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General Information

Location: PHUKET THAICAO/IATA: VTSP / HKTLat/Long: N08° 06.7', E098° 18.5'Elevation: 82 ft

Airport Use: PublicDaylight Savings: Not ObservedUTC Conversion: -7:00 = UTCMagnetic Variation: 0.5° W

Fuel Types: 100 Octane (LL), Jet A-1Customs: YesAirport Type: IFRLanding Fee: YesControl Tower: YesJet Start Unit: NoLLWS Alert: YesBeacon: Yes

Sunrise: 2347 ZSunset: 1132 Z

Runway Information

Runway: 09Length x Width: 9842 ft x 148 ftSurface Type: asphaltTDZ-Elev: 19 ftLighting: Edge, REILStopway: 197 ft

Runway: 27Length x Width: 9842 ft x 148 ftSurface Type: asphaltTDZ-Elev: 82 ftLighting: Edge, ALSStopway: 197 ft

Communication Information

ATIS: 128.000Phuket Tower: 118.100Phuket Ground: 121.900Phuket Approach: 124.700

General Information

Location: PHUKET THAICAO/IATA: VTSP / HKTLat/Long: N08° 06.7', E098° 18.5'Elevation: 82 ft

Airport Use: PublicDaylight Savings: Not ObservedUTC Conversion: -7:00 = UTCMagnetic Variation: 0.5° W

Fuel Types: 100 Octane (LL), Jet A-1Customs: YesAirport Type: IFRLanding Fee: YesControl Tower: YesJet Start Unit: NoLLWS Alert: YesBeacon: Yes

Sunrise: 2347 ZSunset: 1132 Z

Runway Information

Runway: 09Length x Width: 9842 ft x 148 ftSurface Type: asphaltTDZ-Elev: 19 ftLighting: Edge, REILStopway: 197 ft

Runway: 27Length x Width: 9842 ft x 148 ftSurface Type: asphaltTDZ-Elev: 82 ftLighting: Edge, ALSStopway: 197 ft

Communication Information

ATIS: 128.000Phuket Tower: 118.100Phuket Ground: 121.900Phuket Approach: 124.700

Airport Information For VTSPPrinted on 28 Jan 2020Page 1(c) JEPPESEN SANDERSON, INC., 2020, ALL RIGHTS RESERVED

jep=JEPPESENJeppView for Windows

VTSP/HKT10-1P

JEPPESEN

.AIRPORT.BRIEFING.

PHUKET, THAILAND

ARRIVAL

1. INTRODUCTION

management, Continuous Descent Operations (CDO) will commence from 1700 UTC on12 October 2017. CDO is an operation, enabled by airspace design, procedure design andATC facilitation, in which an aircraft continuously descends, to the greatest possibleextent, by employing minimum engine thrust, ideally in a low drag configuration, prior toFinal Approach Fix/Final Approach Point.

safety, ensure environmental friendly procedures by reducing aircraft noise, fuelconsumption and emissions, enhanced flight punctuality and predictability, as well as othereconomic benefits for flights into Phuket International Airport.

2. CONDITION OF USE

2.1.1. CDO application can be either under surveillance or Procedural environment.2.1.2. CDO can be requested by pilot or initiated by ATC. Pilot should request CDO at

2.1. Conditions for Conducting a CDO

least 5 minutes prior to reaching Top of Descent (TOD) for any type of approach.Note 1: There is limited benefit if CDO clearance is received at altitude lower than10,000 feet.Note 2: In case of CDO procedure being impractical due to an emergency, weathercondition, traffic situation or any other reasons, an alternate instruction will be issuedby ATC, or requested by pilot.

2.2. Application of Other ATC Procedures2.2.1. When conducting CDO, standard ATC procedures continue to apply. ATC may issue

clearance to an intermediate approach level while facilitating a CDO profile.2.2.2. In doing so, ATC shall endeavor to issue further descent clearance prior to the CDO

flight reaching the last assigned altitude so as to prevent aircraft from leveling off.2.3. Change of Runway-In-Use

2.3.1. In case of change on Runway-in-Use prior to aircraft reaching Final Approach Fix/FinalApproach point, i.e. from RWY 27 to RWY 09 CDO procedure shall be cancelled.

2.3.2. Pilot should then re-plan arrival route to the revised landing runway and informATC if the flight would still be able to meet all required speed/altitude restrictions.

As part of AEROTHAI's ongoing efforts to improve operational efficiency and air traffic1.1.

1.2. Vertical profile of CDO aims to improve flight stability (minimal level-off), increase terrain

2.4. Aircraft TypeCDO procedure is applicable for FMS capable aircraft.

2.5. Arrival RoutesCDO procedure is in place for all aircraft on G458 inbound to Phuket InternationalAirport via STAR SAVSA1D.

2.6. Operations TimeCDO is available 24 hours.

2.7. Available RunwayCDO procedure is available for RWY 27.

2.8. Types of Approach2.8.1. ILS or LOC RWY 272.8.2. RNAV (GNSS) RWY 272.8.3. VOR Z RWY 27

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

Flight Status

Above 10,000 feet

Below 10,000 feet

Final Segment (up to 4 NM)

Speed Range

250 - 320 IAS

220 - 250 IAS

160 - 180 IAS

2.10. Minimum Flight Altitude2.10.1. Outside Phuket TMA, aircraft shall comply with altitude constraints of the CDO

procedure.

altitude.

2.10.2.

FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT

those within Instrument Approach Procedures required or minimum radar vectorInside Phuket TMA, during CDO, minimum safety altitudes are identical to

CONTINUOUS DESCENT OPERATIONS (CDO)

.Eff.25.Apr.19 APR 19

| JEPPESEN, 2017, 2019. ALL RIGHTS RESERVED.

PHUKET INTL

Printed from JeppView for Windows 5.3.0.0 on 28 Jan 2020; Terminal chart data cycle 01-2020 (Expired); Notice: After 23 Jan 2020, 0000Z, this chart may no longer be valid

VTSP/HKT10-1P2

JEPPESEN

.AIRPORT.BRIEFING.

PHUKET, THAILAND

3. CDO PROCEDURE

ARRIVAL

ATC can initiate CDO using phraseologies described in paragraph 4.3.1. Before aircraft reaching TOD (approximately 150 NM from the airport), either pilot or

3.2. When all requirements for CDO are met and situation permits, CDO will commence.3.3. Pilot shall operate aircraft FMS to plan optimal descent profile and report CDO

execution commencing descent.3.4. Aircraft should descend continuously on normal arrival route to Phuket TMA.3.5. Longitudinal separation required will be at least 3 minutes or 8 NM on final approach

3.6. Operations without Vectoring3.6.1. ILS or LOC, RNAV (GNSS) and VOR Z RWY 27 Instrument Approach Procedures

1) Aircraft Arriving on G458, reaching SAVSA altitude not higher than 10,000 feet,

connect to IF for ILS or LOC, RNAV (GNSS) or VOR Z RWY 27 approach

2) The pilot may request permission to fly directly to Intermediate Fix (IF); however, this would be an ATC's jurisdiction whether the request can be approved, dependingon traffic conditions. In this case, the pilot shall fly directly to (IF), and will beadvised by ATC, after (IF) follow the ILS or LOC, RNAV (GNSS) or VOR Z RWY 27approach procedure as published.

procedure as published.

3.7. Operations under Vectoring3.7.1. Pilot should receive CDO clearance at altitude not lower than 10,000 feet.3.7.2. ATC shall provide vectoring guidance and track mile estimate to pilot.

3.8. Radio Communications Failure3.8.1. In the event of radio communication failure, CDO flight will be terminated immediately.

segment between CDO traffic.

