AERODROME

AD 2 AERODROMES

WSSS — SINGAPORE / SINGAPORE CHANGI INTL

WSSS AD 2.1 AERODROME LOCATION INDICATOR AND NAME

WSSS — SINGAPORE / SINGAPORE CHANGI INTL

WSSS AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1	ARP coordinates and site at AD	012133.16N 1035921.57E (Control Tower)
2	Direction and distance from (city)	17.2km North-East from City Centre (The Fullerton Hotel, Singapore)
3	Elevation/Reference temperature	6.66 M / 32.6℃
4	Geoid Undulation (AD elevation position)	10.24 M
5	MAG VAR /Annual change	0°26' E (2015) / Negligible
6	AD Administration, address, telephone, telefax, AFS
CHANGI AIRPORT GROUP (SINGAPORE) PTE LTD Singapore Changi Airport P.O.Box 168, SINGAPORE 918146 Tel: (65)65956868
7	Types of traffic permitted	IFR
8	Remarks
Not available to all non-scheduled civil aircraft types of 40-seater or below except in special circumstances. Aircraft larger than the above category shall not plan their arrival between 0900-1559UTC. Aircraft shall leave nose-in position (90 degrees) with the aid of aircraft tow tractors. Reverse thrust or variable pitch propellers shall not be used. Aircraft operators shall make suitable arrangements. Prior permission required for aircraft not equipped with radiotelephony. A subsonic jet aircraft, unless otherwise exempted, is not permitted to operate in Singapore unless it possesses a noise certificate stating that it meets the noise standards of ICAO Annex 16, Volume 1, Chapter 3, or equivalent. The noise certificate may also take the form of a suitable statement contained in another document approved by the State of Registry of the aircraft. RVR minima for CAT II ILS operations is limited to 350m due to runway and taxiway light spacing requirements on the airfield. Frangible poles are installed for the purpose of identifying 90m away from the centreline of RWY 02L/20R and RWY 02C/20C

WSSS AD 2.3 OPERATIONAL HOURS

Operational Hours
1	Aerodrome Operator	H24
2	Customs and Immigration	H24
3	Health and Sanitation	H24
4	AIS Briefing Office	H24
5	ATS Reporting Office	H24
6	MET Briefing Office	H24
7	Air Traffic Services	H24

WSSS AD 2.4 HANDLING SERVICES AND FACILITIES

1	Cargo Handling Facilities	Cargo terminals equipped with advanced storage stacker, material and pallet container handling systems, computerised cargo information, data and documentation systems. By arrangement with airlines.
2	Fuel / Oil Types	JET A1(for aircraft). Oils: Various by arrangement with fuel companies.
3	Fuelling Facilities / Capacity	Hydrant refueling
4	Hangar space for visiting aircraft	By arrangement with SIA Engineering Company (SIAEC) or ST Aerospace Services Co.
5	Repair facilities for visiting aircraft	Maintenance and repairs for commercial aircraft up to and including A380 is by arrangement.
6	Remarks	Marshalling Service: No pilot shall taxi an aircraft on its own into a gate/stand without the aid of a docking system or a marshaller. Oxygen and related servicing: Oxygen for all cabin and aircraft system. No CO₂ recharging facilities.

WSSS AD 2.5 PASSENGER FACILITIES

1	Hotels	Transit area and adjacent to airport terminal.
2	Restaurants	Transit and public areas of terminal building.
3	Transportation	Buses, taxis, MRT train and car rental service.
4	Medical Facilities	Available at airport.
5	Bank and Post Office	Available at airport.
6	Tourist Office	Available at airport.
7	Remarks	Internet address : http://www.changiairport.com.sg for airport and flight information, shops and restaurants, facilities and services, flight connections and tourist information.

WSSS AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

1	AD category for fire fighting	CAT10 (No facilities for foaming of runways)
2	Rescue equipment	Adequately provided as recommended by ICAO.
3	Capability for removal of disabled aircraft	Specialised aircraft recovery equipment available for up to and including A380 size aircraft operation.
4	Remarks	All Airport Emergency Service personnel are trained in rescue and fire-fighting as well as medical first-aid.

WSSS AD 2.7 SEASONAL AVAILABILITY - CLEARING

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

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

1	Apron surface and strength	RWY 02L/20R RWY 02C/20C	Surface: Strength:	Concrete PCN 85/R/B/W/U
2	Taxiway width, surface and strength	RWY 02L/20R RWY 02C/20C	Width:	Minimum width of 23m for all taxiways
			Surface:	Cement Concrete - Taxiways W1, W9, E1, E3, E11 and EP (between E10 and E11); Bituminous Concrete - All other Taxiways
			Strength:	PCN 85/R/B/W/U - Taxiways W1, W9, E1, E3, E11 and EP (between E10 and E11); PCN 72/F/B/W/U - All other Taxiways
3	ACL location and elevation	See AD-2.WSSS-ADC-2/Chart (flip side) for coordinates and elevations of aircraft stands.
4	INS checkpoints
5	Remarks	NIL

WSSS AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1	Use of aircraft stand ID signs, TWY guidelines and visual docking/parking guidance system of aircraft stands.
	Taxiing guidance signs at all intersections with TWY and RWY at all holding positions. Guidelines at apron. Nose-in guidance at aircraft stands. For information on Safegate Aircraft Docking Guidance System, Taxiing Guidance System at Singapore Changi Airport, refer to WSSS AD 2.9. Aircraft stand manoeuvring guidance lights are provided at aircraft stands at Terminal 3, Terminal 4 and South Aprons.
2	RWY and TWY markings and LGT
	RWY 02L/02C and RWY 20C RWY LGT: refer to WSSS AD 2.14 and WSSS AD 2.15. TWY LGT: Blue LGT on TWY curved edges, selected straight TWY edge sections and apron TWY edges only. Blue TWY edge markers along selected straight TWY edge sections. Red stop bar at TWY INT controllable on/off. Red stop bar LGT at TWY HLDG PSN entrances to RWY are controllable on/off and are supplemented with elevated RWY guard LGT at the sides. Internally/externally lighted mandatory or information TWY signboards. Yellow TWY centre line markings, supplemented by green centre line LGT with selective control along rapid exit TWY, taxi-routes to and from main RWY and aprons. MARKING AIDS: THR, touchdown zone, centre line, side stripe, RWY designations, aiming point markings, TWY centre line, taxi holding positions - all taxiways, apron guide lines. For positions of aircraft nosewheel in relation to stopbar and description of the Safegate Aircraft Docking Guidance System - refer to WSSS AD 2.9.
	RWY 20R RWY LGT: refer to WSSS AD 2.14 and WSSS AD 2.15. TWY LGT: same as for RWY 02L/02C and RWY 20C. MARKING AIDS: Pre-threshold centre-line, transverse stripe for displaced THR, RWY designations, THR, touchdown zone, aiming point marking, RWY centre-line and stripe marking aids.
3	Stop bars: Stop bars where appropriate.
4	Remarks: Where Red stop bar is not present at the TWY INT, Yellow INTERMEDIATE HLDG PSN LGT will be used at TWY INT and switched on between sunset and sunrise or during periods of poor visibility.

