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General Information

Location: ST MAARTEN I ANTICAO/IATA: TNCM / SXMLat/Long: N18° 02.5', W063° 06.5'Elevation: 14 ft

Airport Use: PublicDaylight Savings: Not ObservedUTC Conversion: +4:00 = UTCMagnetic Variation: 14.0° W

Fuel Types: 100 Octane (LL), 100-130 Octane, Jet A, Jet A-1Customs: YesAirport Type: IFRLanding Fee: YesControl Tower: YesJet Start Unit: NoLLWS Alert: NoBeacon: Yes

Sunrise: 1046 ZSunset: 2205 Z

Runway Information

Runway: 10Length x Width: 7546 ft x 150 ftSurface Type: asphaltTDZ-Elev: 12 ftLighting: EdgeDisplaced Threshold: 328 ft

Runway: 28Length x Width: 7546 ft x 150 ftSurface Type: asphaltTDZ-Elev: 9 ftLighting: Edge

Communication Information

ATIS: 127.650Juliana Tower: 118.700Juliana Clearance Delivery: 121.650Juliana Approach: 118.700Juliana Approach: 128.950

General Information

Location: ST MAARTEN I ANTICAO/IATA: TNCM / SXMLat/Long: N18° 02.5', W063° 06.5'Elevation: 14 ft

Airport Use: PublicDaylight Savings: Not ObservedUTC Conversion: +4:00 = UTCMagnetic Variation: 14.0° W

Fuel Types: 100 Octane (LL), 100-130 Octane, Jet A, Jet A-1Customs: YesAirport Type: IFRLanding Fee: YesControl Tower: YesJet Start Unit: NoLLWS Alert: NoBeacon: Yes

Sunrise: 1046 ZSunset: 2205 Z

Runway Information

Runway: 10Length x Width: 7546 ft x 150 ftSurface Type: asphaltTDZ-Elev: 12 ftLighting: EdgeDisplaced Threshold: 328 ft

Runway: 28Length x Width: 7546 ft x 150 ftSurface Type: asphaltTDZ-Elev: 9 ftLighting: Edge

Communication Information

ATIS: 127.650Juliana Tower: 118.700Juliana Clearance Delivery: 121.650Juliana Approach: 118.700Juliana Approach: 128.950

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

jep=JEPPESENJeppView for Windows

D

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

FRENCH ANTILLES

ST EUSTATIUS IF.d. Roosevelt

TNCE

THE VALLEYClayton J. Lloyd Intl

TQPF

NETHANTILLES

4100

360^

2600

RPA

090^

4000

ROUTING

INITIAL CLIMB

VIA

DANDE

GOUDA

JUICE

620 LEFT of centerline.

2044 RIGHT of centerline.

BOPAT

JUICE

DANDE

GOUDA

10-3JEPPESEN

| JEPPESEN, 2018. ALL RIGHTS RESERVED.

TNCM/SXMPRINCESS JULIANA INTL

ST MAARTEN I,NETH ANTILLES

(PHILIPSBURG)

312^288^

240^

Apt Elev

14 Trans alt: 5000

28.6

25.3

34.8

.RNAV.SID.24 AUG 1810

2030

4050

05

1525

3545

5

If unableadvise ATC

2981

A. 602 hazard beacon 6227 from DER,

B. 1118 hazard beacon 9224 from DER,

RWY 10 RNAV (GNSS) DEPARTUREBOPAT 2 [BOPAT2]

Climb direct BOPAT. Cross BOPAT at or above 4000, if unable advise ATC. Then direct DANDE.

Climb direct BOPAT. Cross BOPAT at or above 4000, if unable advise ATC. Turn RIGHT direct GOUDA.

Climb direct BOPAT. Cross BOPAT at or above 4000, if unable advise ATC. Turn RIGHT direct JUICE.

Routing instructions may be superseded by RADAR vectors. As soon as practicable turn RIGHT.

CLOSE-IN OBSTACLESThis SID requires a minimum 1200 ceilingand 2.8 NM visibility to see and avoid themountain 2.8 NM EAST of take-off end RWY 10.Operators will maneuver visually over lower terrain.

43

43

43

43

51

27

27

14

17-30

18-00

63-00

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CHANGES: New format.

Direct distance from Runway 10 beginning ofTORA to: BOPAT 10.0 NM

CONTOURINTERVALS

4000

2000


292^

271^

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ST E

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This

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292^

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FRENCH A

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LES

NETH A

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URE

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FRENCHANTILLES

NETHERLANDSANTILLES

10

182'

154'

096^

69'

VOR

ARP

Traffic entering, transiting or operating withinTMA contact Juliana Approach on 128.95.

