Om Part C VJT Easa Rev1.1

Operation Manual
Part C
Route and Aerodrome Instructions

and Information
VistaJet Limited
SkyParks Business Centre

Malta International Airport
Luqa, LQA 4000, Malta
AOC MT-17
Commission Regulation (EU) No 965/2012
Edition: Part A: 10.09.14 Rev. 1.1

Part B BD700: 10.11.14 Rev. 3 Chapter 9 (MEL): Rev. 3
Part B CL605: 21.06.14 Rev. 1 Chapter 9 (MEL): Rev. 1
Part B CL350: 01.07.14 Rev. 1 Chapter 9 (MEL): Rev. 1
Part C: 10.09.14 Rev. 1.1
Chapter / Page: 0 / 2 of 10
VistaJet Limited Operation Manual Date: 10.09.14
Part C Revision: 1.1
Page Intentionally Left Blank

Table of Contents of the Operation Manual Part C
Chapter 0 General Organisation

Chapter 1 Instructions and Information relating to
communications, navigation and aerodromes
Chapter 1 Appendices:
Appendix AFI Area Briefing Africa
Appendix NIGERIA Area Briefing Nigeria
Appendix RUSSA Area Briefing Russia and CIS
Appendix LFKJ Airport Briefing LFKJ
Appendix LFLB Airport Briefing LFLB
Appendix LFLB Illustrations for Airport Briefing LFLB
Appendix LOWI Airport Briefing LOWI
Appendix LFMD Airport Briefing LFMD
Appendix LSGS Airport Briefing LSGS
Appendix LSZS Airport Briefing LSZS
Appendix UUWW Airport Briefing UUWW
Appendix WSSL Airport Briefing WSSL
Chapter 2 Airport Familiarization Documentation

Table of Contents
Chapter 0
0 SYSTEM OF AMENDMENT AND REVISION ................................................................................................... 6

0.1 REFERENCE LISTS FOR SUBJECTS REQUIRING APPROVAL ................................................................................. 6
0.1.1 Administration and Control of Operations Manual Part C ........................................................................ 7
0.1.2 Record of revisions ..................................................................................................................................... 7
0.1.3 List of effective Chapters ............................................................................................................................ 8
0.1.5 Record of Amendments ............................................................................................................................... 9
0 System of amendment and revision

The system of amendment and revision is described in detail in OM-Part A, Chapter 0.2.
0.1 Reference lists for subjects requiring APPROVAL
There is no specific reference list for OM Part C, all references are to be found in OM-Part A, Chapter 0.2.
0.1.3 List of effective Chapters
Chapter Title Revision Date

Chapter 0 General Organization 1.1 10.09.14
Chapter 1 Instructions and Information relating to 1.1
10.07.14
communications, navigation and aerodromes
Chapter 1 Appendices:
Appendix AFI Area Briefing Africa 1.1 10.09.14
Appendix NIGERIA Area Briefing Nigeria 1 10.07.14
Appendix RUSSA Area Briefing Russia and CIS 1 10.07.14
Appendix LFKJ Airport Briefing LFKJ 1 10.07.14
Appendix LFLB Airport Briefing LFLB 1 10.07.14
Appendix LFLB Illustrations for Airport Briefing LFLB 1 10.07.14
Appendix LOWI Airport Briefing LOWI 1 10.07.14
Appendix LFMD Airport Briefing LFMD 1 10.07.14
Appendix LSGS Airport Briefing LSGS 1 10.07.14
Appendix LSZS Airport Briefing LSZS 1.1 10.07.14
Appendix UUWW Airport Briefing UUWW 1.1 10.07.14
Appendix WSSL Airport Briefing WSSL 1 10.07.14
Chapter 2 Airport Familiarization Documentation 1 10.07.14
0.1.5 Record of Amendments
Chapter Page, description Rev. Date

Chapter 0 - Page 1, New Revision number and date; 1.1 10.09.14
- Page 7, Administration and control;
- Page 7, Records of revisions;
- Page 8, List of effective chapters;
- Page 9, Records of amendments.
Chapter 1 - Page 27, FGSL removed from Category B/C list; 1.1 10.09.14
- Page 29, VQPR (B) and RJNT (B) added to Category
B/C list;
- Page 30, VVPC (B) added to Category B/C list;
- Page 39, EHHV, EHSB and EHVB removed from
Category B/C list;
- Page 41, Added further limitation for LSZB;
- Page 49, UCFL (B) added to Category B/C list.
Appendix - Page 6, New MedAir emergency number;
AFI - Page 11 cons, In-Flight Broadcast Procedure updated.
Appendix - Page 6, Added note about obstacle on short final RWY03;
LSZS - Page 13, ICAO VFR Chart added.
Chapter 1 - Page 6, Added notes about ground station names and 1.1 10.09.14
Appendix identifiers of facilities.
UUWW

Table of Contents
Chapter 1
1 INSTRUCTIONS AND INFORMATION RELATING TO COMMUNICATIONS, NAVIGATION AND
AERODROMES ................................................................................................................................................................2
1.1 MINIMUM FLIGHT LEVEL AND ALTITUDE ..............................................................................................................2
1.2 OPERATING MINIMA FOR DEPARTURE, DESTINATION AND AERODROMES .............................................................2
1.3 COMMUNICATION FACILITIES AND NAVIGATION AIDS ..........................................................................................2
1.4 RUNWAY DATA AND AERODROME FACILITIES ......................................................................................................2
1.5 APPROACH, MISSED APPROACH AND DEPARTURE PROCEDURES INCLUDING NOISE ABATEMENT PROCEDURES .....2
1.6 COM-FAILURE PROCEDURES ................................................................................................................................2
1.7 SEARCH AND RESCUE FACILITIES..........................................................................................................................2
1.8 AERONAUTICAL CHARTS ......................................................................................................................................2
1.9 NOTAM’S AND MET SERVICES...........................................................................................................................3
1.9.1 Routine Aeronautical Meteorological Information ..........................................................................................3
1.9.1.1 Aviation Routine Weather Report (METAR) ..............................................................................................3
1.9.1.2 Aerodrome Forecast (TAF) Codes ..............................................................................................................8
1.10 EN-ROUTE COM / NAV PROCEDURES ..................................................................................................................9
1.10.1 CPDLC (Controller Pilot Data Link Communications)...................................................................................9
1.10.1.1 General ....................................................................................................................................................9
1.10.1.2 CPDLC Versus ADS-C .........................................................................................................................10
1.10.1.3 The Data Authority ................................................................................................................................10
1.10.1.4 Connection Timings ..............................................................................................................................11
1.10.1.5 CPDLC and Jurisdiction ........................................................................................................................11
1.10.1.6 The FMS ................................................................................................................................................11
1.10.1.7 The CPDLC Messages and Elements ....................................................................................................11
1.10.1.8 CPDLC Dialogues .................................................................................................................................11
1.10.1.9 Text and Variables .................................................................................................................................12
1.10.1.10 Element Numbers ..................................................................................................................................12
1.10.1.11 Message Attributes ................................................................................................................................12
1.10.1.12 Emergency Mode ...................................................................................................................................13
1.10.1.13 Pre-formatted Versus Free Text .............................................................................................................13
1.10.1.14 CPDLC Integrity....................................................................................................................................13
1.10.1.15 Normal operation ...................................................................................................................................13
1.10.1.16 Non-normal Operation ...........................................................................................................................13
1.10.1.17 Emergency Procedures ..........................................................................................................................13
1.10.1.18 Limitation of Human factors .................................................................................................................14
1.10.1.19 Reporting ...............................................................................................................................................14
1.10.1.20 CPDLC Regions ....................................................................................................................................14
1.10.1.21 References .............................................................................................................................................25
1.10.2 Charts other than Jeppesen ............................................................................................................................25
1.11 AERODROME CATEGORIZATION FOR FLIGHT CREW COMPETENCE QUALIFICATION .............................................25
1.12 SPECIAL AERODROME LIMITATIONS ..................................................................................................................26
1.12.1 List of Airdromes Category B, C Africa.......................................................................................................27
1.12.2 List of Airdromes Category B, C Asia .........................................................................................................29
1.12.3 List of Airdromes Category B, C Australia, New Zealand ...........................................................................31
1.12.4 List of Airdromes Category B, C China .......................................................................................................32
1.12.5 List of Airdromes Category B, C EUROPE .................................................................................................33
1.12.6 List of Airdromes Category B, C Far East....................................................................................................44
1.12.7 List of Airdromes Category B, C Middle East .............................................................................................45
1.12.8 List of Airdromes Category B, C North America .........................................................................................46
1.12.9 List of Airdromes Category B, C Russia ......................................................................................................49
1.12.10 List of Airdromes Category B, C South America .....................................................................................50
1 Instructions and Information relating to communications, navigation and

aerodromes
1.1 Minimum flight level and altitude
For flight planning required altitudes or flight levels shell be selected according the criteria:
- The minima as published in Jeppesen Charts or equivalent are mandatory and it is strictly forbidden to
descent below except for take-off and landing;
- For electronic flight planning the minimum time route option is to be selected;
- For duration of flights below one hour an economic ratio for climb/descent and cruse time should be
used;
- For route optimisation the forecasted enroute weather (Thunderstorms, Jet streams, Icing, Turbulence)
is to be considered.
1.2 Operating minima for departure, destination and aerodromes

Published minima of Jeppesen charts or equivalent are to be used.
1.3 Communication facilities and navigation aids

Published procedures according to Jeppesen or equivalent are to be used.
1.4 Runway data and aerodrome facilities

Published data and information according to Jeppesen or equivalent are to be used.
1.5 Approach, missed approach and departure procedures including noise abatement
procedures
Published procedures according to Jeppesen or equivalent are to be used.
For noise abatement procedures see also OM Part B Chapter 2.
1.6 COM-failure procedures

According to the procedures of the affected country published in Jeppesen, NOTAM or applicable AIP.
1.7 Search and rescue facilities

According to the rules Search and Rescue Service is provided by the ATC regarding to the current flight plan.
(Ref. AIP section SAR ).
Nevertheless any employee of VistaJet Ltd. who is in doubt of the position of any company aircraft should call
OCC to make sure that there is no company aircraft missing.
1.8 Aeronautical charts

According to Jeppesen or equivalent.
1.9 NOTAM’s and MET services

According to AIS and MET-Office or appropriate facilities.
1.9.1 Routine Aeronautical Meteorological Information
1.9.1.1 Aviation Routine Weather Report (METAR)

The content and format of an actual report is shown in the following table:
Location
Report Type Time * Wind Visibility RVR
Identifier
1400SW
METAR EDDV 102020 31015G27KT R27R/P1500
6000N
Temp/Dew
Weather Clouds QNH Recent WX Wind Shear Trend
Pt
SCT005
WS
SHRA SCT010CB 10/03 Q0995 RETS NOSIG
RWY 27R
BKN025
* “102020” means: 10 = tenth of the month, 2020 = 2020 UTC
Report Type
- METAR Aviation routine weather report. These reports are compiled half hourly or hourly at fixed
times when the aeronautical meteorological station is open;
- SPECI Aviation selected special weather report. Special reports are prepared to supplement routine
reports when improvement or deterioration through certain criteria occurs.
Location Identifier
ICAO four-letter code.
Time
The time of observation in hours and minutes UTC, followed by the letter indicator Z.
Example: METAR EDDV 102020Z
NOTE: In the case of a meteorological bulletin which may consist of reports from one or more aerodromes,
the code name METAR (or SPECI) may be replaced by the abbreviation SA (or SP) followed by a
bulletin identifier and the date and time of observation, and neither code name nor time will appear
in the individual reports.
Wind
Wind direction is given in degrees True (three digits) rounded to the nearest 10 degrees, followed by the mean
wind speed (two digits, exceptionally three) over the ten minute period immediately preceding the observation.
These are followed without a space by one of the abbreviations KT, KMH or MPS, to specify the unit used for
reporting the wind speed.
Example: 31015KT
A further two or three digits preceded by a G gives the maximum gust speed in knots when it exceeds the mean
speed by 10 KT or more.
Example: 31015G27KT
Calm is indicated by "00000" followed by the units abbreviation, and variable wind direction by the
abbreviation VRB followed by the wind speed and unit.
If, during the 10-minute period preceding the time of observation, the total variation in wind direction is 60° or
more, the observed two extreme directions between which the wind has varied will be given in clockwise
order, but only if the wind speed is greater than 3 kt.
Example: 31015G27KT 280V350
Horizontal Visibility
When there is no marked variation in visibility by direction the minimum is given in meters. When there is a
marked variation in the visibility, the reported minimum will be followed by one of the eight points of the
compass to indicate the direction.
Example: 4000NE (Min. vis. to the NE)
When the minimum visibility is less than 1.500 meters and the visibility in another direction more than
5.000 meters, the maximum visibility and its direction will be given additionally.
Example: 1400SW 6000N
NOTE: 9999 indicates a visibility of 10 km or more, 0000 a visibility of less than 50 meters.
RVR
An RVR group always includes the prefix R followed by the runway designator and a diagonal, in turn
followed by the touch-down zone RVR in meters. If the RVR is assessed on two or more runways
simultaneously, the RVR group will be repeated, parallel runways will be distinguished by appending, to the
runway designator, L, C, or R indicating the left, central or right parallel respectively.
Example: R27L/1100 R27R/1200
When the RVR is greater than the maximum value which can be assessed the group will be preceded by the
letter indicator P followed by the highest value which can be assessed. When the RVR is assessed to be more
than 1.500 meters it will be reported as P1500.
Example: R24/P1500
When the RVR is below the minimum value which can be assessed the RVR will be reported as M followed by
the appropriate minimum value that can be assessed.
Example: R27R/M0050
If it is possible to determine mean values of RVR, the mean value of RVR report over the 10-minute period
immediately preceding the observation will be reported, trends and significant variations may be reported as
follows:
- If RVR values during the 10-minute period preceding the observation show a distinct increasing or
decreasing tendency, such that the mean during the first five minutes varies by 100m or more from the
mean during the second five minutes, this will be indicated by subscripts U (upward) or D
(downward) for increasing or decreasing tendencies, otherwise, subscript N (no distinct tendency) will
indicate no change during the period.
Example: R27R/1100D
- When the RVR at a runway varies significantly so that, during the 10-minute period preceding the
observation, the 1-minute mean extreme values vary from the 10-minute mean value by either more
than 50 meters or more than 20 % of the 10-minute value (whichever is greater), the 1-minute
minimum and maximum values will be reported instead of the 10.miunte mean value, separated by V
(Variable).
Example: R27R/0950V1100
Weather
Each weather group may consist of appropriate intensity indicators and letter abbreviations combined in groups
of two to nine characters and drawn from the following table:
Significant Present and Forecast weather codes

Intensity for
Descriptor Precipitation Obscuration Other
Proximity
1 2 3 4 5
- Light MI DZ BR PO
Shallow Drizzle Mist Well-developed
dust/sand whirls
Moderate BC (Patches) RA (Rain) FG (Fog)
(no qualifier)
DR (Drifting) SN (Snow) FU (Smoke) SQ (Squall’s)
+ Heavy BL (Blowing) SG (Snow Grains) VA (Volcanic FC (Funnel Cloud;
Ashes) Clouds) *
VC SH (Shower; IC (Ice Crystals) DU (Widespread SS (Sandstorm)
In the vicinity Showers) Dust)
(within 8 km)
Adjacent, but not TS (Thunderstorm) PE (Ice-Pallets) SA (Sand) DS (Dust storm)
at the aerodrome
PR FZ (Super-Cooled) GR (Hail) HZ (Haze)
covering only part
of the aerodrome
GS
small hail (<5mm
diameter and/or
snow pallets)
* Tornado or water spouts.
Mixtures of precipitation types will be reported in combination as one group with the dominant type first, but
up to three separate groups may be inserted to indicate the presence of more than one independent weather
type.
Examples: MIFG, VCBLSN, +SHRA. RASN, -DZ, -DZ HZ
NOTE: BR, HZ, FU, IC, DU and SA will not be reported when visibility is greater than 5.000 meters,
+TSRA = Thunderstorm with heavy rain.
Cloud
A six character group will be given under normal circumstances, the first three to indicate cloud amount:
- FEW (few) to indicate 1 - 2 eighth;
- SCT (scattered) to indicate 3 - 4 eighth;
- BKN (broken) to indicate 5 - 7 eighth;
- OVC (overcast) to indicate 8 eighth;
The last three characters indicate the height of the base of the cloud layer in hundreds of feet above aerodrome
level.
Example: SCT018
Types of clouds other than significant convective clouds are not identified. Significant clouds are:
CB Cumulonimbus
TCU Towering Cumulus (METAR and TREND only).
Example: SCT018CB
Reporting of layers or masses of cloud is made as follows:
- First group: Lowest individual layer of any amount;
- Second group: Next individual layer of more than 2 eighth;
- Third group: Next higher layer of more than 4 eighth;
- Additional group: Significant convective cloud if not already reported.
The cloud groups are given in ascending order of height.

Example: SCT005 SCT010 BKN025 SCT018CB
When there is no cloud to report, and CAVOK does not apply, then the cloud group is replaced by:
- SKC (Sky clear); or
- NSC (No significant cloud).
Sky obscured is coded by VV followed by the vertical visibility in hundreds of feet. When the vertical
visibility cannot be assessed the group will read VV///.
Example: VV003
CAVOK
The visibility, RVR, weather and cloud groups are replaced by CAVOK when the following conditions exits:
- Visibility is 10km or more;
- No cloud below 5.000 ft or below highest Minimum Sector Altitude, whichever is greater, and no
Cumulonimbus;
- No precipitation, thunderstorm, shallow fog or low drifting snow.
NOTE: Clouds are forecasted up to 5000ft above ground only or the Minimum sector altitude, if higher
(Austria, may be different in other countries).
Air Temperature / Dew Point
These are given in degrees Celsius, M indicates a negative value.
Example: 10/03, 01/M01
QNH
QNH in whole hPA or inches is reported as a four digit group preceded by the letter indicator Q. If the value of
QNH is less than 1000 hPa the first digit will be 0. QNH will always be rounded down.
Example: Q0995,9 = Q0995
NOTE: A2991 = 29,91 inch
SUPPLEMENTARY INFORMATION
Recent weather
Recent weather will be operationally significant weather observed in the period since the previous observation,
but not now. The codes used for weather will be preceded by letter indicator RE.
Example: RETS (not with light intensity)
Wind Shear
The wind shear may be inserted if reported along the take-off or approach paths in the lowest 1600ft with
reference to the runway. WS is used to begin the group.
Example: WS RWY20
Runway State
An additional eight-figure Runway State Group will be added to the end of the METAR (or SPECI) when there
is snow or other contamination. Decoding of this group is shown in the Jeppesen Route Manual.
NOTE: Plain language supplementary information can be added to the end of the METAR (SPECI).
NOTE: Information that is missing is replaced by diagonals.
Trend
For selected aerodromes, this is a forecast of significant changes in conditions during the two hours after the
observation time.
Change indicator
BECMG (becoming) or TEMPO (temporary) which may be followed by a time group (hours and minutes
UTC) preceded by one of the letter indicators FM (from), TL (until) or AT (at).
Weather
Standard codes are used. NOSIG replaces the trend group when no significant changes are forecasted to occur
during the trend forecast period.
Example: BECMG FM 1100 2503G50KT; TEMPO FM0630 TL 0830 3000 SHRA
Examples of METAR code:
- METAR EDDV 1220Z 14005KT 0450E R27R/1000N DZ BCFG VV/// 08/07 Q1004 NOSIG=
- METAR EDDL 1220Z 24015KT 200V280 8000 RA SCT010 BKN025 OVC080 18/15 Q0983
TEMPO3000-RA BKN008 OVC020=
- METAR EDDH 1220Z 30025G37KT 270V360 1200N 6000S +SHSNRAGS SCT005 BKN010CB
03/M01 Q0999 RETS WS LDG RWY 23 BECMG AT1300 9999 NSW SCT015 BKN100=
The above METAR’s for 1220 UTC in plain language:

- Hanover; surface wind: mean 140° True; 5kt, MNM visibility 450 meters to east; mean RVR 1.000
meters (at threshold RWY 27R, no apparent tendency); moderate drizzle with Fog patches; Sky
obscured; vertical visibility not available; Temperature plus 8°C, dew point plus 7°C; aerodrome
QNH 1004 hPa; Trend: no significant change;
- Düsseldorf; Surface wind: mean 240° True; 15 kts, varying between 200 and 280°; min. vis. 8 km;
moderate rain; cloud: 3-4 eighth base 1.000 ft 5-7 eighth 2.500 ft, 8 eighth 8.000 ft; QNH 983 hPa;
Trend: temporarily 3.000m in light rain with 5-7 eighth 8.000 ft, 8 eighth 2.000 ft, temperature: plus
18°C, dew point plus 15°C;
- Hamburg; Surface wind: mean 300° True, 25 kts; gust 37 kts, varying BTN 270 and 360°; min.
visibility 1.200 m to north, MAX visibility 6 km to south; heavy shower of snow, rain and small hail;
3-4 eighth base 5.000ft, 5-7 eighth CB base 1.000 ft; temperature: plus 3°C, dew point minus 1°C;
QNH 999 hPa; thunderstorm since previous report; wind shear reported on approach to RWY 23;
Trend: improving at 1300 UTC to 10 km or more, nil weather, 3-4 eighth 1.500 ft, 5-7 eighth 10.000
ft.
NOTE: For flights under 2 hours duration and planning based on METAR/TREND remember that a
TEMPO/SHSNGS can last up to 1 hour.
1.9.1.2 Aerodrome Forecast (TAF) Codes

TAF describe the forecast prevailing conditions at an aerodrome and usually cover a period of 9 hours.
Many of the latter do not start until 8 hours after the nominal time of origin and the forecast details only cover
the last 18 hours. Amendments are issued as and when necessary.
The forecast period of a TAF may be divided into two or more self-contained parts by the use of the
abbreviation FM followed by a time.
TAF are issued separately from the METAR or SPECI and do not refer to any specific report, however, many
of the METAR groups are also used in TAF and significant differences are detailed below.
The content and format of TAF is as in the following table:
Validity
Report Type Date/Time Location Wind Visibility Weather
Time
TAF 130600Z EDDV 130716 31015KT 8000 -SHRA
Clouds Variant Validity Times

SCT005 SCT010 SCT18CB BKN025 TEMPO 1116
Validity
Visibility Weather Probability Weather Cloud
Time
4000 +SHRA PROB30 1416 TSRA BKN010CB
Difference to METAR
Identifier
In the validity period, the first two digits indicate the date, the 3rd and 4th digit indicate the commencement of
the forecast in whole hours UTC, and the last two digits are the time of ending of the forecast in whole hours.
Example: TAF EDDH 130600Z 130716
NOTE: In the case of a TAF bulletin which may consist of forecast for one or more aerodromes, the code
name TAF will be replaced by the abbreviations FC or FT, followed by a bulletin identifier and the
date and time of origin (hours and minutes UTC), and neither code name nor date/time will appear
in the individual forecast.
Horizontal Visibility
As with the METAR code, except that only one value (the minimum) will be forecasted.
Weather
If no significant weather is expected the group is omitted. However, after a change group, if the weather ceases
to be significant, the abbreviation NSW is used for No Significant Weather.
Clouds
When clear sky is forecast the group is replaced by SKC (sky clear). When no cumulonimbus or clouds below
5.000ft or below the highest minimum sector altitude, whichever is greater, are forecasted and CAVOK or
SKC are not appropriate, NSC (No Significant Cloud) is used.
Significant changes
The abbreviation FM followed by the time to the nearest hour UTC is used to indicate the beginning of a self-
contained part in the forecast. All conditions given before the group are superseded by the conditions indicated
after the group.
Example: FM12 2701KT 4000 BKN010
The change group BECMG followed by a four figure time group indicates an expected permanent change in
the forecast, at either a regular or irregular rate, occurring at an unspecified time within the period.
Example: BECMG 2124 1500 BR
The change group TEMPO followed by a four figure time group indicates a period of temporary fluctuations to
the forecast meteorological conditions which may occur at any time during the period given. The conditions
following these groups are expected to last less than one hour in each instance and in aggregate less than half
the period indicated.
Example: TEMPO 1113 4000 +SHRA
Probability
The probability of occurrence happening will be given as a percentage, although only 30% and 40% will be
used. The abbreviation PROB is used to introduce the group, followed by a time group, or a change and a time
group.
Example: PROB30 0507 0800 FG BKN004
PROB 40 TEMPO 1416 TSRA BKN010CB
EDQM 0716 24015G30KT 8000 SCT005 BKN010 TEMPO 0713 27020G 2000 SN PROB30
RASN OVC003=
Amendments
When a TAF requires amendments, the amended forecast is indicated by inserting AMD after TAF in the
identifier and this new forecast covers the remaining validity period of the original TAF.
Example: TAF EDDF AMD 130820Z 130916
NOTE: The following change indicators in TAFs may be disregarded:

- Any TEMPO or PROB gusts (only) exceeding the required limits;
- Any PROB TEMPO conditions worse that those required;
- Any forecasted TEMPO or PROB improvements should also be disregarded.
1.10 En-route COM / NAV procedures

According to Jeppesen or equivalent.
1.10.1 CPDLC (Controller Pilot Data Link Communications)

NOTE: For general and area related procedures see the relevant chapters in the Jeppesen Airway Manuals
(available on the a/c iPad in “FeppFD”.
1.10.1.1 General
CPDLC is a data link application that allows for the direct exchange of text-based messages between a
controller and a pilot.
CPDLC greatly improves communication capabilities in oceanic areas, especially in situations where
controllers and pilots have previously had to rely on a Third Party HF communications relay.
Apart from the direct link, CPDLC adds a number of other benefits to the ATS system, such as:
- Allowing the flight crew to print messages, if an on-board printer is available;
- Allowing the auto load of specific uplink messages into the Flight Management System (FMS),
reducing crew-input errors;
- Allowing the crew to downlink a complex route clearance request, which the controller can re-send
when approved without having to type a long string of coordinates;
- Specific uplink messages arm the FMS to automatically downlink a report when an event, such as
crossing a waypoint, occurs. This automation assists with workload management for the flight crew
and the controller;
- Specific downlink messages and the response to some uplink messages will automatically update the
Flight Data Record in some ground systems.
NOTE: Planned use of CPDLC shall be notified appropriately on the ATC flight plan.
NOTE: CPDLC can only be used by properly trained flight crew according to OM Part D.
1.10.1.2 CPDLC Versus ADS-C

CPDLC and ADS-C (Automatic Dependent Surveillance Contract) have a number of similarities.
- CPDLC and ADS-C are both data link applications;
- In the airborne implementation they are both controlled by the FMS;
- While they are separate entities, and it is possible to have one without the other (the pilot can select
ADS on and off independently), the reality is that an FMS unserviceability is likely to lead to the loss
of both applications;
- Both applications accept messages from the ground system and return responses;
- Both applications are capable of initiating downlink reports based on messages from the ground
system;
- It takes only one logon from the aircraft to allow a ground system to connect with both applications.
However, for all of the similarities, there are just as many differences. The connections established between an
aircraft and a ground system differs for each of the applications.
CPDLC is a communications application and uses the concept of Data Authority. There can only be two Data
Authorities, and therefore a maximum of two ATS Units (ATSUs) connected to the aircraft for CPDLC at any
one time. Only one of the Data Authorities, the Current Data Authority (CDA) can communicate with the
aircraft.
ADS-C is a surveillance application and does not inhabit the Data Authority world. The maximum number of
ATSUs that can have ADS-C connections simultaneously with the same aircraft is five for all VJ aircraft
models.
The CPDLC connection has in-built integrity with a number of security mechanisms.
The FANS-1/A ADS-C connection has no such security. If a suitably equipped ground station, perhaps a
research facility, knows the ACARS address and tail number of a particular aircraft, an ADS-C connection can
be established from anywhere on the globe.
Another difference between the two applications is human interaction. Although the connections are
established at a system level, the CPDLC application is a hands-on crew tool. The crew is aware of the ATSU
with the active connection; and they actively use the functionality to send response messages, request messages
and reports. They are also aware of when a transfer from one ATSU to another has occurred.
The flight crew can turn the ADS-C application on and off, and only the crew can initiate and cancel an
emergency reporting mode, but other than that, the ADS-C application generally operates without flight crew
interaction. When a logon occurs, the ground system automatically establishes a series of contracts directly
with the avionics. The contracts are generally defined off-line, but in some ground systems, the controllers are
able to construct their own contract contents.
The contracts define the type of reporting required, the timing of these reports, the information contained in the
reports and the frequency of reporting.
The avionics will automatically send a report to the ground system whenever a contract-defined event occurs.
Unlike CPDLC, ADS-C also operates with minimal input from the controller.
1.10.1.3 The Data Authority

As previously discussed, an aircraft can have a maximum of two CPDLC connections. Only one of these
connections can be active at any one time. The ATSU able to exchange CPDLC messages with the aircraft is
known as the Current Data Authority (CDA). The connection between the aircraft and the Current Data
Authority is known as the active connection.
The next (adjacent) ATSU to communicate with the aircraft by CPDLC (usually the next FIR on the cleared
route) is known as the Next Data Authority (NDA) and is nominated by the CDA by the sending of an uplink
NDA message to the aircraft containing the four-character logon code for the next ATSU that will send a
Connection Request message. The connection established between the aircraft and the Next Data Authority
following the Address Forwarding process is known as an in-active connection.
If the NDA message is not received by the aircraft, a Next Data Authority does not exist and termination of the
connection with the Current Data Authority will leave the aircraft without CPDLC connectivity.
Similarly, if the next ATSU is not datalink equipped, an NDA message is not sent to the aircraft. Prior to the
FIR boundary, the crew is instructed to establish voice contact with the next unit.
In this case, the End Service message sent by the Current Data Authority will terminate the active connection,
and the aircraft will not be CPDLC connected with any ATSU until an initial logon is performed prior to the
boundary of the next datalink equipped unit. The initial logon to the next unit is a pilot responsibility.
It is possible to use the Address Forwarding process to instruct the avionics to logon to a data link ATSU
beyond a non-data link area, but this would lead to a unit having CPDLC communications with an aircraft
operating in another FIR. The South Pacific States have agreed not to perform this process under normal
conditions, but it may be a useful option in an emergency situation.
When the pilot performs an initial logon to an ATSU, that unit automatically becomes the Current Data
Authority because it is the only unit connected. The CPDLC connection is active, however, in the FANS-1/A
environment; the ground system cannot determine that it is the Current Data Authority until a downlink
message is received from the aircraft.
1.10.1.4 Connection Timings

For an aircraft departing from an airport within an ATSU's FIR the CPDLC connection sequence will generally
occur on receipt of a logon from the aircraft. This will be an initial logon and the aircraft will either logon to
the unit while parked at the gate, or at some point after departure (for example, when climbing through 10,000
ft).
For an aircraft inbound to an FIR the connection sequence to that FIR is managed by the design of the
individual system. Some systems will connect ADS and CPDLC on receipt of the logon, others connect the
applications at different times based on automated phases of the flight plan.
An initial logon (when transiting a non-datalink FIR prior to the boundary) will generally occur somewhere
between 15 and 45 minutes prior to the aircraft's boundary estimate.
1.10.1.5 CPDLC and Jurisdiction

Some CPDLC ATSUs consist of only one sector. A logon and a subsequent active CPDLC connection with
that ATSU allows the sector to exchange CPDLC messages with the relevant aircraft.
In a multi-sector environment, where multiple sectors use datalink, the centre itself generally takes the role of
Current Data Authority and an individual sector is allocated the ability to communicate with aircraft under the
sector's jurisdiction. In the multi-sector environment the connection (and any open messages) is transferred
with the transfer of jurisdiction. An End Service message is not sent for inter-sector transfers.
1.10.1.6 The FMS

Details of the FMS capability and operation is to be found in OM Part B, Chapter2
1.10.1.7 The CPDLC Messages and Elements

Individual entries in the message set are known as message elements. A CPDLC message can be created from
a single message element, or a concatenation of up to five message elements.
Messages may be constructed solely from pre-formatted message elements, solely from free text message
elements, or from a combination of pre-formatted and free text message elements.
Flight crews and controllers both have the capability of sending multi-element messages; however, multi-
element clearances or clearance requests should be avoided. A flight crew or controller receiving a message
containing multiple clearances or clearance requests for which not all can be accepted is required to send an
Unable Response to the entire message and then as period of negotiation on which elements are acceptable
will ensue. Single-element clearances and requests do not have this issue.
1.10.1.8 CPDLC Dialogues

CPDLC dialogues are exchanges of CPDLC messages between a controller and a flight crew.
There are some simple rules governing CPDLC dialogues:
- All CPDLC dialogues must be closed wherever possible;
- A dialogue opened by CPDLC must be closed by CPDLC, unless connectivity has been lost;
- A dialogue opened by voice must be closed by voice, not CPDLC.
The correct operation and synchronisation of the CPDLC system is dependent on the receipt of a valid
response for any message that technically requires closure.
If a message requiring a closure response is sent and then subsequently negotiated by voice, that message must
still be closed.
The automatic transfer of a CPDLC connection across an FIR boundary depends on certain messages being
closed prior to the avionics receiving an END SERVICE message from the Current Data Authority. If a
message exchange is not completed prior to the End Service message being received by the aircraft, then any
open messages with the transferring FIR are deleted by the avionics.
1.10.1.9 Text and Variables

Pre-formatted message elements can be purely text-based, such as "DUE TO AIRSPACE RESTRICTION", or
can be a combination of text and variables, such as "CLIMB TO AND MAINTAIN [level]".
The text of the message element is shown in upper case characters and the variable field is shown with the
variable name displayed in lower case characters enclosed in square brackets. In most modern ground systems
a variable field is generally displayed to a controller as a button that will display a pop-up menu from which
the intended value can be selected.
A free text element contains only text.
1.10.1.10 Element Numbers

Each pre-formatted message element is assigned a unique identification number.
For example, the element "CLIMB TO AND MAINTAIN [level]" is always uplink element number 20.
Depending on the urgency attribute, an uplink free text element is either number 169 or 170, without regard to
the content.
An uplink message consisting of 5 different free text elements will be constructed of 5 message elements
assigned number 169, whereas a message consisting of 5 pre-formatted elements will be made up of five
elements each assigned their own unique identification number.
Neither the controller nor the flight crew will see these numbers as part of the message.
1.10.1.11 Message Attributes

Each message element is also assigned a number of attributes within the code. The attributes include urgency,
alert and response requirements. The Response Attribute determines the type of response required to close each
message dialogue.
For Uplink messages:
- The attribute W/U means that a WILCO or UNABLE response is required to close the dialogue;
- The A/N attribute requires either the AFFIRM or NEGATIVE response;
- The R attribute requires a ROGER response;
- The NE attribute means that the W/U, A/N, or R responses are Not Enabled for the flight crew. These
messages are considered by the ground system as a self-closing as they do not require a downlink to
close the dialogue.
NOTE: Despite the NE attribute not requiring a technical closure response, most of these messages, such as
CONFIRM ASSIGNED ALTITUDE, do require an operational response (e.g. ASSIGNED
ALTITUDE [level]). The responses are correctly displayed to the crew providing that the correct
uplink is sent - for example, if the same message is sent as free text, the correct response is not
available to the crew.
For downlink messages the choices are a little more basic:

- The Y attribute requires a response from the controller;
- The N attribute does not require a response.
As mentioned earlier, system processing of the various message attributes means that the message is presented
to the controller in a recognisable form. The attributes are not sent within the message, but are translated by the
receiving system based on the message element identification numbers.
The controller and flight crews do not see the attributes.
For a multi-element message, the overall response attribute is the highest-level attribute of the individual
elements.
1.10.1.12 Emergency Mode

The crew can also select ADS-C Emergency Mode independently of CPDLC.
Emergency Mode can only be initiated by the crew and can only be cancelled by the crew.
Some FANS-1 systems automatically add some extra message elements to the MAYDAY message, such as an
abbreviated position report containing current position, time at current position, altitude and current speed. If
the pilot selected level is lower than the current altitude when the MAYDAY message is sent, then the
DESCENDING TO [level] element is also added.
1.10.1.13 Pre-formatted Versus Free Text

There are some important differences between pre-formatted and free text message elements.
As we have seen in the previous section, the intent of a free text message may not be properly understood.
Other differences are:
- Some pre-formatted uplink elements arm the avionics to automatically send a downlink report when a
specific event occurs (eg. passing a waypoint).
- Some pre-formatted uplink elements can be auto-loaded into the FMS (eg. route clearances).
- Some pre-formatted uplink elements automatically update the Flight Data Record (FDR) of some
systems on receipt of a WILCO response from the crew (eg. vertical clearances).
Free text messages do not perform any of these functions.