4.1. The following praseology enables clear and concise communications between pilot and 4. PHRASEOLOGY

3.8.2. If the aircraft's radio is completely unserviceable, the pilot should carry out theprocedures for radio failure in accordance with ICAO provisions. If radar identificationhas already been established, the radar controller will vector other identified aircraftclear of its track until such time as the aircraft leaves radar cover.

controller to maintain safety of CDO arrivals.4.2. ATC-initiated CDO

"(aircraft call sign), (ATC unit), CDO AVAILABLE, DO YOU ACCEPT?"4.3. Pilots response to ATC-initiated CDO

4.3.1. "(aircraft call sign), ACCEPT CDO"4.3.2. "(aircraft call sign), NEGATIVE CDO"

"(ATC Unit), (aircraft call sign),4.4. Pilot-requested CDO

REQUEST CDO (type of approach) APPROACH"

(type of approach)4.5. Approval CDO by Bangkok Area Control Centre

"(aircraft call sign), CDO APPROVED DESCEND TO (level or altitude),QNH (number) SAVSA1D ARRIVAL"

4.6.1. "(aircraft call sign), 4.6.2. "(aircraft call sign),

4.6. Denial CDO by Bangkok Area Control CentreUNABLE TO APPROVE, DUE TO (reason)"EXPECT CDO FROM PHUKET APPROACH"

4.7. CDO Cleared or Approved by Phuket Approach Control Unit4.7.1. "(aircraft call sign), (number)

4.7.2. "(aircraft call sign), DESCEND TO (level), QNH (number), CDO (type of approach)APPROVED"

"(aircraft call sign),4.8. When vectoring for CDO

FLY HEADING TURN LEFT (or RIGHT) HEADING(three digits); (threedigits) VECTORING FOR CDO, POSITION (number) MILES FROM TOUCHDOWN"

4.9.1. "(aircraft call sign),

4.9.2. "(aircraft call sign),

4.9. CDO CancellationCANCEL CDO DUE TO (reason), STOP DESCEND (level or altitude),

QNH (number)"CDO TERMINATED DUE TO (reason)"

"(aircraft call sign), (level or altitude),QNH

4.10. Resuming CDORESUME CDO DIRECT(point), DESCEND TO

(number), CLEAR (type of approach) APPROACH RWY 27"

"(aircraft call sign), (level)"4.11. Pilot report leaving assigned level

CDO LEAVING

"(aircraft call sign),4.12. Warning of aircraft below CDO Profile

BELOW CDO PROFILE, ALTITUDE SHOULD BE (atlitude) OR ABOVE"

Aircraft Arriving on G458

FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT (contd)

then follow on SAVSA1D to BARON altitude not lower than 3,000 feet then

CONTINUOUS DESCENT OPERATIONS (CDO)

CDO DESCEND VIA STAR TO (level), QNHINFORMATION....CURRENT EXPECT (type of approach) APPROACH RWY(number)"

.Eff.25.Apr.19 APR 19


PHUKET INTL


VTSP/HKT10-1P3

JEPPESEN

.AIRPORT.BRIEFING.

| JEPPESEN, 2017. ALL RIGHTS RESERVED.

PHUKET, THAILAND.Eff.12.Oct.1700Z.6 OCT 17

ARRIVAL

5.2. Airlines are expected to define strategy to be adopted to drag-generating parts

5. INFORMATION/TRAINING5.1. Each airline must ensure that, for each type of aircraft, pilots are aware of CDO

performance requirements.

extension to stabilize aircraft in landing configuration at an altitude in compliance withflight safety, taking into account glide path at 3.2^ in Final Approach.

FOR ARRIVALS INTO PHUKET INTERNATIONAL AIRPORT (contd)CONTINUOUS DESCENT OPERATIONS (CDO)

PHUKET INTL


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1020304050 0515253545 5

4522

1151

| J

EPPE

SEN

, 20

18,

2019

. A

LL R

IGH

TS R

ESER

VED

.

Proc

edur

es a

nd w

aypo

ints

ren

amed

, ai

rway

s R-

203

and

Y-9

9 ad

ded,

RO

MBA

1A

rem

oved

.

10

31

57

22

58

08-00

08-30

98-00

98-30

99-00

.W 34.

MA

X 2

70 K

T

MA

X 2

70 K

T

MA

X270 K

T10

075 46

361

86.

1% V

/V (

fpm

)

Gnd

spe

ed-K

T30

025

020

015

0

927

1235

1544

1853

Thes

e SI

Ds

requ

ire

a m

inim

um c

lim

b gr

adie

ntof

6.1

% (

371

per

NM

) un

til

pass

ing

1100

0.

CO

NTO

UR

INTE

RVA

LS

6000

4000

2000


COMMS

LOST

COMMS

LOST

COMMS

LOST

COMMS

LOST

COMMS LOSTLOST

COMMS

COMMS

LOST

COMMS

LOST

COMMS

LOST

COMMSLOST LOST

3000

220^

4500

RP

A

165^

300015

NM

2500

11000

11000

11000

11000 1

1000

11000

.Y 5.

VTS

P/HKT

PHUKET

IN

TL

CHA

NG

ES:

JEPPESEN

PHUKET

, TH

AILAND

.RNAV.SID

.Tr

ans

alt:

110

00

10-3

A22

MA

R 19

. L 75 9.

. L 515 .. R 325.

. G 33 1.

.G 458.

.R 575..W

33.

Set

tran

spon

der

code

760

0. P

roce

ed o

n

whi

chev

er i

s hi

gher

unt

il n

ext

com

puls

ory

(RWY 2

7)RN

AV D

EPART

URE

S

whe

n in

stru

cted

by

ATC

.5.

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tial

cli

mb

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e 50

00,

furt

her

clim

b

82A

pt E

lev

.L 645.

.P 627.

. B 57 9.

. W 14 .

4. N

o tu

rn b

efor

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part

ure

end

of r

unw

ay.

.Eff.28.Mar.

265^

088^

16.7

14.5

034^

10.7

IGEVI

10.0

020^8.7

SUSID1B

SUSID

9.911

3^16

.7

REB

ED1B

8.1

067^

17.3

SAVSA

1B

10.3

UPSA

B

335^

16.1UPSAB1

B

268^

18.1

225^

20.0

ANP

UB1B

054^

21.3

EMRI

T1B

085^

16.7

ONETI

100^

17.9

SA

TVA

306^

17.0

SATV

A1B

UBNEN

ANPUB

SA

VSA

SP6~3

SP6~2

SP6~4

SP6~6

SP6~1

SP5~1

SP4~1

SP4~2 S

P4~4

REBED

EPG

OT

EM

RIT

UBNEN1B

IGEV

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B

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OT1B

.Y. 99

..R.

588.

.R.203.

1020304050 0515253545 5

6.5%

V/V

(fp

m)

494

658

987

1316

1646

1975

Gnd

spe

ed-K

T75

100

150

200

250

300

SID

, co

mpl

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ith

last

ass

igne

d le

vel

or M

FA

repo

rtin

g po

int

then

cli

mb

to f

ligh

t pl

ancr

uisi

ng l

evel

.

ANPU

B1B

[ANPU

1B]

EMRIT1

B [EMRI1B

]EP

GOT1

B [EPG

O1B

]IGEV

I1B

[IGEV

1B]

ONET

I1B

[ONET

1B]

REBED1B

[RE

BE1B

]SA

TVA1B

[SA

TV1B

]SA

VSA

1B [SA

VS1

B]SU

SID1B

[SU

SI1B

]UBN

EN1B

[UBN

E1B]

UPS

AB1

B [UPS

A1B

]

3.

RA

DA

R r

equir

ed.

2.

GNSS o

r DM

E/DM

E/IR

U r

equir

ed.

1.

RNA

V 1

requir

ed.

Pro

cedu

res

and

way

poin

ts r

enam

ed,

airw

ays

R-20

3 an

d Y-9

9 ad

ded,

los

t co

mm

s, R

OM

BO

1B r

emov

ed.

| J

EPPE

SEN

, 20

18,

2019

. A

LL R

IGH

TS R

ESER

VED

.