ST MAARTEN I, NETH ANTILLES(PHILIPSBURG)

PRINCESS JULIANA INTLN18 02.5 W063 06.510-9

14'Apt Elev

TNCM/SXM

7546'

14^W

PARKING SPOT COORDINATESSPOT NO. COORDINATES

N18 02.6 W063 06.9N18 02.6 W063 06.8N18 02.6 W063 06.7N18 02.6 W063 06.9B1, B2N18 02.5 W063 07.0

N18 02.5 W063 06.9N18 02.5 W063 06.8

JEPPESEN

144'

ControlTower

116'

LCTR

Met Bldg

Terminal

A1

RWY 10-28

A2A3

A4

63-07

18-02.5

63-06.9

B1

B2

B3

B4 B5

C1C2C3C4C5

C6

C7 C8 C9 C10

N18 02.5 W063 06.7N18 02.6 W063 06.7N18 02.5 W063 06.7

A1A2, A3

A4

B3

B4B5C1C2

18-02.6

Elev 13'

Hazard Beacons

C3 thru C10

LightPoles

| JEPPESEN, 2008, 2016. ALL RIGHTS RESERVED.

18-01 18-01

18-02 18-02

18-03 18-03

63-06

63-06

63-07

63-07

108' 114'77'73'

74'72' 68'

63'

73'

125'

96'

86'

C11

C12

Hazard Beacons

N18 02.5 W063 06.6C11, C12

HELI PARKING COORDINATES

SPOT NO. COORDINATESH1

N18 02.5 W063 05.8N18 02.5 W063 05.9

H2, H3

All landing helicopter traffic intending to park at theH Apron shall proceed along the rwy centerline, enter

designated parking stand.Twy H and follow the taxi guidance lines to the

Maximum helicopter rotor size allowed is 33' (10m)in diameter.

H Apron

rwy centerline for the rwy in use.

Helicopters shall avoid built up areas in as far aspractical.

F ApronE Apron

WestApron

G Apron

All helicopter traffic intending to depart from theH Apron must follow the taxi guidance lines and exitTwy H onto the active rwy, then depart along the

H Apron

*JULIANA Delivery *Tower

121.65 118.7

8 APR 16

*ATIS

127.65

ATIS added.

63-07

63-06.7

63-06.7

18-02.6

28Elev 9'276^

2300mC

ED

F

A

G1

CHANGES:

500 2000 2500

800600200

Feet

Meters

0

0 1000

30001000 1500

400

BldgArea

CD

G2 H

B

B


1 & 2Eng

3 & 4Eng

TAKE-OFF

4500m1200'-

Right Hand Turn MANDATORY.

East Must be Visible

Rwy 10Rwy 28

Hazard Beacons on Hills to the

300'- 4500m

ST MAARTEN I, NETH ANTILLES(PHILIPSBURG)

PRINCESS JULIANA INTL

TNCM/SXM

1

10-9A

1 Landing Rwy 28 at night prohibited, VMC by day.

JEPPESEN

7218' 2200m7218' 2200m


All traffic intending to depart from Rwy 10 and requiring the use of the pre-threshold area are permitted to taxi across the red inset lights on Rwy 10 displaced threshold during backtracking.

None.

All landing aircraft utilizing the intermediate turning bay Rwy 10 shall make their turnto the RIGHT to avoid any injury to persons and/or damage to property south of the RWY.

Heavy aircraft are not permitted to turn at the intermediate turning bay Rwy 10and shall proceed to the Rwy end and follow the turn guidance markingsto make a RIGHT 180^ turn.

Righthand traffic circuit for Rwy 10, lefthand circuit for Rwy 28.

Birds in vicinity of the airport.

8 APR 16

CHANGES:

RWY

ADDITIONAL RUNWAY INFORMATION

Threshold

LANDING BEYONDUSABLE LENGTHS

WIDTHTAKE-OFFGlide Slope

1028

GENERAL

MIRL REIL PAPI (angle 3.0^) 150'46mMIRL REIL


| JEPPESEN SANDERSON, INC., 2006. ALL RIGHTS RESERVED.

TNCM/SXM 10-9D

New chart.