Another major difference between pre-formatted message elements and free text elements is in the delivery of
the message.
For a message constructed of pre-formatted elements, only the message number and any variable contained in
the element are transmitted. The message number is then decoded by a file of message elements stored in the
receiving system.
In contrast, the entire free text message is sent to the receiving system.
As only the number and the variable(s) are transmitted, there is some scope for the tailoring of the pre-
formatted message elements to suit the user’s environment. An extreme example of tailoring would be the
presentation of the elements in the user’s native language. The danger of this approach is that the intent of the
message may be compromised in the translation.
The important point to recognise here is that message text seen by the controller does not alter in any way the
text seen by the flight crew, as the message text is decoded from the airborne file.
The procedures for the sending of uplink messages state that free text shall only be used when an appropriate
pre-formatted message element does not exist, or as an additional amplification of a pre-formatted element.
1.10.1.14 CPDLC Integrity

A clearance delivered by CPDLC requires no specific readback by the crew.
This is due to the last four characters tacked onto the end of the coded message. This code is a check sum of
the message header, the message contents and the sending time-stamp expressed as bits.
In simple terms the code is a sample of the entire message. This code is known as a Cyclic Redundancy Check
(CRC) and each CRC is analysed by the receiving system. If the CRC is intact, then the message and its
contents have not been corrupted during transmission.
The CRC check ensures that CPDLC has one of the highest integrity ratings of any aviation system, especially
when compared with voice communications.
The only "readback" required in response to a clearance delivered via CPDLC is a WILCO message from the
crew.
The Active Centre is displayed after the CPDLC connection has been established.
When Address Forwarding occurs, the Next Data Authority will be displayed as the NEXT CTR.
1.10.1.15 Normal operation

Details of the FMS capability and operation is to be found in OM Part B, Chapter2
1.10.1.16 Non-normal Operation

Details of the Abnormal Operation is to be found in OM Part B, Chapter2
1.10.1.17 Emergency Procedures

Details of the Emergency Procedures is to be found in OM Part B, Chapter2
1.10.1.18 Limitation of Human factors

Details of the Limitation of Human factors is to be found in OM Part B, Chapter2
1.10.1.19 Reporting
Incidents associated with an ATS message transmitted via data link that affected or could affect the safe
operation of the aircraft should be reported, like any other incidents, in accordance with OM Part A,
Chapter11.3 and Chapter 11.4 (Accident / Incident / Occurrences Notification, Responsibilities, Reporting).
Incidents reported in accordance with the provisions above should also be reported to the air traffic services
unit that was the data authority at the time of the incident.
1.10.1.20 CPDLC Regions

General
The CPDLC region locators are noted:
at the ATC boundaries on the Jeppesen paper charts;
In the Jeppesen Airway Manual (i.e. Jeppesen PACIFIC Airway Manual);
Or on the iPad APP JeppFD.
1.10.1.20.1 ATLANTIC
ATLANTIC Data Link Services by FIR
NOTE: O = Operational, T = Trial, N = Not available

ATLANTIC Data Link Services by FIR (cont.)

1.10.1.20.2 EUROPE
EUROPE Data Link Services by FIR / ACC / UAC

1.10.1.20.3 MIDDLE EAST

MIDDLE EAST Data Link Services by FIR

1.10.1.20.4 PACIFIC
PACIFIC Data Link Services by FIR

PACIFIC Data Link Services by FIR (cont.)

1.10.1.21 References
- OM Part B BD700, Chapter 2.10 (CPDLC / FANS);
- OM Part D, Chapter 2 (Training, CPDLC);
- Jeppesen Airway Manual (i.e. Jeppesen PACIFIC Airway Manual);
- ICAO Global Operational Data Link Document (GOLD), Second Edition — 26 April 2013;
- EUROCONTROL document “Flight Crew Data Link Guidance for Link2000+ Services”;
- EUROCONTROL document “LINK2000+ Service and Message Sets for Airborne Implementation”.
1.10.2 Charts other than Jeppesen

If for an airport or enroute there are no Jeppesen charts available it is the responsibility of the FOM to approve
substitute charts for preliminary use.
1.11 Aerodrome categorization for flight crew competence qualification

COMPETENCE
Aerodromes for VistaJet operations are categorised in ascending order of difficulty, from Category A to
Category C according to characteristics as listed below.
Commanders must ensure that their aerodrome qualifications fulfil the briefing and/or recency requirements
before operating to Category B or Category C aerodromes.
Category A
An aerodrome which satisfies all of the following requirements:
Published circling minima not higher than 1 000 ft above aerodrome level;
An approved instrument approach procedure to both ends of the runway;
At least one runway with no significant performance limited procedure for take-off and/or landing;
Night operations capability.
Category B
An aerodrome which does not meet the Category A requirements or which requires extra considerations such
as:
- Non-standard approach aids and/or approach patterns;
- Unusual local weather conditions;
- Unusual characteristics or performance limitations;
- Any other relevant considerations including obstructions, physical layout, lighting, etc.
Prior to operating to a Category B aerodrome, the pilot-in-command should be briefed, self-brief by means of
programmed instruction, or complete an Airport Familiarisation Form found in OM C, on the Category B
aerodrome(s) concerned.
The Commander must certify that he has carried out the relevant instruction by either returning a picture or fax
of the Airfield Familiarisation Form or a brief email to the training department stating he has no further
questions regarding the airport(s).
A post-holder or deputy is to verify the info prior to departure to ensure correctness. The applicable dates are to
then be entered into the crew planning system.
The original Airfield Familiarisation Sheet must be returned to VistaJet in the Ops Return Envelope.
The validity of a Category B Airfield Briefing is the more recent of 12 months from the date of brief, or the
date of the last visit to the airfield.
Category C
An aerodrome that requires considerations additional to those for a Category B aerodrome.
Prior to operating to a Category C aerodrome, the pilot-in-command should be briefed and familiarised at the
aerodrome with an authorized Flight Instructor, and/or be familiarised in a flight simulator approved by the
Authority for that purpose.
The qualification will be certified by the CTM and its period of validity will be 12 calendar months in addition
to the remainder of:
The month of qualification;
The month of the latest operation to that aerodrome. If revalidated within the final three calendar months of
validity of a previous aerodrome competence qualification, the period of validity will be effective until
12 calendar months from the expiry date of that previous qualification.
NOTE: Refer to Operations Manual Part C, Chapter 1.12.1 – 1.12.9 for lists of Category B and C airports.
1.12 Special Aerodrome Limitations

According to Jeppesen or equivalent and AFM/OM
1.12.1 List of Airdromes Category B, C Africa

AFRICA
Country ICAO Airport Name Cat Notes
Algeria DAAB Blida Ab B Contact OCC / FOM for charts & appr.
Algeria DAAE Bejaia B Terrain
Algeria DAAT Aguenar B Terrain
Algeria DABB Annaba (El Mellah) B Provisional Procedure
Algeria DABC M. Boudiaf Intl B Provisional Procedure
Algeria DAOF Tindouf Ab B One approach only
Algeria DAOO Es Senia B One approach only
Algeria DAUI In Salah B One approach only
Algeria DAUZ In Amenas B One approach only
Angola FNDU Dundo B No Jeppesen chart
Cameroon FKKY Yaounde B RNAV appr. only
Cape Verde GVNP Praia Intl B Mountains North West
Congo, DR FZAA N'Djili Intl B No Rwy lights Rwy 06
Congo, DR FZAB Ndolo B No charts available
Congo, DR FZIC Bangoka Intl B RNAV appr. Only. No night ops
Egypt HEAL El Alamein Intl B Circling approaches only
Egypt HEBA Borg El Arab B One approach only
Egypt HEOC October B Contact OCC / FOM for charts & appr.
Egypt HEPS Port Said B No instrument appr. Rwy 28
Egypt HESH Sharm El Sheikh B Mountains North East
Equartorial Guinea FGBT Bata B Mountain South
Ethiopia HAAB Bole Intl B Mountain North
Ethiopia HAJM Aba Segud B Contact OCC / FOM for charts & appr.
Gabon FOOL Leon M'Ba B No published approach RWY 34
No published RWY lighting (Flare pots
Ghana DGTK Takoradi Ab B
in emer.)
Guinea GUCY Conakry B Circling RWY 24 (RNAV24 only)
Liberia GLRB Roberts Intl B No published approach RWY 22
No published lighting system (no nights
Lybia HLTD New Ghadames B
ops)
Morocco GMFK Errachidia B No published approach RWY 13
Morocco GMFO Angads B Terrain to the west
Morocco GMMC Anfa B Contact OCC / FOM for charts & appr.
Morocco GMME Rabat B No instrument approach RWY 03
Morocco GMMF Sidi Ifni B Contact OCC / FOM for charts & appr.
Morocco GMMI Mogador B No published approach RWY 34
Morocco GMML Hassan I B Circling RWY 20 and 22
Morocco GMFK Errachidia B No published approach RWY 13
Morocco GMFO Angads B Terrain to the west
Morocco GMME Rabat B No instrument approach RWY 03
Circling RWY 05 on pilots discretion
Mozambique FQMA Maputo B
(RNAV 05)
Mozambique FQMD Mueda B Contact OCC / FOM for charts & appr.
Mozambique FQPB Pemba B No published approaches (RNAV 17)
No published approaches (RNAV 17) /
Mozambique FQVL Vilankulu B Short RWY 4823' (FOM approval
required)
AFRICA cont.
Circling RWY 30 on pilots discretion
Mozambique FQBR Beira B
(RNAV 30)
Namibia FYWH Windhoek B Circling RWY 08 (RNAV 08)
No published lighting (no night
Namibia FYWB Walvis Bay B
operations)
Netherlands Antilles TNCM Princess Juliana Int B Day operation only, MTOW 65.000 lbs
Nigeria DNAK Akure B Contact OCC / FOM for charts & appr.
No published RWY lighting (no night
Nigeria Benin B
DNBE operation)
Nigeria DNIB Ibadan B Contact OCC / FOM for charts & appr.
Nigeria DNIL Ilorin B Circling RWY 23
No published RWY lighting (no night
Nigeria Owerri B
DNIM operation)
Relief data incomplete / insuficiant
Nigeria DNMA Maiduguri B
terrain data
Nigeria DNMM Murtala Muhammed B Circling RWY 36L/R
Nigeria DNSO Sadiq Abubakar Intl B Circling RWY 26
Nigeria DNYO Yola B Circling RWY 35
Rwanda HRYR Kigali B Circling RWY 10 (Daytime only)
Circling RWY 31 (Daytime only) /
Saint Helena FHAW Ascension B
Terrain to the east
Circling RWY 11 / Terrain to the south
Sao Tome et Principe FPST Sao Tome Intl B
west
Seychelles FSIA Seychelles Intl B Terrain to the north west
South Africa FALA Lanseria Intl B Circling RWY 24 (Pilots discretion)
No published approaches CAT C /
South Africa FANC Newcastle B Short RWY 4.921' (FOM approval
required)
South Africa FAPP Polokwane Intl B Circling RWY 23 (Pilots discretion)
South Africa FASB Springbok B Contact OCC / FOM for charts & appr.
South Africa FAVB Vryburg B Contact OCC / FOM for charts & appr.
South Africa FAGG George Aprt B Terrain to the north
No published lighting (no night
Sudan HSSJ Juba B
operation)
Tanzania HTDO Dodoma B No published approaches CAT C
Tanzania HTZA Zanzibar B Circling RWY 18
Circling RWY 27 (RNAV 27) / Terrain
Tanzania HTKJ Kilimanjaro Intl B
to the north west
Zimbabwe FVFA Victoria Falls Intl B Circling RWY 30
1.12.2 List of Airdromes Category B, C Asia

ASIA
Bangladesh VGZR Zia Intl / Dhaka B Contact OCC / FOM for charts & appr.
High terrain, commander needs
Bhutan VQPR Paro International Airport B
approval from FOM
Cambodia VDSR Siem Reap/Angkor B No instrument appr. RWY 23
East Timor WPDL N. lobato Intl B Mountains South / High off set final
Hong Kong VHHH Hong Kong B Terrain to the South and North East
Indonesia WALT Tanjung Santan B Contact OCC / FOM for charts & appr.
Indonesia WAMM Manado B Terrain to the South East
Approach only for RWY 32 / high
Indonesia WAMT Babullah B
terrain
Indonesia WAOC Batu Licin B Contact OCC / FOM for charts & appr.
Indonesia WAOO Syamsudin B Approach only for RWY 10
Indonesia WAPP Pattimura B High terrain
Indonesia WARJ Adi Sutjipto B Approach only for RWY 09
Indonesia WARS Semarang B Circling RWY 31
Indonesia WATC Wai Oti B Contact OCC / FOM for charts & appr.
Indonesia WATE Ipi B Contact OCC / FOM for charts & appr.
Indonesia WATO Mutiara Li B Contact OCC / FOM for charts & appr.
Indonesia WICC Husein Sastranegara B Approach only for RWY29
Indonesia WIOO Supadio B Circling RWY 33
Indonesia WIPT Padang Pariaman B Terrain
Indonesia WITM Malikus Saleh B Contact OCC / FOM for charts & appr.
Indonesia WITT Sultan Iskandarmuda B Approach only for RWY 17
Indonesia WAAA Makassar B Terrain to the North East
Indonesia WABB Biak B Circling RWY 11
Indonesia WAJJ Jayapura B Circling RWY 12 / Terrain to the north
Indonesia WALK Kalimarau B Terrain to the south
Indonesia WALR Juwata B Circling RWY 24
Japan RJEC Asahikawa B
to the east
Japan RJFO Oita B Terrain to the south west
Japan RJNA Nagoya B Approach only for RWY 34
Terrain. Arrival RWY 20 only,
Japan RJNT Toyama B
departure RWY 02 only
Japan RJTT Haneda Intl B Circling RWY 04, 16,05/Large airport
Japan RJFF Fukuoka B Terrain to the south and south east
Japan RJFR Kitakyushu B Circling RWY 36 (RNAV 36)
Japan RJOO Osaka B Circling RWY 14
Japan RJSN Niigata B Terrain to the south east
Japan RJSS Sendai B Circling RWY 09 (RNAV 09)
Korea RKPC Jeju Intl B Terrain to the south
Korea RKPK Gimhae Intl B Circling RWY 18 / Terrain
Laos VLLB Luang Phabang B Terrain
Laos VLVT Wattay Intl B Circling RWY 31
Macao VMMC Macau Intl B High localizer off set RWY 16 (54°)
Malaysia WMKA Sultan Abdul Halim B Circling RWY 22
Circling RWY 22 not permitted CAT C
Malaysia WMKI Sultan Azlan Shah B
/ Terrain to the east
Circling RWY 21 not permitted CAT C
Malaysia WMKL Langkawi Intl B / Terrain to the north west and north
east
ASIA cont.
Malaysia WMSA Sult. A Aziz/Subang B Terrain to the north east
Malaysia WBKK Kota Kinabalu Intl B Terrain to the east
Malaysia WMKJ Senai Intl B Circling RWY 34
Philippines RPLB Subic Bay Intl B Terrain to the north east and south east
Philippines RPLL Manila B High terrain in the east
Philippines RPVM Mactan-Cebu Intl B Terrain to the north west
Singapore WSSL Seletar B Circling approaches only
Taiwan RCSS Sungshan B Terrain to the north
Taiwan RCTP Chiang Kai Shek Intl B Terrain to the south and north east
Thailand VTCC Chiang Mai Intl B Circling RWY 18 / Terrain
Thailand VTSG Krabi Intl B Circling RWY 14 not authorized
Circling RWY 20 not authorized /
Thailand VTSR Ranong B
Terrain to the south
Thailand VTSS Hat Yai Intl B Circling RWY 08
Vietnam VVCR Cam Ranh B
west
Circling RWY 17 (Day only) / Terrain
Vietnam VVDN Danang Intl B
to the west
Vietnam VVPB Hue B Circling RWY 09 (Day only)
Vietnam VVPC Phu Cat Airport B No charts available, contact FOM
Vietnam VVVH Vinh B No charts available, contact FOM
1.12.3 List of Airdromes Category B, C Australia, New Zealand

AUSTRALIA, NEW ZEALAND
Australia YNBR Narrabri B No instrument approach RWY 16
Mountains North East / Rwy 20 circling
Fiji NFFN Nadi Intl B
only
French Polynesia NTAA Tahiti-Papeete B Terrain to the south east
New Caledonia NWWW La Tontouta B
to the north and west
Circling RWY 17 / Short RWY 4547'
New Zealand NZAP Taupo B
(FOM approval required)
New Zealand NZLX Alexandra B Terrain to the north / Short RWY 3.937'
Circling approaches only (RNAV
New Zealand NZQN Queenstown B
05/23) Terrain
Terrain the south and north west / Short
New Zealand NZWB Woodbourne B
RWY 4.675' (FOM approval required)
New Zealand NZWN Wellington Intl B Terrain to the east
Palau PTRO Babelthuap B Circling RWY 27 (RNAV 27)
Circling RWY 21 (Day only) / No
Tuvalu Islands NGFU Funafuti Intl B
published lighting
1.12.4 List of Airdromes Category B, C China

CHINA
China ZGGG Baiyun Intl B Terrain North East
China ZGKL Liangjiang B Terrain North West
China ZJSY Phoenix Intl B Terrain North
China ZWWW Urumqi B Terrain South East
China ZPJH Gasa B Terrain North West
1.12.5 List of Airdromes Category B, C EUROPE

EUROPE
Albania LATI Tirana B Terrain
No instrument approach. Short Rwy
Austria LOAN W. Neustadt Ost B
3.500 ft. FOM approval required.
Austria LOWI Innsbruck C Terrain / SIM training required
Austria LOWK Klagenfurt B Mountains
Austria LOWS Salzburg B Circling rwy 33 / Terrain
Only RNAV rwy 26 as TEMP
Austria LOXZ Zeltweg B
procedure / high terrain
Belgium EBBE Beauvechain Ab B Only PAR Approach
Belgium EBKT Kortrijk-Wevelgem B NDB / LOC 23 approach only
Belgium EBWE Weelde Ab B Contact OCC / FOM for charts & appr.
Bosnia & Herzegovina LQBK Banja Luka B One approach only
Bosnia &Herzegovina LQMO Mostar B No instrument appr. RWY 16
Bosnia &Herzegovina LQSA Sarajevo B No instrument appr. RWY 30 / Terrain
Bulgaria LBPD Plovdiv B Terrain
Bulgaria LBSF Sofia B Terrain
Croatia LDDU Dubrovnik B Mountains North and East
Croatia LDRI Rijeka B Mountains North and East
Croatia LDSB Brac Intl B No published instrument appr. for CatC
Croatia LDSP Split B Circling approach Rwy 23
Cyprus LCEN Ercan Intl B Contact OCC / FOM for charts & appr.
Cyprus LCGK Gazimagosa Intl B Contact OCC / FOM for charts & appr.
Cyprus LCRA Akrotiri Ab-Ppr B No instrument appr. Rwy 10
Czech Republic LKLN Plzen Line B VFR only - contact OCC / FOM
Czech Republic LKMH Mnichovo Hradiste B VFR only - contact OCC / FOM
Czech Republic LKPO Prerov B VFR only - contact OCC / FOM
One approach only (VDF/DF approach
Denmark EKOD Odense B
Rwy 06)
Denmark EKSV Skive B VFR only - contact OCC / FOM
Denmark EKTS Thisted B VFR only - contact OCC / FOM
Denmark EKVJ Stauning B Short Rwy 4. FOM approval required
Finland EFET Enontekio B Only ILS 21 & RNAV 03 approach
RNAV approach only / FOM approval
Finland EFHF Malmi Ab B
required due to short rwy
France LFAV Denain B Circle to land Rwy 29
France LFAC Calais B Approach rwy 24 only
Circle to land Rwy 12 / Short Rwy
France LFAY Glisy B
4.265` (FOM approval required)
France LFAT Le Touquet B One approach only
France LFBA Agen B Circling approach
France LFBE Bergerac B Circling approach
France LFBF Francazal Ab B NDB approach only / high obstacles
France LFBH La Rochelle B Rwy 27 approach only
France LFBN Niort B VFR only - contact OCC / FOM
France LFBP Pau Pyrenees B Circling approach
France LFBT Tarbes-Lourdes B Circle to land Rwy 02 only
France LFBU Brie Champniers B One approach only
France LFBV La Roche B Contact OCC / FOM for charts & appr.
France LFBX Periguex B Circle to land Rwy 11
France LFCC Lalbenque B
4.921´ (FOM approval required)
EUROPE cont.
VFR only - contact OCC / FOM for
France LFCH La Teste De Buch B
charts & appr.
France LFCI Albi Le Sequestre B Circle to land Rwy 27
France LFCK Mazamet B Circle to land Rwy 32
France LFCY Medis B
4.117` (FOM approval required)
France LFDH Lamothe B Circle to land Rwy 36 only
France LFDM Virazeil B
charts & appr.
France LFDN Rochefort B Circle to land Rwy 12 only
France LFFN Le Chateau B
charts & appr.
France LFGA Colmar B Rwy 19 approach only / circling for 01
France LFGJ Dole Tavaux B Circle to land Rwy 23
France LFHO Vals Lanas B
charts & appr.
France LFHY Montbeugny B
4265` (FOM approval required)
France LFJA Semoutiers B
charts & appr.
France LFJR Angers (Marce) B One approach only
France LFKB Bastia B Terrain / High offset VOR 16
France LFKC Calvi C Terrain / SIM training required
France LFKF Figari (Sud Corse) B Terrain / High offset VOR 05
Terrain / Circle to land Rwy 20 in
France LFKJ Ajaccio B
daylight only
France LFKO Tavaria B
charts & appr.
France LFLA Auxerre B One approach only
France LFLB Chambery-Aix Les Bai C Terrain / SIM training required
France LFLC Clermont Ferrand B One approach only, Terrain
France LFLD Bourges B Circle to land Rwy 24
France LFLI Annemasse B
charts & appr.
France LFLM Charnay B
charts & appr.
France LFLN St Yan B Circling RWY 15 (RNAV 15 only)
Circling RWY 02 / Short RWY 4.790´
France LFLO Renaison B
France LFLP Meythet-Annecy B Circling RWY 22 / Terrain to the south
France LFLS Grenoble B Circling RWY 27 (RNAV 27 only)
France LFLU Valence B Circling RWY 19 / Terrain
France LFLV Charmeil B Circling RWY 19
France LFLW Aurillac B Circling Rwy33 (Daytime circling only)
France LFLX Chartreuse B One approach only
No published approaches for Cat C /
France LFNB Brenoux B Short RWY 4.265´ (FOM approval
required)
No published approaches / No
France LFMA Aix-Les-Milles B
published lighting system
France LFMC Le Cannet Ab B Short RWY 4.590´ (FOM approval
required)
France LFMD Cannes Mandelieu B Circling RWY 17
France LFMH St Etienne B Circling RWY 36 (RNAV 36 only)
France LFMK Carcassonne (Salvaza B Circling RWY 28
France LFMN Nice B Circling Rwy22
EUROPE cont.
France LFMP Perpignan B Circling RWY 15
France LFMQ Le Castellet B Circling both RWY´s
France LFMS Deaux B
charts & appr.
France LFMV Avignon B Circling
France LFMY Salon B Contact OCC / FOM for charts & appr.
France LFOA Avord Ab B PAR approach rwy 06
France LFOH Le Havre B RNAV approach Rwy 04
France LFOI Abbeville B
charts & appr.
France LFOP Rouen-Valle De Seine B Rwy 22 approach only
France LFOT Tours B Rwy 20 approach only, military
France LFOV Entrammes B No published approaches for Cat C
France LFOZ St Denis De L'Hote B Short RWY 4.567´ (FOM approval
required)
France LFPK Voisins B
charts & appr.
France LFPM Melun B Circling RWY 10
Short RWY 3.445´ (FOM approval
France LFPN Toussus Le Noble B
required)
France LFPY Bretigny-Sur-Orge B
charts & appr.
France LFQB Troyes B Circling RWY 35
France LFQG Nevers B Circling RWY 12
No published approach RWY 05 (No
France LFQM La Veze B circling for Cat C) / Short RWY 4.593´
France LFRC Cherbourg B Rwy 28 approach only
France LFRG Deauville B RNAV approach on Rwy 12
France LFRJ Landivisiau Ab B Circling RWY 08
France LFRM Le Mans B
France LFRO Lannion B Circling RWY 11
France LFRQ Quimper B Circling approach
France LFRT St Brieuc B Rwy 24 approach only
France LFRU Morlaix-Ploujean B RNAV approach on Rwy 04
France LFRV Vannes B NDB 22 / RNAV 04 approach only
France LFRZ Montoir B Circling approach
France LFSF Frescaty Ab B
charts & appr.
France LFSG Epinal B One approach only
France LFSL Brive B Circling RWY 11
France LFSM Courcelles B Narrow RWY 23m (FOM approval
required)
France LFSN Nancy-Essey B
Circling RWY 02 (RNAV & PAR 02
France LFSO Ochey Ab B
only)
France LFSR Reims B Contact OCC / FOM for charts & appr.
France LFTF Pierrefeu B
charts & appr.
France LFTH Toulon/Hyeres B Circling RWY 23
No published approaches Cat C / Short
France LFTZ St Tropez-La Mole C
RWY 3871´ (FOM approval required)
EUROPE cont.
France LFTZ St Tropez-La Mole C
RWY 3.871´ (FOM approval required)
Germany EDAB Bautzen B RNAV 25 only
Germany EDAY Strausberg B
charts & appr.
No published approaches Cat C (RNAV
Germany EDBM Magdeburg B
27 only) / Short RWY 3281´ (FOM req)
Germany EDBR Rothenburg/Gorlitz B
charts & appr.
Germany EDBT Allstedt B
charts & appr.
Germany EDFE Egelsbach B
charts & appr.
Germany EDFM Mannheim-City B
Germany EDFQ Allendorf B
Germany EDGE Eisenach Kindel B
charts & appr.
Germany EDGS Siegerland B Circling RWY 13
Germany EDHK Kiel-Holtenau B
Germany EDLE Essen/Mulheim B No charts available
Germany EDLN Moenchengladbach B Short RWY 3937´ (FOM approval req.)
Germany EDMA Augsburg B Circling RWY 07 (RNAV 07 only)
Germany EDME Eggenfelden B
Germany EDMO Oberpfaffenh'N B Circling RWY 04
Germany EDMS Straubing B
Short RWY 4.856´ (FOM approval
Germany EDQM Hof-Plauen B
required)
Germany EDRB Bitburg B
charts & appr.
Germany EDRT Fohren B
charts & appr. / short rwy
Germany EDRY Speyer B
charts & appr.
Germany EDTD Donaueschingen-Villn B
Germany EDTF Freiburg B
charts & appr.
Germany EDTG Bremgarten B
charts & appr.
Germany EDTY Schwabisch Hall B Circling RWY 10 (RNAV 10 only)
Germany EDWF Leer Papenburg B Contact OCC / FOM for charts & appr.
Germany ETEU Giebelstadt Ab B Contact OCC / FOM for charts & appr.
Germany ETHM Mendig Ab B Contact OCC / FOM for charts & appr.
Germany ETNG Geilenkirchen B Circling RWY 09 (SRA only)
Germany ETNN Norvenich Ab B PAR/SRA approaches only
Short and narrow RWY 3.004' / 23m
Germany ETOR Coleman Ab B
Germany ETSI Ingolstadt B RNAV, TACAN,PAR approach on R07
Germany ETUO Gutersloh Ab B Contact OCC / FOM for charts & appr.
Germany ETUR Bruggen Ab B Contact OCC / FOM for charts & appr.
Greece LGAD Andravida B PAR/SRA approaches only / Circl R16
Greece LGAV Athens B Terrain
Greece LGBL Nea Anghialos Ab B Circling RWY 08 / Terrain to the south
EUROPE cont.
No published approach RWY 16 CAT
Greece LGEL Elefsis Ab B
C / Terrain to the west
Circling RWY 19 / Terrain to the north
Greece LGHI Chios B west / Short RWY 4.957' (FOM
approval required)
Circling RWY 14 / Terrain to the east
Greece LGIO Ioannina B
and south east
Greece LGIR Heraklion B No instrument approach Rwy 07
Short RWY 4.793' (FOM approval
Greece LGKC Kithira B
required)
Greece LGKF Kefallinia B Terrain to the east
Greece LGKL Kalamata B Circling RWY 17 / Terrain to the east
Greece LGKM Amigdhaleon Ab B Contact OCC / FOM for charts & appr.
Greece LGKP Karpathos B Terrain to the north
Greece LGKR Kerkira B Circling RWY 17
Greece LGKV Kavala B Terrain to the north
Greece LGMG Megara B
charts & appr.
Circling RWY 16 (Daytime circling
Greece LGMK Mikonos B
only)
Greece LGMT Mitilini B Circling RWY32
Greece LGPZ Preveza B Terrain to the south east
No published RWY lighting / Published
Greece LGRD Maritsa B
approaches CAT A only
Greece LGRX Araxos B Approach Procedures only for RWY 18
Greece LGSA Chania B Terrain to the south west
Circling all RWY's / Terrain to the east
Greece LGSM Samos B
and west
Greece LGST Sitia B Circling RWY 05
Greece LGTG Tanagra Ab B
east
Greece LGTP Tripolis Ab B Contact OCC / FOM for charts & appr.
Greece LGTS Thessaloniki B Terrain to the east
Greece LGTT Tatoi Ab B Contact OCC / FOM for charts & appr.
Greece LGVO Volos Ab B Contact OCC / FOM for charts & appr.
Terrain to the south east / No published
Greenland BGBW Narsarsuaq B
approach RWY 25
Greenland BGGH Nuuk B required) / Terrain to the east and nort
east / No published approaches CAT C
Greenland BGSF Sondre Stromfjord B LOC/NDB DME 09 only / high tarrain
Hungary LHPP Pecs Pogany B
required)
Hungary LHTA Taszar B Contact OCC / FOM for charts & appr.
Approach Rwy 08 only available when
Ireland EICM Galway B
CTR active
Ireland EIDL Donegal B Narrow runway 30 m only
Procedure lies over high ground.
Ireland EIKY Kerry B Turbulence may be experienced due
terrain
Ireland EIME Baldonnel B
Ireland EISG Sligo B No CAT C/D contact FOM for approval
Ireland EIWF Waterford B No CAT C/D contact FOM for approval
Terrain to the south west / 5.3°
Iceland BIAR Akureyri B
glideslope
Iceland BIEG Egilsstadir B Circling RWY 22 / Terrain to the south
Iceland BIRF Rif B Contact OCC / FOM for charts & appr.
EUROPE cont.
No published approaches for CAT C /
Iceland BIHU Husavik B
Gravel-Asphalt RWY
Circling RWY 01 and RWY 31 (RNAV
Iceland BIRK Reykjavik B 01 only) / Short RWY 3.822' and 4.879'
Italy LIBA Amindola B PAR / SRA approach only
Only VOR/NDB for RWY 33 –
Italy LIBF Gino Lisa B
Circling 15
Approach only for RWY 35 – circleing
Italy LIBG Taranto-Grottaglie B
17
Italy LIBN Lecce Ab B Contact OCC / FOM for charts & appr.
Italy LIBP Pescara B Approach only for RWY 22
Italy LICA Lamezia Terme B Very high terrain north and south
High terrain north and west / magnetic
Italy LICC Catania B
abnormality
CAT C & D only on RWY 08/26 / high
Italy LICG Pantelleria B
terrain
Italy LICJ Palermo B High terrain in the south
VFR Only - contact OCC / FOM for
Italy LICP Boccadifalco Mil B
charts & appr.
LOC/NDB RWY 33 offset / VOR
Italy LICR Reggio Calabria B
RWY 15
Italy LICT Trapani B High terrain to the east and north
Italy LIDA Asiago B
charts & appr. / short runway
Italy LIDE Reggio Emilia B
Italy LIDR Ravenna B
charts & appr.
Italy LILN Venegono B
charts & appr.
Italy LIME Bergamo B No instrument approach RWY 10
Italy LIMF Turin B No instrument approach RWY 18
Italy LIMG Albenga B Only LOC RWY 27 / high terrain
Italy LIMJ Genoa B No instrument approach RWY 10
Italy LIMN Cameri Ab B Only ILS/NDB RWY 35
Italy LIMP Parma B No instrument approach RWY 02
Italy LIMS Piacenza Ab B High terrain in the south
Italy LIMZ Cuneo B No instrument approach RWY 03
Italy LIPA Aviano Mil B High terrain in the north west
VOR/LOC RWY 01 only / Circling 19 /
Italy LIPB Bolzano/Bozen B
high terrain
Italy LIPH Treviso B No instrument approach RWY 25
Italy LIPK Forli B High terrain / 3,30° GS
Italy LIPO Brescia /Montechiari B No instrument approach RWY 14
Italy LIPS Istrana Ab B Contact OCC / FOM for charts & appr.
Italy LIPQ Trieste B Circling RWY 27
Italy LIPT Vicenza B Contact OCC / FOM for charts & appr.
Italy LIPX Verona B No instrument approach rwy 22
Italy LIPY Ancona B Circling RWY 04
Circling RWY 18 / Short RWY 4.570'
Italy LIQS Siena B
Italy LIRA Rome Ciampino B No instrument approach rwy 33
Italy LIRG Guidonia Mil B Contact OCC / FOM for charts & appr.
Italy LIRI Pontecagnano B Circling RWY 23
Italy LIRM Grazzanise Ab B Circling RWY 24
Italy LIRP Pisa B Circling RWY 22 / Terrain to the NE
EUROPE cont.
Italy LIRQ Florence B Circling RWY 23
Italy LIRS Grosseto B Circling RWY 21
Italy LIRV Viterbo Mil B
charts & appr.
Circling RWY 19 (Day only) / Terrain
Italy LIRZ Perugia B
to the east
Macedonia LWOH Ohrid B No published approach RWY20/Terrain
Macedonia LWSK Skopje B Circling RWY 16 (Day only)
Netherlands EHLE Lelystad B
Short RWY 4.101' (FOM approval req)
Netherlands EHTW Enschede (Twenthe) B Contact OCC / FOM for charts & appr.
Norway ENDU Bardufoss B Terrain to the south west
Norway ENEV Evenes B Terrain to the east
Norway ENFL Floro B
Norway ENKJ Kjeller Ab B
charts & appr.
Norway ENLI Farsund Lista B
charts & appr.
Norway ENNA Banak Ab B Terrain to the south west
Norway ENRO Roeros B Circling RWY 14
Norway ENSN Geiteryggen B
Poland EPBC Babice B
charts & appr.
Poland EPBY Bydgoszcz B Circling RWY 08 (RNAV 08)
Poland EPLL Lublinek B No instrument appr. on RWY 07
Poland EPSC Goleniow B No instrument appr. on RWY 13
Poland EPML Mielec B
charts & appr.
Portugal LPBG Braganca B
charts & appr.
Portugal LPBJ Beja B Circling RWY 01L (PAR 01L)
No published approaches CAt C / Short
Portugal LPCS Cascais B
Portugal LPEV Evora B
Short RWY 4.265' (FOM approval req.)
Portugal LPHR Horta B Circling RWY 28 / Terrain to the N E
Portugal LPLA Lajes Ab-Ppr B Terrain to the west
Portugal LPMA Funchal B Commercially usable up to 10 pax seats
Only circling approach / high terrain in
Portugal LPMA Funchal C
the west / special wind limitations
Straight in approach only RWY 26 /
Portugal LPMT Montijo Ab B
NDB combined with circling
Portugal LPPD Ponta Delgada B ILS/LOC RWY 30 only / high terrain
Portugal LPPI Pico B LOC RWY27 only / high terrain
VOR approach with racetrack / base
Portugal LPPS Porto Santo B
turn procedures
Portugal LPST Sintra Air Base B Approach RWY 14 only
Romania LRAR Arad B VOR RWY 09 only
Romania LRBC Bacau B High terrain around the airport
Romania LRCL Cluj-Napoca Intl B Only ILS RWY 25
Romania LRCV Craiova B Road lights south of RWY !
EUROPE cont.
Romania LRIA Iasi B Approach only for RWY 15
Romania LRSB Sibiu Turnisor B Approach only for RWY 27
Romania LRSV Stefan Del Mare B Terrain in the west, narrow RWY
Romania LRTM Vidrasau B Approach only for RWY 07
Serbia LYNI Nis B Circling RWY 29 / Terrain to the west
Montenegro LYPG Podgorica B
east
Montenegro LYTV Tivat B Circling RWY 14 / Terrain to the east
Slovakia LZPP Piestany B Circling RWY 19
Slovakia LZTT Poprad-Tatry B
west
Slovenia LJLJ Ljubljana B Circling RWY 12 / Terrain to the east
Slovenia LJMB Maribor B Circling RWY 14 / Terrain to the west
Spain GCFV Fuerteventura B Terrain to the north west
No published approaches / Terrain to
Spain GCGM La Gomera B the north / Short RWY 4.921' (FOM
approval required)
Spain GCHI Hierro B Terrain to the south west / Short RWY
4.101' (FOM approval required)
Spain GCLA La Palma B Terrain to the west
Spain GCLP Las Palmas B Terrain to the west
Spain GCTS Tenerife-South B Terrain to the north
Spain GCXO Tenerife-North B Terrain to the south
Spain LANA La Perdrix B Contact OCC / FOM for charts & appr.
Spain LEAL Alicante B Terrain to the west
Spain LEAM Almeria B Terrain to the north and west
Spain LEBA Cordoba B
charts & appr.
Spain LEBB Bilbao B Terrain to the south
Spain LEBE Beas De Segura B Contact OCC / FOM for charts & appr.
Spain LEBZ Talavera La Real B No instrument appr. on rwy 13
Spain LECO A Coruna B Circling RWY 03
Spain LEGE Gerona B Terrain to the north-west
Spain LEGR Granada B
west
Spain LEGT Madrid Getafe B Circling RWY 23
Spain LEIZ La Perdiz B
charts & appr.
Spain LELA La Calderera B Contact OCC / FOM for charts & appr.
Spain LEMG Malaga B Terrain to the north and north-west
Spain LEPP Pamplona B Circling RWY 33 / Terrain to the west
Spain LEPZ Pozuelos De Calatrav B Contact OCC / FOM for charts & appr.
Spain LERI Alcantarilla Ab B Terrain to the south / Short RWY 3.077'
Spain LERL Ciudad Real B Contact OCC / FOM for charts & appr.
Spain LERS Reus B Terrain to the north
Spain LERT CADIZ B Circling RWY 28 (RNAV or PAR 28)
Spain LESO San Sebastian B
Terrain to the south east
Spain LETI El Tietar B Contact OCC / FOM for charts & appr.
Spain LEVD Valladollid B Circling RWY 05
Spain LEVT Vitoria B Terrain to the north east
Spain LEXJ Santander B Terrain to the south east
Spain LXGB Gibraltar B SRA approaches only
EUROPE cont.
Sweden ESCM Uppsala Ab B
charts & appr.
Sweden ESCN Tullinge B Contact OCC / FOM for charts & appr.
Sweden ESND Sveg B Circling RWY 27
Switzerland LSGC Les Eplatures B Terrain to the north east / Short RWY
Switzerland LSGG Geneva B Terrain to the east
Switzerland LSGK Saanen B No charts available
Switzerland LSGS Sion B Visual approach only - else Cat C
Switzerland LSGS Sion C Terrain / Briefing required
Switzerland LSMD Dubendorf Ab B Circling RWY 11
Switzerland LSME Emmen Ab B Circling RWY 04
Switzerland LSMI Interlaken Ab B Contact OCC / FOM for charts & appr.
Switzerland LSPM Ambri B
charts & appr.
no published approaches CAT C /
Switzerland LSZA Lugano B Terrain to the north / Short RWY 4.429'
Circling RWY 32 / Landing must be
Switzerland LSZB Bern B
carried out by the Commander
RNAV / VIS approach only / high
Switzerland LSZC Buochs Ab B
terrain
Switzerland LSZR Altenrhein-St Gallen B
No published approaches / Terrain /
Switzerland LSZS Samedan B Briefing required / No published RWY
lighting
Turkey LTAD Etimesgut Ab B Circling RWY 29
Circling RWY 22 (no straight in
Turkey LTBH Canakkale B
landings)
Turkey LTBK Gaziemir B Contact OCC / FOM for charts & appr.
Turkey LTBL Cigli Ab B Circling RWY 35 / Terrain to the east
Turkey LTBN Kutahya Ab B Contact OCC / FOM for charts & appr.
Turkey LTBS Dalaman B
east
Turkey LTBT Akhisar Ab B Contact OCC / FOM for charts & appr.
Turkey LTCE Erzurum B Terrain
Turkey LTCG Trabzon B Circling RWY 29 / Terrain to the south
Turkey LTFA Kaklic B Contact OCC / FOM for charts & appr.
No published approaches CAT C / No
Turkey LTFB Efes B
published RWY lighting
Turkey LTFD Balikesir B Circling RWY 23 / Terrain
United Kingdom EG43 Nuthampstead B Contact OCC / FOM for charts & appr.
United Kingdom EGBJ Gloucestershire B
required)
United Kingdom EGBO Wolverhampton B
charts & appr. / very short runway
United Kingdom EGBP Cotswold Internation B
charts & appr.
United Kingdom EGBT Turweston B
charts & appr.
United Kingdom EGCD Woodford B Contact OCC / FOM for charts & appr.
United Kingdom EGDL Lyneham B Contact OCC / FOM for charts & appr.
United Kingdom EGDM Boscombe Down B No instrument appr. on Rwy 05
United Kingdom EGDX St Athan Ab B Contact OCC / FOM for charts & appr.
EUROPE cont.
United Kingdom EGDY Yeovilton B Circling RWY 09 (PAR 09)
United Kingdom EGEC Campbeltown B
charts & appr.
United Kingdom EGEO Oban B
charts & appr.
United Kingdom EGFE Haverfordwest B
charts & appr.
United Kingdom EGFH Swansea B
charts & appr.
United Kingdom EGGN Uk Notam Office B Contact OCC / FOM for charts & appr.
United Kingdom EGHD Plymouth City B Contact OCC / FOM for charts & appr.
United Kingdom EGHL Lasham B
charts & appr.
United Kingdom EGKA Shoreham B Short RWY 3.399' (FOM approval
required)
United Kingdom EGKB Biggin Hill B No instrument appr. on rwy 03
Aircraft must be approved for 5.5° glide
United Kingdom EGLC London City C
path and greater
No published approaches / Short RWY
United Kingdom EGLK Blackbushe B
United Kingdom EGLN Heathrow Sth Mx Unit B Contact OCC / FOM for charts & appr.
No instrument appr. on rwy 03 /
United Kingdom EGMD Lydd B
Performance restrictions (Short rwy)
United Kingdom EGNB Brough B Contact OCC / FOM for charts & appr.
Narrow RWY 23m width (FOM
United Kingdom EGNC Carlisle B approval required) / No published
lighting
United Kingdom EGND Huddersfield-Croslan B Contact OCC / FOM for charts & appr.
United Kingdom EGNE Retford (Gamston) B
charts & appr.
No published approaches CATC / Short
United Kingdom EGNL Barrow B
United Kingdom EGOD Llanbedr Mod B Contact OCC / FOM for charts & appr.
United Kingdom EGOS Shawbury B No instrument appr. on rwy 05
United Kingdom EGOV Holyhead,Valley B Circling RWY 31 (PAR 31)
United Kingdom EGOW Raf Woodvale B
charts & appr.
United Kingdom EGPA Kirkwall B
required)
United Kingdom EGPB Sumburgh B
required)
United Kingdom EGPI Islay B
charts & appr.
United Kingdom EGPM Scatsta B
United Kingdom EGPN Dundee B
United Kingdom EGPU Tiree B
charts & appr.
United Kingdom EGQK Kinloss B Contact OCC / FOM for charts & appr.
United Kingdom EGQL R.A.F Leuchars B No instrument appr. on rwy 08
United Kingdom EGQS Lossiemouth B No instrument appr. on rwy 05
United Kingdom EGSU Duxford B
charts & appr.
EUROPE cont.
United Kingdom EGSX North Weald B
charts & appr.
United Kingdom EGSY Sheffield B Contact OCC / FOM for charts & appr.
United Kingdom EGTC Cranfield A Performance restricted for CL-850
United Kingdom EGTD Dunsfold B
charts & appr.
United Kingdom EGUB Benson B No instrument appr. on rwy 01
United Kingdom EGUW Wattisham Ab B No instrument appr. on rwy 05
United Kingdom EGVO Odiham B Circling RWY 09 (PAR 09)
United Kingdom EGWC Cosford Ab B
Circling RWY 07 not authorized (PAR
United Kingdom EGWU R.A.F Northolt B
07)
United Kingdom EGXC Coningsby B Circling RWY 07 (PAR 07)
United Kingdom EGXE Raf Leeming B No instrument appr. on rwy 34
United Kingdom EGXG Church Fenton Ab B Circling RWY 06
United Kingdom EGXJ Cottesmore Ab B Contact OCC / FOM for charts & appr.
United Kingdom EGXP Scampton B Contact OCC / FOM for charts & appr.
United Kingdom EGXT Wittering Ab B Contact OCC / FOM for charts & appr.
United Kingdom EGXW Waddington B No instrument appr. on rwy 02
United Kingdom EGYM Marham Ab B No instrument appr. on rwy 06
United Kingdom EGYK Elvington/York B Contact OCC / FOM for charts & appr.
United Kingdom HOTL Hotel B Contact OCC / FOM for charts & appr.
United Kingdom X0BA Barkway B Contact OCC / FOM for charts & appr.
United Kingdom X0HA Harwich B Contact OCC / FOM for charts & appr.
United Kingdom X0HH Hinton in the Hedges B Contact OCC / FOM for charts & appr.
United Kingdom X0PA Parham B Contact OCC / FOM for charts & appr.
United Kingdom X0RM Rougham B Contact OCC / FOM for charts & appr.
United Kingdom X2WU Woodchurch B Contact OCC / FOM for charts & appr.
United Kingdom X3LG Langham B Contact OCC / FOM for charts & appr.
1.12.6 List of Airdromes Category B, C Far East

FAR EAST
India VAJM Jamnager Ab B Contact OCC / FOM for charts & appr.
India VAPO Pune Ab B Contact OCC / FOM for charts & appr.
India VAUD Maharana Pratap B Approach only for RWY 26
Second aiport with similar layout in the
India VECC Netaji Subhas Bose B
vicinity
India VIAG Agra Ab B Contact OCC / FOM for charts & appr.
Approach only for RWY08 / high
India VIDN Dehradun B
terrain
India VIDP Indira Gandhi Intl B Complex airport - hotspots
India VOBP Port Blair B Contact OCC / FOM for charts & appr.
India VOCC Cochin Naval Ab B Contact OCC / FOM for charts & appr.
High obstacles around in the north
India VOCI Cochin Intl B
eastern part
India VOML Mangalore B High terrain in the north east
India VORY Rajahmundry B Approach only for RWY 05
Iran OIII Tehran B Straight in approach only for RWY 29L
Nepal VNKT Tribhuvan Intl C Simulator training required
1.12.7 List of Airdromes Category B, C Middle East
MIDDLE EAST
Afghanistan OAKB Kabul B Terrain
Afghanistan OAMS Mazar-I-Sharif B Terrain
Afghanistan OAZI CAMP BASTION C Military airport
Israel LLOV Ovda B No instrument appr. on rwy 03L/R
VOR appr. is only a cloud breaking
Israel LLET Eilat B
proc. Visiual approach only
Jordan OJAM Amman B No instrument appr. on rwy 06
Jordan OJAQ Aqaba Intl B No instrument appr. on rwy 19
Lebanon OLBA Beirut B Terrain to the east
Fortress with masts 1620’ within
Libya HLLS Sabha B
0,3NM north of threshold RWY13
Oman OOSA Salalah B Terrain to the west
No circling RWY 35 / Terrain to the
Syria OSLK Basel Al-Assad Intl B
west
Yemen OYSN Sanaa Intl B Circling RWY 36 / Terrain
1.12.8 List of Airdromes Category B, C North America
NORTH AMERICA
RNAV appr. Only / Short Rwy 3564`
Canada CAT4 Qualicum Beach B
FOM approval required
Canada CYKF Waterloo B One approach only. RNAV on Rwy 08
Canada CYPQ Peterborough B RNAV appr. Rwy 27 only
Canada CYQG Windsor B RNAV appr. Rwy 07 only
No instrument appr. Rwy 05 / High off
Canada CYVK Vernon B set Rwy 23 / Short Rwy 3517` FOM
approval required
RNAV appr. Rwy 33 only / Short Rwy
Canada CYKZ Toronto Buttonville B
3900´ FOM approval required
Canada CKE8 Unity B No charts available
Canada CYVR Vancouver Intl B Mountains North East
USA 40N Chester Co B Contact OCC / FOM for charts & appr.
USA C22 Municipal B Contact OCC / FOM for charts & appr.
USA D98 Romeo State Airport B RNAV approach only
USA E51 Bagdad B Contact OCC / FOM for charts & appr.
No straight in approach / very high
USA KASE Pitkin Co/Sardy Fld B
terrain
USA KATA Hall-Miller Muni B Only RNAV/NDB RWY 5 approach
USA KBJC Jeffco B High terrain in the west
Only RNAV 32 is a straight in
USA KBLM Monmouth Executive B
approach
USA KBOS Boston B Complex airport layout - hotspots
USA KBTV Burlington B Terrain
USA KBWI Washington Intl B Complex airport layout - hotspots
USA KDBL Bradley B Contact OCC / FOM for charts & appr.
USA KDEN International B Complex airport layout
USA KDFW Dallas B Complex airport layout
USA KDTW Metropolitan B Complex airport layout - hotspots
USA KEMP Municipal B Only RNAV as straight in approach
Only RNAV straight in approach / short
USA KFSW Municipal B
runway FOM approval
USA KGYR Phoenix B Only RNAV RWY 03 approach
USA KHAF Half Moon Bay B Only RNAV approaches
NORTH AMERICA cont.

USA KIDL Municipal B Only RNAV straight in approach
USA KILL Muni/Rice Fld B Contact OCC / FOM for charts & appr.
RNAV 17 is the only straight in
USA KJCT Kimble County B
approach
USA KJDN Jordan B Contact OCC / FOM for charts & appr.
USA KJFK New York Jfk B Complex airport layout
USA KLAS Mc Carran Intl B Complex airport layout - hotspots
USA KLAX International B Complex airport layout - hotspots
USA KLGB Daugherty Field B Complex airport layout - hotspots
USA KMSP Minneapolis – St Paul intl. B Complex airport layout - hotspots
USA KMIA Miami B Complex airport layout - hotspots
USA KOFP Hanover Co Muni B Approach only forRWY 16
USA KORD Chicago B Complex airport layout - hotspots
USA KPGD Charlotte County B Only RNAV straight in approach
USA KPSP International B Only RNAV 16 is straight in approach
USA KRNO Reno Tahoe B Terrain
USA KSAN Lindbergh Field B High terrain in the west
ILS/LOC/RNAV RWY07 is the only
USA KSBA Municipal B
straight in approach
USA KSFO International B Complex airport layout
USA KSJC International B High terrain east and west
Only VOR 21 approach / high terrain in
USA KSMO Municipal B
the east
USA KSNA John Wayne Arpt B High terrain in the south east
USA KTUS International B High terrain in the east
ILS 16 is the only straight in approach /
USA KVNY Van Nuys B
high terrain
USA M75 Malta B Only RNAV approaches / short runway
USA O46 Weed B Contact OCC / FOM for charts & appr.
NORTH AMERICA cont.

USA PANC Ted Stevens Intl B High terrain in the east
USA PHKO Kona Intl. B Terrain
USA PHNL Honolulu B Terrain
USA X40 Inverness B Contact OCC / FOM for charts & appr.
1.12.9 List of Airdromes Category B, C Russia

RUSSIA
Armenia UDYZ Yerevan (Zvartnotz) B Terrain
Azerbaijan UBBN Nakhchivan B Terrain
Azerbaijan UBBG Gyandzha B Terrain
No published approach RWY 31 /
Georgia UGSB Batumi B
Terrain to the east
Kazakhstan UAAA Almaty B Terrain to the south
Kyrgyzstan UAFM Manas B Contact OCC / FOM for charts & appr.
Kyrgyzstan UCFL Tamchy B High terrain / Circling
Only approach for RWY14 / Circling
Mongolia ZMUB Buyant-Ukhaa B
not authorized / high terrain
High obstacle close to the approach /
Russia UERR Mirnyj B
Russian users or emergency only
Russia UHMM Sokol B High terrain / approach RWY 28 offset
Russia UHMP Pevek B Contact OCC / FOM for charts & appr.
Approach only for RWY 34 / high
Russia UHPP Yelizovo B
terrain
High obstacles around the airport /
Russia UHWW Knevichi B
restrictions north east
Approach only for RWY 26 / circling
Russia UIUU Mukhino B
08
Russia URMM Mineralnyye Vody B High terrain in the south west
Approach only for RWY 24 / circling
Russia URMN Nalchik B
not authorized
Russia URMO Beslan B High terrain in the south
Russia URSS Sochi B High terrain in the north
Russia URWA Narimanovo B Flight restrictions north east of airfield
Tajikistan UTDD Dushanbe B High terrain
Ukraine UKKE Cherkasy B Contact OCC / FOM for charts & appr.
1.12.10 List of Airdromes Category B, C South America

SOUTH AMERICA
Antigua TAPA V C Bird Intl B Day time 0nly, MTOM 65.000lbs
Argentinia SAAR Rosario B One approach only
High climb gradient during missed
Argentinia SANT Benjamin Matienzo B
approach
Argentinia SACO A L V Taravella B One approach only, Terrain
Argentinia SAME El Plumerillo B Terrain
Brazil SBLS Lagoa Santa Ab B No instrument appr. RWY 31
Chile SCEL Arturo Merino Benitz B Terrain North west and East
Colombia SKBO El Dorado Intl B Terrain North and East
Colombia SKBQ E. Cortissoz B Circling Rwy 23
Colombia SKCG Rafael Nunez B No instrument appr. Rwy 19
No instrument appr. Rwy 24 /
Colombia SKIP San Luis B
Mountains North West
Cuba MUFL Florida B Contact OCC / FOM for charts & appr.
Cuba MUNC Nicaro B Contact OCC / FOM for charts & appr.
VOR Approaches have a long visual
Domenican Republic MDCY Samana El Catey Int B
part
Equador SEGU Guayaquil B Inst. appchs. for RWY 21 only
Equador SEGS Galapagos Is., “Seymour” B Inst. appchs. for RWY 14 only
Equador SEMT Manta, “Eloy Alfaro Intl” B Inst. appchs. for RWY 24 only
Ecuador SEQU Mariscal Sucre Intl B Terrain West, East and South
Equador SERB Chimborazo B Contact OCC / FOM for charts & appr.
High terrain / VOR/NDB RWY10 only
Grenada TGPY Point Salines Intl B
RNAV for both RWYs
Haiti MTPP Toussaint Louverture B Contact OCC / FOM for charts & appr.
Honduras MHTE Tela B No charts available
Honduras MHLM San Pedro Sula B Circling RWY 04
Jamaica MKJP Norman Manley Intl B High terrain in the north
Mexico MMAA Gen Juan Alvarez Int B Terrain to the north
Mexico MMAN Del Norte Intl B Terrain to the west and east
Mexico MMMX Lic Juarez Intl B Terrain
Mexico MMTO Adolfo Lopez Mateos B Terrain
Mexico MMUN Cancun Intl B Terrain to the west and east
Netherland Antilles TNCM St Maarten B Approach only for RWY 10
Panama MPMG Marcos A Gelabert Int B Terrain
Peru SPIM Jorge Chavez Intl B Terrain to the east
Puerto Rico TJIG San Juan B Only RNAV 09 approach
High terrain / long visual part for
St Kitts & Nevis TKPK ST KITTS B
RNAV / NDB approach
Rapidly raising terrain in all quadrants
St. Lucia TLPC George Charles B
only RNAV/NDB 09 approach
St. Lucia TLPL Hewanorra Intl B High terrain in the north
St. Vincent TVSV E T Joshua B NDB 07 is the only approach
Trinidad & Tobago TTPP Piarco Intl B High terrain in the north
ILS/RNAV 10 is the only straight in
US Virgin Islands TIST Cyril E King B
approach
Venezuela SVMI Simon Bolivar Intl B
east
Operation Manual
Part C, Chapter 01, Appendix AFI
Africa Area Briefing
VistaJet Limited

AOC MT-17
Rev: 1.1
Date: 10.09.2014
Operation Manual
Part C, Chapter 01, Appendix Date: 10.07.14
VistaJet Limited
Revision: 1
Table of Contents
1 AFRICA (AFI) AREA BRIEFING .............................................................................................................. 3
1.1 GENERAL .............................................................................................................................................. 3
AREA OF APPLICABILITY ...................................................................................................................................... 3
VISA.................................................................................................................................................................... 3
CLIMATE .............................................................................................................................................................. 3
WEATHER PRECAUTIONS ..................................................................................................................................... 4
1.2 OPERATIONS ........................................................................................................................................ 4
1.2.1 GENERAL, PREPARATION............................................................................................................ 4
PLANNING AND PREPARATION FOR CREW ............................................................................................................ 4
HELPFUL WEBSITES: ............................................................................................................................................ 4
VACCINATION ...................................................................................................................................................... 4
USEFUL LINKS: ..................................................................................................................................................... 5
BEST PROTECTIONS TO PREVENT INSECT BITES: ................................................................................................... 5
CONTACT WITH ANIMALS ..................................................................................................................................... 5
RECOMMENDED MEDICAL EQUIPMENT FOR CREW ................................................................................................ 5
MEDICATION AND VACCINATION COMPENSATED BY VISTAJET ........................................................................... 6
HEALTH CARE ...................................................................................................................................................... 6
SECURITY ............................................................................................................................................................. 6
HYGIENE, CATERING ............................................................................................................................................ 6
SAFETY INSTRUCTIONS ........................................................................................................................................ 7
CASH MONEY ....................................................................................................................................................... 7
CREDIT CARDS ..................................................................................................................................................... 7
BLACKBERRY ....................................................................................................................................................... 7
1.2.2 PRE-FLIGHT .................................................................................................................................. 7
FLIGHTLOGS, NOTAM, WX ................................................................................................................................. 7
FLIGHT PLAN........................................................................................................................................................ 8
PERMISSIONS ........................................................................................................................................................ 8
FUEL RELEASE ..................................................................................................................................................... 8
GENDEC ............................................................................................................................................................. 8
1.2.3 GROUND OPERATIONS ................................................................................................................ 8
1.2.4 DEPARTURE PROCEDURES ........................................................................................................ 9
1.2.5 ENROUTE ....................................................................................................................................... 9
PERMISSIONS ........................................................................................................................................................ 9
SPEED LIMITATION ............................................................................................................................................... 9
TCAS ................................................................................................................................................................... 9
NAVIGATION ........................................................................................................................................................ 9
CHANGES OF CRUISING LEVEL ............................................................................................................................. 9
COLLISION AVOIDANCE ....................................................................................................................................... 9
OPERATION OF TRANSPONDER ............................................................................................................................. 9
COMMUNICATIONS ............................................................................................................................................. 10
IATA IN-FLIGHT BROADCAST PROCEDURE ON 126.9 .................................................................................... 10
OPERATING PROCEDURES .................................................................................................................................. 11
CHANGES OF CRUISING LEVEL ........................................................................................................................... 11
BORDER CROSSING ............................................................................................................................................ 12
NORMAL POSITION REPORTING PROCEDURES .................................................................................................... 12
AIR TO AIR INTERPILOT FREQUENCY ............................................................................................................. 12
1.2.6 APPROACH PROCEDURES ........................................................................................................ 12
1.2.7 POST-FLIGHT .............................................................................................................................. 13
REFUEL .............................................................................................................................................................. 13
AIRCRAFT CLEANING ......................................................................................................................................... 13
PROTECT AIRCRAFT ........................................................................................................................................... 13
SECURE AIRCRAFT ............................................................................................................................................. 13
1.2.8 HF-Coverage AFI .......................................................................................................................... 14
Operation Manual
VistaJet Limited
Revision: 1
1 AFRICA (AFI) AREA BRIEFING
1.1 GENERAL
Area of Applicability
VISA
A few African states require visa for entry, often visa are issued upon arrival. In most cases a GENDEC is
sufficient.
For some countries it is required to send passport details in advance (to the handling agent), in order to obtain a
visa.
NOTE: When arriving with a scheduled airline flight (for crew change etc.) the normal entry and visa
requirements apply! After arriving as an active crewmember and leaving with an airline flight (as a
regular passenger) a GENDEC (original, stamped by immigration upon arrival) is required.
NOTE: If your passport is stamped when entering the country, verify when leaving the country that the
passport is stamped another time. A missing exit stamp can cause severe problems when trying to
enter the country again.
It is strongly recommended to contact the local handling agent in advance for further information.
Climate
Due to the size and the large north-south span of the African continent, there are large regional and seasonal
climatic differences.
Operation Manual
VistaJet Limited
Revision: 1
Weather Precautions
In the area of the equator there are generally two rain seasons due to the shift of the ITCZ. During rainy seasons
there are thunderstorms of enormous size and intensity, especially in the western part of Africa.
The tops are frequently above FL500. Thunderstorms often occur in squall lines with very intensive rain and
reduction of visibility during departure and approach to less than 100m.
After thunderstorms be aware of possibly contaminated RWYs with standing water and flooded taxiways.
Based on the “special” weather conditions in Africa it is absolute necessary to perform a careful meteorological
briefing and route planning.
Due to the possibility of rapid weather changes (and possibly strong rain and wind) it is mandatory to use engine
covers and blanks for overnight parking.
1.2 OPERATIONS
1.2.1 GENERAL, PREPARATION

Planning and Preparation for crew
Prior to carrying out flights in the AFI area, all crew should be familiar with the climatic, cultural, ethnic and
political conditions of the destination country as well as about the over flying countries.
Helpful Websites:
Auswärtiges Amt BRD: http://www.auswaertiges-amt.de/diplo/de/LaenderReiseinformationen.jsp
General information: http://www.weltzeituhr.com/start.shtml
https://www.cia.gov/library/publications/the-world-factbook/
Health http://www.rki.de/
www.dtg.org
http://www.tropeninstitut.de/
Vaccination
The following vaccinations/ prophylaxis are recommended in most African countries:
- Tetanus / Diphtheria / Polio;
- Yellow fewer (paid for by VistaJet);
- Hepatitis A and Hepatitis B (paid for by VistaJet);
- Rabies (Tollwut);
- Meningitis;
- Malaria prophylaxis (paid for by VistaJet).
NOTE: Vaccination must be carried out carefully prior to a planned flight (in many cases “full protection”
will be after two weeks).
All vaccinations must be certified with an official “International Vaccination Certificate” (book) that
must be available for inspection.
Some countries require Yellow Fever vaccination certificate for entry. Check the appropriate entry
requirements! prior to departure.
PLEASE CONTACT YOUR DOCTOR FOR FURTHER ADVICES/INFORMATION ABOUT
MEDICATION
Diseases like Malaria, Dengue and Yellow Fewer are spread through insect bites of the night active anopheles
mosquito. Mosquitos are present all year in wide areas of Africa.
Malaria
Malaria is a serious disease and might be deadly. If you become ill with a fever or flu-like illness either while
traveling in a malaria-risk area or after you return home (for up to 1 year), you should seek immediate medical
attention and should tell the physician your travel history.
Operation Manual
VistaJet Limited
Revision: 1
Yellow Fewer
The main difference between Malaria and Yellow Fewer is that a vaccination against Yellow Fever is available.
All VistaJet Crews must have a valid Yellow Fever vaccination certificate prior to travelling.
Useful links:
http://www.dtg.org/malaria.html
http://www.rki.de/cln_178/nn_196658/DE/Content/InfAZ/M/Malaria/Malaria.html
http://www.symptoms-of-malaria.com
Best protections to prevent insect bites:
- Wearing long-sleeved shirts, long trousers and a hat outdoors;
- Remaining indoors in a screened or air-conditioned area during the peak biting period for Malaria (dusk
and dawn);
- Sleeping in beds covered by mosquito nets treated with NOBITE, if not sleeping in an air-conditioned or
well- screened room.
Contact with animals
Direct contact with animals can spread diseases such as rabies or cause serious injury or illness. It is important to
prevent animal bites and scratches.
- Be sure you are up to date with Tetanus vaccination;
- Do not touch or feed any animals, including dogs and cats. Even animals that look like healthy pets can
have rabies or other diseases;
- If you are bitten or scratched, wash the wound well with soap and water and go to a doctor right away;
- After your trip, be sure to tell your doctor or state health department if you were bitten or scratched
during travel in Africa.
Recommended medical equipment for crew
- Malaria prophylaxis (to be used in areas with known malaria risk)
i.e. „Malarone“, to be used according to doctors instructions, (normally to be used two days prior to entry
of malaria risk area until one week after leaving);
- Broadband antibiotic (Breitbandantibiotikum);
- „Merfen Orange“ spray (disinfection of small skin injuries);
- Medicine against diarrhoea (i.e. „Kohletabletten“, „Immodium“);
- „Bepanthen“ ointment“, for small skin injuries;
- Eye drops (Caution: after opening eye drops are usable for a short period of time only!);
- „Nobite“ spray (there are two different types available. One type is for application on skin and the other
to impregnate clothes);
Remark: for application in Africa we found “Nobite” more reliable than eg. „Authan“.
- Mosquito net (preferable an impregnated version, that is available in outdoor-shops. We recommend
taking additionally fastener and glue strips to attach the net to the ceiling);
- Sticking-plaster (Pflaster);
- Two injections 10ml syringes;
- Four injection needles, calibre 10;
- Two infusion needles (i.e. type “Butterfly”).
NOTE: Infusion needles, syringes, injection needles are available in the “Crew Emergency Kit” on-board of
all VistaJet aircrafts. If any of the items are taken out, inform MOC for replacement.
NOTE: Useful information about NOBITE and the risk of bites by insects see www.nobite.com .
Operation Manual
VistaJet Limited
Revision: 1
Medication and Vaccination compensated by VistaJet
VistaJet covers the cost of vaccination and medication listed below:
Vaccination:
- Yellow Fever;
- Hepatitis A and B.
Medication:
- NOBITE;
- MALARONE or other chemoprophylaxis.
All items not mentioned above are at crew members own expense.
Health care
For longer stays in Africa you should find out the location of the next (suitable!) doctor or hospital. In case of a
medical emergency it is extremely hard to find a facility which is close to European Standard on time. A good
idea is to contact your local embassy if you need medical assistance/advice.
VistaJet has contracted the Almeda GmbH and appointed them in charge of requests for medical
help http://www.arztpartner.de (website is currently available in German only).
They are the direct service provider from DKV/HDI.
In case of a medical emergency call hotline (available 24/7) for support: +49 18 01 35 82 22
Our Contract number (Rahmenvertragsnummer) is 306903867
In case of a medical emergency call MedAir hotline for support +1-602-282-4920. They will help competent
diagnosis and coordinate possible local medical support.
NOTE: All medical emergencies must be reported to VistaJet HR without any delay.
Security
Wearing of uniform and air crew identification cards can help a lot in dealing with police and immigrations
officers. It is strongly recommended to be patient and cautious when dealing with police and security staff.
Hygiene, Catering
The hygienic conditions are very difficult to deal with, even in the hotels. The risk to pick up a stomach-infection
(or even worse) is very high. Main cause of infection is contaminated food and (tap) water. Be very careful with
raw salads (washed with tap water) and ice cubes. Even tea, coffee or other drinks can be harmful to your health.
Bacteria from food and water are the leading cause of illness. Recommendations for safe eating and drinking:
- Wash your hands often with soap and warm water, especially before eating. If soap and warm water are
not available, use an alcohol-based hand gel (with at least 60% alcohol);
- Drink bottled or boiled water only, or carbonated (bubbly) drinks in cans or bottles. Avoid tap water,
fountain drinks, and ice cubes;
- Do not eat food purchased from street vendors;
- Make sure food is fully cooked, or avoid;
- Avoid dairy products, unless you know they have been pasteurized.
During the composition or selection of catering take the prevailing conditions and options into account. We
experienced that often it is not possible to arrange catering according to our “European” guidelines, but
please take special care of the quality for health reasons
In areas with high temperatures you should avoid perishable food (salad, seafood etc.). The best way is to respect
the local eating habits and regional food.
Operation Manual
VistaJet Limited
Revision: 1
Hotels, Crime
The crime rate is very high all over Africa. Even in hotels with European standard there are lots of burglaries;
sometimes with support of hotel staff.
NEVER ever leave valuables (passports, laptops, cash money, credit card, cell phones, BB etc.) unattended in
your hotel room.
Whenever available use the hotel or room safe (but be aware not even a hotel safe might be “safe”).
Safety Instructions
- For the case of an emergency note the room numbers of your colleagues;
- Be familiar with the hotel fire escape routes and features;
- When leaving the hotel take Crew ID and a copy of a passport/visa with you;
- Never take more than a small amount of cash money with you;
- Don’t wear expensive jewellery and watches;
- Be aware of pick-pocketing, especially when visiting markets and places of interest.
Cash Money
At some airports charges (landing, lights and airway fees, fuel etc.) have to be paid in cash. Most common is US
Dollar - 50$ or less (new bank notes!) are accepted only. (100$ or used bank notes are not popular because of
possible counterfeiting of banknotes).
Credit Cards
Credit cards are often not accepted but even when use is possible, it is very risky. Credit card abuse is quite
“popular” in Africa (there is the highest occurrence of credit card abuse worldwide).
If it is not possible for any reasons to arrange payment via handling, contact OPS for clarification before you
accept to compensate an invoice with your credit card or cash. Never leave your credit card unattended for the
payment process. (Possibility of a trial to copy your credit card).
Blackberry
In many parts of Africa the A1-Blackberry doesn’t work. Neither telephone calls nor email function is available.
Necessary communication before and during the flight can be carried out via the aircraft sat-phone.
NOTE: To set up the BlackBerry for Nigeria set the network selection from AUTO to MANUAL and select
the provider “Glo mobile” or “Airtel (ZAIN)” . The network mode (data) should be set to “2G” only.
1.2.2 PRE-FLIGHT
NOTE: Attention is drawn to the fact that during the Hajj Pilgrimage period (Haddsch) the number of east-west
flights in the north-central part of the AFI Region increases dramatically and with it the risk of ATS
incidents and therefore we stress the importance of the in-flight broadcast procedures.
Flightlogs, NOTAM, Wx
Often it is difficult or impossible to receive current Flightlogs, NOTAM and WX-information via handling,
because of the lack of printing facilities at the airport or handling offices.
If possible, all required flight documents should be downloaded for JetPlan from www.easybrief.com and printed
out in the hotel prior to leaving for the airport.
NOTE: www.easybrief.com :
User: vistacrew
Password: vistajet
Operation Manual
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Revision: 1
Flight Plan
All ATC flight plans in Africa must be filed locally. Normally Dispatch will send the flight plans via Fax or
Email (if possible) to the handling agent for local filling.
In any case, confirm that the flight plan has been received by handling and is available within the ATC system.
In some remote areas the crew must file the flight plan by themselves at the local ATC unit using the
downloaded routing from Dispatch.
Permissions
Permissions are virtually required all over Africa for overflying and landing/departing aircraft.
Please always confirm on time with Dispatch that all required permissions are available and print those out (or
write the permission numbers down).
Be prepared that during flight some countries ask for the appropriate permission number prior to entering their
FIR/UIR.
Fuel Release
For all refuelling a written/printed fuel release is required.
Prior to departure make sure that at the destination aerodrome:
- The fuel release was received;
- Accepted by the fuel supplier;
- The required fuel quantity is reserved.
At some airports fuel is apportioned by the authorities.

Once forgotten to take care of the fuel supply in advance it will be very difficult to get fuel at all. (Or for a high
amount of cash only).
GENDEC
For most African countries a GENDEC and several certified copies are required (stamped and signed by customs
at the departure airport) for clearing customs and immigration.
GENDEC often replaces the visa for crew. It is very important to take extreme care of the ORIGINAL copy of
the GENDEC, if you lose it you will be in deep trouble.
NOTE: At most destinations in Africa communication is not reliable. To avoid misunderstandings and to
assure all preparation required is setup and will be available on landing, commander is responsible to
check:
− Phone numbers for handling agents available to Crew;
− Permission numbers available and confirmed;
− Fuel available on day of flight (and any other services like Air Starter etc. if required);
− Payment method confirmed – Cash, Visa etc.;
− Airport Familiarization Form completed and returned to Training department.
1.2.3 GROUND OPERATIONS

Use extreme caution while manoeuvring on the ground, because the condition of the taxiways and apron can be
very poor.
Try to avoid taxing through water puddles because you never know how deep they are. At most airports in
Africa there are deep potholes in aircraft movement areas.
Very often you can find people and animals on or next to active taxiways and runways. At remote and
uncontrolled airfields it sometimes is required to perform a low approach to check the runway conditions and to
signal people to clear the RWY for a landing aircraft. (Noise of the low approaching aircraft hopefully will drive
away people and animals for a couple of minutes).
Fuel
Fuel quality varies greatly - drain checks are essential (in accordance with respective AFM and Fleet operating
practices) - and may have a lower calorific value than Western equivalents, i.e. fewer miles to the gallon. It is
recommended to carry extra fuel as long as it is within the performance and aircraft limits.
Operation Manual
VistaJet Limited
Revision: 1
1.2.4 DEPARTURE PROCEDURES
SID’s are barely used at most African airports. More common are departure clearances like “after T/O turn right,
intercept radial xxx until XXX DME, climb xxx ft“.
It is strongly recommended for crew to recall the possibilities how to visualize and define waypoints via VOR
Radials and DME Distances to follow the departure instructions with the FMS.
1.2.5 ENROUTE
Permissions
During flight be prepared that some countries ask for the appropriate permission number prior to entering their
FIR/UIR.
Speed Limitation
All over AFI there is a 250 kts speed restriction below FL100 down to transition level.
TCAS
Most aircraft operating in the AFI have standard transponders or none, so nearby aircraft may not show as TCAS
targets. The ability of TCAS to resolve a conflict with some AFI aircraft is limited, even when targets are shown
on the display - a generated RA may not have a coordinated manoeuvre with the other aircraft.
TCAS equipped aircraft should have TA/RA mode selected at maximum range.
NOTE: Pilots are advised to ensure operation of transponders even when outside radar coverage in order to
enable TCAS equipped aircraft to identify conflicting traffic.
Navigation
All important en-route information (ATC-Border crossing, mandatory reporting point, ATC frequencies etc.) are
stated in the Jeppesen Enroute Charts. It is suggested to draw in the planned routing and mark the appropriate
waypoints and ATC frequencies.
In order to avoid the risk of a mid-air collision in areas without radar coverage it is suggested to fly 1-2NM
offset on the right side of the airway centreline.
Changes of Cruising Level
Cruising level changes should not be made within the designated airspace unless considered necessary by pilots to
avoid traffic conflicts, for weather avoidance or for other valid operational reasons.
When cruising level changes are unavoidable, all available aircraft lighting which would improve the visual
detection of the aircraft should be displayed while changing levels.
Collision Avoidance
If, on receipt of traffic information broadcast from another aircraft, a pilot decides that immediate action is
necessary to avoid an imminent collision risk to his aircraft, and this cannot be achieved in accordance with the
right-of-way provisions, he should:
- Unless an alternative manoeuvre appears more appropriate descend immediately 500’;
- Display all available aircraft lighting which would improve the visual detection of the aircraft;
- As soon as possible, reply to the broadcast advising action being taken;
- Notify the action taken on the appropriate ATS frequency;
- As soon as situation has been rectified, resume normal flight level, notifying the action on the appropriate
ATS frequency.
Operation of Transponder
Pilots should ensure that Standard Transponder Procedures are complied with and in the absence of other
directions from ATC, squawk Mode A/C Code 2000.
NOTE: Pilots are advised to ensure operation of transponders even when outside radar coverage in order to
enable TCAS equipped aircraft to identify conflicting traffic.
Operation Manual
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Revision: 1
Communications
There is pretty much no radar and limited VHF or HF coverage all over Africa. (See Appendix “HF-Coverage).
In some parts of central Africa there are areas without radio communication at all. Especially within these areas
it is very important to monitor and use the IATA In-Flight Broadcast Procedure IFBP (see below).
The frequencies of the (large) international airports are quite often very busy.
In many cases only one single frequency is used for Ground, Tower and Approach control.
Because of the missing radar coverage there is an alternative “BROADCAST” communication procedure in
place.
The broadcast frequency 126.9 MHz (aircraft to aircraft) is used for position reports in the AFI Region.
This frequency must be monitored during the whole flight. The range of VHF communication is limited to the
line of sight (about 200NM during cruise) so every transmission received is sent out by aircraft nearby. Any
aircraft on the same routing or cruising level should be assumed as potential conflicting traffic and their position
reports should be observed and traced carefully.
IATA In-Flight BROADCAST Procedure on 126.9
In the AFI Region the IFBP should be applied in the following FIRs and airspace:
Accra5 Kinshasa
Addis Ababa5 Luanda
Alger1 Lusaka
Asmara Mogadishu
Brazzaville N’Djamena
Dakar5 Niamey
Dakar Oceanic2 Roberts5
Johannesburg Oceanic3 Seychelles
Kano Tripoli1
Khartoum Windhoek4
1
Not applicable in Algiers and Tripoli FIRs North of latitude 30°N.
2
Not applicable in RVSM/RNP10 (EUR/SAM Corridor) airspace of Dakar Oceanic FIR.
3
Not applicable in Johannesburg Oceanic FIR South of latitude 20°S
4
Not applicable in Windhoek FIR South of latitude 20°S
5
Mobile communications have been improved in Accra, Addis Ababa, Dakar and Roberts FIRs. However these
FIRs are maintained in IFBP area of applicability to accommodate users’ requirement for linear boundaries.
The In-Flight Broadcast Procedure need not be applied in the following FIRs:
Antananarivo Gaborone
Beira Harare
Bujumbura6 Johannesburg
Cairo Lilongwe
Canaries Kigali6
Cape Town Mauritius
Casablanca Nairobi
Dar es Salaam Sal Oceanic
Entebbe Tunis
6
Kigali and Bujumbura delegated airspace to Dar es Salaam FIR
Chapter / Page:
P 1 / 11 of 16
Opperation
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Part C, Chapteer 01, App
pendix Date: 10.07..14
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Affrica Areea Briefiing
IATA
A In-Flight BR
ROADCAST
T Procedure, A
AFI Region
Listenning Watch
A listeening watch should
s be mainntained on thee designated frequency
fr from
m 10 minutes bbefore enterin
ng the
designnated airspacee until leavingg this airspace.. For an aircraaft taking off from
f an aeroddrome located within the
designnated airspacee, the listening
g watch shouldd start as soon n as appropriate and be mainntained until leaving
l the
airspaace.
Time of Broadcastt
A brooadcast shouldd be clearly pronounced in E English:
- 10 minutes before
b ng or crossing an FIR within
enterin n IFBP region n;
- For a pilot taaking off fromm an aerodrom me located witthin the IFBP region as soonn as appropriaate;
- 10 minutes prior
p to crossiing or joining an ATS routee, report crossiing airway or waypoint. In the interest
of reducing congestion on n the IFBP freequency, pilotss may exercise discretion too omit closely
y spaced
FBP reports;
repetitive IF
- At not less than
t 20 minutee intervals;
- Before a chaange in flight level;
- At any otherr time consideered necessaryy by the pilot.
Broad
dcast Procedure
- Example of a Broadcast Message:
M
- ‘ALL STAT TIONS’ given only once, to attract attentiion
- ‘THIS IS AZZ......(flight nu
umber) in the XXX (name FIR)
F FIR’
- ‘FL....'
Chapter / Page:
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Opperation
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Part C, Chapteer 01, App
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Affrica Areea Briefiing
- ‘North-eastbbound, on XXn nnn (airway)’
- ‘Estimate XXXXX
X (or crossing airwayy if no waypoiint)...... At ......UTC’
- ‘AZ ......’ (C
Call sign)
- ‘FL....’
- ‘In the XXX X FIR’
Operating Proced
dures
Chan
nges of Cruisiing Level
- Changes of Cruising Leveel are considerred necessary y by pilots to avoid
a traffic coonflicts, for weather
w
avoidance, or
o for other vaalid operationaal reasons;
- When cruisiing level chan nges are unavooidable, all avaailable aircrafft lighting, whhich would imp prove the
visual detecttion of the aircraft, should bbe displayed while
w changing levels.
Bordeer Crossing
Theree are different entry procedu
ures for the Affrican countries. Details aree to be found iin Jeppesen En-route
E
Charts or the chapter “Entry Req quirements”.
Normmal Position Reporting
R Proocedures
Norm
mal position repporting proceddures should bbe continued at
a all times, reg
gardless of anny action taken
n to initiate or
acknoowledge a traff
ffic information broadcast.
Air too Air INTER RPILOT Freq quency
In som
me ICAO regiions a VHF Aiir to Air Frequuency has been promulgated d for pilots to exchange opeerational
inform
mation with eaach other. Reccent ICAO meeetings have ch hosen the freqquency 123.455 MHz for the Africa/Indiann
Oceann region whichh remains subjject to formal ICAO approv val.
The foollowing mustt be rememberred:
- The Interpiloot Frequency is designated for use only Out O of Range of o Ground VH HF Stations. Not
N just
ground statioons using thatt frequency, buut using any VHF
V frequency y. Over a largge part of the laand mass of
Africa this puts
p constraintts on its use allthough, of cou urse, there aree oceanic routees where it could be
valuable.
- The Interpiloot Frequency must not be coonfused with the t IATA Infllight Broadcasst Procedure Frequency
F
126.9 MHz. The Inflight Broadcast
B Proocedure appliees over most of Africa and iss not constrain ned
geographicaally as is the In
nterpilot frequuency. It is distributed by IAATA to all knoown operators and chart
producers inn the affected regions
r and iss believed by IATA
I and IFA
ALPA to have greatly impro oved safety.
IFBP messaages exclusivelly involve fligght safety.
Interpilot Aiir to Air Comm munications innclude lesser priority
p messaages.
- Pilots will not
n want to com mpromise the IFBP Procedu ure and they are therefore urrged to contin nue using the
IFBP on 1266.9 as they hav ve been doingg. The guardin ng of 126.9 MH Hz must take pprecedence ov ver the
guarding of frequencies assigned for Innterpilot comm munications. Pilots will apprreciate that if they
t start
using the Intterpilot frequeency as an alteernative to 1266.9 they may severely
s erodee the protectioon provided
by IFBP.
1.2.6 APPROA ACH PROCEDURES

The ap
approach proceedures in Afriica are differennt compared to
t EUR etc. Often
O navigatioon aids are outt of service -
withoout any previouus notification
n.
Durinng the initial raadio contact with

w local ATC C at destinatio
on an approach h clearance suuch as “cleared d for XYZ
approoach, report finnal” is quite popular when tthe traffic den nsity is low. (A
A clearance likke this can be received in
FL3800 etc. for desccent and appro oach).
Withoout a cleared descent
d altitud
de or a publishhed proceduree the command der is responsiible for the initiation of the
descennt and the inteercept routing g.
For thhe approach brriefing an alteernative proceddure should be prepared, prreferable a pubblished GPS-o overlay
approoach (check RAIM)
R as a baackup.
In moost cases theree is no guidancce from ATC due to lack off radar coverag ge. Broadcastt Procedures sh hould be
used dduring decent.
Operation Manual
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1.2.7 POST-FLIGHT
Refuel
Important: The aircraft should be refuelled for the next flight after arrival there should be sufficient fuel on
board at least to leave the country in case of riots or terror attacks.
In case of such an “emergency” there will be no fuel available!
NOTE: Do not refuel the aircraft to a limiting weight the day before planned flight to allow schedule and/or
destination changes.
Aircraft Cleaning
Aircraft cleaning should be done, as far as possible by the crew. When a thorough deep clean or exterior wash is
required, the Captain is to contact MOC who will co-ordinate the task directly with the service provider.
Crews are not to request this service through the handling agent as it has proved unreliable in the past. Please
ensure that the aircraft is kept clean and tidy any time.
Protect Aircraft
Because of the possibility of rapid weather changes, all aircraft and engine covers should be mounted during
overnight parking.
Secure Aircraft
The security standard at most African airports is not comparable to Europe.
All aircraft doors and service doors must be looked before leaving. Additionally all entry doors must be sealed to
recognize unauthorized access.
Prior to any flight an extended pre-flight inspection (search) should be carried out to exclude possible
manipulation to the aircraft.
Operation Manual
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Revision: 1
1.2.8 HF-Coverage AFI
Operation Manual
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Operation Manual
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Revision: 1

Operation Manual
Part C, Chapter 01, Appendix Nigeria
Nigeria Area Briefing
VistaJet Limited

AOC MT-17
Rev: 1.0
Date: 10.07.2014
Operation Manual
VistaJet Limited
Revision: 1
Table of Contents
1 NIGERIA BRIEFING ................................................................................................................................... 3

1.1 GENERAL .............................................................................................................................................. 3
1.2 OPERATIONS ........................................................................................................................................ 5
1.2.1 GENERAL, PREPARATION............................................................................................................ 5
1.2.2 COMMUNICATION ........................................................................................................................ 5
1.3 DNAA – ABUJA NNAMDI AZIKIWE INTL. AIRPORT ............................................................................... 5
1.4 DNMM – LAGOS MURTALA MUHAMMED INTL. AIRPORT .................................................................... 6
1.5 DNMK – MAKURDI MILITARY AIRPORT ............................................................................................. 7
1.6 DNAI – UYO AKWA IBOM INTL. AIRPORT .............................................................................................. 8
1.6.1 VIEW FINAL APPROACH RWY21 DNAI – UYO....................................................................... 10
1.6.2 VIEW AIRPORT DNAI – UYO ...................................................................................................... 10
1.6.3 DNAI – UYO VOR DME ILS21 ..................................................................................................... 11
1.6.4 DNAI – UYO VOR DME 21 ........................................................................................................... 12
1.6.5 DNAI – UYO VOR DME 03 ........................................................................................................... 13
Operation Manual
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Revision: 1
1 NIGERIA BRIEFING
1.1 GENERAL
Area of Applicability
VISA
All EU-Nationals require a valid VISA for Nigeria. Entering and leaving Nigeria with one of our
aircraft, a VISA is not mandatory.
NOTE: For entering and leaving Nigeria with a VistaJet airplane a GENDEC is accepted. But
entering Nigeria by a VistaJet plane and leaving by airline requires a visa.
NOTE: A valid Yellow Fever vaccination certificate is mandatory.
NOTE: When arriving in Lagos or Abuja by airline, the filled out immigration Visa and passport
must be presented. Ensure that the address of the Hotel is filled out correctly. The
immigration officer will not accept simply writing “hotel”.
After disembarking the aircraft be prepared that immigration officers check your Yellow Fever
vaccination certificate.
Operation Manual
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CLIMATE
Due to the size and the wide north-south extension of the African continent, there are large regional and
even seasonal climatic differences.
WEATHER PRECAUTIONS
Nigeria experiences a tropical, high humidity climate. The climate is primarily affected by the Inter
Tropical Zone (ITCZ).
CONVERGENCE RAINY AND DRY SEASONS
Over the year, the weather can be split into four main seasons. These are: big Dry Seasons, Big Rainy
Seasons, Small Dry Seasons and Small Rainy Season.
BIG DRY SEASONS: December to March
In the second part of the night and in the early morning regular fog or bad visibility prevails caused by
the Harmattan. Generally, after approximately 08:00 local, the trend is to change to BKN St/Sc at
1.000 - 2.000 ft and some Cu. The wind is mostly northerly, turning to southwesterly during the
afternoon.
BIG RAINY SEASONS: April to mid of July
As the ITCZ moves northwards, the wind turns southwesterly resulting in Monsoons. This is typically
leading to constant rain, often for over 3 days at a time. Heavy thunderstorms with gusts up to 35 kts
and downdrafts are common, especially at the squall lines generally moving from East to West. The
majority of thunderstorms are present in the second part of the night and in the early morning with the
visibility generally gets worse and often below landing minima. The duration of a thunderstorm are
generally around 1 hour.
SMALL DRY SEASONS: End of July and August
Due to the ITCZ being fairly far north, the wind direction is mostly southwesterly. Most of the time
there are lots of clouds with little to no rain and good visibility.
SMALL RAINY SEASONS: September to November
When the ITCZ moves back to the south, the wind generally turns northerly. The morning hours
predominantly present cloud bases BKN St between 1.000ft – 1.500ft. When showers of rain are
present, clouds are lower and in the region of 500 ft. These clouds disperse as the day progresses.
HARMATTAN
The Harmattan is a dry and dusty West African trade wind. It blows in a southerly direction from the
Sahara into the Gulf of Guinea between the end of November and the middle of March. On its passage
through the Sahara Desert, it picks up fine dust particles. The heavy amount of dust in the air can
severely limit visibility and block the sun for several days, comparable to a heavy fog. The effect caused
by the dust and sand stirred by these winds is known as the Harmattan haze.
When aircraft are parked in an area affected by sand / dust storms, crew are to ensure that all blanks are
available and fit correctly to avoid any sand ingress. Thorough preflight inspections should be
conducted to ensure that no sand deposits have built up in the pitot / static system inlets or other aircraft
cavities.
For further details see OM Part C, Appendix “Africa Area Briefing”.
Operation Manual
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Revision: 1
1.2 OPERATIONS
1.2.1 GENERAL, PREPARATION

Planning and preparation for crew
For details see OM Part C, Appendix “Africa Area Briefing”.
1.2.2 COMMUNICATION
Frequencies for our standard routings in Nigeria
1.3 DNAA – ABUJA Nnamdi Azikiwe Intl. Airport

GENERAL INFORMATION
Refer to Jeppesen Airway Manual.
GROUND HANDLING
See flight briefing.
NOTE: The toilet service has not to be paid in cash anymore.
DOMESTIC AND INTERNATIONAL TERMINAL
In Abuja there are two terminals, the international and domestic terminal and the corresponding parking
areas.
Normally incoming international flights use the international terminal and domestic flights use the
domestic terminal.
Customs and Immigration services are exclusively performed at the international ramp. Aircrafts parked
at domestic ramp leaving for an international flight must taxi to the international ramp prior to
departure.
NOTE: Inform the passengers in advance about the terminal for departure. The distance between the
two terminals can cause long delays if uninformed customers use the wrong terminal.
Operation Manual
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CREW TRANSPORTATION
HOTEL INFORMATION
In Abuja there are a few reasonable hotels available. Selection and booking will be exclusively done by
VistaJet HOTAC and depends on availability and “price of the day”.
HOTAC requires crew feedback to maintain the selection of the hotels.
Crews are instructed to not book or extend rooms unless approved by HOTAC. When rooms are not
available in the above mentioned hotels, VistaJet HOTAC will make best efforts to not use hotels that
are unknown.
NOTE: Rates and conditions are an issue between VistaJet HOTAC and hotel; do not negotiate new
“company rates” etc. to avoid confusion.
For crew changes preference practice is to book ‘old’ and ‘new’ the same hotel to allow a face to face
handover.
1.4 DNMM – LAGOS Murtala Muhammed Intl. Airport

GENERAL INFORMATION
Refer to Jeppesen Airway Manual
GROUND HANDLING
The handling for our aircraft will generally be done at the CONCORDE Terminal by our handling
agent.
The handling agent will usually bring our passengers to the aircraft and pick them up at the aircraft upon
arrival as well.
NOTE: Special care while taxiing at GA and the CONCORDE ramps is absolutely necessary due to
limited space and many aircraft parking in this area.
CREW TRANSPORTATION
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1.5 DNMK – MAKURDI Military Airport

GENERAL INFORMATION
Rwy MAG Dimensions Rwy Elev Coordinates FMS / GPS WP-ID

05 054° 2.985 x 80 m n/a N 07º41,67' E 008º36.21' M05TD
23 234° 2.985 x 80 m n/a N 07º42.71' E 008º37.47' M23TD
Elevation: 371ft
GRID MORA: North of airport 4.500ft; South of airport 2.500ft
Operational Hours: PPR
Frequency: DNPO Area: 124.90
Tower: 125.50:
ATIS: From DNPO TWR on request
GROUND HANDLING
When departing from Lagos or Abuja to DNMK have the confirmation or receipt for compensation of
the navigation and landing fees from handling agent available.
Navigation and landing fee is to be paid cash (approx. USD 200,-).
FINAL APPROACH RWY23
Office
Aircraft parking
Operation Manual
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1.6 DNAI – UYO Akwa Ibom Intl. Airport
GENERAL INFORMATION
Rwy MAG Dimensions Rwy Elev Coordinates FMS / GPS WP-ID

03 033° 3.600 x 60 m 152 ft N04°51‟27.3 E008°05‟11.0 M05TD
21 213° 3.600 x 60 m 163 ft N04°53‟22.1 E008°06‟02.6 M23TD
Elevation: 163ft
GRID MORA: 3.500ft
Operational Hours: 06:00 – 20:00 UTC
Frequency: DNPO Area: 124.90
Tower: 118.70 / 119.70
ATIS: 127.60
GROUND HANDLING
When departing from Lagos or Abuja to DNMK have the confirmation or receipt for compensation of
the navigation and landing fees from handling agent available.
Navigation and landing fee is to be paid cash (approx. USD 200,-)
CREW TRANSPORTATION
Overnight stays are acceptable if the client provide secured transport and accommodation.
Should the secured transport not be available, contact OPS to arrange. Failing this the OPS will
coordinate repositioning to another airport acceptable to the company.
INSTRUMENT APPROACH
There is now an ILS and VOR DME approach for RWY21 and a VOR DME approach for RWY03
available.
Monitor NOTAMS for exact state.
WARNING: In all TAWS databases prior to update TDB459, Uyo Airport is not included, potentially
causing a terrain warning during approach.
ARRIVAL PROCEDURES (general routing)
Once in contact with “Port Harcourt” 124.9, establish contact with “Calabar ” 124.5 after “Port
Harcourt” will descend you FL100. “Calabar” then will take over and descent you to 3.500ft overhead
LINOX.
IFR arrivals to Uyo airport are coordinated by “Calabar” until the aircraft has reached an initial
approach altitude of 2.500ft QNH and handed over to “Uyo Tower” 118.7 when crew reports field in
sight.
NOTE: Normally “Lagos” will clear down to FL200, “Port Harcourt” will clear down to FL100.
Thereafter “Calabar” will take over and clear direct to “Alfa India” (DNAI), initially to
3.500ft and then further decent to 2.500ft visually and clear of obstacles.
Frequency change to “Uyo Tower” 118.7 can be expected when reporting visual contact to
Uyo airport.
It is important to established initial contact to “Uyo Tower” some earlier to provide aircraft
status, POB etc.
Operation Manual
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FMS coordinates, speed and altitude recommendations (for situational awareness only):
RWY03 (Left Downwind) RWY21 (Left Downwind)

Waypoint Speed/Alt Waypoint Speed/Alt
LINOX 250/3.500 LINOX 250/3.500
DNAI299/4 210/2.200 DNAI 210/2.200
DNAI229/11 180/2.200 DNAI119/4 210/2.200
DNAI209/10 180/2.200 DNAI049/11 180/2.200
DNAI029/10 180/2.200
DEPARTURE PROCEDURES (general routing)

Uyo airport will pass departure requests to Calabar control tower for appropriate ATC clearance to
operate within the TMA or to proceed to destinations outside the TMA.
When departing Uyo you need to have established contact with Calabar ASAP to get further climb and
again with Port Harcourt 124,90 to get climb to FL200 and then with Lagos 127,30 to get further climb
to be able to get over any CB´s.
PREFERRED ATS-ROUTES
DNMM to DNAI DCT LAG UR984 POT V213 LINOX/VFR DCT
DNAI to DNMM DCT VFR/LINOX V213 POT UJ222 BEN DCT OK UA609 LAG DCT
DNAA to DNAI DCT BIMAT UV456 POT V213 LINOX/VFR DCT
DNAI to DNAA DCT VFR/BIMOJ V717 LIPAR UH206 LUKRO UW225 ABC DCT
Operation Manual
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Revision: 1
1.6.1 VIEW FINAL APPROACH RWY21 DNAI – UYO
1.6.2 VIEW AIRPORT DNAI – UYO

Operation Manual
VistaJet Limited
Revision: 1
1.6.3 DNAI – UYO VOR DME ILS21
This chart is for information only and might be not the latest edition.
Latest charts are available on request from ops@vistajet.com.
Operation Manual
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Revision: 1
1.6.4 DNAI – UYO VOR DME 21
Operation Manual
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Revision: 1
1.6.5 DNAI – UYO VOR DME 03
Operation Manual
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Operation Manual
Part C, Chapter 01, Appendix RUS
Russia & CIS Area Briefing
VistaJet Limited

AOC MT-17
Rev: 1.0
Date: 10.07.2014
Operation Manual
VistaJet Limited
Revision: 1
Russia & the CIS Area Briefing
Table of Contents
1 RUSSIA & THE CIS AREA BRIEFING ............................................................................................................... 3

1.1 GENERAL ......................................................................................................................................................... 3
1.2 OPERATIONS ................................................................................................................................................... 3
1.2.1 GROUND OPERATIONS ........................................................................................................................... 3
1.2.2 APPROACH PROCEDURES ..................................................................................................................... 3
1.2.3 DEPARTURE PROCEDURES ................................................................................................................... 4
Fuel ............................................................................................................................................................................................ 4
Metric conversion ...................................................................................................................................................................... 4
Speed LIMITATION ................................................................................................................................................................. 4
TCAS ......................................................................................................................................................................................... 4
Altimetry .................................................................................................................................................................................... 4
Navigation.................................................................................................................................................................................. 5
Low Temperature Error ............................................................................................................................................................. 5
Border Crossing: ........................................................................................................................................................................ 5
Communications ........................................................................................................................................................................ 5
1.3 NAVIGATOR ESCORT .................................................................................................................................... 6
1.4 APPLICATION OF FRICTION COEFFICIENT IN RUSSIA ........................................................................... 7
Operation Manual
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Revision: 1
1 RUSSIA & THE CIS AREA BRIEFING
1.1 GENERAL
VISA
Russian Visa is mandatory for Russia - it may be possible to obtain visa for other areas upon arrival but essential to
check first and better to obtain in advance.
CLIMATE
The country's vast size, compact shape and generally northerly latitude produce a predominance of cold continental
weather regimes. The great mountain barriers to the south and east prevent the potential warming effects of the Indian
and Pacific Oceans whilst the absence of such barriers to the north and west exposes it to Atlantic and Arctic influences.
There are effectively only the two seasons - summer and winter, spring and autumn merely being brief periods of rapid
change from one extreme to the other. In winter an intense high pressure develops over the interior from which a ridge
runs westward along Russia's borders with Kazakhstan and Ukraine. This results in mainly SW winds in European
Russia. In summer the situation is reversed as a low pressure develops over the Asian interior giving predominantly NW
flows in the European area. One effect of these air movements is to even out the N-S contrasts in winter temperatures
which would otherwise occur as a result of latitude. Thus temperatures at each latitude decline from the W towards a
cold minimum in NE Siberia. Extreme cold weather is a feature of most of Russia - the frost-free period exceeds 6
months only in the N Caucasus and varies with latitude from 5 to 3 months in the European region and from 3 months
to less than 2 in Siberia. There are modest to low total amounts of rain throughout Russia, the majority in summer.
Snow is a significant feature over the whole country, with duration of cover varying with both latitude and altitude,
ranging from 40 - 200 days across the Russian Plain and from 120 - 250 in Siberia.
WEATHER PRECAUTIONS
Winter in Russia can be very severe. Hangars are not generally available so the aircraft must be protected with every
covering available. All water must be taken off or drained to prevent damaged piping due to freezing. A short dry run of
the starter may be necessary to breathe some life into NiCad batteries. Blower heaters are generally available and may
be needed to heat up the battery compartment as well as the cabin. GPU's conforming to electrical requirements are rare.
De-icing has been of variable quality in the past. However, the situation is improving and most airports now use ISO
standard de icing fluids. Moscow and airports within area DD (to the west of Moscow) will generally have conventional
de-icing fluids available - but check with handling agents prior to departure if de-icing is likely.
1.2 OPERATIONS
1.2.1 GROUND OPERATIONS

Use extreme caution while manoeuvring on the ground, because the condition of the taxiways and apron can be really
poor.
Try to avoid taxing in the water puddles because you do not know how deep they are. Deep potholes may exist in
aircraft movement area.
1.2.2 APPROACH PROCEDURES

These differ from the Western world. From your last fix expect to be vectored overhead the airfield, possibly quite high,
followed by a succession of further vectors which will take you around what is effectively an instrument circuit ending
in a turn onto a base leg. This is usually the last vector given. Be prepared to make your own final course intercept. and
call established on finals. Most airfields have an NDB at the OM position to assist in finding the turn point for final.
Clearance to land will often not be given until a 'Gear Down' call is made. Approach and landings are generally on
QFE.
Operation Manual
VistaJet Limited
Revision: 1
Most of the Russian airports are equipped "two NDB approach system" from both ends. But: Both runways share the
same frequencies for LOM and LMM (the identification is different) and the tower controller, depending on wind
conditions switches on the beacons as necessary.
The descent point for NDB and Two NDB Approaches is often not defined in the approach charts. In these cases the
point of descent will be announced by the controller (“start you descent now”). In case of doubt, confirm on time! that
ATC announcement can be expected.
1.2.3 DEPARTURE PROCEDURES

The flight plans are filed with the Flight Plan Office and when approved the officer in charge will issue a transponder
code and sign the plan. This is generally the only clearance that will be given - so have an appropriate plan prepared.
Likewise, details of the SID to be followed may only be found on the ATIS. Departures are generally on QFE.
Take-off permission is valid one minute only, do not report ready too early.
FUEL
Allow extra fuel for taxiing - departure delays can be of up to 1 hour and there may be long queues for de-icing, if
required at the major airports like UUEE, UUDD, UUWW.
Fuel quality varies greatly - drain checks are essential (in accordance with respective AFM and Fleet operating
practices) - and may have a lower calorific value than Western equivalents, i.e. fewer miles to the gallon. It is
recommended to carry extra fuel as long as it is within the performance and aircraft limits.
METRIC CONVERSION
Charts will be needed, plus a conversion from inches of mercury to Mb for some destinations. Heights are in meters,
aircraft speed is in KPH, wind speed in m/sec.
SPEED LIMITATION
In Russia there is a 250 kts IAS speed restriction below 3050m/FL100 down to transition level.
TCAS
Not all aircraft operating in the CIS have standard transponders, so nearby aircraft may not show as TCAS targets. The
ability of TCAS to resolve a conflict with some CIS aircraft is limited, even when targets are shown on the display - a
generated RA may not have a coordinated manoeuvre with the other aircraft.
ALTIMETRY
Former USSR: At or above Transition Level - FL in meters, semi- circular rules but based on deg T, at or below
Transition Height - height in meters (i.e. QFE). QNH is available on request and may be included in ATIS and HF
Volmets.
Have conversion tables from FL to Meters available (Jeppesen tables and codes or VistaJet conversion table
“Russia”/”China”)
Baltic States: (Estonia, Latvia, Lithuania), Czech & Slovak Republics, Hungary and Poland - operate according QNH
like in Western Europe.
Bulgaria: at or above Transition Level, FL in ft. At or below Transition Height (QFE) in meters. However, ATC now
often give clearances below Transition in ft based on QNH.
Romania: operate according QNH like in Western Europe but meters may be used below Transition Altitude.
Operation Manual
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NAVIGATION
The actual position of the NDBs is often in doubt. This may be due to there sometimes being two, or more, beacons at
an airport, one at each OM position, but having the same frequency. Obviously only the one serving the runway in use
is switched on at any one time but on the airways chart only one beacon position is actually shown.
GPS uses WGS 84 coordinates. Be aware that in some parts of Russia and CIS countries are not yet charted to WGS84.
Pay special attention to the coordinates provided by non-Jeppesen charts.
The airways that are under radar control are 20 km wide (50 km no radar) The Russian operators have their own
airways which are not published in the normal en-route charts. Russian AIP prohibits the flights outside of airways.
Therefore, shortcuts are very seldom available. Do not ask for shortcuts if you know that you are not going to be inside
the airway.
Direct routings are normally not available, but deviations due to weather may be permitted with ATC permission and
will probably be with radar assistance.
LOW TEMPERATURE ERROR
Very low temperatures cause an altimeter to over-read, by approx 4% of height per 10degC below ISA of the mean
temperature of the layer of air below the aircraft.
E.g. Indicated Altitude 10.000 ft, ISA MS30, altimeter over reads by 1.200 ft. Refer to Jeppesen low temperature
correction charts.
BORDER CROSSING:
The basic rule is that aircraft should call the appropriate ACC when 80 - 110 nm from the CIS border and request
clearance to cross. The request to include identification, position, flight level and ETA for border crossing.
However, if there are direct ground communication channels between CIS ATC units and an adjacent State then
crossing clearance will be obtained and given by the controlling ATC unit. This clearance will only be given after
obtaining it from a CIS ATC unit. Crews should therefore check with that unit a suitable time before the border that
such clearance will be obtained. This procedure applies along all of the commonly used routes from Western Europe.
COMMUNICATIONS
Use of standard phraseology is in east CIS partly limited. Communications sometimes take place through an interpreter
rather than directly with a controller, thus requests for further descent etc should be made in good time. There is often
an apparent lack of awareness by controllers of deteriorating situations.
ATC may 'Request your Flying Conditions' which means whether you are flying over, in or below cloud + the wind and
ground speed in Km/ hr.
VHF communication is usually satisfactory and the standard ICAO phonetic alphabet is used throughout, although
reporting points are sometimes given their Russian name. SELCAL is not usually available.
The control frequency must be closely monitored. In case of no direct contact with the ACC, try a relay through a sub-
centre.
Direct routings are normally not available, but deviations due to weather may be permitted with ATC permission and
will probably be with radar assistance.
121.5MHz is available at all ACC's.
Transponders are used as normal, including emergency codes. A discrete code should be given by ATC, other wise
squawk A2000.
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1.3 NAVIGATOR ESCORT
The navigator escort is normally not required for airfields that are defined and published in the Jeppesen database.
Only aircraft with a jump seat may operate flights that require a navigator.
The navigator will normally be picked up in the Moscow airports but may be picked up at other airfields. However, you
cannot use a navigator from one Republic to visit another.
The navigator has no authority on board. He is not considered to be a crewmember.
The navigator has access to the cockpit with the captain's authorization. The presence of the navigator on board does not
change any authority, responsibility or company policy or procedures unless defined in this procedure.
The navigator is authorized to make use of the airplane communications equipment in Russian language or in English
and to pass to the crew information relevant to the flight.
In case of diversion it remains the captain's responsibility to decide to divert and where to divert and make use of the
navigator's information as he deems appropriate.
It is mandatory that a briefing takes place prior to the first leg with the navigator on board.
Both pilots and the navigator must attend this briefing where the following items must be discussed:
- Russian airspace use and restrictions,
- Communications,
- Destination and alternates: arrival, approach plates, minimums, airport facilities and weather.
- Procedures to be used, and
- Emergency diversion.
The navigators have most probably been flying with a lot of western aircrafts and many different crews. They have no
idea about the company SOPs or the emergency procedures.
BRIEFING
The following items shall be briefed:
EMERGENCY PROCEDURES
Emergency briefing: Give a normal emergency briefing about all the exits and location of the emergency equipment.
And make sure he knows how to use them. Also the evacuation has to be briefed. To define the location of the navigator
seat is very important.
COMMUNICATIONS
Who is doing the radio communication and on which stage of the flight? Normally navigators are very eager to work
and do the radio but it should be limited to the essential part of the flight where the controller does not speak English.
If you take off i.e. from UUWW tell the navigator that the crew will take care of the radio communication until you
arrive to the above mentioned section of the flight. Following this advise it is easier to follow the SOPs and in case of
an emergency there is no doubt about who is doing the calls. And be aware in case of an emergency the navigator will
change to Russian and you have now idea what's going on.
If the aircraft is not fitted with an extra radio panel for the navigator, you have to turn the cockpit speaker on and the
navigator has to use the hand microphone. In most of the cases the PNF has to tune the RMU because it is normally not
within the reach from the position of the navigator.
Operation Manual
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FMS HANDLING
Most of the navigators know the FMS and the functions and how to use (and they like to use it), but the FMS
programming has to be done exclusively by the VistaJet crew. This issue has to be briefed in advance.
Performance data (see APG performance data (Runway Analysis) for obstacle clearance) will be available for all
airfields that we operate to. Departure briefing: Normal company departure briefing. But if you only have to use
Russian charts make sure that everybody understands the departure and the procedures.
Route briefing: Check the route from his Flight log and compare it to the confirmed routing. Double check with the
route charts and the routing punched into the FMS.
Approach briefing: Normal company briefing, unless you have only Russian IAL charts. Prior T/O assure to have an
extra copy for the navigator so you can have your own copy to put remarks on it. The first briefing is normally done by
the navigator, mainly because of the language problem. During this briefing you can make notes on your chart and write
down all the essential parts in plain English. Double check all the important information like frequencies, inbound
courses, minimums etc. Check the condition of the runway and remember that the friction coefficients are not reported
the same way (see Application of Friction Coefficients in Russia) . Have conversion tables from FL to Meters available
(Jeppesen tables and codes or VistaJet conversion table “Russia”/”China”) because on many airports it is difficult, if not
impossible, to get the altimeter setting in hpa. You may also do your own conversion remembering that 1013 hpa equals
to 760 mm (of mercury). Most FMS have the conversion capability.
After landing it is advisable to have the navigator to arrange the fuel ordering, weather reports, payments etc. Make sure
that all the payments are done before the next departure. If you have handling, it is easy but otherwise you may have to
pay in 5 different places, like fuel, landing fees, parking fees, weather, catering and transport, all in different locations.
Make sure that you have sufficient cash (USD or €) available for payments. In some places it is only possible to use
Rubles so you have to exchange the money somewhere. The credit card payment is luckily getting more common.
1.4 APPLICATION OF FRICTION COEFFICIENT IN RUSSIA

Depending on the means of measurement, friction coefficient is determined either:
Directly by the results of measurement or by converting the results of measurement into a normative friction coefficient
with a correlation table.
Thus at any Russian airport - no matter what equipment is used to measure braking action - the results of the
measurement will always be converted to finally derive a normative friction coefficient.
This normative friction coefficient is the only one used officially in Russia and is known as Russian friction
coefficient.
Flight manuals of any type of Russian aircraft use this normative friction coefficient to determine landing performance
depending on RWY conditions.
Operation Manual
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Revision: 1
THERE ARE TWO FRICTION COEFFICIENTS IN RUSSIA.
Measurement by ATT-2 (a two-wheel cart dragged by a vehicle, SFT), and normative friction coefficient (Russian
friction coefficient), which results of a conversion.
Normative friction
Friction coefficient by
Braking action coefficient (Russian
ATT2 (=SFT)
friction coefficient)
Good 0.4 or above 0.42 - above
Good-medium 0.39 - 0.36 0.42 - 0.4
Medium 0.35 - 0.3 0.39 - 0.37
Medium-poor 0.29 - 0.26 0.36 - 0.35
Poor 0.25 - 0.18 0.34 - 0.31
Unreliable 0.17 - below 0.3 - below
Table A
WORTHWHILE FACTS
- Very few Russian controllers and supervisors know the details of braking action measurement.
- When aerodrome services measure friction coefficient, it gives these values to ATC as a figure. Nobody is aware
if this is a friction coefficient by ATT2 or a normative friction coefficient. This coefficient is converted by ATC
into braking action using standard conversion tables.
- This leads to the following situation:
The aerodrome service reports friction coefficient 0.29 (=Russian FC) to the ATC. The ATC supervisor takes the
standard table from AIP (to be used normally for conversation of FC measured by ATT-2) and misinterprets 0.29
into "Medium to Poor" braking action.
- The fact that the corresponding ATT-2 coefficient was about 0.16 when the aerodrome service was dragging the
ATT-2 along the RWY, means that braking action is in reality unreliable.
- Foreign pilots are therefore dangerously misinformed.
CONCLUSION
- In Russia - no matter what equipment is used to measure braking action: The final result will always be a
"normative friction coefficient" (Russian friction coefficient).
- Table A will have to be referred to, when dealing with friction coefficient values in the METAR and ATIS.
- At present we are assuming, that this interpretation has to be applied to all aerodromes in the "former USSR".
- This knowledge may lead to more operational consequences than today (diversion to Alternate).
HOW TO USE THE TABLE:

Example: If the ATIS reports BA "medium to poor", you have to assume, that this was derived from FC of
0.29 - 0.26 (middle column, As the measured FC was in fact a Russian FC (right column), it corresponds in reality to
BA "unreliable".
CAUTION: If the flight crew has any doubt about the integrity of the reported braking action, divert.
Operation Manual
Part C, Chapter 01, Appendix LFKJ
CAT B, Airport Briefing Ajaccio (LFKJ)
VistaJet Limited

AOC MT-17
Rev: 1.0
Date: 10.07.2014
Operation Manual
VistaJet Limited
Revision: 1
Airport Briefing LFKJ
Table of Contents
AJACCIO (LFKJ) ............................................................................................................................................................ 3

1.1 QUALIFICATION REQUIREMENTS.............................................................................................................. 3
1.2 GENERAL ......................................................................................................................................................... 3
1.3 ENVIRONMENT ............................................................................................................................................... 3
1.4 RESTRICTIONS ................................................................................................................................................ 4
1.5 OPERATING PROCEDURES ........................................................................................................................... 4
1.6 PERFORMANCE............................................................................................................................................... 5
1.7 TRAINING REQUIREMENTS ......................................................................................................................... 5
1.8 CONTINGENCIES ............................................................................................................................................ 6
1.9 CHARTS ............................................................................................................................................................ 7
Operation Manual
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Revision: 1
Ajaccio (LFKJ)
1.1 QUALIFICATION REQUIREMENTS
SIMULATOR OR A/C TRAINING N QUALIFICATIONS VALID FOR 12 Mon *

QUALIFICATION REQUIRED FOR commander IF CHANGING FLEET N
LINE TRAINING N SELF BRIEFING Y
* If the pilot has not flown an approach into the airport LFKJ within previous 6 months there is a self-briefing
required prior an approach into Ajaccio.
1.2 GENERAL
Ajaccio (Napoleon Bonaparte) is a Category B civil / military airport situated in a mountainous area on the edge
of a bay on the West coast of Corsica, 5 miles east of the town Ajaccio.
A thorough self-brief is required by the Commander prior to operating to LFKJ.
Due to mountainous terrain in the vicinity of the airport, the requirement for visual manoeuvring and due to
performance limits of the aircraft, it is essential that all pilots are completely familiar with the procedures,
applicable minima and with the detailed performance characteristics and limitations of the aircraft.
AIRPORT DATA
COORD N41 55.4 E008 48.2
APT ELEV 19ft MSL
RWY 20 / 02 - 7,897’ x 148’ or 2.407m x 45m, Concrete, lighted, ILS 02
TONNAGE PCN 35 F/C/W/T
FIRE CAT 7, check NOTAM for possible reduction
FUEL Jet A-1
OPERATING HOURS
24h, Customs
COMMUNICATIONS
See Jeppesen Charts.
1.3 ENVIRONMENT
The airport is open to IFR and VFR flights, private and commercial traffic.
Commercial VFR and all IFR approach and departure procedures are limited to flight crew which performed
airport familiarisation and this airport briefing including the BALKED LANDING PROCEDURES FOR
RUNWAY 02 (see Section 1.5, “Operation Procedures”).
TERRAIN
The airfield is almost surrounded by high ground, the only clear section being to the SW. High ground on the
headland to the West reaches nearly 2.700ft MSL at 5nm NW. 4nm NE the terrain reaches just over 2.900ft MSL
and by 10nm NE there is terrain to over 5.000ft MSL. 5 nm E the terrain reaches over 2.200ft MSL with higher
terrain beyond. Instrument approaches to RWY 02 are flown with high ground to over 2.300ft MSL immediately
to the right of the extended centerline. Inland there is further high ground with the highest point on the island,
Mount Rotondo, reaching nearly 8.700ft MSL 20nm NNE. At 1nm finals on RWY 20 there are obstructions both
to 8.07ft MSL, 1nm on each side of the approach path.
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Revision: 1
WEATHER
SUMMER: Mostly fine weather but thunderstorms are a possibility to the E over high ground.
WINTER: Poor weather conditions associated with passing depressions. There is a risk of fog early in the
morning.
WARNING: Expect extreme turbulence in the lee of high ground with winds from
NW through N to SE.
1.4 RESTRICTIONS
WEATHER MINIMUMS
Meteorological minima are as depicted on the Jeppesen charts
TAKE OFF RWY 02 - 1500FT AGL Ceiling - 5KM Visibility
OPERATING HOURS
24h, Night visual approaches RWY 20 prohibited.
PILOT AIRPORT QUALIFICATION
All commercial VFR and IFR approach and departure procedures are limited to flight crew which
- Performed airport familiarisation;
- This airport briefing including the
- BALKED LANDING PROCEDURES FOR RUNWAY 02 (see Section 1.5, “Operation Procedures”).
1.5 OPERATING PROCEDURES

PILOT FLYING
Captain must be PF for approach, landing, take-off and climb.
GROUND FACILITIES
- Flashing buoys on either side on center line at 1.5nm finals RWY 02;
- PAPIS installed on RWYs 21 are set at 3.7°;
- PAPIS installed on RWYs 02 are set at 3.0°.
AIR TRAFFIC CONTROL
Ajaccio is a Joint Military/Civil airfield.
GENERAL
Parachuting activity takes place beyond the Western edge of the airfield.
There is considerable light air traffic in the vicinity of the airport.
Trip fuel of the aircraft flying to Ajaccio (LFKJ) shall be calculated as to achieve the lightest landing mass
possible, while still maintaining the legal and safe diversion and holding reserves.
The aircraft shall be fully stabilized by the outer marker. If the aircraft is not fully stabilized by the outer marker,
the published missed approach shall be executed.
Before passing the Final Approach Fix on the approach the crew shall confirm with ATC that:
- Your aircraft is Number 1 for the approach;
- The final approach path is vacated;
- The Runway is vacated:
APPROACHES RWY 02
Procedure according to current Jeppesen charts.
Instrument let downs to RWY 02 only, due to terrain with high ground immediately to the right of the approach
path at 11nm finals. The missed approach procedure is a left turn taking the aircraft out of the bay from
approximately 5nm finals, there is a maximum speed published for the left turn to keep the aircraft clear of high
ground.
Operation Manual
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BALKED LANDING PROCEDURES FOR RUNWAY 02
If from a balked landing a missed approach is required, the following procedure shall be followed:
- Prior approach make sure that the aircraft performance is not limited;
- Maintain visual separation form obstacles;
- Maximum Go Around Thrust shall be used;
- Climb at V2 + 10 knots;
- Adopt maximum climb gradient up to 400FT AGL;
- At 3 DME AC (ILS) Turn Left (Max speed 160 kts IAS) to Heading 205º;
- Climb to 4.000' MSL;
- Intercept and follow 235º Bearing from RB NDB;
- Over flying the city of Ajaccio below 3.000FT MSL is prohibited.
APPROACHES RWY 20
Procedure according to current Jeppesen charts.
Circling (RH) to RWY 20 is flown in close proximity to high ground; landing RWY 20 is day only.
On the visual circuit it is possible to lose sight of the runway due to intervening high ground. Terrain warnings
are likely if the correct tracks are not adhered to.
SPECIAL PRECAUTIONS
Be aware of wind effects on the downwind and final approach; the prevailing westerly wind will give a high
ground speed towards high ground.
There is a possibility of moderate to severe turbulence on approach.
TAKE OFF RWY 20
RWY 20 is the preferred Takeoff Runway. Performance permitting, takeoffs shall be made from RWY 20 up to
maximum of 10Kts tail wind.
Procedures according to Jeppesen SID charts.
TAKE-OFF RWY 02
See APG procedures.
Initial Departure Phase:
- Maintain VMC until the respective SID can be joined;
- Maintain visual contact with Antenna (807 ft MSL) on Mt San. Angelo;
- As soon as practical but not later than 1.4 DME AC, turn left onto heading 210º
(max speed 160 kts - 25º Bank);
- Do not retract flaps until turn is complete.
Then follow published SID as per the Jeppesen charts.
1.6 PERFORMANCE
Check “Aircraft Performance” with actual Airport Data in relation with data which from APG Runway Analysis
which are provided with the flight documents from Dispatch.
NOTE: Verify LDG and T/O distance from Jeppesen chart with corresponding distances in APG charts.
1.7 TRAINING REQUIREMENTS

INITIAL QUALIFICATION:
All commercial VFR and IFR approach and departure procedures are limited to flight crew which:
- Performed Airport Familiarisation;
- This airport briefing including the
- BALKED LANDING PROCEDURES FOR RUNWAY 02 (see Section 1.5, “Operation Procedures”).
The confirmation of the Airport Familiarisation must be noted on the “Airport Familiarisation Form” and send
per fax or mail to CrewDocument@vistajet.com prior to departure to LFKJ.
Operation Manual
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The confirmation of the self-briefing must be noted on the “Route Competence Record” (VistaJet Form TR53)
and send per fax or mail to CrewDocument@vistajet.com prior to departure to LFKJ.
Validity of the briefing is 12 months.

If the pilot has not flown an approach into the airport LFKJ within previous 6 months there is a self-briefing
required prior an approach into Ajaccio.
RECURRENT QUALIFICATION
Same procedure as Initial Qualification
1.8 CONTINGENCIES
GENERAL
Any system fault resulting in a reduction of the aircraft performance or its flight instruments or navigation
systems constitutes a “NO GO” item for this operation.
Any of the above- mentioned limitations detected in flight, constitutes reason for diversion according to crew
decision.
COMMUNICATIONS FAILURE
Follow the procedures according the respective Jeppesen charts.
ENGINE OUT PROCEDURES
As per APG runway analysis.
TAKE-OFF
Find below the sample “Special Departure Procedure” as of APG.
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1.9 CHARTS
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Operation Manual
Part C, Chapter 01, Appendix LFLB
CAT C (B), Airport Briefing Chambery (LFLB)
VistaJet Limited

AOC MT-17
Rev: 1.0
Date: 10.07.2014
Operation Manual
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Revision: 1
Airport Briefing LFLB
Table of Contents
1 CHAMBERY (LFLB) .............................................................................................................................................. 3

1.2 GENERAL ......................................................................................................................................................... 3
1.3 ENVIRONMENT ............................................................................................................................................... 4
1.4 RESTRICTIONS ................................................................................................................................................ 5
1.7 CONTINGENCIES .......................................................................................................................................... 10
1.8 ADDITIONAL INFORMATION ..................................................................................................................... 10
1.9 PERFORMANCE............................................................................................................................................. 11
1.10 CHARTS .......................................................................................................................................................... 13
Operation Manual
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Revision: 1
1 Chambery (LFLB)
SIMULATOR OR A/C TRAINING Y QUALIFICATIONS VALID FOR 12

QUALIFICATION REQUIRED FOR Commander IF CHANGING FLEET N
*
* Self study if the pilot has not visited the airport within 6 months
Chambery is a Category C airport due to performance and mountainous terrain, in the vicinity of the airport.
1.2 GENERAL
Special attention must be drawn to the following factors: Mountainous terrain in the vicinity of the airport.
RWY18 Approach:
- Situated above high terrain N of the field
Steeper than standard glide slope. (4.46°=7.8%, 470‘/NM) RWY 18 Missed approach & take-off:
- Always requires special manoeuvring due to high terrain south of the airport;
- RWY 36 Landing: Always circle to land, following prescribed flight tracks;
- RWY 36 Take-off: High acceleration altitude (2 600‘MSL – see APG charts) due to distant terrain on
runway axis;
- Performance limits of the aircraft;
- Published MSA on all charts is based on 'CBY' VOR/DME situated 15 NM North of the airport;
- VOR-DME "CBY": This station is located on the top of the Grand Colombier mountain – elevation
5.019 ft. The information transmitted by this station cannot be used below this altitude;
- It is essential that all pilots are completely familiar with the procedures, applicable minima and with the
detailed performance characteristics and limitations of the aircraft. Therefore, operation in VMC or
training on an adequate simulator must be completed prior to operating in IMC. Contingency procedures
and balked landing procedures must be included in the pilots' briefing.
For additional information see OM-Part B-xxx, Chapter 02, Appendix LFLB
AIRPORT DATA
COORD N4538.4 E00952.8
ELEV 779 ft MSL
RWY 18/36 asphalt
OPERATING HOURS
In summer: daily from 8.00 LT to 20.00 LT. Seven days a week, as from 25 April 2004 only during low season
COMMUNICATIONS
See Jeppesen charts.
Aerodrome Website: http://www.chambery-airport.com/rubrique.php3?id_rubrique=97

Operation Manual
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Revision: 1
1.3 ENVIRONMENT
Chambery airport is situated in a valley, mainly oriented N/S and surrounded by mountainous terrain.
The high terrain is very close to the airport:

- Up to 5 200' within 4 NM E and W;
- Up to 6 200' at 7 NM in the E.
Approach to RWY 18:

- High terrain under the approach flight path;
- Expect very close-in high terrain when established on LOC.
2.0 NM W of localizer up to 3 800' at D5.0 CY

2.5 NM W of localizer up to 5 200' at D2.0 CY
High terrain south of the airport requires always a special course reversal manoeuvre during missed approach.
Operation Manual
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CAUTION:
If weather conditions are reported as marginal before departure, contact the forecaster at Chambery to obtain
actual reports, including PIREPS about the situation on the approach/departure. (Tel/fax in Jepp. airport
directory).
Local weather phenomena: Wind from N & NW:

- Possible wind shear along ILS RWY 18 (+ 5 NM from threshold);
- Severe downdraughts on short final RWY 36 between the motorway and the threshold.
Wind from S & SW:
- Severe turbulence around "CH" Locator associated with existing rotors.
CB's reported at ‘La dent du Chat or West of the airport:
- Gusts up to 20-50 kts crosswind may occur;

- In this case NO approach or departure shall be conducted.
GLIDERS ACTIVITY
The mountains surrounding the airport are ideal gliding conditions during the months of May to October.
Expect high glider activity in these months.
1.4 RESTRICTIONS
WEATHER MINIMUMS
Non-Qualified Crew:
Dispatch:
For all non-qualified crew, a release from Fleet Manager or Flight Ops Manager is required.
Weather minima: Ceiling 3.500 ft, Visibility 5.0 km
Landing: RWY 18 daytime only

RWY 36 daytime only
Take-off: RWY 36 daytime only

RWY 18 not allowed
Qualified Crew:
Weather minima: See Jeppesen charts.
Landing: RWY 18 Day & Night

RWY 36 Not at night (All Categories)
Take-off: RWY 36 Day & Night

RWY 18 Day only – but not permitted for VJ aircrafts.
The weather information can be obtained via: ATIS 124.57 MHz

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PILOT FLYING
INEXPERIENCED CREW
If the captain has not operated in Chambery before a management release is required. It shall include a revision
of the weather conditions and operating procedures. It is recommended that the other crew member is familiar
with Chambery.
GENERAL
SPECIAL PRECAUTIONS
Traffic: Be aware of intense slow moving uncontrolled traffic in the airport vicinity, helicopters, gliders and light
airplanes.
NON-QUALIFIED CREW
Non Qualified Crew shall follow the Qualified Crew procedures with the following restrictions:
Approach procedure:
- Normal ILS procedure should be followed;
- Follow the standard IAP and maintain the published descent profile;
- When reaching 5.300 ft MSL at + D9.5 CY. ( =4.500ft AGL for ceiling);
- Verify VMC conditions.
When able to maintain VMC throughout the remainder of the approach, continue the published IAP and/or
circling in VMC.
Descend below 5.300 ft MSL without being in VMC and complying with weather minimums is prohibited.
Discontinued Approach:
If not in VMC upon reaching 5.300 ft immediately discontinue the approach. Start a max gradient climb and
adhere strictly to the published missed approach procedure and advise ATC.
WARNING:
Except when above MSA 9.700 ft the following restrictions apply:
- DO NOT turn before passing CH locator;
- Max speed according to performance charts until the procedure turn is completed;
- Not complying with these restrictions can result in loss of obstacle/terrain clearance.
QUALIFIED CREW
Approach and Landing
- Check your minima carefully for the specific approaches and circling!;
- See determination of minima in this briefing;
- ILS RWY 18 - 109.5 'CY' (Glide slope at 4.46°).
Approach procedure:
- Normal ILS procedure should be followed;
- ILS Glide slope is steeper than normal (4.46° = 7.8%);
- Descent gradient for LOC (GS out) is the same as for ILS;
- Reduce speed and configure in good time before starting descent.
This will avoid excessive rate of descent to maintain the GS, especially during tailwind condition.
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CAUTION: The approach flight path is situated over high terrain.
- Adhere strictly to the minimum procedure altitudes;

- Approach checklist should be completed before leaving 'CBY';
- Double check QNH setting;
- Positively identify the ILS & CH Locator.
Missed Approach RWY 18
WARNING: High terrain south of the airport.
Special manoeuvring is required during the missed approach. Follow the published missed approach procedure
strictly. Maintain Vref +10 until procedure turn completed (max speed 160 kt IAS).
CAUTION: Until the procedure turn is completed the following restrictions apply:
- Max speed = speed used for your minima determination;
- Minimum 20° bank during the procedure turn.
Not complying with these restrictions can result in loss of obstacle/terrain clearance.
Balked Landing RWY 18:

Use same procedure as for missed approach.
Landing RWY 36 (Circle-to-land))

(Not authorized at night for all aircraft categories).
Circle Procedure: See applicable Jeppesen chart. Adhere strictly to the ‘circle-to- land with prescribed flight
tracks‘ procedure.
CAUTION:
Beyond 5 NM from threshold RWY 36, obstruction clearance is NOT assured with PAPI GS (4°)
Balked landing RWY 36 (VMC):

At approach end of RWY36 (threshold RWY18) start right climbing turn towards point B for another approach.
Comply with max circling speed of your aircraft category during this manoeuvre. If not able to stay visual apply
take-off procedure for RWY 36.
LOSS OF VISUAL REFERENCES DURING CIRCLING PROCEDURE.

1. Between point A and point B: (on track 136º)
- Start max gradient climb;
- Maintain heading for 45 seconds but NEVER overshoot “CY”D2.5;
- Then turn right with 25º bank towards the runway to intercept track 357º ‘CH‘ and once passed the
station and "CY" DME is increasing intercept the ILS final approach reverse course;
- Do not accelerate until established on this axis.
2. After passing point B: (downwind track 177º)

- Start max gradient climb and stay within 3NM DME form “CY”;
- Then turn right toward runway and intercept track 357º ‘CH‘ and ILS final approach reverse course;
- Do not accelerate until established on this axis.
CAUTION:
Max speed during both manoeuvres = max circling speed for your Category until established on the back course
LOC.
Operation Manual
VistaJet Limited
Revision: 1
DETERMINATION OF MINIMUMS
Check your minimums:
Use the performance tables in annex for your specific type of aircraft to determine the correct minimums. In case
of a missed approach, the minimum required climb gradient (or more) for your minima must be maintained up to
5.000 ft MSL.
Consider the use of full landing flaps on final approach to determine your minimums.
ILS RWY 18:

Required RVR/VIS and DA Based on:
- Missed approach climb gradient (computed from DA to 5.000 ft MSL);
- IAS during missed approach;
- Bank angle 20° during missed approach.
LOC (GS OUT) RWY 18:

Required VIS and MDA based on:
- Missed approach climb gradient and aircraft category only.
CIRCLE-TO-LAND RWY 36
CAUTION:
Check your minima.
When the missed approach climb gradient of your actual aircraft is 4% or less:
- The Charted MDA(H) for the circling must be increased to the MDA(H) for the LOC(GS out) RWY18;
- Further descent below this straight-in minima to the published MDA(H) for the circling is only allowed
when visual.
TAKE-OFF PROCEDURE
Make yourself and your crew familiar with performance and obstacle clearance on take-off and brief
accordingly.
Consider Lyon (LFLL) as a suitable take-off alternate. The emergency return procedure should only be used if
really necessary.
TAKE-OFF RWY 36
CAUTION:
Distant high terrain under nominal take-off flight path.
- Do not accelerate below 2.600 ft MSL (maintain V2+10);

- High initial climb gradient (6.1%) and high safety altitudes.
CONTINGENCY:
In the event of an engine failure follow the Engine Failure Procedure on Jeppesen charts or APG Runway
Analysis.
This procedure should be included in the departure briefing and all published cases must be covered:
- Engine failure before D5 CY;
- Engine failure after passing D5 CY;
- Emergency return procedure.
Operation Manual
VistaJet Limited
Revision: 1
CAUTION:
During the ‘emergency return procedure‘ the turn from MT 270° to MT 090° (passing R-030 LTP) is calculated
for Max 150 Kts and bank 25°.
CAUTION:
Early Acceleration and/or not enough bank angle (min. 25°) will result in loss of obstacle/terrain clearance.
TAKE-OFF RWY 18
Take off 18 is prohibited. VistaJet has not established any procedure and there is no authorisation from the local
Authority.
NOISE ABATEMENT MEASURES

For deceleration it is recommended to use the entire RWY LEN AVBL. Reverse trust may be used for safety or
operational reasons only.
APU shall be started earliest 30 min prior EOBT.

Initial
Reconnaissance of the airport terrain or training in a flight simulator provided with a special optic layout
approved for that purpose.
Training for an initial qualification must be carried out in accordance with the full Chambery Briefing.
The training involved in the simulator or at the aerodrome is:

- Calculation of performance minima and Performance;
- Standard arrival;
- ILS RWY 18 to circle-to-land RWY 36.
Recurrent
If a qualified pilot is scheduled for IFR operation into Chambery, and has not operated at Chambery (real or
simulator) for:
More than 6 months:

He/she must review the complete Chambery briefing.
Operation Manual
VistaJet Limited
Revision: 1
More than 12 months:
He/she must have a recurrent training.
The recurrent training involved at the simulator or aerodrome is:

- Review of Chambery Briefing;
- First Pilot: - Standard Arrival;
- ILS RWY 18 to circle-to-land RWY 36;
- Emergency return procedure.
1.7 CONTINGENCIES
GENERAL
systems constitutes a no go item for this operation. Any of the above- mentioned limitations detected in flight,
constitutes reason for diversion according to crew decision.

Avoid re-landing in Chambery, if possible divert to LSGG or LFLL. See APG Runway Analysis.
Take-off
- MTOM is limited according to the Performance Data or Structural Limits whichever is lower;
- The Special Contingency Procedure according APG Runway Analysis shall be followed in case of a
contingency that makes it impossible to comply with the climb requirements.
1.8 ADDITIONAL INFORMATION

Visit the site Website: http://www.chambery-airport.com/rubrique.php3?id_rubrique=97 for any further
information and photographs.
Dispatch:
For all non-qualified crew, a release from Fleet Manager or Flight Ops Manager is required.
Recommended NAVAIDS setup:

When leaving 'CBY' VOR/DME for approach the following setup should be selected:
FD & AP: ON
PNF: Active 'CBY' VOR/DME with R121
Stby 'CY' ILS
PF: Active 'CY' ILS Correct inb. course & LOC Armed
Stby 'CBY' VOR/DME ADF 1&2 CH Locator
When intercepting the localizer the PNF selects his ILS to active with the correct inbound course.
No further NAVAIDS setup changes are required for the remainder of the approach. (And missed approach up to
6.500 ft) RNAV/FMS equipment shall NOT be used for primary navigation.
Back Course Localizer:

Always select the inbound course charted for the ILS. (point of needle) Fly the Back course ‘tail up‘ on the NAV
display.
This ensures correct indication on the NAV display only.
Operation Manual
VistaJet Limited
Revision: 1
1.9 PERFORMANCE
With reference to Jeppesen - Chambery, France the following minimums are applicable for the individual
aircraft types used by VistaJet:
You should enter the graphs with a fixed mass or a desired DA ACCORDING TO YOUR NEEDS.
A fixed mass will determine your maximum go around climb gradient and your DA.
A desired DA will determine your maximum go around climb gradient and your maximum allowable mass.
Tables are based on ISA + 10 and engine anti-ice off.
GLOBAL EXPRESS BD700
Missed approach based on Flaps 6° (go around flaps for full landing flaps),
G/A speed Vref+10 KIAS, but max. as prescribed below.
G/A climb G/A climb G/A climb

ILS RWY 18
6% 7% 8%
G/A KIAS 125 kts 121 kts 118 kts
A/C mass 74.205 lbs 69.845 lbs 65.818 lbs

DA 1.169 ft 1.169 ft 1.069 ft
(DH) (400 ft) (400 ft) (300 ft)
Vis 950 m 950 m 950 m
RVR/VIS 1.200 m 1.200 m 1.200 m
LOC 18 G/A climb

GS Out 5%
A/C mass 78.805 lbs 128
2.150 ft
DA (DH)
(1.381 ft)
VIS 2.800 m
For Circling Minimums refer to Jeppesen; Speed CAT C.

Operation Manual
VistaJet Limited
Revision: 1
CHALLENGER 604/5
Missed approach based on Flaps 20° (go around flaps for full landing flaps),
G/A speed Vref+10 KIAS, but max. as prescribed below.
G/A climb G/A climb G/A climb

ILS RWY 18
6% 7% 8%
G/A KIAS 141 137 134
A/C mass 42.987 lbs 40.612 lbs 38.500 lbs

DA 1.589 ft 1.099 ft 1.069 ft
(DH) (820 ft) (330 ft) (300 ft)
Vis 1.350 m 1.050 m 1.050 m
RVR/VIS 1.350 m 1.200 m 1.200 m
LOC 18 G/A climb

GS Out 5%
A/C mass 45.620 lbs
2.150 ft
DA (DH)
(1.381 ft)
VIS 2.800 m

Operation Manual
VistaJet Limited
Revision: 1
CHARTS
Overview area for circling
Yellow line = permitted corridor

Blue – red – blue line = ideal flight path
Operation Manual
VistaJet Limited
Revision: 1

Operation Manual Part C
Chapter 1, Appendix LFLB Date: 10.07.14
VistaJet Limited
Illustrations for Approaches LFLB Revision: 1
Table of Content
Chapter 1, Appendix LFLB
Illustrations for Approaches LFLB
1 APPROACH INTO CHAMBERY, LFLB ..............................................................................................................2

1.1 TERRAIN, VIEW FROM 8NM SOUTH OF THE AIRPORT TO THE NORTH ...................................................................3
1.2 TERRAIN, OVER THE “LAC DU BOURGET”, LOOKING TO THE SOUTH-EAST..........................................................3
1.3 FULLY ESTABLISHED ON STRAIGHT-IN ILS DME RWY 18, PASSING THE “CY”..................................................4
1.4 FULLY ESTABLISHED ON ILS RWY 18, PASSING “CY”.........................................................................................4
1.5 CIRCLE-TO-LAND TO RWY 26, READY TO BREAK TO THE LEFT ............................................................................5
1.6 CIRCLE-TO-LAND RWY 36, JOINING RH DOWNWIND, TOWARDS “POINT B” ......................................................5
1.7 CIRCLE-TO-LAND RWY 36, PASSING “POINT B” ...............................................................................................6
1.8 CIRCLE-TO-LAND RWY 36, PROFILE AFTER PASSING “POINT B” ........................................................................6
1.9 CIRCLE-TO-LAND RWY 36, TURNING FINAL, PASSING “POINT C” ......................................................................7
1.10 CIRCLE-TO-LAND RWY 36, ESTABLISHED ON FINAL, FOLLOWING THE PAPI .......................................................7
1.11 CIRCLING-TO-LAND RWY 36, MISSED APPROACH ...............................................................................................8
1.12 TERRAIN, MARGINAL WEATHER ..........................................................................................................................8
1.13 TERMINAL AND RAMP OVERFIEW ........................................................................................................................9
1.14 MAIN APRON OVERVIEW .....................................................................................................................................9
VistaJet Limited
1 Approach into Chambery, LFLB

VistaJet Limited
1.1 Terrain, view from 8NM south of the airport to the north
1.2 Terrain, over the “Lac du Bourget”, looking to the South-East

VistaJet Limited
1.3 Fully established on straight-in ILS DME RWY 18, passing the “CY”
1.4 Fully established on ILS Rwy 18, passing “CY”

VistaJet Limited
1.5 Circle-to-land to Rwy 26, ready to break to the left
1.6 Circle-to-land Rwy 36, joining RH downwind, towards “POINT B”

VistaJet Limited
1.7 Circle-to-land RWY 36, passing “POINT B”
1.8 Circle-to-land Rwy 36, profile after passing “POINT B”

VistaJet Limited
1.9 Circle-to-land Rwy 36, turning final, passing “POINT C”
1.10 Circle-to-land Rwy 36, established on final, following the PAPI

VistaJet Limited
1.11 Circling-to-land RWY 36, missed approach
1.12 Terrain, marginal weather

VistaJet Limited
1.13 Terminal and ramp overfiew
1.14 Main apron overview

VistaJet Limited

VistaJet Limited

VistaJet Limited

Operation Manual
Part C, Chapter 01, Appendix LOWI
CAT C, Airport Briefing Innsbruck (LOWI)
VistaJet Limited

AOC MT-17
Rev: 1.0
Date: 10.07.2014
Operation Manual
VistaJet Limited
Revision: 1
Airport Briefing LOWI
Table of Contents
INNSBRUCK (LOWI) ..................................................................................................................................................... 3

1.2 GENERAL ......................................................................................................................................................... 3
1.3 ENVIRONMENT ............................................................................................................................................... 4
1.4 RESTRICTIONS ................................................................................................................................................ 4
1.6 PERFORMANCE............................................................................................................................................... 9
1.8 CONTINGENCIES ............................................................................................................................................ 9
During LLZ West approach
During RH visual base RW08

Operation Manual
VistaJet Limited
Revision: 1
Innsbruck (LOWI)
SIMULATOR OR A/C TRAINING Y QUALIFICATIONS VALID FOR N/A *

QUALIFICATION REQUIRED FOR Commander IF CHANGING FLEET Y
* Self study if the pilot has not visited the airport within 6 months
1.2 GENERAL
Innsbruck is a Category C civil airport situated in a mountainous area in western Austria.
A thorough self brief is required by the Commander prior to operating to LOWI.
NOTE: Prior first commercially operation into LOWI all commanders require inflight instruction (aircraft or
simulator) by a qualified instructor. (See para 1.7 training)
Therefore, operation in VMC or training on an adequate simulator must be completed prior to operating
in IMC.
Contingency procedures and balked landing procedures must be included in the pilots briefing.
CAUTION: When actual surface OAT differs from ISA (+11°C) by more than -10°C ATC will advise of any
correction factor by clearance at a higher indicated altitude: +200 ft below -10°C and +300 ft
below -15°C. This addition should be added to the initial cleared altitude and reduced near to
zero at Decision Altitude (MDA).
Instrument approaches “Special LOC/DME East & Special LOC/DME West” are NOT approved for VistaJet
until further notice.
GLIDERS ACTIVITY
The mountains surrounding the airport are ideal gliding conditions during the months of May to October.
Extensive glider activity may take place down to a ground visibility of 5km and ceiling of 1.500 ft. During
special thermal conditions expect glider activity in the vicinity of D18 'OEV' LOC. Information will be
provided on the ATIS.
AIRPORT DATA
COORD N47 15.6 E011 20.6
ELEV 1.900ft MSL
RWY 08/26 asphalt
OPERATING HOURS
Daily operational hours of airport Innsbruck are 06:30 until 20:00 local time.
For commercial flights with jet aircrafts, that maximum noise level is less than the maximum noise level of a
Dash 8, arrivals are granted between 20:00 and 23:00 local time.
Operation Manual
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Revision: 1
COMMUNICATIONS
For communication frequencies see Jeppesen charts.
Aerodrome Website: http://www.flughafen-innsbruck.at/
1.3 ENVIRONMENT
The airfield is situated in a valley, mainly oriented E/W and surrounded by mountainous terrain (Up to 9.000 ft
in the N, 9.200 ft in the E and 9.500 ft in the W).
The approaches are steeper than standard
- LOC/DME West: 4,7°, (8.2%);
- LOC/DME East: 3,79°, (6.7%).
Limiting weather may pass in a reasonable time, so consideration should be given to carrying extra fuel or
diverting initially to another airport to wait for an improvement. Winds are normally westerly, except in
autumn and early winter when the Foehn wind is a factor. This is a strong SE wind and turbulence on either
approach can be uncomfortable.
CAUTION: Beware of possible severe wind shear on RWY 26 and possible downdraughts as the
aircraft crosses the 'INN' river on short final to RWY 08.
If weather conditions are reported as marginal before departure, contact

- the Forecaster at Innsbruck on +43 5 1703 4643 or
- the Tower on +43 5 1703 6612,
to obtain actual reports, including available pireps, about the situation on the approach/departure.
1.4 RESTRICTIONS
WEATHER MINIMUMS
For weather minima see Jeppesen charts.
Take-off: No departure clearance will be issued by ATC below CEIL 1.500 ft and/or 1.500 m ground
visibility.
In case of low fog, haze, mist layers or blowing snow over the airport clearance for departure
RWY 08 will be granted to pilots for multi engine ACFT only provided:
- The RVR is at least 600 m and
- The visibility above the layers is at least 5.0 km
- There are no clouds below 3.100 ft AAL
The weather information can be obtained via: ATIS 126.02 MHz or

Wx-forecaster at Innsbruck by phone on +43 5 1703 4643.
Operation Manual
VistaJet Limited
Revision: 1
PILOT FLYING
USE OF FMS
At low altitudes the FMS position is calculated mainly using two DME stations. During approach into LOWI
navigation is not accurate because of the location of the DME stations.
Because of the surrounding mountains GPS position is mostly not available, so FMS position computation is
primarily based on IRS.
Under no circumstances the FMS shall be used as primary means of navigation during approach and departure.
When setting up the approach into the FMS, remember that RWY 26 is offset from the OEV LLZ course.
SPECIAL PRECAUTIONS
Traffic: Be aware of intense slow moving uncontrolled traffic in the airport vicinity, helicopters, gliders
and light airplanes.
During FOEHN conditions (surface wind 100-180°, average wind speed 15-25 KT, gusts 30-50 KT) severe
turbulence associated with horizontal wind shear and severe downdraughts at various altitudes have to be
expected especially over the city of INNSBRUCK below 5.000'. To minimize operation in turbulence, pilots
may - during a LOC DME West procedure - request if practicable a visual approach to RWY 08 from a position
West of APT.
If a full LOC DME West procedure is executed it is recommended to stop descent at 7.000'. After passing AB
Lctr proceed visually to a position over or South of APT but not below 5.000'.
Thereafter continue descent and join right-hand baseleg for RWY 08. A downdraught over the river INN on
final approach to RWY 08 may be expected too. When executing an approach procedure from the East
(via RTT NDB) stop descent at 5.000' and continue as described above to RWY 08.
Caution is advised when actual outside air temperature differs from ISA by more than MINUS 10°C, due to
substantial difference between true altitude and indicated altitude. Pilot will be informed accordingly by ATC.
A cloud base report for the area of AB Lctr and for the visual manoeuvring area (procedures WEST) taken by
two ceilometers, will be included in the INNSBRUCK MET REPORT and transmitted on National Innsbruck
VOLMET Broadcast if the indicated cloud base is below 5.000' AAL.
In the area around INNSBRUCK it may happen that different values of visibility exist in various directions
mainly caused by a haze or mist layer over the city. If such situations are observed and the ground visibility is
8km or less, an additional reference in plain language to the INNSBRUCK MET REPORT is made indicating
this situation and the various values of visibility. This plain-language-appendix refers especially to an existing
haze layer and as far as possible to the estimated visibility above this haze layer.
ADDITIONAL SERVICE
Surveillance based on multilateration is used by INNSBRUCK Tower/APP in order to provide additional
service for the provision of air traffic services in the INN Valley.
This non-standard ICAO system is using on board transponder mode A/C/S replies by calculating time/distance
of signals in order to locate position and altitude of ACFT.
All standard ICAO Radar procedures, phraseology and services apply.
Radar service will be initiated by identification procedure for ACFT equipped with serviceable transponder
mode A/C/S: Departures when entering RWY.
Operation Manual
VistaJet Limited
Revision: 1
LANDING PROCEDURE RWY 08
LOC/DME WEST – OEJ, LOC 109.7 MHz (No Glideslope)

Approach procedure is for cloud breaking only, it must NOT be used unless the actual weather is better than
ceiling 4.100 ft (6.000 ft QNH) -MDA 5.000 MSL- and visibility 8 km. Whenever the weather is deemed to be
marginal, an approach via 'RTT' NDB shall be performed.
- Approach:
The visual flight segment includes a turn of 180° after passing the decision point at D 4,4 'OEJ' in
order to position the aircraft for final approach RWY 26 or for circling RWY 08.
- Visual approach RWY 26:
Configure the aircraft for landing once the 180° turn is complete. There are flashing lead-in lights,
approach lights with single crossbar and PAPI set at 3.5°. There is the possibility of reduced
visibility due to the low angle of the sun in autumn and winter.
- Balked landing RWY 26:
For a go around after the MAP for the LOC/DME WEST or in case of unforeseen circumstances
during the standard missed approach
on easterly headings prior turning to final 26:
- Carry ot standard missed approach, follow OEJ course 067° for a second visual approach or
continue standard climb to RTT.
after turning final track 26:
- climb at V2+10 straight ahead on track 260° until D 1,2 OEV west;
- there after turn right track 273° and continue climb;
- when passing D 3,3 OEV and at least 3.200 ft;
- turn left HDG 080° (min 25° bank) to intercept OEJ course 067° and continue standard climb
to RTT.
After completing the right turn, continue on downwind for RWY 08.
During Foehn, expect turbulence, wind shear and possible downdrafts over the Inn River.
Maintain at least 5.000 ft MSL until passing south of the airport. Be aware of obstacles on the hills
south of the airport up to 3.100 ft MSL until the beginning of right base. There is no approach
lighting on RWY 08, but a PAPI is set at 3.5°.
Climb on RWY track until joining LOC 'OEJ', continue climb on LOC to 'AB' Locator for further
approach or missed approach.
Operation Manual
VistaJet Limited
Revision: 1
LOC/DME EAST RWY 26 – LOC OEV, 111.1 MHz (Glide slope at 3.8°)
- Initial Approach:
Leave NDB 'RTT' with the aircraft configured for the approach and the applicable MDA set.
When radar vectors for line up on to the LOC are given by ATC, crosschecks must be performed to
verify the track and relative position when establishing on the LOC.
- LOC Approach:
At or before reaching 3.930 ft MSL, the required in-flight visibility must be assessed, fly the
appropriate speed for the configuration.
When passing NDB 'AB', select the gear down and landing flaps.
The LOC/GP should be monitored until visual with the approach/RWY lights. PAPI set at 3.5°.
CAUTION: LOC is offset 5° from the RWY centreline.

There is the possibility of reduced visibility due to the low angle of the sun in autumn
and winter.
- For a go around after the MAP for the LOC/DME EAST or in case of unforeseen
circumstances during the standard missed approach
on final track 26:
- climb at V2+10 straight ahead on track 260° until D 1,2 OEV west,
- thereafter turn right track 273° and continue climb
- when passing D 3,3 OEV and at least 3.200 ft
- turn left HDG 080 (min 25° bank) to intercept OEJ course 067° and continue standard climb to
RTT
Operation Manual
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Revision: 1
TAKE-OFF AND DEPARTURE PROCEDURE
Preferred take-off runways:
Day: RWY 08 (Particularly during weather with reduced visibility and/or ceiling).
RWY 26 (With sufficient vis. and ceiling for all engines operating and the one engine out
procedure).
Night: RWY 08 (Preferred).

RWY 26 (During strong W-wind, with good vis. and high ceiling for all engines and one engine
out procedure only).
Operation Manual
VistaJet Limited
Revision: 1
1.6 PERFORMANCE

Initial:
Due to the mountainous terrain in the vicinity of the aerodrome and the requirement for visual manoeuvring,
it is considered essential that pilots shall practice the descent, approach and missed approach procedures as
well as the circling manoeuvres and departure procedures in VMC prior operating in IMC.
Training in VMC may be substituted by simulator training, provided an adequate visual scene of the vicinity
Innsbruck is available.
Contingencies and balked landing procedures shall be included in pilots training and also practised before
operating in IMC.
Recurrent
If a qualified pilot is scheduled for IFR operation into Innsbruck, and has not operated at Innsbruck for
more than 6 months he must review the complete Innsbruck briefing, fill out the aerodrome briefing form and
send it to OPS prior departure to LOWI.
1.8 CONTINGENCIES
GENERAL
decision.
Operation Manual
VistaJet Limited
Revision: 1

Operation Manual
Part C, Chapter 02, Appendix LFMD
CAT B, Airport Briefing Cannes-Mandelieu (LFMD)
VistaJet Limited

AOC MT-17
Rev: 1.0
Date: 10.07.2014
Operation Manual
VistaJet Limited
Revision: 1
Airport Briefing LFMD
Table of Contents
1 AIRPORT BRIEFING FOR CANNES-MANDELIEU (LFMD) ......................................................................... 3

1.2 GENERAL ......................................................................................................................................................... 3
1.3 ENVIRONMENT ............................................................................................................................................... 4
1.4 RESTRICTIONS ................................................................................................................................................ 4
1.6 PERFORMANCE............................................................................................................................................. 10
1.7 TRAINING REQUIREMENTS ....................................................................................................................... 10
1.7.1 Initial Qualification .................................................................................................................................. 10
1.7.2 Recurrent Qualification ............................................................................................................................ 10
1.8 CONTINGENCIES .......................................................................................................................................... 10
1.9 ADDITIONAL INFORMATION ..................................................................................................................... 10
2 CHARTS ................................................................................................................................................................. 11
2.1 ENVIRONMENT VISUAL APPROACH ................................................................................................................... 11
2.2 RADAR MINIMUM ALTITUDES ........................................................................................................................... 12
2.3 LOC A OR LOC B VIA INLOV ......................................................................................................................... 13
2.4 LOC A OR LOC B VIA NEKIP ........................................................................................................................... 14
2.5 CIRCLE TO LAND WITH PRESCRIBED FLIGHT TRACKS........................................................................................ 15
2.6 AERODROME CHART ......................................................................................................................................... 16
Operation Manual
VistaJet Limited
Revision: 1
1 Airport Briefing for Cannes-Mandelieu (LFMD)
SIMULATOR OR A/C TRAINING N QUALIFICATIONS VALID FOR N/A

QUALIFICATION REQUIRED FOR N/A IF CHANGING FLEET N
Cannes-Mandelieu is a busy controlled IFR and VFR Category B civil airport situated close to LFMN (Nice)
airport. A thorough awareness of this briefing is required prior to operating into Cannes-Mandelieu.
1.2 GENERAL
There is an IFR approach Loc RWY35 and a Cloud Break procedure for RWY35 following a Circle to Land
procedure for RWY17 available.
An Online-training (see training requirements in Chapter 1.7) and a thorough self-brief is required by the Crew
prior operating to Cannes-Mandelieu.
AIRPORT DATA
COORD N 43 32 47 / E 006 57 15
ELEV 13ft MSL
RWY 17/35 asphalt (RWY 04/22 is not usable for VJ operation):
- RWY 17: LDA 4.593ft TORA 5.282ft TODA 5.282ft ASDA 4.987ft
- RWY 35: LDA 4.134ft TORA 5.282ft TODA 5.938ft ASDA 5.282ft
- Short Landing Operations are approved for both runways;

- See Runway Analysis for performance requirements;
- PAPI is available on both runways set at 4° (7%);
- Obstacle clearance is not assured beyond 6Nm on RWY 17.
NOTE: The airport is located near the coast line, on the upwind of Esterel Mountains in the middle of high
populated area.
NOTE: Check performance requirements.
OPERATING HOURS
Cannes is a controlled airfield operated:
- Summer from SR-30 to SS+30;
- Winter from 0700z to 1900z;
- ATS is available from 0600Z to SS+30 only.
COMMUNICATIONS
- Cannes Tower 118.625 MHz;
- Nice Approach 124.175 MHz;
- Nice Departure 125.575 MHz (+33 493172118 French Only);
- Cannes Handling 131.575 MHz (+33 493904110);
- Cannes ATIS 127.47 MHz (+33 493487323).
Aerodrome Website: http://www.cannes.aeroport.fr/

Operation Manual
VistaJet Limited
Revision: 1
1.3 ENVIRONMENT
The airport is surrounded by numerous towns and villages. The local population is very noise sensitive.
NOTE: Flight track and noise monitoring are being used.
80 % of the traffic is light aircraft and helicopters; transponder equipped if leaving the traffic pattern, some
aircraft can operate with NO transponders or with NO mode C.
Cannes tower is equipped with radar, but controllers are not trained to provide radar vectors.
During strong westerly winds (more than 30Kts) windshear can be encountered on both runways when passing
below 2.000ft and possibly close to ground. A wind gradient of 10Kts is not uncommon.
The MSA is 10.300ft to the North, 3.000ft in the South and 3.100ft on the Southwest Sector.
1.4 RESTRICTIONS
GENERAL
- Runway 35 is the only runway available at Night for landing.
WEATHER MINIMUMS
Visual approach clearances are available only if:
- DAY: Visibility more than 5 km and ceiling >= 2.500ft;
- NIGHT: RWY 35 ONLY Visibility more than 5 Km and ceiling >= 3.500ft.
NOTE: Further details as per Jeppesen charts.
ATIS: Phone No. +33 493487323
NOISE ABATMENT RECOMMENDED OPERATION
- Use of REVERSE beyond Idle is prohibited except for Emergency (Mandatory report to be filled);
- Vacating the runway at runway end is MANDATORY, (Taxiways B1, B2, C are NOT to be used!);
- CLEAN configuration is to be maintained at least up to base turn (PIBON point);
- SPEED not less than minimum CLEAN or 160 KIAS whichever is higher up to PIBON.
USE of APU is limited to +15 minutes after landing and 30 minutes before block-off (Bleed OFF).
AFTER TAKE-OFF, within Cannes CTR
- Speed limit on departure is 160KIAS;
- Max rate of climb of 1.000ft/min max;
- External lighting is mandatory (recognition lights, pulse lighting, etc.).

PILOT FLYING
Commander in left seat must be PF for approach, landing, take-off and climb.
INEXPERIENCED CREW
If the commander has not operated in Cannes-Mandelieu before a management release is required. It shall
include a revision of the weather conditions and operating procedures. It is recommended that the other
crewmember is familiar with Cannes-Mandelieu.
APPROACHES
- The only IFR approach available is a Cloud Break procedure for RWY 35 and a Circle to Land for
RWY 17.
- If there is no radar vectoring available from Nice-approach, conventional navigation must be used.
NOTE: The complete approach is not coded in the FMS-database. Depending on the FMS coding FMS-
procedure ends at MUS or NERAS (IAFs).
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NOTE: During winter time, low stratus clouds over the sea can prevent to break clouds visually, even if
weather at the airfield is reported clear. Cannes ceiling is reported via automatic ceilometers, only
assessing the QBN (cloud directly above).
LOC A and LOC B
For LOC A the conventional phraseology will call for “Intercept Localizer CMD for the Circle to land with
prescribed flight tracks runway 17”.
This requires a minimum of 1.800ft regardless of the category of aircraft being flown. If the commander assumes
that he will not be able to maintain cloud separation, lower minima can be used, ATC has to be informed by
stating “UNABLE Circle To Land with Prescribed Flight Tracks, Proceeding to …… ft flying normal circle to
land”.
NOTE: This will not waive the compliance with the tracks. This situation is likely to occur in winter time at
dusk.
IF visual at 3.5 DME, the Circle to Land has to be followed strictly, the tracks of the prescribed procedure are
TRACKS not HEADING. Crews are reminded to compensate for the wind.
LOC B will be issued by ATC and will waive the track compliance; thereafter a normal circle to land can be
flown. Crew is expected to operate at minimum noise configuration.
NOTE: Tracks of all flights to Cannes are being monitored for non-compliance by the French authorities.
WAYPOINT COORDINATES
Waypoint Coordinates FMS-Data
LUXUS Point 43º32'56"N 006º59'31"E N4332.93E00659.51
PIBON Point 43º35'55"N 006º58'59"E N4335.92E00658.98
FINAL 17 43°35'41''N 006°56'33'' E N4335.68E00656.55
NOTE: FINAL RWY 17 point is to be used for reference only.

NOTE: LUXUS and PIBON point should be inserted in the navigation databases; when inserting the points,
assure that LUXUS is inserted as a "fly-by" and PIBON as a" fly over" waypoint.
APPROACH from SOUTH

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AT BREAK-OFF POINT
When breaking off at 3.0 DME on track 026°, aim for a big swimming pool resort on the hill.
The initial landfall is twice the distance between airport and two white pontoons sticking out of the beach.
This initial part has to be flown very accurately since any diversion will initiate inaccuracy of the whole
procedure.
AT LANDFALL
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ON DOWNWIND
On downwind crew is required to maintain track up to PIBON, approximately 3 DME CMD LLZ.
DO NOT drift too close to the Airport. DO NOT OVERFLY the Golf Course and/or the Big car park.
The Golf Course and/or the car park, when flying towards PIBON will be on the left.
Speed not less than minimum CLEAN or 160KIAT max up to PIBON.
The correct track towards PIBON. As seen from the LH seat.

Car park on the left of track.
Operation Manual
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The correct track towards PIBON. As seen from the LH seat.

Golf Course on the left of track.
TURNING BASE at PIBON

At PIBON leave 1.800ft and descent to 1.500ft turning base.
Crews are reminded not overfly or fly North of the large roundabout. The correct track is south of the
roundabout.
Select Approach Flaps and maintain 150KIAS, this will help to maintain the required track during the turn.
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PRIOR TURNING FINAL

Over the industrial area, select Gear Down and Intermediate Flaps Setting, intercept the PAPI and when
established on Final select Landing flaps and reduce speed to final approach speed.
Depending on the wind, a slight overshoot of the runway axis might be expected, but this is acceptable.
The industrial area MUST be overflown. It is NOT acceptable to SHORT CUT and fly inside the nominal track.
FINAL RWY 17
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AFTER LANDING
REMINDER:
- Reversers idle only;
- Vacate at the end;
- Minimum use of APU.
TAKE-OFF PROCEDURE
accordingly.
- Expect a clearance for initial altitude of 2.000ft MSL;
- Vertical speed 1.000ft/min to first cleared altitude.
NOTE: Strictly adhere to cleared first altitude (DO NOT OVERSHOOT) because of incoming traffic to
LFMN (Nice) above.
1.6 PERFORMANCE
According to Runway Analysis performance data.
WARNING: It is vital to compute landing and Take-off performance correctly.

All Pilots operating to operating to LFMD must complete training as described below.
1.7.1 Initial Qualification

LFMD Online briefing must be accomplished and is valid for 12 months.
A copy of the acknowledgement form issued by the Cannes-Mandelieu Airport Authorities must be sent to the
training department and a copy of it shall be carried by the flight crew member and made available if requested
by the authorities.
1.7.2 Recurrent Qualification

Crew must review the online briefing and the VistaJet Cannes-Mandelieu Airport briefing.
The confirmation of the review must be noted on the “Route Competence Record” (VistaJet Form TR53) and
sent per fax or mail to the training department prior to departure.
1.8 CONTINGENCIES
GENERAL
Any system fault resulting in a reduction of the aircraft performance constitutes a no go item for this operation.
If this should occur in flight the crew should consider diverting.
ENGINE-OUT PROCEDURES
Do not attempt to land in Cannes-Mandelieu. Perform re-landing in Nice (LFMN) if required. See Runway
Analysis performance data.

Visit the site http://www.cannes.aeroport.fr/ for further information and photographs.
Operation Manual
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Revision: 1
2 CHARTS
2.1 Environment Visual Approach
Operation Manual
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2.2 Radar Minimum Altitudes
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2.3 LOC A or LOC B via INLOV
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2.4 LOC A or Loc B via NEKIP
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2.5 Circle to Land with prescribed Flight Tracks
Operation Manual
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2.6 Aerodrome Chart
Operation Manual
Part C, Chapter 01, Appendix LSGS
CAT B, Airport Briefing Sion (LSGS)
VistaJet Limited

AOC MT-17
Rev: 1.0
Date: 10.07.2014
Operation Manual
VistaJet Limited
Revision: 1
Airport Briefing LSGS
Table of Contents
SION (LSGS) .................................................................................................................................................................... 3

1.2 GENERAL ......................................................................................................................................................... 3
1.3 ENVIRONMENT ............................................................................................................................................... 4
1.4 RESTRICTIONS ................................................................................................................................................ 5
1.6 PERFORMANCE............................................................................................................................................... 9
1.8 CONTINGENCIES ............................................................................................................................................ 9
1.9 CHARTS .......................................................................................................................................................... 11
Operation Manual
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Revision: 1
Sion (LSGS)

* Self study prior an approach into Sion if the pilot has not flown an approach into the airport within
previous 6 months.
1.2 GENERAL
Sion is a Category B / Category C civil airport situated in a mountainous area in Switzerland.
A thorough self brief is required by the Commander prior to operating to LSGS.
CAUTION: When actual surface OAT differs from ISA (+11°C) by more than -10°C ATC will advise of any
correction factor by clearance at a higher indicated altitude: +200 ft below -10°C and +300 ft
below -15°C. This addition should be added to the initial cleared altitude and reduced near to
zero at Decision Altitude (MDA).
All Instrument approaches including “IGS RWY 25” are NOT approved for VistaJet aircrafts until further
notice.
If weather permits after cancelling IFR a visual approach RWY 25 must be performed
GLIDER ACTIVITY
The mountains surrounding the airport are ideal gliding conditions during the months of Mid-March to October.
Expect high glider activity in these months. Simultaneous use of concrete and grass runways is prohibited.
ATC coordinates and separates IFR/VFR traffic.
For additional information see Web http://www.piste25.ch/
AIRPORT DATA
COORD N46 13.2 E007 19.6
ELEV 1.581ft, 482 m MSL
RWY 25 / 07 - 6,562’ x 131’ or 2000m x 40m, Concrete, lighted, ILS 25
TONNAGE PCN 40 F/B/X/T
FIRE CAT 3 up to 7 on req.
FUEL Jet A-1
OPERATING HOURS
Day only. SUNRISE to SUNSET only. (not sunset/sunrise +30min)
COMMUNICATIONS
See Jeppesen Charts.
Aerodrome Website: http://www.piste25.ch/
Operation Manual
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Revision: 1
1.3 ENVIRONMENT
Commercial VFR and all IFR approach and departure procedures are limited to flight crew and aircraft holding a
special authorization issued by the Authorities.
Sion airport is located in mountainous terrain with a final approach for RWY 25 of 25.6 NM with a glide path at
6° during 18.1 NM (according qualification and MAPT, afterwards 5.3 NM visual at 3.5° glide path).
To obtain METAR, actual reports, including available PIREPS, about the situation on the approach/departure
call +41 27 329 06 00.
LOCAL WEATHER PHENOMENA AND DANGERS
General
Valais is located in the South-West of Switzerland, stretching for 150 km along the narrow ribbon of the Rhône
Valley between Lake Leman and the Rhône Glacier with country boundary Italy (South) and France (West).
The number of sunny days per year is well above the national average.
The high surrounding mountains prevent most of the low-pressure weather systems and associated clouds to
reach the region. Temperature varies from -10°C to +10°C in January to 25°C to 34°C in July and August.
In winter snow reaches the lower elevations and the bottom of the valley, but usually melts again within a few
days.
Wind
Most of the time there are westerly winds aligned with the runway axis (RWY 25 in use). In a situation of high
pressure north of the Alps and low pressure south of the Alps, strong north wind is prevailing.
This wind called "Foehn" causes turbulence and windshear. The winds is channelled into the valley from the
east (RUNWAY 07 in use)
Foehn is a warm, dry, down slope wind descending the lee side of the Alps as a result of synoptic-scale, cross-
barrier flow over the mountain range.
The winds are often strong and gusty, sometimes forming down slope windstorms as a result of mountain wave
activity. The air in the near-surface flow originates at or above the main crest height of the Alpine barrier, and
achieves its warmth and dryness as a result of adiabatic descent.
Foehn often replaces a retreating cold air mass from a polar or arctic front, producing dramatic temperature rises
that reach 10°C and occasionally even 20°C or more, sometimes in a matter of minutes.
This is especially true of the south foehn, which blows from northern Italy, where the air is warm, to the north of
the Alps (Austria, Germany, Switzerland), where the air is cooler and could be cold arctic air as just described.
North foehn, blowing from a cooler to a warmer region, produces less dramatic temperature changes. The air in
the foehn, originating from the mid troposphere, is characteristically clean. Its warm temperatures rapidly melt
(or sublimate) snow, sometimes producing flooding, and the extreme dryness can lead to dangerous fire weather
conditions.
The Alpine foehn has been extensively studied by European scientists, and it is recognized as the type wind for
similar downslope winds, resulting from cross-barrier flow, in other parts of the world.
The region of Sion and the Valais may experience the "Foehn Loch" or Foehn opening, where the adiabatically
heated descending air causes cloud dispersal in the Rhone valley, whereas in the Turin and/or Geneva regions
overcast cloud is present.
This is particularly significant for single engine operation or go-around procedures.
The Rhone Valley is quite close east of circa D13 ISI on the 246 radial, and widens westwards. The resultant
orographic effect may produce low clouds in that particular region whereas Sion itself may be clear of cloud.
Visibility
Due to low air humidity, the visibility is mostly more then 10 kilometres. In the evening when the sun is low
above the horizon, the visibility can be reduced westerly direction. Ground fog is almost unknown and is
observed only during a few days in winter.
Operation Manual
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Revision: 1
Thunderstorm
During the summer months thunderstorms can build up and are sometimes quite violent. They initiate over the
surrounding mountains and the wind into the valley can be very strong and variable.
Clouds
Approximate 10 days per year the ceiling is below 4.500ft / QNH (all day). Most time it is during winter and it
was snowy or Rainy days with low stratus clouds, reduced visibility snow or rain. When the cloud base is very
low in the morning and active wind, we can expect a rapid improvement according configuration of the valley
1.4 RESTRICTIONS
WEATHER LIMITATIONS
Minimum Visibility: 8km
Minimum Ceiling: as per VFR weather conditions definition in accordance with OM Part A, Chapter 12.
OPERATING HOURS
Day time only. SUNRISE - SUNSET. (Not sunrise sunset +30min)

Commercial VFR, IFR approach and departure procedures are limited to pilots holding the SION Airport
Qualification.
All Pilots operating into SION require at least Airport Qualification A. See training section for further
information.
CIRCLING APPROACHES
Circling Approaches for aircraft category C are prohibited.
PILOT FLYING
USE OF FMS
At low altitudes the FMS position is calculated mainly using two DME stations. During approach into LSGS
navigation is not accurate because of the location of the required DME stations.
Because of the surrounding mountains GPS position is mostly not available, so FMS position computation is
primarily based on IRS.
Under no circumstances the FMS shall be used as primary means of navigation during approach and departure.
SPECIAL PRECAUTIONS
Traffic: Be aware of intense slow moving uncontrolled traffic in the airport vicinity, helicopters, gliders and
light airplanes.
During FOEHN conditions (surface wind 100-180°, average wind speed 15-25 KT, gusts 30-50 KT) severe
turbulence associated with horizontal wind shear and severe downdraughts at various altitudes have to be
expected especially over the city of SION below 5.000ft.
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Revision: 1
VFR RWY 25
Limitations for the approach
- -Ceiling 6.500ft AGL
- -Arrivals DAY only
- -MDA MNM 8.000ft
- When entering Sion CTR under IFR call in with standard phraseology and indicate the operational
minimum which is 8.000feet;
- Cancel IFR when in VMC and a completion of a visual approach is assured;
- After D 5.3 ISI reduce vertical speed in order to attain a 3.5o glide approach;
- Be aware of the illusion effects of the shallower descent rate during the visual approach;
- It is recommended the PNF to call out the various distance/altitude points, as the PAPI is difficult to
see until established on final;
- After D5.3 ISI continue on track 246 using LOC centreline as back up until D4.5 ISI (abeam village
St. Leonard - Just before the highway crosses the Rhone river);
- Then turn left to visually intercept the extended RWY axis passing slightly South of SION hospital.
It's very noise sensitive. Check the Cantonal road left to the flight path, which may be a good lead-
in reference to final approach;
- When on final follow PAPI for final descent;
- Follow the Cantonal road, avoids the hospital while at the same time its curvature is subtle enough
to allow a shallow bank angle to final approach, mitigating the terrain warnings brought about by
high bank angles.
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Operation Manual
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TAKE-OFF AND DEPARTURE PROCEDURE
IFR DEPARTURES
Flight Crews with "Airport Qualification A" may only perform an IFR departure if the following requirements
are met:
- -Airport briefing completed;
- -Visibility more than 8km;
- -Ceiling higher than 6.500 ft;
- -Departure DAY ONLY.
HIGH PERFORMANCE DEPRATURES

High performance SIDs are only authorized in VMC unless the high required climb gradient one engine
inoperative, as published in the respective SID charts, can be assured.
NORMAL DEPARTURES (NON-HIGH PERFORMNACE)

Standard instrument departures require less climb gradient but visual manoeuvring right after takeoff:
RUNWAY 25:
- maintain VMC;
- Due to topology of the valley after departure break slightly to the right to have the maximum space;
- then turn left and join downwind RWY 25. Proceed to GRANA (large factory south of Sierre city,
10.9 DME SIO VOR);
- make a left turn, still VMC to pass GRANA at 6.000ft or above;
- when established on R068 to SIO VOR, climb (possibly in IMC) according SID. (Refer to MIL ON
- MIL OFF, departure procedures).
RUNWAY 07:
- maintain VMC;
- After departure maintain runway heading in order to stay right side (south) of the valley direction
east;
- Proceed to GRANA (large factory south of Sierre city, 10.9 DME SIO VOR);
- make a left turn, still VMC to pass GRANA at 6.000ft or above;
- when established on R068 to SIO VOR, climb (possibly in IMC) according SID. (Refer to MIL ON
- MIL OFF, departure procedures).
TEMPERATURE DEVIAITON CORRECTIONS

Refer to Jeppesen page 11-0 for corrections to be applied
ADDITIONAL INFORMATION
See site www.sionairport.ch for any further information and photographs.

The site www.sionairport.ch was created by members of Sion ATC. It contains useful information, including a
webcam page (see "pictures, videos") indicating webcams in the region and in relation to the IGS approach.
Keep in mind that webcams may not have up-to-date info and at best are now-casts (i.e. Not to be used for
planning), however, webcams may give a general idea as to what conditions may be expected.
When strong winds are forecasted in the alps regions (i.e. Wind speeds greater than 50 knots), it is
recommended to look at the QNH values of LIMC, LIMF, LSGG, and LSZH. Should the QNH values differ by
more than about 8 mb (especially if the QNH values for Italy are higher than those in Switzerland), expect foehn
conditions in the Rhone valley, especially during approach, even if Sion METAR reports calm winds. Strong
tailwind and wind shear during the IGS approach under these conditions may be experienced.
For weather info including METARs: +41 27 329 06 00
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1.6 PERFORMANCE

All Pilots operating to operating to LSGS shall complete training as described below.
Initial Qualification:
Qualification “Type A” Online briefing must be accomplished and is valid for 12 months.
A copy of the acknowledgement form issued by the Sion airport authorities shall be sent to the training
department and a copy of it shall be carried the flight crew member and made available if requested by the
authorities.
Recurrent Qualification
Crew shall review the online briefing and/or the VistaJet Sion Airport briefing. Valid for 12 months.
send per fax or mail to the training department
Note that the test available on the online briefing cannot be accomplished again therefore a review of the
briefing is sufficient for requalification.
Confirm your review of this briefing on the “Route Competence Record”.
The online briefing qualification is to be found at: www.sion-qualification.ch
1.8 CONTINGENCIES
GENERAL
decision.
TAKE-OFF
Under extremely cold temperatures the altimeter error may be significant.
Refer to the table for temperature deviation from ISA on Jeppesen chart 11-0.

Find below the “Special Departure Procedure” as of APG and a vertical view of the special emergency
procedure for RWY 25.
Operation Manual
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Revision: 1
Do not confuse the SION valley with the valley of AOSTA (approx. 20 NM to the south) since they are both
orientated west to east and are fairly close to each other.
Vertical view of the special emergency procedure for RWY 25.

Operation Manual
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Revision: 1
1.9 CHARTS
Operation Manual
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Revision: 1
Operation Manual
Part C, Chapter 01, Appendix LSZS
CAT B, Airport Briefing Samedan (LSZS)
VistaJet Limited

AOC MT-17
Rev: 1.1
Date: 10.09.2014
Operation Manual
VistaJet Limited
Revision: 1.1
Airport Briefing LSZS
Table of Contents
1 SAMEDAN (LSZS) .................................................................................................................................................. 3

1.2 GENERAL ......................................................................................................................................................... 3
1.3 ENVIRONMENT ............................................................................................................................................... 3
1.4 RESTRICTIONS ................................................................................................................................................ 3
1.5.1 General ....................................................................................................................................................... 4
1.5.2 Special Precautions .................................................................................................................................... 4
1.5.3 Winter operation: ....................................................................................................................................... 4
1.5.4 Landing Procedure RWY 21 ....................................................................................................................... 4
1.5.5 Landing Procedure RWY 03 ....................................................................................................................... 5
1.5.6 Take-off Procedure ..................................................................................................................................... 6
1.5.7 Noise Abatement Measures......................................................................................................................... 6
1.6 PERFORMANCE............................................................................................................................................... 7
1.7.1 Initial Qualification: ................................................................................................................................... 7
1.7.2 Recurrent Qualification .............................................................................................................................. 7
1.8 CONTINGENCIES ............................................................................................................................................ 7
1.9 ADDITIONAL INFORMATION ....................................................................................................................... 7
2 CHARTS ................................................................................................................................................................... 8
2.1 CHART OVERVIEW AREA, APPROACH PATH RWY 03/21 ..................................................................................... 8
2.2 APPROACH TO RWY 03 VIA MALOJA .................................................................................................................. 9
2.2.1 Straight in approach RWY03 ...................................................................................................................... 9
2.3 APPROACH TO RWY 21 VIA ZERNEZ................................................................................................................. 11
2.3.1 Straight in Approach RWY 21................................................................................................................... 11
2.4 ICAO VFR CHART............................................................................................................................................ 13
2.5 VFR AREA CHART ............................................................................................................................................ 14
2.6 VISUAL APPROACH CHART ............................................................................................................................... 15
2.7 AERODROME CHART ......................................................................................................................................... 16
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Revision: 1.1
1 SAMEDAN (LSZS)

QUALIFICATION REQUIRED FOR N IF CHANGING FLEET N
LINE TRAINING N SELF BRIEFING Y*
* Online briefing required
1.2 GENERAL
Samedan is a VFR Category B civil airport situated in a mountainous area in Eastern Switzerland.
Approach to and the departure from LSZS is limited to flight crews holding a special briefing.
An Online training (see training requirements in chapter 1.7) and a thorough self-brief is required by the Crew
prior operating to LSZS.
AIRPORT DATA
COORD N4632.1 E00953.0
ELEV 5.600ft MSL
RWY 03/21, 5.906ft x 131ft Asphalt/Concrete:
- RWY 03: TDZE 5.601ft TORA 1.800m LDA 1.800m;
- RWY 21: TDZE 5.575ft TORA 1.800m LDA 1.700m.
OPERATING HOURS
In summer: daily from 8.00 LT to 19.00 LT. In winter: daily from 08.00 LT to SS+30min.
COMMUNICATIONS
- Samedan Tower: 135.325 MHz
- ATIS: 136.6 MHz
- Aerodrome Website: http://www.engadin-airport.ch
1.3 ENVIRONMENT
The Airport of Samedan is a VFR airport and open to private and commercial operators.
Located in the Engadin Valley, the Airport is surrounded by a mountainous region wherein the flight
procedures and aircraft performances are very greatly affected by its natural obstacles.
The Engadin Airport (5.600ft MSL) is the highest elevated airport in Europe.
GLIDERS ACTIVITY
The mountains surrounding the airport provide ideal gliding conditions during the months of May to October.
1.4 RESTRICTIONS
All pilots operating into SAMADEN require an Airport Qualification. For further information see section 1.7
(Training).
WEATHER MINIMUMS
Weather Minimums for Samedan area, take-off and landing are:
- VFR conditions;
- Visibility 5 km or more, ceiling above 2.200ft AGL.
NOTE: Carefully check landing and T/O performance (based on applicable aircraft masses) for runway
condition or runway condition other than dry and note “Landing Distance Required” based on
actual RWY conditions on flight log.
ATIS: Phone No. +41 81834 9324
Web Cams available on website: http://www.engadin-airport.ch
Operation Manual
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Revision: 1.1
1.5.1 GENERAL
Airport elevation is 5.600ft situated on a valley generally oriented 03/21, the surrounding mountain tops north
and south of the airport are above 10.000ft. Zurich ATC will normally clear traffic to proceed to Samedan at
FL160 and expects the crew to cancel IFR flight plan when appropriate conditions have been established.
PILOT FLYING
Commander must be PF for approach, landing, take-off and climb.
INEXPERIENCED CREW
If the commander has not operated in Samedan before a management release is required. It shall include a
revision of the weather conditions and operating procedures. It is recommended that the other crewmember is
familiar with Samedan.
1.5.2 SPECIAL PRECAUTIONS

Be aware of intense slow moving uncontrolled traffic in the airport vicinity, helicopters, gliders and light
airplanes.
Local ATC is Samedan TWR. Area ATC will clear to Samedan area at FL160. IFR flight needs to be cancelled
with area ATC and thereafter continue VFR.
Please check with dispatch to see whether DANGER AREA LS(D)-11 is ACTIVE as it will affect departure
and arrival procedures. On first contact with Samedan pilots are to confirm whether the danger area is active or
not.
1.5.3 WINTER OPERATION:

Runway will not be chemically de-iced at any time. To evaluate the runway condition use runway reports of
ATIS, tower and preceding aircrafts.
Prior departure with destination LSZS monitor web-cam of LSZS if possible: http://www.engadin-airport.ch/
Affecting criteria for runway condition can be i.e.:

- Preceding precipitation;
- Time of the day;
- Outside air temperature;
- Duration of sunshine;
- Wind;
- Cloud condition.
If there is any reason for doubt about runway condition: DO NOT TRY TO LAND!
1.5.4 LANDING PROCEDURE RWY 21

A drawing and photographs, (see 2.2, Approach to RWY 03 via Maloja) of this procedure is attached at the end
of this chapter. The following is a recommended list of actions to be performed while following the described
flight path.
BEFORE REACHING DESTINATION AREA

Make sure you have Samedan airport and points ZERNZ (for RWY 21) and MALOJ (for RWY 03) correctly
inserted into the FMS:
- MALOJ - N 46 24.50 E009 42.00 (MALOJA VFR Point);
- ZERNZ - N 46 42.10 E010 05.50 (ZERNEZ VFR Point).
These points are not included in the current FMS database. (They need to be inserted manually into the FMS).
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Revision: 1.1
Establish radio contact at about 20 NM or 10 minutes prior to entering the valley to receive the actual weather
and traffic information.
When approaching the airport select the heading so that the airport will appear on the left side (Pilot Flying),
select 2.5 or 5 NM scale on MFD, and compare the information given on FMS with visual information to
recognize the airport and the valley.
OVERHEAD
Recognize Samedan valley and airport. Confirm that you can proceed visually. Cancel your IFR flight.
Start a left descending turn to heading 040º and 12.000ft.

DOWNWIND LEG
Perform normal checklist.
Be prepared to lose visual contact with the airport. Extend downwind leg till you have passed the last peak
before being abeam ZERNEZ (FMS distance to airport 9 to 10 DME).
TURNING TO FINAL
Start a left descending turn to final. Recommended ROD is 1.000 - 1.500 fpm. Hold approach flaps until
landing is assured.
ON FINAL
3 NM on final RWY should be in sight.
When landing assured, establish final configuration, and perform final checks.
Be prepared to perform the emergency procedure if you have to go around (see Runway Analysis performance
data for obstacle clearance).
VMC GO-ARROUND AND T/O ONLY!

- Climb STRAIGHT ahead;
- At approx. 1.400m beyond the RWY end;
- Turn RIGHT and follow the valley visually towards southwest (approx. track 220 degrees mag.);
- Contact ATC;
- Minimum acceleration altitude 6.900ft MSL.
1.5.5 LANDING PROCEDURE RWY 03

A drawing and photographs, (see 2.2, Approach to RWY 03 via Maloja) of this procedure is attached at the end
of this chapter. The following is a recommended list of actions to be performed while following the described
flight path.
BEFORE REACHING DESTINATION AREA
Make sure you have Samedan airport and points ZERNZ (for RWY 21) and MALOJ (for RWY 03) are
correctly inserted in the FMS:
- MALOJ - N 46 24.50 E009 42.00 (MALOJA VFR Point);
- ZERNZ - N 46 42.10 E010 05.50 (ZERNEZ VFR Point).
These points are not included in the current FMS database. (They need to be inserted manually into the FMS).
Establish radio contact at about 20 NM or 10 minutes prior to entering the valley to receive the actual weather
and traffic information.
When approaching the airport select the heading so that the airport will appear on the left side of the aircraft,
select 2.5 or 5 NM scale on MFD, and compare the information given on FMS with visual information to
recognize the airport and the valley.
Operation Manual
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Revision: 1.1
OVERHEAD
Recognize Samedan valley and airport. Confirm that you can proceed visually. Cancel your IFR flight.
Keep the left turn to a northern heading, cross the valley and turn left again to a downwind leg above mountain
tops.
DOWNWIND
Extend downwind until you are not further then abeam the dam on the other side of the valley (be aware of the
location of this dam at mid height from the bottom of the valley and of possible little contrast with snowed
mountains if frozen).
TURNING TO FINAL
Start a left descending turn to final. Recommended ROD is 1.000 - 1.500 fpm.
ON FINAL
There is natural obstacle on final approach Runway 03 which might trigger EGPWS warnings, especially
“Sinkrate” when it is overflown. The visual approach chart depicts that the approach track is supposed to be
offset to circumnavigate this obstacle, leaving the small hill on the left side.
Be prepared to perform the emergency procedure if you have to go around (given with Runway Analysis
performance data for obstacle clearance).
NOT VALID WHEN DANGER AREA LS(D)-11 IS ACTIVE! VMC T/O ONLY!
- Climb STRAIGHT ahead. Approx. 1.5 NM beyond the RWY end;
- Turn RIGHT and follow the valley towards northeast (approx. track 049 degrees mag.);
- At "S-CHAMF" turn LEFT (bank 25º) and continue back along the valley to the airport;
- Minimum acceleration altitude 7.300ft MSL.
AFTER LANDING
Confirm with tower, that your flight plan is closed.
1.5.6 TAKE-OFF PROCEDURE

accordingly.
Frequencies to pick up IFR clearance: 128.05, Swiss - 124.7 MHz, Zurich Info.
Special procedure given on performance data for RWY 03 has to be regarded as very critical for all airplane
types when reversing course within the valley.
Be prepared to decide your course of action should pressurization fail, especially if you have little day light
remaining and return to Samedan is not advisable. You will have to climb and oxygen will be necessary for
crew and passengers.
1.5.7 NOISE ABATEMENT MEASURES

For deceleration it is recommended to use the entire RWY LDA. Reverse thrust may be used for safety or
operational reasons only.
APU shall be started max. 30 min prior EOBT earliest and must be shut off 15 min. after reaching the parking
position.
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1.6 PERFORMANCE
Performance is to be calculated according to AFM and APG Runway Analysis performance data.
NOTE: Because of the airport elevation and its mountainous location it is vital to correctly compute landing
and Take-off performance.
Special procedure given on performance data for RWY 03 has to be regarded as very critical for all airplane
types reversing course within the valley.

All Pilots operating to operating to LSZS must complete training as described below.
1.7.1 INITIAL QUALIFICATION:

LSZS Online briefing must be accomplished and is valid for 12 months.
A copy of the acknowledgement form issued by the Samedan Airport Authorities shall be sent to the training
department and a copy of it shall be carried the flight crew member and made available if requested by the
authorities.
1.7.2 RECURRENT QUALIFICATION

Crew shall review the online briefing and the VistaJet Samedan Airport briefing.
sent per fax or mail to the training department prior to departure.
Note that the test available on the online briefing cannot be accomplished again therefore a review of the
briefing is sufficient for requalification.
Confirm your review of this briefing on the “Route Competence Record”.
The online briefing qualification is to be found at: http://www.engadin-airport.ch/Fuer-Piloten.7.0.html .
1.8 CONTINGENCIES
GENERAL
If this should occur in flight the crew should consider diverting.
Relanding in Samaden, if applicable. See Runway Analysis performance data.

Visit the site http://www.engadin-airport.ch for any further information and photographs.
Operation Manual
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Revision: 1.1
2 CHARTS
2.1 Chart Overview area, approach path RWY 03/21
Operation Manual
VistaJet Limited
Revision: 1.1
2.2 Approach to RWY 03 via Maloja
2.2.1 STRAIGHT IN APPROACH RWY03

Operation Manual
VistaJet Limited
Revision: 1.1
Flight information contained on these pages is not official and shall not be used for navigation purposes.
For flight preparation use only the official documentation published in the AIP, Jeppesen and NOTAM.
Operation Manual
VistaJet Limited
Revision: 1.1
2.3 Approach to RWY 21 via Zernez
2.3.1 STRAIGHT IN APPROACH RWY 21

Operation Manual
VistaJet Limited
Revision: 1.1
Flight information contained on these pages is not official and shall not be used for navigation purposes.
For flight preparation use only the official documentation published in the AIP and Jeppesen.
Operation Manual
VistaJet Limited
Revision: 1.1
2.4 ICAO VFR Chart

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2.5 VFR Area Chart
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2.6 Visual Approach Chart
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Revision: 1.1
2.7 Aerodrome Chart
Operation Manual
Part C, Chapter 01, Appendix UUWW
CAT B, Airport Briefing Vnukovo (UUWW)
VistaJet Limited

AOC MT-17
Rev: 1.1
Date: 10.09.2014
Operation Manual
VistaJet Limited
Revision: 1.1
Airport Briefing UUWW
Table of Contents
MOSCOW VNUKOVO (UUWW) .................................................................................................................................. 3

1.2 GENERAL ......................................................................................................................................................... 3
1.3 ENVIRONMENT ............................................................................................................................................... 3
1.4 RESTRICTIONS ................................................................................................................................................ 4
1.6 PERFORMANCE............................................................................................................................................... 8
1.8 CONTINGENCIES ............................................................................................................................................ 8
1.9 CHARTS ............................................................................................................................................................ 9
Operation Manual
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Revision: 1.1
Moscow Vnukovo (UUWW)

1.2 GENERAL
Vnukovo Airpot is a Category B civil airport and is located approximately 12 km West of Moscow.
AIRPORT DATA
IATA VKO
ICAO UUWW
COORD N55 36.0 E037 16.4
COUNTRY RUSSIA
APT ELEV 685 ft MSL.
RUNWAYS 01/19
TONNAGE
NAV AIDS ILS 01/19, NDB or-RADAR (PAR approaches)
LT UTC+4HR
FIRE CAT 8, check NOTAM for possible reduction
FUEL JET A-1 via Rusaero through handling agent
OPERATING HOURS
24h, Customs – check NOTAM
COMMUNICATIONS
Handling VIPPORT, frequency
1.3 ENVIRONMENT
TERRAIN
There is no significant terrain.
WEATHER
Moscow has a humid continental climate with warm summers and no dry season. The area within 40 kmof this
station is covered by croplands (75%), built-up areas (19%), and grasslands (6%).
TEMPERATURE
Over the course of a year, the temperature typically varies from -11°C to 24°C and is rarely below -22°C or
above 29°C.
The warm season lasts from May 19 to September 3 with an average daily high temperature above 18°C.
The hottest day of the year is July 23, with an average high of 24°C and low of 14°C.The cold season lasts from
November 15 to March 11 with an average daily high temperature below 0°C.
The coldest day of the year is February 9, with an average low of -11°C and high of -5°C.
CLOUDS
The median cloud cover ranges from mostly cloudy (88%) to overcast (99%). The sky is cloudiest on December
12 and clearest on June 23. The clearer part of the year begins around March 16. The cloudier part of the year
begins around October 20.
Operation Manual
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PRECIPITATION
There is a high likelihood of precipitation year round. An approximate guide is:
- Thunderstorms in the warm season (mid of May to early September);
- Moderate snow in the cold season (mid of November to mid of March);
- Light snow between March and May;
- Light rain between September and November.
WIND
Over the course of the year typical wind speeds vary from 0.0 m/s to 6.1 m/s (calm to moderate breeze), rarely
exceeding 9.4 m/s (fresh breeze).
The highest average wind speed of 4.2 m/s (gentle breeze) occurs around December 12, at which time the
average daily maximum wind speed is 6.1 m/s (moderate breeze).
1.4 RESTRICTIONS
WEATHER MINIMUMS
Meteorological minima are as depicted on the Jeppesen charts.
OPERATING HOURS
24h.
All commercial VFR and IFR approach and departure procedures are limited to:
- Flight crew which have performed airport familiarisation;

PILOT FLYING
Either Captain or FO can be PF for approach, landing, take-off and climb.
GROUND FACILITIES
- PAPI installed on RWY 01 are set at 3.0°;
- PAPI installed on RWY 24 are set at 3.0°.
AIR TRAFFIC CONTROL

ATC instructions are given in the Russian and English language. Special care should be taken to ensure received
instructions are clear and understood. Raise any doubt over a clearance with ATC.
Normally no holding patterns are available or given in Moscow airspace, instead when a delay is expected
prepare to receive radar vectors.
TAXI
Expected taxi route on departure is with a follow me to hold at A9 for both runways. From A9 crew can expect
handover to tower and further taxi instruction to hold on runway 06 short of 01-19.
NOTE: Extreme caution must be taken as this hold position can be hard to see with low visibility, at night or
with snow.
Please refer to the taxi chart attached at the end of this brief for all hold positions. For a departure of 01 a line up
clearance from runway 06 (position 01-2) can be requested for departure. For a departure off runway 19 a
transfer back to ground will be received once runway crossing has been accomplished.
Expected taxi route to hold B1 is via A7 M1 B5 M4, care must be taken not to taxi across stand 99 between M1
and B5.
On arrival runway 01 aircraft can expect to vacate the runway at B5 and taxi via M1 A7 runway 24 to hold short
of runway 01. Care must be taken not to taxi across stand 99 between B5 and M1. The hold on runway 24 is not
Operation Manual
VistaJet Limited
Revision: 1.1
well defined with low visibility, at night or with snow. Once runway crossing has been completed a follow me
car can be expected for the rest of the taxi to parking position. On arrival runway 19 aircraft can expect to vacate
the runway at the intersection with the closed runway 24 and proceed with the follow me to parking.
Care must be taken not to vacate early at B6.
After vacation the transponder should be switched on mode “Altitude OFF” until arrival at the parking.
For further information see the charts under paragraph 1.8.

SPECIAL PRECAUTIONS
- Airport poorly lit at night making taxiways hard to distinguish;
- Pay special caution when performing a full runway length take off at rwy 01. As the area is not well lit
the runway edge lights might be mistaken for runway centerline lights;
- Taxiways and aprons can be extremely slippery in winter when covered with snow/ice;
- Holds and taxiway markings can be hard to distinguish when covered in snow;
- Consideration to holdover time in winter with a long taxi to runway 19.
Please refer to the taxi charts attached at the end of this brief for expected taxi routes and hold positions.
ARRIVAL AND DEPARTURE
ARRIVAL
Most common arrival routes are:
- Runway 19: most common STAR from west and south can be found on plate 10-2X6. Umbeg 19K,
Skurgino (DR) 19K, Klimovsk (LO) 19K;
- For these arrivals the IAF is waypoint OSTIS. Occasionally, when traffic permits, an arrival from
Ivanovskoye (UM 19A) or Gisin (Gisin 19A) may be granted (plate 10-2X3). Arrivals from the east can
expect a Bitsa STAR found on plate 10-2X1 or 10-2X2;
- Runway 01: most common STARs can be found on plate 10-2W or 10-2X;
- Umbeg 01A/ 01B Klimovsk (LO) 01A/ 01, Skurygino (DR) 01A/ 01B, Bitsa 01A/ 01B. For these
arrivals the IAF is ODABI;
- Transition: Common transitions are Gargarin (FK) transition from the Westto Umbeg. Namin
transition from the north to Umbeg or Gisin.
Crew should be aware ATC often give a very late clearance for a particular STAR or transition.
It is recommended that crew make themselves familiar with the designators for the waypoints for the particular
arrival/ runway they can expect.
Late clearances, quite often approaching transition level, have commonly led to complications in the approach
including level busts from a failure to set QFE and loss of STAR tracking.
Wherever possible it is recommended to get an early clearance from ATC.
Crew should also be aware of large ILS intercept angles given by ATC often at high speed on a close base.
With the complicated nature of the approach setup and STAR designation along with a commonly uncooperative
ATC, sterilized cockpit concept must be strictly followed below 10.000ft.
It is recommended that crew make use of available automation to reduce workload as much as possible,
especially during short repositioning flight i.e. Sheremetyevo to Vnukovo.
A thorough briefing is required highlighting taxi route, change to QFE with a concurrent change from feet to
meters, and the subsequent large altimeter change at transition.
DEPARTURE
Aircraft shall call for clearance 5 minutes before engine start on frequency 131.125. The following information
should be given to Vnukovo-Delivery:
- Flight number;
- The destination aerodrome;
- The aircraft stand number;
- ATIS information index.
Operation Manual
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NOTE: Departure ATC will verify the SID to follow. On rare occasions assignment of a different SID than
received via PDC may occur. When communicating in English ATC will use identifiers and NOT
station names.
NOTE: Crews should brief ground station names and identifiers of facilities in the airport vicinity to enhance
situational awareness as the Jeppesen RM uses ground station names as procedure titles instead of
identifiers.
When the aircraft is completely ready for departure the crew must report to Vnukovo Delivery “Completely
ready for departure”
NOISE ABATEMENT
For noise abatement NADP 1 is required for runway 01 and NADP 2 for runway 19. It should be noted however
that all SIDs have a level off height off 1977 feet (600m).
For continuous climb a change to the departure control frequency should be made as soon as possible after
passing 200 meters.
Care should be taken to avoid a level bust and possible conflict with other traffic with a large change in altimeter
reading when switching from QFE to standard pressure.
A thorough briefing is required highlighting these points.
RESTRICTIONS
Take-off of aircraft with a tail-wind component of up to 5m/sec is allowed under the following conditions:
- Runway is dry or damp; friction coefficient is 0.5 or more;
- Cross-wind component is not more than 5m/sec.
A change of flight (course) direction after take-off is allowed only after reaching 120 m AAL.
The aircraft turn from 120m to 300m AAL shall be carried out with a 15° bank, from 300m (1.000ft) to900m
(3.000ft) – with a 20° bank.
The aircraft turn from 900m AAL shall be carried out with a 25° bank or at angular speed of 3° /sec.
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The reduction of engines power shall not be applied until:
- the aircraft reaches 240m (800ft) AAL;
- the established standard power mode enables with the maximum certified take-off mass to maintain the
steady climb gradient of not less than 4% at a speed specified above;
- take-off path provides overflying all obstacles located under the flight path with sufficient clearance
both when all engines are operating normally and also taking into account possible engine failure and
the time period necessary for the rest engines to develop full power.
Noise abatement procedures, which envisage takeoff with reduced engines power, shall not apply under the
following unfavorable operating conditions:
- If RWY is covered with snow, ice, slush, water, mud, rubber, oil or other substances and the friction
coefficient at this is 0.4 or less;
- When horizontal visibility is less than 1.800m (1 mile);
- When a cross-wind component on the runway (including gusts) exceeds 7m/sec (15 knots);
- When a tail-wind component on the runway is more than 2.5m/sec (5 knots);
- When wind shear is forecasted or reported or a thunderstorm situation is expected.
SPECIAL CONSIDERATIONS
QFE
A change from both QFE to standard pressure on departure and standard pressure to QFE on arrival gives a
deviation in altimeter reading that is large enough to cause a level bust and possibly a conflict with other traffic.
It is essential crews are fully aware of the possibility of level bust and adhere strictly to the sterilized cockpit
procedure when below 10.000 feet.
Trend analysis shows incorrect altimeter settings with a busy approach environment when crew deviate from
SOP’s through a rushed approach setup leading to both pilots concentrating on FMS selections or with confusion
over the arrival.
For both arrival and departure a thorough briefing should be conducted highlighting the large deviation in
altimeter with a change between QFE and standard pressure. It should also be noted that a Rockwell Collins
FMS calculates VNAV using QNH and therefore should not be utilized for QFE.
LOW TEMPERATURE AND LARGE ISA DEVIATIONS
In winter crew can expect large deviations from ISA and therefore should make the necessary altimeter
temperature corrections to ensure obstacle clearance. Please refer to the OM-A Chapter 8 for the necessary
calculations.
AIRFIELD SERVICES
As all aircraft services are very expensive crew should consider taking services elsewhere wherever possible.
ICAO DIFFERENCES
- All heights are given in meters (cloud base etc.);
- ATC give distances to touchdown in kilometres;
- Wind speeds are given in meters per second (multiply by 2 to get knots);
- Aerodrome wind direction is given in degrees true;
- Braking co-efficient (see table below).
Normative FC (Russian FC) Braking Action

0.42 and above Good
0.41 – 0.40 Good to Medium
0.39 – 0.37 Medium
0.36 – 0.35 Medium to Poor
0.34 – 0.31 Poor
0.30 and below Unreliable
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FOLLOW ME VEHICLES
Arriving aircraft shall be met and escorted by “FOLLOW ME” vehicles to the designated stand.
Movement of aircraft about the aerodrome shall be controlled by the controller of the Taxiing Control Unit on
the following frequencies:
- Vnukovo-Taxiing-1 120.450 (119.450) MHz (outside the area of responsibility of Vnukovo-Taxiing-2)
or;
- Vnukovo-Taxiing-2 121.700 (119.450) MHz (the apron of Vnukovo III, TWY 13,TWY 14, segment of
RWY 06/24 from RWY 06 extremity to intersection with RWY 01/19).
Taxiing and towing without permission of taxiing controller are prohibited.
The taxi guide lines may be invisible because of snow. Assistance from “FOLLOW ME” vehicle may be
requested via the taxiing controller. During normal operations a “FOLLOW ME” car can be expected upon
departure and arrival.
1.6 PERFORMANCE
INTERSECTION TAKE OFF
- Rwy 01 expected take off position 01-2
- Distance Rwy 01 position 01-2: 8.045ft or 2.452 meters;
- Distance Rwy 19 position B2 (19-2): 8.333ft or 2.540 meters;
- Distance Rwy 19 position B3 (19-3): 7.677ft or 2.340 meters.

INITIAL QUALIFICATION:
All commercial VFR and IFR approach and departure procedures are limited to Flight crew which:
- Performed Airport Familiarisation.
The confirmation of the Airport Familiarisation must be noted on the “Airport Familiarisation Form” and send
per fax or mail to CrewDocument@vistajet.com prior to departure to UUWW.
The confirmation of the self-briefing must be noted on the “Route Competence Record” (VistaJet Form TR53)
Validity of the briefing is 12 months.
1.8 CONTINGENCIES
Follow the procedure according the respective Jeppesen charts.
TAKE OFF
When performing an intersection take off, which is very common when departing runway 01 the APG data for
an intersection take off must be used.
Operation Manual
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1.9 CHARTS
TAXI RUNWAY 19
RWY19
- C3 (C4), M2, Hold Short RWY 19
- After crossing- M1, Apron, B5, M4, B1, Hold Short RWY19
Operation Manual
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TAXI RUNWAY 19
Operation Manual
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Revision: 1.1
TAXI RUNWAY 24
RWY24
- C3 (C4), M2, Hold Short RWY 01/19
- After crossing- M1, Apron, A3, Hold Short RWY24
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Revision: 1.1
TAXI RUNWAY 24
Operation Manual
Part C, Chapter 01, Appendix WSSL
CAT B, Airport Briefing

Singapore Seletar (WSSL)
VistaJet Limited

AOC MT-17
Rev: 1.0
Date: 10.07.2014
Operation Manual
VistaJet Limited
Revision: 1
Airport Briefing WSSL
Table of Contents
1 SINGAPORE SELETAR (WSSL) .......................................................................................................................... 3

1.2 GENERAL ......................................................................................................................................................... 3
1.3 ENVIRONMENT ............................................................................................................................................... 4
1.4 RESTRICTIONS ................................................................................................................................................ 4
1.6 PERFORMANCE............................................................................................................................................... 9
1.8 CONTINGENCIES ............................................................................................................................................ 9
1.9 ADDITIONAL INFORMATION ....................................................................................................................... 9
2 CHARTS ................................................................................................................................................................. 10
2.1 SATELLITE IMAGE OF SELETAR AREA ................................................................................................................ 10
2.2 JOINING PROCEDURE FROM JB NDB AND KK NDB RWY 03............................................................................. 11
2.3 JOINING PROCEDURE FROM JB NDB AND KK NDB RWY 21............................................................................. 12
2.4 JOINING PROCEDURE RWY 03 ............................................................................................................................ 13
2.5 JOINING PROCEDURE RWY 21 ............................................................................................................................ 14
2.6 CHART CIRCLING APPROACH RWY 03 .............................................................................................................. 15
2.7 CHART DEPARTURE RWY 03 ............................................................................................................................. 16
2.8 CHART DEPARTURE RWY 21 ............................................................................................................................. 17
2.9 AERODROME CHART ......................................................................................................................................... 18
Operation Manual
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1 SINGAPORE SELETAR (WSSL)
On final approach RWY 21 (picture taken from OE-ILI)

QUALIFICATION REQUIRED FOR N IF CHANGING FLEET N
1.2 GENERAL
Singapore is a VFR Category B civil airport located in Singapore in the vicinity of tree other airports. A
thorough self brief is required by the Commander prior to operating to WSSL.
Singapore has four airports all lined up side-by-side: Changi (International), Sembawag and Paya Lebar
(Military) and Seletar.
Seletar airport now is “the” general aviation airport of Singapore, mainly for charter flights.
AIRPORT DATA
COORD N01 25.0 E103 52.1
ELEV 35ft MSL
RWY 03/21 1836m x 46m, asphalt
PARKING STANDS for 33 aircraft
FIRE CATEGORY FIRE 7
FUEL / OIL JET A1, Oil - W100, W120 (Fuel is not available H24 - check with Handling.
MEDICAL FACILITIES First aid ambulance available. Military Medical Officer available
(Mon-Fri 0000-0900UTC; not available on Sat/Sun/Public holidays).
Prior arrangement must be made.
Operation Manual
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OPERATING HOURS
24h.
COMMUNICATIONS
SELETAR Tower 118.45 MHz
ATIS 121.6 MHz
AD Website:
http://www.caas.gov.sg/caas/en/Regulations/Aeronautical_Information/AIP/aerodrome/ad_wssl.html
1.3 ENVIRONMENT
RAF Seletar was a Royal Air Force station in Singapore between 1928 and 1971. Plans for establishing an
airfield, flying boat and naval base in Singapore were first agreed by the RAF in 1921. In 1923 two sites in the
northern region of the island were approved.
RAF Seletar served as a civil airport from 1930 before the opening of Singapore's first civil airport at Kallang in
the late 1940s. The RAF station closed in March 1971.
1.4 RESTRICTIONS
WEATHER MINIMUMS
Weather Minimums for Seletar landing are:
- Ceiling 2.000 ft;
- Visibility 2.0 km.
LOCAL FLYING RESTRICTIONS

Fixed-wing aircraft operations including circuit flying and training operations are restricted to the west of Seletar
runway. Helicopter operations are confined to the west of Seletar runway between sunset and sunrise.
CIRCUIT HEIGHTS:
- Light aircraft 800ft (west of Seletar runway only);
- Other aircraft 1.000ft - 1.500ft (west of Seletar runway only);
- Helicopter-only area east of runway up to 600ft AGL.
Pilots are required to keep clear of Paya Lebar CTR and Sembawang ATZ. Both aerodromes are RSAF bases;
Sembawang lies very close to the west of Seletar whereas Paya Lebar is to the southeast
CLOSE PROXIMITY OF SEMBAWANG (RSAF) AERODROME AND POSSIBLE LANDINGS ON

THE WRONG RUNWAY
The attention of all pilots is drawn to the existence of RSAF Sembawang Aerodrome, 3NM to the west of Seletar
Aerodrome. The runway at Sembawang is orientated in almost the same direction as the runway at Seletar
Aerodrome i.e. 03/21 for Seletar Aerodrome and 05/23 for Sembawang. Due to the close proximity of these two
runways, pilots are cautioned against mistaking Sembawang Aerodrome for Seletar Aerodrome and thus making
an inadvertent visual landing or approach to land at Sembawang.
Erroneous approaches or landings usually occurred in marginal weather conditions. In almost every instance, the
prevailing weather at the time of the incident contributed towards a hasty and erroneous identification of the
correct aerodrome.
There is intensive local flying at both aerodromes during the day and night. Pilot training is the major activity at
both aerodromes, the risk of collision is very high if a wrong approach or landing is made at either of the two
aerodromes.
Operation Manual
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The following points are highlighted to serve as a guide to assist pilots in identifying Seletar AD or Sembawang
AD and should be memorized and strictly observed:
The runways at Seletar and Sembawang are almost identically aligned. Therefore extra vigilance is required
when approaching either aerodrome, or when commencing an approach to land.
Make full use of available navigational and landing aids, and positively identify each aid used.
Adhere strictly to the joining instructions issued by ATC.
MAIN DIFFERENCES BETWEEN SELETAR AND SEMBAWANG

Service Seletar Sembawang Differences
RWY 03 / 21 05 / 23 Similar Alignment!!!
Adjacent to the Straits of Johor on
Aprx 3NM west of Seletar Seletar RWY commences almost from the edge
the eastern bank of Seletar River.
Location aerodrome and 3NM inland of the shore. Also note that Sembawang
Seletar AD is situated aprx 3NM
from the Straits of Johor aerodrome is inland and not next to the sea.
north-west of Paya Lebar AD
Lights White/Amber RWY edge lgts Nil There is no runway lighting at Sembawang AD
Simple approach lgt avbl for RWY
03/21 approach, consisting of 5
APP rows of 3 lgt barettes. No visual approach slope indicator at
Nil
Lights RWY 03 - white, elevated, omni- Sembawang AD
directional and RWY 21 - white,
inset, unidirectional).
Flashing R ‘AG’ ev 20 sec HN
IBN Flashing Green ‘ST’ Nil
and IMC
ABN Altn Flashing W G ev 2.5 sec Nil There is no ABN Sembawang AD
Relatively large aircraft parking Differences in size and location of the parking
Parking
apron to the west of rwy, connected Small Apron apron
Space
to the RWY by three taxiways
PILOT FLYING
Commander LH must be PF for approach, landing, take-off and climb.
INEXPERIENCED CREW
If the commander has not operated in Seletar before a management release is required. It shall include a revision
of the weather conditions and operating procedures. It is recommended that the other crewmember is familiar
with Seletar.
GENERAL
Singapore has four airports all lined up side-by-side: Changi (International), Sembawag and Paya Lebar
(Military) and Seletar.
Pilots are required to keep clear of Paya Lebar CTR and Sembawang ATZ. Both aerodromes are RSAF bases;
Sembawang is located very close to the west of Seletar whereas Paya Lebar is to the southeast.
SPECIAL PRECAUTIONS
Traffic: Be aware of intense slow moving uncontrolled traffic in the airport vicinity, helicopters and light
airplanes.
Operation Manual
VistaJet Limited
Revision: 1
FMS / RADIO SETUP
To avoid confusion of Seletar with Sembawang Air Force Base it is recommended to make full use of the FMS
lateral and vertical navigation capabilities (advisory VNAV on final) with Autopilot in NAV mode when on final
approach.
ARRIVAL PROCEDURES
NOTE: Further details see Charts at the end of this manual.
ATC arrival clearance usually will be direct to JB, then KK.
- Once with the approach sector Paya Lebar Approach or Singapore Approach will provide radar
vectoring to fife miles final for runway 21 and down to 1.500ft before issuing a visual approach
clearance.
- Unless authorised by ATC, pilots shall follow the joining procedures for the circuit as described. As
soon as Seletar is confirmed in sight expect the visual approach clearance to be issued and radar service
terminated.
- The approach controller will also confirm the position (“confirm Seletar in sight at 11 o'clock”) to avoid
confusion with Sembawang before handing off to Seletar Tower.
NOTE: Be prepared that Seletar Tower will ask for POB and endurance after initial contact (and usually
before issuing any landing clearance).
NOTE: Circuit traffic already on downwind has priority. Arriving aircraft shall position and sequence itself
accordingly, unless directed otherwise by ATC.
NOTE: Do not fly east of the runway because of tall buildings up to 90m (296ft) AMSL to the east of Seletar
CTR
LANDING / TAKEOFF WEIGHT LIMITATION

The allowed takeoff and landing weights are significantly limited at Seletar. If runway 03 is available for takeoff
the MTOW will be higher, as you are not V2 limited for the turning radius. A thorough check of takeoff and
landing performance is required!
Takeoffs and landings are generally possible if the runway is WET – the maximum weights are of course
reduced. However: thunderstorms usually bring quite heavy rainfall with them in this part of the world and even
though it was “just” raining, the runway may actually be CONTAMINATED (>3mm water).
NOTE: Due to the risk of penetrating Sembawang ATZ it is also recommended to check well in advance the
max permissible tailwind component on approach / landing RWY21 with the expected landing
weight.
APPROACH PROCEDURE RWY 21

Once with the approach sector Paya Lebar Approach or Singapore Approach will provide radar vectoring to fife
miles final for runway 21 and down to 1.500ft before issuing a visual approach clearance.
ON FINAL
Be prepared to perform the emergency procedure if you have to go around (see APG Runway Analysis
performance data) for obstacle clearance).

- At approx. 500ft beyond the RWY end, V2 +10 max;
- turn RIGHT downwind RWY 21 climb to 1.500 ft min, do not penetrate CTR of Sebawang;
- Contact ATC.
Operation Manual
VistaJet Limited
Revision: 1
Touchdown should occur at or before the aiming point markings. When the first third of the LDA has passed a
Go Around shall be initiated.
NOTE: For landing at Seletar airport the thrust reversers shall be used to their full advantage.
TAXI / PARKING
- Space on the apron is very confined. Expect to vacate the runway via W2 or W1;
- Although guidance through the ground staff is quite good, exercise caution during taxi;
- Parking is usually at C6 to C14 (stand will be assigned by ground control after vacating runway);
- According to the AIP a marshaller must be present for parking and ramp departure!
APPROACH PROCEDURE RWY 03

Once with the approach sector Paya Lebar Approach or Singapore Approach will provide radar vectoring to fife
miles final for runway 21 and down to 1.500 ft. before issuing a visual approach clearance.
DOWNWIND
When in the traffic circuit for a circling approach final configuration must be established before turning
base/final due to the turning radius.
ON FINAL
Be prepared to perform the emergency procedure if you have to go around (see Runway Analysis performance
data) for obstacle clearance).

- At approx. 500ft beyond the RWY end, V2 +10 max;
- Turn LEFT downwind RWY03 climb to 1.500 ft. min, do not penetrate CTR of Sebawang;
- Contact ATC.

Touchdown should occur at or before the aiming point markings. When the first third of the LDA has passed a
Go Around shall be initiated.
NOTE: For landing at Seletar airport the thrust reversers shall be used to their full advantage.
TAXI / PARKING
- Space on the apron is very confined. Expect to vacate the runway via W2 or W1;
- Although guidance through the ground staff is quite good, exercise caution during taxi;
- Parking is usually at C6 to C14 (stand will be assigned by ground control after vacating runway;
- According to the AIP a marshaller must be present for parking and ramp departure!
Operation Manual
VistaJet Limited
Revision: 1
TAKE-OFF PROCEDURE
All procedures require visual separation from obstacles.
Due to the massive takeoff weight penalty (short runway, V2 limit due to airspace structure) the one engine out
climb performance at high OAT can be critical. In case of an engine failure always follow the initial departure
clearance.
Check performance and routes with APG Runway Analysis.
NORMAL FLIGHT PROCEDURES
Due to the confined airspace perform all turns at 25° bank and exactly at the correct maneuvering speed for this
bank angle.
TAKEOFF
CL604/5:
- All take-off with Flaps 20;
- Rolling take-off is prohibited.
Global Express BD700:
- All take-off with Slats out, Flaps 6;
- Rolling take-off is prohibited.
Normal EU-Ops IFR take-off minima apply – however:

- Take-off on RWY03 may not be available in IMC (because you must be able to see the cranes and steel
structure north of the river from the airport in order to receive a take-off clearance);
- RWY21 requires visual navigation until overhead the river;
- If RWY03 is not available and IMC prevails the takeoff shall be delayed until RWY03 becomes
available or weather conditions allow a visual departure;
- Expect a clearance to 3.000 ft and assigned heading once north of the river.
NOTE: Clearance is usually void after 3min. due to coordination requirements with Paya Lebar, Sembawang
and Changi.
NOTE: When no heading is assigned navigate to the first FPL waypoint when overhead the river.
Take-off on Runway 03 may not be possible and Runway 21 the only option under the following conditions:
- Low Visibility (if unable to visually identify mobile cranes and steel facility structure north of the river)
when ships with high masts are operating in the river. (Even though performance-wise this might be
possible, no clearance will be issued by ATC);
- Take-off on Runway 21 is not recommended in easterly winds as the turning radius will be increased by
the tailwind component.
WARNING: Be aware of the high risk of a level bust on departure due to the low gross weight. The initial
climb clearance by Seletar TWR will usually be 3.000ft (upper limit of Seletar CTR) and a
heading to be followed once north of the river. Due to the possible close proximity of other
traffic navigating visually it is recommended to keep Flaps 20 and speed at 170 kts IAS until
north of the river. A higher level can be expected after the handover to Paya Lebar or Singapore
Approach Control.
accordingly.
Operation Manual
VistaJet Limited
Revision: 1
1.6 PERFORMANCE
According to APG Runway Analysis performance data.

Self briefing
1.8 CONTINGENCIES
GENERAL
If this should occur in flight the crew should consider diverting. A landing at Seletar is generally not
recommended in case of emergency.

In case of any malfunction affecting the braking or flight control systems the flight shall divert to a longer
runway. A landing at Seletar is generally not recommended in case of emergency.
Bear in mind that the distance to Changi is less than 10nm; while this airport has significantly longer runways,
wide safety strips and precision approach aids the flight time may at best be 2-3nm longer.
Even in case of a catastrophic emergency during takeoff the flight time to Changi will be pretty similar to the
time required for a return to Seletar.
See Runway Analysis performance data.

Visit the
site http://www.caas.gov.sg/caas/en/Regulations/Aeronautical_Information/AIP/aerodrome/ad_wssl.html
for further information and charts.
Operation Manual
VistaJet Limited
Revision: 1
2 CHARTS
2.1 Satellite image of Seletar area

Operation Manual
VistaJet Limited
Revision: 1
2.2 Joining procedure from JB NDB and KK NDB Rwy 03
Operation Manual
VistaJet Limited
Revision: 1
2.3 Joining procedure from JB NDB and KK NDB Rwy 21
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Revision: 1
2.4 Joining procedure Rwy 03
Operation Manual
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Revision: 1
2.5 Joining procedure Rwy 21
Operation Manual
VistaJet Limited
Revision: 1
2.6 Chart Circling Approach Rwy 03
Operation Manual
VistaJet Limited
Revision: 1
2.7 Chart Departure Rwy 03
Operation Manual
VistaJet Limited
Revision: 1
2.8 Chart Departure Rwy 21
Operation Manual
VistaJet Limited
Revision: 1
2.9 Aerodrome Chart
Operation Manual Date: 10.07.14

VistaJet Limited
Part C Revision: 1
Table of Contents
Chapter 2
2 AIRPORT FAMILIARIZATION DOCUMENTATION ......................................................................................2
2.1 INTRODUCTION .....................................................................................................................................................2
2.2 CATEGORY B AND C AIRPORT FAMILIARIZATION SHEET .....................................................................................3

VistaJet Limited
Part C Revision: 1
2 Airport Familiarization Documentation

2.1 Introduction
Prior to the first departure to an airport category B or C (or whenever there was no approach (category B only)
within the previous 12 month to the related airport) the commander requires a familiarisation for this specific
airport.
The form „Airport Familiarisation“ has to be filled out and sent by BB-mail or faxed to VistaJet-Ops by the
commander prior to departure.
Signing the „Airport Familiarisation“ form the commander confirms, that he has familiarized himself and the
other crew with all particular details, minimums and limitations.
Hints for filing the form:
- IATA-Codes and general information see Jeppesen Manual ”Airport Directory”, or equivalent;
- Night flight procedures see Jeppesen Manual pages 10-4, or equivalent;
- MSA = Minimum Safe (Sector) Altitude see Jeppesen Approach charts, or equivalent;
- Highest obstacle on approach charts is marked by a black arrow, or equivalent;
- Number of RWY, approach procedures see Jeppesen Manual page 10-9 and approach charts, or
equivalent;
- LDA / TORA see Jeppesen Manual page 10-9, or equivalent;
- RWY Lights see Jeppesen Manual page 10-9, or equivalent;
- APP Lights: available, GP angle of PAPI / VASIS see Jeppesen Manual page 10-9, or equivalent;
- DA / MDA / EDA: Minimums and down gradins in case of system failures of the approach aids see
Jeppesen approach charts, or equivalent, OM Part B, Chapter 9 (MEL);
- RVR / VIS.: Minimum requirements and down gradins in case of system failures of the approach aids
see Jeppesen approach charts, or equivalent;
- MAPt, missed approach procedure: see Jeppesen approach charts, or equivalent
- Noise Abatement see Jeppesen Manual page 10-9, or equivalent.
Chapter / Page:
P 2 / 3 of
o 4
Opperation
n Manual Date: 10.07..14
VistaJet Limited
Parrt C Revision: 1
2.2 Categoryy B and C Airport

A Fam
miliarization
n Sheet
NOTE: A specific traaining is requiired for “C” aiirports. Prior to
t approaching
ng a category “C”
“ airport thiis
form is to be used to refressh the familiarrization.

VistaJet Limited
Part C Revision: 1

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Operation Manual

Route and Aerodrome Instructions

SkyParks Business Centre

Commission Regulation (EU) No 965/2012

Edition: Part A: 10.09.14 Rev. 1.1

VistaJet Limited Operation Manual Date: 10.09.14

Part C Revision: 1.1

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Table of Contents of the Operation Manual Part C

Chapter 0 General Organisation

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0 SYSTEM OF AMENDMENT AND REVISION ................................................................................................... 6

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0 System of amendment and revision

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0.1.3 List of effective Chapters

Chapter Title Revision Date

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0.1.5 Record of Amendments

Chapter Page, description Rev. Date

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1 Instructions and Information relating to communications, navigation and

1.2 Operating minima for departure, destination and aerodromes

1.3 Communication facilities and navigation aids

1.4 Runway data and aerodrome facilities

1.6 COM-failure procedures

1.7 Search and rescue facilities

1.8 Aeronautical charts

VistaJet Limited Operation Manual Date: 10.09.14

Part C Revision: 1.1

1.9 NOTAM’s and MET services

1.9.1 Routine Aeronautical Meteorological Information

1.9.1.1 Aviation Routine Weather Report (METAR)

VistaJet Limited Operation Manual Date: 10.09.14

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VistaJet Limited Operation Manual Date: 10.09.14

Part C Revision: 1.1

Significant Present and Forecast weather codes

VistaJet Limited Operation Manual Date: 10.09.14

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The cloud groups are given in ascending order of height.

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The above METAR’s for 1220 UTC in plain language:

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Part C Revision: 1.1

1.9.1.2 Aerodrome Forecast (TAF) Codes

The content and format of TAF is as in the following table: