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Chapter 7
Airport Charts
Chapter 7 Airport Charts
§7.1 Introduction
§7.2 Airport Chart Information
§7.1 Introduction
The Airport Charts can help you find your
way around the taxiways at an unfamiliar
airport.
When you are airborne, you have a panel
full of avionics to confirm you seem to be
on your own for navigation.
This chart is located in one of two places in
your Airway Manual:
• On the back of the first approach chart
• As a standalone chart located before the
approach charts
Formats of Airport Charts:
• The “classic” chart format
• The “Briefing StripTM” chart format
The “classic” chart format provides
communication information on the right of
the chart heading, with airport information
on the left.
Heading of “classic” chart format
Heading of “Briefing StripTM”
chart format
Briefing StripTM
This chart format distributes the same
information across the top of the chart so
that you are reading it from left to right.
It’s a widely used format of airport charts.
§7.2 Airport Chart Information
The airport chart contains four primary
sections:
• Heading
• Plan view
• Additional runway information
• Takeoff and alternate minimums
Plan View
Heading
Additional Runway
Information
Takeoff and Alternate
Minimums
§7.2.1 Heading
The top of each airport chart provides
standard information about airport,
including the location and airport name,
elevation, and communication frequencies.
§7.2.1.1 Heading Border
Distinct areas of the heading:
• Location and Airport Name
• Chart Index Number and Dates
• ICAO Location Identifier and Airport
Information
• Communications Row
Location and Airport Name
Location Name/City Name
Airport Name
Select the right airport
within a particular city
Chart Index Number and Dates
Chart Index Number
Chart Date
ICAO Location Identifier and Airport
Information
The airport identifier, unique to each airport, is
a combination of the ICAO regional designation
and the airport’s governing agency designation
（IATA).
Airport Identifier Airport Elevation
ARP Coordinates
Coordinates represent the
airport location as provided by
the controlling authority
Communications Row
ATIS Frequency
Delivery Frequency
Ground Frequency
Departure
Tower Frequency Frequency
§7.2.2 Plan View
The airport chart plan view portrays an
overhead view of the airport, it can provide
you with graphical information about the
airport, such as its runways and lighting
systems.
Except the length and width of stop way and
taxiway, lighting system, the other part of
charts are portrayed on scale.
§7.2.2.1 Scales, Coordinate Tick
Marks and Magnetic Variation
To help you measure distance, the plan view
includes a scale showing both feet and
meters.
The scale a chart always use range from
1inch=1000feet to 1inch=6000feet.
Scale of the plan view of this chart is 1inch=1000feet
Latitude and longitude coordinate tick marks
are shown in tenths of minute increments
along the inside edges of the plan view.
If you are flying an aircraft with advanced
navigation equipment, such as an inertial
navigation system (INS), these tick marks
allow you to update your position more
accurately on the ramp before flight, and
improve equipment accuracy during flight.
Latitude and longitude
coordinate tick marks
The magnetic variation at the airport may be
depicted graphically in the plan view.
The arrow (s) enhance spatial orientation by
graphically illustrating that the top of the
chart is true north and therefore the
orientation of the airport environment may
not be squarely aligned to the plan view. If
you do not see the magnetic variation arrow
(s) symbol, look for the variation in the
heading.
Magnetic Variation
Magnetic
Variation
Runway
Number
Longitude
Latitude
Approach
Light
Runway
Length
ARP
RVR
Tower
Scale
Runway
Elevation
§7.2.2.2 Runway Information
The main focus of the airport diagram is to
show the layout of the runways, and to
provide information about the runways’
lengths, surfaces, and elevations.
If you need additional runway information,
such as lighting systems and usable
lengths, you can check them in the
Additional Runway Information table,
located either below the plan view or on the
back side of the airport chart.
The Runway Information is focused on the
following items:
• Runway Numbers
• Runway Elevations and Length
• Displaced Thresholds, Stopways, Overruns
• Runway Surface
• Arrester Gear and Barriers
• Non-Runway Landing Areas
Runway Numbers and
Magnetic Direction
Runway numbers are located at the end of
each runway. Jeppesen also lists the
actual magnetic direction of the runway,
which allows you to accurately compass
and heading indicator cross-check the
magnetic when lined up with the runway
centerline prior to flight.
Runway number is
magnetic unless
followed by “T” for true
in the far north.
Runway number and, when known,
magnetic direction unless followed by “T” for
true in the far north.
Seaplane operating area, or
water runway.
Closed runway. Temporarily
closed runways will retain
their length and runway
numbers.
Runway Elevations and Length
Elevations of the runways’ entrance and the
lengths of the runways are usually marked
at the end and the middle of the runways.
Runway number and
Magnetic Direction
Length
of 07R
Entrance
elevation
of 07L
Displaced Thresholds and Stop-ways
Displaced thresholds reduce the length
of runway available for landings. This
portion of runway prior to a displaced
threshold is available for takeoffs in
either direction, and landings only from
the opposite direction.
Stopways or overruns are areas
beyond the takeoff runway at least as
wide as the runway and centered upon
its extended centerline. They may be
used to decelerate an airplane during
an aborted takeoff.
Runway Surface
In the plan view of the charts, different
symbols are used to portray different
runway surfaces.
Paved runway
Unpaved runway, such as turf,
dirt, or gravel. The type of
surface is usually printed on
the chart next to the runway.
Seaplane operating area or
water runway. Dashed lines
indicate the operating area.
Pierced steel planking (PSP)
Area under construction
Arrester Gear and Barriers
Certain airports are equipped with a means
of rapidly stopping military aircraft on a
runway. This equipment, normally referred
to as emergency arresting gear, generally
consists of pendant cables supported over
the runway surface by rubber “donuts.”
Although most devices are located in the
overrun areas, a few of these arresting
systems have cables stretched over
operational areas the ends of a runway.
Unidirectional arrester gear
Bidirectional arrester gear
Jet barrier
Non-Runway Landing Areas
In addition to runways, the airport chart
indicated landing areas as follows:
Helicopter landing pad
Authorized landing area (may be
used on Australia charts with limited
runway source information
§7.2.2.3 Taxiways and Aprons
Taxiways link airport parking areas to the
runways. On the airport, you can easily
taxiways by their continuous yellow
centerline stripes. On the airport chart, you
can distinguish taxiways and aprons from
runways by their light gray color.
Taxiway and apron
Permanently closed Taxiway
Occasionally, the chart may show the
locations of holding positions.
These taxiway markings help keep aircraft
clear of runways and, at controlled
airports, mark the point that separates the
responsibilities of ground control from
those of the tower.
Hold lines may be located at taxiway
intersections.
Designated stop bar or
designated holding position
Category Ⅱ/Ⅲ holding
position
§ 7.2.2.4 Airport Facilities
The airport diagram includes symbols
depicting the main buildings at the
airport and any equipment on the airport
that may help pilots in navigation and
flight planning.
Buildings
ARP
Airport Identification
Beacon
Navids
RVR
RVR with letter
Cone
Tee
Tetrahedron
Buildings
Large Buildings
Buildings
Airport Reference Point
The airport reference point
(ARP) is at the approximate
geographic center of all usable
runway surfaces, and is the
point from which official
latitude and longitude
coordinates are derived. The
center of the crosshairs marks
the ARP’s exact location.
When the ARP is on a runway
centerline, an arrow points to
its exact location.
Navigational aids
On-airport navaid, such as
VOR ,NDB ,or LCTR
(locators, other than
locators associated with
ILS). When navaids are
offset from the runway, you
may need to make
significant adjustments in
your final approach course,
once the runway is in
slight.
RVR measuring site (transimissometer). The
primary instrument runways at major airports
may have as many as three transimissometers
providing RVR readings, which include
touchdown RVR, mid-RVR, and rollout RVR.
RVR
RVR with letter
RVR measuring devices
Wind direction indicators
Cone or wind sock. It is used at both
towered and non-towered airports. It can
provide the present wind conditions near the
runway’s touchdown zone.
Wind tee. Determine the wind direction from
a wind tee, but it doesn't indicate wind
intensity or gusty conditions. The tail of the
tee aligns itself like a weather vane into the
wind, so you can take off or land on the
runway that most closely parallels the
direction of the tee.
Tetrahedron. It is a landing
direction indicator, usually located
near a wind direction indicator. It
may swing around with the small
end pointing into the wind, or it may
be manually positioned to show
landing direction.
§ 7.2.5 Lights and Beacons
The majority of lighting symbols on the
airport diagram are approach lights and
beacons.
• Approach Lights
• Beacons
Approach Lights
Approach lights are normally shown to scale
in a pattern similar to the way they appear
at the airport.
ALSF-I
Approach
light system
with
sequenced
flashing
lights
Real
Composing
Chart
Name Abbreviation Symbol
ALSF-II
Approach
light system
with
sequenced
flashing lights
and red side
row lights the
last 1,000′
Real
Composing
Chart
Name Abbreviation Symbol
MALSR
Medium
intensity
approach
light
system
with
runway
alignment
indicator
lights.
Real
Composing
Chart
Name Abbreviation Symbol
MALSF
Medium
intensity
approach
light system
with
sequenced
flashing
lights
Real
Composing
Chart
Name Abbreviation Symbol
ODALS
Omnidirectional
approach
light system
Real
Composing
Chart
Name Abbreviation Symbol
RAIL
Runway
alignment
indicator
lights
Real
Composing
Chart
Name Abbreviation Symbol
CALVERT
CALVERT
Approach
Lights
Real
Composing
Chart
Name Abbreviation Symbol
CALVERT
（CATⅡ/Ⅲ）
CALVERT
（CATⅡ/Ⅲ）
Approach
Lights
Real
Composing
Chart
Name Abbreviation Symbol
When approach lights extend to a displaced
threshold, you see the following symbol:
Beacons
Beacons are depicted on the airport diagram
as stars “ ”.When the depicted beacon
is the airport identification beacon, the star
is circled “ ” and may appear with its
MSL elevation.
Reference Points
A representative selection of reference
points known to Jeppesen is depicted in
the airport plan view. When provided, the
elevation of reference points is expressed
as above mean sea level.
Lighted Pole
Pole Line
Railway
Road
Building
Tower
Unknown
Structure
Man-made
Reference
Points
Trees
Bluff
Nature Terrain
Natural
Reference
Points
§7.2.3 Additional Runway
Information
Some required airport information, such as lighting
systems and usable lengths, cannot be
portrayed in enough detail in the airport chart
plan view.
These information appears below the plan view in
the box titled “Additional Runway Information.”
This table provides information for each runway
charted in the airport diagram, except for
permanently closed runways, ultralight runways,
and ski strips.
Additional Runway Information
of Hong Kong INTL
Runway Light System RVR
Runway Width
Usable Length
Note
The first column lists each runway, grouped
in approach end pairs. Three types of
information are provided for each runway:
• Lighting systems and equipment
• Usable lengths
• Width
§7.2.3.1 Lighting Systems and
Equipment
Runway light System includes HIRL 、CL、TDZ. The
interval of HIRL is 60m；interval of CL is 15(30)m
Runway Light System
(1) HIRL
The HIRL systems generally have variable intensity
controls that can be adjusted from the control tower.
When there is not an operating control tower, you
may be able to adjust the intensity using the
Common Traffic Advisory Frequency (CTAF) or
UNICOM frequency.
On instrument runways, edge lights are white until the
last 2,000’ (or half of the runway, if less than
2,000’), where amber replaces white.
(2) CL
Runway centerline lights (CL) are flushmounted
in the runway to help pilots
maintain the centerline during takeoff and
landing.
Standard centerline lights are spaced at
intervals of 50 feet, beginning 75 feet from
the landing threshold and extending to
within 75 feet of the opposite end of the
runway.
At the approach end of the runway,
centerline lights are white.
They change to alternating red and white
lights when pilots have 3,000 feet of
remaining runway, and they are all red for
the last 1,000 feet of runway. These lights
are bidirectional so pilots can see the
correct color in the direction from which
pilots are approaching them.
Non-standard centerline lights are noted in
parentheses:
• CL (white): All lights are white for the full
length of the runway.
• CL (non-std): Non-standard, configuration
unknown.
• CL(50W,20R&W,20R ): Non-standard,
configuration known. First 5,000’ white
lights; next 2,000’ alternating red and
white lights; last 2,000’ red lights.
(3) TDZ
TDZ (Touchdown zone lighting) helps pilots
identify the touchdown zone when visibility is
reduced. The lighting consists of a series of
white lights flush-mounted in the runway.
The lights begin approximately 100feet from
the landing threshold and extend 3,000 feet
down the runway or to the midpoint of the
runway, whichever is less. These lights are
visible only from the approach end of the
runway.
(4) HST
There will also contain HST in the runway
lighting system.
High-speed taxiway turnoff lights are flushmounted
alternating green and yellow
lights spaced at 50-foot intervals. They
define the curbed path from near the
runway centerline to the center of the
intersecting taxiway. Taxiway centerline
lights are green and taxiway edge lights
are blue.
Approach Lights
Airport lighting systems range from the
simple lighting needed for VFR night
landings to sophisticated systems that
guide you to the runway in IFR conditions.
Be sure to familiarize yourself with each type
of lighting and its significance to VFR , as
well as IFR, operations.
Approach light---ALSF-Ⅱ
Availability of RVR Measuring
Equipment
RVR is listed in this section of the airport
chart when the specific runway has RVR
measuring equipment. Unless otherwise
stated, this equipment includes measuring
stations at the touchdown zone, midrunway,
and rollout end. The RVR
measuring site may have an identifying
letter or number.
RVR
§7.2.3.2 Usable Lengths
When usable runway lengths differ from
those depicted in the airport plan view, the
lengths are specified in the “Usable
Lengths” columns in the Additional
Runway Information section of the airport
chart.
Stopways, overruns, and clearways are not
included in these figures.
Blank columns indicate that the runway
length depicted in the airport plan view
applies.
An NA in any of these columns indicates
that takeoffs or landings are not authorized
for the runway shown.
Usable lengths
When taking off, the usable runway length is
limited, the length detonated is from the
point that the aircrafts begin to taking off
to the end of usable length. Stopways and
clearways are not included.
When the usable length is blank, the runway
length depicted in the airport plan view can
be used.
§7.2.3.3 Runway Width
The last column of the Additional Runway
information section lists the runway width.
Knowing the widths of an airport’s runways
can help compensate for runway-width
illusion.
A wider-than-usual runway can have the
opposite effect, with the risk of leveling out
high and landing hard, or overshooting the
runway.
A narrower-than-usual runway can create
the illusion that the aircraft is at a higher
altitude than it actually is. If you do not
realize the runway is narrow, the illusion
may entice you to fly a lower approach,
with the risk of striking objects along the
approach path, or landing short.
You can also determine the runway width by
counting the number of runway threshold
stripes, as indicated in the following table:
§7.2.3.4 Runway Restriction
Notes
Note underneath the additional runway
information table may provide several
types of information.
Runway is grooved; PAPI of 07L is fixed at the left of runway , angle 3°;
PAPI of 25R is fixed at the right of runway , angle 3°; HSTIL are located at
High-speed taxiways A4 and A6.
§7.2.4 Minimums
The bottom part of an airport chart includes
up to three separate sections:
• Takeoff minimums
• Obstacle departure procedures
• Alternate minimums
Takeoff minimums, which list the RVR and
VIS required during takeoff, are usually
depicted on Jeppesen chart worldwide.
Takeoff Minimums
Obstacle Departure Procedures
Obstacle departure procedures, depicted on
United States charts under certain criteria,
provide a textual description of flight
procedures. These help you transition
between the airport and the enroute
structure while maintaining necessary
obstacle clearance margins, particularly in
a non-radar environment.
Alternate Minimums
Alternate minimums are usually charted in
the United States to define the ceiling and
visibility required for an airport to be
designated as an alternate airport.