VISUAL DOCKING GUIDANCE SYSTEMS

2.2 GENERAL WARNING

2.2 ITEMS TO CHECK BEFORE ENTERING THE STAND AREA

1 DEC 06

2.3 THE SBU MESSAGE

PRINCESS JULIANA INTL(PHILIPSBURG)

ST MAARTEN I, NETH ANTILLES

1. INTRODUCTION

The Safedock Docking Guidance System (DGS) is an automated "parking aid" system designed tosafely guide the aircraft into gate to its assigned stop-position. It accomplishes this by activelytracking the aircraft while providing the pilot real-time visual feedback of "distance-to-go" andazimuth guidance in relation to the centerline and stop-position.

2. SAFETY PROCEDURES

The DGS has built-in features of self-diagnostics and gate area scanning checks to inform theaircraft pilot of problems that could affect the safety of the docking procedure. Refer to"section 4. ABNORMAL CONDITIONS" for futher details on these items.

If the pilot is unsure of the information being shown on the DGS Display unit, the aircraftSHOULD BE STOPPED IMMEDIATELY UNTIL further information for clearance HAS BEEN OBTAINED.

Although the DGS has built-in features of self-diagnostics and gate area scanning checks, thepilot should always use their judgement of safety should there be any items in the "obstacle free"area not captured by the DGS. In general, the aircraft should be stopped prior to further entryinto the gate area if there is a presence of any object posing a question to the safety of theaircraft or personnel on the ground.

verify that the DGS is displaying the vertical running arrows and correct aircraft type. If thereis any concern in these checks, the aircraft should be stopped until the situation is corrected ormanual guidance is provided. During the aircraft docking, the pilot should follow the guidanceof the DGS while staying alert for any items within his view posing a danger to the aircraft orpersonnel on the ground.

GENERAL PRECAUTIONS:

THE PILOT SHALL NOT ENTER THE GATE AREA, UNLESS THE DOCKING SYSTEM IS SHOWINGTHE VERTICAL RUNNING ARROWS.

THE PILOT SHALL NOT ENTER THE STAND AREA UNLESS THE AIRCRAFT TYPE AND ANY OTHERDISPLAYED INFORMATION IS CORRECT FOR THE AIRCRAFT THEY ARE DOCKING.

THE PILOT MUST NOT PROCEED BEYOND THE BOARDING BRIDGE CAB, UNLESS THESE ARROWSHAVE BEEN REPLACED BY THE "CLOSING RATE BAR".

The message STOP SBU means that docking has been interrupted due to an unexpected error orhardware malfunction and has to be resumed by manual guidance. DO NOT RESUME DOCKINGUNDER DGS-GUIDANCE UNDER THIS CONDITION.

3. AIRCRAFT DOCKING PROCEDURE

The following section is a detailed step-by-step approach to the stages of the docking routineindicating the typical events from start to completion.

3.1 START OF DOCKING (SELF-TEST)

Upon activating the DGS for aircraft docking, a self-test and calibration checkis performed to confirm docking accuracy. During this time, the display willshow "WAIT".

3.2 CAPTURE (INCOMING AIRCRAFT)

The rolling arrows indicate that the SAFEDOCK is searching the gate arealooking to "capture" the arriving aircraft.

Check that the correct aircraft and sub-type are displayed. If not the dockingmay result in an ID-fail. Following this, the pilot should proceed into the gatearea following the correct lead-in line or centerline.

DO NOT PROCEED PAST THE BOARDING BRIDGE CAB IF THE ROLLING ARROWSARE NOT REPLACED BY THE "CLOSING RATE BAR". ALSO, KEEP AWARE OF ANYVISIBLE ITEMS POSING A DANGER TO THE SAFETY OF THE AIRCRAFT ORPERSONNEL ON THE GROUND.

Upon entry to the gate area, the pilot should make a quick visual check of the gate area and

Yellow

Red

Red

CHANGES:

JEPPESEN



TNCM/SXM 10-9E

New chart.


1 DEC 06PRINCESS JULIANA INTL

(PHILIPSBURG)ST MAARTEN I, NETH ANTILLES

3.3 TRACKING

When the DGS "captures" the approaching aircraft, the rolling arrows arereplaced by a "yellow" closing rate bar". At this point, the DGS has capturedthe aircraft and is actively tracking it. The DGS is also in the process of verifyingthe approaching aircraft against that selected (as shown in the display).

The "closing rate bar" consists of a centerline indicator showing the aircraftin relation to the target stop-position.

