VVNB — HA NOI/Noi Bai International

VVNB AD 2.1 AERODROME LOCATION INDICATOR AND NAME

VVNB — HA NOI/Noi Bai International

VVNB AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1
ARP coordinates and site at AD
211318N – 1054820E
Intersection of RWY 11L/29R and TWY N3
2
Direction and distance from Ha Noi city
28 KM North from Ha Noi city
3
Elevation/Reference temperature
12.3 M (40 FT)/33°C
4
MAG VAR
1°W (1989)
5
AD Administration, address, telephone, fax, AFS
Post:Civil Aviation Authority of Viet Nam (CAAV)
Northern Airports Authority atNoi Bai International Airport
Tell:(84-24) 35 842 395
Fax:(84-24) 38 865 832
AFS:VVNBYAYX
Post:Airports Corporation of Viet Nam (ACV)
Noi Bai International Airport
Tell:(84-24) 38 865 047
Fax:(84-24) 38 865 540
AFS:VVNBYDYX
6
Type of traffic permitted (IFR/VFR)
IFR/VFR
7
Remarks
Nil

VVNB AD 2.3 OPERATIONAL HOURS

1
Aerodrome Administration
H24
2
Customs and Immigration
H24
3
Health and Sanitation
H24
4
AIS Briefing Office (AIS)
H24
5
ATS Reporting Office (ARO)
H24
6
MET Briefing Office
H24
7
Air traffic services (ATS)
H24
8
Fuelling
H24
9
Handling
H24
10
Security
H24
11
De-icing
Nil
12
Remarks
Nil

VVNB AD 2.4 HANDLING SERVICES AND FACILITIES

1
Cargo-handling facilities
Conveyor belts and fork lift
2
Fuel/oil types
JET A1, RH91/115; Oil:MC20, MK8
3
Fuelling facilities/capacity
2 trucks 10 000US Gall; 1 truck 23 000 litters and 2 trucks 30 000 litters, Fuel hydrant system for Terminal 2
4
De-icing facilities
Nil
5
Hangar space for visiting aircraft
Nil
6
Repair facilities for visiting aircraft
Available for aircraft AN24, AN30, YAK40, TU134, A320, B767
7
Remarks
Nil

VVNB AD 2.5 PASSENGER FACILITIES

1
Hotels
Near the AD and in the city
2
Restaurants
At Aerodrome and in the city
3
Transportation
Buses, taxis and car hire
4
Medical facilities
First aid at AD. Hospitals in the city
5
Bank and Post Office
At AD. Open 0001 - 1100 UTC
6
Tourist Office
Office in the city
7
Remarks
Nil

VVNB AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

1
AD category for fire fighting
CAT 9
2
Rescue equipment
Adequately provided as recommended by ICAO
3
Capability for removal of disabled ACFT
Nil
4
Remarks
All airport emergency service personnel are trained in rescue and fire fighting as well as medical first-aid.

VVNB AD 2.7 SEASONAL AVAILABILITY – CLEARING

There is no requirement for clearing as the aerodrome is available throughout the year.

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

1
Apron surface and strength
Surface:
Cement concrete
Strength:
-Western apron: PCN 54/R/C/W/U
-Eastern apron: PCN 60 - 70/R/C/W/U
-Cargo apron: PCN 70/R/B/W/T
-A3 apron: Available for aircraft B747-400 or equivalent up to 396.9 ton
-T2 apron: PCN 65/R/B/W/T
- New apron: Includes 20 stands used for commercial operation (71, 72, 73, 74, 75, 76, 77, 78, 79, 80, 81, 82, 83, 84, 85, 86, 75L, 77L, 79R, 81R), simultaneously operates minimum 4 flexible stands (75L, 77L, 79R, 81R) and maximum 16 remaining stands.
+ PCN 85/R/B/W/T
+ Applied for aircrafts up to A350-900, B777-300ER, B777-X and equivalent.
2
Designation, taxiway width, surface and strength
S1
Width:
23 M
Surface:
Bituminous concrete, cement concrete
Strength:
Portion from RWY 29R to intersection of TWY S1 and TWY S1A: PCN 54/R/C/W/U.
Portion from intersection of TWY S1 and TWY S1A to RWY 11R: PCN 65/R/B/W/T
S1A
Width:
23 M
Surface:
Cement concrete
Strength:
PCN 60/R/C/W/T
S1B
Width:
35.7 M
Surface:
Cement concrete
Strength:
PCN 65/R/B/W/T
S1C
Width:
38 M
Surface:
Cement concrete
Strength:
PCN 65/R/B/W/T
S1D
Width:
38 M
Surface:
Cement concrete
Strength:
PCN 65/R/B/W/T
S2
Width:
23 M
Surface:
Bituminous concrete, cement concrete
Strength:
PCN 54/R/C/W/U
S2A
Width:
30 m
Surface:
Cement concrete
Strength:
85/R/B/W/T
Applied for aircrafts up to A321 and equivalent (maximum wingspan 36 m).
S2B
Width:
30 m
Surface:
Cement concrete
Strength:
85/R/B/W/T
Applied for aircrafts up to A350-900, B777-300ER, B777-X and equivalent
2
Designation, taxiway width, surface and strength
S3
Width:
27 m
Surface:
Bituminous concrete, cement concrete
Strength:
PCN 54/R/C/W/U
S4
Width:
27 m
Surface:
Cement concrete
Strength:
PCN 60 - 70/R/C/W/U
S5
Width:
27 M
Surface:
Bituminous concrete, cement concrete
Strength:
PCN 60 - 70/R/C/W/U
S5A
Width:
27 M
Surface:
Cement concrete
Strength:
PCN 65/R/B/W/T
S6
Width:
23 M
Surface:
Cement concrete
Strength:
PCN 54/R/C/W/U
S6A
Width:
23 M
Surface:
Bituminous concrete
Strength:
PCN 54/R/C/W/U
S7
Width:
23 M
Surface:
Bituminous concrete, cement concrete
Strength:
PCN 54/R/C/W/U
S7A
Width:
38 M
Surface:
Concrete, cement concrete
Strength:
PCN 65/R/B/W/T
3
Altimeter checkpoint location and elevation
Location:
Nil
Elevation:
Nil
4
VOR checkpoints
Nil
5
INS checkpoints
Nil
6
Remarks
TWY S1A:
- Only used from Western to Eastern (from TWY S1 to TWY S1A);
- Onlyused for aircraft up to A321 and equivalent (maximum wingspan 35.8 M).

VVNB 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, RWY and at all holding positions.
Guide lines at apron.
Visual Docking Guidance System (VDGS) at Noi Bai International Airport is Safedock type T3-9 (T-types), available at stand number 15, 16, 17, 19,20, 21, 30, 31, 32, 34, 37, 39, 40, 41, 42, 44, 47, 49, 50 and 51.
a. Limitations of speed during entry into stand using visual docking system (VDGS):
- Speed of aircraft is not exceed4 m/s within thedistance from 20 M and beyond to the stop-position of stand;
- Speed of aircraft is not exceed3 m/s within thedistance from 20 M to 10 M to the stop-position of stand;
- Speed of aircraft is not exceed2 m/s within thedistance from 10 M to 3 M to the stop-position of stand (within remaining distance, reduce speed and stop at stop-position of stand).
b. The maximum distance between the center of the nose wheel of aircraft and the center of the stop-position of stand: ± 0.5 M.
2
RWY and TWY marking and lighting
RWY:
Marking:Designation, THR, TDZ, centre line, edge line and end of RWY.
Lights:
RWY 11L/29R: THR, edge line and end of RWY, wing bar, limit, turn pad.
RWY 11R/29L: THR, TDZ, centre line, edge line and end of RWY.
TWY:
Marking: Designation, centre line, edge line.
Lights: Edge line
3
Stop bars
Stop bars where appropriate
4
Remarks
RWY 11L/29 R: THR flashing lights and stop bar flashing lights.

VVNB AD 2.10 AERODROME OBSTACLES

In Area 2
OBST ID/Designation
OBST type
OBST position
ELEV/HGT
Markings/Type, colour
Remarks
VVNBOB001
TWR
211244.82N
1054804.56E
107/95 M
LGTD
VVNBOB002
Antenna
211501.05N
1055000.19E
66/15 M
LGTD
VVNBOB003
Antenna
211216.80N
1054856.21E
65/53 M
MARKED
VVNBOB004
Antenna
211532.58N
1054634.26E
63/51 M
MARKED
VVNBOB005
Antenna
211445.05N
1054622.14E
63/51 M
MARKED
VVNBOB006
Antenna
211501.33N
1055000.14E
62/12 M
MARKED
VVNBOB007
Antenna
211155.10N
1054950.59E
61/49 M
MARKED
VVNBOB008
Antenna
211311.63N
1054609.38E
59/47 M
MARKED
VVNBOB009
Antenna
211340.13N
1054700.51E
26/14 M
NIL
VVNBOB010
Tree
211330.81N
1054646.00E
25/12 M
NIL
VVNBOB011
Tree
211337.78N
1054653.06E
22/11 M
NIL
VVNBOB012
Tree
211243.73N
1054935.49E
20/8 M
NIL
VVNBOB013
Tree
211243.92N
1054934.50E
18/6 M
NIL
VVNBOB014
Lamp post
211334.28N
1054652.21E
18/6 M
LGTD
VVNBOB015
Tree
211246.37N
1054935.59E
18/6 M
NIL
VVNBOB016
Lamp post
211332.61N
1054658.03E
16/4 M
LGTD
VVNBOB017
Tree
211343.13N
1054706.64E
25/14 M
NIL
VVNBOB018
Lamp post
211332.05N
1054659.96E
15/4 M
LGTD
VVNBOB019
Antenna
211249.27N
1054928.03E
16/12 M
NIL
VVNBOB020
Tree
211259.40N
1054933.20E
21/10 M
NIL
VVNBOB021
Tree
211250.84N
1054938.94E
21/11 M
NIL
VVNBOB022
Antenna
211246.64N
1054955.03E
26/15 M
MARKED
VVNBOB023
Tree
211238.91N
1054953.26E
29/18 M
NIL
VVNBOB024
Antenna
211237.95N
1055053.19E
50/37 M
MARKED
VVNBOB025
Tree
211339.08N
1054648.04E
28/18 M
NIL