1 SAFEGATE AIRCRAFT DOCKING GUIDANCE SYSTEM - SAFEDOCK

1.1 INTRODUCTION

1.1.1 The Safegate Aircraft Docking Guidance System (ADGS) - SAFEDOCK is a fully automatic aircraft docking guidance system installed at the contact aircraft stands at Terminals 1, 2, 3 and 4, and at the remote aircraft stands at South Apron of Singapore Changi Airport. There are two types of ADGS in Singapore Changi Airport, Safedock Type 1 ADGS and Safedock Type 2 ADGS.

1.2 DESCRIPTION OF SYSTEM

1.2.1 The system is based on a laser scanning technique and it tracks both the lateral and longitudinal position of the aircraft. This 3D technique allows the system to identify the incoming aircraft and check it against the one selected by the operator to ensure that the pilot is provided with the correct stop indication for the aircraft.

1.2.2 The system is operated only in the Automatic Mode. When the system fails, the aircraft is to be marshalled into the stand manually.

1.2.3 Azimuth guidance, continuous closing rate information, aircraft type, etc., are shown to the pilot on a single display clearly visible for both pilot and co-pilots. Figure A shows the Display and Laser Scanning Unit mounted on the terminal in front of the aircraft stand.

LED DISPLAY AND LASER SCANNING UNIT



Safedock Type 1	Safedock Type 2

Figure A

1.3 DOCKING PROCEDURES

Description	Display on ADGS
Checking of Aircraft Type Check that the correct aircraft type is displayed. The scrolling arrows indicate that the system is activated. Follow the lead-in line.
Capture of Correct Aircraft Type When the aircraft has been caught by the scanning unit, the scanning unit checks that the aircraft is the correct type and the display provides azimuth guidance information. When the solid yellow closing rate bar appears, the aircraft is being tracked by the system.
Steering and Alignment of Aircraft Look for the flashing red arrow and solid yellow arrow which provide azimuth guidance information. The flashing red arrow shows which direction to steer, while the solid yellow arrow gives an indication of how far the aircraft is off the centreline.
Distance of Aircraft from STOP Position When the aircraft is 15m from the stop position, closing rate information is given. “Distance to go” is indicated by turning off one row of LEDs (Laser Electronic Displays) for every half metre that the aircraft advances towards the stop position. From 15m to the stop position, the display will indicate the distance from the stop position for every 1m. At 3m from the stop position, the display will indicate the distance from the stop position for every 0.2m.
STOP Position When the correct stop position is reached, all of the LEDs for the closing rate bar will be off, the word “STOP” will appear in the display. For Safedock Type 1 ADGS, the word “STOP” will be displayed in red with red border. For Safedock Type 2 ADGS, the word “STOP” will be displayed in yellow and two red, rectangular fields will light in the azimuth guidance area of the display.
Checking of STOP Position If the aircraft stops at the correct position, “OK” will be displayed after a few seconds.
Overshooting of STOP Position If the aircraft has gone past the correct stop position, the display will show “TOO FAR” after the aircraft comes to a complete stop.
Object Blocking the View If some object is blocking the view towards the approaching aircraft or the detected aircraft is lost before 12m to the correct stop position, the system will show “WAIT”.
Identification of Aircraft The aircraft must be identified at least 12m before the correct stop position. Otherwise, the display will show “WAIT”, “STOP” and “ID FAIL”.

1.4 SAFETY MEASURES

Description	Display on ADGS
ADGS Blank / Wrong Aircraft Type Pilot should not turn an aircraft into the aircraft stand if the docking system is not activated or on seeing a wrong aircraft type displayed on the system.
Proceeding beyond Passenger Loading Bridges Pilot should not proceed beyond the passenger loading bridges unless the scrolling arrows (see figure 1) have been superseded by the solid yellow closing rate bar (see figure 2).
Minimum Speed When using the docking system, pilots are to taxi into the aircraft stand at minimum speed. The system will display “SLOW” to inform the pilot if the aircraft’s taxiing speed is exceeded 1.2 m/ s.
Slow Down (In Abnormal Situations) In bad weather conditions, the docking system may go into downgrade mode. The display will show the aircraft type and “SLOW” and the scrolling arrows are disabled (see figures 1 & 2). When the system has detected the aircraft, the solid yellow closing rate bar appears. Docking process is allowed to continue but pilot should exercise caution.
Overshooting To avoid overshooting, pilots are advised to approach the stop position slowly and observe the closing rate information displayed. Pilots should stop the aircraft immediately when seeing the “STOP” or “WAIT” display or when given the stop sign by the aircraft marshaller or is unsure of the information displayed during the docking process.
No Display Pilot should stop the aircraft immediately if the display goes black, for power failure (see figure 1) or system failure (see figure 2), during the docking process. The aircraft is to be manually marshalled into the aircraft stand.

2 PROCEDURES FOR START-UP AND PUSHBACK OF AIRCRAFT

2.1 Ground crew shall ensure that the area behind an aircraft is clear of vehicles, equipment and other obstructions before the start-up or pushback of aircraft commences.

2.2 When it becomes necessary to vary a procedure to expedite aircraft movements, Ground Movement Controller (“Singapore Ground”) shall issue specific instructions to the pilot.

