LPMA AD 2.1  Aerodrome location indicator and name

LPMA — MADEIRA

LPMA AD 2.2  Aerodrome geographical and administrative data

LPMA AD 2.3  Operational hours

LPMA AD 2.4  Handling services and facilities

LPMA AD 2.5  Passenger facilities

LPMA AD 2.6  Rescue and fire fighting services

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

LPMA AD 2.8  Aprons, taxiways and check locations data

LPMA AD 2.9  Surface movement guidance and control system and markings

LPMA AD 2.10  Aerodrome obstacles

LPMA AD 2.11  Meteorological information provided

LPMA AD 2.12  Runway physical characteristics

LPMA AD 2.13  Declared distances

LPMA AD 2.14  Approach and runway lighting

LPMA AD 2.15  Other lighting, secondary power supply

LPMA AD 2.16  Helicopter landing area

LPMA AD 2.17  ATS airspace

LPMA AD 2.18  ATS communication facilities

LPMA AD 2.19  Radio navigation and landing aids

LPMA AD 2.20  Local aerodrome regulations

1. Limitations on use of aerodrome

Restricted to aircraft capable of maintaining two way communications with Madeira TWR.

The peculiar operation of MADEIRA AD and operating limitations are stated in paragraph 2 below.

For request of Airport Slots see paragraph GEN 1.2.2, Item 1.2.2.1

2. Special procedures and operating limitations

2.1 Operating at Madeira Aerodrome

Introduction

1. The Airport is located on a plateau on the east coast of Madeira Island. Except for the seaside, ground raises rapidly very closed to it. This fact generates, very often, wind variation and turbulence. Also severe low altitude wind shear conditions and / or micro burst are likely to be encountered.
2. Straight-in approaches not authorized from Funchal VOR to Runway 23.

Applicability

1. The items described below in “Crew requirements”, “Minimum training requirements”, “Line training” and “Aircraft Type change”, are mandatory to schedule and non-scheduled revenue flights involving aircraft with more than 10 passengers of capacity.
2. Pilots are informed that, any time, they may be required to show evidence to Madeira Airport Authorities of compliance with referred items.

Crew requirements

1. Initial experience To operate at Madeira Airport, the Pilot-in-command must have a minimum of 200 flying hours as Captain on the concerned type of aircraft, before completing the initial training.
2. Recent experience To operate at Madeira Airport, the Pilot-in-command must have performed there, on the last six months:
   • one landing and take-off or,
   • a flight simulator training comprising a landing and take-off on each runway, on a simulated adverse weather condition or,
   • a line training flight to Madeira Airport, comprising a landing and take-off, assisted by a qualified instructor occupying the right-hand seat.
3. The Pilot-in-Command is authorized to operate to Madeira Airport (LPMA) for a period of six months starting from the date of issue.

Minimum training requirements

In order to operate at Madeira Airport, the operator must establish and accomplish beforehand a training program concerning the type of aircraft to be used. This training, if performed on local flights, must include at least, landings and take-off by day and night in both directions, emphasising:

1. the TKOF flight path to runway 23,
2. the TKOF flight path to runway 05,
3. the balked landing (go-around initiated in landing configuration from very low height) on both directions,
4. the let down and approach to both runways,
5. the operation effect on runway slope and dimensions and associated safety margins.

If the flight is to be performed in a flight simulator, the following procedures must be included in the training program, for each runway:

1. take-off with engine failure after V1,
2. relight after engine failure,
3. VOR approach,
4. balked landing and go-around,
5. visual approach,
6. landing,
7. weather conditions: wind - the maximums as indicated in paragraph 2.3. Severe turbulence, Windshear and up and down drafts, must be included in the different approaches,
8. one landing at night must be executed for each runway.

Line training

No line training is required if the flight simulator used is level D. If level C flight simulator is used, line training must be performed with one landing and take-off in Madeira Airport, with an instructor occupying the right-hand seat

Aircraft type change

A Captain qualified in Madeira Airport in one type of aircraft, changing to another type, must do the flight simulator training program mentioned in paragraph “Minimum training requirements” or, instead, will land and take-off in both runways without passengers on board and no line training will be required on both cases.

Training program

The training program referred in paragraph “Minimum training requirements” above will have to be approved by ANAC (Autoridade Nacional da Aviação Civil).

Deviations or unconformities

Any deviations or unconformities stated from requirements stated in the previous paragraphs will be dealt in a case by case basis.

2.2 Responsibility

Compliance with operating limitations is mandatory. Any deviation, landing or take off without clearance must be reported to ANAC by Tower, with the exception of the situations described in bullet “d” of Wind out of limits procedures.

2.3 Operating procedures and limitations

Wind / Turbulence

Wind Information

1. Control Tower will provide two minutes mean wind values at Rosário and touchdown zone simultaneously with landing clearance or missed approach / go around instructions when landing clearance cannot be issued due to winds exceeding airport published landing limits.
2. Further wind information after a landing clearance has been issued will be provided at Pilot’s request or upon occurrence of variations from the last 2 minutes mean wind direction of 60º or more, or mean wind speed of 3 knots or more.
3. Instantaneous wind read outs will be provided at pilot’s request.

Wind Limitations

1. When landing

1. Maximum of two minutes mean Wind Speed Values indicated by the Touchdown anemometer:

• In the sector 300° to 010° MAG (clockwise) - 15KT, with the maximum Wind Gust of 25KT
• In the sector 020° to 040° MAG (clockwise) - 20KT, with the maximum Wind Gust of 30KT
• In the sector 120° to 190° MAG (clockwise), and if Runway in use is 05 - 20KT with a maximum Wind Gust of 30KT, and if Runway in use is 23 - 15KT, subject also to maximum Wind Gust of 25KT as indicated by MID Anemometer.

2. Maximum of two minutes mean Wind Speed Values,including Gust indicated by the MID or ROSÁRIO Anemometers

• In the Sector 200° to 230° MAG (clockwise) - 25KT.

b. When Taking-off

• 1. Maximum of two minutes mean Wind Speed Values indicated by the MID anemometer:

• In the sector 300° to 010° MAG (clockwise) - 20KT with no Gust limitations
• In the sector 020° to 040° MAG (clockwise) - 25KT with no Gust limitations
• In the sector 120° to 190° MAG (clockwise) and if Runway in use is 05 - 25KT with no Gust limitations, and if Runway in use is 23 - 20KT, also with no Gust limitations

NOTE: The limitations above do not supersede any Operators or Aircraft Operations Manual (AOM) limitations if these are more restrictive

Turbulence

• Attention should be paid to the WIND DIRECTION INDICATORS located on the south side of the runway, near each touchdown area. They will reflect unexpected wind changes. Occasionally they will indicate wind from opposite directions;
• When landing on RWY 05 wind differences greater than 5 KT, between Rosário and MID anemometers, may indicate turbulence on final;
• When landing on RWY 23 with winds from South and Westerly Sectors, one may experience severe turbulence at low altitude over the RWY Threshold;
• Headwind or nearly so, up to 15 KT will cause “WEAK” turbulence on final;
• Wind of 15 KT from sector 020° to 050° MAG (clockwise) may cause “MODERATE” turbulence;
• Wind of 15 KT or even less from sector 300° to 020° MAG (clockwise) may cause “SEVERE” turbulence;
• Down drafts or up drafts are to be expected near the threshold of runways 05 and 23.

NOTE: Pilots are strongly requested to report to the Control Tower as soon as possible any turbulence and/or windshear that            may affect operational conditions.

Authorization Required Details

• DME/DME is not applicable (except for a contingency aircraft extraction from the procedure, after 6 minutes of a "GPS PRIMARY LOST", while flying in IRS only).
• As a contingency and in case of remote, or extremely remote failures, with a probability of loss of all navigation information (or similar situation), an immediate turn to 139° (by the shorter direction) and climbing to 3000FT or above, will always extract in a safe manner the aircraft from the obstacle areas. Contact Madeira TWR or APP for further clearance.

RWY Backtrack Operations

RWY backtrack operations forbidden to aircraft with MTOW above 30 TONS. These operations must be done only on turning bays. Exception made to Medical Evacuation, SAR and Emergency Flights.

Departure procedures

Introduction

• Pilots are advised to select full power on Take-off in the presence of turbulence or down draft reports.
• Take-off on both runways must be made in a minimum visibility of 2800 meters. Required take-off alternate.
• There are curved trajectories defined for both runways and for all engines operating.
• Each operator must prepare its own engine failure procedure.

Take-off Runway 05

1. After take-off start right turn, as soon as practicable to avoid high ground on the left side (see appropriate visual take-off chart-MAP/LPMA-TKOF).
2. See description of SID on paragraphs LPMA AD 2.22.

Take-off Runway 23

1. After take-off start the left turn, as soon as practicable, to avoid high ground on the right side (see appropriate visual take-off chart-MAP/LPMA-TKOF).
2. With westerly winds, tail windshears may be expected. Anemometer readings reported by tower at the end of the runway and at Rosario may indicate this possibility.
3. See description of SID on paragraphs LPMA AD 2.22.

Night Operations

A captain can operate at night provided he has previously operated and got familiar with Madeira Airport during daytime.

Training flights are forbidden daily during night period, between 23:00 (22:00)and 08:00 (07:00).

3. Radio Communication

Departing Traffic shall contact Madeira TWR/APP in freq 124.660 MHZ or 119.605 MHZ according to ATIS information, til 10MIN before estimated time for departure, for:

1. AD information.
2. modify/confirm ETD.

NOTE: Start up of flights affected by AFTM measures are to observe the stated in paragraph 1.9.5 of Air Traffic Flow Management (ATFM) and Airspace Management (ENR 1.9).

4. Acceptance of private Flying Club and Delivery aircraft

24 hours PPR required.

5. Pilots information report

Pilot’s shall report to ATC or Airport Operations, as soon as possible, any deficiency that may affect operational conditions.

6. Apron operation and procedures

6.1 Push-back, Start-up and Taxiing

Aircraft engine start-up is only allowed after push-back manoeuvre with aircraft positioned in breakaway area.

All aircrafts must activate anti-collision lights before starting engines.

To prevent blast damage in aircraft equipment and personnel, all aircraft operations on the apron must be made using lowest power setting.

Pilots shall contact MADEIRA Tower for departure approval, 10 minutes before Start-up, and shall provide the following information:

1. Call Sign
2. Stand Number
3. Cruising Level
4. ATIS ACK

6.2 Marshaller

Marshaller assistance is compulsory for parking in entire airport Apron area. Stand entrance is only allowed with Follow-me assistance.

6.3 Engine Test runs

Engine test runs must be made on the runway. Engine test runs in idle power may take place on Stands, with the prior authorization of the Airport Operations.

Test are only permitted between 06:00 to 23:00 (05:00 to 22:00) and with the prior authorization of the Airport Operations .

7. Parking Restrictions

Due to Aircraft parking shortage at LPMA AD it is mandatory submit a request according procedures on GEN 1.2.2 item 1.2.2.1 - Scheduling Coordination.

Push-Back from A01 and A02 facing East, must be coordinated with Airport Operations and with the Follow-me assistance.

8. Refuel Operations

All refuelling operations with passengers on board, embarking or disembarking, are only allowed with a RFFS Vehicle on prevention and must have previous authorization of Airport Operations.

Accordingly Crews must contact the following frequencies:

• Ground Operations Groundforce - frequency 131.850 MHZ
• Ground Operations Portway - frequency 131.875 MHZ

9. Handling Services

All commercial aircraft operating in Madeira 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 Agents only.

Cargo handling is only provided by full handling Agents only.

Authorized Full Handling Agents:

GROUNDFORCE PORTUGAL

Duty Station Manager

Telephone: +351 291520810

Mobile Phone: +351 965641227

FAX: +351 291520824

E-mail: [email protected]

AFTN: LPPTTAPF

SITA: FNCKKXH

Operations Center/Flight Watch/- VHF 131.850 MHZ

Telephone: +351 291520807

FAX: +351 291520829

E-mail: [email protected]

AFTN: LPPTTAPF

SITA: FNCSCXH

PORTWAY HANDLING PORTUGAL, SA

Telephone: +351 291520920

FAX: +351 291520921

SITA: FNCKPXH

Email: [email protected]

VHF FREQ 131.875 MHZ

OMNI HANDLING - MADEIRA STATION

Telephone: +351 291520860

Mobile Phone: +351 910275986

Email: [email protected]

Station Manager - Mobile Phone: +351 910275986 - Email: [email protected]

LPMA AD 2.21  Noise abatement procedures

1. GENERAL

Landing and/or take-off is forbidden by law between 00:00 (23:00) and 06:00 (05:00), except in cases of force majeure. However, according to governmental deliberation, exception regime has been granted for Madeira Airport in which landing and/or take-off of aircraft engaged in commercial aviation or aerial work are allowed in a limited number.

The authorisation for air movements during this period is conditioned to:

1. The maximum number of movements allowed (31 daily, 80 weekly)
   Special Seasons: Christmas, New Year‘s Day, Carnival, Easter and “Festa da Flor” (52 daily, 134 weekly)
2. The noise level of the aircraft concerned, in compliance with ICAO:

   Level 0	below 87 EPNdB
   Level 0,5	between 87 EPNdB and 89,9 EPNdB
   Level 1	between 90 EPNdB and 92,9 EPNdB
   Level 2	between 93 EPNdB and 95,9 EPNdB
   Level 4	between 96 EPNdB and 98,9 EPNdB
   Level 8	between 99 EPNdB and 101,9 EPNdB
   Level 16	above 101,9 EPNdB

   Aircraft classified Level 4,8 and 16, cannot be scheduled between 02:00 (01:00) and 05:00 (04:00);

3. The operating restrictions set out in Item 1 shall not apply to the following cases of force majeure:
   • Aircraft operating humanitarian, emergency or evacuation missions;
   • Aircraft to come across urgent situations, taking in account weather, technical failure or flight safety reasons;
   • Air movements subject to an unforeseen schedule alteration due to abnormal disturbance within Air Traffic Control;
   • Air movements operated up to 01:00 (00:00) which were actually scheduled for periods up to 00:00 (23:00), due to delays for which neither the Airport Management Company nor the Operator were to blame;
   • Landings operated during the period comprised between 05:00 (04:00) and 06:00 (05:00), due to weather reasons, as far as the arrival had been scheduled for a time after 06:00 (05:00).

2. Penalties for non-compliance with slot allocation rules during the night period.

Penalties for these offences are specified in f) and g), paragraph 2, article 28 of Decree Law 9/2007.

LPMA AD 2.22  Flight procedures

1. FMS RNAV DEPARTURES ROUTES FROM MADEIRA AERODROME

RUNWAY 05/23

GENERAL REMARKS

If unable to comply with FMS RNAV-1 Departure Routes advise ATC on first contact and expect radar vectors.

See Special procedures and operating limitations on LPMA AD 2.20 paragraph 2, particularly paragraphs “Departure Procedures” and “Take-off Runway 05”.

RADIO COMMUNICATION 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 FUN 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 FUN 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 FUN DVOR /DME maintain the current flight plan route and proceed in accordance with item 2 above.

FMS RNAV SIDs DESCRIPTION: See back of charts LPMA AD 2.24.08-1 and LPMA AD 2.24.08-5

2. FMS RNAV ARRIVAL TO MADEIRA AERODROME

GENERAL REMARKS:

If unable to comply with FMS RNAV-1 Arrivals Routes advise ATC on first contact and expect vectors for final approach.

See Special procedures and operating limitations on LPMA AD 2.20 paragraph 2, particularly paragraphs “Visual Approach Procedures” and “Landing Procedures”.

SPEED ADJUSTMENT:

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

RADIO COMMUNICATION FAILURE

RNAV-1 certified

In case of Radio Communications Failure squawk 7600 and:

1. If cleared by Lisboa Control or Madeira Approach units to proceed via a STAR continue descent to 3000FT via the STAR. Comply with all speed and altitude restrictions to perform an RNAV (GNSS) or RNP-AR approach to the runway in use;
2. Otherwise continue descent to the last assigned and acknowledged FL or FL100 whichever is higher, proceed direct to PILIM and hold as published. At PILIM holding start descent to 3000FT to perform an RNAV (GNSS) or RNP-AR approach to the runway in use;
3. If unable to perform RNAV (GNSS) or RNP-AR approaches continue descent to the last assigned and acknowledged FL or FL100 whichever is higher, proceed direct to ABUSU and hold as published. At ABUSU holding start descent to 3000FT to perform a VOR/DME approach with circling to the runway in use.

Non RNAV equipped

In case of Radio Communications Failure squawk 7600 and continue descent to the last assigned and acknowledged FL or FL100 whichever is higher, proceed direct to ABUSU and hold as published. At ABUSU holding start descent to 3000FT to perform a VOR/DME approach with circling to the runway in use.

Flights below FL100

In case of Radio Communications Failure below FL100 squawk 7600,

1. If visual with the runway perform a Visual Approach;
2. If IMC and flying on a STAR continue descent to 3000FT via the STAR. Comply with all speed and altitude restrictions to perform an RNAV (GNSS) or RNP-AR approach to the runway in use;
3. If IMC and flying direct continue descent to 3000FT to:
   1. PILIM to perform an RNAV (GNSS) or RNP-AR approach or;
   2. ABUSU to perform a VOR/DME with circling to the runway in use.

FMS RNAV ARRIVAL DESCRIPTION: See back of charts LPMA AD 2.24.10-1

3. VISUAL APPROACH PROCEDURES

QFE values are related to the elevation of each threshold.

To Runway 05

• On downwind MNM 940 FT/QNH (794 FT/QFE).
• During approach, the aircraft must cross the coast over GELO (323952N 0164812W) MNM 850 FT/QNH (704 FT/QFE) THR 05, then he should follow the curved approach lights, not passing to the North side (to the left) of them. By ROSARIO (324042N 0164800W) he should be MNM 460 FT/QNH (314 FT/QFE).
• At night the RWY 05 approach lights MUST BE ON. If those lights fail before the aircraft is in such a position, over those lights, that will ensure that the high ground on their left side will be avoided, a missed approach (right turn) should be initiated.
• PAPI should be followed. They are set to define a 3° descent path crossing the Threshold at 57 FT.
• Runway slope - see LPMA AD 2.24.04-3

NOTE: Due to high terrain, caution should be exercised to avoid flying left of approach lights path to RWY 05

To Runway 23

In order to never cross to the right (north) of radial 235 from DVOR/DME FUN:

• On the visual approach initiated overhead DVOR/DME FUN the aircraft should be kept slightly left on this radial until a point where - with touchdown zone and PAPI in sight - it has to line up with the runway.
• Maintain MDA (H) until intersecting the 3° final descend path defined by the PAPI, which crosses the Threshold at 57 FT
• Due to high terrain on the right (north) side of the approach - Pico do Facho mountain and a cliff - do not deviate to the right of the extended centre line of Runway 23

1. Pico do Facho: altitude 1129 FT, distance 1023 M abeam a point 1NM from Threshold;
2. Cliff altitude 558 FT, distance 608 M abeam the same point.

• At night the hills (Pico do Facho) on your right may be confused with mist. This obstacle is lighted.
• Touchdown Runway 23 out of control Tower visual range
• Touchdown zone lighting is provided
• A go around manoeuvre should be performed if the aircraft has not landed by the end of these lights.

4. Wind out of limits procedures

1. A landing clearance will not be issued and missed approach / go around instructions will be provided immediately by ATC if winds exceed published landing limits when:
   1. An approaching aircraft to runway 05 is reaching the following points:
      • MAPt, when established on approach DVOR RWY05 and instrument approach DVOR/DME CIRCLING RWY 05;
      • MA566, when established on RNP RWY05 and instrument approach RNP RWY 05 – a;
      • MA508, when established on instrument approach RNP Y RWY 05 AR;
      • MA522, when established on instrument approach RNP Z RWY 05 AR.
   2. An approaching aircraft to runway 23 is reaching the following points:
      • MAPt, when established on approach DVOR RWY 23 and instrument approach DVOR/DME CIRCLING RWY 23;
      • MA562 when established on RNP RWY 23 and instrument approaches RNP RWY 23 – b;
      • MA408 when established on instrument approach RNP RWY 23 AR.
2. If a pilot insists on landing even though clearance has not been issued and he/she has been informed of the current wind limitations on the use of aerodrome, ATC will ensure that runway is clear and inform him/her that landing without clearance will be his/her own responsibility.
3. Landing at pilot’s responsibility does not relieve him/her from compliance with published wind operating limitations and of any responsibility whatsoever in connection with a violation of applicable rules and regulations.
4. In case winds exceed published landing limits after an aircraft has been cleared to land, TWR will not cancel landing clearance to avoid ATC–induced circumstances and it will be pilot’s responsibility to evaluate whether flight conditions are suitable to complete the approach or flight safety dictates the initiation of a missed approach / go around procedure.
5. If a pilot insists on taking off even though he/she has been informed of the current wind limitations on the use of aerodrome for departure, ATC will not issue take off clearance, will ensure that runway is clear and inform him/her that taking off without clearance will be his/her own responsibility.

5. Landing procedures

All landings are to be made in visual conditions (see appropriate chart)

1. Approach Runway 05 must be made in a minimum visibility of 5000 meters (see AD 2.24.12-1)
2. Approach Runway 23 must be made in a minimum visibility of 7000 meters (see AD 2.24.12-3)
3. RNP AR - All landings are to be accomplished while maintaining visual references to the runway, either after passing DA or MDA in instrument approaches or in terminating visual approaches.

RNP AR RWY 05/23 - Additional Information

LPMA AD 2.23  Additional information

1. Bird concentrations in the Movement Area and in the vicinity of the Airport

Birds activity takes place daily from sunrise to sunset at the movement area (including STRIPS) and in the vicinity of the airport.As far as practicable, Air Traffic Service will inform pilots of this bird activity and the estimated location, if possible.During the above periods, pilots of aircraft are advised that birds may not always be promptly detected and caution is requested during approach-to-land, descent, take-off, climb and taxi procedures.

Dispersal activities include the using of gas cannon units, scarecrow hand-held and vehicle devices distress calls, the presence of wildlife personnel and falconry is also used with predatory birds, such as falcons and hawks.A Wildlife Hazard Management Plan is also in force in Madeira Airport.

Gas cannon activity and falconry takes place during all year, daily from sunrise to sunset and scarecrow devices area activated whenever birds are detected.Wildlife personnel available daily between sunrise and sunset.

2. Grass cutting

Grass cutting will take place along Strip RWY 05/23, daily from 08:00-18:00 (07:00-17:00). Men and equipment under Tower control and airport authority supervision.

LPMA AD 2.24  Charts related to an aerodrome

Name	Page
AERODROME CHART - ICAO
	../graphics/eAIP/LP_AD_2_LPMA_01-1_en.pdf
AIRCRAFT PARKING / DOCKING CHART -ICAO
	../graphics/eAIP/LP_AD_2_LPMA_02-1_en.pdf
AERODROME OBSTACLE CHART - ICAO - TYPE A - RWY 23
	../graphics/eAIP/LP_AD_2_LPMA_04-1_en.pdf
AERODROME OBSTACLE CHART - ICAO - TYPE A - RWY 05
	../graphics/eAIP/LP_AD_2_LPMA_04-3_en.pdf
STANDARD DEPARTURE INSTRUMENT CHART (SID) - RNAV RWY 05 DEGUN1E GALOZ1E GOSGA1E LAPPA1E MARCU1E NIDUL1E
	../graphics/eAIP/LP_AD_2_LPMA_08-1_en.pdf
STANDARD DEPARTURE INSTRUMENT CHART (SID) - RNAV RWY 23 DEGUN1W GALOZ1W GOSGA1W LAPPA1W MARCU1W NIDUL1W
	../graphics/eAIP/LP_AD_2_LPMA_08-5_en.pdf
STANDARD ARRIVAL INSTRUMENT CHART (STAR) - RNAV RWY 05/23
	../graphics/eAIP/LP_AD_2_LPMA_10-1_en.pdf
	../graphics/eAIP/LP_AD_2_LPMA_10-2_en.pdf
ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO
	../graphics/eAIP/LP_AD_2_LPMA_11-1_en.pdf
INSTRUMENT APPROACH CHART - DVOR/DME CIRCLING RWY 05
	../graphics/eAIP/LP_AD_2_LPMA_12-1_en.pdf
INSTRUMENT APPROACH CHART - DVOR/DME CIRCLING RWY 23
	../graphics/eAIP/LP_AD_2_LPMA_12-3_en.pdf
INSTRUMENT APPROACH CHART - ICAO - RNP Y RWY 05 AR
	../graphics/eAIP/LP_AD_2_LPMA_12-5_en.pdf
INSTRUMENT APPROACH CHART - ICAO - RNP Z RWY 05 AR
	../graphics/eAIP/LP_AD_2_LPMA_12-7_en.pdf
INSTRUMENT APPROACH CHART - ICAO - RNP RWY 23 AR
	../graphics/eAIP/LP_AD_2_LPMA_12-9_en.pdf
INSTRUMENT APPROACH CHART - ICAO - RNP RWY 05 - A
	../graphics/eAIP/LP_AD_2_LPMA_12-11_en.pdf
INSTRUMENT APPROACH CHART - ICAO - RNP RWY 23 - B
	../graphics/eAIP/LP_AD_2_LPMA_12-13_en.pdf
VISUAL APPROACH AND LANDING CHART - DVOR RWY 05
	../graphics/eAIP/LP_AD_2_LPMA_13-1_en.pdf
VISUAL APPROACH AND LANDING CHART - DVOR RWY 23
	../graphics/eAIP/LP_AD_2_LPMA_13-3_en.pdf
VISUAL TAKE-OFF CHART - RWY 05
	../graphics/eAIP/LP_AD_2_LPMA_13-5_en.pdf
VISUAL TAKE-OFF CHART - RWY 23
	../graphics/eAIP/LP_AD_2_LPMA_13-7_en.pdf
VISUAL APPROACH AND LANDING CHART - RNP RWY 05
	../graphics/eAIP/LP_AD_2_LPMA_13-9_en.pdf
VISUAL APPROACH AND LANDING CHART - RNP RWY 23
	../graphics/eAIP/LP_AD_2_LPMA_13-11_en.pdf