VVNB AD 2.11 METEOROLOGICAL INFORMATION

1
Associated MET Office
Noi Bai MET Office
2
Hours of service
H24
3
Office responsible for TAF preparation
Noi Bai MET Office
Periods of validity
24 HR (04 times per day with effect at 0000, 0600, 1200 and 1800 UTC; issued 1HR before TAF message validity)
4
Trend forecast
TREND
Periods of validity
2 HR
5
Briefing/consultation provided
Personal consultation
6
Flight documentation
Charts
Language(s) used
English, Vietnamese
7
Charts and other information available for briefing or consultation
S, U₈₅, U₇₀, U₅₀, U₃₀, U₂₀
SWH, SWM
8
Supplementary equipment available for providing information
Briefing by weather forecasters
9
ATS units provided with information
Ha Noi ACC; Noi Bai APP; Noi Bai TWR; Noi Bai GND CTL.
10
Additional information (limitation of service, etc.)
AFTN/AMHS address: VVNBYMYX

VVNB AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

Designations RWY
NR
TRUE BRG
Dimensions of RWY (M)
Strength (PCN) surface of RWY and SWY
THR co-ordinates
THR elevation and highest ELEV of TDZ of precision APP RWY
123456
11L107˚3 200 x 45
PCN 62/R/B/X/T
Bituminousconcrete
211330.98N
1054733.28E
THR 12.3 M/40.33 FT
29R287°3 200 x 45
PCN 62/R/B/X/T
Bituminousconcrete
211300.32N
1054919.35E
THR 12.5 M/41.04 FT
11R107˚3 800 x 45
PCN 60/R/B/W/T
Cement, concrete
211328.90N
1054710.86E
THR 11.7 M/38 FT
29L287°3 800 x 45
PCN 60/R/B/W/T
Cement, concrete
211252.52N
1054916.78E
THR 11.9 M/39 FT
Slope of RWY-SWY
SWY dimensions (M)
CWY dimensions (M)
Strip dimensions (M)
RESA dimensions (M)
OFZ
Remarks
78910111213
0.007%100 x 60400 x 3003 520 x 300240 x 90
Nil
Nil
100 x 60400 x 3003 520 x 300220 x 90
Nil
0.003%100 x 60300 x 3004 120 x 300180 x 90
Nil
Nil
- 0.003%100 x 60300 x 3004 120 x 300130 x 90
Nil
Nil

VVNB AD 2.13 DECLARED DISTANCES

RWY Designator
TORA (M)
TODA (M)
ASDA (M)
LDA (M)
Remarks
123456
11L3 2003 6003 3003 200
Nil
29R3 2003 6003 3003 200
Nil
11R3 8004 1003 9003 800
Nil
29L3 8004 1003 9003 800
Nil
RWY Designator
Remaining TORA (M)
Remaining TODA (M)
Remaining ASDA (M)
LDA (M)
Remarks
789101112
29L3 2113 5113 311NU
From intersection with TWY S2
11R3 2003 5003 300NU
From intersection with TWY S7
29R2 6113 0112 711NU
From intersection with TWY S2
Remarks:
a. Take-off from intersection of RWY 11R and TWY S7
From the apron, aircraft taxi via TWYs S1B/S4/S6A/S1C/S7A →TWY S1→ TWY S7 → RWY 11R for departure.
b. Take-off from intersection of RWY 29L and TWY S2
From the apron, aircraft taxi via TWYs S7A/S1C/S6A/S4/S1B →TWY S1→ TWY S2 → RWY 29L for departure.
c. Take-off from intersection of RWY 29R and TWY S2
From the apron, aircraft taxi via TWYs S7A/S1C/S6A/S4/S1B → TWY S1 → TWY S2 → cross RWY11R/29L → take-off from intersection of TWY S2 and RWY 11L/29R for departure .

VVNB 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,
Colour,
Spacing
INTST
RWY edge LGT
LEN, Spacing
Colour, INTST
RWY End LGT
Colour, WBAR
SWY LGT
LEN (M) Colour
Remarks
12345678910
11L
CAT I
900 M
LIH
Green
PAPI
Left/3˚
Nil
Nil
3 200 M
50 M
white, LIH
Red
Nil
Nil
29R
SALS, 420 M
LIH
Green
PAPI
Left/3˚
Nil
Nil
3 200 M
50 M white, LIH
Red
Nil
Nil
11R
CAT II
900 M
LIH
Green
PAPI
Left/3˚
Right/3˚
900 M
3 800 M
15 M, W/R LIH
3 800 M
60 M
white, end 600 M yellow, LIH
Red
Nil
Nil
29L
SALS
420M
LIH
Green
PAPI
Left/3˚
Nil
3 800 M
15 M, W/R LIH
3 800 M
60 M
white, end 600 M yellow, LIH
Red
Nil
Nil

VVNB AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

1
ABN/IBN location, characteristics
ABN: At Tower Building, FLG W EV 2 SEC/IBN: Nil
Hours of operation
H24
2
LDI location and LGT
LDI: Nil
Anemometer location and LGT
Anemometer: At RWY 11L, 29R, 11R and 29L; lighted
3
TWY edge and centre line lighting
Edge: All TWYs
Centre line lighting: Nil
4
Secondary power supply/switch-over time
1 generator 250 KVA, 1 generator 200 KVA
Switch-over time: 15 SEC
5
Remarks
Nil

VVNB AD 2.16 HELICOPTER LANDING AREA

Nil

VVNB AD 2.17 ATS AIRSPACE

1
Designation and lateral limits
Noi Bai CTR: A circle, radius 30 KM centred on DVOR/DME NOB (211247N 1055006E)
2
Vertical limits
SFC to 2 150 M (7 000 FT)
3
Airspace classification
C
4
ATS unit call sign
Noi Bai Tower
Language(s)
English, Vietnamese
5
Transition altitude
2 750 M
6
Remarks
Noi Bai TWR provides ATC service only within R-10 KM (5 NM) centred on DVOR/DME NOB and from SFC to 600 M (2 000 FT). The service provision in other parts of CTR are delegated to Noi Bai APP.

VVNB AD 2.18 ATS COMMUNICATION FACILITIES

Service designation
Call sign
Frequency
Hours of operation
Remarks
12345
APP
Noi Bai TMC
125.1 MHzH24
Primary frequency
126.575 MHzH24
Secondary frequency
121.5 MHzH24
Emergency frequency
Noi Bai ARR
121.0 MHzH24
Primary frequency
120.075 MHzH24
Secondary frequency
121.5 MHzH24
Emergency frequency
TWR
Noi Bai Tower
118.4 MHzH24
Primary frequency
118.9 MHzH24
Secondary frequency
121.5 MHzH24
Emergency frequency
Noi Bai Delivery
119.25 MHzH24
Primary frequency
125.225 MHzH24
Stand-by frequency
GND CTL
Noi Bai GND CTL
121.9 MHzH24
Noi Bai
127.0 MHzH24
Power: 50W continuously repeated broadcast in English

VVNB AD 2.19 RADIO NAVIGATION AND LANDING AIDS

Type of aid
ID
Frequency
Hours of Operation
Site of transmitting Antenna
Coordinates
Elevation of DME transmitting antenna
Remarks
1234567
NDB
MM
K230 KHz
75 MHz
H24
211340.55N
1054658.98E
13 M
Coverage: 16 KM.
288˚ MAG/970 M FM THR RWY 11L
NDB
OM
KW320 KHz
75 MHz
H24
211419.71N
1054444.55E
30 M
Coverage: 80 KM.
288˚ MAG/5 050 M FM THR RWY 11L
DVOR/DMENOB116.1 MHz
CH 108X
H24
211246.88N
1055005.77E
Coverage: 300 KM.
108˚ MAG/1 400 M FM THR RWY 29R
DVOR/DMEVPH113.9 MHz
CH 86X
H24
211633.58N
1053604.35E
Coverage: 300 KM.
286˚ MAG/20 039 M FM THR RWY 11R
ILS/LLZ
RWY 11L
NB110.5 MHzH24
211256.3N
1054933.2E
Coverage: 25 NM.
108˚ MAG/402 M FM THR RWY 29R.
Note: After touchdown, aircraft do not use signal of LLZ 11L on RWY 11L (segment distance 0.5 NM - 0.7 NM after THR 11L) for automatic landing.
ILS/GP-DME
RWY 11L
329.6 MHz
CH 42X
H24
211323.95N
1054742.44E
Coverage of GP: 10 NM, DME: 20 NM.
340 M FM THR RWY 11L, 120 M FM right of RCL
ILS/LLZ RWY11RNBA108.3 MHzH24
211249.28N
1054928.00E
Coverage: 25 NM.
300 M FM THR RWY 29L.
Note: After touchdown, aircraft do not use signal of LLZ 11R on RWY 11R (segment distance 0.9 NM - 1.1 NM after THR 11R) for automatic landing.
ILS/GP-DME RWY 11R334.1 MHz
CH 20X
H24
211322.25N
1054720.97E
Coverage of GP: 10 NM, DME: 200 NM.
300 M FM THR RWY 11R, 110 M FM right of RCL
ILS/LLZ
RWY 29L
INB111.9 MHzH24
211331.73N
1054701.07E
Coverage: 25 NM
295 M FM THR RWY 11R
ILS/GP-DME RWY 29L331.1 MHz
CH 56X
H24
211259.17N
1054907.90E
Coverage of GP: 10 NM, DME: 200 NM
305 M FM THR RWY 29L, 120 M FM RCL 11R/29L

VVNB AD 2.20 LOCAL TRAFFIC REGULATIONS

1 Airport Regulations
1.1 
At Noi Bai International Airport a number of local regulations apply. The regulations are published in a manual which is available at the AIS Briefing Office as follows:
  1. Meaning of markings and signs;
  2. Information about aircraft stands including visual docking guidance systems;
  3. Information about taxiing to and from aircraft stands including taxi clearance;
  4. Marshaled assistance and towing assistance.
1.2 
Before pushing-back/starting-up for departure, departing aircraft contact Noi Bai ATC Clearance Delivery (Noi Bai Delivery) to request ATC clearance via the following frequency.
Note: Pilot shall read-back exactly and fully ATC clearance.
2 Taxiing to and from stands
2.1
Arriving aircraft will be allocated a stand number by Noi Bai Ground Control Unit. “Follow-me” car assistance will be provided on request of operators or pilots. However, “Follow-me” car assistance will be mandatory in bad weather conditions, limited visibility.
2.2
Departing aircraft shall contact Noi Bai Ground Control Unit to obtain ATC clearance before commencing taxiing on the frequency 121.9 MHz.
2.3 Aircraft manoeuvring procedure at the beginning of runway 11L
In order to avoid damage by jet blast to military aircraft positioning behind the holding line on the taxiway, all aircraft are requested to turn left at the specified point on the runway 11L for take-off.
2.4 Operational procedure of aircraft stands
Aircraft stands
Aircraft operational procedure
1, 2, 3, 25 and 26
Used for aircraft up to ATR72, F70 and equivalent (maximum wingspan 28.1 M).
1A, 1B and 2A
Used for aircraft up to Cessna 208A and equivalent (maximum wingspan 16 M).
1H
Used for aircraft up to B767 and equivalent.
2H
Used for aircraft up to B747 and equivalent.
4, 22, 22A, 23, 23A, 24, 24A, 55 and 56
Used for aircraft up to Code C and equivalent (maximum wingspan 36 M).
3H, 5, 7, 8, 9H, 10, 18, 20A, 21A, 27A, 27B, 28, 29A, 29B, 33, 35, 36, 38, 43, 45, 46, 48, 52A, 52B, 52C, 52D,53 and 53A
-Used for aircraft up to A321 and equivalent (maximum wingspan 35.8 M)
- Stand 18: Equipped with passenger bridge.
6 and 9
Used for aircraft A350-900, B787-9, B777-300, up to B747-8F and equivalent (maximum wingspan 68.4 M).
11
Used for aircraft up to B767-400 and equivalent (maximum wingspan 52.0 M).
12, 14, 15 and 17
-Used for aircraft up to A350-900, B787-9, B747-400 and equivalent (maximum wingspan 64.9 M).
- Stand 15, 17: Equipped with passenger bridge.
16, 19, 21, 32, 34, 37, 44 and 47
- Used for aircraft up to B787-10 and equivalent.
- Equipped with passenger bridge.
20
-Used for aircraft up to B787-10,B747-400 and equivalent (maximum wingspan 64.9 M).
- Equipped with passenger bridge.
26A and 27
Used for aircraft A350-900, B787-9, B777-300, up to B747-8F and equivalent (maximum wingspan 68.4 M).
29 and 51
-Used for aircraft up to A350-900, B787-9, B777-300; A380 and equivalent (maximum wingspan 80 M).
- Stand 51: Equipped with passenger bridge.
30, 31, 32, 39, 40, 41, 42, 49 and 50
- Used for aircraft up to A350-900, B787-9, B777-300, B787-10, B747-400 and equivalent (maximum wingspan 64.9 M).
- Equipped with passenger bridge.
52
Used for aircraft up to A350-900, B787-9, B777-300, B747-400 and equivalent (maximum wingspan 64.9 M).
54
Used for aircraft with maximum wingspan 29 M.
71, 72, 73, 74, 75, 76, 77, 78 79, 80, 81, 82, 83, 84, 85 and 86
Used for aircraft up to A321 and equivalent, maximum wingspan 36 M.
Flexible stands 75L and 79R
Used for aircraft up to code F and equivalent, maximum wingspan 80 M.
Flexible stands 77L and 81R
Used for aircraft up to B747-800 and equivalent, maximum wingspan 68.4 M.
QS1
-Used for aircraft up to B747-400 and equivalent (maximum wingspan 64.9 M).
- Only used for aircraft parking (without commercial purpose).
Flexible stands QS1A and QS1B
-Used for aircraft up to A321 and equivalent (maximum wingspan 35.8M).
- Only used for aircraft parking (without commercial purpose).
QS2 and QS3
-Used for aircraft up to A321 and equivalent (maximum wingspan 35.8M).
-Only used for aircraft parking (without commercial purpose).
QS4, QS4A and QS5
-Used for aircraft up to ATR72 and equivalent (maximum wingspan 28.1 M).
-Only used for aircraft parking (without commercial purpose).
Notes:
1. Operational limitations of aircraft stands NR33, 35, 36, 38, 43, 45, 46, 48
Aircraft are arranged at:
  • Stands 33, 35 when there is no aircraft parking at stand 34.
  • Stands 36, 38 when there is no aircraft parking at stand 37.
  • Stands 43, 45 when there is no aircraft parking at stand 44.
  • Stands 46, 48 when there is no aircraft parking at stand 47.
These stand are only used for aircraft parking, parking overnight; without commercial purpose; are provided ground service for aircraft maintenance at these stands.
Aircraft for standby or parking overnight only. Commercial operation and ground service are not provided at these stands except from towed/pushed back service.
2. Limited use of aircraft A350-900 and B787-9:
  • Use RWY 11R/29L as main RWY for these aircraft types to take off and land;
  • Limited use of RWY 11L/29R for these aircraft types to take off and land;
  • Limited use of TWY S1 (portion from intersection between TWY S1 and TWY S1A to RWY 29R), TWY S7 for these aircraft types.
3. Limited use of TWY S1:
  • When aircraft parking at stands from 54 to 56, aircraft taxi from TWY S1D to TWY S1 turn left only.
4. Aircrafts with wingspan more than 36 m are only allowed to taxi in/out stands 75L, 77L, 79R, 81R via TWY S2B.