10

31

57

22

58

08-00

08-30

98-00

98-30

99-00

.W 34.

MA

X 2

70 K

T

Thes

e SI

Ds

requ

ire

a m

inim

um c

lim

b gr

adie

ntof

6.5

% (

395

per

NM

) un

til

pass

ing

1100

0.

CO

NTO

UR

INTE

RVA

LS

6000

4000

2000


D79.

0

039^

3000

225^4600

TUP VOR

135^

25002500

1100011000

CHANGES: | JEPPESEN, 2018. ALL RIGHTS RESERVED.

.SID.VTSP/HKT JEPPESEN

10-3B

Apt ElevContact Phuket Approach on 124.7 after take-off.82Trans alt: 11000

New format.

NOT TO SCALE

110.6 STNSTNDSURAT THANI

1020

300

515

2535

5

010^

070^ hdg

hdg

SURAT 1BSURAT 1A

116.9 PUTPHUKET

PUTD

20 APR 18

2248

31

58

08-00

08-30

98-30

. G.45 8.

PHUKET INTLPHUKET, THAILAND

(RWY 09)

(RWY 27)

INITIAL CLIMBSID

SURAT 1A

SURAT 1B

Climb runway heading until 2500 or above. Then turn LEFT heading 010^ to

Climb runway heading until 2500 or above. Then turn RIGHT heading 070^ tointercept and proceed on PUT R039. EXPECT RADAR control.

30025020015010075

327 435 653 871 1089 13064.3% V/V (fpm)

Gnd speed-KTRWY 09: Departure gradient 4.3%.

intercept and proceed on PUT R039. EXPECT RADAR control.

SURAT 1A (STN 1A) DEPARTURE

SURAT 1B (STN 1B) DEPARTURE

CONTOURINTERVALS

4000

2000


115^

D86

.0

KRABI

VTSG

30

00

225^

4600

VOR T UP

135^

2500

2500

11000

11000



10-3C

Apt

Ele

vCon

tact

Phu

ket

App

roac

h on

124

.7 a

fter

tak

e-of

f.82

Tran

s al

t: 1

1000

New format.

1020

300

515

2535

5

130^

100^

hdg

hdg

NO

T T

O S

CA

LE

116.6

TRN

TRN

DTR

AN

G

.W.14.

116.

9 PU

TPH

UKET

D

PUT

TRA

NG

1A

TRA

NG

1B

20 APR 18

31

57

58

84

08-00

98-30

99-00


(RWY 0

9)

(RWY 2

7)

INIT

IAL

CLI

MB

SID

TRA

NG

1A

TRA

NG

1B

300

250

200

150

100

75 327

435

653

871

1089

1306

4.3%

V/V

(fp

m)

Gnd

spe

ed-K

T

RWY 0

9: D

epar

ture

gra

dien

t 4.

3%.

Cli

mb

runw

ay h

eadi

ng u

ntil

250

0 or

abo

ve.

Then

tur

n RI

GH

T he

adin

g 13

0^ t

oin

terc

ept

and

proc

eed

on P

UT

R115

. EX

PECT

RAD

AR

cont

rol.

Cli

mb

runw

ay h

eadi

ng u

ntil

250

0 or

abo

ve.

Then

tur

n LE

FT h

eadi

ng 1

00^

toin

terc

ept

and

proc

eed

on P

UT

R115

. EX

PECT

RAD

AR

cont

rol.

TRANG 1

A (TR

N 1

A) DEP

ART

URE

TRANG 1

B (TRN

1B) D

EPART

URE


D97.

0

134^

3000

225^

4600

VOR

TUP

135^

2500

2500

11000

11000



10-3D

Apt

Ele

v

Con

tact

Phu

ket

App

roac

h on

124

.7 a

fter

tak

e-of

f.82

Tran

s al

t: 1

1000

New format.

1020

300

515

2535

5

100^

hdg

NO

T T

O S

CA

LE

116.

9 PU

TPH

UKET

D

PUT

UTHA

I 1A

UTHA

I 1B

160^

UTHA

I

hdg

. R .325 .

20 APR 18

10

31

22

58

08-00 98-00

98-30

to inte

rcept

and p

roceed o

n P

UT R

134. EXPECT R

ADAR c

ontr

ol.

to inte

rcept

and p

roceed o

n P

UT R

134. EXPECT R

ADAR c

ontr

ol.

Climb r

unway h

eadin

g u

ntil 2500 o

r above. Then t

urn

LEFT h

eadin

g 1

00^


(RWY 0

9)

(RWY 2

7)

INIT

IAL

CLI

MB

SID

UTHA

I 1A

UTHA

I 1B

300

250

200

150

100

75 327

435

653

871

1089

1306

4.3%

V/V

(fp

m)

Gnd

spe

ed-K

TRW

Y 0

9: D

epar

ture

gra

dien

t 4.

3%.

UTH

AI 1A

(UTH

AI 1A

) [UTH

A1A

] DEP

ART

URE

UTH

AI 1B

(UTH

AI 1B

) [UTH

A1B

] DEP

ART

URE

Climb r

unway h

eadin

g u

ntil 2500 o

r above. Then t

urn

RIG

HT h

eadin

g 1

60^


PHUKET, THAILANDPHUKET INTL

VTSP/HKT JEPPESEN

17 NOV 17

New chart. | JEPPESEN, 2017. ALL RIGHTS RESERVED.

1. PROCEDURES

1.1 Departures:

Aircraft shall taxi entering Runway 09/27 via Taxiways A, B, E, F or G.

1.2 Arrivals:

Runway 27 in use: aircraft shall vacate the runway via Taxiways A, B or E.

Runway 09 in use: aircraft shall vacate the runway via Taxiways F or G (except aircraft codes A, B and helicopters).

Closure markings are displayed on the closed taxiways which are indicated by solid yellow crosses (X) signs along with omni-directional fixed red lights activated along

the sections of the closed areas.

2. MARKING AND LIGHTING FOR UNSERVICEABLE AREAS

Effective from 27 October 2017, taxiways C and D at Phuket International Airport are closed. Refer to the diagram on chart 10-8A.

10-8

CHANGES:

REVISED CLOSURE OF TAXIWAY C AND D

AT PHUKET INTERNATIONAL AIRPORT


27

AB

Con

trol

Tow

erE

P

FG

09


VTSP/HKT JEPPESEN

Term

inal

Pass

enge

r

17 NOV 17

xx

LEG

END

Clo

sed

mar

king

(Ta

wiw

ays

C,

D)

x

10-8A

New chart. | JEPPESEN, 2017. ALL RIGHTS RESERVED.CHANGES:

REV

ISED

CLO

SU

RE O

F T

AX

IW

AY

S C

AN

D D

AT

PH

UK

ET

IN

TL A

IRPO

RT

(contd)


10-8BVTSP/HKTJEPPESEN

6. VALIDITY

MAINTENANCE PROGRAMPHUKET INTERNATIONAL AIRPORT RUNWAY

1. INTRODUCTION

2. CLOSURE OF RUNWAY 09/27

December 20197, 21

operations in accordance with slot allocation.

3.3 All construction equipment will be kept clear when Runway 09/27 is operational.

4. REVISIONS TO CLOSURE PROGRAM

4.1 The closure program may be revised in the event of forecast or actual adverse weatherconditions or other extenuating circumstances.

5. CONTACT

Unit:

Fax:Tel:

E-mail:

+ 667 635 1874+ 667 635 [email protected]

For more information concerning the slot clearance request contact via the following:Unit:E-mail:

CAAT : Airport Slot Allocation Group (SAG)[email protected]

3. PRECAUTIONS

4.2 Any revision to the closure program will be promulgated by NOTAM.

Airport, to keep the runway surface in optimal conditions in order to maintain continuous andsafe aircraft operations.

Runway 09/27 will be closed due to runway maintenance program; date and UTC time are

3.1 All aircraft operators operating during these periods are planned to reschedule the flight

For further information contact via the following:Aeronautical Information Services, Phuket International Airport.

This chart will remain current until 27 October 2020 at 2300 UTC. Any change to the contentwill be notified through NOTAM.

be delayed and aircraft operators should plan to carry sufficient contingency fuel.

3.2 Due to traffic congestion, departing and arriving aircrafts operating during this period will

July 2020

2 - 6

16, 30

2 - 6

9 - 13

Month/Year Dates Period of Closure (UTC) Total Duration of Closure (hr.)

January 2020

February 2020March 2020

April 2020

May 2020

June 2020

August 2020

September 2020

October 2020

3, 17, 311 - 4

5 - 9

215, 19

7 - 11

14, 28

7 - 1125

8, 22

14 - 18

27

5:305:305:305:30

5:308:305:305:305:308:30

5:30

8:305:305:30

5:308:305:30


5:30

5:30

1730 - 2300

1730 - 2300

Daily 1730 - 2300Daily 1730 - 0200 (+1)

1730 - 23001730 - 2300

Daily 1730 - 2300Daily 1730 - 0200 (+1)

1730 - 2300

1730 - 2300Daily 1730 - 2300

Daily 1730 - 0200 (+1)1730 - 23001730 - 2300

Daily 1730 - 2300Daily 1730 - 0200 (+1)

1730 - 2300

of this chart is to inform all concerned of the runway maintenance program at Phuket International

described in a charted table.

10 JAN 20

With effect from 24 December 2019 at 1730 UTC until 27 October 2020 at 2300 UTC, the purpose

Period: December 2019 - October 2020.

1 - 10 and 24 Daily 1730 - 2300

4 - 13 and 18 Daily 1730 - 2300

Dates and times revised.


CHANGES:


27265^

Elev 19'

A B

Elev 82'

Control Tower

197'60mStopwayVOR

All Rwys

Eng

3 & 4Eng

TAKE-OFF

All Rwys

AIR CARRIER (FAR 121)

400m

ABCD

AIR CARRIER

2

Adequate Vis Ref

500m

EP

F G

0927

HIRLSALSREIL

HIRLPAPI (angle 3.0^)PAPI (angle 3.2^)

RVRRVR 9076' 2766m

148'45m

Low-level wind shear alert system.

09085^

60m197'Stopway

FOR PARKINGPOSITIONS SEECHART 10-9A

9842' 3000m

Maneuvering on movement area:

All Rwys

LVP must be in Force

250m

300m

RCLM (DAY only) RCLM (DAY only)or RLor RL

Apt ElevPHUKET, THAILAND

PHUKET INTLN08 06.8 E098 18.5

10-982'

ATIS PHUKET Ground Tower

128.0 121.9 118.1

RVR

VIS 400m

08-07 08-07

98-18

98-18

98-19

98-19

98-20

98-20

VTSP/HKT JEPPESEN

Terminal


ARP

Passenger

1. Area of Apron D and most all of the area between Apron A to C is the blind spot area,when ATC instruction is issued, aircraft are to maneuver by pilot discretion.

VAR 0^

18 MAY 18 .Eff.24.May.

due to minimum distance between rwy center line is 492'(150m), aircraft code C, D and E

a) Before departing aircraft code C,D or E enter RWY or,b) Before arriving aircraft code C,D or E crosses 4 nm on final.

centerline and objects is 130'(39.5m), wide body aircraft shall taxi with extreme caution.

taxiing on twy P shall be instructed to hold under the following conditions:

2. Special maneuvering procedure at Phuket Aerodrome on twy P, when visibility below 3000m,

3. Taxiing on twy P connecting with twy E, due to the minimum separation distance between twy

Separation between Rwy centerlineand center line of Twy P is 492' (150m).

C D

4. 180 degree turns on runway are not allowed for aircraft code letter C or higher. Turn shall bemade on the runway turn pad located near the threshold of runway 27.

Movement area note 4 added.

RWY

ADDITIONAL RUNWAY INFORMATION

ThresholdLANDING BEYOND

USABLE LENGTHS

WIDTHTAKE-OFFGlide Slope

5000

1500

1000

1000500

0

0

Feet

Meters

2000 3000 4000

CHANGES:

RUNWAY INCURSION HOT SPOTS

HS1

HS2HS3

HS1


10-9AVTSP/HKTJEPPESEN


A B

E

P

P

P

RWY 09-27

E098-18.6E098-18.5E098-18.4E098-18.3E098-18.2E098-18.1

P

18 MAY 18

CD

.Eff.24.May.

Parking stand push-back note.


N08 06.6 E098 18.5

COORDINATES COORDINATES

N08 06.7 E098 18.4APRON B

N08 06.6 E098 18.4

APRON A

N08 06.5 E098 18.3

APRON C

21 thru 23N08 06.7 E098 18.524 thru 283 thru 5

CHANGES:

N08 06.4 E098 18.3

N08 06.6 E098 18.3

1, 2

6

7 thru 9

N08 06.3 E098 18.3

APRON D

N08 06.5 E098 18.2N08 06.6 E098 18.2

N08 06.5 E098 18.134, 34L, 34RN08 06.4 E098 18.1

PARKING STAND COORDINATESSTAND No.STAND No.

TERMINALPASSENGER

N08-06.3

N08-06.5

N08-06.6

N08-06.7

7

8

9

10

11

12

14

15

16

APRON A

6 5 43 2 1

APRON B

31

32R

32L32

33R

33L33

34R3434L

35

36

37

38

39

40

APRON D

T3T4

T5

T2

T2

T1

T1

2122232425 262728

APRON C

Area of Apron D and most of the area between

35 thru 38N08 06.3 E098 18.139, 40

Apron A to C is the blind spot area, when ATCinstruction is issued, aircraft are to maneuverby pilot discretion.

T7

T6

14R

14L12R

12L

DOMESTIC

PASSENGERTERMINAL

INTERNATIONAL

32L, 33, 33L, 33R31, 32, 32R

N08 06.2 E098 18.316

12, 12R, 14, 14L, 14R, 15

10, 11, 12L

Use Taxilane T1, T2, T3, T4, T5, T6 and T7 to enter or exit aircraft stand number 7-16

Apron B: Use Taxilane P to enter or exitacft stand number 1-6 as advised by ATC.

(Apron A) and 31-40 (Apron D) as advised byATC.Apron C: Use taxilane C, D or P to enter orexit stand number 21-28 as advised by ATC.

Due to aircraft congestion, self-maneuvering is not permittedat any parking stand, all aircraft must use tow-bar for pushback procedure.

HS2

HS1

HS3


VTSP/HKT JEPPESEN

18 APR 08 10-9B PHUKET INTLPHUKET, THAILAND

RLG DOCKING SYSTEM-IN SYSTEM AT PHUKET INTL AIRPORT

1. INTRODUCTION

1.2 The system enables the pilots seated on the left of the cockpit to positionhis aircraft on the correct stand centerline and stop position.

2. PILOT OPERATING INSTRUCTIONS2.1 The pilot or co-pilot simply follows the center azimuth steering bars to

speed.keep the aircraft at the center, and to keep the aircraft to a reasonable

2.2 The azimuth indication consists of a central green bar and two red bars-one to each side of the green bar. The center green bar will always be on,while the red side bars will only come on, one at a time, when the aircraftis off center.

to the left, the left red bar will come on, along with the center green bar.

2.3 If the aircraft veers too far to the right, the right red bar will come on,along with the center green bar. Conversely, if the aircraft veers too far

The pilot would simply steer towards the green bar to get back to thecenter J-line.

2.4 When the aircraft is more than 30 meters away from the docking position,

line, and the azimuth bar(s) at lower center of the Pilot Display unit.2.5 Starting at 30 meters, the close-in distance will be displayed on the

second display line, along with the progress meter at the lower left cornerof the Pilot Display unit. The close in distance will be updated in 1meter increments.

2.6 Starting at 10 meters, the close-in distance will be displayed in 0.2 meterincrements.

2.7 If the aircraft is moving too fast, the Aircraft Display unit will let the

down the aircraft until the "2 FAST" message disappears.pilot know by displaying the message "2 FAST". The pilot should slow

2.8 If the incoming aircraft does not match the expected aircraft (shown onthe top line of display) the message "NO ID" will immediately be displayedon the first line, and the message "STOP", in red, on the second line ofdisplay. The pilot must stop the aircraft immediately, and follow anyinstructions from the ground crew.

2.9 If the aircraft overshoots and moves beyond the designated dockingposition, the Aircraft Display will display the message "2 FAR" toindicate the over travel. The pilot should also stop the plane immediatelyif this happens.

2.10 RLG system parking sequence

| JEPPESEN, 2008. ALL RIGHTS RESERVED.New procedure.

a.) In this picture the aircraft is at a distance greater than

centerline.30 meters from the parking position and is directly at the

Note that the progress bar and digital close-in distanceare not displayed when the aircraft is greater than 30meters away from the docking position. A Boeing 747aircraft is expected.

b.) In this picture the aircraft is exactly 30 meters from the

Starting at 30 meters, the digital close-in distance(second line of display) is displayed, in 1 meter increments.The progress meter (lower left) will also be activated atthis distance.

has returned to the centerline.c.) The aircraft is at 20 meters from the docking position and

on position every 2.5 meters.Note position of progress meter. The arrow will advance

d.) In this picture the aircraft is at 10 meters and is on thecenterline.

1.1 The RLG docking system-in system is installed at bays 4, 8, 9 and 10.

the only indications will be the aircraft type displayed on the first display

docking position, but is off to the right of the centerline.

B747

B74730M

B74720M

B74710M

CHANGES:


JEPPESENVTSP/HKT18 APR 08 10-9C PHUKET INTL

PHUKET, THAILAND

| JEPPESEN, 2008. ALL RIGHTS RESERVED.New procedure.

displayed in 0.2 meter increments.Note that at below 10 meters, the close-in distance is

and has again veered off the left of centerline.e.) The aircraft is now at 6.2 meters from the docking position

and perfectly centered.f.) Finally the aircraft is perfectly parked at the stop position,

of the arrow and the stop line on the progress meter.The word "STOP" is displayed in red. Note also the merging

3. ALLOCATION OF AIRCRAFT PARKING BAYSAll aircraft parking bays are allocated by Ground/Apron controller withregard to aircraft type involved and prevailing or anticipated traffic situation.

4. AIRCRAFT MARSHALLING AND TOWING SERVICES

either manually or by the aid of the RLG Guide-in system and the pushing outof aircraft for departure shall be under the responsibility of the aircraftoperator or its appointed ground handling agency.

5. TAXIING PROCEDURES5.1 Arriving Aircraft

Aircraft entering the aprons are to follow closely to the taxiway and aproncenterline so as to avoid reducing safety distances between them andparking aircraft.

5.2 Departing Aircraft

centerline.When start-up clearance is issued by ATC, then pushed out onto apron

The marshalling of scheduled, non-scheduled and casual aircraft into the bays

B7476.2M

B747STOP

CHANGES:


VTSP/HKT10-9D PHUKET INTL

PHUKET, THAILAND


SAFEDOCK TYPE 25 LASER SCANNER SYSTEM

INTRODUCTION

All types of aircraft programmed into the system are as follows:

THE SYSTEM DESCRIPTION

TYPES OF AIRCRAFT

exceed a speed of 6 kts when using the docking system.

The safedock type 25 laser scanner system is installed at parking bays NR1 and11. The docking system enables wide-body aircraft to park at the correct positionon the parking bays without the assistance of a marshaller. Pilots should not

location relative to the airbridges.wall in front of the parking bays to ensure the aircraft stops in the correctThe system consists of a display screen and laser scanner located at the terminal

The system consists of two components which supply the following informationto the pilot:

a. The top alphanumeric information display which shows aircraft type designationin yellow.

b. The azimuth and centerline guidance display in red and yellow and the closingrate bar in yellow.

The types of aircraft are programmed into the system and the additional aircrafttypes can be selected from the operator panel before the aircraft approaches theparking stand.

Bay

Bay A340 DC10 MD11 B741 B742 B743 B744 B777 L1011

A310A300DC9DC8B767B757B737B727B707 A319 A320 A321 A330

11

11

1

1

JEPPESEN

7 APR 17

None.CHANGES:


VTSP/HKT10-9E PHUKET INTL

PHUKET, THAILAND

1. INTRODUCTION

1.2 The system enables the pilots seated on the left of the cockpit to positionhis aircraft on the correct stand centerline and stop position.

SAFEGATE DOCKING SYSTEM-IN SYSTEM AT PHUKET INTL AIRPORT

2. PILOT OPERATING INSTRUCTION2.1 Safety Procedure

a.) General warningThe DGS system has a built-in error detection program to inform the

aircraft pilot of impending dangers during the docking procedure.If the pilot is unsure of the information, being shown on the DGS

information for clearance.b.) Item to check before entering the stand area

Warning: The pilot shall not enter the stand area, unless the dockingsystem first is showing the vertical running arrows. The pilot must notproceed beyond the bridge, unless these arrows have been supersededby the closing rate bar.

Warning: The pilot shall not enter the stand area, unless the aircraft

other information, such as 'door 2', shall also be checked.c.) The SBU message

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

2.2 START OF DOCKINGThe system is started by pressing one of the aircraft typebuttons on the operator panel. When the button has been

2.3 CAPTUREThe floating arrows indicate that the system is activatedand in capture mode, searching for an approaching aircraft.It shall be checked that the correct aircraft type is displayed.The lead-in line shall be followed.The pilot must not proceed beyond the bridge, unless thearrows have been superseded by closing rate bar.

pressed, WAIT will be displayed.

1.1 The SAFEGATE Docking System-in system is installed at bays 1, 2, 3, 4

display unit, he must immediately stop the aircraft and obtain further

JEPPESEN

7 APR 17

5, 6, 7, 8, 9, 10, 11, 12, 14, 15, 16, 31, 32L, 32, 32R, 33L, 33, 33R, 35, 36,37, 38, 39 and 40.

Note 1.1. | JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

type displayed is equal to the approaching aircraft. The correctness of

WAIT

B747

CHANGES:


VTSP/HKT10-9F PHUKET INTL

PHUKET, THAILAND

2.4 TRACKING

2.5 CLOSING RATE

When the aircraft has been caught by the laser, the floatingarrow is replaced by the yellow centerline indicator.

A flashing red arrow indicates the direction to turn.

The vertical yellow arrow shows position in relation to thecenterline. This indicator gives correct position and azimuthguidance.

Display of digital countdown will start when the aircraft is20 meters from stop position.

When the aircraft is less than 12 meters from the stopposition, the closing rate is indicated by turning off one rowof the centerline symbol per 0.5 meters, covered by the

remains to stop.aircraft. Thus, when the last row is turned off, 0.5 meters

2.6 ALIGNED TO CENTER

2.7 SLOW DOWNIf the aircraft is approaching faster than the acceptedspeed, the system will show SLOW DOWN as a warningto the pilot.

The aircraft is eight meters from the stop position. Theabsence of any direction arrow indicates an aircraft onthe centerline.

The aircraft is four meters from the stop position. The2.8 AZIMUTH GUIDANCE

2.9 STOP POSITION REACHED

yellow arrow indicates an aircraft to the right of the

direction to turn.

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

2.10 DOCKING COMPLETE

2.11 CHOCKS ON

When the aircraft has parked, OK will be displayed.

centerline, and the red flashing arrow indicates the

JEPPESEN

7 APR 17

2.12 OVERSHOOTIf the aircraft overshoots the stop-position, TOO FARwill be displayed.

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

| JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.Item sequence.

B747

B74710.0M

B747

SLOW

8.0M

DOWN

B747

STOP

4.0M

OK

TOOFAR

CHOCKON

CHANGES:


VTSP/HKT10-9G PHUKET INTL

PHUKET, THAILAND

Item sequence.

2.13 BAD WEATHER CONDITIONDuring heavy fog, rain or snow, the visibility for the dockingsystem can be reduced.When the system is activated and in capture mode, the displaywill deactivate the floating arrows and show DOWN GRADE.This message will be superseded by the closing rate bar, assoon as the System detects the approaching aircraft.The pilot must not proceed beyond the bridge, unless the

DOWN GRADE text has been superseded by the closing ratebar.

2.14 AIRCRAFT VERIFICATION FAILUREDuring entry into the stand, the aircraftgeometry is being checked. If, for anyreason, aircraft verification is not made 40

will first show WAIT and make a secondverification check. If this fails STOP andID FAIL will be displayed. The text will bealternating on the upper two rows of thedisplay.

The pilot must not proceed beyond thebridge without manual guidance, unless theWAIT message has been superseded by theclosing rate bar.

2.15 GATE BLOCKEDIf an object is found blocking the view fromthe DGS to the planned stop position forthe aircraft, the docking procedure will behalted with a GATE BLOCK message. Thedocking procedure will resume as soon as


2.16 VIEW BLOCKED


If the view towards the approachingaircraft is hindered for instance by dirt onthe window, the DGS will report a viewblock condition. Once the system is able tosee the aircraft through the dirt, themessage will be replaced with a closingrate display.

2.17 SBU-STOPAny unrecoverable error during the docking procedurewill generate an SBU condition. The display will showred stop bar and the text STOP SBU.

A manual backup procedure must be used for dockingguidance.

the blocking object has been removed.

JEPPESEN

7 APR 17

ft before the stop-position, the display

2.18 EMERGENCY STOPWhen the emergency stop button is pressed, STOP isdisplayed.


B747

SLOW

STOP FAILID

WAIT GATE BLOCK

WAIT VIEW BLOCK

STOP SBU

STOP

CHANGES:


VTSP/HKT10-9H PHUKET INTL

PHUKET, THAILAND

Item sequence.

2.19 ERRORIf a system error occurs, the message ERROR is displayedwith an error code. The code is used for maintenancepurposes and explained elsewhere.

2.20 SYSTEM BREAKDOWNIn case of a severe system failure, the display will go black,except for a red stop indicator. A manual backup proceduremust be used for docking guidance.

2.21 POWER FAILUREIn case of a power failure, the display will be completely

guidance.black. A manual backup procedure must be used for docking

JEPPESEN

7 APR 17


ERROR

CHANGES:


069^

105^

823'

1099'

960'

540'

Gnd speed-Kts 70 90 100 120 140 160

CIRCLE-TO-LAND

A

B

C

D

LOC (GS out)ILS

FULL ALS out MDA(H)

1300'(1218')

(1218')1300'

(1318')1400'

135

180

205

MaxKts100

770'(688')MDA(H)

LOC Descent GradientILS GS 3.20^

5.6%

ALS out

DA(H)540'(458')

D:550'(468')

MISSED APCH:

PHUKET, THAILANDPHUKET INTL 11-1

ATIS PHUKET Approach (R) PHUKET Tower Ground

128.0 124.7 121.9LOC

109.9IPKT

FinalApch Crs

267^

GS ILSDA(H)

Climb STRAIGHT AHEAD to 2500' then turn RIGHT

0.5 5.0

2500'

2000'

267^TCH 55'

CMM

267^

5.0

118.1

VTSP/HKTILS or LOC Rwy 27

D7.0 IPKT

1. PUT VOR DME and IPKT DME required.Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'

ABC:

STRAIGHT-IN LANDING RWY27

Not AuthorizedSouth of Airport

or401 516 574 688 803 918

5.0 4:17 3:20 3:00 2:30 2:09 1:53FAF to MAP

2500'PAPI PAPI

IPKTPUT

D7.0D6.9 D11.9

D12.0 IPKTPUT

087^ 267^

IPKT DME

ALTITUDE4.0 5.0 6.0 7.0985' 1325' 1665' 2000'

2200m

2300m

3200m

3600m

-2200m

-2400m

-4800m

D11.9 PUTIPKTPUT

D7.0D6.9

MM267^

087^

PHUKET116.9 PUTPUTD

ANFILD18.5 PUTD18.6 IPKT

4600

(IAF)

(IF)

222^

312^2500

25008.

0

8.0

OFFSET LOC

D12.0 IPKT

267^ 109.9 IPKTILS DME

IPKTRwy centerline 265^

08-00

08-10

98-20 98-30

D6.9 PUT

by ATC.direct to D7.0 IPKT/D6.9 PUT at 2500' and hold or as directed

MSA PUT VOR

CHANGES:

1441'1017'

915'

1476'

1263'

1047'

05

510

RT

BRIE

FIN

G S

TRIP

TM

Refer toMinimums

DD7.0IPKT

D6.9PUT

D2.0 IPKT

D2.0 IPKT

MANYUD18.5 PUTD18.6 IPKT

3000

(IAF)

1500m1600mVIS

RVR

Loc Crs offset 1.4^

2500'

SALS

MAP at MM

225^

135^

1119'


JEPPESEN

PHUKET Arrival (R)

120.7PA

NS O

PS

2000'(1918')

Apt Elev 82'

Rwy 82'

Rwy 82'

[FI27]

[CI27]

[FI27][FI27] [CI27]

2000'GS

21 SEP 18

4600

3000

Minimums.

1800m

1900m


1000

1000

HKTWF

LAZAM

LAZIO

ROMAA

(IAF)

(IAF)

(IF)

085^[MR~9]

123^

303^

021^

201^

MISSED APCH:



128.0 124.7 121.9Final

Apch Crs

085^

118.1

VTSP/HKT

Alt Set: hPa Trans level: FL 130 Trans alt: 11000'

BRIE

FIN

G S

TRIP

TM

JEPPESEN

6.9 2.512.0 5.1 0

3000'

RNAV HKTWF

1700' (1681')

DA(H)

870' (851')

100

135

180

205

Gnd speed-Kts 70 90 100 120 140 160

2000m

4400m

4800m

[MR~9]

RT

MSA ARP

1500'

Procedure Alt

Rwy Elev: 1 hPa

REILPAPI

1500'


LNAV/VNAV

220^

165^

1

1

to GENOA and hold at 4000', or as directed by ATC.Climb on track 085^, at 2500' turn RIGHT direct

CIRCLE-TO-LAND

A

B

C

D

MaxKts MDA(H)

STRAIGHT-IN LANDING RWY 09

LNAV

MDA(H)

LNAV/VNAV

DA(H) 870'(851') 900'(881')

1500'

Not Authorized South of Airport

2000m

4000m

4400m

1600m

Descent Angle 372 478 531 637 743 849on 085^ GENOA

to RW~9085^

1.6

4000

123^

5.9

021^

7.8

1.0 NMto RW~9

GENOA

315^135^

4000

MISSED APCH FIX

05

510

08-00

08-10

98-00 98-10

98-20

1.0

4500' between25 and 15 NM

2500' 4000'

4000

MAP at 1.0 NM to RW~9

PA

NS O

PS

2.6

3.00^

TCH 50'

Rwy 19'

3.00^

MAX 220 KT

MAX 200 KT

KALIM(IAF)

MAX 200 KT

085^5.0

MAX 220 KT

1090'

960'

540'

1099'

085^

(1418')-2000m

(1418')-2400m

(1418')-4800m

4000

4000

4000

4000

Apt Elev 82'

Rwy 19'

085^

1. RNP APCH REQUIRED. 3. No turns before MAP.

2. Baro-VNAV not authorized below 15^C (59^F).

RNAV (GNSS) Z Rwy 09

Communications.

