140 160
2000m
4400m
4800m
[MR~9]
RT
MSA ARP
1500'
Procedure Alt
Rwy Elev: 1 hPa
REILPAPI
1500'
| JEPPESEN, 2009, 2017. ALL RIGHTS RESERVED.
LNAV/VNAV
220^
165^
1
1
to GENOA and hold at 4000', or as directed by ATC.Climb on track 085^, at 2500' turn RIGHT direct
CIRCLE-TO-LAND
A
B
C
D
MaxKts MDA(H)
STRAIGHT-IN LANDING RWY 09
LNAV
MDA(H)
LNAV/VNAV
DA(H) 870'(851') 900'(881')
1500'
Not Authorized South of Airport
2000m
4000m
4400m
1600m
Descent Angle 372 478 531 637 743 849on 085^ GENOA
to RW~9085^
1.6
4000
123^
5.9
021^
7.8
1.0 NMto RW~9
GENOA
315^135^
4000
MISSED APCH FIX
05
510
08-00
08-10
98-00 98-10
98-20
1.0
4500' between25 and 15 NM
2500' 4000'
4000
MAP at 1.0 NM to RW~9
PA
NS O
PS
2.6
3.00^
TCH 50'
Rwy 19'
3.00^
MAX 220 KT
MAX 200 KT
KALIM(IAF)
MAX 200 KT
085^5.0
MAX 220 KT
1090'
960'
540'
1099'
085^
(1418')-2000m
(1418')-2400m
(1418')-4800m
4000
4000
4000
4000
Apt Elev 82'
Rwy 19'
085^
1. RNP APCH REQUIRED. 3. No turns before MAP.
2. Baro-VNAV not authorized below 15^C (59^F).
RNAV (GNSS) Z Rwy 09
Communications.
1 DEC 17
PHUKET Arrival (R)
120.7
MAP1025'1700'3.0HKTWF
ALTITUDE
4.0 2.61345' 900'
NM to THR
CHANGES:
3000' 1700'
900' MDA
LAZAMHKTWF 1.0 NM
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1000
1000
1000
1000
1000
HKTEF
BARON
MANYU
ANFIL(IAF)
(IAF)
045^
225^
8.43.2
265^
13.65.20
3000'
830'(748')
100
135
180
205
A
B
C
D
CIRCLE-TO-LANDSTRAIGHT-IN LANDING RWY
MDA(H)
Gnd speed-Kts 70 90 100 120 140 160
LNAV
ALS out
SALS
PAPIPAPI
1500'
LTBANLY
1600m 1500'
05
510
MISSED APCH:
PHUKET, THAILANDPHUKET INTL 12-2
FinalApch Crs
265^
VTSP/HKT
Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'
BRIE
FIN
G S
TRIP
TM
JEPPESEN
165^
220^
3000'
RNAV HKTEF
1900' (1818')
DA(H)
740' (658')
MSA ARP
RW27
1900'
Procedure Alt
| JEPPESEN, 2009, 2017. ALL RIGHTS RESERVED.
LNAV/VNAV1
1 4500' between25 and 15 NM
Climb on track 265^, at 2500' turn LEFT directto BANLY and hold at 4000', or as directed by ATC.
1. RNP APCH REQUIRED. 2. Baro-VNAV not authorized below 15^C (59^F).3. No turns before MAP.
(IF)
BANLY4000
202^
022^
333^
153^
MAP at RW27
on 265^2500' 4000'
Not Authorized South of Airport
1500'
ALS outDA(H) 740'(658')
LNAV/VNAV
1200m 1600m
2800m
3200m
2000m
1200m
3600m
4000m
Descent Angle 396 510 566 679 793 906
2.0
MISSED APCH FIX
4000
4000
4000
202^
6.0
333^
6.5
265^
98-20
98-30
1000'MDA
08-10
08-00
PA
NS O
PS
TCH 50'
3.20^
3.20^
Rwy 82'
MAX 220 KT
MAX 200 KT
MAX 220 KT
2.0
1129'
1057'
594'
1441'
824' 1020'
1476'
960'
540'
1099'
265^
Apt Elev 82'
Rwy 82'
4000
4000
(1418')-2000m
(1418')-2400m
(1418')-4800m
265^
RNAV (GNSS) Z Rwy 27
Communications.
1 DEC 17
ATIS PHUKET Approach (R) PHUKET Tower Ground
128.0 124.7 121.9118.1PHUKET Arrival (R)
120.7ATIS PHUKET Tower Ground
128.0 121.9118.1
MAP1900'1160'
4.01500'
2.0830'
HKTEF3.0ALTITUDE
NM to MAP
CHANGES:
MaxKts MDA(H)
27
BARONHKTEF
RW27
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1000
1000
1000
1000
1000
1000
1000
1000
1000
1000
MISSED APCH:
PHUKET, THAILANDPHUKET INTL
FinalApch Crs
085^
VTSP/HKT
Alt Set: hPa Trans level: FL 130 Trans alt: 11000'BRIE
FIN
G S
TRIP
TM
JEPPESEN
3000'
RNAV
Gnd speed-Kts 70 90 100 120 140 160
MSA ARPRwy Elev: 1 hPa
REILPAPI
220^
165^
1
1
4500' between25 and 15 NM
PA
NS O
PS
Apt Elev 82'
Rwy 19'SAMON
1000'DA(H)
650'(631')
SAMON
085^1000'
03.1
A
B
C
D
3.1
RNP 0.30
DA(H) (631')
RNP 0.30
STRAIGHT-IN LANDING RWY 09
TCH 50'2.80^
(FAP)
RNAV (RNP) Y Rwy 09
SAMON
085^
HK4912.3 HK495
2.9
HK497
5.1
315^135^
GENOA
12.9
KALIM(IAF)
HK45~
085^
3.8 085^10.1
MODON
TUNAA(IAF) 23
2^27.2
HK87~232^
3.5
6.7
SP8~1
SAABA(IAF)
312^
16.4
HK68~ 312^
3.5
6.7
| JEPPESEN, 2017. ALL RIGHTS RESERVED.
Rwy 19'
650'
NOT APPLICABLE
3600m
CAT C & D
MANDATORY
3000
Glide Path Angle 2.80^ 347 446 495 594 693 792
3100
3000MAX 200 KT
4000
3000MAX 220 KT
4000
4000
4000
085^
158^
085^
(981')
Climb to 4000' via the RNAV (RNP) MissedApproach track to GENOA or as directed by ATC.
05
510
1520
07-50
08-00
08-10
98-10 98-20
12-20
4000'085^ HK491via D
960'
1441'
824'
1004'
1768'
538'
1476'
540'
1099'
Mandatory Alt
10000MAXIMUM
RNP AR APCH REQUIRED. GNSS and RF REQUIRED.1. Approach not authorized when airport temperature below 68^F (20^C). 2.VTSP altimeter setting required. 3. PAPI and vertical path angle not coincident. 4. TOGA to NAV required. 5. Procedure requires RNP 0.30 from IAFs to RWY. 6. Procedure requires RNP 0.40 from RWY to HK491.
RWY~9
RWY~9
[RW~9]
[RW~9]
MAXIMUM8000
MAP at DA
MDA
1 DEC 17
ATIS PHUKET Approach (R) PHUKET Tower Ground
128.0 124.7 121.9118.1PHUKET Arrival (R)
120.7
Communications.
NOT TOSCALE
CHANGES:
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1000
1000
1000
1000
1000
1000
1000
1000
1000
1000
MISSED APCH:
PHUKET, THAILANDPHUKET INTL
FinalApch Crs
265^
VTSP/HKT
Alt Set: hPa Trans level: FL 130 Trans alt: 11000'
BRIE
FIN
G S
TRIP
TM
JEPPESEN
3000'
RNAV
Gnd speed-Kts 70 90 100 120 140 160
MSA ARPRwy Elev: 1 hPa
220^
165^
1
1
265^ HK591
4500' between25 and 15 NM
4000'
PA
NS O
PS
Apt Elev 82'
Rwy 27'DIVER
1200'DA(H)
780'(753')
DIVER
265^ 1200'
0 3.6
A
B
C
D
3.6
RNP 0.30DA(H) (753')
RNP 0.30
STRAIGHT-IN LANDING RWY 27
TCH 50' 2.80^
(FAP)
RNAV (RNP) Y Rwy 27
| JEPPESEN, 2017. ALL RIGHTS RESERVED.
Rwy 27
780'
NOT APPLICABLE
CAT C & D
MANDATORY
Glide Path Angle 2.80^ 347 446 495 594 693 792
Climb to 4000' via the RNAV (RNP) MissedApproach track to BANLY or as directed by ATC.
05
510
1520
12-21
DIVER
265^
HK591SAMON 3.6
HK5973.6
14.3
BARON(IAF)
HK58~265^5.6
265^4.4
PACUS
FEENA(IAF)
325^7.6
HK76~
325^5.0
4.4
STONE
MALIN(IAF)
206^10.8
HK572206^3.0
3.4
214^
265^
4000
225^04
5^
BANLY4000
MISSED APCH FIX
4000
MAX 230 KT2200
2500
2500
MAXIMUM
3100
3000
(1173')
via D
4400m
SALS
PAPIPAPI
08-00
08-10
08-20
98-30
1119'
960'
1886'
1441'
824' 1020'
1004'
1768'
538'
1476'
879'
540'
1558'
1099'
RNP AR APCH REQUIRED. GNSS and RF REQUIRED.1. Approach not authorized when airport temperature below 68^F (20^C). 2.VTSP altimeter setting required. 3. PAPI and vertical path angle not coincident. 4. TOGA to
MAXIMUM
NAV required. 5. Procedure requires RNP 0.30 from IAFs to HK591.
Mandatory Alt
RWY27
RWY27
[RW27]
[RW27]
4000MAXIMUM
MINIMUM8000
5000
MDA
MAP at DA
4000m
1 DEC 17
ATIS PHUKET Approach (R) PHUKET Tower Ground
128.0 124.7 121.9118.1PHUKET Arrival (R)
120.7
Communications.
NOT TO SCALE
CHANGES:
ALS out
1.2
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
A
B
C
D
CIRCLE-TO-LAND
205
180
135
100
MaxKts
1300'(1218')MDA(H)
MDA(H)
STRAIGHT-IN LANDING RWY09
MISSED APCH:
PHUKET, THAILANDPHUKET INTL 13-1
VOR
116.9PUT
FinalApch Crs
075^
MDA(H)
Climb STRAIGHT AHEAD to 2500' then turn LEFT,
2500'REILPAPI
MSA PUT VOR
VTSP/HKT
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 130 Trans alt: 11000'
VOR Y Rwy 09
No FAF1260'(1241')
continue climbing to 3000' back to PUT VOR and hold or as directed by ATC.
1260'(1241')Not Authorized South of Airport
1300'(1218')
1400'(1318')
3000'
116.9PUT
CAT A & BCAT C & D
2000'
3000'
25 NM
Start turn atCAT A & B:CAT C & D:
3 Min2 Min
PHUKET116.9 PUTPUTD
094^
274^
274^
267^CAT A & B
CAT C & D
075^
08-00
08-10
98-10 98-20
3000
824'
1099'
960'
540'
BRIE
FIN
G S
TRIP
TM
LT
05
510
2400m
2000m
4800m
-2000m
-2400m
-4800m
1. Arrival from Northwest and Northeast sector descend in holding pattern.
| JEPPESEN, 2007, 2017. ALL RIGHTS RESERVED.