VVNB AD 2.21 NOISE ABATEMENT PROCEDURES

Nil

VVNB AD 2.22 FLIGHT AND GROUNDPROCEDURES

1 Low visibility procedures (LVP)
1.1 Purpose
Low visibility procedures (LVP) are those applied to ensure the safety, regularity and efficiency of the activities conducted in the movement area at the Noi Bai International Airport in the low visibility conditions.
1.2 Scope and applied subject
LVP is applied to Noi Bai Approach and Tower Control (APP/TWR) Centre,Noi Bai Meteorological (MET) Centre, facilities maintenance unit, serving the two RWYs operation, pilots, aircraft operators and organisations, individuals relating to low visibility operation at Noi Bai International Airport.
1.3 General regulations
1.3.1 Permission/Authorization of Civil Aviation Authority of Viet Nam (CAAV)
- Domestic and international airlines, who wish to conduct ILS CAT II operation at international airports in Viet Nam, shall submit permission application letter to the CAAV for approval or recognition of ILS CAT II operation prior to execute such operation.
- The application submitted to CAAV includes name of the operator, aircraft type and registration, a copy of aircraft type certificate document and pilots’ approval for ILS CAT II operations issued by the relevant Authority of the State of Operator (applied for international airlines).
1.3.2 Applicable standards of low visibility conditions
1.3.2.1 Preparation of LVP application: When the weather condition at Noi Bai international airport meet at least one of the followings:
  • RVR at RWY touchdown zone (11R station), RWY Mid-point (MID station) fall at 1 200 m or less and tends to decrease; and/or
  • Ceiling (BKN or above) at measuring station of RWY 11R (11R station) fall at 300 ft (90 m) or below.
1.3.2.2 Operations of LVP application: When the weather condition at Noi Bai international airport meet at least one of the followings:
  • RVR at touchdown zone (11R station), RWY Mid-point (MID-station) fall at 900 m or less; and/or
  • Ceiling (BKN or above) at measuring station of RWY 11R (11R station) is below 250 ft (75 m).
1.3.2.3 Termination of LVP: This is established when the weather conditions at Noi Bai international airport are higher than values specified in 1.3.2.1 and stable in 15 minutes tends to be improved.
1.3.3Approach procedures in low visibility conditions (LVP): Implementing approach procedures in compliance with current aerodrome operating minima.
1.4 Operating procedures in LVP
1.4.1 Approach procedures
1.4.1.1 During the implementation of LVP, Noi Bai APP/TWR shall continuously update the following information:
  • Operational status of ILS system;
  • Operational status of visual aids system;
  • RVR at 11R station and MID-station;
  • Ceiling at THR of RWY 11R (11R station).
1.4.1.2 In addition to schedule information, on initial contact or as soon as possible thereafter, Noi Bai APP shall provide to arriving aircraft the following information:
  • Current RVR RWY 11R (11R station);
  • RVR at MID point if RVR RWY 11R is below 550 m;
  • Ceiling at THR of RWY 11R (11R station) is below 200 ft (60 m);
  • Unserviceable status of any component of equipments serving CAT II operation, which is not notified in the previous ATIS broadcast.
1.4.1.3 Aircraft is cleared for approach procedures to establish ILS or vectored to intercept LLZ at least not less than 9 NM from touchdown.
1.4.1.4 The appropriate separation must be applied between landing aircraft to ensure that landing clearance can be passed to the aircraft before it reaches 2 NM from touchdown. In case of departing aircraft taking-off between two landing aircrafts, the separation need to be increased appropriately.
1.4.1.5 Speed control shall not be applied to aircraft which is conducting intermediate or final approach for ILS CAT II RWY 11R.
1.4.1.6 8 NM minima separation shall be applied between a preceding departing aircraft and a succeeding landing aircraft, i.e a departing aircraft starts rolling for take-off before to the other landing one reaches 8 NM from touchdown.
1.4.1.7 ILS CAT II approach procedure for RWY 11R is only applied when operating conditions of CAT II are met and aircraft is certified/recognized for CAT II operations by CAAV.
1.4.2 Aerodrome control procedures
1.4.2.1 Landing clearance should be passed to the aircraft before it reaches a distance of 2 NM from touchdown, in case of an unsuccessful approach, ATC advise aircraft to execute a missed approach.
1.4.2.2 Using appropriate taxiways to quickly vacate sensitive area of ILS/LLZ.
Landing clearance shall not be issued until:
  • Preceding landing aircraft has vacated LLZ sensitive area;
  • Preceding departure aircraft has airborned and passed the LLZ antenna peak .
1.4.2.3 Personnel , aircraft and vehicles shall not permit to enter LLZ critical/sensitive area facing the approaching aircraft while the aircraft is within a distance of 2 NM from touchdown until the deceleration is completed.
1.4.2.4 For departing aircraft in CAT II conditions: Personnel, aircraft and vehicles shall not permit to enter LLZ critical/sensitive area in front of departing aircraft when aircraft is received the take-off clearance until its airborned and passed the LLZ antenna peak.
1.4.2.5 Departure and arrival aircraft shall not be cleared to stop, hold or move into the ILS critical/sensitive area when there is an aircraft is approaching to land.
1.4.2.6 Taxi tracks are used in LVP in order to support pilots in verification of aircraft’s position on the ground during LVP operation.
1.4.2.7 Immediately implementing emergency procedures in case of radio communication failure or the aircraft’s current position is not displayed on surface movement radar.
1.4.3 Aerodrome control movement procedures
1.4.3.1 Taxiing instructions and information related to air traffic operation shall be provided to pilots briefly, sufficiently and clearly; pilots shall read back taxiing clearance, avoid hearing unclearly or misunderstanding the clearance. Enhance observing of aircraft and vehicles moving process to ensure that pilots strictly follow ATC instructions/clearance.
1.4.3.2 Monitoring aircraft approaching to land and requesting aircraft quickly vacating RWY and ensure that aircraft do not stop within LLZ sensitive area that causes downgrade ILS CAT operation.
1.4.3.3 During LVP operation, follow-me car service shall be provided for landing aircraft and for taking-off aircraft (on request).
1.4.3.4 Aircraft taxiing procedures
- For departure aircraft:
  • RWY 11R:
    • Departure aircraft are allowed to taxi from apron to TWY S2B/S2A/S1B/S4/S6A/S1C/S7A then follow TWY S1 to CAT II holding point RWY 11R; except for aircraft taxi via TWY S1D, holding on taxi-lane EW in front of TWY S1D, aircraft is only allowed to taxi on TWY S1D when it is ready for take-off and follow Noi Bai TWR clearance.
    • Departure aircraft taxiing via TWY S7 for departure on RWY 11R (taking-off from intersection between RWY 11R and TWY S7): Taxi from apron via TWY S2B/S2A/S1B/S4/S6A/ S1C/S7A to TWY S1, TWY S7 to holding point RWY 11R.
  • RWY 11L: Taxi from apron to TWY S2B/S2A/S1B/ S4/S6A/S1C/S7A via TWY S1, TWY S7 to holding point RWY 11R;
  • RWY 29L/29R: Taxi from apron to TWY S2B/S2A/S1B/ S4/S6A/S1C/S7A via TWY S1 to holding point RWY 29L.
Note: Aircraft are not allowed to hold at holding points closer to RWY than CAT II holding points/stop bars.
- For arrival aircraft:
  • RWY 11R: After landing, aircraft vacates RWY via TWY S6/S4/S5A/S2/S1/S1A (if allowed), and then taxi to apron via TWY S2B/S2A/S1B/S4/S6A/S1C/ S7A/S1D;
  • RWY 11L: After landing, aircraft vacates RWY via S3/S5/S2/S1, cross RWY 11R via TWY S1/S1A (if allowed)/S2/S5A/S4, then taxi to apron via TWY S2B/S2A/S1B/S4/S6A/S1C/S7A/S1D;
  • RWY 29R: After landing, aircraft vacates RWY via TWY S5/S7/S1/S4, then taxi to apron via TWY S2B/S2A/S1B/S4/S6A/S1C/S7A/S1D;
  • RWY 29L: After landing, aircraft vacates RWY via TWY S7/S1/S4, then taxi to apron via TWY S2B/S2A/ S1B/S4/S6A/S1C/S7A/S1D.
Note: In case of construction on RWY, TWY and apron, the procedures mentioned above are not conducted, the current procedures will be applied during construction time.
1.4.4 Vehicles movement control
  • Vehicles shall not enter RWY if landing aircraft has reached at 8 NM from touchdown;
  • Vehicles are prohibited within manoeuvring area unless cleared by Noi Bai TWR;
  • Vehicles are not allowed to hold on the positions closer to RWY than CAT II holding position (stop bars).
1.5 Implementations of LVP
1.5.1 When weather condition decreases to LVP:
  • Timely inform to pilots to suspend or do not apply ILS CAT II approach procedures;
  • Ensure to broadcast the phrase "LOW VISIBILITY PROCEDURES IN OPERATION" on ATIS.
1.5.2 When appear "decrease" component in ILS CAT II operation standard:
  • When ILS CAT II can not be applied, Noi Bai TWR must immediately inform to related aircraft, Noi Bai APP and apply appropriate flight operation procedures in accordance with regulations.
  • Noi Bai APP/TWR unit reports to related aircraft and apply appropriate flight operation procedures in accordance with regulations.
  • Timely inform to pilots about applying or do not applying ILS CAT II approach procedures.
1.6 Handling abnormal, emergency situations
- In abnormal/emergency situations, related units shall strictly co-ordinate with each other in handling situations, give priority to aircraft in urgency, select the most appropriate flight procedure and RWY to ensure the safety of flight as well as support ground services on request of pilots and in accordance with current regulations;
- Suspend other activities if necessary to give priority to aircraft in urgency.
1.7 LVP application condition
LVP application will be implemented if there are requirements for flight operations, with standard weather conditions in item 1.3.2.2 of these procedures and the operational components in LVP at Noi Bai international airport meet minimum standards as follows:
1.7.1 For ILS/DME system:
  • Primary and secondary of Localizer (LLZ), Glidepath (GP), DME are normally operated;
  • All of Localizer (LLZ), Glidepath (GP) and DME monitors are normally operated;
  • There is no deviation between two of three devices (LLZ, GP, DME) can lead to device's warning;
  • ILS/DME remote system is normally operated.
1.7.2 For lighting system:
- Approach lighting systems:
  • Within the range of 450 m (from RWY 11R THR): More than 95% of approach lighting systems are operated, and not any two consecutive lights are unserviceable;
  • Outside the range of 450 m (from RWY 11R THR): More than 85% of approach lighting systems are operated, and not any two consecutive lights are unserviceable.
- RWY centre line lights, RWY edge lights, THR of RWY lights: More than 95% of lights are operated, and not any two consecutive lights are unserviceable ;
- Touchdown zone lights system: More than 90% of lights are operated, and any two consecutive lights are unserviceable;