2.3 When the pilot is ready for start-up and pushback, he shall seek confirmation from the ground crew that there is no hazard to his aircraft starting up. He shall then notify Singapore Ground that he is ready for pushback. On being told by Singapore Ground that pushback is approved, he shall co-ordinate with the ground crew for the start-up and pushback of the aircraft.

2.4 The lead-in lines are for aircraft nose-in guidance. For aircraft stands without dedicated pushback lines, ground crew may use the lead-in lines for pushback guidance.

2.5 For more information, refer to Airport Operations Centre System (AOCS) at https://aoc.changiairport.com/ for detailed pushback procedures.

3 ADVANCED MULTILATERATION SYSTEM

3.1 INTRODUCTION

3.1.1 The Multilateration System is a new surveillance system which is able to detect and identify all Mode S equipped aircraft and vehicles moving on the airport surface even during bad weather conditions such as heavy rain. It will integrate with the current radar-based ground surveillance system as part of the Advanced-Surface Movement Guidance and Control System (A-SMGCS) at Singapore Changi Airport. This will enhance the efficiency and safety at the airport.

3.2 CARRIAGE OF MODE-S SSR TRANSPONDER

3.2.1 Carriage and operation of Mode-S transponder is required for all civil aircraft operating at Singapore Changi Airport. The Mode-S transponder shall comply, at least, to the requirements of Level 2 as prescribed in ICAO Annex 10 Volume IV (Amendment 77 or later) Standards and Recommended Practices.

3.3 MULTILATERATION SYSTEM OUTLINE

3.3.1 The Multilateration System uses multiple receivers to pick up “squitters” transmitted by aircraft or vehicle Mode S transponders. It calculates the position of an aircraft or a vehicle by comparing the time its “squitter” arrives at each receiver.

3.3.2 The System will derive the identity of an aircraft by selectively interrogating its transponder to receive its assigned Mode A code or extracting its aircraft identification [that is, the ICAO callsign used in flight and inserted in the Flight Management System (FMS) or the Transponder Control Panel], if available, from its squitter. For transponder equipped vehicles, the system will derive their respective identities from the unique Mode S addresses contained in their squitters.

3.4 AIRCRAFT REQUIREMENTS

3.4.1 The Multilateration System is essentially passive. It relies on aircraft transponders squittering at all times when moving on the airfield. At present, some aircraft checklist procedures instruct pilots to turn off the transponder shortly after leaving the runway on arrival and, not to switch it on until reaching the runway holding point for departure. This is in line with the requirement that Mode A/C transponders should not transmit on the ground, which does not apply to Mode S transmissions.

3.4.2 For the Multilateration System to work effectively, all aircraft Mode S transponders need to transmit Mode S squitters at all times when moving on the airfield, starting immediately prior to pushback, and for arrival aircraft until they are stationary at the aircraft stands. The Mode S transponders should not respond to All-Call interrogations, but should respond to addressed interrogations.

3.5 PROCEDURES/ACTIONS REQUIRED BY PILOTS

3.5.1 The Multilateration System needs to receive squitters and to acquire the Mode A code of a Mode S equipped aircraft at all times when it is on the ground. This is to enable detection and identification of the aircraft (from its Mode A code or ICAO callsign) as soon as it pushes back. Hence, the following actions from pilots are required.

3.5.2 Pre-Pushback / Taxi

Pilots will be required to enter an assigned Mode A code at start-up. This code will be either a discrete or non-discrete code (a conspicuity code, e.g. 1000).
Pilots shall ensure that the aircraft transponder is operating (that is, XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or STBY) and the assigned Mode A code is selected prior to the request for pushback or taxi, whichever is earlier.
Whenever the aircraft is capable of reporting aircraft identification, the aircraft identification must also be entered prior to the request for pushback or taxi, whichever is earlier, through the FMS or the Transponder Control Panel. Flight crew must use the 3-letter ICAO designator of the operator, followed by flight identification number (for example, BAW123, SIA002).

3.5.3 After Landing

Pilots shall ensure that the aircraft transponder is operating (that is, XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or STBY) after landing, and continuously until the aircraft is stationary at the aircraft stand.
Pilots shall ensure that the assigned Mode A code is not changed until the aircraft is stationary at the aircraft stand. (The system requires it for identification of the aircraft).

4 AIRFIELD GROUND LIGHTING CONTROL AND MONITORING SYSTEM (AGLCMS) AND MARKINGS

4.1 INTRODUCTION

4.1.1 The taxiing guidance system at Singapore Changi Airport consists of stop bars and green taxiway centreline lights. The system is designed to provide pilots with visual guidance while taxiing during night operations and during periods of low visibility. It is controlled by the Ground Movement Controller (GMC) at Changi Control Tower using the Airfield Ground Lighting Control and Monitoring System (AGLCMS).

4.2 TAXI INSTRUCTIONS

4.2.1 When the green centreline lights are switched on, ATC will issue verbal instructions to pilots/ airline operators for taxi / tow clearance. The green taxiway centreline lights are provided for guidance. Pilots/ airline operators shall stop at all red stop bar lights.

4.2.2 All green centreline lights on taxiways leading to the runways terminate at the runway holding positions where, by default, red stop bar lights remain on unless deselected by the Runway Controller. When deselected, these stop bar lights will re-activate automatically. Pilots and drivers shall not cross any lighted red stop bar lights.

4.2.3 Pilots and drivers shall enter / cross the runway or taxiway only when both the following conditions are met:
The crew have

Received positive ATC clearance to enter / cross the runway or taxiway, and
Observed that the red stop-bar lights are turned off.

4.3 INFORMATION AND MANDATORY SIGNS/MARKINGS

4.3.1 When following ATC verbal taxi instructions, pilots are advised to also navigate their taxi route with reference to information and mandatory signs/markings provided at the airport so as to maintain situational awareness of their whereabouts at all times.

PROCEDURES FOR START-UP AND PUSHBACK OF AIRCRAFT

1 Ground crew shall ensure that the area behind an aircraft is clear of vehicles, equipment and other obstructions before the start-up or pushback of aircraft commences.

2 When it becomes necessary to vary a procedure to expedite aircraft movements, Ground Movement Controller (“Singapore Ground”) shall issue specific instructions to the pilot.

3 When the pilot is ready for start-up and pushback, he shall seek confirmation from the ground crew that there is no hazard to his aircraft starting up. He shall then notify Singapore Ground that he is ready for pushback. On being told by Singapore Ground that pushback is approved, he shall co-ordinate with the ground crew for the start-up and pushback of the aircraft.

4 The lead-in lines are for aircraft nose-in guidance. For aircraft stands without dedicated pushback lines, ground crew may use the lead-in lines for pushback guidance.

5 For more information, refer to Airport Operations Centre System (AOCS) at https://aoc.changiairport.com/ for detailed pushback procedures.

ADVANCED MULTILATERATION SYSTEM

1 INTRODUCTION

1.1 The Multilateration System is a new surveillance system which is able to detect and identify all Mode S equipped aircraft and vehicles moving on the airport surface even during bad weather conditions such as heavy rain. It will integrate with the current radar-based ground surveillance system as part of the Advanced-Surface Movement Guidance and Control System (A-SMGCS) at Singapore Changi Airport. This will enhance the efficiency and safety at the airport.

2 CARRIAGE OF MODE-S SSR TRANSPONDER

2.1 Carriage and operation of Mode-S transponder is required for all civil aircraft operating at Singapore Changi Airport. The Mode-S transponder shall comply, at least, to the requirements of Level 2 as prescribed in ICAO Annex 10 Volume IV (Amendment 77 or later) Standards and Recommended Practices.

3 MULTILATERATION SYSTEM OUTLINE

3.1 The Multilateration System uses multiple receivers to pick up “squitters” transmitted by aircraft or vehicle Mode S transponders. It calculates the position of an aircraft or a vehicle by comparing the time its “squitter” arrives at each receiver.

3.2 The System will derive the identity of an aircraft by selectively interrogating its transponder to receive its assigned Mode A code or extracting its aircraft identification [that is, the ICAO callsign used in flight and inserted in the Flight Management System (FMS) or the Transponder Control Panel], if available, from its squitter. For transponder equipped vehicles, the system will derive their respective identities from the unique Mode S addresses contained in their squitters.

4 AIRCRAFT REQUIREMENTS

4.1 The Multilateration System is essentially passive. It relies on aircraft transponders squittering at all times when moving on the airfield. At present, some aircraft checklist procedures instruct pilots to turn off the transponder shortly after leaving the runway on arrival and, not to switch it on until reaching the runway holding point for departure. This is in line with the requirement that Mode A/C transponders should not transmit on the ground, which does not apply to Mode S transmissions.

4.2 For the Multilateration System to work effectively, all aircraft Mode S transponders need to transmit Mode S squitters at all times when moving on the airfield, starting immediately prior to pushback, and for arrival aircraft until they are stationary at the aircraft stands. The Mode S transponders should not respond to All-Call interrogations, but should respond to addressed interrogations.

5 PROCEDURES/ACTIONS REQUIRED BY PILOTS

5.1 The Multilateration System needs to receive squitters and to acquire the Mode A code of a Mode S equipped aircraft at all times when it is on the ground. This is to enable detection and identification of the aircraft (from its Mode A code or ICAO callsign) as soon as it pushes back. Hence, the following actions from pilots are required.

5.2 Pre-Pushback / Taxi

Pilots will be required to enter an assigned Mode A code at start-up. This code will be either a discrete or non-discrete code (a conspicuity code, e.g. 1000).
Pilots shall ensure that the aircraft transponder is operating (that is, XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or STBY) and the assigned Mode A code is selected prior to the request for pushback or taxi, whichever is earlier.
Whenever the aircraft is capable of reporting aircraft identification, the aircraft identification must also be entered prior to the request for pushback or taxi, whichever is earlier, through the FMS or the Transponder Control Panel. Flight crew must use the 3-letter ICAO designator of the operator, followed by flight identification number (for example, BAW123, SIA002).

5.3 After Landing

Pilots shall ensure that the aircraft transponder is operating (that is, XPNDR or the equivalent according to specific installation, AUTO if available, not OFF or STBY) after landing, and continuously until the aircraft is stationary at the aircraft stand.
Pilots shall ensure that the assigned Mode A code is not changed until the aircraft is stationary at the aircraft stand. (The system requires it for identification of the aircraft).

AIRFIELD GROUND LIGHTING CONTROL AND MONITORING SYSTEM (AGLCMS) AND MARKINGS

1 INTRODUCTION

1.1 The taxiing guidance system at Singapore Changi Airport consists of stop bars and selectable segments of green taxiway centreline lights. The system is designed to provide pilots with visual guidance while taxiing during night operations and during periods of low visibility. It is controlled by the Ground Movement Controller (GMC) at Changi Control Tower using the Airfield Ground Lighting Control and Monitoring System (AGLCMS).

2 ROUTE SELECTION AND PRIORITY

2.1 When a taxiing route is selected on the AGLCMS, corresponding segments of taxiway centreline lights on the manoeuvring area are switched on automatically. When two or more routes are selected, the system will give priority to the first route and activate red stopbar lights across conflicting routes, as necessary. A segment of the centreline lights of the conflicting routes that cut across the first route will also be suppressed. The GMC has the option of over-riding the taxiing route priority by selecting or deselecting the appropriate stopbar lights.

2.2 All taxiing guidance lights on taxiways leading to the runways terminate at the runway holding positions where, by default, red stopbar lights remain on unless deselected by the runway controller. When deselected, these stopbar lights will re-activate automatically after 60 seconds. Pilots and drivers shall not cross any lighted red stopbar lights.

2.3 Pilots and drivers shall enter / cross the runway or taxiway only when both the following conditions are met:
The crew have

received positive ATC clearance to enter / cross the runway or taxiway, and
observed that the red stop-bar lights are turned off.

3 INFORMATION AND MANDATORY SIGNS/MARKINGS

3.1 When following the directional guidance provided by the green taxiway centreline lights and red stop bar lights, pilots are advised to also navigate their taxi route with reference to information and mandatory signs/markings provided at the airport so as to maintain situational awareness of their whereabouts at all times.

4 TAXI INSTRUCTIONS USING THE GREEN TAXIWAY CENTRELINE LIGHTS

4.1 ATC will use the phraseology “Taxi on the greens .....” when issuing a clearance to pilots to taxi along the directional guidance provided by the green taxiway centreline lights.

WSSS AD 2.10 AERODROME OBSTACLES

1. Obstacles in Approach / TKOF areas

IN APPROACH / TKOF AREAS
RWY/Area affected		Obstacles type, ELEV,Markings/LGT	Location of Obstacles
1		2	3
a)	RWY 20R APCH RWY 02L TKOF	Mast HGT ranging from 98ft AMSL and above.	Shipping channel APRX 1290m from THR RWY 20R
b)	RWY 20C APCH RWY 02C TKOF	Mast HGT ranging from 98ft AMSL and above.	Shipping channel APRX 2630m from THR RWY 20C.
c)	RWY 02L/20R APCH RWY 02L/20R TKOF RWY 02C/20C APCH RWY 02C/20C TKOF	ILS LLZ co-located with LLZ antennae.	Within the RWY strip.
d)	RWY 20R APCH	Two antennae, HGT 72ft AMSL, marked and LGTD	012311N 1035928E
e)	RWY 20R APCH	Antenna, HGT 88ft AMSL, marked and LGTD	012315N 1035931E
f)	RWY 02L APCH	Antenna, HGT 82ft AMSL, marked and LGTD	012051N 1035827E
g)	RWY 02L APCH	Pole, HGT 128ft AMSL, marked and LGTD	011859N 1035748E
h)	RWY 02L APCH	Pole, HGT 160ft AMSL, marked and LGTD	012058N 1035814E
i)	RWY 02L APCH	Pole, HGT 131ft AMSL, marked and LGTD	012038N 1035848E
j)	RWY 20L APCH	Shipping channel	APRX 1600m from THR RWY 20L.
Remarks: Obstacles are shown on the AOC, IAC and VAC.

2. Obstacles in Circling area and at Aerodrome

IN CIRCLING AREA AND AT AERODROME
Obstacles type, ELEV, Markings/LGT		Location of Obstacles
1		2
a)	Surface wind direction sleeves	LOC at each end of RWY adjacent to GP hut
b)	PAR hut	Besides RWY 02L/20R, opposite the PTB
c)	Frangible PAR reflectors	Located at ends of RWY 02L/20R
d)	GP huts co-located with GP antennae	Within the RWY strip
e)	Antenna, HGT 82ft AMSL, marked and LGTD	012036N 1035819E
f)	Antenna, HGT 85ft AMSL, marked and LGTD	012039N 1035821E
g)	Antenna, HGT 78ft AMSL, marked and LGTD	012042N 1035823E
h)	Antenna, HGT 82ft AMSL, marked and LGTD	012053N 1035827E
i)	Antenna, HGT 78ft AMSL, marked and LGTD	012049N 1035826E
j)	Frangible poles, HGT 9ft AMSL	Installed APRX 200m from centre of RET to identify 58m away from TWY WP CL towards RWY 02L/20R
k)	Frangible mast, HGT 29ft AMSL	012131N 1035956E
l)	Frangible mast, HGT 29ft AMSL	012124N 1035953E
m)	Frangible mast, HGT 29ft AMSL	012114N 1035949E
n)	Frangible mast, HGT 29ft AMSL	012109N 1035947E
o)	Frangible mast, HGT 29ft AMSL	012057N 1035941E
p)	Frangible mast, HGT 29ft AMSL	012046N 1035937E
q)	Frangible mast, HGT 29ft AMSL	012034N 1035932E
r)	Frangible mast, HGT 29ft AMSL	012029N 1035930E
S)	Frangible mast, HGT 29ft AMSL	012017N 1035925E
t)	Frangible mast, HGT 29ft AMSL	012005N 1035920E
u)	Frangible mast, HGT 29ft AMSL	011959N 1035917E
v)	Frangible mast, HGT 29ft AMSL	011952N 1035914E
Remarks: Obstacles are shown on the AOC, IAC and VAC.

WSSS AD 2.11 METEOROLOGICAL INFORMATION PROVIDED

1	Associated MET Office	Singapore Changi (WSSS)
2	Hours of service	H24
3	Office responsible for TAF preparation Periods of validity	Singapore Changi (WSSS) 12, 30
4	Type of landing forecast, Interval of issuance	TREND
5	Briefing/consultation provided	P
6	Flight documentation, Language used	Charts or Tabular forms, English
7	Charts and other information available for briefing or consultation	S, U, P
8	Supplementary equipment available for providing information	HRPT: High Resolution Picture Transmission APT: Automatic Picture Transmission MDWR: MET Doppler Weather Radar MAINT: Second WED of every month BTN 0200-0900 ALTN period: THU following the second WED.
9	ATS units provided with information	Singapore ACC, Singapore RCC
10	Additional information	Tel: 65422837 (MET Office)

WSSS AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

Designations RWY NR	TRUE BRG	Dimensions of RWY	Strength (PCN) and surface of RWY and SWY	THR coordinates (THR Geoid Undulation)	THR elevation and highest elevation of TDZ of precision APCH RWY
1	2	3	4	5	6
02L	023.02°	4000 M x 60 M	72/F/B/W/U Grooved Bituminous concrete	012056.27N 1035838.82E (10.24 M)	6.66 M 6.23 M
20R (Threshold displaced by 740m southwards)	203.02°	4000 M x 60 M	72/F/B/W/U Grooved Bituminous concrete	012233.95N 1035920.06E (10.25 M)	4.01 M 4.31 M
02C	023.03°	4000 M x 60 M	72/F/B/W/U Bituminous concrete	011943.51N 1035905.86E (10.27 M)	4.22 M 4.52 M
20C	203.03°	4000 M x 60 M	72/F/B/W/U Bituminous concrete	012143.37N 1035956.46E (10.30 M)	4.48 M 4.56 M

Slope of RWY-SWY Transverse / Longitudinal	SWY Dimensions (m)	CWY Dimensions (m)	STRIP dimensions (m)	OFZ	Remarks
7	8	9	10	11	12
RWY 02L 1.10 / 0.07%	60 X 60	270 X 150	4240 X 300	Yes	Scheduled closure of runways (see below)
RWY 20R 1.10 / 0.07%	60 X 60	270 X 150	4240 X 300
RWY 02C 1.33 / 0.01%	60 X 60	60 X 150	4240 X 300
RWY 20C 1.33 / 0.01%	60 X 60	60 X 150	4240 X 300

Remarks (continued from above)
Scheduled Closure of RWY 02L/20R
1a)	BTN 1630-2200 on every MON and THU of the month (preventive maintenance work). In the event of an emergency, RWY will be re-opened within 30 minutes.
1b)	BTN 0225-0240 0630-0635 1000-1005 2300-2305 daily (inspection). In the event of an emergency, RWY will be re-opened within 5 minutes.
Scheduled Closure of RWY 02C/20C
2a)	BTN 1630-2200 every SUN and WED (preventive maintenance work). In the event of an emergency, RWY will be re-opened within 30 minutes.
2b)	BTN 0300-0315 0650-0655 1020-1025 2320-2325 daily (inspection). In the event of emergency, RWY will be re-opened within 5 minutes.

WSSS AD 2.13 DECLARED DISTANCES

RWY Designator	Intersection Departures	TORA (m)	TODA (m)	ASDA (m)	LDA (m)	Remarks
1	2	3	4	5	6	7
20R	Not applicable	4000	4270	4060	3260	Thr displaced by 740m southwards
	W2	3850	4120	3910	Not applicable
	W3	3050	3320	3110	Not applicable
	W4	2600	2870	2660	Not applicable
	W5	2150	2420	2210	Not applicable
02L	Not applicable	4000	4270	4060	4000	NIL
	W8	3850	4120	3910	Not applicable
	W7	3050	3320	3110	Not applicable
	W6	2600	2870	2660	Not applicable
20C	Not applicable	4000	4060	4060	4000	NIL
	E2	3850	3910	3910	Not applicable
	E3	3425	3485	3485	Not applicable
	E4	2750	2810	2810	Not applicable
	E5	2250	2310	2310	Not applicable
02C	Not applicable	4000	4060	4060	4000	NIL
	E10	3850	3910	3910	Not applicable
	E9	3345	3405	3405	Not applicable
	E8	3205	3265	3265	Not applicable
	E7	2555	2615	2615	Not applicable
	E6	2105	2165	2165	Not applicable

Note: Intersection departures are allowed subject to the following:

initiated by pilot and approved by ATC, traffic permitting.
ATC is able to keep aircraft visual at all times

WSSS AD 2.14 APPROACH AND RUNWAY LIGHTING

RWY	APCH LGT Type, LEN, Intensity	THR LGT colour WBAR	PAPI (MEHT)	TDZ LGT LEN	RWY Centreline LGT, LEN, spacing, colour, INTST	RWY Edge LGT, LEN, spacing, colour, INTST	RWY End LGT colour	SWY LGT colour
1	2	3	4	5	6	7	8	9
02L	CAT II High Intensity approach lighting (900m) consisting of extended centreline and Red row barrettes, 2 crossbars, 2 approach beacons and sequenced flashing lights.	Green supplemented by Green wing-bar and 2 THR ident lights.	PAPI 003° located either side of RWY, 422m behind RWY THR. 2 White LGT and 2 Red LGT (20.0m), 3 White LGT and 1 Red LGT (24.0m), 4 White LGT (26.4m). ACFT with eye-to-wheel height greater than 8m are advised to fly with 2 White and 2 Red LGT visible so as to achieve sufficient wheel clearance.	White	Inset High Intensity centreline lights as follow: From THR to 900m from RWY end: White, 300m to 900m from RWY end: ALTN Red/ White, 300m to RWY end: Red.	Bi-directional raised White/Amber edge lights.	Red	Elevated Red
20R	CAT I High Intensity approach lighting (900m) distance coded centreline lights showing variable White and crossbars at 150m, 300m, 450m, 600m and 750m.	Green supplemented by Green wing-bar and 2 THR ident lights.	PAPI 003° located either side of RWY, 410m from THR. 2 White LGT and 2 Red LGT (20.0m), 3 White LGT and 1 Red LGT (22.6m), 4 White LGT (25.0m). ACFT with eye-to-wheel height greater than 8m are advised to fly with 2 White and 2 Red LGT visible so as to achieve sufficient wheel clearance.	NIL	Inset High Intensity centreline lights as follow: From THR to 900m from RWY end: White, 300m to 900m from RWY end: ALTN Red/ White, 300m to RWY end: Red.	Red RWY edge lights in the direction of Rwy 20R before the displaced THR. Bi-directional raised White/Amber edge lights after the displaced THR.	Red	Elevated Red
02C	CAT I High Intensity reduced approach lighting (810m) consisting of centreline barrettes showing variable White, 1 crossbar, 2 approach beacons and sequenced flashing lights.	Green supplemented by Green wing-bar and 2 THR ident lights.	PAPI 003° located either side of RWY, 418m from THR. 2 White LGT and 2 Red LGT (19.8m), 3 White LGT and 1 Red LGT (23.7m), 4 White LGT (26.2m). ACFT with eye-to-wheel height greater than 8m are advised to fly with 2 White and 2 Red LGT visible so as to achieve sufficient wheel clearance.	NIL	Inset High Intensity centreline lights as follow: From THR to 900m from RWY end: White, 300m to 900m from RWY end: ALTN Red/ White, 300m to RWY end: Red.	Bi-directional raised White/Amber edge lights.	Red	Elevated Red
20C	CAT II High Intensity reduced approach lighting (720m) consisting of extended centreline and Red row barrettes, 2 crossbars, 2 approach beacons and sequenced flashing lights.	Green supplemented by Green wing-bar and 2 THR ident lights.	PAPI 003° located left side of RWY, 418m from THR. 2 White LGT and 2 Red LGT (19.8m), 3 White LGT and 1 Red LGT (23.7m), 4 White LGT (26.2m). ACFT with eye-to-wheel height greater than 8m are advised to fly with 2 White and 2 Red LGT visible so as to achieve sufficient wheel clearance.	White	Inset High Intensity centreline lights as follow: From THR to 900m from RWY end: White, 300m to 900m from RWY end: ALTN Red/White, 300m to RWY end: Red.	Bi-directional raised White/Amber edge lights.	Red	Elevated Red

WSSS AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

1	ABN/IBN location, characteristics and hours of operation	ABN: 012209.20N 1035858.43E (western side of RWY 02L/20R) ALTN FLG W G EV 2.3 SEC, Operating hours HN + IMC IBN: 012301.27N 1035959.49E (top of Cargo Agents Building E) FLG G ‘CH’ EV 7 SEC, Operating hours HN + IMC
2	LDI location and LGT Anemometer location and LGT	Pressure tube anemometer and wind vane situated 345m west of middle of RWY 02L/20R. Cup anemometers and wind vanes at ends and middle of both runways. Windsocks at ends of both runways. Transmissometers at both ends and in the middle of both runways
3	TWY Edge and Centreline Lighting	RWY 02L/20R and RWY 02C/20C: Blue lights on TWY curved edges and apron TWY edges and Green centreline lights on all TWY.
4	Secondary power supply/switch-over time	Automatic standby generator power supply AVBL for airfield lighting with switchover time of 1 second during Category II low visibility operations.
5	Remarks	Vehicles painted yellow or displaying chequered red/white or orange/white flag at highest point of vehicle

WSSS AD 2.16 HELICOPTER LANDING AREA

Refer to ENR 3.4

WSSS AD 2.17 ATS AIRSPACE

1	Designation and Lateral Limits	CHANGI CTR 013300N 1040149E 013042N 1040654E 012542N 1040448E thence along Kuala Lumpur/Singapore FIR BDRY to 012000N 1041218E 010018N 1035524E 011100N 1035134E 013300N 1040149E
2	Vertical Limits	SFC to 3,000ft ALT
3	Airspace Classification	C
4	ATS Unit Callsign Language(s)	Singapore Tower English
5	Transition Altitude	11000 FT (3,350m)
6	Remarks	A helicopter shall not be operated within the Changi CTR unless prior permission has been obtained from the Director-General of Civil Aviation, CAAS. Email to caas_ats_ansp@caas.gov.sg

WSSS AD 2.18 ATS COMMUNICATION FACILITIES

Service Designation	Call sign	Frequency (P-Pri, S-Sec)	Hours of operation	Remarks
ACC	Singapore Radar	P123.7 MHz S127.3 MHz	H24	for ATS Routes B469, G219, G334, R208, L625, L629, L635, L642, L644, M751, M753, M758, M761, M763, M771, N884, N891 and N892.
		133.8 MHz	0000-1430
		P133.25 MHz S135.8 MHz	H24	for ATS Routes A457, A464, A576, B466, L762, R325 (all northbound) and R469.
		P134.2 MHz S133.35 MHz		for ATS Routes , G580, L644, M646 and M767
		P134.4 MHz S128.1 MHz 255.4 MHz		for ATS Routes A464, A576, G579 (all southbound), B470, L644, N875 and in area in the immediate vicinity of Singapore.
		124.05 MHz	0000-1530	Flow control service provided for ARR/DEP ACFT
		MAINT Period: Monthly - EV third SAT 1601-2359
	Singapore Radio	6556 kHz 11297 kHz	H24	SEA 1, Emission: A3AJ. SSB suppressed carrier, SATCOM service available
		5655 kHz 8942 kHz 11396 kHz		SEA 2, Emission: A3AJ. SSB suppressed carrier, SATCOM service available
		6556 kHz		SEA 3, Emission: A3AJ. SSB suppressed carrier, SATCOM service available
APP	Singapore Approach	P120.3 MHz S124.6 MHz	H24	TAR - Intermediate approach to Singapore Changi AP and other airports in Singapore. DEP from all airports in Singapore.
	Singapore Arrival	119.3 MHz	H24	TAR - Intermediate and final approach to Singapore Changi Airport.
	ASR I MAINT Period: Monthly, EV first SAT 1601-2359 ASR II MAINT Period: Monthly, EV fourth SAT 1601-2359
TWR	Singapore Tower	118.6 MHz	H24	for TKOF/LDG. for ACFT operating on RWY 02L/20R for vehicular movements on RWY 02L/20R
	Singapore Tower	118.25 MHz	H24	for ACFT operating on RWY 02C/20C for vehicular movements on RWY 02C/20C
	Singapore Ground	124.3 MHz	1600-0000 0000-1600	for push-back / taxiing of all aircraft for ground movement of aircraft (including towing aircraft) west of Terminal 3
		121.725 MHz	0000-1700 2100-0000	for push-back / taxiing of all aircraft for ground movement of aircraft (including towing aircraft) east of Terminal 2
		121.85 MHz	0000-1800 2300-0000	for push-back / taxiing of all aircraft for ground movement of aircraft (including towing aircraft) north of Terminal 1
		121.00 MHz	H24	for ground emergency
		122.55 MHz	H24	for push-back / taxiing of all aircraft for ground movement of aircraft (including towing aircraft) of Terminal 4
		125.65 MHz	H24	for push-back / taxiing of all aircraft for ground movement of aircraft (including towing aircraft) west of Terminal 4
	Singapore Delivery	121.65 MHz	H24	for Pre-flight check/ATC clearance
	Singapore Delivery	119.6 MHz	0030-0230 1200-1300	for issuance of ATC clearance
	Changi Tower / Changi Apron	121.9 MHz	H24	Requests for engine runs on aprons and taxiways, excluding runways, would be regulated by Changi Apron. All towing request to contact Changi Apron followed by instruction to contact respective Singapore Ground frequency for towing clearance. Request for vehicular movements on taxiways, excluding runways, would be regulated by Changi Tower. For aircraft on tow and vehicular movements on the runway when the runway is closed for maintenance. All personnel operating the radio station on board an aircraft that is on the ground in Changi Airport should possess the Aircraft Radio Operator Approval (AROA) or other equivalent certification.
D-ATIS	Singapore Changi Airport Information	128.6 MHz	H24	Data Link Service available. AP IDENT WSSS Messages comply with ARINC 623 Standards. Updating of data: H+00 to H+10 and H+30 to H+40