3000'
4600'
JEPPESEN
225^
135^
PA
NS O
PS
ATIS PHUKET Approach (R) PHUKET Tower Ground
128.0 124.7 121.9118.1
PHUKET Arrival (R)
120.7
Apt Elev 82'
Rwy 19'
Rwy 19'
[FS~9Y]
[RW~9]
[FS~9Y] TCH 50'
6.1 0.3
[RW~9]
15 JUN 18
Gnd speed-KtsDescent Angle 3.00^
70 90 100 120 140 160372 478 531 637 743 849
MAP at VOR
3.00^
None.CHANGES:
274^
075^
VOR
267^
1411'
1476'
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
135^
277^
240^
135^
PUT116.9
PHUKET116.9 PUTPUTD
LAZIO
ROMAA
D17.2
D17.2
(IAF)
(IAF)
3000
3000
097^
277^
060^
240^
079^
259^
123^
2600
7.4
032^
26007.
7
3000
3000
MAX IAS 2
10 KT
MAX IAS 210 KT
MAX IAS 210 KT
1. PUT VOR DME required.
MAP at D1.5 PAPIREIL
05
510
BRIE
FIN
G S
TRIP
TM
[FS~9]
315^135^
GENOA
MISSED APCH FIX
Gnd speed-Kts 100 120 140 160
MDA(H)
9070
ALTITUDE
PUT DME 5.06.0
09
372 478 531 637 743 849
1900' 1600'
CIRCLE-TO-LANDSTRAIGHT-IN LANDING RWY
A
B
C
D
MaxKts100
135
180
205
MDA(H) 900'(881')
MISSED APCH:
PHUKET, THAILANDPHUKET INTL 13-2
VOR
116.9PUT
FinalApch Crs
079^
Minimum AltD6.0
1900'
MDA(H)
900'(881')
VORD11.0
5.0
D1.5
4.5
2600'2600'
D6.0
259^079^079^
1900'
1.3
MSA PUT VOR
VTSP/HKT
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 130 Trans alt: 11000'
(1881')
VOR Z Rwy 09
Not Authorized South of Airport
-2400m
-4800m
1300'(1218')
(1318')1400'
2400m
4400m
4800m
4.01280'
3.0960'
[MA~9]
D6.0 to MAP 4.5 3:51 3:00 2:42 2:15 1:56 1:41
D20.0
225^
135^
4600'
3000'Climb STRAIGHT AHEAD to 2500' then turn RIGHT
continue climb on heading 180^ to intercept PUT VOR R-135 outbounddirect to GENOA at 3000' and hold, or as directed by ATC.
3000
MAX IAS210 KT
[MA~9]D1.5
900'2.8
| JEPPESEN, 2007, 2018. ALL RIGHTS RESERVED.
2500'
RT
3000'
hdg180^on
1476'1099'
960'
540'
08-00
08-10
98-00 98-10
98-20
180^hd g
D11.0(IF)
JEPPESEN
PA
NS O
PS
Apt Elev 82'
Rwy 19'
ATIS PHUKET Approach (R) PHUKET Tower Ground
128.0 124.7 121.9118.1
PHUKET Arrival (R)
120.7
[FS~9]D6.0
TCH 50'
Rwy 19'
3.00^
[CS~9]
[CS~9]
15 JUN 18
Descent Angle 3.00^
Descent Angle.CHANGES:
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
A
B
C
D
CIRCLE-TO-LAND
205
180
135
100
MaxKts
1300'(1218')MDA(H)
MDA(H)
STRAIGHT-IN LANDING RWY27
MISSED APCH:
PHUKET, THAILANDPHUKET INTL 13-3
VOR
116.9PUT
FinalApch Crs
268^
MDA(H)
Climb STRAIGHT AHEAD to 2500' then turn RIGHT,
2500'
MSA PUT VOR
VTSP/HKT
Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'
VOR Y Rwy 27
No FAF1080'
continue climbing to 3000' back to PUT VOR and hold or as directed by ATC.
1080' Not Authorized South of Airport
1300'(1218')
1400'(1318')
3000'
116.9PUT
CAT A & B
CAT C & D2100'
3000'
25 NM
Start turn atCAT A & B:CAT C & D:
3 Min2 Min
PHUKET116.9 PUTPUTD
069^
076^CAT A & B
CAT C & D
268^
824'
1099'
960'
540'
2400m
2000m
4800m
-2000m
-2400m
-4800m
(998')
(998')
249^
069^
3000
08-00
08-10
98-10 98-20 98-30
ALS out
PAPI
SALS
PAPI
1. Arrival from Northwest and Northeast sector descend in holding pattern.
BRIE
FIN
G S
TRIP
TM0
55
10
RT
| JEPPESEN, 2007, 2017. ALL RIGHTS RESERVED.
3000'
4600'
JEPPESEN
225^
135^
PA
NS O
PS
Apt Elev 82'
Rwy 82'
[FS27Y][RW27]
Rwy 82'
TCH 55'
1.4
[RW27]
[FS27Y]
5.6
ATIS PHUKET Approach (R) PHUKET Tower Ground
128.0 124.7 121.9118.1
PHUKET Arrival (R)
120.7
15 JUN 18
Gnd speed-KtsDescent Angle 3.32^
70 90 100 120 140 160411 529 587 705 822 940
MAP at VOR
3.32
^
None.CHANGES:
069^
268^
VOR
076^
1411'
1476'
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid
069^
105^
824'
1099'
960'
540'
Gnd speed-Kts 70 90 100 120 140 160
CIRCLE-TO-LAND
A
B
C
D
ALS out MDA(H)
1300'(1218')
(1218')1300'
(1318')1400'
135
180
205
MaxKts100
(978')MDA(H)
MISSED APCH:
PHUKET, THAILANDPHUKET INTL 13-4
VOR
116.9PUT
FinalApch Crs
268^
MDA(H)
Climb STRAIGHT AHEAD to 2500' then turn RIGHT
1.0 4.6
2500'
1900' 268^
5.0
VTSP/HKT
Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'
STRAIGHT-IN LANDING RWY27
MAP at D2.4
2500'PAPI PAPI
D7.0 D12.0
088^ 268^
PUT DME
ALTITUDE
5.0 6.0 7.01280' 1600' 1900'
2400m
4800m
-2000m
-2400m
-4800m
D7.0 268^
088^
ANFIL
4600
(IAF)
(IF)
221^
311^2500
25008.
1
7.9
D12.0
08-00
08-10
98-20 98-30
MSA PUT VOR
05
510
RT
BRIE
FIN
G S
TRIP
TM
D
MANYU
3000
(IAF)
2000m
VOR Z Rwy 27
Minimum Alt
1900'(1818') 1060'(978')
direct to D7.0 at 2500' and hold or as directed by ATC.
1. PUT VOR DME required.
Not Authorized South of Airport1060'
D7.0D7.0 to MAP 4.6 3:57 3:04 2:46 2:18 1:58 1:43
372 478 531 637 743 849
D2.42500'
PHUKET116.9 PUTPUTD
D2.4
D18.5
D18.5
D7.0
SALS
VOR
225^
135^4600'
3000'
1129'
| JEPPESEN, 2007, 2018. ALL RIGHTS RESERVED.
[FS27][MS27]
[FS27]
[MS27]
JEPPESEN
PA
NS O
PS
Rwy 82'
Apt Elev 82'
[CS27]
[CS27]
3.00^
Ground
121.9118.1
PHUKET Tower
124.7
PHUKET Approach (R)
120.7
PHUKET Arrival (R)
128.0
ATIS
TCH 55'
RWY 82'
15 JUN 18
Descent Angle 3.00^
Descent Angle.CHANGES:
1411'
915'
1476'
1020'
Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid