Experience and Capabilities

February 1, 2013

Ben Gurion International Airport Environmental Impact Mitigation Assessment and Alternatives

Introduction

The Israeli Airport Authority (IAA) is in the process of lengthening Runway 21 at Ben Gurion International Airport. This lengthening will enable the IAA to designate and use Runway 21 as the primary arrival runway for the airport. The orientation of Runway 21 (southwest-northeast), coupled with its future designation as the primary arrival runway, will likely result in the routing of the majority of all arriving aircraft directly over the town of Rosh Ha’Ayin, located roughly 5 nautical miles north north-east of the airport. Based on the information available, it is not apparent that consideration was given to the likely noise impact of this change on the 38,000 residents of Rosh Ha’Ayin during the decision making process. However, internationally acceptable, safe alternatives available to the IAA exist that would accommodate its planned usage of Runway 21 while significantly reducing or removing the noise impact on the residents of Rosh Ha’Ayin.

In response to the IAA’s plans for Runway 21, Robinson Aviation (RVA), Inc. a leading air traffic planning and procedures company, was asked by the municipality of Rosh Ha’Ayan to assess flight procedures alternatives. RVA was asked to develop alternatives that would provide equivalent levels of safety and efficiency at the airport while, to the greatest extent possible, minimizing the environmental impact on the town of Rosh Ha’Ayin. This regulatory review and development of alternatives considered the regulatory guidance and restrictions detailed in the International Civil Aviation Organization (ICAO) Procedures for Air Navigation Services (PANS- OPS) standard and other associated ICAO standards. RVA’s assessment is based upon the safety and efficiency standards established by ICAO and the air traffic control experience of RVA’s experts1. Alternatives expressed in this document are RVA’s professional opinion regarding alternatives available to IAA and are based on the premise that Runway 21 will become the primary runway for approaches. This assessment did not consider factors unrelated to air traffic nor did it include noise modeling or alternative runway usage. Including these assessments would indicate other options than using Runway 21 as a primary runway. Lastly, RVA understands that the opinions expressed in the document may be used in legal proceedings.

Background

Ben Gurion International is comprised of three runways in an “A” frame configuration. The main runway, Runway 12/30, is 10,210 feet in length has been the primary use runway for arrivals (arriving toward the southeast). This runway can accommodate all types of aircraft and is served by an Instrument Landing System (ILS). The longest of the three runways is Runway 8/26 at a length of 13,327 feet and has been the primary runway for westerly departures and is served by dual ILS systems (one on each end of the runway). The third runway, Runway 03/21, once

1 See Attachment 1 – “RVA Expert Biographies” 9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com extended in length, will become the primary arrival runway (arriving toward the south). This is contrary to normal planning practices of landing into the wind2. In addition to the ILSs on Runways 8, 26 and 12, VOR approaches have been developed and are also in use for these runways.

The Israeli Airport Authority’s (IAA) decision to lengthen Runway 21 allows for the simultaneous arrival and departure of aircraft. However, in order for the airport to provide these types of operations, it is necessary to equip Runway 21 with instrument approach procedures so that aircraft can land during periods of inclement weather. Based on the information available, it is understood that the IAA intends to install an ILS to serve Runway 21. In order to appreciate the implications of this decision, it is necessary to understand the purpose of instrument procedures and the regulatory guidelines and restrictions that govern their development and implementation.

Instrument approach procedures (IAP) are used by pilots to navigate from a point in space to the end of a runway. These procedures provide the pilot horizontal and vertical guidance that, if followed, ensures terrain or obstacle clearance during periods of low visibility and cloud ceilings. IAPs rely on navigational signals provided by either ground based navigational aids or computer generated/global positioning system (GPS) data. Avionics equipment located in the cockpit of the aircraft receives this data and provides navigational guidance to the pilot.

According to the guidance provided by ICAO, the design of instrument procedures is “dictated by the terrain surrounding the aerodrome, the type of operations contemplated and the aircraft to be accommodated. These factors, in turn, influence the type and siting of navigation aids in relation to the runway or aerodrome.”3 With the advent of GPS based procedures, it is no longer necessary to site navigational aids at the airport. However, the same considerations regarding procedure design apply. While these factors are key to designing new procedures, they are not exclusive. Aviation authorities consider noise impact of new procedures as part of environmental impact studies.

As the international authority on aviation, ICAO recognizes that there is a close relationship between airports and their neighbors. ICAO has stated that land-use planning resides with states and local planning authorities and not aviation authorities. However, it provides guidance which “should be used to assist planning authorities in taking appropriate measures to ensure compatible land-use management around airports to the benefit of both the airport and the surrounding communities.”4 Conversely, ICAO also recognizes that aviation authorities have a responsibility to address and resolve noise through a “balanced approach to noise management”. This is accomplished through the analysis of noise and the “measures available to reduce noise”. ICAO standards dictate four primary methods for reducing noise. They include noise “reduction at source” (quieter engines), “land-use planning and management” (avoid the development of noise sensitive land uses such as residential housing, hospitals and schools near airports), “noise abatement operational procedures” (routing of visual and instrument approaches and departures) and “operating restrictions” (restricting flights at night).5 At airports such as Ronald Reagan Washington National, London Heathrow and Amsterdam, the aviation authority has used these methods to address noise impacts through procedure design.

2 www.windfinder.com - Based upon a nine year average (2003-2012), 46.5% of the time the wind at Ben Gurion Airport is from the west and north west (between 247.6⁰ and 315⁰) favoring Runways 03 and 30. 3 ICAO Doc 8168, Volume 1 Flight Procedures, Fifth Edition – 2006, Section 1.2.1 4 ICAO Annex 16, Volume 1 Environmental Protection – Aircraft Noise, Fifth Edition – 2008, Part V 5 ICAO Annex 16, Volume 1 Environmental Protection – Aircraft Noise, Fifth Edition – 2008, Forward 9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com The town of Rosh Ha’Ayin is located approximately 5 nautical miles off of the approach end of Runway 21 (Figure 1). Design standards for instrument approach procedures dictate that the optimal length of the final segment of an instrument approach is 5 nautical miles and is aligned with the extended centerline of the runway6 (Figure 1). This places the final approach course line directly over the top of Rosh Ha’Ayin. For precision approaches, like the planned ILS, PANS-OPS standards only allow for up to a 5⁰ offset.7 A 5⁰ offset approach would still meet the needs of the airport but would likely have negligible results in reducing the noise impact to Rosh Ha’Ayin. Therefore, RVA assessed other alternative types of procedures that would accommodate greater final segment offsets than the ILS.

Figure 1: Proximity of Rosh Ha’Ayin to Ben Gurion International Airport

Alternative 1 – Noise Abatement Procedure with Non-Precision RNAV (GNSS) Approach Procedure

This alternative assumes that an ILS would be installed for approaches to Runway 21 and used by aircraft during instrument meteorological conditions (IMC) or by aircraft lacking the appropriate avionics equipment to fly GPS based instrument procedures. In addition to the ILS procedures, the IAA would develop a non-precision RNAV (GNSS) instrument approach procedure to Runway 21. This procedure would have an offset final course of 15⁰ (Figure 2). This final segment offset would route aircraft west of Rosh Ha’Ayin and over more sparsely populated agricultural areas.

Noise abatement procedures established by the IAA would dictate that aircraft fly the offset RNAV (GNSS) procedure during visual meteorological conditions (VMC). This alternative would likely reduce the noise footprint over Rosh Ha’Ayin significantly, while preserving the IAA’s desire to establish a precision instrument procedure to Runway 21. Also, by establishing multiple instrument procedures for Runway 21, the IAA will be creating redundant safeguards in the event

6 ICAO Doc 8168, Volume 2 Construction of Visual and Instrument Flight Procedures, Fifth Edition – 2006, Section 5.1.3 7 ICAO Doc 8168, Volume 2 Construction of Visual and Instrument Flight Procedures, Fifth Edition – 2006, Section 2.1.1 9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com of an ILS equipment outage. Further, in pursuing a noise mitigation plan, the IAA would be complying with its own policy for minimizing aircraft noise.

Examples of offset procedures can be seen in the United Kingdom at Hawarden Airport (CEG) and Isle of Man Airport (IOM). Both of these airports have utilized offsets in procedure design. Additionally, offsets can be seen in the United States at numerous airports including Ronald Reagan National Airport (DCA) in Washington, D.C. where offsets are used to avoid the overflight of the White House and the Capitol.

Figure 2: RNAV (GNSS) Procedure to Runway 21 with 15⁰ offset final segment

Alternative 2 – Noise Abatement Procedure with RNP AR Curved Approach

Legacy instrument procedures are dependent upon ground based navigational aids such as the Instrument Landing Systems, Localizer, or VOR (VHF omnidirectional radio range). With the advent of the GPS the international aviation community recognized an opportunity for greater performance, accuracy and abundance of navigational tools. One particularly attractive aspect of GPS is that it affords airports the opportunity to obtain GPS based instrument procedures at a fraction of the cost of legacy NAVAID based procedures. The cost savings are evident considering that a standard ILS may cost in excess of $2M to procure and install. For higher category ILS’s that require redundant systems, the cost can more than double. With GPS, procedures can be designed, flight checked and flown without the installation of ground based equipment on the airport.

As an alternative or in addition to the RNAV (GNSS) procedure discussed in Alternative 1, the IAA can develop an RNP AR (authorization required) approach procedure. This type of procedure requires that the aircraft be equipped with the required avionics suite and that pilots receive additional training and certification.8 However, the benefit of this type of procedure is that it does

8 In accordance with ICAO Document 9613, Volume II, Chapter 6, RNP procedures that require authorization (AR) can only be flown by pilots who have received mandated training, are certified by the aviation authority with jurisdiction 9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com not require a straight-in final segment like the ILS or RNAV (GNSS) procedures previously discussed. Instead, it allows for the creation of a final arc segment (Figure 3). By applying this type of “radius to fix” curved segment, aircraft would be routed west of Rosh Ha’Ayin. Similar procedures have been developed and implemented in the United States at Ronald Reagan National Airport in Washington, DC as well as Palm Springs Airport in Palm Springs, California.

The benefits of this type of procedure are similar to those expressed in Alternative 1 regarding redundant navigation and reduced environmental impact.

Figure 3: RNP (AR) Procedure to Runway 21 with curved final segment

Alternative 3 – Noise Abatement Procedure with ILS and Visual Procedures

At airports located in climates with relatively low occurrences of instrument weather like Ben Gurion9 pilots often rely upon visual approach procedures. These procedures have established routing similar to that of an instrument procedure. However, the procedure is flown visually and typically without a reliance on instrumentation. Examples of these types of procedures can be seen in the United States at Ronald Reagan National Airport in Washington DC and John F. Kennedy Airport (JFK) in New York. Both of these procedures were built in order to ensure that aircraft remained clear of sensitive or restricted areas.

Ben Gurion International currently has published visual approach procedures to Runways 8 and 26. Since these procedures are visual, they do not have the same route restrictions as instrument procedures. Under this alternative, the IAA would develop and publish visual approaches for

over the operator and have an appropriately equipped aircraft. At certain airports, prior coordination with ATC is required to avoid delays. 9 www.Rp5.lt – Based on meteorological data for Ben Gurion Airport from 2010-2012, the number of hours experiencing Instrument Meteorological Conditions (IMC) ranged from 70 to 200 hours per year with an average of 140 hours per year. Pilots operating during periods of IMC rely upon instrument approach procedures. Flight during non-IMC periods can utilize visual procedures. 9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com Runway 21. These visual approaches would be available in addition to or in lieu of the instrument approach procedures described in Alternatives 1 and 2 and would be flown by pilots during periods of VMC.

Figure 4: Visual Approach Procedure to Runway 26 at Ben Gurion International

In addition to the three alternatives described above, RVA also considered potential benefits from increasing the glide path angle of the ILS approach to Runway 21. PANS-OPS restrict the use of increased glide path angles for noise abatement purposes. However, as a member state to ICAO and as a sovereign nation, Israel and the IAA have the ability to depart from ICAO guidance as deemed necessary. For example, the United States Standard for Terminal Instrument Procedures (TERPS) departs from ICAO guidance significantly. An increase from the standard 3⁰ glide path to 3.75⁰, for example, would yield an altitude increase of 400 feet over Rosh Ha’Ayin10. This altitude increase would result in a decrease in noise impact. Examples of increased glide path angles can be seen at Van Nuys Airport in the United States as well as Marseille Provence Airport in France.

Conclusion

The alternatives presented are commonly used in the United States, Europe and Asia to address environmental issues by avoiding the overflight of sensitive areas. They have provided aviation authorities the ability to not only mitigate environmental issues but achieve efficiencies that were not reachable with older technologies. Because of the Airport’s intended use for Runway 21, it is an excellent candidate for implementation of one or more of the noise abatement alternatives presented. Further, the development of new performance based navigation procedures, such as the RNP AR procedure is in keeping with the evolution of international air navigation. For example, the United States’ Federal Aviation Administration (FAA) has included the creation of RNAV (RNP) procedures at commercial airports as a goal in the FAA’s NextGen Program. Through the use of the curved approach and continuous decent profiles, the FAA is able to lessen noise impact

10 ICAO Doc 8168, Volume 2 states that the maximum glide path angle for CAT I ILS is 3.5⁰ without special approval. 9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com on nearby communities while reducing crew workloads at critical stages of flight. United States and international Air Carriers have begun to realize cost benefits as a result of these procedures as well.

While not specifically assessed as part of RVA’s regulatory review, the use of Runway 3 for both takeoffs and landings would also reduce the environmental impact on the surrounding communities. This type of utilization, coupled with noise abatement departure procedures, would take advantage of prevailing southerly winds, potentially decrease the carbon footprint by dispersing flights and ease crew workload. As shown in the RNP AR alternative for Runway 21, these approaches can be developed with benefit to both local and national interests. Additional benefits can be seen through cost savings derived from the minimal capital investment and maintenance costs associated with GPS based approaches. As a member of ICAO’s performance based navigation (PBN) workgroup, the CAA and IAA have scheduled development of RNP procedures for Ben Gurion International Airport. The implementation of these approaches can be part of the CAA’s National PBN implementation plan.

In summary, RVA studied the Central Israeli Airspace from available public sources. RVA found that there are several safe, internationally accepted and commonly used alternatives that can be implemented. These alternatives would mitigate the environmental impact of establishing new runway usage and procedures at Ben Gurion International Airport and should be considered by the IAA and CAA for implementation.

Respectfully,

Charles H. Dove President Robinson Aviation (RVA), Inc (703) 366-3138

9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com ATTACHMENT 1

RVA Subject Matter Expert Biographies

Robinson Aviation (RVA), Inc., founded in 1986, has a history in providing air traffic control studies both in the United States and abroad. In the past ten years RVA has provided Airspace Management Studies for Norfolk, Virginia for a new instrument approach procedure, an air traffic control tower siting study for Charlotte County and Melbourne, FL. Internationally RVA has provided Communication Navigation Surveillance/Air Traffic Management (CNS/ATM) studies for RADA (Ukraine, Georgia, Armenia, Azerbaijan and Moldova) and South Africa; Air Safety Studies for Ukraine, Bulgaria, UEMOA, Vietnam, Jamaica and Angola; and Airspace Management Studies for Indonesia.

RVA’s quest for the ultimate in safety and quality led to the development of a documented Quality Management System (QMS) for providing Air Traffic Services and to subject it to the rigors of ISO 9001:2008 certification. As such, RVA is the first and only company in the United States to achieve such certification for the provision of air traffic control. In 2009, RVA added a Safety Management System (SMS) to its QMS as part of its ISO Certification. RVA applies this safety and quality program at each of the 96 air traffic control towers it operates under the FAA’s Contract Tower Program.

RVA has chosen to team with Capital Airspace specifically for this project due to their recent history of providing analytical, strategic and advocacy services to airports, communities and commercial developers. The company’s core competencies are in air traffic control operations, airspace, terminal instrument procedures (TERPS) and obstacle assessment.

The RVA team is backed by years of corporate experience, operating and managing air traffic control towers in support of the Department of Defense (DOD), Federal Aviation Administration (FAA) and local governments. As mentioned, RVA supports countries in developing operational procedures and safety oversight programs in response to ICAO USOAP Audits. RVA meets all federal requirements that govern Air Traffic Control (ATC) operations and work with many countries internationally utilizing ICAO SARPs.

Benjamin M. Doyle

Mr. Doyle is the President and owner of Capitol Airspace Group, an aviation consulting firm that provides analytical, strategic and advocacy services to airports, communities and commercial developers. The company’s core competency is in air traffic control operations, airspace, terminal instrument procedures and obstacle assessment. Prior to founding Capitol Airspace, Mr. Doyle was the Vice President of Airspace and Obstacle Evaluation for JDA Aviation Technology Solutions where he was responsible for JDA’s air traffic, airspace, TERPS and obstacle evaluation line of business.

With nineteen years of experience, Mr. Doyle has provided technical analysis, instrument procedure design and validation, and airspace mitigation services to clients on over 500 airspace projects. Clients include airports and development firms in the building, solar, wind turbine and broadcast industries. Mr. Doyle has worked extensively with the FAA, Department of Defense, airport authorities, airport commissions and local zoning organizations to successfully resolve airspace cases in cities across the country. 9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com

From 2003 to 2009, Mr. Doyle was the Director of Airspace Analysis for Aviation Management Associates, Inc. with responsibility for Aviation Management’s airspace, TERPS, and obstruction evaluation line of business. In this position, Mr. Doyle developed and designed airspace/TERPS modeling tools, conducted airspace studies and developed mitigation solutions on behalf of company clients.

Prior to joining Aviation Management in 1999, Mr. Doyle was a member of the United States Army and served as an air traffic controller. He held tower ratings at Libby Army Airfield, Ft. Huachuca, Arizona and Wiesbaden Air Base in Wiesbaden, Germany. In 1996, Mr. Doyle served as a member of the only forward tactical radar team in the US Army by deploying to Camp Colt in Bosnia-Herzegovina. Upon completion of this deployment, Mr. Doyle was assigned as the air traffic control tower chief at Wiesbaden Army Airfield, a position he held until he left the army in 1999.

Barry Boshnack

Mr. Boshnack has more than 39 year of experience with the Federal Aviation Administration (FAA). His professional experience includes working as an electronics engineer performing installations, redesigning airspace, maintenance and design at various Air Traffic Facilities through the United States and Bermuda and over 20 years managing numerous staff offices within the FAA. As a Senior Executive, he has over 9 years managing an operational field region and 6 years as a Program Director in Washington Headquarters. Under his leadership, the FAA performed major redesigns of the Air Space on the East Coast of the United States. He has assisted major airport authorities in the modernizing of airports in his Region. These airports include Ronald Regan International Airports, Philadelphia, Newark Liberty and JFK International Airports. Mr. Boshnack assisted the FAA Vice President for Technical Operations in providing management guidance, oversight and coordination of all activities dealing with the transition of field services from the previous organizational structure (Airway Facilities) to the new structure under the Air Traffic Organization (ATO). He has an in-depth knowledge of the National Airspace System and maintenance requirements and procedures. He retired from the FAA in June of 2010 and has worked for various companies providing them customer awareness and identifying customer needs.

9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com

ATTACHMENT 2

Examples of Instrument and Noise Abatement Procedures

9998 Wakeman Drive, Manassas, VA 20110 (703) 366-3136 www.rvainc.com WASHINGTON, DC AL-443 (FAA)

LOC/DME I-VWH APP CRSRwy Idg6869 108.5 TDZE 14 LDA/DME RWY 19 145 Chan 22 Apt Elev 16 WASHINGTON/RONALD REAGAN WASHINGTON NATIONAL(DCA)

MALSF MISSED APPROACH: Climbing right turn to 1800 T Inoperative table does not apply. A via DCA R-185 to OXONN NDB/Int/DCA 5.6 DME A Circling Cats C and D not authorized northeast of Rwy 15-33. 4 and hold.

ATIS POTOMAC APP CON WASHINGTON TOWER GND CON CLNC DEL 132.65 124.7 338.2 119.1 257.6 121.7 257.6 128.25

RADAR REQUIRED

3 2 5 1052 NOTE: Prohibited Area (P-56) 1.5 NM North 940 of DCA-Avoid-Surface to 18,000 MSL. 2 FERGI 3 1049 1 0 0 1049 I-VWH 10 4 1049 5 1 (2 6 ) 1 0 4 0 P-56 NE-3, 10 JAN 2013 to 07 FEB I-VWH 391 549 (2 5 8 ) BESSE I-VWH 4 I-VWH 6 LOCALIZER 108.5 576 596 P-56 I-VWH 470 804 866 377 Chan 22 395 588 577 1049 194 605 352 405 DCA 25 435 685 A N 590 S M 260 M WASHINGTON 42 618 285 2600 111.0 DCA 263 428 267 Chan 47 460 R

- 462 1 8 450 OXONN

5 332 DC

OXONN INT 1

5 DCA 5.6 0

0 NE-3, 10 JAN 2013 to 07 FEB 5 R- 295 ELEV 16 D TDZE 14 P-73

54 R-186 NOTTINGHAM 1 9

5 113.7 OTT P A

V 4 Chan 84

5 2 0 4

2 TWR 2 FERGI 1800 I-VWH DC

229 7 I-VWH 10 1 8 6 BESSE

X I-VWH 6

1 *3000 V 5 I-VWH

0 3 1 1 4 0 3 5 1 DCA R-185 5 4 9 1 4 X 2300 I-VWH 1600 1.6 P 2000 when 1000 4 1 * directed by ATC. A 2 NM 2 NM 2 NM 2.4 NM 0.6 CATEGORY A B C D

1 720-2 720-2 4 TDZ/CL Rwy 1 1 S-LDA 19 706 (800-14 ) 720/60 1 REIL Rwys 4, 15, 22 and 33 706 (800-2) 706 (800-2 4 ) HIRL Rwys 1-19 and 15-33 720-2 720-21 1 1 4 CIRCLING 4 704 (800-14 ) MIRL Rwy 4-22 720-1 1 704 (800-2) 704 (800-2 4 ) WASHINGTON, DC WASHINGTON/RONALD REAGAN WASHINGTON NATIONAL(DCA) Amdt 2A 13010 3851’ N - 7702’ W LDA/DME RWY 19 AD 2-EGNS-8-2 (11 Mar 10) UK AIP INSTRUMENT APPROACH CHART - ICAO ISLE OF MAN

180° OFFSET ILS/DME MSA 25NM APP 120.850 RONALDSWAY APPROACH AD ELEVATION 52 RWY 08 27 32 TWR 118.900 RONALDSWAY TOWER THR ELEVATION 29 270° (ACFT CAT A,B,C,D) 090° RAD 120.850, 118.200, 125.300 RONALDSWAY RADAR OBSTACLE ELEVATION 26 26 1583 AMSL ATIS 123.875 RONALDSWAY INFORMATION (1554) (ABOVE THR)

360° TRANSITION ALTITUDE NDB(L) RWY or VOR BEARINGS ARE MAGNETIC 3000

005 00W 004 30W 1539 10NM 1785 VAR2009 - 3.9°W

1599

1572 950950 650650 0 1094 35035 N Annual Rate of Change 0.16°E 788 1583 (759) (1554) 0 750 1461 5 (721) 9509 0 (1432) 65065 0 35035 I-RH 111.15D ISLE OF MAN 988 323 irh(Ch 48Y) D (294) 319 IOM 112.20 784 (290) 540458N 0043712W (Ch 59X) 38' iom 149 162 540401N 0044549W (120) 086° 573' 574 (545) 262° D5.2 1 MIN ,B 082° T A CCATA A,B 082° 086° 6° LHA 2600 D8.2 256°25 IAF 262° CAT C,D LHA 2600 rwyRWY 359 1 MIN 236° 540452N 0043722W

5400N 5400N

D8.2 Procedure not available without DME I-RH or radar

005 00W 004 30W RECOMMENDED PROFILE GLIDE PATH 3.5°, 372FT/NM DME I-RH 5 4 3 2 1 ALT(HGT) 1940(1911) 1570(1541) 1190(1161) 820(791) 450(421) RDH 53 Arrival not below 3000 or MSA whichever is the higher. IAF GLIDE PATH 3.5° VOR DME IOM NDB(L) RWY

256° CAT A,B 236° CAT C,D Continuous climb to 3000, initially straight ahead to 2000 GP GPGP 2000(1971) 1570(1541) then right turn to NDB(L) RWY 13601360(1331)(1331) at 3000 or as directed. 086° ° GP 086°086 450(421)

D8.2 D5.2D4 D1 0 DME I-RH zero ranged to THR RWY 08

Aircraft Category A B C D Rate of G/S KT 160 140 120 100 80 descent OCA FT/MIN 990 870 740 620 500 (OCH) CAT I 320(291) 320(291) 320(291) 320(291) Total Area 660(608) 760(708) 1980(1928) 1980(1928) South of VM(C)OCA 450(398) 550(498) 830(778) 990(938) (OCH AAL) RWY 08/26 East of 660(608) 670(618) 1190(1138) 1190(1138) RWY 03/21 ALTERNATIVE PROCEDURE EXTENDED HOLDING PATTERN From IOM VOR holding pattern, extend the outbound leg descending to 2000(1971). At I-RH DME 9 turn right to establish on the localizer inbound. When established continue as for Full Procedure. AIRCRAFT UNABLE TO RECEIVE DME I-RH Advise ATC . Radar Ranges will be passed at 8.2NM outbound and 4NM inbound. NOTE 1 Aircraft will normally be required to hold not lower than 3000. 2 FAT offset 3.75° north of RWY 08 C/L. CHANGE: MAG VAR. LOC COORDINATE CORRECTION. RDH. AERO INFO DATE 21 DEC 09 AMDT AIRAC 3/10 Civil Aviation Authority UK AIP (10 Mar 11) AD 2-EGNR-8-1 INSTRUMENT APPROACH CHART - ICAO HAWARDEN

180° 180° OFFSET TWR 124.950 HAWARDEN TOWER AD ELEVATION 45 ILS/DME/NDB(L) 29 21 29 21 RAD 123.350, 130.250 HAWARDEN RADAR THR ELEVATION 31 270° 270° RWY 04 090° 090° OBSTACLE ELEVATION (ACFT CAT A,B,C) 37 24 31 24 1900 AMSL

(1869) (ABOVE THR) 360° 360° TRANSITION ALTITUDE MSA 25NM NDB(L) HAW MSA 10NM NDB(L) HAW BEARINGS ARE MAGNETIC 5000 003 00W 475 425 (444) (394)

10NM VAR2011 - 2.9°W LIVERPOOL 375 (344)

403 327 377 (372) (296) (346) N 311 418 Annual Rate (387) (280) R311 of Change 0.15°E 2200 526 SFC (495)

349 (318) 1900 404 Procedure not available (1869) (373) without DME D3 174 994 (143) I-HWD 110.35D ° ihwd(Ch 40Y) 0 1 587 531044N 0025844W 010°0009° 3° 1493 48' 063°0062°6 322 (291) IAF 712 0 1818 (681) 30030 hawHAW 340 044° 1 MIN 224° 485 531045N 0025846W (454) 1676 LHA 2500 1339 1270 CAT C 1532 237° CAT A,B 11071107 MAX 210KIAS for procedure. (1076)(1076) 745 230° 12311231 1385 0 1264 0 D11.2 6006 0 1355 221° 0 D10.2 D8.2 3003 14971497 WARNING 18541854 The intermediate and final approach segments of the procedure cross high ground. Do not descend below 0 0 procedure minimum altitudes/heights. 0 5 0 15001 2 0

0 0 1276 1677 12001

9009 0 0

6006

5300N 0 5300N

300 3 300

003 00W 041° RECOMMENDED PROFILE GLIDE PATH 3.5°, 370FT/NM DME I-HWD 8 7 6 5 4 3 2 ALT(HGT) 3030(2999) 2660(2629) 2290(2259) 1920(1889) 1550(1519) 1180(1149) 810(779) RDH 42 IAF GLIDE PATH 3.5° NDB(L) HAW 230° CAT A,B 3100(3069) 31003100(3069)(3069) 237° CAT C 041°0 41° Climb straight ahead to 1500. GP At I-HWD DME 0 inbound turn 1550(1519) right continuing climb onto track 062°. At 1500 turn right to NDB(L) HAW climbing to 62° °/0 2500 or as directed. 041°/062°041

D11.2 D10.2 D8.2 D4 0 DME I-HWD zero ranged to THR RWY 04

Aircraft Category A B C Rate of G/S KT 160 140 120 100 80 descent OCA FT/MIN 980 860 740 620 490 (OCH) UNCAT 530(499) 530(499) 530(499) Total Area 800(755) 900(855) VM(C)OCA (OCH AAL) East of RWY 04/22 700(655) 800(755) 1500(1455) ALTERNATIVE PROCEDURE Overhead NDB(L) HAW at 3100(3069) turn right from the outbound leg of the hold turn left onto track 221°. At I-HWD DME 10.2 (CAT A,B) or I-HWD DME 11.2 (CAT C) commence right turn to establish on the localizer then continue as for basic procedure. Remain within I-HWD DME 15. NOTE 1 LOC is offset 2.6° right of RWY 04 C/L and intercepts the RWY C/L 1NM from the THR. 2 Reversal baseturn from NDB(L) HAW outbound on QDR 009° to I-HWD DME 3 (1 MIN).

CHANGE: MAG VAR. TRANSITION ALTITUDE. AERO INFO DATE 1 DEC 10 Civil Aviation Authority AMDT 3/11 PALM SPRINGS, CALIFORNIA AL-545 (FAA) 13010 Rwy Idg APP CRS 6857 TDZE 451 RNAV (RNP) Z RWY 13R 130 Apt Elev 477 PALM SPRINGS INTL(PSP)

T RF and GPS required. Procedure NA when control tower closed. MISSED APPROACH: Climb to 4000 via 130 track A NA For uncompensated Baro-VNAV systems, procedure NA below to PUVOC, left radius turn to KICEV, 110 track to 2C (35F) or above 48C (119F). HUNOL, 110 track to TRM VORTAC and hold. Missed approach requires RNP less than 1.0.

SOCAL APP CON ATIS PALM SPRINGS TOWER GND CON CLNC DEL UNICOM 126.7 370.95(W-N) 118.25 119.7 (CTAF) L 377.05 (NE-SW) 121.9 128.35 122.95 7000 135.275 251.1 3364 2913 00 W13R 25 0 R N 6 A 5000 (IF) .7) S M (6 3850 6 WASAK 6 M 0 YOCUL(4 0 12700 0 5145 0 .6 0 7000 ) 3 2999 0 HOPLI: 0 ) HOPLI 5677 4 .3 Max 210 KIAS 4 5 ( 7500

LACIV 7000 (5.5) 5813 3800 7

3 0 (2) ( FIVUT VISSU 6 2 0 . 8 0 5 2900 8000 )

SW-3, 10 JAN 2013 to 07 FEB (2.8) CUXIT 1617 1452 8000 2475 (FAF) 00 5600 (IAF) JEXOT 10

1980 500 SBONO 1147 0 0 9000 1326 0 0 7 (3.6) 0 ) 0 YAGUS (RNP 0.30) 7 2 1 0 1043 0 . ( 0 000 929 7 7 8000 7 ( .9 ) 253 1 .7) 3 1685 PSP VORTAC: (4 3 5460 NUDCI( 0 756 2701 3 Max 210 KIAS 0 . 000 8 0 3 ) 683 0 559 (IAF) 5000 632 487 PALM SPRINGS 7000 RW13R PSP 9 00 529 10000 Procedure NA for arrival on 0 100 PUVOC (RNP 0.30) 7 0 PSP VORTAC airway radials 0 10834 0 Procedure NA for arrival on 329 CW 088. 0 3 ( t TRM VORTAC airway radials 2 o 2 KICEV 0 8 C . 304 CW 021. 7

U SW-3, 10 JAN 2013 to 07 FEB HUNOL ) 1 X 0 I MISSED APCH FIX ELEV 477 D TDZE0 451 T 0

1 3 0 (IAF) 4 NM 3 THERMAL 1 130 to 0 TRM RW13R

17000 THERMAL

3 TRM R (RNP 0.30)

1 4000 PUVOC KICEV HUNOL . TRM 0 %

O 110 110

W 3 WASAK L tr tr

N P 516

LACIV 130

3 V

4 6000 FIVUT 9 5 475 JEXOT 2

1 X NUDCI 0 0 7 4400 RW13R x 0 5 2900 1 Procedure x X 1716 3800 1 0 1 Turn TWR 5 . 3 0 8 GP 3.00 0 % NA 0 502 . U TCH 42 7 P 2900 % P R U 1 5.3 NM 2 NM 2.8 NM 3.6 NM 3.8 NM P 3 P CATEGORY A B C D 529 RNP 0.17 DA 728-1 277 (300-1) 1 1 L RNP 0.30 DA 859-1 2 408 (400-1 2 ) 1 HIRL Rwy 13R-31LL 3 MIRL Rwy 13L-31R REIL Rwys 13L, 13R, 31L, and 31R AUTHORIZATION REQUIRED

PALM SPRINGS, CALIFORNIA PALM SPRINGS INTL(PSP) Orig-B 17NOV11 3350’N-11630’W RNAV (RNP) Z RWY 13R WASHINGTON, DC AL-443 (FAA) 13010

Rwy Idg 6869 APP CRS TDZE 13 RNAV (RNP) RWY 19 184 Apt Elev 15 WASHINGTON/RONALD REAGAN WASHINGTON NATIONAL(DCA)

RF, GPS, and RADAR REQUIRED. For uncompensated Baro-VNAV systems, MISSED APPROACH: Climbing T MALSF Procedure NA below -11C (12F) or above 49C (120F). Inoperative right turn to 1800 direct OXONN A A NA table does not apply. When East Side VGSI inop, Procedure NA. 4 and hold. ATIS POTOMAC APP CON WASHINGTON TOWER GND CON CLNC DEL 132.65 124.7 338.2 119.1 257.6 121.7 257.6 128.25 0 2500 2500 310 3 0 145 (2.6) 260 262 (IAF) 00 13 (8.8) (15.1) 0 (IAF) RAYEE ( MAX 240 KIAS 8) KIVEY BALTIMORE BELTS 7000 3800 0 KUBEY BELTS: BAL RAYEE: 0 ) 8 Procedure NA 6900 Procedure NA 5 . 3000 1052 5 2 10000 ( V265 N Bnd V8 NW Bnd

3000 BAL VORTAC: 940 Procedure NA (2.7) NOTE: Prohibited Area (P-56) 1.5 NM V44-214 SE Bnd; CUKLI North of DCA - Avoid Surface to 18,000 MSL. V268 SE Bnd LICIP 4000 2500 3500 (2.1) 1049 1049 0 ) (IF)

0 0 9 2 . 1 8 HIXIT 0 9 1 0 1049 3 0 ( 4 0 2500 (3 5

NE-3, 10 JAN 2013 to 07 FEB 1049 .3 )

1049 (FAF) 549 JTSON (IAF) 391 1 ARMEL 4 (1 5 AML .5 ) P-56 8000 FONVI

SETOC (0 (0 . 19 2 576 . 9) RW 5 9) A N S M M 470 1 596 2600 866 4 377 JUBOL( 4 804 1 328 .6 ) 577 588 63 1049 WIRSO NE-3, 10 JAN 2013 to 07 FEB 405 (0.6) FIROP 194 352 184 260 RW19 ELEV 15 TDZE 13 MISSED APCH FIX (0.5) D 184 to 1

54 8 590 42

9 RW19 5 OXONN

1 5 0

P A V 4 5

5 428 285 2 0 4

X HIXIT JTSON 1800

1 OXONN

0 SETOC 2

TWR 2 2000 FONVI

229 7 2500 JUBOL 1 14 1510 6 5 1 WIRSO 9 4 5 1218 FIROP X Procedure 933

1 V 5 424

0 3 Turn 1 234 0 3 1 5 1 9 NA 4 1 4 4 2000 X RW19 GP 3.00 18 4 TCH 50 P

3.3 NM 1.5 0.9 0.9 1.6 0.6 0.5 4 1 A CATEGORY A B C D RNP 0.11 DA 1 1 TDZ/CL Rwy 1 475-1 2 462 (500-1 2 ) REIL Rwys 4, 15, 22, and 33 HIRL Rwys 1-19 and 15-33 MIRL Rwy 4-22 AUTHORIZATION REQUIRED

WASHINGTON, DC WASHINGTON/RONALD REAGAN WASHINGTON NATIONAL(DCA) Orig-C 28JUL11 3851’N-7702’W RNAV (RNP) RWY 19 AIP AD 2.5 - 46C ISRAEL 13 DEC 12

VISUAL AERODROME ELEV 134 ft APP 120.50 TEL-AVIV / BEN-GURION APPROACH CHART THR RWY 26 - ELEV 125 ft TWR 132.10 SHIRI VISUAL RWY 26 (with prescribed RNAV track)

34° 50' 35° 00'

ELEV, ALT IN FEET 502 DIST IN NM •

32° BRG MAG 200° 32° 10' VAR 4° E 10' FMS 3 000 5 000 REQUIRED

350° 500

505 • MSA 25 nm BGN VOR TEL AVIV SDE-DOV 1522 NDB 331 • LL .–.. .– .. 504 32° 03’ 48” N SHIRI ROSH HA’AYIN

SIRON 034° 46’ 18” E 32° 03’ 51’’ N 651 034° 49’ 28’’ E PETAH LIVNE 481 BGN 316/4.0 TIKVA 32° 04’ 04’’ N RAMAT 1 034° 56’ 58’’ E GAN 084 ° 3.4 BGN 045/5.0 167 084° 2.7 3.0 1014 • 1532 3 000 ° • 5 000 4 000 2 500 MAX 210 GITAI 2.4 KIAS 32° 03’ 57’’ N TEL-AVIV ° YAFFO 034 52’ 57’’ E Intercept the PAPI descent gradient DALIT 1004 • 1000 1506 300 • 32° 01’ 41’’ N • 249 ° ° 3.4 034 57’ 28’’ E BAT 0 256 BGN 074/4.3 YAM HOLON 27 9 BEN GURION RWY 26 548 VOR/DME 113.5 18 32° 01’ 04’’ N • 32° coast line 1551 32° ... 034 ° 53’ 34’’ E • 00' BGN– . SHOHAM 00' –––. BGN 071/0.9 32° 00’ 47.2” N 1030 • RISHON 034° 52’ 31.3” E 100 LETZION 1000 REMARKS: 1519 1 From GITAI the approach is a visual approach, Despite this, pilots are requested • to follow the whole pattern from SHIRI along the prescribed waypoints LOD 10NM 1545 VIA LIVNE and DALIT to RWY 26. • 2 Light sport ACFT activity may be present at low altitude EAST of aerodrome. • CONDITIONS: 1053 1033 A. Pilots request or ATC suggests a VISUAL approach. • 1000 0 Nautical Miles 5 1004 1500 B. Passing GITAI must be in visual reference to terrain. If visual reference not • established-maintain 3 000 and follow the prescribed track, or as instructed by ATC. 0 5 10 Kilometers 34° 50' 35° 00'

34°50'0"E34°50' 35°0'35°0'0"E

GO AROUND ON THE VISUAL SEGMENT OF THE APPROACH: continue along the prescribed waypoints, 5 000 after passing DALIT maintain RWY heading at 2 200, LL and follow ATC instructions. NDB SHIRI 084° 084° GITAI 4 000 3 000 LIVNE

DALIT THR 125’

VISUAL APPROACH RWY 26 CEILING – VISIBILITY

3 000 – 5 KM CHANGES: GITAI, crossing altitude CHANGES: GITAI, CAA AMENDMENT 2/12 Amdt 4 09015 WASHINGTON/RONALD REAGAN WASHINGTON NATIONAL (DCA) RIVER VISUAL RWY 19 AL-443 (FAA) WASHINGTON, DC

3000 ATIS 132.65 Recommended POTOMAC APP CON rc 124.7 338.2 A

0 WASHINGTON TOWER 1 119.1 257.6 A 1049 C D AMERICAN LEGION 1049 1 MEMORIAL 4 BRIDGE 8 1049 GND CON DAVID W. TAYLOR 121.7 257.6 NAVAL SHIP RESEARCH CLNC DEL DALECARLIA AND DEVELOPMENT CENTER 128.25 RESERVOIR AWOS-3 128.8

1800 CHAIN Recommended BRIDGE

P-56

GEORGETOWN RESERVOIR RIVER

NE-3, 10 JAN 2013 to 07 FEB c r

A REFERENCE

KEY 6 LIGHTS 1200 BRIDGE A Recommended C D

900 Recommended c r

P-56 4

ROOSEVELT A c r MEMORIAL C A D BRIDGE 3

ARLINGTON A C MEMORIAL D BRIDGE

GEORGE MASON RIVER MEMORIAL BRIDGE NE-3, 10 JAN 2013 to 07 FEB RADAR REQUIRED REFERENCE LIGHTS ROCHAMBEAU

Weather minimums: 3500 MEMORIAL BRIDGE

foot ceiling and 3 mile 1 9 1

visibilty. V NOTE: Recommended Altitudes for 2

Noise Abatement. WASHINGTON 2 111.0 DCADCA Chan 47 NOTE: PROHIBITED AREA (P-56) 1.5 NM NORTH 33 OF DCA-AVOID-SURFACE TO 18,000 MSL.

4 1

1 NM 2 3 4 5 6 7

RIVER VISUAL RWY 19

Aircraft may visually follow the river to the airport, or may proceed via the DCA VOR/DME R-328 (148 inbound) or via the Rosslyn LDA Rwy 19 Approach to abeam Georgetown Reservoir or the DCA 4 NM DME fix, then follow the river to the airport.

NOTE: Clearance for visual approach does not authorize penetration of P-56.

3851’N-7702’W RIVER VISUAL RWY 19 WASHINGTON, DC Amdt 4 09015 WASHINGTON/RONALD REAGAN WASHINGTON NATIONAL (DCA) Orig 09295 NEW YORK/JOHN F. KENNEDY INTL(JFK) BELMONT VISUAL RWY 22L AL-610 (FAA) NEW YORK, NEW YORK

ATIS 128.725 (NE) 117.7 (SW) 115.4 NEW YORK APP CON 127.4 269.0 KENNEDY TOWER Rwys 4R/22L and 13L/31R 8 119.1 281.55 06 R- Rwys 4L/22R and 13R/31L Y PKW 123.9 281.55 TE TA GND CON N S NORTHER 121.9 348.6 CLNC DEL ND EXPW ISLA Y 135.05 348.6 NG LO 560 NATIONAL 556 CEMETERY

BELMONT W A RACE TRACKS M N LANDFILL T E A A G REPUBLIC D H O

W P

B W

O Y

O NE-2, 10 JAN 2013 to 07 FEB

CANARSIE 112.3 CRIIRC Chan 70 NE-2, 10 JAN 2013 to 07 FEB

RADAR REQUIRED Weather minimums: 3500 feet ceiling and 5 mile visibility.

NM 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

BELMONT VISUAL RUNWAY 22L

When cleared for the Belmont Visual Approach to Runway 22L, follow the

Long Island Expressway westbound until intercepting CRI R-068 at 3000'.

Navigate on CRI R-068 till abeam Belmont Race Track at 1600'. Remain

east of Belmont Race Track and proceed direct to JFK Runway 22L.

40 38’N - 73 47’W NEW YORK, NEW YORK BELMONT VISUAL RWY 22L NEW YORK/JOHN F. KENNEDY INTL(JFK) Orig 09295 Amdt 2 11125 NEW YORK/LA GUARDIA (LGA) RIVER VISUAL RWY 13 AL-289 (FAA) NEW YORK, NEW YORK

ATIS ARR 125.95 R E ATIS 127.05 V I R NEW YORK APP CON N 120.8 263.0 O S LA GUARDIA TOWER D U 118.7 263.0 H GND CON 121.7 263.0 1 34 CLNC DEL 135.2 LA GUARDIA 113.1 LGALG Maintain 2000 or above A Chan 78 as long as possible

R 1 A 3 DME Chan 22 P

L A 1505 R T N E C NE-2, 10 JAN 2013 to 07 FEB

LOCALIZER 108.5 EMPIRE I I-GDIG STATE ID BUILDING Chan 22

306 1906

STATUE OF LIBERTY NE-2, 10 JAN 2013 to 07 FEB

RADAR REQUIRED

Vertical Guidance Navaid Weather minimums 3200 feet ceiling and Angle: and 5 mile visibility. VASI 3.0 TCH 48’

1NM 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

RIVER VISUAL RWY 13

When cleared for a RIVER VISUAL Rwy 13 approach, remain over the Hudson River until starting the turn to final approach north of Central Park. Expect 3500 feet until abeam Central Park (2500 feet when authorized by ATC).

4047’N-7352’W NEW YORK, NEW YORK RIVER VISUAL RWY 13 NEW YORK/LA GUARDIA (LGA) Amdt 2 11125