§7.2.4.1 Takeoff Minimums
• The takeoff minimums table lists the RVR
and VIS minimums required to ensure
visual guidance during the takeoff run.
• A ceiling is not required for take-off, except
when specified by the governing authority
to ensure obstacle clearance.
• When takeoff minimums are specified in
both ceiling and visibility, both values must
be available to the pilot.
When minimum vary between runways,
separate columns show the minimums that
apply to each runway, with the best
opportunity runways on the left.
Each runway column shows the minimums, in
ascending order, left to right.
The conditions for those minimums appear at
the top of each column.
Minimums are also based on aircraft category
under JAR OPS, or on number of engines
under United States Operations
Specifications.
The minimums, with conditions, appear in
one or more columns:
• Standard takeoff minimums
• Lower-than-standard published takeoff
minimums
• Higher-than-standard takeoff minimums
Standard Takeoff Minimums
Standard takeoff minimums are defined by
the governing authorities and apply
regardless of the lighting and other
equipment available to aid the pilot, unless
the governing authority has published
more restrictive minimums.
The Standard takeoff minimums of America
are: One or Two engines, RVR 50(5000FT)
or VIS 1mile; Three or Four engines, RVR
24(2400FT) or VIS 1/2mile.
Lower-than-standard Published
Takeoff Minimums
Lower-than-standard published takeoff
minimums may be published based on
availability of runway markings, lighting,
and/or low visibility reporting equipment
such as RVR. The required conditions are
listed in the column heading.
Higher-than-standard Takeoff
Minimums
Higher-than-standard takeoff minimums may
be public shed when obstructions or other
factors require greater visibility during IFR
climb out. These higher minimums may be
reduced if the aircraft can meet certain
requirements, such as a specified climb
gradient.
CL operative,
centre line of
the runway
can be seen.
One of the
TDZ, middle
and end of the
runaway RVR
inoperative,
meanwhile the
other two
operative, the
minimum for
take off is
RVR600FT.
Minimum for
adequate Vis
Reference
One or Two
engines,
RVR
50(5000FT)
or VIS 1mile;
Three or Four
engines,
RVR
24(2400FT)
or VIS
1/2mile.
When take off
from 6R, the
light、visual
reference
couldn’t meet
the standard,
the take off
minimum
require ceiling
to be
200ft,meanwhi
le VIS 1.25SM.
Take off from
6R, keep
Minimum
climb grads
281FT/MIN
until climb to
400FT.
The following is a part of Hong Kong airport which
is revised on October 28th,2005. The minimums
for the air carriers which adopt JAA and FAR121
take off from Hong Kong are listed in the
following chart.
For all airports authorized Category Ⅱ/Ⅲ, if the RVR/VIS is below
400m, It is required to establish and apply LVP procedure when
taking off .
Takeoff minimums published under the title “AIR
CARRIER (JAA)” are based on JAR OPS-1
Subpart E. These minimums are provided for
operators not applying takeoff minimums as
specified under AIR CARRIER .They are shown
in the following table.
The criterion of this table is the category of aircraft,
but not according to the number of engines, as
FAR dose.
§7.2.4.2 Obstacle Departure
Procedures
Departure procedures are used after takeoff to
provide a transition between the airport and the
enroute structure. They may be published:
• To help simplify complex clearance delivery
procedures
• Reduce frequency congestion
• Ensure obstacle clearance
• Control the flow of traffic around an airport
• Reduce fuel consumption
• Include noise abatement procedures
Textual departure procedures for obstacle
clearance can be found below the
minimum columns at the bottom of many
United States airport charts, under the title
“Takeoff & Obstacle Departure
Procedure.”
§7.2.4.3 Alternate Minimums
When preparing your IFR flight plan, you must
consider the weather reports and forecasts for
your destination airport at your estimated time of
arrival, plus or minus one hour.
If the weather conditions are poorer than those
specified by the governing agency, you must list
an alternate airport on your flight plan.
To qualify as an alternate, the airport you select,
and its forecasted weather for your arrival time,
must meet certain conditions.
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