- RWY end lights system: More than 70% of lights are operated, and any two consecutive lights are unserviceable;
- Stop bars lights system: More than 95% of lights are operated, and any two consecutive lights are unserviceable;
1.7.3 For RVR system, ceiling measuring ceilometers: RVR system and ceiling measuring ceilometers operate normally; RVR values at RWY 11R station, mid station and ceiling shall be directly indicated at working position of Noi Bai APP/TWR.
1.7.4 For power supply system: Electric power source for lighting system shall be provided by UPS - or by using electric generator as the primary source of power supply, using the grid supply as the secondary power supply.
1.7.5 For ILS critical/sensitive area: Personnel and vehicles are not allowed to operate within ILS critical and sensitive areas.
1.7.6 For airport emergency forces: Airport emergency services, facilities and equipments ensure meeting CAT 9 requirements for rescue and firefighting and are available to cope with urgency following the current emergency procedures.
Note: In case LVP is applied and weather conditions are good enough to operate ILS CAT I but ILS CAT II does not meet the standards (due to technical or facilities failure and maintenance team can immediately revert to normal operation), LVP application is continued.
2 RNAV 1 SIDs and STARs
2.1 General procedures
2.1.1 
ATC shall maintain monitoring aircraft when it conducts RNAV 1 SID/STAR. All pilots are expected to maintain route centre lines during all RNAV 1 operations unless authorized to deviate by ATC or under emergency conditions. For normal operations, cross-track error/deviation (the difference between the true position of aircraft and the RNAV system computed path, i.e. TSE) should be 1 NM 95% total elapsed time.
2.1.2 
ATC and pilot shall comply with the altitude and speed restrictions depicted on the RNAV 1 SIDs and STARs. ATC clearance shall be adjusted to suit for air traffic condition when it does not allow pilot to adhere to the altitude and speed restrictions.
2.1.3 
When STAR is terminated, aircraft shall be radar vectored to intercept localizer for ILS approach procedure or other approach procedures.
2.2 Arrivals
2.2.1 Procedure using Merge Point
2.2.1.1 Noi Bai PMS is designed including 2 PMS: Northern PMS and Southern PMS. Each PMS includes one Merge Point (SUDON in the North, SONTA in the South) and two parallel legs which are 20 NM (inner sequencing leg) and 22.3 NM (outer sequencing leg) from “Merge Point” respectively with 4 entry points as follows:
  • HOBIN: Is entry point for each inbound flow from the South of Noi Bai TMA (Q2);
  • KHARO: Is entry point for each inbound flow from the West of Noi Bai TMA (W4, B214, B465, R474);
  • THOLA: Is entry point for each inbound flow from the North-West of Noi Bai TMA (W22);
  • LIMIN: Is entry point for each inbound flow from the North-East of Noi Bai TMA (R474, R471).
Each "sequencing leg" consists of 4 waypoints: entry waypoint, exit waypoint and two middle waypoints. Vertical separation between "sequencing legs" should be 2 000 ft. Waypoints naming and altitude restrictions of "sequencing leg" are as follows:
a. For Southern PMS:
  • Name of waypoints: Except names of entry waypoints mentioned above, two middle waypoints and exit waypoint on “sequencing leg” are named as “NB37x”, in which "x" can be 1, 2, 3 for inner-arc and 4, 5, 6 for outer-arc.
  • Altitude restriction: from FL 130 and above (RWY 11L/R) and from FL 160 and above (RWY 29L/R) for inner-arc, up to FL 110 (RWY 11L/R) and from FL 140-150 (RWY 29L/R) for outer-arc.
b. For Northern PMS:
  • Name of waypoints: Except name of entry waypoints mentioned above, two middle waypoints and exit waypoint on “sequencing leg” are named as “NB38x”, in which "x" can be 1, 2, 3 for inner-arc and 4, 5, 6 for outer-arc.
  • Altitude restriction: from FL 140 and above for inner-arc, up to FL 120 for outer-arc.
Procedure method to control arrival aircraft using PMS is detailed in Item 2.7 hereunder.
2.2.1.2 Procedures for arriving aircraft consist of two main elements:
  • Transition route (if applicable); and
  • STAR
A transition route starts at a waypoint on the airway to the waypoint that starts the STAR.
2.2.1.3 Arriving aircraft are required to follow transition route and RNAV 1 STAR used Merge Point as follows:
RWY 11R/L
ATS route
Transition point
Transition route
STAR
W22TAMDA 1F/1K
R474/R471HAKAO 1G/1L
Q2, W1, W2BISON 1D/1G
R474/B465MCMC - MUCHIMUCHI 1D/1J
W4/B214HUVAN 1G/1M
RWY 29L
ATS route
Transition point
Transition route
STAR
W22TAMDA 1G
R474/R471HAKAO 1H
Q2, W1, W2BISON 1E
R474/B465MCMC - MUCHIMUCHI 1G
W4/B214HUVAN 1K
Note: Altitude and speed restrictions are designed for purposes of flow control of arriving aircraft and separation of arriving aircraft from obstacles and from departing aircraft. All charted altitude and speed restrictions are mandatory unless specifically cancelled by ATC.
2.2.1.4 STARs shall be issued by ATC in the following order:
  • STAR identifier;
  • Transition point identifier (if applicable);
  • Runway‐in‐use;
  • Assigned flight level/altitude.
2.2.2 Trombone Procedure
2.2.2.1 Introduction of Trombone
The Trombone procedure is designed based on radar vectoring by ATC. It shares a number of similar characteristics to those used within the Point Merge procedure.
2.2.2.2 Operating method
2.2.2.2.1 Arriving aircraft are required to follow transition route and STAR as follows:
RWY 11R/L
ATS route
Transition point
Transition route
STAR
W22TAMDA 1C/1J (11R)
TAMDA 1H/1L (11L)
R474/R471HAKAO 1D/1K (11R)
HAKAO 1J/1M (11L)
Q2, W1, W2BISON 1A/1F
R474/B465MCMC - MUCHIMUCHI 1C/1H
W4/B214HUVAN 1F/1L
RWY 29L/R
ATS route
Transition point
Transition route
STAR
W22TAMDA 1D/1E
R474/R471HAKAO 1E/1F
Q2, W1, W2BISON 1B/1C
R474/B465MCMC - MUCHIMUCHI 1E/1F
W4/B214HUVAN 1H/1J
2.2.2.2.2 Additional elements on the procedure chart include:
  • Altitude restrictions are designed to separate arriving aircraft from obstacles and from departing aircraft.
  • Speed restrictions are designed for controlling flow of arriving aircraft.
2.2.2.2.3 RNAV 1 STAR is closed STAR, terminating at a waypoint on final approach track of RWYs. Approach clearances shall be issued by ATC depending on current operation conditions.
2.2.2.2.4 STARs shall be issued by ATC in following order:
  • STAR identifier;
  • Transition point identifier (if applicable);
  • Runway‐in‐use;
  • Assigned flight level/altitude.
Notes:
  • RNAV 1 procedure defines a lateral route for an aircraft to fly from a significant point along the en-route/terminal phase of flight to the approach phase with minimal, or no, ATC intervention. All charted altitude and speed restrictions are mandatory unless specifically cancelled by ATC.
  • ATC will issue descent clearance, and once a lower altitude is issued by ATC, the pilot shall descend on the procedure profile to the assigned altitude. The pilot will comply with all charted altitude restrictions above the ATC-assigned altitude, unless specifically cancelled by ATC. When an approach clearance is received, all altitude restrictions on the procedure profile remain mandatory, unless specifically cancelled by ATC.
2.3 Speed control
2.3.1 
In order to facilitate the flow of arriving aircraft within Noi Bai TMA, speed control is used to optimize the spacing between aircraft and improve the orderly flow of air traffic.
2.3.2 
If unable to conform with these procedures, pilots should immediately inform ATC and state what speed will be used.
2.3.3 
At other times, speed adjustment may be applied on a tactical basic to the extent determined by ATC. When speed adjustment is no longer required, the phraseology “Resume normal speed” shall be used.
Note: The phrase “Resume normal speed” does not delete speed restrictions that are applicable to these procedures in upcoming segments of flight.
2.3.4 
ATC shall notify that the aircraft may keep its preferred speed without restrictions and shall use the phraseology “No (ATC) speed restrictions".
2.3.5 
Speed restriction within Noi Bai TMA are as follows:
  • Aircraft under FL 100: Maximum speed 250 kt (IAS).
  • Aircraft entering “sequencing legs”: Maximum speed 250 kt (IAS).
  • Aircraft entering “merge point”: Maximum speed 220 kt (IAS).
  • Arrival aircraft is 12 NM (track mile) from touchdown: Speed 200 kt (IAS).
  • Arrival aircraft is 5 NM (track mile) from touchdown: Speed 160 kt (IAS).
2.4 Holding procedures
Holdings are designed to facilitate holding aircraft for delay to achieve required spacing between arriving aircraft in case of increasing density of flight operation, having military flight operation and bad weather within Noi Bai TMA, etc. The associated holdings and procedures are listed below:
Holding WP
Inbound track
Turning
Minimum holding altitude
Navigation type
TAMDA117°
Right
FL 120RNAV 1
HAKAO231°
Right
2 150 MRNAV 1
BISON360°
Left
2 450 MRNAV 1
MUCHI070°
Right
FL 100RNAV 1
HUVAN149°
Left
FL 110RNAV 1
Remarks:
  • Outbound time is 1.0 min for holding altitude up to FL 140 and 1.5 min for holding altitude above FL 140
  • The maximum speed is 230 kt (IAS) for holding altitude up to FL 140 and 240 kt (IAS) for holding altitude above FL 140.
2.5 Departures
2.5.1 Procedure for departing aircraft consists of two main elements:
  • SID; and
  • Transition route.
A transition route starts at the end of SID to a waypoint from which the aircraft will intercept the airway.
2.5.2 Departing aircraft are required to follow SID and transition route as follows:
RWY 11L/R
ATS route
Transition point
Transition route
SID
W22DILENJULUN - DILENJULUN 1A/1B
R474/R471NAKHABUNBO - NAKHABUNBO 1A/1B
Q1, W1, W2NAHTINLY - NAHTINLY 1A/1B
R474/B465MCMUCHI - MCMUCHI 1A/1B
W4/B214BQHUVAN - BQHUVAN 1D/1E
RWY 29L/R
ATS route
Transition point
Transition route
SID
W22DILENJULUN - DILENJULUN 1C/1D
R471DENMODIHAI - DENMODIHAI 1A/1B
R474NAKHADIHAI - NAKHA
Q1, W1, W2NAHFINAM - NAHFINAM 1A/1B
R474/B465MCXUNBI - MCXUNBI 1A/1B
W4/B214BQLENNU - BQLENNU 1A/1B
2.5.3 Vertical restrictions on the SID chart are designed to separate departing aircraft from obstacles and from arriving aircraft.
2.6 Flight plan approved for RNAV1 compliant aircraft
Approved RNAV1 compliant aircraft shall be equipped one or a combination of the following types of position sensors: GNSS; DME/DME; DME/DME/IRU. For RNAV1 compliant aircraft, the operator shall insert “/R” into item 10a and PBN/D2 (GNSS), D3(DME/DME), D4 (DME/DME/IRU)” or PBN/D1 (all sensors mentioned above) into item 18 of FPL.
Since the navigation based on DME/DME and DME/DME/IRU is not applicable, all aircraft operating at Noi Bai International Airport are approved RNAV 1 operations only when the operator inserts “/R” into item 10a and PBN/D1 or “PBN/D2” into item 18 of FPL.
2.7 Procedure method to control arrival aircraft using PMS
No
Controllers
Pilots
Notes
Phase
1
Check/confirm sequence order, before the aircraft enters the sequencing leg
Plan & prepare the sequence

2
Check entry conditions (altitude, speed, separation) and issue instruction as required, before the aircraft enters the “sequencing leg”.
Execute instruction.
Speed reduction before leg entry may be required in order to achieve homogeneous flows or to optimise the delay absorption capacity of the leg in case of high traffic load.
3
Build the sequence

Monitor the spacing behind the preceding aircraft in the “sequencing leg”
Fly the aircraft along the sequencing leg according to the procedure (with lateral navigation engaged).
Ensuring separation between the preceding aircraft which is vectored to merge point and the behind aircraft.
4
Issue Left/Right direct-to merge point when the aircraft has the required spacing behind the preceding aircraft in the sequence.
Execute the ‘direct-to’ the Merge point (with lateral navigation engaged).
Ensuring separation between 2 aircraft which are vectored to two merge points (Nothern PMS and Southern PMS).
No
Controllers
Pilots
Notes
Phase
5
Maintain the sequence

Issue descent clearance when clear of other traffic, and when appropriate according to altitude/level window at merge point (or at the Point Merge system exit).
Descent according to the clearance
When issuing descent clearance, particular consideration should be given to ensure safe separation from traffic on parallel “sequencing leg” .
6
Use speed control to deliver the aircraft at an optimised spacing and at an appropriate speedfor the exit of the Point Merge system.
Execute speed instruction(s) while flying direct-to the Merge point and PMS exit, complying with altitude/level window at Merge point
Continuosly monitoring the seperation from aircraft to adjust the speed timely.
3 RNAV 1 SID/STAR waypoints
NR
Wayoints
Coordinates (WGS-84)
Remark
111L21°13'31.0"N 105°47'33.3"EThreshold
211R21°13'28.9"N 105°47'10.9"EThreshold
329L21°12' 52.5"N 105°49'16.8"EThreshold
429R21°13'00.3" N 105°49'19.4"EThreshold
5BANCO21°29'54.2"N 105°57'58.5"E
6BISON20°25'59.9"N 105°38'29.8"E
7BQ21°12'54.0"N 104°02'17.0"ENAVAID
8KHARO21°00'46.8"N 105°14'22.3"E
9BUNBO21°42'26.1"N 106°19'48.1"E
10DALAI21°22'08.1"N 105°39'01.2"E
11DENMO22°02'29.8"N 106°24'52.2"E
12DIHAI21°49'54.0"N 106°07'48.8"E
13DILEN22°06’35.4”N - 105°28’12.6”E
14DONMO21°10’37.7”N - 105°35’15.4”E
15FINAM20°33’07.1”N - 105°59’36.2”E
16HAKAO21°43’55.0”N - 106°16’10.0”E
17HOBIN20°41’00.4”N - 105°38’20.2”E
18HUVAN21°12’30.0”N - 105°06’41.0”E
19JULUN21°45’18.7”N - 105°24’02.5”E
20KUNHI21°17'32.2”N - 105°54'57.3”E
21LENNU21°20’19.0”N - 105°07’28.2”E
22LIMIN21°35’39.3”N - 106°06’04.3”E
23MC20°49’41.0”N - 104°42’01.0”ENAVAID
24MIMON20°50’32.6”N - 105°38’15.7”E
25MUCHI20°56’43.5”N - 105°02’52.8”E
26NAH20°23’14.0”N - 106°07’04.0”ENAVAID
27NAKHA21°58’00.0”N - 106°29’36.0”E
28NUCOC21°33’21.9”N - 105°45’33.9”E
29SONTA21°01’21.7”N - 105°38’10.5”E
30SUDON21°23’02.2”N - 105°49’01.2”E
31TAMDA21°49’22.3”N - 105°30’55.8”E
32THOLA21°44’21.6”N - 105°41’52.6”E
33TINLY20°34’36.1”N - 106°04’58.0”E
34XARIS21°01’05.2”N - 105°26’38.6”E
35XUNBI21°04’45.7”N - 105°07’36.5”E
36NB11021°10’02.7”N - 105°59’32.9”E
37NB11120°57’34.1”N - 105°58’07.5”E
38NB11221°19’05.0”N - 106°02’32.0”E
39NB11321°25’07.7”N - 105°41’51.5”E
40NB11420°53’05.7”N - 105°45’27.6”E
41NB29021°18'15.4"N - 105°30'36.2"E
42NB29121°26'53.3"N - 105°33'26.7"E
43NB29221°09'37.5"N - 105°27'45.8"E
44NB29321°05'55.1"N - 105°32'26.3”E
45NB36021°16'35.6"N - 105°36'53.0”E
46NB36121°16’22.7”N - 105°37’08.2”E
47NB36221°17’42.2”N - 105°32’31.8”E
48NB36321°19’01.6”N - 105°27’55.3”E
49NB36421°20’20.8”N - 105°23’18.7”E
50NB36521°21’39.9”N - 105°18’42.1”E
51NB36621°15’54.3”N - 105°16’49.5”E
52NB36721°14’35.2”N - 105°21’26.3”E
53NB36821°13’16.1”N - 105°26’02.7”E
54NB36921°11’57.0”N - 105°30’39.1”E
55NB37121°00’50.2”N - 105°16’30.4”E
56NB37220°51’02.3”N - 105°19’30.2”E
57NB37320°43’39.2”N - 105°27’29.8”E
58NB37420°50’01.2”N - 105°17’40.0”E
59NB37520°41’54.5”N - 105°26’26.7”E
60NB37620°39’00.6”N - 105°38’21.2”E
61NB37721°27’25.9”N - 105°20’34.6”E
62NB37821°26’06.6”N - 105°25’11.3”E
63NB37921°24’47.2”N - 105°29’48.0”E
64NB38021°23’27.7”N - 105°34’24.6”E
65NB38121°42’26.9”N - 105°42’31.1”E
66NB38221°43’16.9”N - 105°51’09.1”E
67NB38321°40’53.4”N - 105°59’26.7”E
68NB38421°45’16.5”N - 105°51’21.7”E
69NB38521°42’38.9”N - 106°00’28.4”E
70NB38621°36’53.8”N - 106°07’45.2”E
71NB45021°10’03.0”N - 105°59’37.0”E
72NB45121°09’55.0”N - 105°59’30.3”E
73NB45221°08’34.9”N - 106°04’06.3”E
74NB45321°07'14.6”N - 106°08'42.1”E
75NB45421°05'54.3”N - 106°13'17.9”E
76NB45521°04'33.8”N - 106°17'53.6”E
77NB46221°15’40.1”N - 106°01'24.3"E
78NB46321°14'20.0”N - 106°06'00.1”E
79NB46421°12'59.9”N - 106°10'36.2”E
80NB46521°11'39.6”N - 106°15'12.2”E
81NB46621°10’19.2”N - 106°19’48.1”E

VVNB AD 2.23 ADDITIONAL INFORMATION

1. Backtrack areas
The backtrack areas have been established at the beginning of RWY 11L/29R, dimensioned as follows:
  • RWY 11L: width 93 M, length 60 M;
  • RWY 29R: width 81 M, length 66 M.
Aircraft making backtrack turn at the start of RWY 11L/29R have to follow yellow guide lines.
2. Bird concentrations in the vicinity of the airport
Bird concentration is a hazard throughout the year for flight operations (bird’s weight are from 1kg up to approximately 7kg), both by day and night; the usual maximum numbers of a flock is 20 but up to 30; the birds usually keep below 200 metres have been recorded in the periods from 2300 to 0200 UTC and from 0930 to 1130 UTC.
Air traffic control will provide prior warning of bird activity when possible and pilots can greatly assist by reporting all flocks near the runway or approach areas (via radio to ATC) so that following aircraft may be informed and the flock dispersed.
All aircraft are liable to damage by bird strikes, especially in the approach/landing and take-off/climb out phases.
3. Operational procedure of holding point S7 - RWY 11L
Holding point S7 is used for RWY 11L when:
  • There is no aircraft taking off and landing on RWY 11R/29L;
  • Aircraft use ILS x, ILS y, ILS z approach procedures for RWY 11L in case of GP unserviceable;
  • Aircraft use VOR y, VOR z, NDB approach procedures for RWY 11L and aircraft use visual approach procedure.
Holding point S7 is not used for RWY 11L (holding point S4 or S6 is used instead, if necessary) when:
  • There is aircraft taking off and landing on RWY 11R/29L;
  • Aircraft use ILS x, ILS y, ILS z approach procedures for RWY 11L at final approach fix (intercept GP) in case of GP serviceable.
4. Operational limitations of TWY
  • Aircraft CAT C (up to A321 and equivalent) is only used TWY S3 for landing at RWY 11L and TWY S5 for landing at RWY 29R. The maximum speed of these aircraft when taxiing to TWYs S3 and S5 is 19,29 km/h.
  • Aircraft B747-800, A350-900 and B787-900 is limited to use TWYs S2 and S7.
5 Table of friction coefficients
RWY 11R/29L
Measured length (M)
Friction coefficients
Measured position from RCL (3 M)
Measured position from RCL (6 M)
Measured position from RCL (9 M)
11R3 5000.820.860.87
29L3 5000.840.850.87
RWY 11L/29R
Measured length (M)
Friction coefficients
Measured position from RCL (3 M)
Measured position from RCL (6 M)
Measured position from RCL (9 M)
11L2 9000.740.720.80
29R2 9000.740.700.80
6 HOT SPOTS
HOT SPOT NR
Position
1
Intersection of RWY 29L, TWY S1 and TWY S1A.
2
From holding point of RWY 11R to intersection of TWY S7 and RWY 11R/29L.
3
Intersection of TWY S4, TWY S1 and taxi-lane EW.
7 Operation of two parallel RWYs
7.1 Usage of two parallel RWYs
- Two parallel RWYs 11R/29L and 11L/29R at Noi Bai international airport are operated dependently and considered as one RWY for flight operation.
- At the same time, only one RWY direction is used for take-off/landing.
- In case of rain-storm (but still above LVP condition) RWY 11R is priority to use for landing and RWY 11L is used for take-off with the best facilities and actual operational conditions.
- When RWY 29 is used for take-off/landing, RWY 29L is priority to use for landing, RWY 29R is used for take-off.
- In case of having VIP flights: RWY with the best facilities and actual operational conditions is priority to use.
- The usage of RWY for flight calibration of navigation aids, instrument procedures and for familiarisation flights has to follow the flight permission, ATS flight plan which have been approved by appropriate authorities.
- Exit TWYs shall be used to facilitate arriving aircraft to quickly vacate sensitive area of ILS/LLZ; aircraft is not allowed to hold on holding positions in sensitive area.
These operational procedures do not be applied in the emergency, urgency and necessary condition to ensure the safety, regularity of the flight operation.
7.2 Operation procedures of two RWYs
7.2.1 Operational option 1: RWY 11L is used for landing, RWY 11R is used for take-off
7.2.1.1 Departing aircraft holding on RWY 11R (ready for take-off) is only allowed to take-off when landing aircraft has landed normally on RWY 11L; or not less than the following values:
a. Without ATS surveillance: Applied minimum time wake turbulence separation:
  • 2 minutes: If medium aircraft (landing) behind heavy aircraft (take-off)
  • 3 minutes: If light aircraft (landing) behind heavy or medium aircraft (take-off).
b. Under ATS surveillance: Applied minimum distance wake turbulence separation:
Wake turbulence category
Distance of landing ACFT from RWY THR
Arriving aircraft
Departing aircraft
Heavy
Heavy, medium
9, 3 KM (5 NM)
Light
9, 3 KM (5 NM)
Medium
Heavy
11, 1 KM (6 NM)
Medium, light
9, 3 KM (5 NM)
Light
Heavy, medium
11, 1 KM (6 NM)
Light
9, 3 KM (5 NM)
8 NM is applied between preceding take-off aircraft A380 and equivalent and the following landing aircraft.



7.2.1.2 In case of taking-off from intersection between RWY 11R and TWY S7: Departing aircraft starts rolling for take-off while another landing aircraft is at 5 NM or more on final approach track of RWY 11L .

7.2.2 Operational option 2: RWY 11L is used for take-off, RWY 11R is used for landing
a. Departing aircraft is not allowed to hold on TWY S7 (between two RWYs) while arriving aircraft is approaching to land on RWY 11R.
b. Aircraft is not allowed to cross RWY 11R when:
  • There is another aircraft received ATC's clearance to land on RWY 11R, or
  • There is another aircraft is approaching to land RWY 11R with the distance less than 6 NM from THR of RWY 11R under ATS surveillance or less than 3 minutes compared to estimated landing time in case of non using ATS surveillance;
c. Departing aircraft which is holding on RWY 11L (ready for take-off) is only allowed to take-off when aircraft has landed normally on RWY 11R;
or not less than the values specified in items a, b of 7.2.1.1.



7.2.3 Operational option 3: RWY 29R is used for landing, RWY 29L is used for take-off
a. Departing aircraft which is holding on RWY 29L (ready for take-off) is only allowed to take-off when aircraft has landed normally on RWY 29R; or not less than the values specified in items a, b of 7.2.1.1.



b. In case of taking-off from intersection between RWY 29L and TWY S2: Departing aircraft starts rolling for take-off while another landing aircraft is at 5 NM or more on final approach track of RWY 29R .

7.2.4 Operational option 4: RWY 29R is used for take-off, RWY 29L is used for landing
a. Aircraft is not allowed to cross RWY 29L when:
  • There is another aircraft received ATC's clearance to land on RWY 29L, or
  • There is another aircraft approaching to land RWY 29L with the distance less than 6 NM from THR of RWY 29L under ATS surveillance or less than 3 minutes compared to estimated landing time in case of non using ATS surveillance.
b. Departing aircraft which is holding on RWY 29R (ready for take-off) is only allowed to take-off when aircraft has landed normally on RWY 29L; or not less than the values specified in items a, b of 7.2.1.1.



c. In case of taking-off from intersection between RWY 29R and TWY S2:
  • Aircraft is not allowed to hold on TWY S2 (between two RWYs) while the another aircraft is approaching to land on RWY 29L;
  • In case of taking off from intersection between RWY 29R and TWY S2: Aircraft starts rolling for take-off while another landing aircraft is at 5 NM or more on final approach track of RWY 29L.

7.2.5 Operational option 5: Both RWYs 11L and 11R are used for take-off
  • Departing aircraft is not allowed to line-up two RWYs at the same time for take-off in order to avoid mistaking take-off clearance from ATC;
  • This operation option is limited.
7.2.6 Operational option 6: Both RWYs 11L and 11R are used for landing
  • Using as one RWY;
  • This operation option is limited.
7.2.7 Operational option 7: Both RWYs 29L and 29R are used for take-off
  • Departing aircraft is not allowed to line-up two RWYs at the same time to take off in order to avoid mistaking take-off clearance from ATC;
  • This operation option is limited.
7.2.8 Operational option 8: Both RWYs 29L and 29R are used for landing
  • Using as one RWY;
  • This operation option is limited.
Notes:
  • Pilots shall fully understand operational procedures of two parallel RWYs specified as above;
  • Pilots are requested to comply with ATC's clearances/instructions strictly and timely; expedite vacate RWY or rolling to take-off after receiving take-off clearance;
  • Aircraft must be held on the correct holding position on the TWYs between two RWYs when requested by ATC;
  • Before landing, lining up or crossing RWYs, pilots must pay attention and concentrate on observing and only conducting actions after adequately receiving and reading back ATC's clearance;
  • For ready take-off aircraft, pilots shall ensure that aircraft start rolling for take-off within 30 seconds from receiving take off clearance; For landing aircraft, aircraft expedite vacating RWYs within 45 seconds after deceleration. If aircraft is unable to take-off/decelerate and vacate RWY at the time mentioned above, pilots shall inform Noi Bai TWR.

VVNB AD 2.24 CHARTS RELATED TO NOI BAI AIRPORT

VVNB AD 2.24-1: Aerodrome chart – ICAO
PDF
VVNB AD 2.24-2: AD Operating Minima
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VVNB AD 2.24-2: Operational Minima
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VVNB AD 2.24-2a: Operational Minima
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VVNB AD 2.24-3: Aircraft Parking/Docking Chart – ICAO
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VVNB AD 2.24-3a: The INS coordinates and elevation for ACFT Stands
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VVNB AD 2.24-3b: The INS coordinates and elevation for ACFT Stands (cont.)
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VVNB AD 2.24-3c: The INS coordinates and elevation for ACFT Stands (cont.)
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VVNB AD 2.24-4: Aerodrome Ground Movement Chart – ICAO
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VVNB AD 2.24-5: Aerodrome Obstacle Chart – ICAO - RWY 11R/29L
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VVNB AD 2.24-5a: Aerodrome Obstacle Chart - ICAO - RWY 11L/29R
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VVNB AD 2.24-6: Precision Approach Terrain Chart - ICAO
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VVNB AD 2.24-7: Area Chart – ICAO
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VVNB AD 2.24-8: Standard Departure Chart – Instrument (SID) - ICAO - RWY 11L/R: HAKAO 2A, VITRA 2A, VINHA 2A, TONGA 2A, HUVAN 2A, PHUTA 2A
PDF
VVNB AD 2.24-8a: Standard Departure Chart – Instrument (SID) - ICAO - RWY 29R/L: HAKAO 2B, VITRA 2B, VINHA 2B, TONGA 2B, HUVAN 2B, PHUTA 2B
PDF
VVNB AD 2.24-8b: Standard Departure Chart – Instrument (SID) - ICAO - RWY 11L/R: HAKAO 2C, VINHA 2C, TRANA 2A, HUVAN 2C
PDF
VVNB AD 2.24-8c: Standard Departure chart – Instrument (SID) - ICAO - RWY 11L/R; 29L/R: TAMDA 3A, TAMDA 3B
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VVNB AD 2.24-8d: Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 11L/R: JULUN 1A/1B, BUNBO 1A/1B, TINLY 1A/1B, MUCHI 1A/1B, HUVAN 1D/1E
PDF
VVNB AD 2.24-8d-1: SID and Transition coding of RNAV RWY 11L
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VVNB AD 2.24-8d-1a: SID and Transition coding of RNAV RWY 11L
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VVNB AD 2.24-8d-2: SID and Transition coding of RNAV RWY 11R
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VVNB AD 2.24-8d-2a: SID and Transition coding of RNAV RWY 11R
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VVNB AD 2.24-8e: Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 29L/R: JULUN 1C/1D, DIHAI 1A/1B, FINAM 1A/1B, XUNBI 1A/1B, LENNU 1A/1B
PDF
VVNB AD 2.24-8e-1: SID and Transition coding of RNAV RWY 29L
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VVNB AD 2.24-8e-1a: SID and Transition coding of RNAV RWY 29L
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VVNB AD 2.24-8e-2: SID and Transition coding of RNAV RWY 29R
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VVNB AD 2.24-8e-2a: SID and Transition coding of RNAV RWY 29R
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VVNB AD 2.24-9: Standard Arrival Chart – Instrument (STAR) - ICAO - RWY 11L/R: HAKAO 2A, NAH 1A, MC 1A, LAOCA 2A, BQ 3A, PHUTA 2A, XIVIN 1A
PDF
VVNB AD 2.24-9a: Standard Arrival Chart – Instrument (STAR) - ICAO - RWY 29R/L: HAKAO 2B, NAH 1B, MC 2B, LAOCA 2B, BQ 3B, PHUTA 2B, XIVIN 1B
PDF
VVNB AD 2.24-9b: Standard Arrival Chart – Instrument (STAR) - ICAO - RWY 11L/29R: HAKAO 2C, NAH 1C, MC 1C, LAOCA 2C, BQ 3C, PHUTA 2C, XIVIN 1C
PDF
VVNB AD 2.24-9c: Standard Arrival Chart – Instrument (STAR) - ICAO - RWY 11L/R: TAMDA 3A
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VVNB AD 2.24-9d: Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11R: TAMDA 1C, HAKAO 1D, BISON 1A, MUCHI 1C, HUVAN 1F
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VVNB AD 2.24-9d-1: STAR and Transition coding of RNAV RWY 11R
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VVNB AD 2.24-9d-1a: STAR and Transition coding of RNAV RWY 11R
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VVNB AD 2.24-9e: Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L: TAMDA 1J, HAKAO 1K, BISON 1F, MUCHI 1H, HUVAN 1L
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VVNB AD 2.24-9e-1: STAR and Transition coding of RNAV RWY 11L
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VVNB AD 2.24-9e-1a: STAR and Transition coding of RNAV RWY 11L
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VVNB AD 2.24-9f: Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11R: TAMDA 1F, HAKAO 1G, BISON 1D, MUCHI 1D, HUVAN 1G
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VVNB AD 2.24-9f-1: STAR and Transition coding of RNAV RWY 11R
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VVNB AD 2.24-9f-1a: STAR and Transition Coding of RNAV RWY 11R
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VVNB AD 2.24-9g: Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L: TAMDA 1K, HAKAO 1L, BISON 1G, MUCHI 1J, HUVAN 1M
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VVNB AD 2.24-9g-1: STAR and Transition coding of RNAV RWY 11L
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VVNB AD 2.24-9g-1a: STAR and Transition coding of RNAV RWY 11L
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VVNB AD 2.24-9h: Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: TAMDA 1D/1E, HAKAO 1E/1F, BISON 1B/1C, MUCHI 1E/1F, HUVAN 1H/1J
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VVNB AD 2.24-9h-1: STAR and Transition coding of RNAV RWY 29L
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VVNB AD 2.24-9h-1a: STAR and Transition coding of RNAV RWY 29L
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VVNB AD 2.24-9h-2: STAR and Transition coding of RNAV RWY 29R
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VVNB AD 2.24-9h-2a: STAR and Transition coding of RNAV RWY 29R
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VVNB AD 2.24-9i: Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L: TAMDA 1G, HAKAO 1H, BISON 1E, MUCHI 1G, HUVAN 1K
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VVNB AD 2.24-9i-1: STAR and Transition coding of RNAV RWY 29L
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VVNB AD 2.24-9i-1a: STAR and Transition coding of RNAV RWY 29L
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VVNB AD 2.24-9j: Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11R: TAMDA 1H, HAKAO 1J
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VVNB AD 2.24-9j-1: STAR and Transition coding of RNAV RWY 11R
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VVNB AD 2.24-9k: Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L: TAMDA 1L, HAKAO 1M
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VVNB AD 2.24-9k-1: STAR and Transition coding of RNAV RWY 11L
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VVNB AD 2.24-9l: Standard Arrival Chart – Instrument (STAR) – ICAO (Overlay to radar vector pattern) – RNAV 1 RWY 11L: TAMDA 1N, HAKAO 1N, BISON 1L, MUCHI 1L, HUVAN 1N
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VVNB AD 2.24-9l-1: STAR and Transition coding of RNAV 1 RWY 11L
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VVNB AD 2.24-9l-1a: STAR and Transition coding of RNAV 1 RWY 11L
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VVNB AD 2.24-9m: Standard Arrival Chart – Instrument (STAR) – ICAO (Overlay to radar vector pattern) – RNAV 1 RWY 11R: TAMDA 1R, HAKAO 1R, BISON 1R, MUCHI 1R, HUVAN 1R
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VVNB AD 2.24-9m-1: STAR and Transition coding of RNAV 1 RWY 11R
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VVNB AD 2.24-9m-1a: STAR and Transition coding of RNAV 1 RWY 11R
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VVNB AD 2.24-10: Radar Minimum Altitude Chart - ICAO
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VVNB AD 2.24-11: Instrument Approach Chart - ICAO - NDB RWY 11L
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VVNB AD 2.24-11a: Instrument Approach Chart - ICAO - ILS X RWY 11L
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VVNB AD 2.24-11b: Instrument Approach Chart - ICAO - ILS Z RWY 11L
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VVNB AD 2.24-11c: Instrument Approach chart - ICAO - VOR Z RWY 11L
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VVNB AD 2.24-11d: Instrument Approach chart - ICAO - ILS Y RWY 11L
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VVNB AD 2.24-11e: Instrument Approach Chart - ICAO - VOR Y RWY 11L
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VVNB AD 2.24-11f: Instrument Approach chart - ICAO - VOR Z RWY 11R
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VVNB AD 2.24-11g: Instrument Approach chart - ICAO - ILS Y CAT I & CAT II RWY 11R
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VVNB AD 2.24-11h: Instrument Approach Chart - ICAO - ILS Z CAT I & CAT II RWY 11R
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VVNB AD 2.24-11i: Instrument Approach Chart - ICAO - VOR Y RWY 11R
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VVNB AD 2.24-11j: Instrument Approach Chart - ICAO - NDB RWY 29R
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VVNB AD 2.24-11k: Instrument Approach Chart - ICAO - VOR Y RWY 29R
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VVNB AD 2.24-11l: Instrument Approach Chart - ICAO - VOR RWY 29L
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VVNB AD 2.24-11m: Instrument Approach Chart - ICAO - ILS X RWY 29L
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VVNB AD 2.24-11n: Instrument Approach Chart - ICAO - ILS Y RWY 29L
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VVNB AD 2.24-11o: Instrument Approach Chart - ICAO - ILS Z RWY 29L
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VVNB AD 2.24-11p: Instrument Approach Chart - ICAO - VOR Z RWY 29R
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VVNB AD 2.24-12: Visual Approach Chart - ICAO
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