LPFR AD 2.1  Aerodrome location indicator and name

LPFR — FARO / Gago Coutinho

LPFR AD 2.2  Aerodrome geographical and administrative data

LPFR AD 2.3  Operational hours

LPFR AD 2.4  Handling services and facilities

LPFR AD 2.5  Passenger facilities

LPFR AD 2.6  Rescue and fire fighting services

LPFR AD 2.7  RUNWAY SURFACE CONDITION ASSESSEMENT AND REPORTING AND SNOW PLAN

LPFR AD 2.8  Aprons, taxiways and check locations data

LPFR 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 at aircraft stands	../graphics/eAIP/LPFR_AD_2-9_APIS.pdf
2	RWY/TWY markings and lights	Runway: Centre line, Threshold, Edge and End marked and lighted. Designation and Fixed Distances marked. Taxiway: Centre Line, Runway Holding Positions. Taxiway intersection markings.
3	Stop bars	On TWY C1, TWY F, TWY E, TWY P (direction of RWY 28), TWY P (direction of RWY 10), TWY RD and TWY RG
4	Remarks	See also LPFR AD 2.24.01-1 and LPFR AD 2.24.02-1

LPFR AD 2.10  Aerodrome obstacles

LPFR AD 2.11  Meteorological information provided

LPFR AD 2.12  Runway physical characteristics

LPFR AD 2.13  Declared distances

LPFR AD 2.14  Approach and runway lighting

LPFR AD 2.15  Other lighting, secondary power supply

LPFR AD 2.16  Helicopter landing area

LPFR AD 2.17  ATS airspace

LPFR AD 2.18  ATS communication facilities

LPFR AD 2.19  Radio navigation and landing aids

LPFR AD 2.20  Local Aerodrome regulations

1. Limitations on use of aerodrome

Restricted to ACFT capable of maintaining two-way communications with Faro TWR. For airport slots request see GEN 1.2 ENTRY, TRANSIT AND DEPARTURE OF AIRCRAFT

3. Push-Back, engine start-up and taxi procedures

3.1 Push Back

Pilots should only request push-back when they are ready to do so (Ground staff and tug ready).Aircraft outgoing from a nose in stand must be pushed back. Use of reverse thrust for manoeuvring is not permitted.All push back manoeuvres should be done in accordance with the Bidirectional Breakaway points (BP) procedure in force. There are 18 Bidirectional BP, each one of them facing East or West depending on ATC clearance. If unable to comply with the designated BP, handler must inform pilot, and pilot must inform ATC.

Other procedures may be assigned by ATC due to operational reasons. Push and hold manoeuvres are coordinated with ATC and AOS - Airport Operations Service.

Aircraft will be parked in stands 321, 323 and 325 in outgoing nose out position. When cleared for taxi, pilots are reminded to use lower possible power settings.

Push-back and Start/Gate Entry for ILS CAT I/II Operations:

1. Push-back and Start/Gate Entry Procedures are assisted by marshaller and/or follow-me.
2. Departing aircraft shall wait for RVR improvement at the stand.

3.2 Engine Start-Up

Till 10 minutes prior to EOBT, departing traffic shall contact Faro Ground or Faro TWR, as announced by ATIS. This contact with ATC is to inform/receive:

1. Parking Position
2. ATIS ACK
3. ATC Clearance which includes:
   • Aircraft Identification
   • Clearance Limit, normally Destination Aerodrome
   • Designator of the assigned SID, if applicable. When receiving the Designator of the assigned SID, pilots shall comply with the published SID vertical profile and,
   • Any other necessary instructions or information not contained in the SID description, e.g., CTOT.

Start-up on stand and cross bleed starts must be coordinated with AOS - Airport Operations Service followed by the request to ATC (see also para 4.3)

Start-up is allowed during Push-Back manoeuvre.

Anti-Collision lights must be activated prior to Push-Back manoeuvre and whenever engines are operating.

3.3 Taxiing

Aircraft using aprons must taxi following the continuous yellow centre line marking apron axis and shall use the lowest possible power settings.

Pilots are reminded about the extreme importance of always maintaining a careful lookout.

Taxi caution required when taxiing into stands 314 to 324 (Apron N) and 432 to 466 (Apron NE) due to crossing of vehicle service road.

Due to operational reasons (e.g., waiting for available stand or slot compliance) taxiway ECHO may be used by ATC as an holding position for ACFTs.

Due to intake area, 4 engines ACFTs type like B747, A340 or similar are requested to taxi with outboard engines on “IDLE”.

Taxi lights must be activated during taxiing and switch-off when in final position for parking.

3.4 Taxi for ILS CAT II Operations

General

Taxi instructions will be supported by the convenient switched on/off of taxiway centre line lights (green) and STOP BAR LIGHTS (red). So, Pilots shall stop and request further instructions at any STOP BAR lighted, as well as at any segment of taxiway centre line lights, unlighted.
Taxiway centre line lights within localizer sensitive area are coded by alternate yellow and green lights (See also AD 2.15)

• Departing Traffic
  ATC will require departing aircraft to use CAT II holding positions.
• Arriving Traffic
  The appropriate runway exit (TWY P) will be lighted, and pilots of arriving aircraft shall report the localizer sensitive area vacated when the aircraft is completely out of yellow and green taxiway centre line lights;
  e.g. “LOCALIZER SENSITIVE AREA VACATED”.

4. Use of Ground Power Unit (GPU), use of Auxiliary Power Unit (APU)

4.1 Use of  GPU

The use of mobile autonomous GPUis not allowed when ACFT are parked at contact stands provided with Passenger Boarding Bridges (PBB) (314, 316, 318, 320, 322 and 324),except if GPU system at the PBB is unserviceable.

4.2 Use of

The use of must be limited as much as possible.

may be used at stands 314, 316, 318, 320, 322 and 324 as follows.

Narrow-Body ACFT are allowed to use until 5 minutes after “chocks on” and 5 minutes before EOBT/ETD.

Wide-Body ACFT are allowed to use until 10 minutes after “chocks on” and 10 minutes before ETD

EXEMPTIONS: If air conditioning system at the PBB is unserviceable.

4.3 unserviceability

Whenever an ACFT is out of service, crew shall advise ATC or AOS- Airport Operations Service using Faro Safety frequency 131.455 MHz.

On contact stands provided with PBB, whenever an is out of service, only one engine start-up is permitted on the stand. A PPR - Prior Permission Request shall be granted by AOS - Airport Operations Service, before Start-up clearance from Faro TWR.

Follow-Me assistance is mandatory.

5. Engine test runs

Engine test runs are allowed from 06:05 (05:05) to 23:59 (22:59) on the condition that a PPRwas granted by the AOS - Airport Operations Service. Operators shall indicate the real time of start and duration of the test.

Engine test runs in idle power may take place on stands, exception on stands 314, 316, 318, 320, 322 and 324 whenever the PBB are connected to the ACFT.

Engine dry motor may take place at any time subject to AOS PPR.

Engine test runs above idle power shall take place in a location designated by AOS - Airport Operations Service (TWY C2, TWY P or TWY E).

RFF services presence on site is mandatory.

6. Training flights

All landings and take-off at LPFR for training, test and instruction flights are only permitted between 07:00 and 22:00 (06:00- 21:00). Those flights must be prepaid to the airport except if the Operator has an open account with FARO Airport or a local representative responsible for the payment of landing fees.

Operators shall coordinate in advance training, test and or instruction flights with consecutive take-off and landings at least 72 hours before operation with AOS - Airport Operations Service. For that purpose use SITA FAOKAXH Email: [email protected]

Practice of Instruments or Visual Approaches to LPFR for training, test and or instruction flights are not allowed between 06:00 - 06:59 and 22:01 - 23:59 (05:00 - 05:59 and 21:01 - 223:59).

7. Apron operational procedures, Follow-Me guidance and Marshaller assistance

7.1 Apron operational procedures

All stands are nose in / push-back operation. Other procedures (nose-out) may be assigned by AOS – Airport Operations Service, due to operational reasons.

Stands are provided with hydrant fuel system, where refuelling is via fuel dispensers vehicles.

APRON NW

Stands 202, 204, 206, 208, 210 and 212.

Apron taxiway located on that area is restricted to ACFT with a wingspan up to 44 meters, thus the following type of aircraft (A332, A333, A338, A339, A342, A343, A345, A346, A350, B762, B763, B764, B742, B743, B744, B772, B773, B787, B788, B789 or similar) are not permitted to enter Taxiway ALPHA and taxi on Apron taxiwayTaxilane.

APRON SW

Stands: 201, 203, 205, 207, 209, 211 and 213.

Apron taxiway located on that area is restricted to ACFT with a wingspan up to 44 meters, thus the following type of aircraft (A332, A333, A338, A339, A342, A343, A345, A346, A350, B762, B763, B764, B772, B773, B787, B788, B789 or similar) are not permitted to enter Taxiway ALPHA and taxi on apron taxiway.

ACFT allocated to stands 201, 203, 205, 207, 209 and 211 shall use TWY “Alpha” to enter the apron, except for aircraft code letter A and B or if a previous coordination between ATC and AOS - Airport Operations ServiceApron Management Service. Pilots operating in these stands should manoeuvre the aircraft taking into accountconsidering the slope (7.8%) of the adjacent taxiway safety strip.

APRON N

Stands 314, 316, 318, 320, 322 and 324.

Those stands are provided with VDGS – Visual Docking Guidance System.

APRON S

Stands: 321, 323 and 325.

APRON NE

Stands: 432, 434, 436, 442, 444, 446, 452, 454, 456, 462, 464 and 466.

APRON SE

Stands: 451, 453, 455, 461, 463, 465, 471, 473 and 475.

APRON M

Stand: 500.

7.2 Follow-Me guidance

Follow-Me guidance will be available on request.

Follow-Me assistance and wing clearance will be provided on TWY P, between TWY A and TWY B, to aircraft code letter E.

Follow-Me assistance will be available on request, except for ACFT with wingspan larger than 65 meters, for which Follow-Me and Marshaller assistance is compulsory in the entire Airport Area.

7.3 Marshaller assistance Marshaller assistance is mandatory for parking, except stands with VDGS Visual Docking Guidance System.

7.4 GA/BA General Aviation/Business Aviation

General Aviation/Business Aviation aircraft will use preferably stands 201, 203, 205, 207, 209 and 211 and 213. Stand 213 shall be used for GA/BA for parking and refuelling purposes only.

All GA/BA operators must be assisted by one ground handler as specified in LPFR AD 2.23 item 2 Handling Services.

7.5 Parking restrictions

Faro AD has 30 stands or 37 stand positions (mixed configuration), depending on aircraft ICAO Code, all nose-in stands. 6 Stands with Passenger Boarding Bridges and VDGS Visual Docking GuidanceAutomatic guidance System.

Due to parking restrictions at Faro Airport, all aircraft other than those based at Faro, are not allowed to park more than 72 hours. If coordinated at least 72 hours prior to operation, the Airport Director may grant exceptions. For contact use SITA: FAOKAXH, E-mail: [email protected]

8. Refuel Operations

All refuelling operations in the presence of passengers, with passengers on board, embarking or disembarking or in transit, must be coordinated with AOS - Airport Operations ServiceApron Management Service. Technical stops and diverted flights shall inform AOS - Airport Operations ServiceApron Management through FARO SAFETY frequency 131.4550 MHZ about the number of people on board and if they request or not the presence near the aircraft of the fire brigade vehicle.

LPFR AD 2.21  Noise abatement procedures

See AD 1.1.5 Noise Abatement Procedures

See AD 1.1.6 Restrictions for nocturnal flights for civil aircraft on Portuguese airports and/or aerodromes

LPFR AD 2.22  Flight procedures

1. ILS CAT I/II OPERATIONS

1.1 Runway 28, subject to serviceability of the required facilities, is suitable for CAT II operations by operators whose minima have been accepted by ANAC.

1.2 Low Visibility Operations Procedures (LVP) will be in course whenever:

1. Runway Visual Range (RVR) - TDZ RWY28 is 800M or below; or,
2. Cloud Base Height (CBH) - RWY28 is 200FT or below; or,
3. Visibility conditions decrease rapidly;

Irrespective of the serviceability state of the ILS, lighting, stand-by power, etc. Pilots will be informed when these procedures are in use by RTF if ATIS is unserviceable through the message “ ATC LOW VISIBILITY PROCEDURES IN FORCE”.

1.3 ATC Low Visibility Procedures

1. Ground Safeguarding Procedures will ensure that ILS protection areas (Critical and Sensitive) are clear of (KNOWN) traffic before issuing the landing clearance (never after 2NM final).
2. When the aircraft reaches that point and landing clearance cannot be issued, it will be instructed to carry out a missed approach procedure.
3. Any incident detected that may affect the Low Visibility Procedures or any change of the operational minima will be communicated, immediately, to ATC units involved.
4. Pilots will be informed by ATC of any unserviceabilities in the promulgated facilities so that they can amend their minima, if necessary, according to their operations manual.
5. A change in operation, if caused by a failure expected to last more than one hour, will be promulgated by a NOTAM.
6. Aircraft awaiting weather improvement in the holding area will be stacked from FL070 upward.
7. Pilots shall report RWY ILS Localizer Sensitive Area vacated when aircraft passes the last alternate green yellow TWY centreline lights.

1.4 Runway Visual Range

Runway Visual Range values will be reported by ATC for TDZ (Touchdown) RWY 28.
For any of the two other positions, MID (Midpoint) and END (Stop-end), ATC will only report their RVR values if they are:

1. Less than the value reported for TDZ and less than 800M;
2. less than 350M, or;
3. requested by the pilot.

1.5 Practice CAT II Approaches

Pilots who wish to practice CAT II approaches are to request practice CAT II approaches, on initial contact with FARO APPROACH (e.g. “REQUEST PRACTICE CAT II APPROACH”).
For practice approaches there is no guarantee that the full safeguarding procedures will be applied and pilots should anticipate the possibility of resultant ILS signal disturbance.

2. STANDARD INSTRUMENT DEPARTURES FROM FARO AERODROME

GENERAL REMARKS:

NON RNAV1-GNSS equipped aircraft shall advise ATC when requesting ATC CLR, and expect alternative instructions.

RADAR VECTORING:

Radar Vectoring involving deviation from SID may be used by Faro Approach to expedite traffic.

RADIO COMMUNICATIONS FAILURE:

In the event of RCF squawk A7600:

1. Fly at/to the last assigned and acknowledged level or to the level of SID if is higher than the last assigned level until passing 30 NM DME VFA DVOR/DME;
2. Thereafter adjust level and speed in accordance with the filed flight plan;
3. If being radar vectored or proceeding offset, when passing 30 NM DME VFA DVOR/DME, rejoin the current flight plan route and proceed in accordance with item 2 above;
4. If cleared DCT to..., fly at/to the assigned and acknowledged level or to FL060, whichever is higher, until passing
   30 NM DME VFA DVOR/DME, maintain the current flight plan route and proceed in accordance with item 2 above.

See also STANDARD INSTRUMENT DEPARTURE (SID) charts.

3. RNAV DEPARTURE ROUTES FROM FARO AERODROME

GENERAL REMARKS:

NIL

RADAR VECTORING:

Radar Vectoring involving deviation from SID may be used by Faro Approach to expedite traffic.

RADIO COMMUNICATIONS FAILURE:

In the event of RCF squawk A7600:

1. Fly at/to the last assigned and acknowledged level or to the level of SID if is higher than the last assigned level until passing 30 NM DME VFA DVOR/DME;
2. Thereafter adjust level and speed in accordance with the filed flight plan
3. If being radar vectored or proceeding offset, when passing 30 NM DME VFA DVOR/DME, rejoin the current flight plan route and proceed in accordance with item 2 above.
4. If cleared DCT to..., fly at/to the assigned and acknowledged level or to FL060, whichever is higher, until passing
   30 NM DME VFA DVOR/DME, maintain the current flight plan route and proceed in accordance with item 2 above.

See also RNAV SID charts.

4. RNAV ARRIVAL ROUTES TO FARO AERODROME

GENERAL REMARKS

NON-GNSS equipped aircraft shall proceed to VFA DVOR/DME and expect ATC instructions for final approach.

SPEED ADJUSTMENT:

See ENR section 1.5, sub-section 1.5.4 paragraph 2a)

RADIO COMMUNICATIONS FAILURE:

In the event of RCF, squawk A 7600, fly at/to last assigned Level to VFA DVOR/DME and, over holding pattern, at ETA according CPL or EAT (when received and acknowledged), start descend to initial approach altitude to carry out a standard IFR approach according to IAC.

For aircraft equipped with onboard telephone, dial +351 289 89 41 63.

See also RNAV STAR charts.

5. NON-RNAV ARRIVAL ROUTES TO FARO AERODROME

NON-RNAV aircraft shall proceed to VFA DVOR/DME and expect ATC instructions for final approach.

NON-GNSS equipped aircraft shall proceed to VFA DVOR/DME and expect ATC instructions for final approach.

6. CONTINUOUS DESCENT OPERATIONS (CDO)

General Procedures

All STAR with designation K (KILO) are associated with CDO. Aircraft inbound Faro Airport performing SOTEX5K, ODEMI5K and ALAGU5K STAR will carry out a Continuous Descent Operation and will be required to comply with the following procedures:

• CDO authorized upon ATC approval;
• CDO are authorized from the point marked in the respective STAR charts as “CDO Start” forward;
• A maximum 3.3º and minimum 2º slope must be respected;
• The 2º slope ends at point 2NM from FAP/FAFto allow for deceleration;
• Distance to go (DTG) referred to the THR is provided to pilots in the STAR chat in order to achieve a CDO.
• When planning CDO STAR vertical profile, an explicit ATC descent is always required.

Phraseology

The appropriate phraseology is as follows:The crew makes a request for the CDO, before SOTEX, ODEMI and ALAGU:

Pilot request to ATC
«[Concerned ATC Sector], TAP1245, requesting C-D-O Runway [28 or 10]»

[Concerned ATC Sector] replies as follows:
a) «TAP 1245, unable to approve CDO (reason), cleared/fly to...(Standard STAR)»
b) «TAP 1245, cleared for =====K»

Radio Communications Failure

In the event of RCF, squawk A 7600, fly at/to last assigned Level to VFA VOR/DME and, over holding pattern, at ETA according CPL or EAT (when received and acknowledged), start descend to initial approach altitude to carry out a standard IFR approach according to IAC.For aircraft equipped with onboard telephone, dial +351 289 89 41 63.

See also RNAV CDO STAR charts.

7. HOLDING PROCEDURES

LPFR AD 2.23  Additional information

1. Bird hazard warning

The birds activity is characterized by the presence of sea and colonial birds permanently in the vicinity of the airfield area, mainly during the Spring/Summer periods. Birds activity increases two hours before sunrise and sunset. Typical flight profiles predominantly East-West and North-South at highs between 10 meters (33FT) and 70 meters (230FT). Specific specimen groups reach 300 meters (1000FT) high during migration periods.

Gas cannon devices installed around runway 28/10 and automatically activated during Airport Operational Hours. Pilots are advised that birds may not be promptly detected.

During daylight Falconry is also used, with predatory birds, such as Falcons and Hawks to drive birds away. For bird dispersal purposes, it’s possible to broadcast alarm and distress calls, use automatic LP gas exploders and laser bird dispersal.

2. Handling services

All commercial aircraft operating in FARO Aerodrome must be represented by one of the agents mentioned on the list below.

Taxi/private crews are advised to contact agent before operation. Crew, Passengers and baggage transportation is only provided by full handling agents. Cargo handling is only provided by full handling agents.

Suppliers of Ground Handling Services:

GROUNDFORCE

VHF Frequency: 131.480 MHZ

PORTWAY HANDLING DE PORTUGAL S.A.

VHF Frequency: 131.875 MHZ Call sign “Portway Faro”

Suppliers of Ground Handling Services for General Aviation (GA) / Business Aviation (BA) (AIRCRAFT up to 10 tons or 20 available seats):

ELITESKY

VHF Frequency: Not Available

OMNI

VHF Frequency: 123.755 MHZ

SAFEPORT

VHF Frequency: 123.025 MHZ

SKY VALET

VHF Frequency: Not Available

Suppliers of Ground Administration and Supervision:

GROUNDLINK

PTS - PORTUGAL TOURIST SERVICES

VHF Frequency: Not Available

Self - Handling:

RYANAIR

VHF Frequency: 131.410 MHZ Call sign “Ryanair Faro Operations”

LPFR AD 2.24  Charts related to an aerodrome

Name	Page
AERODROME CHART- ICAO
	../graphics/eAIP/LP_AD_2_LPFR_01-1_en.pdf
AIRCRAFT PARKING/DOCKING CHART-ICAO
	../graphics/eAIP/LP_AD_2_LPFR_02-1_en.pdf
AERODROME OBSTACLE CHART-ICAO Type A (RWY 10-28)
	../graphics/eAIP/LP_AD_2_LPFR_04-1_en.pdf
PRECISION APPROACH TERRAIN CHART-ICAO (RWY 28)
	../graphics/eAIP/LP_AD_2_LPFR_06-1_en.pdf
STANDARD DEPARTURE CHART - INSTRUMENT (SID) – ICAO (RWY 10 AMSEL7E BAROK7E NARTA7E ODEMI7E ORTOP7E XAPAS9E XAPAS7L)
	../graphics/eAIP/LP_AD_2_LPFR_08-1_en.pdf
STANDARD DEPARTURE CHART - INSTRUMENT (SID) – ICAO (RWY 28 AMSEL7U BAROK7U NARTA7U ODEMI9U ODEMI2S ORTOP7U XAPAS9U XAPAS7V)
	../graphics/eAIP/LP_AD_2_LPFR_08-3_en.pdf
STANDARD DEPARTURE CHART - INSTRUMENT (SID) – ICAO (RNAV RWY 10 ALAGU3F GIMAL3F NIRAK3F ODEMI3F ODEMI3G OSLAD3F)
	../graphics/eAIP/LP_AD_2_LPFR_08-5_en.pdf
STANDARD DEPARTURE CHART - INSTRUMENT (SID) – ICAO (RNAV RWY 28 EVURA1V IXOLI1V ODEMI1V OSLAD1V SOTEX1V TUPIX1V)
	../graphics/eAIP/LP_AD_2_LPFR_08-7_en.pdf
STANDARD ARRIVAL CHART - INSTRUMENT (STAR) – ICAO (RNAV RWY 10 GIMAL7C IXOLI7C SOTEX7C USALU8C TUPIX7C)
	../graphics/eAIP/LP_AD_2_LPFR_10-1_en.pdf
STANDARD ARRIVAL CHART - INSTRUMENT (STAR) – ICAO (RNAV RWY 28 ALAGU7A NIRAK7A MARIM7A ODEMI9A ODEMI7B GENRO8A GIMAL7A)
	../graphics/eAIP/LP_AD_2_LPFR_10-3_en.pdf
STANDARD ARRIVAL CHART - INSTRUMENT (STAR) – (RNAV CDO RWY 10 SOTEX5K)
	../graphics/eAIP/LP_AD_2_LPFR_10-7_en.pdf
STANDARD ARRIVAL CHART - INSTRUMENT (STAR) – (RNAV CDO RWY 28 ODEMI5K)
	../graphics/eAIP/LP_AD_2_LPFR_10-9_en.pdf
STANDARD ARRIVAL CHART - INSTRUMENT (STAR) – (RNAV CDO RWY 28 ALAGU5K)
	../graphics/eAIP/LP_AD_2_LPFR_10-11_en.pdf
ATC SURVEILLANCE MINIMUM ALTITUDE CHART
	../graphics/eAIP/LP_AD_2_LPFR_11-1_en.pdf
INSTRUMENT APPROACH CHART-ICAO – (DVOR Z RWY 10 CAT A-B-C-D)
	../graphics/eAIP/LP_AD_2_LPFR_12-1_en.pdf
INSTRUMENT APPROACH CHART-ICAO – (DVOR Y RWY 10 CAT A-B)
	../graphics/eAIP/LP_AD_2_LPFR_12-3_en.pdf
INSTRUMENT APPROACH CHART-ICAO – (DVOR Y RWY 10 CAT C-D)
	../graphics/eAIP/LP_AD_2_LPFR_12-5_en.pdf
INSTRUMENT APPROACH CHART-ICAO – (DVOR Z RWY 28 CAT A-B-C-D)
	../graphics/eAIP/LP_AD_2_LPFR_12-7_en.pdf
INSTRUMENT APPROACH CHART-ICAO – (DVOR Y RWY 28 CAT A-B)
	../graphics/eAIP/LP_AD_2_LPFR_12-9_en.pdf
INSTRUMENT APPROACH CHART-ICAO – (DVOR Y RWY 28 CAT C-D)
	../graphics/eAIP/LP_AD_2_LPFR_12-11_en.pdf
INSTRUMENT APPROACH CHART-ICAO – ILS OR LOC-Z RWY10
	../graphics/eAIP/LP_AD_2_LPFR_12-13_en.pdf
INSTRUMENT APPROACH CHART-ICAO – ILS OR LOC Y RWY 10
	../graphics/eAIP/LP_AD_2_LPFR_12-15_en.pdf
INSTRUMENT APPROACH CHART-ICAO – ILS OR LOC Z RWY 28
	../graphics/eAIP/LP_AD_2_LPFR_12-17_en.pdf
INSTRUMENT APPROACH CHART-ICAO – ILS OR LOC Y RWY 28
	../graphics/eAIP/LP_AD_2_LPFR_12-19_en.pdf
INSTRUMENT APPROACH CHART-ICAO – RNP RWY10
	../graphics/eAIP/LP_AD_2_LPFR_12-21_en.pdf
VISUAL APPROACH CHART-ICAO
	../graphics/eAIP/LP_AD_2_LPFR_13-1_en.pdf