3.4 CLOSING RATE

Digital countdown begins when the aircraft is 12 meters (or 40 feet) from itsstop position. When the aircraft is within this distance, the "distance-to-go"closing rate indicator decreases by about one LED-row per 1.6 foot or halfmeter of movement.

Digital countdown resolution:20 to 2 meters2 meters to STOP

1 meters0.2 meters

40 to 8 feet8 feet to STOP

4 feet1 foot

The example shows the B747 aircraft 10m from the stop-position slightly off-center to the left.

When aligned to center, the RED direction arrows disappear indicating the

3.5 ALIGNED TO CENTER

aircraft is on center.

The example shows the B747 aircraft 8m from the stop-position and on-center.

If the aircraft is approaching faster than the accepted speed, the system

3.6 SLOW DOWN

will show SLOW DOWN as a warning to the pilot.

The example now shows the B747 aircraft about 8m from the stop-positionand still on-center yet needing to slow down.

3.7 AZIMUTH GUIDANCE

Centerline guidance countinues to the stop-position.

The example shows the B747 aircraft 4m from the stop-position,slightly off-center to the right.

3.8 STOP-POSITION REACHED

When the aircraft reaches its assigned stop-position, the display willshow STOP with RED lights to each side.

3.9 DOCKING COMPLETED

After the aircraft is completely stopped, the OK message will be displayed.

3.10 OVERSHOOT (TOO FAR)

If the aircraft overshoots the stop-position, a TOO FAR will be displayed.

Note: The overshoot condition is usually triggered by the aircraft goingmore than 0.5m past the target stop-position. This may or may not createa concern for the boarding bridge to accommodate the overshoot position.The ground crew will be alerted to the situation by this message and thendetermine if the aircraft needs to be pushed back.

FlashingRed

the pilot should steer the aircraft to the centerline.A flashing RED arrow provides azimuth guidance and indicates the direction

CHANGES:

JEPPESEN



TNCM/SXM 10-9F

New chart.




3.11 CHOCKS ON MESSAGE

The "Chocks On" is displayed to indicate that the chocks have been set inplace to the aircraft wheels. This feature is available via button press on theOperator's Panel to provide or supplement the ground operator's responsibilityto provide the status message to the pilot.

3.12 STOP SHORT

If the aircraft is stopped short and at a standstill but has not reachedthe intended stop position, the message STOP OK will be shown aftera while.

4. ABNORMAL CONDITIONS

If an object is blocking the view from the SAFEDOCK DGS laser-scanning unit toward the stopposition of the selected aircraft type, the system will be unable to perform the docking procedure.When an object is detected between the laser scanning unit and the stop position for at least tenseconds, the DGS will halt the docking procedure and display a GATE BLOCK warning message.When the blocking object is removed, the docking procedure will be resumed. The same applieswith an object detected in the "apron scan" area whereas the DGS will display an "APRONBLOCK" warning message. Note that the "apron scan" feature only covers the pilot's blind spotarea when the aircraft requires a right turn into the gate. See further details later in this sectionfor more info on this.

If an unrecoverable error occurs during a docking procedure, a SBU (Safety Back Up) conditionexists. In this case an alternate method to guide aircraft to the stop position must be used, asthe docking procedure cannot be completed. SBU stop conditions are:

(a)

(b)

(c)

A hardware failure.

Aircraft more than 3.5 degrees off centerline and less than 2m (6.5ft) to the stop-position

View from Laser scanning unit to aircraft blocked with less than 2m (6.5ft) to thestop-position.

WARNING: An object must never be placed in front of the DGS unit and closer than 1.5 meters(or 5 feet) to the laser window. Such an object would violate proper docking performance!

4.1 WAIT

The WAIT message is displayed for various reasons and may be followed withfurther info. In general, it is an indication to the pilot that the DGS is not yetready to guide or continue guiding the aircraft into the gate. The reasons mayvary from startup self-testing, lost track of the aircraft, or large obstaclesor personnel in the critical docking area or obstacle free zone. Basically,something that may compromise the docking or a safety concern.

When the problem is resolved or the blocking object has moved from thecritical docking area, docking may continue. The DGS display must also showthe "closing rate" bar and that it is back in docking mode AND tracking theaircraft.

THE PILOT MUST NOT PROCEED BEYOND THE BOARDING BRIDGE CAB UNLESSTHE "WAIT" MESSAGE HAS BEEN REMOVED AND THE DGS INDICATES IT ISTRACKING THE AIRCRAFT INTO THE GATE AREA.

4.2 BRIDGE NOT IN POSITION

The "BR IN" message occurs when the Passenger Boarding Bridge (PBB) isinterlocked to the DGS and is NOT safely stowed or parked in the properparking position (or a defect in the wiring).

This message with the red-LEDs is indication to the pilot that aircraft dockingMUST wait until ground personnel move the PBB into safe position away fromthe critical docking area.

THE PILOT MUST NOT PROCEED BEYOND THE BOARDING BRIDGE CAB UNLESSTHE "BR IN" MESSAGE HAS BEEN REMOVED AND THE DGS INDICATES IT ISTRACKING THE AIRCRAFT INTO THE GATE AREA.

Other abnormal or non-typical conditions that may occur are as follows:

CHANGES:

JEPPESEN



TNCM/SXM 10-9G

New chart.




4.3 BAD WEATHER CONDITION (DOWN-GRADE)

During heavy fog, rain or snow, or any low visibility condition, the docking systemgoes into downgrade mode.

When operating at this mode, the display will deactivate the floating arrows and

operation but with reduced aircraft slow-down speed.

This message will be replaced by the closing rate bar, as soon as the systemdetects and captures the approaching aircraft.

THE PILOT MUST NOT PROCEED BEYOND THE BRIDGE CAB UNLESS THE "DOWNGRADE" TEXT HAS BEEN REMOVED AND THE DGS INDICATES IT IS TRACKINGTHE AIRCRAFT INTO THE GATE AREA.

4.4 AIRCRAFT VERIFICATION FAILURE

If, for any reason, aircraft verfication is not confirmed at 12 meters (or 40 feet)before the target stop-position, the display will show STOP followed by ID FAIL(alternating on the upper row of the display).

If the DGS is re-activated for the same aircraft type, docking can resumewithout aircraft verification. Note that such re-activation should be doneonly after the ground crew has verfied the correct aircraft type.

MANUAL GUIDANCE, UNLESS THE DOCKING HAS BEEN RE-ACTIVATED ANDTHE DGS INDICATES IT IS TRACKING THE AIRCRAFT INTO THE GATE AREA.

4.5 GATE BLOCKED

If an object is found blocking the view from the DGS to the planned stopposition for the aircraft, the docking procedure will be halted with a GATEBLOCK message. The docking procedure will resume as soon as the blockingobject has been removed.

The "Gate Block" area covers the general scanning area of the approachingaircraft and where the aircraft body will be when parked as well as the areabetween the DGS and those points. In general, the message is provoked bylarge obstacles interfering this scanning area. This feature does not look forsmaller interfering items on the apron.

4.6 VIEW BLOCKED

If the view towards the approaching aircraft is hindered, for instance by dirton the window, the DGS will report a View Blocked condition. If the system isable to see the aircraft through the dirty window, the message will be replacedwith a closing rate display.

The difference between the "View Block" and the "Gate Block" feature is thatthe "View Block" feature looks for interference within 2m of distance from thelaser and the "Gate Block" feature looks for interference past this distance.

4.7 TOO FAST

If the aircraft approaches with a speed higher than the docking system canhandle, the message STOP (with red squares) and TOO FAST will be displayed.

The aircraft docking must be re-started or the docking procedure completed bymanual guidance.

THE PILOT MUST NOT PROCEED BEYOND THE BOARDING BRIDGE CAB WITHOUTMANUAL GUIDANCE, UNLESS THE WAIT MESSAGE HAS BEEN REMOVED AND THE

THE PILOT MUST NOT PROCEED BEYOND THE BOARDING BRIDGE CAB WITHOUTMANUAL GUIDANCE, UNLESS THE DOCKING HAS BEEN RE-ACTIVATED AND THEDGS INDICATES IT IS TRACKING THE AIRCRAFT INTO THE GATE AREA.

alternate between 'DOWN GRADE' and aircraft type. The DGS will continue

After capture of the aircraft, the DGS checks its geometry against a stored profile.

THE PILOT MUST NOT PROCEED BEYOND THE BOARDING BRIDGE CAB WITHOUT

THE PILOT MUST NOT PROCEED INTO THE GATE AREA WITHOUT MANUAL

AND THE DGS INDICATES IT IS TRACKING THE AIRCRAFT INTO THE GATE AREA.GUIDANCE, UNLESS THE "WAIT/GATE/BLOCK" MESSAGE HAS BEEN REMOVED

DGS INDICATES IT IS AGAIN TRACKING THE AIRCRAFT INTO THE GATE AREA.

CHANGES:

JEPPESEN



TNCM/SXM 10-9H

New chart.



4.8 ANOMALOUS ERROR, SBU-STOP

Any anomalous or unrecoverable error during the docking procedurewill generate a SBU condition. A manual backup procedure must beused for docking guidance.

Note: An SBU-Stop may be followed by another error related to a hardware failure or other anomalous event.

4.9 ERROR CONDITION

Any error that occurs during the DGS operation will generate anERROR message with an error code in the main display. Errors thatoccur during aircraft docking may be proceeded with an "SBU"

THE PILOT MUST FOLLOW MANUAL GUIDANCE INTO THE GATEWHEN THE DGS DISPLAY IS IN THIS CONDITION.

4.10 EMERGENCY STOP

the display will show STOP with RED lights to each side.If the Emergency Stop button is pressed (by the ground operator),

The ground crew may activate this button to indicate a dangerouscondition that requires aircraft motion to STOP and NOT continue itsapproach into the gate.

THE PILOT SHOULD STOP THE AIRCRAFT AT ANY TIME THE STOPMESSAGE IS DISPLAYED DURING DGS DOCKING GUIDANCE THENFOLLOW MANUAL GUIDANCE.

4.11 NON-OPERATIONAL CONDITION

Should there be a hardware failure that interferes with the DGSability to operate, the display will go blank with RED lights to each

failure has been resolved.side. In such cases, the DGS cannot be used until the hardware

THE PILOT MUST FOLLOW MANUAL GUIDANCE INTO THE GATE WHENTHE DGS DISPLAY IS IN THIS CONDITION.


4.12 NO POWER (OR POWER FAILURE)



message.

When the DGS is powered-Off, or in the case of a power failure, thedisplay will be shown as completely black. Until power is restored,any aircraft shall be marshalled-in or towed-in to the gate.

CHANGES:

JEPPESEN


TA(R)-1FrenchAntilles

Neth.Antilles

TA(R)-2

TA(R)-1

1000

4100'

STRAIGHT-IN LANDING RWY

MAP at MAPON

700'MDA(H)

10

PA

NS O

PS

(686')

A

B

C

D

PRINCESS JULIANA INTL 12-1

*JULIANA Approach

128.95 118.7

RNAV

FinalApch Crs

096^

Minimum Alt

1700'(1686')

MDA(H)

700'(686')

Apt Elev


MISSED APCH:

(PHILIPSBURG)

Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL 65 Trans alt: 5000'

Gnd speed-Kts 70 90 100 120 140 160REIL 4000'

TNCM/SXM

*JULIANA TowerBRIE

FIN

G S

TRIP

TM

RT

JEPPESEN

RNAV (GNSS) Rwy 10

LESOR

LNAV

hold, or as directed by ATC.Climbing RIGHT turn to 4000' direct ONBED and

(CONDITIONAL)

372 478 531 637 743 849 D ONBED

LNAV

1

1MDA(H) 770' (756')

LNAV

3600m

MSA ARP

AVAKI(IF/IAF)

(IAF)

OTMOT

(IAF)

UMANA

275^

LESOR MAPON

05

510

1520

ONBED

GABUL

ON

BED

SLUGO

JUIC

EG

OUD

A

DANDE ZPATAEL

OPO

151^

30.9

122^

22.4

091^21.8

049^

37.1

330^

36.7

305^44.4

260^ 13.6

185^6.0

005^6.0

1700'

AVAKI

095^

3.1 12'

2600'

5.1

LESOR

5.110.2

MAPON

02.0

17-50

18-00

18-10

63-00

63-10

63-20

4000m

2600

2600

2600

2600

2600 3000

2600

26002600

PAPI

294^2600

25.8

TRNKY

215^

260019

.6

MHA 2600MAX 10000

Enter hold only wheninstructed by ATC.

140^

320^

MISSEDAPCH FIX

MHA 4000MAX 20000


MNOLO

259^32.2

2600

167^

260014.2

3.00^TCH 50'

12'

14'

Descent Angle 3.00^

MAX 230 KT

MAX 240 KT

Rwy

Rwy

3200m

127.65*ATIS

28 DEC 18

PFANG

096^

096^

11 Coincident with ANG NDB

1. GNSS required. 2. DME/DME not authorized.

095^095^

3600m

3200m

1555'

ZPATA apch transition.

.Eff.3.Jan.

Missed Approach restricted to a maximum of 205 KT until established direct ONBED.

4 NM

CHANGES:

1118'

975'

576'

723'HazardBeacon

HazardBeacon

HazardBeacon

HazardBeacon

MAPON direct ONBED21.6 NM

ALTITUDE 1340' 1020'

DIST to MAPON 2.0 1.0


TA(R)-1

TA(R)-2

PJD284 PJDST MAARTEN

1555'

869'

971'

975'HazardBeacon

PJM113.0 PJMST MAARTEN

D

1118'HazardBeacon

576'HazardBeacon

723'HazardBeacon

096^ 308^128^

PA

NS O

PS

(PHILIPSBURG)

Trans alt: 5000'


090^

360^

4800m

MDA(H)

10

Trans level: FL 65Apt Elev: 1 hPa

CIRCLE-TO-LAND

NA

A

B

C

D

Alt Set: hPa

A

B

C

D

NOT APPLICABLE


TNCM/SXM ST MAARTEN I, NETH ANTILLES

CAT C & D

13-1

*JULIANA Approach *JULIANA Tower

128.95 118.7VOR

113.0PJM

FinalApch Crs

096^

MDA(H)Apt Elev 14'No FAF

MISSED APCH:

REIL

MSA PJM VOR

1115'

05

510

BRIE

FIN

G S

TRIP

TM

JEPPESEN

VOR X Rwy 10

1. Timing not authorized for defining Missed Approach Point.

1040' (1026')


18-00

18-10

63-0063-1063-20

1040' (1026')

PAPI

2 Min

(IAF)

180^

MHA 4000MAX 20000

MAX IAS 240 Kts.1 MIN at or below 14000

1.5 MIN above 14000

turn left

Track 180^ climbing to 4000', passing 2600' turnLEFT direct PJM VOR and hold.

on4000'

180^

Passing 2600'

Startturn at

6 SEP 19

127.65*ATIS

4100

2600

14'

128^ 308^4000'

1600'308^

096^

VOR

Apt

3.00^

Gnd speed-KtsDescent Angle 3.00^

70 90 100 120 140 160372 478 531 637 743 849

MAP at VOR

CNF's, VNAV.

FRENCH ANTILLES

NETH. ANTILLES

308^

CHANGES:

[FF1~]

4.8[FF1~]

TCH 50'


288^

264^

French Antilles

Neth. Antilles

TA(R)-1

TA(R)-2

2600'

4100'


090^

360^

MAP at D2.0

3500m

770'MDA(H)

10

PA

NS O

PS

(756')

CIRCLE-TO-LAND

NA

A

B

C

D D

C

B

A

PRINCESS JULIANA INTL13-2

*JULIANA Approach

128.95 118.7VOR

113.0PJM

FinalApch Crs

096^

Minimum Alt

1600'(1586')

MDA(H)

500'(486')


MISSED APCH:

(PHILIPSBURG)

MSA PJM VORAlt Set: hPa Apt Elev: 1 hPa Trans level: FL 65 Trans alt: 5000'

Gnd speed-Kts 70 90 100 120 140 160

TNCM/SXM

*JULIANA TowerBRIE

FIN

G S

TRIP

TM

JEPPESEN

VOR Z Rwy 10

10 DME turn LEFT direct PJM VOR and hold.

1. DME required.

4000'REIL

05

510

1520

113.0 PJMPJMD

JUIC

E

GABUL

GO

UD

A

DANDE ESVAN ON

BED

VORULUBAD10.0 DEBIR

D2.0

D4.9

096^

2.9 1.95.1

128^308^ULUBA

D10.0

DEBIRD4.9

D2.0096^

.A638.

.B520.

.R760.

.A516.

.A517.

.B520.

138^

114^

092^

058^

348^

320^

2600

2600

2600

2600

2600

2600

10.0

21.8

22.0

34.7

20.0

20.0

HazardBeacon

1118'

HazardBeacon

975'

576'HazardBeacon

HazardBeacon

723'

PJD284 PJD

10 D

ME Arc

10

DME Arc

1600

1600

DEBIR

[MA1~]

[MA1~]

(CONDITIONAL)

ST MAARTEN

ST MAARTEN

1


1600'

PAPI

096^

500'MDA(H) (486')1

3500m

3600m

4000m

Apt Elev 14'

14'Apt

(IF/IAF)

(IAF)

MNOLO

.A516.

Missed Approach restricted to a maximum of 205 KIAS until tracking 180^.

239^

2600

25.8

TRNKY.L461.184^13.2

2600

180^

Passing 2600'within 10 DMEturn left

Track 180^ climbing to 4000', passing 2600' within

180^on


318^

MHA 4000MAX 20000

1 MIN at or below 140001.5 MIN above 14000

Descent Angle 2.98^ 369 474 527 633 738 843

2.98^TCH 50'

MAX 240 KT

127.65

*ATIS

424'

1555'

869'

483'

Chart re-indexed.

6 SEP 19

17-50

18-00

18-10

63-00

63-10

63-20

CHANGES:


NETH. ANTILLES

FRENCH ANTILLES

TA(R)-1

TA(R)-2

PA

NS O

PS

(PHILIPSBURG)

Trans alt: 5000'

2600'

4100'


090^

360^

2000m

MDA(H)

10


CIRCLE-TO-LAND

NA

A

B

C

D

Alt Set: hPa

990' (976')

A

B

C

DNOT APPLICABLE

05

510


TNCM/SXM

BRIE

FIN

G S

TRIP

TM


CAT A & B

13-3


128.95 118.7VOR

113.0PJM

FinalApch Crs

096^

MDA(H)No FAF

MISSED APCH:

REIL 4000'

MSA PJM VOR

VOR

3 Min

JEPPESEN

VOR Y Rwy 10


113.0 PJMPJMD

971'

869'

1555'

308^128^

288^

096^18-00

18-10

63-0063-1063-20

2400m


284 PJDPJD

990'(976')

ST MAARTEN

ST MAARTEN

PAPI

Apt Elev 14'

(IAF)

turn left

180^

MHA 4000MAX 20000

MAX IAS 240 Kts.1 MIN at or below 14000

1.5 MIN above 14000

Track 180^ climbing to 4000', passing 2600' turnLEFT direct PJM VOR and hold.

on 180^

Passing 2600'

1115'

Startturn at

6 SEP 19

127.65*ATIS

14'

128^ 308^

4000'1600'

288^

096^

Apt

3.00^


70 90 100 120 140 160372 478 531 637 743 849

MAP at VOR

Chart re-indexed, CNF's, VNAV.CHANGES:

1118'

975'

576'

HazardBeacon

HazardBeacon

HazardBeacon

723'HazardBeacon

[FF1~]

4.8[FF1~]

TCH 50'


TA(R)-2

French Antilles

Neth. Antilles

TA(R)-1

TA(R)-2

284 PJDPJDST MAARTEN 975'

723'

1118'HazardBeacon

576'

PJMD 113.0 PJMST MAARTEN

PA

NS O

PS

(PHILIPSBURG)

Trans alt: 5000'

2600'

4100'


090^

360^

2400m

10


CIRCLE-TO-LAND

NA

A

B

C

D

Alt Set: hPa

A

B

C

D


TNCM/SXM ST MAARTEN I, NETH ANTILLES


128.95 118.7LCTRPJD

FinalApch Crs

098^

MDA(H)Apt Elev 14'No FAF

MISSED APCH:

REIL

MSA PJD LCTR

LOCATOR Rwy 10

284

16-1

14'

128^ 308^

4000'1600'

278^

098^

Lctr

05

510

BRIE

FIN

G S

TRIP

TM

JEPPESEN

1. Timing not authorized for defining the Missed Approach Point.

Refer toMinimums

098^ 278^

233^

053^

HazardBeacon

HazardBeacon

10 NM

308^128^

CAT A & B:

CAT C & D:MDA(H)

(986')1000'1040' (1026')

4800m

2000m


18-00

18-10

63-0063-1063-20

PAPI

Apt

Track 180^ climbing to 4000', passing 2600' turnLEFT direct PJD LCTR and hold.

CAT

A/B

1 M

in

MHA 4000MAX 20000

1 MIN at or below 140001.5 MIN above 14000

180^

turn leftPassing 2600'

(IAF)

on4000'

180^

CAT C/

D 1

Min

15

sec

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

2 Min1 Min

MAX 240 KT

127.65*ATIS

483'

1555'

869'

3.00^


70 90 100 120 140 160372 478 531 637 743 849

MAP at Lctr

6 SEP 19

None.CHANGES:

HazardBeacon

[FN1~]

4.9

[FN1~]TCH 50'


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Transcript of -HSS9LHZ IRU :LQGRZVasia.soyuz.aero/navdb/chart/TNCM.pdf · )5(1& + $1 7,/ (6 1(7+ $ 17,/ (6, v (<...