WMKK  —  KL INTERNATIONAL / SEPANG

WMKK  AD 2.1   AERODROME LOCATION INDICATOR AND NAME

WMKK  —  KL INTERNATIONAL / SEPANG

WMKK  AD 2.2  AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1

ARP coordinates and site at AD
024436N 1014153E

Site: RWY 14R threshold centerline

2

Direction and distance from (city)

 Bearing 180° 45' 12"/45 KM from Kuala Lumpur.
3

Elevation/Reference temperature

 21 M (69FT) / 32° C
4Geoid undulation at AD ELEV PSN -2 M
5

MAG VAR/Annual change

 0° West (2016) / 0.009° decreasing
6

AD operator, address, telephone, telefax, e-mail address, AFS and website address

Operator:

Post:

MALAYSIA AIRPORTS (SEPANG) SDN. BHD.
4th Floor, Airport Management Centre,
KL International Airport,
64000 KLIA, Sepang,
Selangor Darul Ehsan,
Malaysia

Tel:  +603 - 87769999

Fax:  +603 - 89265012

URL:  www.malaysiaairports.com.my

Email:  aocaodm@malaysiaairports.com.my

ATC Services:

Post:

Civil Aviation Authority of Malaysia,
Air Traffic Control Tower Complex,
KL International Airport,
64000 KLIA Sepang
Selangor Darul Ehsan
Malaysia

Tel:  +603 - 87784000 (General Office)

Tel:  +603 - 87784080 (ATC Tower East)

Tel:  +603 - 87784183 (ATC Tower West)

Tel:  +603 - 87784100
+603 - 87784101 (NOF and ARO)

Fax:  +603 - 87784011 (General Office)

Fax:  +603 - 87784022 (ATC Tower)

Fax:  +603 - 87784104 (NOF and ARO)

AFS:  WMKKZTZX

7

Types of traffic permitted (IFR/VFR)

IFR category: Approved international and domestic flights.

VFR category: Approved helicopter operations.

8

Remarks

NIL

WMKK  AD 2.3  OPERATIONAL HOURS

1

AD Operator

H 24

2

Customs and immigration

H 24

3

Health and sanitation

H 24

4

AIS Briefing Office

H 24

5

ATS Reporting Office (ARO)

H 24

6

MET Briefing Office

H 24

7

ATS

H 24

8

Fuelling

PETRONAS Refuelling

SHELL Refuelling

PETRON Aviation Refuelling

:H24

:H24

:H24

9

Handling

Prior arrangement.

 
10

Security

H 24

11

De-icing

 -
12

Remarks

NIL

WMKK  AD 2.4  HANDLING SERVICES AND FACILITIES

1

Cargo-handling facilities

Cargo terminals equipped with storage stacker, material and pallet container handling systems, animal hotel, computerized cargo information, data and documentation systems. By arrangement with airlines.

2

Fuel/oil types

Jet A1, AVGAS

3

Fuelling facilities/capacity

Hydrant refuelling

4

De-icing facilities

 -
5

Hangar space for visiting aircraft

(a) Malaysia Airlines Berhad Hangar 5 : (2 x B737 and 2 x B747)

(b) Malaysia Airlines Berhad Hangar 6 : (2 x A380)

(c) SAE Hangar 01 : (2 x A330 or 4 x A320 or 4 x B737)

(d) SAE Hangar 02 : (3 x A320 or 4 x ATR)

(e) Air Asia Hangar : (1 x A320)

6

Repair facilities for visiting aircraft

 Commercial aircraft up to and including Code F Aircraft.
7

Remarks

Handling services available H24 & by prior arrangement with the aerodrome administration.

WMKK  AD 2.5  PASSENGER FACILITIES

1

Hotels

At the airport and in the City.

2

Restaurants

At the airport and in the City.

3

Transportation

Trains, buses, taxis and car for hire from the Airport.

4

Medical facilities

First aid at the Airport. Hospitals in the City

5

Bank and Post Office

At Airport. Open within Airport HR.

6

Tourist Office

At the Terminal Building.

7

Remarks

NIL

WMKK  AD 2.6  RESCUE AND FIRE FIGHTING SERVICES

1

AD category for fire fighting

CAT 10

2

Rescue equipment

Adequately provided as recommended by ICAO.

3

Capability for removal of disabled aircraft

Lifting bags and hydraulic jacks AVBL up to and including B747- 400.

4

Remarks

a. All Airport Fire & Rescue Service (AFRS) personnel are trained in
rescue and fire-fighting as well medical first-aid.

b. AFRS response time to WTN is not exceeding 4 minutes.

WMKK  AD 2.7  SEASONAL AVAILABILITY - CLEARING

1

Types of clearing equipment

 -

2

Clearance priorities

 -

3

Remarks

 -

WMKK  AD 2.8  APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

1a

Apron surface and strength

(WI the areas of RWY 14L/32R and 14R/32L)

Surface

Strength

: Concrete

: PCN 90/R/C/W/T

 

1b

Apron surface and strength

(WI the areas of RWY 14R/32L and 15/33)

Apron

J1 till J17, J2 till J22, K2 till K18, K1 till K13, P1 till P21 and Q1 till Q21

K20 till K24, P2 till P12, Q2 till Q18

Surface

Asphalt

Asphalt

Strength

PCN 97/F/D/X/T

PCN 114/F/D/X/T

2

Taxiway width, surface and strength

Taxiway A, B, D, F, Apron Taxiway H,
Taxiway Intersection B5, C9, H3 & H5

Taxiway Intersection A1

Width

Surface

Strength

: 25 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Width

Surface

Strength

: 26 M

: Concrete (Rigid)

: Asphalt (Flexible)

: PCN 90 / R / C / W / T

: PCN 100 / F / C / W / T

Taxiway C

Taxiway Intersection A4, D2,D3,D4,D5,D6,D7,D8,D10.D11 & D12

Width

Surface

Strength

: 26 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Width

Surface

Strength

: 43 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Taxiway Intersection A5

Taxiway Intersection A6, B14, C5, D1, F1 - F6

Width

Surface

Strength

: 39 M

: Asphalt (Flexible

: PCN 100 / F / C / W / T

Width

Surface

Strength

: 42 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Taxiway Intersection A7, B7 & B13

Taxiway Intersection A8 & Apron Taxiway G

Width

Surface

Strength

: 44 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Width

Surface

Strength

: 29 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Taxiway Intersection A9 - A11

Taxiway Intersection B6, B8 -B12

Width

Surface

Strength

: 28 M

: Concrete (Rigid)

: PCN 90 / R / C / W / T

Width

Surface

Strength

: 44 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Taxiway Intersection C1

Taxiway Intersection C2 & E3

Width

Surface

Strength

: 27 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Width

Surface

Strength

28 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Taxiway Intersection C3 & C4

Taxiway Intersection C6

Width

Surface

Strength

: 28 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Width

Surface

Strength

: 41 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Apron Taxiway M, Taxiway Intersection P1 & P2

Taxiway Intersection N1

Width

Surface

Strength

: 25 M

: Concrete (Rigid)

: PCN 90 / R / C / W / T

Width

Surface

Strength

: 50 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

      
  

Taxiway Intersection N2

Apron Taxiway S1

Width

Surface

Strength

: 35 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Width

Surface

Strength

: 24.8 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Apron Taxiway S2

Apron Taxiway S3

Width

Surface

Strength

: 34 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Width

Surface

Strength

: 23 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Apron Taxiway S4

Apron Taxiway S6, T6

Width

Surface

Strength

: 35.8 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Width

Surface

Strength

: 24 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Apron Taxiway S7

Apron Taxiway S8

Width

Surface

Strength

: 23 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Width

Surface

Strength

44.5 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Apron Taxiway S9

Apron Taxiway S10

Width

Surface

Strength

: 26 M

: Concrete (Rigid)

: PCN 90 / R / C / W / T

Width

Surface

Strength

: 42.5 M

: Concrete (Rigid)

: PCN 90 / R / C / W / T

Apron Taxiway T4

Apron Taxiway T5

Width

Surface

Strength

: 32 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Width

Surface

Strength

: 30 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Apron Taxiway T3

Apron Taxiway T13

Width

Surface

Strength

: 29 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Width

Surface

Strength

: 26 M

: Concrete (Rigid)

: PCN 90 / R / C / W / T

Aircraft Stand Taxilane T1, T8, T9

Aircraft Stand Taxilane T2 & T7

Width

Surface

Strength

: 18M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Width

Surface

Strength

: 23 M

: Concrete (Rigid)

Asphalt (Flexible)

: PCN 90 / R / C / W / T

PCN 100 / F / C / W / T

Aircraft Stand Taxilane T12

Taxiway U6, Apron Taxiway U5, Taxiway Intersection U5A, U5B, U5C, U5D, P3, P4, Q5, Q6, Q7, P (Code E & F), Q (Code E & F), Taxiway Y & Taxiway Z

Width

Surface

Strength

: 18M

: Concrete (Rigid)

: PCN 90 / R / C / W / T

Width

Surface

Strength

: 25 M

: Asphalt (Flexible)

: PCN 114 / F / D / X / T

  

Apron Taxiway U3 & U4,Taxiway P (Code C) & Q (Code C)Aircraft Stand Taxilane U1, U2, U8, U9, Taxiway Intersection U3A, U3B, U3C, U3D, U3E, U3F, Q1, Q2, Q3, Q4

Aircraft Stand Taxilane U7

Width

Surface

Strength

: 18 M

: Asphalt (Flexible)

: PCN 97 / F / D / X / T

Width

Surface

Strength

: 61 M

: Asphalt (Flexible)

: PCN 114 / F / D / X / T

Taxiway Intersection Y1 & Y9

Taxiway Intersection Y2 & Y8

Width

Surface

Strength

: 31 M

: Concrete (Rigid)

: PCN 90 / R / C / W / T

Width

Surface

Strength

: 35 M

: Concrete (Rigid)

: PCN 90 / R / C / W / T

Taxiway Intersection Y3, Y4, Y5

Taxiway intersection Y6 & Y7

Width

Surface

Strength

: 35 M

: Asphalt (Flexible)

: PCN 114 / F / D / X / T

Width

Surface

Strength

: 34 M

: Asphalt (Flexible)

: PCN 114 / F / D / X / T

Taxiway Intersection Z1

Taxiway Intersection Z2, Z3, Z4, Z5, Z6, Z7, Z8

Width

Surface

Strength

: 33 M

: Asphalt (Flexible)

: PCN 114 / F / D / X / T

Width

Surface

Strength

: 40 M

: Asphalt (Flexible)

: PCN 114 / F / D / X / T

Taxiway Intersection D13

Apron Taxiway S5

Width

Surface

Strength

: 32 M

: Asphalt (Flexible)

: PCN 100 / F / C / W / T

Width

Surface

Strength

: 23 M

: Asphalt (Flexible

: PCN 100 / F / C / W / T

3

Altimeter checkpoint location and elevation

LocationElevation
KLIA 1 21 M
KLIA 2 10 M

4

VOR checkpoints

NIL

5

INS checkpoints

At aircraft parking stands (See AD 2-WMKK-2-7 until AD 2-WMKK-2-14
and WMKK-2-15 until AD 2-WMKK-2-18)

‘

Remarks

  1. Pilots are advised of heavy vehicle crossing on TWY U5 and U6.

WMKK  AD 2.9  SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1

Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands

Taxiing guidance signs at all intersections with TWY and RWY and at all holding positions.

Guide lines at apron.

Nose - in guidance at aircraft stands.

2

RWY and TWY markings and LGT

RWY: Designation, threshold, side stripe, transverse stripe, touchdown zone, aiming point and centre line markings. Chevron markings at RWY 14L, 32L, RWY 15 and
RWY 33 only

RWY LGT: Edge, threshold, end, touchdown zone, centre line and wing bar lights.

TWY: Centre line, taxi side stripe, transverse stripe,
runway-holding position, intermediate holding position, enhanced taxiway centre line and mandatory instruction markings.

TWY LGT: Centre line, intermediate holding position, exit and edge lights.

3

Stop bars and runway guard lights (if any)

Stop bars on all RWY / TWY intersections.

(WI the areas of RWY 14L/32R and 14R/32L)

Stop bars on all RWY / TWY intersections and Supplementary Stop bars provided at TWY Q5, Q6 and Q7 located 250 M from RWY 14RCentre line.

(WI the areas of RWY 14R/32L and 15/33)

Runway guard lights on all RWY/TWY intersections.
4

Remarks

  1. Surface movement surveillance radar in use.

  2. Aiming point markings are located 400 M from the threshold of RWY 14L/32R, RWY 14R/32L and RWY 15 is not coincide with the PAPI slope origin.

  3. RWY 14L/32R and 14R/32L are grooved.

  4. Any aircraft is strictly prohibited to hold at the Intermediate Holding Position (IHP)  in front of the Fire Station as follows:

    1. Fire Station 1 : Taxiway B between INT B5 and INT B.

    2. Fire Station 2 : Taxiway D between INT. E2 and INT. D10

    3. Fire Station 3 : Taxiway Z in front of Fire Station 3.

This to ensure unobstructed access from the Fire Station for emergency vehicles, such as fire trucks and rescue teams during emergencies

WMKK  AD 2.10  AERODROME OBSTACLES

In approach/TKOF areas

In circling area and at AD

Remarks

123

RWY NR/Area affected

Obstacle type

Elevation

Markings/LGT

Coordinates

Obstacle type

Elevation

Markings/LGT

Coordinates

abcab

14R/APCH

32L/TKOF

LOC ANTENNAS:

19.83 M

Red/Red obstruction lights
024443.7N 1014147.4E

GP AERIAL 27.8 M

Red/white

Red obstruction lights
024425.6N 1014154.8E

NIL

 

TELECOMMUNICATION TOWER 1 :

202.76 FT AMSL

Marked and lighted
024552.1N 1014151.9E

WDI

23 M

Marked and lighted

024432.1N 1014158.9E
 
 

TELECOMMUNICATION TOWER 2 :

202.76 FT AMSL

Marked and lighted
024550.0N 1014151.2E
   

32L/APCH

14R/TKOF

LOC ANTENNAS

15.46 M

Red/Red obstruction lights
024241.22N 1014309.48E

GP AERIAL 26.63 M

Red/white

Red obstruction lights
024253.83N 1014256.54E

NIL

AWOS NO.7 22.3 M
024254.7N 1014255.5E

WDI

21.0 M

Marked and lighted

024255.8N 1014255.7E
AWOS NO.8 22.1 M
024339.7N 1014225.6E

HILL - BUKIT LADA 110.048M AMSL

Red obstruction lights
024232.7N 1014356.6E
AWOS NO.9 23.5 M
024424.2N 1014155.8E

HILL - BUKIT SUNGAI LANAU 100.890 M AMSL

Red obstruction lights
024158.1N 1014304.7E
  

POWER PLANT - 15KM South of THR RWY 32 525FT AMSL

Marked and lighted at night.
023524.6N 1014327.9E

14L/APCH

32R/TKOF

LOC ANTENNAS

19.23 M

Red/Red obstruction lights
024648.7N 1014202.5E

GP AERIAL 29.60 M

Red/white

Red obstruction lights
024636.6N 1014215.3E

NIL

AWOS NO.2 24.9 M
024635.0N 1014216.4E
 

WDI

24 M

Marked and lighted

024634.9N 1014215.7E
AWOS NO.3 25.3 M
024550.5N 1014245.7E

CONTROL TOWER 141.45 M

Red obstruction lights
024525.5N 1014208.8E
AWOS NO.4 27.6 M
024506.0N 1014316.1E

RADAR SENSOR 69.8 M

Red obstruction lights
024630.0N 1014124.0E

TELECOMMUNICATION TOWER 1:

202.76 FT AMSL

Marked and lighted
024552.1N 1014151.9E
  

TELECOMMUNICATION TOWER 2 :

202.76 FT AMSL

Marked and lighted
024550.0N 1014151.2E
  

32R/APCH

14L/TKOF

LOC ANTENNAS 25.02 M

Red/Red obstruction lights
024445.0N 1014325.3E

GP AERIAL

33.21 M

Red/white

Red obstruction light
024504.87N 1014316.8E

NIL

  

WDI

27 M

Marked and lighted

024457.5N 1014313.0E
   TELECOMMUNICATION TOWER 182.88 M
024826.19N 1014440.41E
15/APCH
33/TKOF


 LOC ANTENNAS 11.7 M
024411.0N 1014021.7E
GP AERIAL 23.7M
Red/White
Red obstruction light
024408.0N 1014042.1E
Western side of RWY 15/33 and behind the two GP aerials line.
  

WDI

16 M

Marked and lighted
024414.5N 1014045.1E
AWOS NO.13 11.2 M
024408.1N 1014135.8E
KLIA CONTROL TOWER WEST 146.9M AMSL. Red obstruction lights
024445.7N 1014105.0E
AWOS No. 14 11.2 M
024407.8N
1014041.5E
Multilateration Surveillance System (MSS) Sensors Antennas: 
AWOS NO.15 11.2 M
024413.7N 1014021.0E
GS45 - 23.7 M
024407.5N 1014041.1E
   GS46 - 18.7M
024328.5N 1014106.3E
   GS47 - 18.7M
024258.6N 1014126.5E
   GS48 - 18.7M
024224.1N 1014148.5E

33/APCH 15/TKOF
 LOC ANTENNAS 11.7 M
024411.0N 1014250.1E
GP AERIAL 23.7M Red/White Red obstruction lights
024237.2N 1014143.0E
NIL
AWOS NO.11 11.2 M
024413.7N 1014250.6E

WDI

16 M

Marked and lighted

024238.4N 1014141.3E
AWOS NO.12 11.2 M
024407.79N 1014230.18E
HILL - BUKIT LADA 110.0M AMSL
Red obstruction lights
024232.7N 1014356.6E
   HILL - BUKIT SUNGAI LANAU 100.9M MSL
Red obstruction lights
024158.1N 1014304.7E

WMKK  AD 2.11  METEOROLOGICAL INFORMATION PROVIDED

1

Associated MET Office

AMO KLIA

2

Hours of service

MET Office outside hours

H 24

3

Office responsible for TAF preparation

Periods of validity

AMO KLIA

30HR (0006 0612 1218 1824)

4

Trend forecast

Interval of issuance

TREND
Half hourly

5

Briefing/consultation provided

Provided

6

Flight documentation

Language(s) used

Charts, Tabular Form and Abbreviated Plain Language Text

English

7

Charts and other information available for briefing or consultation

Flight Level Wind/Temp FL050, FL100, FL140, FL180, FL240, FL270, FL300, FL320, FL340, FL360, FL390, FL410, FL450 and FL530, SIGWX, Volcanic Ash/Tropical Cyclone Advisory Bulletin, SIGMET, AIRMET, Aerodrome Warning, Wind Shear Warning, METAR Bulletin, TAFOR Bulletin, WMKK Take-Off Data, Area QNH for Kuala Lumpur FIR and Kota Kinabalu FIR, Radar and Satellite Pictures.

8

Supplementary equipment available for providing information

Doppler Weather Radar and Aviation Self-Briefing Terminal - ABT (Internet)

9

ATS units provided with information

KLIA APP/TWR, Subang ACC/RCC

10

Additional information (limitation of service, etc.)

Tel:  +603 - 87872388

Fax:  +603 - 87871020 / +603 - 87871019

WMKK  AD 2.12  RUNWAY PHYSICAL CHARACTERISTICS

Designations

RWY NR

TRUE BRG

Dimensions of RWY(M)

Strength (PCN) and surface of RWY and SWY

THR coordinates

RWY end coordinates

THR geoid undulation

THR elevation and highest elevation of TDZ of precision APP RWY
123456

14R

146.01°

4000 x 60

90/R/C/W/T - 241 M Concrete

100/F/C/W/T - 3519 M Asphalt

240 M Concrete

THR coordinates

024435.84N 1014152.63E

RWY end coordinates

024247.86N 1014305.03E

THR geoid undulation

-1.5 M

THR:16.5 M

TDZ:16.5 M

32L

326.01°

4000 x 60

90/R/C/W/T - 240 M Concrete

100/F/C/W/T - 3519 M Asphalt

241 M Concrete

THR coordinates

024247.86N 1014305.03E

RWY end coordinates

024435.84N 1014152.63E

THR geoid undulation

-1.4 M

THR:14.5 M

TDZ:14.5 M

14L

146.01°

4019 x 60

90/R/C/W/T - 241 M Concrete

100/F/C/W/T -3537 M Asphalt

241 M Concrete

THR coordinates

024642.52N 1014206.67E

RWY end coordinates

024454.03N 1014319.41E

THR geoid undulation

-1.5 M

THR:16.6 M

TDZ:16.6 M

32R

326.01°

4019 x 60

90/R/C/W/T - 241 M Concrete

100/F/C/W/T -3537 M Asphalt

241 M Concrete

THR coordinates

024454.03N 1014319.41E

RWY end coordinates

024642.52N 1014206.67E

THR geoid undulation

-1.4 M

THR:21.2 M

TDZ:21.2 M

15

146.01°

3960 x 60

90/R/C/W/T - 550 M Concrete

100/F/C/W/T - 3410 M Asphalt

THR coordinates

024417.57N 1014038.97E

RWY end coordinates

024230.67N 1014150.65E

THR geoid undulation

-1.6 M

THR:8.4 M

TDZ:8.4 M

33

326.01°

3960 x 60

100/F/C/W/T - 3410 M Asphalt

90 /R/C/W/T - 550 M Concrete

THR coordinates

024230.67N 1014150.65E

RWY end coordinates

024417.57N 1014038.97E

THR geoid undulation

-1.5 M

THR:8.3 M

TDZ:8.3 M

Slope of RWY-RESA

SWY dimensions (M)

CWY dimensions (M)Strip dimensions (M)OFZRemarks
789101112

0.05%

NIL

NIL

4120 x 300

Provided

RESA RWY 14R:

120 M x 120M

0.05%

NIL

NIL

4120 x 300

Provided

RESA RWY 32L:

176 M x 120M

0.12%

NIL

NIL

4139 x 300

Provided

RESA RWY 14L:

225 M x 120M

0.12%

NIL

NIL

4139 x 300

Provided

RESA RWY 32R:

120 M x 120M

0.00%

NIL

NIL

4080 x 300

Provided

RESA RWY 15:

240M X 120M

0.00%

NIL

NIL

4080 x 300

Provided

RESA RWY 33:

240M X 120M

WMKK  AD 2.13  DECLARED DISTANCES

RWY designator

FROM

TORA (M)

TODA (M)

ASDA (M)

LDA (M)

Remarks

1

2

3

4

5

6

7

14L

THRESHOLD

4019

4019

4019

4019

NIL

TWY A2

3604

3604

3604

NIL

NIL

TWY A3

2832

2832

2832

NIL

NIL

TWY A4

2520

2520

2520

NIL

NIL

TWY A5

2070

2070

2070

NIL

NIL

32R

THRESHOLD

4019

4019

4019

4019

NIL

TWY A10

3954

3954

3954

NIL

NIL

TWY A9

3634

3634

3634

NIL

NIL

TWY A8

2887

2887

2887

NIL

NIL

TWY A7

2574

2574

2574

NIL

NIL

TWY A6

2065

2065

2065

NIL

NIL

14R

THRESHOLD

 4000 4000 4000 4000

NIL

TWY C2

3887

3887

3887

NIL

NIL

TWY P2

3839

3839

3839

NIL

NIL

TWY C3

3566

3566

3566

NIL

NIL

TWY P3

3519

3519

3519

NIL

NIL

TWY P4

3030

3030

3030

NIL

NIL

TWY C4

2820

2820

2820

NIL

NIL

TWY C5

2507

2507

2507

NIL

NIL

TWY C6

2050

2050

2050

NIL

NIL

32L

THRESHOLD

4000

4000

4000

4000

NIL

TWY C10

3585

3585

3585

NIL

NIL

TWY C9

2812

2812

2812

NIL

NIL

TWY C8

2500

2500

2500

NIL

NIL

TWY C7

2048

2048

2048

NIL

NIL

15

THRESHOLD

 3960

3960

3960

3960

NIL

TWY Y2

350535053505

NIL

NIL

TWY Y3

3400

3400

3400

NIL

NIL

TWY Y4

2630

2630

2630

NIL

NIL

TWY Y5

2180

2180

2180

NIL

NIL

33

THRESHOLD

3960

3960 3960 3960

NIL

TWY Y8

3827

3827

3827

NIL

NIL

TWY Y7

2632

2632

2632

NIL

NIL

TWY Y6

2182

2182

2182

NIL

NIL

WMKK  AD 2.14  APPROACH AND RUNWAY LIGHTING

RWY Designator

APCH LGT

type

LEN INTST

THR LGT

colour

WBAR

VASIS

(MEHT)

PAPI

TDZ, LGT

LEN

RWY Centre Line LGT

Length, spacing,

colour,

INTST

RWY edge LGT

LEN, spacing,

colour

INTST

RWY End LGT

colour

WBAR

SWY LGT

LEN (M)

colour

Remarks

12345678910
14L

CAT I

900 M

LIH

Capacitor Discharge Lights from 900M to 300M

 Green
Green

PAPI

LEFT/RIGHT

3°

(19.5 M)
64.0 FT

900 M

4019 M,

15 M,

Variable White:
0 - 3119 M,

Red/Variable White:
3119 M - 3719 M,

Red:
3719 M - 4019 M,

LIH

4019 M,

60 M,

Variable White:
0 - 3419 M,

Yellow:
3419 M - 4019 M,

LIH

Red

NIL

NIL

32R

CAT I

900 M

LIH

Capacitor Discharge Lights from 900M to 300M

 Green Green

PAPI

LEFT/RIGHT

3°

(19.3 M)
63.3FT

900 M

4019 M,

15 M,

Variable White:
0 -3119 M

Red/Variable White:
3119 M - 3719 M

Red:
3719 M - 4019 M

LIH

4019 M,

60 M,

Variable White:
0 -3419 M,

Yellow:
3419 M - 4019 M,

LIH

Red

NIL

NIL

14R

CAT I

900 M

LIH

Capacitor Discharge Lights from 900M to 300M

Green

-

PAPI

LEFT

3°

(20.2 M)
66.3FT

900 M

4000 M,

15 M,

Variable White:
0 - 3100 M,

Red/Variable White:
3100 M - 3700 M,

Red:
3700 M - 4000 M,

LIH

4000 M,

60 M,

Variable White:
0 - 3400 M,

Yellow:
3400 M - 4000 M,

LIH

Red

NIL

NIL

32L

CAT I

900 M

LIH

Capacitor Discharge Lights from 900M to 300M

 Green Green

PAPI

LEFT/RIGHT

3°

(18.8 M)
61.7FT

900 M

4000 M,

15 M,

Variable White:
0 - 3100 M,

Red/Variable White:
3100 M - 3700 M,

Red:
3700 M - 4000 M,

LIH

4000 M,

60 M,

Variable White:
0 - 3400 M,

Yellow:
3400 M - 4000 M,

LIH

Red

NIL

NIL

15

CAT I

900 M

LIH

Green
-

PAPI

RIGHT

3°

(19.0 M)
62.3FT

NIL

3960 M,

15 M,

Variable White:
0 - 3060 M,

Red/Variable White:
3060 M - 3660 M,

Red:
3660 M - 3960 M,

LIH

3960 M,

60 M,

Variable White:
0 - 3360 M,

Yellow:
3360 M - 3960 M,

LIH

 Red

NIL

NIL

33

CAT I

900 M

LIH

Green
-

PAPI

LEFT

3°

(19.0 M)62.3FT

NIL

3960 M,

15 M,

Variable White:
0 - 3060 M,

Red/Variable White:
3060 M - 3660 M,

Red:
3660 M - 3960 M,

LIH

3960 M,

60 M,

Variable White:
0 - 3360 M,

Yellow:
3360 M - 3960 M,

LIH

Red

NIL

NIL

WMKK  AD 2.15  OTHER LIGHTING, SECONDARY POWER SUPPLY

1

ABN/IBN location, characteristics and operational hours

NIL

2

LDI location and LGT

Anemometer location and LGT

LDI: NIL

Illuminated Wind Direction Indicator (Illuminated WDI).

RWY 14L : 348 M from THR on left side, 101 M from RWY centre line and lighted.

RWY 32R : 202 M from THR on left side, 101 M from RWY centre line and lighted.

RWY 14R : 198 M from THR on left side, 100 M from RWY centre line and lighted.

RWY 32L : 371 M from THR on left side, 101 M from RWY centre line and lighted.

RWY 15 : 185 M from THR on left side, 105 M from RWY centre line and lighted.

RWY 33 : 368 M from THR on left side, 106 M from RWY centre line and lighted.
3

TWY edge and centre line lighting

Edge: At all TWY curves and fillets

Centre Line: At all TWY.

4

Secondary power supply/switch-over time

Secondary power supply to all lightings.

RWY 1 = RWY 14L/32R

RWY 2 = RWY 14R/32L

Switch over time:

1 sec - Inner 300 M of the approach lighting system, runway edge, runway threshold, runway end, runway centre line, runway touchdown zone, all stop bars.

15 sec - Essential taxiway, other parts of the approach lighting system, obstacle, visual approach slope indicators.

RWY 3 = RWY 15/33

Switch over time:

15 sec - Approach Lighting System, Runway Edge, Runway Threshold, Runway End, Essential Taxiway, Obstacles and Visual Approach Slope Indicators.

5

Remarks

Intermediate Holding Position Light: At all TWY intersections.

WMKK  AD 2.16  HELICOPTER LANDING AREA

1

Coordinates TLOF or THR of FATO

Geoid undulation

024550.68N 1014204.20E
2

TLOF and/or FATO elevation M/FT

22.10M/72.51FT.

3

TLOF and FATO area dimensions, surface, strength, marking

Rectangle, 30M x 30M, Asphalt, 30 Tonnes

White edges and white letter H

4

True BRG of FATO

True North Bearing - 61 45 00 from ARG X-axis

Magnetic Bearing - 10.69 min West of True North.

5

Declared distance available

NIL

6

APP and FATO lighting

NIL

7

KLIA Emergency Response Helicopter Landing Zones (restricted use)

Refer to WMKK AD 2.24

8

Remarks

Ground taxi to apron

WMKK  AD 2.17  ATS AIRSPACE

1

Designation and lateral limits

KUALA LUMPUR CTR

Semi circle of 15NM radius centred on Kuala Lumpur (VKL) DVOR/DME (024328N 1014417E) fm 024450N 1015913E clockwise to 023709N 1013041E then a straight line to 030134N 1011921E then a semicircle of 15NM radius centred on SAAS Subang ARP (030752N 1013253E) clockwise to 032245N 1013454E then a straight line to 032133N 1014406E then a semi circle of 15NM radius centred on Simpang ARP (030641N 1014209E) clockwise to 030803N 1015706E then a straight line to 024450N 1015913E.

2

Vertical limits

SFC to 3500FT ALT

3

Airspace classification

Class C (except for WMR 418/236 which is G)

4

ATS unit call sign

Language(s)

Lumpur Departure, Lumpur Radar.

Lumpur Tower.

English

5

Transition altitude

 11000 FT ALT
6

Remarks

NIL

WMKK  AD 2.18  ATS COMMUNICATION FACILITIES

Service designation

Call sign

Frequency

Hours of operation

Remarks

12345
APP LUMPUR RADAR

118.650 MHZ

121.250 MHZ

124.200 MHZ

125.850 MHZ

H24 -
APP LUMPUR RADAR

119.450 MHZ

120.350 MHZ

124.650 MHZ

125.100 MHZ

135.750 MHZ

 -
APP LUMPUR DEPARTURE 135.250 MHZ -
AERODROME CONTROL LUMPUR TOWER

118.800 MHZ

RWY 14L/32R
AERODROME CONTROL LUMPUR TOWER

118.500 MHZ

RWY 14R/32L
AERODROME CONTROL LUMPUR TOWER 119.800 MHZ RWY 15/33
SURFACE MOVEMENT CONTROL LUMPUR GROUND

121.650 MHZ

TWY A including taxiways A1 to A11
TWY B including taxiways B5 to B13

SURFACE MOVEMENT CONTROL LUMPUR GROUND

121.800 MHZ

TWY C including taxiways C1 to C11
TWY D including taxiways D1 to D13
TWY E including taxiways E1 to E5
TWY K between taxiways E and D
TWY F between taxiways F6 and D
TWY G between taxiways F6 and D
TWY F6, T6 between taxiways F and T7
TWY T7 between taxiways D and T6
TWY T13 and the VVIP Apron

SURFACE MOVEMENT CONTROL LUMPUR GROUND

122.525 MHZ

TWY P including taxiways P1 to P4
TWY Q including taxiways Q1 to Q7

SURFACE MOVEMENT CONTROL LUMPUR GROUND

118.050 MHZ

TWY Y including taxiways Y1 to Y9
TWY Z including taxiways Z1 to Z8

SURFACE MOVEMENT CONTROL LUMPUR GROUND 122.150 MHZ TWY T1, T2, T3, T4, T5, T8, T9 and T12
TWY T6 between taxiways T7 and T9
TWY T7 between taxiways T5 and T6
SURFACE MOVEMENT CONTROL LUMPUR GROUND

122.850 MHZ

TWY F between taxiways B and F6
TWY G between taxiways B and F6
TWY S1, S6, S7, S8, S10, F1, F2, F3, F4 and F5

SURFACE MOVEMENT CONTROL LUMPUR GROUND

122.275 MHZ

TWY H
TWY S2, S3, S4, S5 and S9

SURFACE MOVEMENT CONTROL LUMPUR GROUND

123.250 MHZ

TWY A between A11 and B14
TWY B between B13 and N2
TWY B14
TWY L, N1 and N2
TWY K between B and E
TWY H3 and H5

SURFACE MOVEMENT CONTROL LUMPUR GROUND

121.725 MHZ

TAXILANE U1, U2, U7, U8 and U9

SURFACE MOVEMENT CONTROL LUMPUR GROUND

122.550 MHZ

 

TWY U3 including taxiways U3A to U3F
TWY U4

SURFACE MOVEMENT GROUND LUMPUR GROUND

130.75 MHZ

 

TWY U5 including taxiways U5A to U5D

TWY U6

ACD LUMPUR DELIVERY

126.000 MHZ

H24

Airways clearance, SSR Code allocation and departure slot time for:

i) Flight to WSSS, WSSL and WIDD.
II) Flight to a destination beyond WMKK FIR via the following ATS Routes and Exit Waypoints:

- R208 (IGARI)
- A334 (PASVA)
- M626 (KADAX)
- M644 (ABTOK)
- M751 (GOLUD)
- VPK / M771 (DUDIS)
- VPK / L625 (AKMON)
- VPK / N884 (LUXOR)
- VPK / M758 (IDSEL)
- VPK / M761 (KETOD)
- A464 (ARAMA)
- SUKRI / B470 (ANITO)
- SUKRI / M635 (SURGA)
- SUKRI / M774 (KADAR)

ACD LUMPUR DELIVERY 128.15 MHZ Airways clearance, SSR Code allocation and departure slot time for:

i. All domestic flight within Peninsular Malaysia.
ii. Flight to Subang (WMSA) and Training Area.
iii. Flight to a destination beyond WMKK FIR via the following ATS Routes and Exit Waypoints:

- Y501 (RIGTO)
- Y502 (DUBAX)
- A457 (TAMOS)
- R461 (PUGER)
- N633 (SALAX)
- P628 (IGREX)
- L510 (EMRAN)
- N571 (IGOGU)
- P574 (NOPEK)
- B466 (ANOKO)
ATIS LUMPUR TERMINAL INFORMATION

126.450 MHZ

Departure ATIS.
Synthesized voice broadcast.

ATIS LUMPUR TERMINAL INFORMATION

128.05 MHZ

Arrival ATIS.
Synthesized voice broadcast.

WMKK  AD 2.19  RADIO NAVIGATION AND LANDING AIDS

Type of aid, MAG VAR, CAT of ILS/MLS

(For VOR/ILS/MLS, give declination)

ID

Frequency

Hours of operation

Position of transmitting antenna coordinates

Elevation of DME transmitting antenna

Remarks

1234567
DVOR / DME VKL

116.100 MHZ

CH 108X

H24
024328N 1014417E
90 M

NIL

SEPANG

DVOR / DME

VSP

114.40 MHZ

(CH 91X)

024507.71N 1014005.72E

 3.86 M

NIL

TANJUNG SEPAT

DME

DTS

CH 84X 023944.60N 1013333.60E

3.00 M

NIL

ILS/DME CAT I IEL

108.500 MHZ

CH 22X

GP/DME: 024636.6N 1014215.3E
LOC: 024444.99N 1014325.57E

19.8 M

14L

ILS/DME CAT I IER

109.100 MHZ

CH 28X

GP/DME: 024504.9N 1014316.8E
LOC: 024648.7N 1014202.5E

23.41 M

32R

ILS/DME CAT I IWR

110.700 MHZ

CH 44X

GP/DME: 024425.6N 1014154.8E
LOC: 024241.7N 1014309.2E

24 M

14R

ILS/DME CAT I IWL

111.900 MHZ

CH 56X

GP/DME: 024254.0N 1014256.7E
LOC: 024443.6N 1014147.4E

25 M

32L

ILS/DME CAT I IWK

110.100 MHZ

CH 38X

GP/DME: 024407.4N 1014041.4E
LOC: 024222.2N 1014156.3E

24 M

15

ILS/DME CAT I IWM

111.500 MHZ

CH 52X

GP/DME: 024236.7N 1014142.2E
LOC: 024425.3N 1014033.2E

22 M

33

WMKK  AD 2.20  LOCAL TRAFFIC REGULATIONS

2.20.1  Aircraft Start Up And / Or Push Back
2.20.1.1 The pilot-in-command of a departing aircraft shall contact LUMPUR DELIVERY for ATC clearance in accordance with A-CDM procedure as per para 2.22.2
2.20.1.2 In order to reduce congestion at the holding points during peak hours, a procedure to regulate departures will be enforced. Departing aircraft may expect delay at start-up. Aircraft with ATC time restrictions will be afforded priority for start and push back.
2.20.1.3 All aircraft shall obtain approval from air traffic control for engine start and/or push back.
2.20.1.4 Aircraft push back shall be onto a push back line (where present) or a taxilane. During aircraft push back, it shall be the responsibility of the pilot-in-command and aircraft marshaller to ensure that the area behind the aircraft is clear of vehicles and other objects.
2.20.1.5 In conducting a push back, the pilot-in-command shall ensure that the manoeuvre will align the aircraft with the directional flow of the published taxi route to the assigned runway unless instructed otherwise by Air Traffic Control. Taxi routes (departures) are defined and shown on the Aerodrome Ground Movement Charts.
2.20.1.6 When ATC intends to issue an alternative taxi route, the push back approval will specify a direction or an apron exit taxiway. The pilot-in-command shall ensure that the direction of push back enables the aircraft to taxi via the specified apron exit taxiway later.
2.20.1.7 During engine start, it shall be the responsibility of the pilot-in-command and aircraft marshaller to ensure that the aircraft is at the correct position for engine start and the area of the blast zone is clear during engine start.
2.20.1.8 It is prudent practice for aircraft to be pushed back from the parking stand before engine start. However, if required due to technical reasons, an engine start may be approved by Air Traffic Control whilst aircraft is at the parking stand. Such engine start shall not be above idle power. The pilot-in-command and aircraft marshaller are responsible for any damage(s) caused by the effects of the engine blast.
2.20.1.9 Power back at KL International Airport is not permitted.
2.20.1.10 Pilots are to switch on their aircraft transponder after a push back approval has been obtained from ATC. Pilots shall ensure that their aircraft transponder is operating (set XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or SDBY) and the assigned Mode A code selected.
2.20.1.11 If no transponder code is provided, the aircraft shall use the non-discrete code 1000.
2.20.2  Taxiing Routes - Departure And Arrival
2.20.2.1 Arriving and departing aircraft shall follow the published (standard) taxi routes described in the aerodrome ground movement charts as applicable, unless directed otherwise by ATC. The issuance by ATC of a taxi route to an aircraft does not relieve the Pilot-In-Command of the responsibility to maintain separation with other aircraft on the movement area or to comply with ATC directions intended to regulate aircraft on the manoeuvring area.
2.20.2.2 For each aircraft apron, access and exit taxiways are defined (shown on the Aerodrome Ground Movement Chart) and are included in the standard taxiing routes. In conducting engine start and push back, pilots-in-command should be aware that they will be required to proceed by a exit or access taxiway in accordance with the published taxi routes or as specified by ATC.
2.20.2.3 Taxiing clearance limits may be applied.
2.20.2.4 Any aircraft is strictly prohibited to hold at the intermediate holding position in front of the Rescue and Fire Fighting Services station as follows:

RFFS 1: TWY B BTN INT B5 and INT B8

RFFS 2: TWY D BTN INT E2 and INT D10

RFFS 3: TWY Z in front of FIRE STATION 3

This is to ensure unobstructed access from the RFFS Station for emergency vehicles such as fire trucks and rescue teams during emergencies.

2.20.3  Intersection Departures
2.20.3.1 Departing aircraft will normally be directed by ATC to use the full length of the runway for take-off. Pilots-in-command may request an intersection departure or ATC may propose an intersection departure to a pilot-in-command to resolve a particular runway or manoeuvring area conflict. The final decision whether to make an intersection departures rests with the pilot-in-command.
2.20.4  Departure Regulation
2.20.4.1 In order to reduce congestion at the holding points during peak hours, a procedure to regulate departures will be enforced. Departing aircraft may expect delays at start-up. Aircraft with ATC time restrictions will be afforded priority for start.
2.20.4.2 The order in which aircraft are given take-off clearances will be determined on the basis of normal traffic priorities, the application of wake turbulence standard, separation standards and departure slot allocations and management. The order of departure may not be the order in which aircraft arrive at the departure queue.
2.20.5  MULTILATERATION SURVEILLANCE SYSTEM (MSS)
2.20.5.1 Multilateration Ground Systems Working Principle
2.20.5.1.1 The ground systems consist of a number of Receiver units, Receiver/Transmitter units, a Reference Transponder (all non-rotating sensors) and a Central Processing Station. KLIA will have 53 remote sensors. The multilateration system uses multiple receivers to capture the transmissions from transponders. Then, by comparing the time difference, the system calculates the position. For the aircraft, the system will get the identity by selectively interrogating the transponder to receive the assigned Mode A code or the Aircraft Identification (The ICAO call sign used in flight shall be inserted in the FMS or Transponder Control Panel). The system will get the identity of vehicles by the unique Mode S address transmitted by the transponder. The system normally uses three or more receivers to calculate the position of an aircraft or transponder equipped vehicle.
2.20.5.2  FLIGHT CREW REQUIREMENTS
2.20.5.2.1 Pre-Push back/taxi
2.20.5.2.1.1 The pilot will be requested to enter a Mode A at start up (assigned Mode A code). This code will be either a discrete code or the non-discrete code 1000. Whenever the aircraft is capable of reporting Aircraft Identification, the identification of the aircraft should also be entered through the FMS or the Transponder Control Panel. Flight crew must use the 3-letter ICAO designator of the operator followed by the flight identification number (e.g. MAS123, AXM4567, MXD890, etc.)The ATC system will make the correlation with the flight plan (FPL) either from the discrete code or, when the non-discrete code 1000 is entered, or from the Aircraft Identification entered through the FMS or the Transponder Control Panel.Pilots should ensure that the transponder is operating (set XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or STBY) and the assigned Mode A code selected from the request for push back or taxi, whichever is earlier.
2.20.5.2.2 After landing
2.20.5.2.2.1 Pilots should ensure that the transponder is operating (set XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or STDBY) after landing continuously until the aircraft is fully parked on stand.
2.20.6  Crossing an unserviceable Stop Bar
2.20.6.1 Where a stop bar becomes unserviceable, and it is not possible to re-route an aircraft holding at the associated RHP, ATC will take one of the following actions:

  1. Issue a instruction to the pilot to cross the lit stop bar."Stop bar unserviceable, cross red stop bar, line up runway (designator)”, or

  2. Use a Follow-Me Vehicle to guide the aircraft through the lit stop bar.

2.20.7  Aircraft Stand Allocation
2.20.7.1 Flight Operations, Malaysia Airports Sepang Sdn. Bhd. will allocate aircraft stands for all flights.
2.20.8  Helicopter Operations
2.20.8.1 All helicopters shall land at, and take-off from the Helipad.
2.20.8.2 All helicopter operations, inbound or outbound, of KLIA shall routes via the KLIA HELICOPTER ACCESS ROUTES
as below:
a) Mantin (024929N 1015325E) - 1000FT - Track 250°/070° - Salak (024625N 1014444E) - KLIA
b) Semenyih (025659N 1015035E) - 1000FT - Track 210°/030° - Salak (024625N 1014444E) - KLIA

Hours of operation: HJ
Note:

  1. These access routes are restricted to helicopter traffic having landing rights at KLIA.

  2. Clearance limit inbound: Salak

2.20.8.3 Pilots-in-command of helicopters wishing to depart from KL International Airport shall call the Lumpur Tower (118.80 MHz) for ATC clearance prior to commencing any taxiing movement. Clearance for take-off will be provided by Aerodrome Control. The take-off clearance may be accompanied by an initial tracking clearance to resolve aerodrome traffic conflicts.
2.20.8.4 Pilot in command of arriving helicopters will be issued with tracking instruction to avoid aerodrome traffic conflicts and a clearance to the helipad.
2.20.8.5 After landing at the helipad, the pilot-in-command will be issued with a parking position within the vicinity of the helipad. The pilot-in-command shall taxi the aircraft to the parking position. Parking on the marked helipad landing area is not permitted
2.20.9  Procedures For Towing of Aircraft.
2.20.9.1 The Pilot In Command or Tow Master shall contact Lumpur Ground on the appropriate VHF frequency prior start-up or prior towing.
2.20.9.2 Due to Towers line of sight problem, the Pilot-in-Command or Tow Master shall be responsible for the separation with their aircraft and the other obstruction while taxiing or being towed. ATC will assign a discrete transponder code in order to give pilot/towing master as far as possible, information about other traffic.
2.20.9.3 Towing aircraft shall be escorted by FOLLOW-ME-VEHICLE when transponder and two way radio communication is unavailable.
2.20.10  Jet Blast Procedures
2.20.10.1 Jet Blast Procedures for KL International Airport are as follows:
Aircraft StandStandard Pushback ProceduresNon Standard Pushback Procedures

A3 and A5

B3 and B5

Aircraft to be pushed back and towed forward to breakaway point 100 metres from blast fence before taxiing out.
Engine start at the bay is prohibited.
Engine start is only permitted at breakway point.		 
A2, A2L,A2R, A4, A4L and A4RAircraft to be pushed back and towed forward to breakaway point abeam aircraft stand A6 before taxiing out. 
B2, B2L, B2R, B4, B4L and B4RAircraft to be pushed back and towed forward to breakaway point abeam
aircraft stand B6 before taxiing out.		 
C2, C4, C6, C13 and C15

Wide body aircraft at aircraft stand C6 to be pushed back and towed forward to breakaway point abeam aircraft stand C4 before taxiing out.

Wide body aircraft at aircraft stand C13 to be pushed back and towed forward to breakaway point abeam aircraft stand C15 before taxiing out.