1 DEC 17

PHUKET Arrival (R)

120.7

MAP1025'1700'3.0HKTWF

ALTITUDE

4.0 2.61345' 900'

NM to THR

CHANGES:

3000' 1700'

900' MDA

LAZAMHKTWF 1.0 NM


1000

1000

1000

1000

1000

HKTEF

BARON

MANYU

ANFIL(IAF)

(IAF)

045^

225^

8.43.2

265^

13.65.20

3000'

830'(748')

100

135

180

205

A

B

C

D

CIRCLE-TO-LANDSTRAIGHT-IN LANDING RWY

MDA(H)

Gnd speed-Kts 70 90 100 120 140 160

LNAV

ALS out

SALS

PAPIPAPI

1500'

LTBANLY

1600m 1500'

05

510

MISSED APCH:


FinalApch Crs

265^

VTSP/HKT

Alt Set: hPa Rwy Elev: 3 hPa Trans level: FL 130 Trans alt: 11000'

BRIE

FIN

G S

TRIP

TM

JEPPESEN

165^

220^

3000'

RNAV HKTEF

1900' (1818')

DA(H)

740' (658')

MSA ARP

RW27

1900'

Procedure Alt


LNAV/VNAV1

1 4500' between25 and 15 NM

Climb on track 265^, at 2500' turn LEFT directto BANLY and hold at 4000', or as directed by ATC.

1. RNP APCH REQUIRED. 2. Baro-VNAV not authorized below 15^C (59^F).3. No turns before MAP.

(IF)

BANLY4000

202^

022^

333^

153^

MAP at RW27

on 265^2500' 4000'


1500'

ALS outDA(H) 740'(658')

LNAV/VNAV

1200m 1600m

2800m

3200m

2000m

1200m

3600m

4000m

Descent Angle 396 510 566 679 793 906

2.0

MISSED APCH FIX

4000

4000

4000

202^

6.0

333^

6.5

265^

98-20

98-30

1000'MDA

08-10

08-00

PA

NS O

PS

TCH 50'

3.20^

3.20^

Rwy 82'

MAX 220 KT

MAX 200 KT

MAX 220 KT

2.0

1129'

1057'

594'

1441'

824' 1020'

1476'

960'

540'

1099'

265^

Apt Elev 82'

Rwy 82'

4000

4000

(1418')-2000m

(1418')-2400m

(1418')-4800m

265^

RNAV (GNSS) Z Rwy 27

Communications.

1 DEC 17


128.0 124.7 121.9118.1PHUKET Arrival (R)

120.7ATIS PHUKET Tower Ground

128.0 121.9118.1

MAP1900'1160'

4.01500'

2.0830'

HKTEF3.0ALTITUDE

NM to MAP

CHANGES:

MaxKts MDA(H)

27

BARONHKTEF

RW27


1000

1000

1000

1000

1000

1000

1000

1000

1000

1000

MISSED APCH:


FinalApch Crs

085^

VTSP/HKT

Alt Set: hPa Trans level: FL 130 Trans alt: 11000'BRIE

FIN

G S

TRIP

TM

JEPPESEN

3000'

RNAV

Gnd speed-Kts 70 90 100 120 140 160

MSA ARPRwy Elev: 1 hPa

REILPAPI

220^

165^

1

1


PA

NS O

PS

Apt Elev 82'

Rwy 19'SAMON

1000'DA(H)

650'(631')

SAMON

085^1000'

03.1

A

B

C

D

3.1

RNP 0.30

DA(H) (631')

RNP 0.30


TCH 50'2.80^

(FAP)

RNAV (RNP) Y Rwy 09

SAMON

085^

HK4912.3 HK495

2.9

HK497

5.1

315^135^

GENOA

12.9

KALIM(IAF)

HK45~

085^

3.8 085^10.1

MODON

TUNAA(IAF) 23

2^27.2

HK87~232^

3.5

6.7

SP8~1

SAABA(IAF)

312^

16.4

HK68~ 312^

3.5

6.7


Rwy 19'

650'

NOT APPLICABLE

3600m

CAT C & D

MANDATORY

3000

Glide Path Angle 2.80^ 347 446 495 594 693 792

3100

3000MAX 200 KT

4000

3000MAX 220 KT

4000

4000

4000

085^

158^

085^

(981')

Climb to 4000' via the RNAV (RNP) MissedApproach track to GENOA or as directed by ATC.

05

510

1520

07-50

08-00

08-10

98-10 98-20

12-20

4000'085^ HK491via D

960'

1441'

824'

1004'

1768'

538'

1476'

540'

1099'

Mandatory Alt

10000MAXIMUM

RNP AR APCH REQUIRED. GNSS and RF REQUIRED.1. Approach not authorized when airport temperature below 68^F (20^C). 2.VTSP altimeter setting required. 3. PAPI and vertical path angle not coincident. 4. TOGA to NAV required. 5. Procedure requires RNP 0.30 from IAFs to RWY. 6. Procedure requires RNP 0.40 from RWY to HK491.

RWY~9

RWY~9

[RW~9]

[RW~9]

MAXIMUM8000

MAP at DA

MDA

1 DEC 17


128.0 124.7 121.9118.1PHUKET Arrival (R)

120.7

Communications.

NOT TOSCALE

CHANGES:


1000

1000

1000

1000

1000

1000

1000

1000

1000

1000

MISSED APCH:


FinalApch Crs

265^

VTSP/HKT

Alt Set: hPa Trans level: FL 130 Trans alt: 11000'

BRIE

FIN

G S

TRIP

TM

JEPPESEN

3000'

RNAV

Gnd speed-Kts 70 90 100 120 140 160

MSA ARPRwy Elev: 1 hPa

220^

165^

1

1

265^ HK591


4000'

PA

NS O

PS

Apt Elev 82'

Rwy 27'DIVER

1200'DA(H)

780'(753')

DIVER

265^ 1200'

0 3.6

A

B

C

D

3.6

RNP 0.30DA(H) (753')

RNP 0.30


TCH 50' 2.80^

(FAP)

RNAV (RNP) Y Rwy 27


Rwy 27

780'

NOT APPLICABLE

CAT C & D

MANDATORY

Glide Path Angle 2.80^ 347 446 495 594 693 792

Climb to 4000' via the RNAV (RNP) MissedApproach track to BANLY or as directed by ATC.

05

510

1520

12-21

DIVER

265^

HK591SAMON 3.6

HK5973.6

14.3

BARON(IAF)

HK58~265^5.6

265^4.4

PACUS

FEENA(IAF)

325^7.6

HK76~

325^5.0

4.4

STONE

MALIN(IAF)

206^10.8

HK572206^3.0

3.4

214^

265^

4000

225^04

5^

BANLY4000

MISSED APCH FIX

4000

MAX 230 KT2200

2500

2500

MAXIMUM

3100

3000

(1173')

via D

4400m

SALS

PAPIPAPI

08-00

08-10

08-20

98-30

1119'

960'

1886'

1441'

824' 1020'

1004'

1768'

538'

1476'

879'

540'

1558'

1099'

RNP AR APCH REQUIRED. GNSS and RF REQUIRED.1. Approach not authorized when airport temperature below 68^F (20^C). 2.VTSP altimeter setting required. 3. PAPI and vertical path angle not coincident. 4. TOGA to

MAXIMUM

NAV required. 5. Procedure requires RNP 0.30 from IAFs to HK591.

Mandatory Alt

RWY27

RWY27

[RW27]

[RW27]

4000MAXIMUM

MINIMUM8000

5000

MDA

MAP at DA

4000m

1 DEC 17


128.0 124.7 121.9118.1PHUKET Arrival (R)

120.7

Communications.

NOT TO SCALE

CHANGES:

ALS out

1.2


A

B

C

D

CIRCLE-TO-LAND

205

180

135

100

MaxKts

1300'(1218')MDA(H)

MDA(H)


MISSED APCH:


VOR

116.9PUT

FinalApch Crs

075^

MDA(H)

Climb STRAIGHT AHEAD to 2500' then turn LEFT,

2500'REILPAPI

MSA PUT VOR

VTSP/HKT


VOR Y Rwy 09

No FAF1260'(1241')

continue climbing to 3000' back to PUT VOR and hold or as directed by ATC.

1260'(1241')Not Authorized South of Airport

1300'(1218')

1400'(1318')

3000'

116.9PUT

CAT A & BCAT C & D

2000'

3000'

25 NM

Start turn atCAT A & B:CAT C & D:

3 Min2 Min

PHUKET116.9 PUTPUTD

094^

274^

274^

267^CAT A & B

CAT C & D

075^

08-00

08-10

98-10 98-20

3000

824'

1099'

960'

540'

BRIE

FIN

G S

TRIP

TM

LT

05

510

2400m

2000m

4800m

-2000m

-2400m

-4800m

1. Arrival from Northwest and Northeast sector descend in holding pattern.


3000'

4600'

JEPPESEN

225^

135^

PA

NS O

PS


128.0 124.7 121.9118.1

PHUKET Arrival (R)

120.7

Apt Elev 82'

Rwy 19'

Rwy 19'

[FS~9Y]

[RW~9]

[FS~9Y] TCH 50'

6.1 0.3

[RW~9]

15 JUN 18

Gnd speed-KtsDescent Angle 3.00^

70 90 100 120 140 160372 478 531 637 743 849

MAP at VOR

3.00^

None.CHANGES:

274^

075^

VOR

267^

1411'

1476'


135^

277^

240^

135^

PUT116.9

PHUKET116.9 PUTPUTD

LAZIO

ROMAA

D17.2

D17.2

(IAF)

(IAF)

3000

3000

097^

277^

060^

240^

079^

259^

123^

2600

7.4

032^

26007.

7

3000

3000

MAX IAS 2

10 KT

MAX IAS 210 KT

MAX IAS 210 KT

1. PUT VOR DME required.

MAP at D1.5 PAPIREIL

05

510

BRIE

FIN

G S

TRIP

TM

[FS~9]

315^135^

GENOA

MISSED APCH FIX

Gnd speed-Kts 100 120 140 160

MDA(H)

9070

ALTITUDE

PUT DME 5.06.0

09

372 478 531 637 743 849

1900' 1600'

CIRCLE-TO-LANDSTRAIGHT-IN LANDING RWY

A

B

C

D

MaxKts100

135

180

205

MDA(H) 900'(881')

MISSED APCH:


VOR

116.9PUT

FinalApch Crs

079^

Minimum AltD6.0

1900'

MDA(H)

900'(881')

VORD11.0

5.0

D1.5

4.5

2600'2600'

D6.0

259^079^079^

1900'

1.3

MSA PUT VOR

VTSP/HKT


(1881')

VOR Z Rwy 09


-2400m

-4800m

1300'(1218')

(1318')1400'

2400m

4400m

4800m

4.01280'

3.0960'

[MA~9]

D6.0 to MAP 4.5 3:51 3:00 2:42 2:15 1:56 1:41

D20.0

225^

135^

4600'

3000'Climb STRAIGHT AHEAD to 2500' then turn RIGHT

continue climb on heading 180^ to intercept PUT VOR R-135 outbounddirect to GENOA at 3000' and hold, or as directed by ATC.

3000

MAX IAS210 KT

[MA~9]D1.5

900'2.8


2500'

RT

3000'

hdg180^on

1476'1099'

960'

540'

08-00

08-10

98-00 98-10

98-20

180^hd g

D11.0(IF)

JEPPESEN

PA

NS O

PS

Apt Elev 82'

Rwy 19'


128.0 124.7 121.9118.1

PHUKET Arrival (R)

120.7

[FS~9]D6.0

TCH 50'

Rwy 19'

3.00^

[CS~9]

[CS~9]

15 JUN 18

Descent Angle 3.00^

Descent Angle.CHANGES:


A

B

C

D

CIRCLE-TO-LAND

205

180

135

100

MaxKts

1300'(1218')MDA(H)

MDA(H)


MISSED APCH:


VOR

116.9PUT

FinalApch Crs

268^

MDA(H)

Climb STRAIGHT AHEAD to 2500' then turn RIGHT,

2500'

MSA PUT VOR

VTSP/HKT


VOR Y Rwy 27

No FAF1080'

continue climbing to 3000' back to PUT VOR and hold or as directed by ATC.

1080' Not Authorized South of Airport

1300'(1218')

1400'(1318')

3000'

116.9PUT

CAT A & B

CAT C & D2100'

3000'

25 NM

Start turn atCAT A & B:CAT C & D:

3 Min2 Min

PHUKET116.9 PUTPUTD

069^

076^CAT A & B

CAT C & D

268^

824'

1099'

960'

540'

2400m

2000m

4800m

-2000m

-2400m

-4800m

(998')

(998')

249^

069^

3000

08-00

08-10

98-10 98-20 98-30

ALS out

PAPI

SALS

PAPI

1. Arrival from Northwest and Northeast sector descend in holding pattern.

BRIE

FIN

G S

TRIP

TM0

55

10

RT


3000'

4600'

JEPPESEN

225^

135^

PA

NS O

PS

Apt Elev 82'

Rwy 82'

[FS27Y][RW27]

Rwy 82'

TCH 55'

1.4

[RW27]

[FS27Y]

5.6


128.0 124.7 121.9118.1

PHUKET Arrival (R)

120.7

15 JUN 18

Gnd speed-KtsDescent Angle 3.32^

70 90 100 120 140 160411 529 587 705 822 940

MAP at VOR

3.32

^

None.CHANGES:

069^

268^

VOR

076^

1411'

1476'


069^

105^

824'

1099'

960'

540'

Gnd speed-Kts 70 90 100 120 140 160

CIRCLE-TO-LAND

A

B

C

D

ALS out MDA(H)

1300'(1218')

(1218')1300'

(1318')1400'

135

180

205

MaxKts100

(978')MDA(H)

MISSED APCH:


VOR

116.9PUT

FinalApch Crs

268^

MDA(H)

Climb STRAIGHT AHEAD to 2500' then turn RIGHT

1.0 4.6

2500'

1900' 268^

5.0

VTSP/HKT



MAP at D2.4

2500'PAPI PAPI

D7.0 D12.0

088^ 268^

PUT DME

ALTITUDE

5.0 6.0 7.01280' 1600' 1900'

2400m

4800m

-2000m

-2400m

-4800m

D7.0 268^

088^

ANFIL

4600

(IAF)

(IF)

221^

311^2500

25008.

1

7.9

D12.0

08-00

08-10

98-20 98-30

MSA PUT VOR

05

510

RT

BRIE

FIN

G S

TRIP

TM

D

MANYU

3000

(IAF)

2000m

VOR Z Rwy 27

Minimum Alt

1900'(1818') 1060'(978')

direct to D7.0 at 2500' and hold or as directed by ATC.

1. PUT VOR DME required.

Not Authorized South of Airport1060'

D7.0D7.0 to MAP 4.6 3:57 3:04 2:46 2:18 1:58 1:43

372 478 531 637 743 849

D2.42500'

PHUKET116.9 PUTPUTD

D2.4

D18.5

D18.5

D7.0

SALS

VOR

225^

135^4600'

3000'

1129'


[FS27][MS27]

[FS27]

[MS27]

JEPPESEN

PA

NS O

PS

Rwy 82'

Apt Elev 82'

[CS27]

[CS27]

3.00^

Ground

121.9118.1

PHUKET Tower

124.7

PHUKET Approach (R)

120.7

PHUKET Arrival (R)

128.0

ATIS

TCH 55'

RWY 82'

15 JUN 18

Descent Angle 3.00^

Descent Angle.CHANGES:

1411'

915'

1476'

1020'


Documents

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