Wide body aircraft at aircraft stand C2 and C4 to be pushed back and towed forward to breakaway point abeam aircraft stand C6 before taxiing out.
C3, C7, C7L, C7R, C34 and C36Wide body aircraft at aircraft stand C34 and C36 to be pushed back and towed forward to breakaway point abeam
aircraft stand C36 before taxiing out.		Wide body aircraft at aircraft stand C3 and C7 to be pushed back and towed forward to breakaway point abeam aircraft stand C7 before taxiing out.
C14, C16, C16R, C23 and C25Wide body aircraft at aircraft stand C23 and C25 to be pushed back and towed forward to breakaway point abeam
aircraft stand C25 before taxiing out.		Wide body aircraft at aircraft stand C14 and C16 to be pushed back and towed forward to breakaway point abeam
aircraft stand C16 before taxiing out.
C24, C26, C33 and C35Wide body aircraft at aircraft stand C33 and C35 to be pushed back and towed forward to breakaway point abeam aircraft stand C35 before taxiing out.Wide body aircraft at aircraft stand C24 and C26 to be pushed back and towed forward to breakaway point abeam
aircraft stand C26 before taxiing out.
Cargo StandAll wide body aircraft at cargo stand are to be pushed back and aligned on taxiway centreline before taxiing out.Aircraft from aircraft stand F34 to push back and tow forward till abeam aircraft stand F32 before starting up as to avoid jet blast effect to the vehicle at the
adjacent service road.
2.20.10.2 Aircraft stand B3

Aircraft have to tow in to aircraft stand B3 in the event of VDGS unserviceable to avoid aircraft jet blast during breakaway on aircraft stand taxilane.

2.20.11  VISUAL DOCKING GUIDANCE SYSTEMS PROCEDURES KLIA TERMINAL
2.20.11.1 VDGS AIRPARK
2.20.11.1.1 Aircraft Stand:

C12R and C16R

2.20.11.1.2 Pilot Instructions: Azimuth Guidance and Stop Information provided from a Display Unit mounted in the extension of the stand centerline in front of the cockpit. The Azimuth Guidance is aligned for the pilot occupying the left seat.

2.20.11.2 VDGS APIS++
2.20.11.2.1 Aircraft Stand:

A2, A2R, A2L, B2, B2R, B2L, B4, B4R, B4L, C1, C2, C3, C4, C6, C11, C12, C13, C14, C15, C16, C17, C21, C22, C23, C24, C25, C26, C27, C31, C32, C33, C34, C35, C36, C37.

2.20.11.2.2 Pilot Instructions: Azimuth Guidance, Stop Information, Closing Rate and Aircraft Type Display provided from a Display Unit mounted in the extension of the stand centerline The Azimuth Guidance is aligned for the pilot occupying the left seat. Check correct aircraft type/series on the Display Unit. Safety Measures: ABORT Docking if Display Unit shows STOP or WRONG AIRCRAFT TYPE/SERIES, or Azimuth Guidance Display NOT ACTIVATED.

2.20.11.3 VDGS SAFEDOCK
2.20.11.3.1 Aircraft Stand:A4, A4R, A4L, A6, A6R, A6L, A8, A8R, A8L, A10, A10R, A10L, B6, B6R, B6L, B8, B8R, B8L, B10, B10R, B10L,

A3, A5, A7, A9, A11, B3, B5, B7, B9, B11

2.20.11.3.2 Azimuth Guidance, Stop Information, Closing Rate and Aircraft Type Display provided from a Display Unit mounted in the extension of the stand centerline . The Azimuth Guidance is available for use by the Pilots occupying BOTH the left and right seats. Check correct aircraft type/series on the Display Unit. Safety Measures: ABORT Docking if Display Unit shows STOP or WRONG AIRCRAFT TYPE/SERIES, or Azimuth Guidance Display NOT ACTIVATED.

PILOT INSTRUCTION

SAFEGATE - VISUAL DOCKING GUIDANCE SYSTEM

1.0 AIRCRAFT DOCKING (NORMAL CONDITION)

DESCRIPTIONPILOT VIEWPILOT INSRUCTION

START DOCK

Aircraft docking activation is performed at Operator Panel. When the Safedock system is ready to operate, the panel will show SAFEDOCK SYSTEM followed by a status message. If the status is READY, the docking procedure can be initiated by pressing the Start Dock key. A START DOCKING message appears, followed by the option SELECT AIRCRAFT.

Instruction to Operators:• Determine aircraft for docking:○ Press the desired aircraft type key.○ Press the exact sub-type key, if required (press left-right arrows to show all listed sub-types).

Note: If operator passwords are enabled, enter the 4-digitpassword to continue the aircraft docking activation with thehelp of the 0-9 digits on the switch cover.


Pilot to wait and prohibited to docking to centre line without guidance by VDGS.

VDGS SELF-TEST

After selecting the aircraft for docking, a self-test andreference point check is carried out by the Safedock system toconfirm docking accuracy.

Failing the self-test will result in an error code displayed in textformat on the Operator Panel and an ERR x on the PilotDisplay. Failing the reference point check will result in an AUTOCAL ERROR or ERR 3.


Pilot to wait and prohibited to docking to centre line without guidance by VDGS.

IDENTIFICATION The system is activated and in Active mode, scanning for an approaching aircraft and this is indicated by floating arrows.


Instructions to Operators: • Check that the correct aircraft type is displayed on the Pilot Display. The lead-in line is to be followed.

Note: If the Safedock system is still in Active mode when the aircraft nose reaches the Passenger Boarding Bridge cab, press the Emergency-Stop button immediately!


Pilot /aircraft allow to enter the centre line.

TRACKING

The system has captured the aircraft and is actively tracking and verifying it. The floating arrows are replaced by a yellow centre line indicator and floating arrow. • A flashing red and/or yellow arrow indicates the direction to turn for azimuth guidance. • The yellow arrow indicates the aircraft position in relation to the centre line. • The centre line “distance-to-go” indicator changes from floating arrows to a filled closing-rate bar. The closing-rate bar shrinks as the aircraft nears its configured stop position.

Instructions to Operators: • Check that the correct aircraft type is displayed on the Pilot Display. When the selected and the verified aircraft type match, the message IDENTIFIED appears on the Operator Panel display.


Arrow indicated the aircraft a bit on left side and pilot to turn right and make sure no arrow indicated on the left or right.


CLOSING RATE

The closing rate is the final countdown from a specific distance to the stop-position. A yellow vertical closing rate bar/centreline indicator appears, optionally with a digital countdown indication, depending on the configuration. The closing rate bar showing the distance from stop-position consists of a number of rows representing the remaining distance to go. Each row turns off in steps, beginning 15M from the stop-position as the aircraft approaches, illustrating a shrinking bar from the bottom. As the last row turns off, less than the interval for one row remains until the message STOP appears. A digital countdown (option) shows the distance to stop numerically, with intervals depending on the configuration requirements. The image example illustrates the aircraft in the closing rate distance from stop-position, slightly left of the centre line. The red arrow indicates the direction to steer.


Arrow indicated the aircraft a bit on left side and pilot to turn right and make sure no arrow indicated on the left or right.

ALIGN TO CENTRE LINE

The aircraft is at the displayed distance from the stop-position. The absence of any direction arrow indicates an aircraft on the centre line.


Aircraft on the centre line and Pilot must ensure the aircraft remain on the centre line until the stop position.

SLOW DOWN (DECREASE SPEED)

The Safedock system is configured with a slowdown active zone. The limit speed for slow down indication is configurable per aircraft type in the 0 - 10M range from the stop-position, with a default setting of 2m/s. The limits further out are fixed: 10 - 20M3m/s; more than 20M 4m/s.

Note: A speed of 2m/s is approximately 7km/h, 4 mph or 3 knots. If the aircraft is approaching faster than the accepted speed, the system will show SLOW as a warning to the pilots.


Pilot to decrease the aircraft speed.

AZIMUTH GUIDANCE

The aircraft is at the displayed distance from the stop-position. If the aircraft is not aligned to centre, a yellow arrow indicates an aircraft’s position to the centre line, and a red flashing arrow indicates the direction to turn.


Pilot to turn a bit left until no indicated red flashing arrow. Pilot to ensure aircraft is slower before reach the stop position.

STOP POSITION REACHED

When the correct stop-position is reached, the Pilot Display will show STOP with a red border or with red lights. If the aircraft is found standing still but has not reached the intended
stop-position, a Stop Short condition occurs.


Pilot to ensure aircraft stop at the stop position.

DOCKING COMPLETED

When the aircraft has parked, the message OK will be displayed. If the aircraft rolls too far past the stop-position, the message TOO FAR appears. After a configurable period of time, the status on the Operator Panel will change to PARKED.

Note: If a docking procedure cannot automatically come to a PARKED state, the Marshal can manually set this with the help of the PARK ON command (it is required for enabling the following PARK OFF procedure)


Docking completed.

2.0 ABNORMAL CONDITION

DESCRIPTIONPILOT VIEWPILOT INSRUCTION

LOST AIRCRAFT DETECTION

If the detected aircraft is lost during docking, before 15M to stop-position, the display shows WAIT. The docking continues as soon as the system detects the aircraft again. During penetration into the stand, the aircraft geometry is checked. If, for any reason, aircraft verification is not made 15M before the stop position, the Pilot Display shows STOP and WAIT.

Note: This may only be a system event and not a fault. The system requires time for safety checks, apron sweeps, aircraft capture dan ID checks before the closing rate to stop-position (to analyse the possible cause of the incident).


Pilot to wait and stop before the system being activated.

OVERSHOOT

If the aircraft overshoots the stop-position with a configurable distance, the Pilot Display displays STOP (with RED border/bars) followed by TOO FAR after the aircraft comes to a complete stop.


Pilot to aware the aircraft wing span clearance and capability of Passenger Boarding Bridges for passengers disembarking.

STOP SHORT

If the aircraft is found standing still, within a configurable distance up to 5M short of the stop-position, the message STOP and OK will be shown after a configurable amount of time.


Pilot to aware the aircraft wing span clearance and capability of Passenger Boarding Bridges for passengers disembarking.

FAIL AIRCRAFT VERIFICATION (ID FAIL)

After capture of the aircraft, its geometry is checked against a stored profile. If, for any reason, aircraft verification is not confirmed 15M before the stop-position, the Pilot Display will show STOP followed by ID FAIL. Below there is a list of errors that can be displayed on the
Operator Panel and a short description: • Geometry failed – Geometry check failed within ID Fail limit • Nose height failed – Nose height check failed • Engine verification – Engine verification failed • Profile failed – Profile check failed • Lost track – Lost track close to stop

Note: (option) Dockings can be resumed without verification; however it is important to follow the information below. Alternatively, the aircraft shall be marshalled-in or towed-in to the gate.



Pilot to wait for manual docking (marshalling) and stop the
aircraft. Pilot to wait and prohibited to docking to centre line without guidance by VDGS or
marshaller.

EMERGENCY E-STOP

When the Emergency-Stop button on the Operator Panel is activated, the Pilot Display shows STOP (with red border/bars).

Note: Additional Emergency-STOP buttons (other than that on the Operator Panel) may be connected to the system at the apron level.


Pilot to ensure the aircraft stop and not precede aircraft
movement.
2.20.12  RLG GIS206-2 AUTOMATED GUIDE-IN SYSTEM AND DOCKING PROCEDURES KLIA2 TERMINAL
2.20.12.1 INTRODUCTION
2.20.12.1.1 The RLG GIS206-2 Automated Guide-In System is a fully automatic aircraft docking guidance system for various types of modern aircraft installed at the fixed gates of the klia2 Terminal KL International Airport,Sepang.
2.20.12.2 DESCRIPTION OF SYSTEM
2.20.12.2.1 The RLG GIS206-2 Laser Guided Docking System utilizes 2-axis laser scanning technique to track both the lateral and longitudinal positions of the incoming aircraft. This 3-D approach allows the system to identify the incoming aircraft and check it against the one selected by the operator. If the incoming aircraft fails to match the expected aircraft, an ‘NO ID’ indication is immediately issued to both the pilot and the co-pilot.
2.20.12.2.2 Aircraft type, continuous closing distance, and azimuth guidance, etc, are presented on a single console clearly visible to both the pilot and co-pilot, simultaneously. Figure A shows the Aircraft Display console, mounted on the terminal in front of the aircraft stand.
2.20.12.2.3 The system is operated only in the automatic mode. When the system fails, the aircraft must then be marshalled into the stand manually.

Figure A:

In this picture the aircraft is at 10 Metres and is on the centre line.


2.20.12.3 DOCKING PROCEDURES
2.20.12.3.1 Pilot must stop the aircraft immediately if he or she sees that:

  1. The docking system is not activated

  2. A wrong type of the aircraft indicates ’ NO ID ’ is displayed.

  3. the word STOP is displayed.

2.20.12.3.2 Confirm that the correct aircraft type is displayed. Proceed slowly forward.
2.20.12.3.3 Look at the azimuth guidance bars at the lower centre of the display, and interpret the guidance as shown, always steering to the green:
2.20.12.3.4 When the aircraft is approaching approximately 40 metres from the stop position, closing information will start to display. The display information below the aircraft type is the digital readout of the close-in distance, in 1-meter decimal place decrement from 40-5 metres and in 0.1-metre decrement below 5 metres. The close-in distance is also displayed in the form of a progress metre (Arrow Pointer), at the lower left corner of the display console. The progress arrow starts to activate approximately at 40 metres, moving forward at 2.5 metres decrement, and will reach the target line at the stop position.
2.20.12.3.5 During the docking process, the user shall confirm that the correct aircraft type is displayed on the LED Display Console and proceed slowly forward to the terminal gate.

2.20.12.3.6 When the correct position is reached, the digital readout will display the word STOP, in red. The progress meter will indicate the merging of the arrow and the target line.
2.20.12.3.7 If the aircraft stops at the correct position, the word " OK " will be displayed after a few seconds, then the entire display will turn off, indicating the completion of the docking sequence.
2.20.12.3.8 If the aircraft overshoots, the word " 2FAR " will be displayed
2.20.12.3.9 Visual Docking Guidance Systems (VDGS) Docking Procedures at klia2 Terminal

2.20.12.3.10 Safety Measure
2.20.12.3.10.1 Pilot must stop the aircraft immediately if he or she sees that:

  1. The docking system is not activated

  2. A wrong type of aircraft shows ’ NO ID ’ is displayed.

  3. The word STOP is displayed

2.20.12.3.10.2 When using the automated docking system, the pilot must taxi into the aircraft stand at minimum speed. The system will display " SLOW " if the aircraft taxi speed is too fast for reliable detection.
2.20.12.3.10.3 To avoid overshoot, the pilot is advised to approach the stop position slowly and observed the closing rate information displayed. Closing information is displayed both as digital readout and in the form of progress meter. Pilot should stop the aircraft immediately when seeing " STOP " indication or when signaled by the marshaller.
2.20.12.3.10.4 The system will indicate any overshoot by displaying " 2 FAR ".

WMKK  AD 2.21  NOISE ABATEMENT PROCEDURES

NIL

WMKK  AD 2.22  FLIGHT PROCEDURES

2.22.1  General
2.22.1.1 All operations into and out of KL International Airports shall be in accordance with the Instrument Flight Rules. Helicopter flights to and from KL International Airport may be in accordance with the Visual Flight Rules.
2.22.2  AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) OPERATIONS
2.22.2.1 Airport-CDM is a harmonized method for handling an optimal turn-around process. It covers the period of time between the estimated off-block time (EOBT) minus 2 hours until take-off. It is a continuous process from flight planning (ATC flight plan) to landing and the subsequent turn-around process on the ground until the next take-off.The improved quality of the inbound and outbound information is used to optimize the process chain from arrival to departure.
2.22.2.2 All commercial flights are obliged to follow the A-CDM operational trial procedure, except military, medical, VVIP, and state flights.
2.22.2.3 Definition of terms commonly used on A-CDM

  1. Target Off Block Time (TOBT) – The time an AO or GHA committed that an aircraft targeted to be ready, all doors closed, boarding bridge removed, pushback vehicle available, and ready to start-up / pushback immediately upon reception of clearance from ATC.

  2. Target Start-Up Approval Time (TSAT) – The time provided by ATC that an aircraft can expect start-up / push back approval.

  3. Calculated Take-Off Time (CTOT) – A time calculated as a result of tactical slot allocation at which a flight is expected to become airborne.

2.22.2.4 A-CDM Operations Procedure
2.22.2.4.1  TOBT Procedure

The airline operator (AO) is responsible for providing the TOBT for each flight. The AO may delegate the TOBT responsible person to the ground handler.

TOBT shall be updated whenever operational changes result into a change of more than +/- 5 minutes from the previous TOBT.

TOBT shall be updated with the use of the following system/application:

  1. A-CDM AOE Mobile

  2. ACIP Native App

TOBT - 40 minutes, only three changes are allowed to be made to the TOBT. In the event further changes need to be made to the TOBT after the third entry, the TOBT must be deleted and the new TOBT needs to be entered.

2.22.2.4.2  A-CDM ATC/Airways Clearance Procedure

Pilots shall request for ATC/airways clearance as following:

  1. For flights to domestic destinations within Peninsular Malaysia including flight to Singapore, pilot in command may initiate the call for ATC clearance from Lumpur Delivery at TSAT -5 minutes.

  2. For flights to destinations beyond KUL FIR, pilots in command may initiate the call for ATC clearance from Lumpur Delivery at TSAT -10 minutes.

  3. Eastbound departures planned along the following ATS route segments can obtain an ATC clearance from Lumpur Delivery at TSAT -30 minutes:

    1. M771 - DUDIS

    2. L625 - AKMON

    3. N884 - LAXOR

Air Traffic Control will update TSAT changes if any, during issuance of ATC/Airways Clearance. The TSAT displayed on the ramp display may not be final and can be revised due to en-route clearance restrictions, ground congestion or flow measures.

2.22.2.4.3  A-CDM Start-Up Request Procedure

The pilots-in-command of all aircraft require clearance from air traffic control for both engine start-up and pushback. All departing aircraft shall contact LUMPUR GROUND for start-up approval at TSAT -/+ 5 minute.

The pilots-in-command of all aircraft may request Start-up clearance from air traffic control for engine start-up and pushback earliest at TSAT -5 minutes but not later than TSAT +5 minutes from LUMPUR GROUND. If the pilot-in-command cannot request start up within the TSAT +/-5 minutes time window a new TSAT needs to be requested and issued via a TOBT update.

An early pushback outside from TSAT window shall not be allowed.

In the event a flight is unable to pushback by TSAT + 5 minutes due to flight constraints, the ATC clearance and the TSAT will be cancelled. Pilot shall update the new TOBT in order to get a new TSAT before requesting a fresh ATC/Airways clearance.

Non-compliance with the initial TSAT may result in an aircraft losing its existing position in the DMAN sequence. Delay can be expected as a result of re-sequencing based on new TOBT input.

In case of delay in pushback due to ground traffic movement or ATC clearance restrictions, the ATC clearance will remain valid even if it exceeds TSAT + 5 minutes. TOBT need not be updated for such cases.

TSAT information will be displayed on the following:

  1. A-CDM Ramp Display

  2. A-CDM Web-based application

  3. A-CDM Mobile Application

2.22.2.5 Information available via A-CDM ramp display
2.22.2.5.1 All contact stands in KUL are facilitated with the A-CDM Ramp Display. Information includes flight number, Destination airport,TOBT, TSAT, and TOBT count-down timer, and all the time information is in local time. The A-CDM ramp display is located next to VGDS.
2.22.2.5.2 A-CDM ramp display sequence

DESCRIPTION

ACDM RAMP DISPLAY

Arrival flight information

Ramp Display will display Arrival Information once ALDT is set:

  1. Flight Identity

  2. IATA Previous Airport (Green Indicator)

  3. Estimated In Block Time – EIBT

  4. EIBT Time shall be displayed in Local Time with indication LT at the end of the timestamp.

The display shall be cleared 2 minutes after AIBT.


40 minutes prior to TOBT

Ramp Display will display Departure Information 40 minutes prior to TOBT:

  1. Flight Identity

  2. IATA Next Airport (Green Indicator)

  3. Target Off Block Time – TOBT

  4. TOBT Time shall be displayed in Local Time with indication LT at the end of the timestamp.

  5. TOBT Count down timer (minutes)

TOBT time stamp will change based on an update by TOBT Responsible Person.

Count down will be cleared once timer is 0 (minutes).


40 minutes prior to TSAT

Ramp Display will display TSAT 40 minutes prior to TSAT.

  1. Flight Identity

  2. IATA Next Airport (Green Indicator)

  3. Target Start-up Approval Time – TSAT

  4. TSAT Time shall be displayed in Local Time with indication LT at the end of the timestamp.

Ramp Display will display up to 15 characters per line, the TOBT and TSAT message will be flipped.

TSAT time stamp will change based on an update by DMAN based on Pre-Departure Sequencing conditions.

The display shall be cleared 1 minute after AOBT


2.22.2.6  Non A-CDM Procedure
2.22.2.6.1 Non A-CDM operations shall be performed in case of unavailability or maintenance of ACIP or any unforeseen situation that may result in TOBT unable to be submitted or TSAT cannot be provided.
2.22.2.6.2  During the period of Non A-CDM Operation, pilots shall request for ATC clearance when the aircraft is ready for pushback. ATC will then issue start-up/pushback clearance on a first-come-first-serve basis.
2.22.2.7  Contact and information
2.22.2.7.1 Detailed information on A-CDM processes at Kuala Lumpur International Airport can be found at http://www.kul-acdm.com
2.22.2.7.2 Please email the KUL A-CDM Team at kulacdm@malaysiaairports.com.my for the application of A-CDM system access or for further queries.
2.22.3  Aerodrome Control And Apron Services
2.22.3.1 Aerodrome control services at KL International Airport are provided by air traffic control from Tower East, Tower West and Apron Control Tower. Regulation of aircraft movement within the aprons are provided:

  1. From Tower East for Aprons ETN, ETS, ETE, ETW, ESW, ESN and ECS

  2. From Tower West for Aprons WTN, WTS, WTE, WTW, WSN, WSS, WSE and WSW

  3. From Apron Control Tower for Aprons ESE, ESS, ECE, ECN and ECW

2.22.3.2 Aerodrome control services at KL International Airport are provided for all runways, taxiways designated apron taxiways and aircraft stand taxilane.
2.22.3.3 On runways and designated taxiways air traffic control controls and regulates:

  1. Aircraft with respect to other aircraft, vehicles and obstructions;

  2. Vehicles with respect to aircraft.

2.22.3.4 On apron taxiways and aircraft stand taxilane, and other designated parts of the movement area, air traffic control regulates aircraft with respect to other aircraft and fixed obstructions. Air traffic control does not provide regulation or control of aircraft with respect to vehicles or people movement on this areas.
2.22.3.5 The pilot-in-command and aircraft marshallers shall be responsible for the safety of aircraft with respect to all vehicles during push back, engine start up and taxiing. Prior to, and during, engine start up, the pilot-in-command and aircraft marshallers shall be responsible to ensure that the aircraft is towed to the correct position for engine start and that the appropriate blast zone behind an aircraft is clear during engine start up.
2.22.4  Communication Services
2.22.4.1 On the movement area, all communications between air traffic control and pilots and between air traffic control and drivers of vehicles is on VHF. The functions and associated VHF frequencies are indicated in para WMKK AD 2.18. ATS COMMUNICATION FACILITIES.
2.22.5  Approach And Departure Procedures
2.22.5.1  Departing Aircraft
2.22.5.1.1 If the SID has been cancelled and replaces with a Radar Departure):

“ATC: "….callsign, recleared on Sepang (…..) Departure"

If a pilot is to fly a radar heading after airbourne: ATC: "callsign, fly heading ..... / maintain runway heading. Climb to .... FT. Runway ....., cleared for take-off"

2.22.5.1.2 Contact "Lumpur Radar" after airborne as soon as practicable before passing 2000FT on frequency 135.25 MHz.
2.22.5.1.2.1 If the departure frequency is different from the standard in para 2.22.5.1.2:
"…callsign, departure frequency (……), Runway (designator), cleared for take-off."…”
2.22.5.1.2.2 On the first contact with Approach after becoming airborne, advise the SID/RD identifier or assigned heading, the last level vacated to the nearest 100FT and the assigned altitude

Examples:
If the aircraft is on SID or RD
:“…callsign, ..KIMAT ONE CHARLIE Departure, leaving one thousand seven hundred, climbing to six thousand…”


If the aircraft is on assigned heading
:“…callsign, ..on heading (.....), leaving one thousand seven hundred, climbing to six thousand…”

2.22.5.1.3  Immediate Take-off Clearance
2.22.5.1.3.1 A pilot receiving the ATC instruction “cleared for immediate take-off” is required to act as follows:

  1. If not yet lined up on the runway, line up and begin take-off run without stopping the aircraft;

  2. if already lined up on the runway, take-off without delay;

  3. if unable to comply with the instruction, inform ATC immediately.

2.22.5.1.4 Wake turbulence waiver
2.22.5.1.4.1 Pilots-in-command of departing aircraft may choose to commence take-off without the applicable wake turbulence standard being applied. In this event the following conditions will apply:

  1. The pilot shall expressly initiate the request for waiver using the phraseology: “callsign...request wake turbulence waiver...”

  2. Waiver on the wake turbulence standard shall apply in VMC by day;

  3. The waiver shall not apply to a LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft take-off, if the take-off by the LIGHT or MEDIUM aircraft is commenced from a point more than 150 metres along the runway in the direction of take-off, from the commencement point of the HEAVY aircraft take-off.

2.22.5.1.4.2 When a pilot-in-command requests for a wake turbulence waiver, the pilot acknowledges that ATC will no longer be responsible for the application of wake turbulence separation standards to that specific flight operation.
2.22.5.2 Landing Aircraft
2.22.5.2.1 A succeeding aircraft may be cleared to land before the preceding landing aircraft which has landed or before the preceding departing aircraft which has commenced take-off run, is clear of the runway-in-use provided the following conditions are met:

  1. In VMC;

  2. ATC must have reasonable assurance that the appropriate separation will exist when the succeeding aircraft crosses the runway threshold;

  3. when issuing a landing clearance following the application of the above procedures, ATC will issue the following aircraft with the instruction below:

    " Preceding (aircraft type) vacating runway via (taxiway designator), surface wind....Runway (designator) cleared to land,…”

    "     Preceding (aircraft type) is rolling for departure, surface wind....Runway (designator), cleared to land,…”

2.22.5.2.2 After landing flight crew requirement : Pilot should ensure that the transponder is operating (set XPNDR or the equivalent according to specific installation, AUTO if available, Not OFF or STDBY) after landing continuously until the aircraft is fully parked on stand.
2.22.5.3 Missed Approach Procedures
2.22.5.3.1 When a pilot-in-command executes a "go around", he shall comply with the published missed approach procedure for the runway unless given a specific alternate missed approach procedure by air traffic control. If the aircraft performance or weather conditions preclude the pilot-in-command from complying with this requirement he shall advise air traffic control immediately.
2.22.5.4  Height Restrictions (Arriving Aircraft)
2.22.5.4.1  As part of Air Traffic Flow Management measures to regulate arrivals into WMKK.The following height restrictions shall be observed:

PUGER - FL310 OR BLW

NIREN - FL 270 OR BLW

KAKAK - FL 270 OR BLW

PULIP - FL250 OR BLW

SAROX - FL230 OR BLW

GUPTA - FL230 OR BLW

SALAX - FL220 OR BLW

2.22.5.5 Speed Restrictions (Arriving Aircraft)
2.22.5.5.1 FLOW management is used to regulate traffic destined for KLIA. The flow control sequencing action, as described in AIP ENR 1.9 – 1, may include:

  1. speed control;

  2. radar vectoring; and

  3. holding.

2.22.5.5.2 The speed restriction of 250 KT IAS below 10 000 FT is now applicable unless ATC issues the instruction “maintain high speed”.
2.22.5.5.3 Pilot cleared to proceed on RNP1 STAR and published Instrument Approach Procedure shall comply with speed restriction reported on applicable coding table.
2.22.5.5.4  Pilot shall maintain speed 160 KT IAS at 10 NM untill 5 NM to touchdown.
2.22.5.5.5  Speed Limitation Points When STAR Is Cancelled
2.22.5.5.5.1 Pilots shall adopt the following speeds when notified that the STAR is cancelled:

  1. Under radar vectors:

    1. 250 KIAS on passing 10 000FT;

    2. 220 KIAS on turning base;

    3. 185 KIAS on turning to intercept the localizer;

    4. 160 KIAS from 10NM until 5NM to touchdown.

  2. Own navigation to intercept the final approach track:

    1. 250 KIAS on passing 10 000FT;

    2. 220 KIAS 20 track miles from touchdown;

    3. 185 KIAS 15 track miles from touchdown;

    4. 160 KIAS from 10NM until 5NM to touchdown.

2.22.5.5.5.2 ATC may issue other speeds to achieve a more accurate spacing, e.g. 220 KIAS prior to base turn.
2.22.5.5.6 Cancellation Of Speed Restrictions
2.22.5.5.6.1 Pilots need not adopt the speed restrictions at the speed limitation points when they are issued a “No ATC Speed Restriction” clearance by ATC.
2.22.6. Hazardous Weather Warning
2.22.6.1 Pilots will be advised when there are reported occurrences of micro burst or wind shear. These alerts will be in the following form:

  1. Runway designation;

  2. Arrival or Departure;

  3. Type of alert (micro burst or wind shear);

  4. Quantified headwind loss or gain;

  5. Location of alert, in nautical mile, on final approach or departure path.

Example "...callsign...Runway 14L, arrival, microburst alert, headwind loss 40 knots, 2 miles final ".

2.22.7  Visibility Condition
2.22.7.1 General
2.22.7.1.1 There is 1 visibility condition under which the airport may be required to operate:

  1. Visibility Condition 1

    1. Horizontal visibility sufficient for pilot to taxi and to avoid collision with other traffic on the taxiways and at intersections by visual reference, and for personnel of air traffic control units to exercise control over all traffic on the basis of visual surveillance; and

    2. The visibility shall not be less than 800 M or 550 M RVR.

2.22.7.2 Regulation of aircraft and vehicles shall be as follows :

  1. Air traffic control shall be responsible for the regulation of aircraft and vehicles with respect to other aircraft and the provision of essential traffic information on aircraft to pilots-in-command and drivers of vehicles to facilitate separation;

  2. Pilots-in-command shall be responsible for maintaining separation with other aircraft on the manoeuvring area, other than the runways;

  3. Drivers of vehicles shall be responsible for separation with aircraft and other vehicles.

2.22.7.3 When low visibility, procedures are in operation, air traffic control will:

  1. Broadcast on the ATIS that low visibility procedures are in operation;

  2. Direct aircraft to use the full length of the runway or the last holding point available for departure (if full length is not available);

  3. Provide runway landing intervals of 6NM or more;

  4. Provide landing clearances no later than 2NM from touchdown;

  5. Provide pilot-in-command of every departing and landing aircraft with the current RVR reading for the relevant runway

2.22.7.4 When low visibility procedure are in operation, pilots-in-command shall:

  1. Ensure that after landing, the aircraft clears the LSA as soon as possible and report runway vacated;

  2. Be aware that any emergency conditions (brake fire etc.) may not be visible to the control tower or AFRS.

  3. Adjust aircraft taxiing speeds to ensure that they are able to comply with ATC instruction.

2.22.8  Runway Operations
2.22.8.1 Modes Of Operation
2.22.8.1.1 The preferred runway mode of operations will be:

  1. Runway 32R for departures, Runway 32L for arrivals and Runway 33 Mixed Mode;

  2. Runway 14R for departures, Runway 14L for arrivals and Runway 15 Mixed Mode.

2.22.8.2 Simultaneous Parallel Runway Operations
2.22.8.2.1  General
2.22.8.2.2 In KL International Airport simultaneous parallel runway operations are in use, both for departures and for arrivals. SPD – simultaneous parallel departures can be conducted from combination of any two of the three parallel instrument runways or all the three runways at one time. SPA – simultaneous parallel approaches according to the traffic imbalance or to mode of operations, can be conducted as Dependent Parallel Approaches or Independent Parallel Approaches.
2.22.8.3 Dependent Parallel Approaches - DPA
2.22.8.3.1 DPA are simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway center lines are prescribed.
2.22.8.3.2 DPA are subject to coordination between Lumpur ATCC and Lumpur TWRs and shall be notified to pilots via ATIS.
2.22.8.3.3 During Parallel approaches “Visual Approach/Side Step” on the adjacent runway shall be avoided.
2.22.8.4 Independent Parallel Approaches - IPA
2.22.8.4.1 IPA are simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway center lines are not prescribed.
2.22.8.4.2 IPA are subject to coordination between Lumpur ATCC and Lumpur TWRs and shall be notified to pilots via ATIS.
2.22.8.4.3 During the execution of parallel approaches “Visual Approach/Side Step” on the adjacent runway shall be avoided.
2.22.8.4.4 Normal Operating Zone (NOZ): Airspace of defined dimensions extending to either side of an ILS localizer course and/ or MLS final approach track. Only the inner half of the normal operating zone is taken into account in independent parallel approaches.
2.22.8.4.5 No Transgression Zone (NTZ): In the context of independent parallel approaches, a corridor of airspace of defined dimensions located centrally between the two extended runway center lines, where a penetration by an aircraft requires an ATCO intervention to manoeuvre any threatened aircraft on the adjacent approach.
2.22.8.5 RNAV (GNSS) and RNAV (RNP) for Simultaneous Independent Parallel Approaches
2.22.8.5.1 RNAV (GNSS) and RNAV (RNP) for Simultaneous Independent Parallel Approaches are as follows:

  1. RWY 14L RNAV (GNSS)

  2. RWY 14R RNAV (GNSS)

  3. RWY 15 RNAV (GNSS)

  4. RWY 32L RNAV (GNSS)

  5. RWY 32R RNAV (GNSS)

  6. RWY 33 RNAV (GNSS)

2.22.8.5.2 Pilots shall monitor WMKK CATIS (Arrival) for the expected Instrument Approach.
2.22.8.5.3 Operators are responsible to obtain the GNSS RAIM prediction associated with GNSS availability or its unavailability. CAAM would not be providing this service.
2.22.8.5.4 Pilots should notify ATC of any degradation of the RAIM data signal or being unable to perform the RNAV approach.
2.22.8.6 Break-Out Manoeuvres
2.22.8.6.1 If any aircraft is committing a NTZ infringement, the ATCO supervising the adjacent approach has to provide a breakout instruction to the aircraft under his responsibility to protect it from the threat. Break-out manoeuvres consist of heading and altitude instruction issued by a radar approach controller.
2.22.8.7 Override
2.22.8.7.1 The ATCO supervising the approach when in condition to issue a break-out manoeuvre because of the infringement of the NTZ from the adjacent approach path will override the relevant Tower frequency.
2.22.9  Runway Crossing
2.22.9.1 General
2.22.9.1.1 Kuala Lumpur International Airport (KLIA) is divided in two parts:

  1. KLIA1: the area between RWY 32R/14L and RWY 32L/14R (inclusive)

  2. klia2: the area west of RWY 32L/14R until RWY 33/15

2.22.9.2 Procedures
2.22.9.2.1 An aircraft intending to cross RWY 14R/32L will be instructed by Lumpur Ground to taxi to a RHP and hold short of RWY, where it will be instructed to contact Lumpur Tower to obtain a crossing clearance and any other instructions..
2.22.9.2.2 Stop bars will be switched off at the time crossing clearance is issued.
2.22.9.2.3 Once runway crossing is completed, the aircraft will be instructed to contact Lumpur Ground in order to receive further taxi instructions.
2.22.9.2.4 ATC may issue a clearance to land if the controller has reasonable assurance that the aircraft crossing the runway can vacate before the arriving aircraft overflies the threshold of that runway.
2.22.9.3 Restriction
2.22.9.3.1 Crossing a runway on single engine taxi is not permitted.
2.22.9.4 Interference to ILS Signals
2.22.9.4.1  RWY 14R: Interference to the Glide Slope signal may occur during a runway crossing via TWY P1 (GP sensitive area infringed) and TWY P2 (GP critical and sensitive area infringed)
2.22.9.4.2 RWY32L: Interference to the LOC signal may occur during a runway crossing or when a large aircraft vacates the runway beyond exit taxiway.
2.22.9.4.3 Pilots should anticipate the possibility of these interferences and be prepared to take immediate appropriate action during their approach to land.
2.22.10 RNAV STAR (SHORT STAR)
2.22.10.0.1  RNAV STAR:

  1. STANDARD ARRIVAL CHART INSTRUMENT - ICAO - RNAV (GNSS) STAR RWY 14L, 14R & 15

  2. STANDARD ARRIVAL CHART INSTRUMENT - ICAO - RNAV (GNSS) STAR RWY 32R, 32L & 33

will only be available for flight planning during certain period of the day. However, the utilization of these STAR shall be determined by ATC subject to operational requirement.

The available slot time of short STARs are shown as per table below.

NOTIME (UTC)
10000 - 0100
20100 - 0200
31600 - 1700
41700 - 1800
52100 - 2200
2.22.11. WMKK Arrival POINT MERGE SYSTEMS (PMS)
2.22.11.1 The following information pertains to the POINT MERGE SYSTEMS (PMS) for arrivals to WMKK.
2.22.11.1.1  By default, the PMSs for arrival are the STAR 1 GOLF (1G) on the Eastern and STAR 1 HOTEL (1H) on the Western part of WMKK TMA.
2.22.11.1.2  Operators should refer to the guidance published in ENR 1.8 when filing the Flight Plan, and the assignment of the STAR to WMKK should be based on the operators’ parking terminal as indicated in the table below:

The PMS Operational Hours and the available slot time of SINGLE PMS OPERATION, DUAL PMS OPERATION, MIDNIGHT SIDs and STARs OPERATION and SHORT STARs.

NOOPERATIONRWY 15/33OTHER RWYOPERATIONAL HOURS (UTC)REMARK
1SINGLE PMSSTAR 1G or 1H1400 - 0000ASSIGNMENT OF THE STAR SHALL BE MADE BY ATC DURING INITIAL CONTACT
2DUAL PMSSTAR 1HSTAR 1G0000 - 1400ASSIGNMENT OF THE STAR SHALL BE DEPENDING ON THE OPERATOR PARKING TERMINAL ASSIGNMENT
3MIDNIGHT SIDs & STARs

SID 2A, 2B, 2C, 2D, 2E, 2F

STAR 3K OR STAR 3J

1600 - 2100THE UTILIZATION OF THESE SID SHALL BE DETERMINED BY ATC SUBJECT TO OPERATIONAL
REQUIREMENT
4SHORT STARsSTAR 2K or STAR 2J0000 - 0100THE UTILIZATION OF THESE STAR SHALL BE DETERMINED BY ATC SUBJECT TO OPERATIONAL REQUIREMENT
0100 - 0200
1600 - 1800
2100 - 2200

However, in real time, it should be noted that ATC may assign different STARs for ATM measures.

WMKK  AD 2.23  ADDITIONAL INFORMATION

2.23.1. Bird Concentrations In The Vicinity Of The Airport
2.23.1.1 Studies show that the airport is within the flight path of seasonal migratory birds. The birds migrate from the northeast between September and November and from the south east between February and April. Height is between 100 metres to 900 metres. The most common bird types are Black Baza, Crested Honey Buzzard, Grey-faced Buzzard and Chinese Goshawk.
2.23.2. Touch And Go Landings
2.23.2.1 Touch and go landings are not permitted.

WMKK  AD 2.24  CHARTS RELATED TO AN AERODROME

Chart name

Page

AERODROME/HELIPORT CHART (WMKK) - ICAO

 AD 2-WMKK-2-1

AERODROME AERONAUTICAL GROUND LIGHTINGS AND RUNWAY MARKINGS

 AD 2-WMKK-2-3

AERODROME GROUND LIGHTING CHART

AD 2-WMKK-2-5

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO (KLIA TERMINAL 1)

 AD 2-WMKK-2-7

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO (KLIA TERMINAL 1) (TABULAR 1)

 AD 2-WMKK-2-8

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO (KLIA TERMINAL 1) (TABULAR 2)

 AD 2-WMKK-2-9

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO (KLIA TERMINAL 1) (TABULAR 3)

 AD 2-WMKK-2-10

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO (KLIA TERMINAL 1) (TABULAR 4)

 AD 2-WMKK-2-11

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO (KLIA TERMINAL 1) (TABULAR 5)

 AD 2-WMKK-2-12

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO (KLIA TERMINAL 1) (TABULAR 6)

 AD 2-WMKK-2-13

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO (KLIA TERMINAL 1) (TABULAR 7)

 AD 2-WMKK-2-14

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO - (KLIA TERMINAL 2)

 AD 2-WMKK-2-15

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO - (KLIA TERMINAL 2) (TABULAR 1)

 AD 2-WMKK-2-16

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO - (KLIA TERMINAL 2) (TABULAR 2)

 AD 2-WMKK-2-17

AIRCRAFT PARKING/DOCKING CHART (WMKK) - ICAO - (KLIA TERMINAL 2) (TABULAR 3)

 AD 2-WMKK-2-18

AIRCRAFT PARKING DOCKING (TABULAR 9)

 AD 2-WMKK-2-19

AERODROME GROUND MOVEMENT CHART - ICAO

AD 2-WMKK-2-21

AERODROME GROUND MOVEMENT CHART - ICAO (TABULAR 1)

 AD 2-WMKK-2-22

AERODROME GROUND MOVEMENT CHART - ICAO (TABULAR 2)

 AD 2-WMKK-2-23

AERODROME GROUND MOVEMENT CHART - ICAO (TABULAR 3)

 AD 2-WMKK-2-24

AERODROME GROUND MOVEMENT CHART - ICAO (TABULAR 4)

 AD 2-WMKK-2-25

AERODROME GROUND MOVEMENT CHART - ICAO (TABULAR 5)

 AD 2-WMKK-2-26

AERODROME GROUND MOVEMENT CHART - ICAO (TABULAR 6)

 AD 2-WMKK-2-27

TAXI ROUTES (TEXT 1)

 AD 2-WMKK-2-28

TAXI ROUTES (TEXT 2)

 AD 2-WMKK-2-29

TAXI ROUTES ARRIVAL RWY 14L

 AD 2-WMKK-2-31

TAXIWAY ROUTES ARRIVAL RWY 14L (TABULAR 1)

 AD 2-WMKK-2-32

TAXI ROUTES ARRIVAL RWY 14R

 AD 2-WMKK-2-33

TAXIWAY ROUTES ARRIVAL RWY 14R (TABULAR 1)

 AD 2-WMKK-2-34

KLIA TERMINAL 2 TAXI ROUTES ARRIVAL RWY 15

AD 2-WMKK-2-35

TAXIWAY ROUTES ARRIVAL RWY 15 TO KLIA TERMINAL 2 (TABULAR 1)

AD 2-WMKK-2-36

TAXI ROUTES ARRIVAL RWY 32L

 AD 2-WMKK-2-37

TAXIWAY ROUTES ARRIVAL RWY 32L (TABULAR 1)

 AD 2-WMKK-2-38

KLIA TERMINAL 2 TAXI ROUTES ARRIVAL RWY 32L

AD 2-WMKK-2-39

TAXIWAY ROUTES ARRIVALS RWY 32L TO KLIA TERMINAL 2 (TABULAR 1)

AD 2-WMKK-2-40

TAXI ROUTES ARRIVAL RWY 32R

 AD 2-WMKK-2-41

TAXIWAY ROUTES ARRIVAL RWY 32R (TABULAR 1)

 AD 2-WMKK-2-42

KLIA TERMINAL 2 TAXI ROUTES ARRIVALS RWY 33

AD 2-WMKK-2-43

TAXIWAY ROUTES ARRIVALS RWY 33 TO KLIA TERMINAL 2 (TABULAR 1)

AD 2-WMKK-2-44

TAXI ROUTES DEPARTURE RWY 14L

 AD 2-WMKK-2-45

TAXIWAY ROUTES DEPARTURE RWY 14L (TABULAR 1)

 AD 2-WMKK-2-46

TAXI ROUTES DEPARTURE RWY 14R

 AD 2-WMKK-2-47

TAXIWAY ROUTES DEPARTURE RWY 14R (TABULAR 1)

 AD 2-WMKK-2-48

KLIA TERMINAL 2 TAXI ROUTES DEPARTURE RWY 14R

AD 2-WMKK-2-49

TAXIWAY ROUTES DEPARTURES RWY 14R FROM KLIA TERMINAL 2 (TABULAR 1)

AD 2-WMKK-2-50

APPENDIX 11 TAXI ROUTES CODE F ARRIVAL

 AD 2-WMKK-2-51

KLIA TERMINAL 2 TAXI ROUTES DEPARTURE RWY 15

 AD 2-WMKK-2-51

TAXIWAY ROUTES DEPARTURES RUNWAY 15 FROM KLIA TERMINAL 2 (TABULAR 1)

AD 2-WMKK-2-52

TAXI ROUTES DEPARTURE RWY 32L

 AD 2-WMKK-2-53

TAXIWAY ROUTES DEPARTURE RWY 32L (TABULAR 1)

 AD 2-WMKK-2-54

TAXI ROUTES DEPARTURE RWY 32R

 AD 2-WMKK-2-55

TAXIWAY ROUTES DEPARTURE RWY 32R (TABULAR 1)

 AD 2-WMKK-2-56

KLIA TERMINAL 2 TAXI ROUTES DEPARTURE RWY 33

AD 2-WMKK-2-57

TAXIWAY ROUTES DEPARTURES RUNWAY 33 FROM KLIA TERMINAL 2 (TABULAR 1)

AD 2-WMKK-2-58

CODE F TAXIWAYS KLIA TERMINAL 1 & KLIA TERMINAL 2

AD 2-WMKK-2-59

TAXI ROUTES CODE F - ARRIVALS RWY 14L

 AD 2-WMKK-2-61

STANDARD TAXI ROUTE - CODE F ARRIVAL RWY 14L (TABULAR 1)

 AD 2-WMKK-2-62

TAXI ROUTES CODE F - ARRIVALS RWY 32R

 AD 2-WMKK-2-63

STANDARD TAXI ROUTE - CODE F ARRIVAL RWY 32R (TABULAR 1)

 AD 2-WMKK-2-64

TAXI ROUTES CODE F - ARRIVALS RWY 14R

 AD 2-WMKK-2-65

STANDARD TAXI ROUTE - CODE F ARRIVAL RWY 14R (TABULAR 1)

 AD 2-WMKK-2-66

TAXI ROUTES CODE F - ARRIVALS RWY 32L

 AD 2-WMKK-2-67

STANDARD TAXI ROUTE - CODE F ARRIVAL RWY 32L (TABULAR 1)

 AD 2-WMKK-2-68

TAXI ROUTE CODE F - ARRIVAL RWY 15

 AD 2-WMKK-2-69

STANDARD TAXI ROUTE - CODE F ARRIVAL RWY 15 (TABULAR 1)

 AD 2-WMKK-2-70

TAXI ROUTE CODE F - ARRIVAL RWY 33

 AD 2-WMKK-2-71

STANDARD TAXI ROUTE - CODE F ARRIVAL RWY 33 (TABULAR 1)

 AD 2-WMKK-2-72

TAXI ROUTE CODE F - DEPARTURE RWY 14L

 AD 2-WMKK-2-73

STANDARD TAXI ROUTE - CODE F DEPARTURE RWY 14L (TABULAR 1)

 AD 2-WMKK-2-74

TAXI ROUTE CODE F - DEPARTURE RWY 32R

 AD 2-WMKK-2-75

STANDARD TAXI ROUTE - CODE F DEPARTURE RWY 32R (TABULAR 1)

 AD 2-WMKK-2-76

TAXI ROUTE CODE F - DEPARTURE RWY 14R

 AD 2-WMKK-2-77

STANDARD TAXI ROUTE - CODE F DEPARTURE RWY 14R (TABULAR 1)

 AD 2-WMKK-2-78

TAXI ROUTE CODE F - DEPARTURE RWY 32L

 AD 2-WMKK-2-79

STANDARD TAXI ROUTE - CODE F DEPARTURE RWY 32L (TABULAR 1)

 AD 2-WMKK-2-80

TAXI ROUTE CODE F - DEPARTURE RWY 15

 AD 2-WMKK-2-81

STANDARD TAXI ROUTE - CODE F DEPARTURE RWY 15 (TABULAR 1)

 AD 2-WMKK-2-82

TAXI ROUTE CODE F - DEPARTURE RWY 33

 AD 2-WMKK-2-83

STANDARD TAXI ROUTE - CODE F DEPARTURE RWY 33 (TABULAR 1)

 AD 2-WMKK-2-84

KLIA EMERGENCY RESPONSE HELICOPTER LANDING ZONES

 AD 2-WMKK-2-85

AERODROME OBSTACLE CHART — ICAO TYPE A (RWY 14L/32R)

 AD 2-WMKK-3-1

AERODROME OBSTACLE CHART — ICAO TYPE A (RWY 14R/32L)

 AD 2-WMKK-3-3

AERODROME OBSTACLE CHART — ICAO TYPE A (RWY 15/33)

 AD 2-WMKK-3-5

KUALA LUMPUR TMA/CTR

AD 2-WMKK-4-1

ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO

 AD 2-WMKK-4-3

PRECISION APPROACH TERRAIN - ICAO - RWY 14L

 AD 2-WMKK-5-1

PRECISION APPROACH TERRAIN - ICAO - RWY 14R

 AD 2-WMKK-5-3

PRECISION APPROACH TERRAIN - ICAO - RWY 32L

 AD 2-WMKK-5-5

PRECISION APPROACH TERRAIN - ICAO - RWY 32R

 AD 2-WMKK-5-7

STANDARD DEPARTURE CHART - ICAO - RADAR DEPARTURES

 AD 2-WMKK-6-1

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14L RNAV(GNSS) PUGER 1A BIKDU 1A SALAX 1A IBUKU 1A PIBOS 1A MITOS 1A ATIMU 1A KIMAT 1A RUSBU 1A

 AD 2-WMKK-6-3

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14L RNAV(GNSS) PUGER 1A BIKDU 1A SALAX 1A IBUKU 1A PIBOS 1A MITOS 1A ATIMU 1A KIMAT 1A RUSBU 1A (TABULAR 1)

 AD 2-WMKK-6-4

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14L RNAV(GNSS) PUGER 1A BIKDU 1A SALAX 1A IBUKU 1A PIBOS 1A MITOS 1A ATIMU 1A KIMAT 1A RUSBU 1A (TABULAR 2)

AD 2-WMKK-6-5

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14L RNAV(GNSS) PUGER 1A BIKDU 1A SALAX 1A IBUKU 1A PIBOS 1A MITOS 1A ATIMU 1A KIMAT 1A RUSBU 1A (TABULAR 3)

 AD 2-WMKK-6-6

STANDARD DEPARTURE CHART - ICAO - RWY 14L RNP 1 (GNSS) PUGER 2A BIKDU 2A SALAX 2A IBUKU 2A PIBOS 2A MITOS 2A ATIMU 2A KIMAT 2A RUSBU 2A

 AD 2-WMKK-6-7

STANDARD DEPARTURE CHART - ICAO - RWY 14L RNP 1 (GNSS) PUGER 2A BIKDU 2A SALAX 2A IBUKU 2A PIBOS 2A MITOS 2A ATIMU 2A KIMAT 2A RUSBU 2A (TABULAR 1)

 AD 2-WMKK-6-8

STANDARD DEPARTURE CHART - ICAO - RWY 14L RNP 1 (GNSS) PUGER 2A BIKDU 2A SALAX 2A IBUKU 2A PIBOS 2A MITOS 2A ATIMU 2A KIMAT 2A RUSBU 2A (TABULAR 2)

 AD 2-WMKK-6-9

STANDARD DEPARTURE CHART - ICAO - RWY 14L RNP 1 (GNSS) PUGER 2A BIKDU 2A SALAX 2A IBUKU 2A PIBOS 2A MITOS 2A ATIMU 2A KIMAT 2A RUSBU 2A(TABULAR 3)

AD 2-WMKK-6-10

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14R RNAV(GNSS) PUGER 1B BIKDU 1B SALAX 1B IBUKU 1B PIBOS 1B MITOS 1B ATIMU 1B KIMAT 1B RUSBU 1B

AD 2-WMKK-6-11

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14R RNAV(GNSS) PUGER 1B BIKDU 1B SALAX 1B IBUKU 1B PIBOS 1B MITOS 1B ATIMU 1B KIMAT 1B RUSBU 1B (TABULAR 1)

 AD 2-WMKK-6-12

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14R RNAV(GNSS) PUGER 1B BIKDU 1B SALAX 1B IBUKU 1B PIBOS 1B MITOS 1B ATIMU 1B KIMAT 1B RUSBU 1B (TABULAR 2)

 AD 2-WMKK-6-13

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14R RNAV(GNSS) PUGER 1B BIKDU 1B SALAX 1B IBUKU 1B PIBOS 1B MITOS 1B ATIMU 1B KIMAT 1B RUSBU 1B (TABULAR 3)

 AD 2-WMKK-6-14

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 14R DEPARTURES FOR SAAS SUBANG

 AD 2-WMKK-6-15

STANDARD DEPARTURE CHART - ICAO - RWY 14R RNP 1 (GNSS) PUGER 2B BIKDU 2B SALAX 2B IBUKU 2B PIBOS 2B MITOS 2B ATIMU 2B KIMAT 2B RUSBU 2B

 AD 2-WMKK-6-17

STANDARD DEPARTURE CHART - ICAO - RWY 14R RNP 1 (GNSS) PUGER 2B BIKDU 2B SALAX 2B IBUKU 2B PIBOS 2B MITOS 2B ATIMU 2B KIMAT 2B RUSBU 2B (TABULAR 1)

 AD 2-WMKK-6-18

STANDARD DEPARTURE CHART - ICAO - RWY 14R RNP 1 (GNSS) PUGER 2B BIKDU 2B SALAX 2B IBUKU 2B PIBOS 2B MITOS 2B ATIMU 2B KIMAT 2B RUSBU 2B (TABULAR 2)

 AD 2-WMKK-6-19

STANDARD DEPARTURE CHART - ICAO - RWY 14R RNP 1 (GNSS) PUGER 2B BIKDU 2B SALAX 2B IBUKU 2B PIBOS 2B MITOS 2B ATIMU 2B KIMAT 2B RUSBU 2B (TABULAR 3)

 AD 2-WMKK-6-20

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 15 RNP 1 (GNSS) PUGER 1C BIKDU 1C SALAX 1C IBUKU 1C PIBOS 1C MITOS 1C ATIMU 1C KIMAT 1C RUSBU 1C

 AD 2-WMKK-6-21

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 15 RNP 1 (GNSS) PUGER 1C BIKDU 1C SALAX 1C IBUKU 1C PIBOS 1C MITOS 1C ATIMU 1C KIMAT 1C RUSBU 1C (TABULAR 1)

 AD 2-WMKK-6-22

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 15 RNP 1 (GNSS) PUGER 1C BIKDU 1C SALAX 1C IBUKU 1C PIBOS 1C MITOS 1C ATIMU 1C KIMAT 1C RUSBU 1C (TABULAR 2)

 AD 2-WMKK-6-23

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 15 RNP 1 (GNSS) PUGER 1C BIKDU 1C SALAX 1C IBUKU 1C PIBOS 1C MITOS 1C ATIMU 1C KIMAT 1C RUSBU 1C (TABULAR 3)

 AD 2-WMKK-6-24

STANDARD DEPARTURE CHART - ICAO - RWY 15 RNP 1 (GNSS) PUGER 2C BIKDU 2C SALAX 2C IBUKU 2C PIBOS 2C MITOS 2C ATIMU 2C KIMAT 2C RUSBU 2C

 AD 2-WMKK-6-25

STANDARD DEPARTURE CHART - ICAO - RWY 15 RNP 1 (GNSS) PUGER 2C BIKDU 2C SALAX 2C IBUKU 2C PIBOS 2C MITOS 2C ATIMU 2C KIMAT 2C RUSBU 2C (TABULAR 1)

 AD 2-WMKK-6-26

STANDARD DEPARTURE CHART - ICAO - RWY 15 RNP 1 (GNSS) PUGER 2C BIKDU 2C SALAX 2C IBUKU 2C PIBOS 2C MITOS 2C ATIMU 2C KIMAT 2C RUSBU 2C (TABULAR 2)

 AD 2-WMKK-6-27

STANDARD DEPARTURE CHART - ICAO - RWY 15 RNP 1 (GNSS) PUGER 2C BIKDU 2C SALAX 2C IBUKU 2C PIBOS 2C MITOS 2C ATIMU 2C KIMAT 2C RUSBU 2C (TABULAR 3)

AD 2-WMKK-6-28

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32R RNAV(GNSS) PUGER 1D BIKDU 1D SALAX 1D IBUKU 1D PIBOS 1D MITOS 1D ATIMU 1D KIMAT 1D RUSBU 1D

 AD 2-WMKK-6-30

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32R RNAV(GNSS) PUGER 1D BIKDU 1D SALAX 1D IBUKU 1D PIBOS 1D MITOS 1D ATIMU 1D KIMAT 1D RUSBU 1D (TABULAR 1)

 AD 2-WMKK-6-31

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32R RNAV(GNSS) PUGER 1D BIKDU 1D SALAX 1D IBUKU 1D PIBOS 1D MITOS 1D ATIMU 1D KIMAT 1D RUSBU 1D (TABULAR 2)

 AD 2-WMKK-6-32

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32R RNAV(GNSS) PUGER 1D BIKDU 1D SALAX 1D IBUKU 1D PIBOS 1D MITOS 1D ATIMU 1D KIMAT 1D RUSBU 1D (TABULAR 3)

 AD 2-WMKK-6-33

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32R DEPARTURES FOR SAAS SUBANG

 AD 2-WMKK-6-35

STANDARD DEPARTURE CHART - ICAO - RWY 32R RNP 1 (GNSS) PUGER 2D BIKDU 2D SALAX 2D IBUKU 2D PIBOS 2D MITOS 2D ATIMU 2D KIMAT 2D RUSBU 2D

 AD 2-WMKK-6-37

STANDARD DEPARTURE CHART - ICAO - RWY 32R RNP 1 (GNSS) PUGER 2D BIKDU 2D SALAX 2D IBUKU 2D PIBOS 2D MITOS 2D ATIMU 2D KIMAT 2D RUSBU 2D (TABULAR 1)

 AD 2-WMKK-6-38

STANDARD DEPARTURE CHART - ICAO - RWY 32R RNP 1 (GNSS) PUGER 2D BIKDU 2D SALAX 2D IBUKU 2D PIBOS 2D MITOS 2D ATIMU 2D KIMAT 2D RUSBU 2D (TABULAR 2)

AD 2-WMKK-6-39

STANDARD DEPARTURE CHART - ICAO - RWY 32R RNP 1 (GNSS) PUGER 2D BIKDU 2D SALAX 2D IBUKU 2D PIBOS 2D MITOS 2D ATIMU 2D KIMAT 2D RUSBU 2D (TABULAR 3)

 AD 2-WMKK-6-40

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32L RNAV(GNSS) PUGER 1E BIKDU 1E SALAX 1E IBUKU 1E PIBOS 1E MITOS 1E ATIMU 1E KIMAT 1E RUSBU 1E

AD 2-WMKK-6-41

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32L RNAV(GNSS) PUGER 1E BIKDU 1E SALAX 1E IBUKU 1E PIBOS 1E MITOS 1E ATIMU 1E KIMAT 1E RUSBU 1E (TABULAR 1)

 AD 2-WMKK-6-42

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32L RNAV(GNSS) PUGER 1E BIKDU 1E SALAX 1E IBUKU 1E PIBOS 1E MITOS 1E ATIMU 1E KIMAT 1E RUSBU 1E (TABULAR 2)

 AD 2-WMKK-6-43

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32L RNAV(GNSS) PUGER 1E BIKDU 1E SALAX 1E IBUKU 1E PIBOS 1E MITOS 1E ATIMU 1E KIMAT 1E RUSBU 1E (TABULAR 3)

 AD 2-WMKK-6-44

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 32L RNAV(GNSS) PUGER 1E BIKDU 1E SALAX 1E IBUKU 1E PIBOS 1E MITOS 1E ATIMU 1E KIMAT 1E RUSBU 1E (TABULAR 4)

 AD 2-WMKK-6-45

STANDARD DEPARTURE CHART - ICAO - RWY 32L RNP 1 (GNSS) PUGER 2E BIKDU 2E SALAX 2E IBUKU 2E PIBOS 2E MITOS 2E ATIMU 2E KIMAT 2E RUSBU 2E

 AD 2-WMKK-6-47

STANDARD DEPARTURE CHART - ICAO - RWY 32L RNP 1 (GNSS) PUGER 2E BIKDU 2E SALAX 2E IBUKU 2E PIBOS 2E MITOS 2E ATIMU 2E KIMAT 2E RUSBU 2E (TABULAR 1)

 AD 2-WMKK-6-48

STANDARD DEPARTURE CHART - ICAO - RWY 32L RNP 1 (GNSS) PUGER 2E BIKDU 2E SALAX 2E IBUKU 2E PIBOS 2E MITOS 2E ATIMU 2E KIMAT 2E RUSBU 2E (TABULAR 2)

 AD 2-WMKK-6-49

STANDARD DEPARTURE CHART - ICAO - RWY 32L RNP 1 (GNSS) PUGER 2E BIKDU 2E SALAX 2E IBUKU 2E PIBOS 2E MITOS 2E ATIMU 2E KIMAT 2E RUSBU 2E (TABULAR 3)

 AD 2-WMKK-6-50

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 33 RNP 1 (GNSS) PUGER 1F BIKDU 1F SALAX 1F IBUKU 1F PIBOS 1F MITOS 1F ATIMU 1F KIMAT 1F RUSBU 1F

 AD 2-WMKK-6-51

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 33 RNP 1 (GNSS) PUGER 1F BIKDU 1F SALAX 1F IBUKU 1F PIBOS 1F MITOS 1F ATIMU 1F KIMAT 1F RUSBU 1F (TABULAR 1)

 AD 2-WMKK-6-52

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 33 RNP 1 (GNSS) PUGER 1F BIKDU 1F SALAX 1F IBUKU 1F PIBOS 1F MITOS 1F ATIMU 1F KIMAT 1F RUSBU 1F (TABULAR 2)

 AD 2-WMKK-6-53

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 33 RNP 1 (GNSS) PUGER 1F BIKDU 1F SALAX 1F IBUKU 1F PIBOS 1F MITOS 1F ATIMU 1F KIMAT 1F RUSBU 1F (TABULAR 3)

 AD 2-WMKK-6-54

STANDARD DEPARTURE CHART INSTRUMENT (SID) - ICAO - RWY 33 RNP 1 (GNSS) PUGER 1F BIKDU 1F SALAX 1F IBUKU 1F PIBOS 1F MITOS 1F ATIMU 1F KIMAT 1F RUSBU 1F (TABULAR 4)

 AD 2-WMKK-6-55

STANDARD DEPARTURE CHART - ICAO - RWY 33 RNP 1 (GNSS) PUGER 2F BIKDU 2F SALAX 2F IBUKU 2F PIBOS 2F MITOS 2F ATIMU 2F KIMAT 2F RUSBU 2F

 AD 2-WMKK-6-57

STANDARD DEPARTURE CHART - ICAO - RWY 33 RNP 1 (GNSS) PUGER 2F BIKDU 2F SALAX 2F IBUKU 2F PIBOS 2F MITOS 2F ATIMU 2F KIMAT 2F RUSBU 2F (TABULAR 1)

 AD 2-WMKK-6-58

STANDARD DEPARTURE CHART - ICAO - RWY 33 RNP 1 (GNSS) PUGER 2F BIKDU 2F SALAX 2F IBUKU 2F PIBOS 2F MITOS 2F ATIMU 2F KIMAT 2F RUSBU 2F (TABULAR 2)

AD 2-WMKK-6-59

STANDARD DEPARTURE CHART - ICAO - RWY 33 RNP 1 (GNSS) PUGER 2F BIKDU 2F SALAX 2F IBUKU 2F PIBOS 2F MITOS 2F ATIMU 2F KIMAT 2F RUSBU 2F (TABULAR 3)

AD 2-WMKK-6-60

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS EAST PUGER 1G KAKAK 1G SAROX 1G NIREN 1G PULIP 1G GUPTA 1G SALAX 1G

AD 2-WMKK-7-1

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS EAST PUGER 1G KAKAK 1G SAROX 1G NIREN 1G PULIP 1G GUPTA 1G SALAX 1G (TABULAR 1)

 AD 2-WMKK-7-2

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS EAST PUGER 1G KAKAK 1G SAROX 1G NIREN 1G PULIP 1G GUPTA 1G SALAX 1G (TABULAR 2)

 AD 2-WMKK-7-3

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS EAST PUGER G KAKAK 1G SAROX 1G NIREN 1G PULIP 1G GUPTA 1G SALAX 1G (TABULAR 3)

 AD 2-WMKK-7-4

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS EAST PUGER G KAKAK 1G SAROX 1G NIREN 1G PULIP 1G GUPTA 1G SALAX 1G (TABULAR 4)

 AD 2-WMKK-7-5

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS WEST PUGER 1H KAKAK 1H SAROX 1H NIREN 1H PULIP 1H GUPTA 1H SALAX 1H

 AD 2-WMKK-7-7

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS WEST PUGER 1H KAKAK 1H SAROX 1H NIREN 1H PULIP 1H GUPTA 1H SALAX 1H (TABULAR 1)

 AD 2-WMKK-7-8

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS WEST PUGER 1H KAKAK 1H SAROX 1H NIREN 1H PULIP 1H GUPTA 1H SALAX 1H (TABULAR 2)

 AD 2-WMKK-7-9

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS WEST PUGER 1H KAKAK 1H SAROX 1H NIREN 1H PULIP 1H GUPTA 1H SALAX 1H (TABULAR 3)

 AD 2-WMKK-7-10

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33, 14L, 14R, 15 RNAV (GNSS) PMS WEST PUGER 1H KAKAK 1H SAROX 1H NIREN 1H PULIP 1H GUPTA 1H SALAX 1H (TABULAR 4)

 AD 2-WMKK-7-11

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33 RNAV (GNSS) PMS SOUTH PUGER 1J KAKAK 1J SAROX 1J NIREN 1 J PULIP 1J GUPTA 1J SALAX 1J

 AD 2-WMKK-7-13

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33 RNAV (GNSS) PMS SOUTH PUGER 1J KAKAK 1J SAROX 1J NIREN 1 J PULIP 1J GUPTA 1J SALAX 1J (TABULAR 1)

 AD 2-WMKK-7-14

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33 RNAV (GNSS) PMS SOUTH PUGER 1J KAKAK 1J SAROX 1J NIREN 1 J PULIP 1J GUPTA 1J SALAX 1J (TABULAR 2)

 AD 2-WMKK-7-15

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33, RNAV (GNSS) PMS SOUTH PUGER 1J KAKAK 1J SAROX 1J NIREN 1J PULIP 1J GUPTA 1J SALAX 1J (TABULAR 3)

 AD 2-WMKK-7-16

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY32R, 32L, 33, RNAV (GNSS) PMS SOUTH PUGER 1J KAKAK 1J SAROX 1J NIREN 1J PULIP 1J GUPTA 1J SALAX 1J (TABULAR 4)

 AD 2-WMKK-7-17

STANDARD ARRIVAL CHART - ICAO - RWY 32R, 32L, 33 RNP 1 (GNSS) PUGER 3J KAKAK 3J SAROX 3J NIREN 3J PULIP 3J GUPTA 3J SALAX 3J

AD 2-WMKK-7-19

STANDARD ARRIVAL CHART - ICAO - RWY 32R, 32L, 33 RNP 1 (GNSS) PUGER 3J KAKAK 3J SAROX 3J NIREN 3J PULIP 3J GUPTA 3J SALAX 3J (TABULAR 1)

 AD 2-WMKK-7-20

STANDARD ARRIVAL CHART - ICAO - RWY 32R, 32L, 33 RNP 1 (GNSS) PUGER 3J KAKAK 3J SAROX 3J NIREN 3J PULIP 3J GUPTA 3J SALAX 3J (TABULAR 2)

AD 2-WMKK-7-21

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 14L, 14R, 15 RNAV(GNSS) PMS NORTH PUGER 1K KAKAK 1K SAROX 1K NIREN 1K PULIP 1K GUPTA 1K SALAX 1K

 AD 2-WMKK-7-23

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 14L, 14R, 15 RNAV(GNSS) PMS NORTH PUGER 1K KAKAK 1K SAROX 1K NIREN 1K PULIP 1K GUPTA 1K SALAX 1K (TABULAR 1)

 AD 2-WMKK-7-24

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 14L, 14R, 15 RNAV(GNSS) PMS NORTH PUGER 1K KAKAK 1K SAROX 1K NIREN 1K PULIP 1K GUPTA 1K SALAX 1K (TABULAR 2)

 AD 2-WMKK-7-25

STANDARD ARRIVAL CHART - INSTRUMENT (STAR) - ICAO - RWY 14L, 14R, 15 RNAV(GNSS) PMS NORTH PUGER 1K KAKAK 1K SAROX 1K NIREN 1K PULIP 1K GUPTA 1K SALAX 1K (TABULAR 3)

 AD 2-WMKK-7-26

STANDARD ARRIVAL CHART INSTRUMENT (STAR) - ICAO - RWY 14L, 14R, 15 RNAV (GNSS) PUGER 2K KAKAK 2K SAROX 2K NIREN 2K PULIP 2K GUPTA 2K SALAX 2K

AD 2-WMKK-7-27

STANDARD ARRIVAL CHART INSTRUMENT (STAR) - ICAO - RWY 14L, 14R, 15 RNAV (GNSS) PUGER 2K KAKAK 2K SAROX 2K NIREN 2K PULIP 2K GUPTA 2K SALAX 2K (TABULAR 1)

 AD 2-WMKK-7-28

STANDARD ARRIVAL CHART INSTRUMENT (STAR) - ICAO - RWY 14L, 14R, 15 RNAV (GNSS) PUGER 2K KAKAK 2K SAROX 2K NIREN 2K PULIP 2K GUPTA 2K SALAX 2K (TABULAR 2)

 AD 2-WMKK-7-29

STANDARD ARRIVAL CHART - ICAO - RWY 14L, 14R, 15 RNP 1 (GNSS) PUGER 3K KAKAK 3K SAROX 3K NIREN 3K PULIP 3K GUPTA 3K SALAX 3K

 AD 2-WMKK-7-31

STANDARD ARRIVAL CHART - ICAO - RWY 14L, 14R, 15 RNP 1 (GNSS) PUGER 3K KAKAK 3K SAROX 3K NIREN 3K PULIP 3K GUPTA 3K SALAX 3K (TABULAR 1)

AD 2-WMKK-7-32

STANDARD ARRIVAL CHART - ICAO - RWY 14L, 14R, 15 RNP 1 (GNSS) PUGER 3K KAKAK 3K SAROX 3K NIREN 3K PULIP 3K GUPTA 3K SALAX 3K (TABULAR 2)

 AD 2-WMKK-7-33

STANDARD ARRIVAL CHART INSTRUMENT (STAR) - ICAO - RWY 32R, 32L, 33 RNAV (GNSS) PUGER 2J KAKAK 2J SAROX 2J NIREN 2J PULIP 2J GUPTA 2J SALAX 2J

 AD 2-WMKK-7-35

STANDARD ARRIVAL CHART INSTRUMENT (STAR) - ICAO - RWY 32R, 32L, 33 RNAV (GNSS) PUGER 2J KAKAK 2J SAROX 2J NIREN 2J PULIP 2J GUPTA 2J SALAX 2J (TABULAR 1)

 AD 2-WMKK-7-36

STANDARD ARRIVAL CHART INSTRUMENT (STAR) - ICAO - RWY 32R, 32L, 33 RNAV (GNSS) PUGER 2J KAKAK 2J SAROX 2J NIREN 2J PULIP 2J GUPTA 2J SALAX 2J (TABULAR 2)

 AD 2-WMKK-7-37

INITIAL APPROACH CHART - RWY 14L RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / NORTH

 AD 2-WMKK-7-39

INITIAL APPROACH CHART - RWY 14L RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / NORTH (TABULAR 1)

AD 2-WMKK-7-40

INITIAL APPROACH CHART - RWY 14R RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / NORTH

AD 2-WMKK-7-41

INITIAL APPROACH CHART - RWY 14R RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / NORTH (TABULAR 1)

 AD 2-WMKK-7-42

INITIAL APPROACH CHART - RWY 15 RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / NORTH

AD 2-WMKK-7-43

INITIAL APPROACH CHART - RWY 15 RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / NORTH (TABULAR 1)

 AD 2-WMKK-7-44

INITIAL APPROACH CHART - RWY 32L RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / SOUTH

AD 2-WMKK-7-45

INITIAL APPROACH CHART - RWY 32L RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / SOUTH (TABULAR 1)

 AD 2-WMKK-7-46

INITIAL APPROACH CHART - RWY 32R RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / SOUTH

 AD 2-WMKK-7-47

INITIAL APPROACH CHART - RWY 32R RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / SOUTH (TABULAR 1)

 AD 2-WMKK-7-48

INITIAL APPROACH CHART - RWY 33 RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / SOUTH

AD 2-WMKK-7-49

INITIAL APPROACH CHART - RWY 33 RNAV (GNSS) INITIAL APPROACH PROCEDURE VIA PMS EAST / WEST / SOUTH (TABULAR 1)

 AD 2-WMKK-7-50

INSTRUMENT APPROACH CHART - ICAO - RWY 14L ILS OR LOC

 AD 2-WMKK-8-1

INSTRUMENT APPROACH CHART - ICAO - RWY 14L ILS OR LOC (TABULAR 1)

 AD 2-WMKK-8-2

INSTRUMENT APPROACH CHART - ICAO - RWY 14L RNP Y

 AD 2-WMKK-8-3

INSTRUMENT APPROACH CHART - ICAO - RWY 14L RNP Y (TABULAR 1)

 AD 2-WMKK-8-4

INSTRUMENT APPROACH CHART - ICAO - RWY 14L RNP X

AD 2-WMKK-8-5

INSTRUMENT APPROACH CHART - ICAO - RWY 14L RNP X (TABULAR 1)

AD 2-WMKK-8-6

INSTRUMENT APPROACH CHART - ICAO - RWY 14L VOR/DME

 AD 2-WMKK-8-7

INSTRUMENT APPROACH CHART - ICAO - RWY 14L VOR/DME (TABULAR 1)

 AD 2-WMKK-8-8

INSTRUMENT APPROACH CHART - ICAO - RWY14R ILS OR LOC

 AD 2-WMKK-8-9

INSTRUMENT APPROACH CHART - ICAO - RWY14R ILS OR LOC (TABULAR 1)

 AD 2-WMKK-8-10

INSTRUMENT APPROACH CHART - ICAO - RWY 14R RNP Y

 AD 2-WMKK-8-11

INSTRUMENT APPROACH CHART - ICAO - RWY 14R RNP Y (TABULAR 1)

 AD 2-WMKK-8-12

INSTRUMENT APPROACH CHART - ICAO - RWY 14R RNP X

 AD 2-WMKK-8-13

INSTRUMENT APPROACH CHART - ICAO - RWY 14R RNP X (TABULAR 1)

 AD 2-WMKK-8-14

INSTRUMENT APPROACH CHART - ICAO - RWY 15 ILS OR LOC

 AD 2-WMKK-8-15

INSTRUMENT APPROACH CHART - ICAO - RWY 15 ILS OR LOC (TABULAR 1)

 AD 2-WMKK-8-16

INSTRUMENT APPROACH CHART - ICAO - RWY 15 RNP Y

 AD 2-WMKK-8-17

INSTRUMENT APPROACH CHART - ICAO - RWY 15 RNP Y (TABULAR 1)

 AD 2-WMKK-8-18

INSTRUMENT APPROACH CHART - ICAO - RWY 15 RNP X

 AD 2-WMKK-8-19

INSTRUMENT APPROACH CHART - ICAO - RWY 15 RNP X (TABULAR 1)

 AD 2-WMKK-8-20

INSTRUMENT APPROACH CHART - ICAO - RWY 15 VOR/DME

 AD 2-WMKK-8-21

INSTRUMENT APPROACH CHART - ICAO - RWY 15 VOR/DME (TABULAR 1)

 AD 2-WMKK-8-22

INSTRUMENT APPROACH CHART - ICAO - RWY 32L ILS OR LOC

 AD 2-WMKK-8-23

INSTRUMENT APPROACH CHART - ICAO - RWY 32L ILS OR LOC (TABULAR 1)

 AD 2-WMKK-8-24

INSTRUMENT APPROACH CHART - ICAO - RWY 32L RNP Y

 AD 2-WMKK-8-25

INSTRUMENT APPROACH CHART - ICAO - RWY 32L RNP Y (TABULAR 1)

 AD 2-WMKK-8-26

INSTRUMENT APPROACH CHART - ICAO - RWY 32L RNP X

 AD 2-WMKK-8-27

INSTRUMENT APPROACH CHART - ICAO - RWY 32L RNP X (TABULAR 1)

 AD 2-WMKK-8-28

INSTRUMENT APPROACH CHART - ICAO - RWY 32R ILS OR LOC

 AD 2-WMKK-8-29

INSTRUMENT APPROACH CHART - ICAO - RWY 32R ILS OR LOC (TABULAR 1)

 AD 2-WMKK-8-30

INSTRUMENT APPROACH CHART - ICAO - RWY 32R RNP Z (AR)

 AD 2-WMKK-8-31

INSTRUMENT APPROACH CHART - ICAO - RWY 32R RNP Z (AR) (TABULAR 1)

 AD 2-WMKK-8-32

INSTRUMENT APPROACH CHART - ICAO - RWY 32R RNP Z (AR) (TABULAR 2)

 AD 2-WMKK-8-33

INSTRUMENT APPROACH CHART - ICAO - RWY 32R RNP Y

 AD 2-WMKK-8-35

INSTRUMENT APPROACH CHART - ICAO - RWY 32R RNP Y (TABULAR 1)

 AD 2-WMKK-8-36

INSTRUMENT APPROACH CHART - ICAO - RWY 32R RNP X

 AD 2-WMKK-8-37

INSTRUMENT APPROACH CHART - ICAO - RWY 32R RNP X (TABULAR 1)

 AD 2-WMKK-8-38

INSTRUMENT APPROACH CHART - ICAO - RWY 32R VOR/DME

AD 2-WMKK-8-39

INSTRUMENT APPROACH CHART - ICAO - RWY 32R VOR/DME (TABULAR 1)

 AD 2-WMKK-8-40

INSTRUMENT APPROACH CHART - ICAO - RWY 33 ILS OR LOC

 AD 2-WMKK-8-41

INSTRUMENT APPROACH CHART - ICAO - RWY 33 ILS OR LOC (TABULAR 1)

 AD 2-WMKK-8-42

INSTRUMENT APPROACH CHART - ICAO - RWY 33 RNP Z (AR)

 AD 2-WMKK-8-43

INSTRUMENT APPROACH CHART - ICAO - RWY 33 RNP Z (AR) (TABULAR 1)

 AD 2-WMKK-8-44

INSTRUMENT APPROACH CHART - ICAO - RWY 33 RNP Z (AR) (TABULAR 2)

 AD 2-WMKK-8-45

INSTRUMENT APPROACH CHART - ICAO - RWY 33 RNP Y

 AD 2-WMKK-8-47

INSTRUMENT APPROACH CHART - ICAO - RWY 33 RNP Y (TABULAR 1)

 AD 2-WMKK-8-48

INSTRUMENT APPROACH CHART - ICAO - RWY 33 RNP X

 AD 2-WMKK-8-49

INSTRUMENT APPROACH CHART - ICAO - RWY 33 RNP X (TABULAR 1)

 AD 2-WMKK-8-50

INSTRUMENT APPROACH CHART - ICAO - RWY 33 VOR/DME

 AD 2-WMKK-8-51

INSTRUMENT APPROACH CHART - ICAO - RWY 33 VOR/DME (TABULAR 1)

 AD 2-WMKK-8-52