WSSS AD 2.19 RADIO NAVIGATION AND LANDING AIDS

Type of aid and Variation	IDENT	Frequency	OPR Hour	Position of Transmitting Antenna Coordinates	DME Transmitting Antenna Elevation / Remarks
1	2	3	4	5	6 & 7
SINJON DVOR/DME	SJ	113.5 MHz CH82X	H24	011319.28N 1035120.08E	201° MAG 14.5km from THR RWY 02 (Paya Lebar). Antenna HGT: 194ft AMSL. Coverage 200NM. EM: F1. Maintenance period: Third Thursday of every month between 0200-0600
TEKONG DVOR/DME	VTK	116.5 MHz CH112X	H24	012455.36N 1040120.17E	023° MAG 6.4km from THR RWY 20C (Singapore Changi). Antenna HGT: 150ft AMSL. Coverage 200NM. EM: F1 Maintenance Period: Third Friday of every month between 0200-0600
RWY 20C ILS LLZ	ICC	109.7MHz	H24	011932.48N 1035901.21E	Located 368m (1207ft) from THR RWY 02C, along RWY centreline. Course width 3.38°. EM: A0/A2.
RWY 20C ILS GP	-	333.2MHz	H24	012131.70N 1035955.79E	Located 338m (1109ft) from THR RWY 20C on left side of RWY, 120m (394ft) from RWY centreline. GP angle 3°. HGT of ILS Reference Datum: 17m (56ft). EM: A0/A2.
RWY 20C ILS DME	ICC	CH34X	H24	012131.70N 1035955.79E	DME co-located with GP. EM: P9.
RWY 20C ILS MM	-	75MHz	H24	012212.17N 1040008.60E	Located 960m (3150ft) from THR RWY 20C along extended centreline of RWY. No back beam.
RWY 02C ILS LLZ	ICE	108.3MHz	H24	012154.39N 1040001.14E	Located 368m (1207ft) from THR RWY 20C, along RWY centreline. Course width 3.38°. EM: A0/A2.
RWY 02C ILS GP	-	334.1MHz	H24	011952.09N 1035913.75E	Located 338m (1109ft) from THR RWY 02C on left side of RWY, 120m (394ft) from RWY centreline. GP angle 3°. HGT of ILS Reference Datum: 17m (56ft). EM: A0/A2.
RWY 02C ILS DME	ICE	CH20X	H24	011952.09N 1035913.75E	DME co-located with GP. EM: P9.
RWY 02C ILS MM	-	75MHz	H24	011915.04N 1035853.83E	Located 945m (3100ft) from THR RWY 02C along extended centreline of RWY. No back beam.
RWY 20R ILS LLZ	ICH	108.9MHz	H24	012045.23N 1035834.17E	Located 368m (1207ft) from THR RWY 02L, along centreline of the RWY. Course width 3.38°. EM: A0/A2.
RWY 20R ILS GP	-	329.3MHz	H24	012225.59N 1035912.29E	Located 330m (1083ft) from displaced THR RWY 20R on right side of the RWY, 120m (394ft) from RWY centreline. GP angle 3°. HGT of ILS Reference Datum: 17m (56ft). EM: A0/A2.
RWY 20R ILS DME	ICH	CH26X	H24	012225.59N 1035912.29E	DME co-located with GP. RWY 20R ILS DME not available beyond 15 degrees west of RWY 20R centreline below 2500ft. EM: P9.
RWY 20R ILS MM	-	75MHz	H24	012307.51N 1035934.24E	Located 1122m (3681ft) from displaced THR RWY 20R, along centreline of the RWY.
RWY 02L ILS LLZ	ICW	110.9MHz	H24	012307.03N 1035934.03E	Located 1105m (3625ft) from displaced THR RWY 20R, along centreline of RWY. Course width 2.81°. EM:A0/A2.
RWY 02L ILS GP	-	330.8MHz	H24	012108.35N 1035838.86E	Located 343m (1125ft) from THR RWY 02L on left side of RWY, 143m (469ft) from RWY centreline. GP angle 3°. HGT of ILS Reference Datum: 17m (56ft). EM:A0/A2.
RWY 02L ILS DME	ICW	CH46X	H24	012108.35N 1035838.86E	DME co-located with GP. EM:P9.
RWY 02L ILS MM	-	75MHz	H24	012027.54N 1035826.68E	Located 957m (3140ft) from THR RWY 02L along extended centreline of RWY. No back beam.

WSSS AD 2.20 LOCAL TRAFFIC REGULATIONS

1 DESIGNATION OF PAYA LEBAR AIRPORT AS AN ALTERNATE AERODROME FOR SINGAPORE CHANGI AIRPORT

Please refer to section WSAP AD 2.20 for details.

2 WRONG APPROACHES AND LANDINGS OF AIRCRAFT BOUND FOR SINGAPORE CHANGI AND PAYA LEBAR AIRPORTS

2.1 INTRODUCTION

2.1.1 The attention of all pilots is drawn to the existence of Paya Lebar Airport close to Singapore Changi Airport. The runway at Singapore Changi Airport is orientated in the same true bearing as the runway at Paya Lebar Airport i.e. 023°/203°. Due to the close proximity of these two runways, pilots are cautioned against mistaking Paya Lebar Airport for the runway of Singapore Changi Airport and thus making an inadvertent visual landing or approach to land at Paya Lebar.

2.1.2 Erroneous approaches or landings usually occurred during the hours of darkness. In almost every instance, the weather prevailing at the time of the incident was generally good or fair.

2.1.3 There is intensive local flying at Paya Lebar and Seletar during the day and night. Thus, the risk of collision is very great if a wrong approach is made to any of the above two airports. Likewise, wrong approaches into Singapore Changi Airport can also be disastrous.

2.2 POINTS TO BEAR IN MIND WHEN APPROACHING SINGAPORE CHANGI AIRPORT OR PAYA LEBAR

2.2.1 The following points are highlighted to serve as a guide to assist pilots in making a correct approach into Singapore Changi Airport or Paya Lebar Airport and should be remembered and followed:

The runways at Singapore Changi Airport and Paya Lebar Airport are identically aligned on 02/ 20. Therefore exercise extreme vigilance when leaving NYLON or SAMKO Holding Areas inbound and maintain correct tracks to the respective runways as listed below.
Adhere strictly to IFR procedures even in VMC which calls for a procedure turn over NYLON Holding Area or SAMKO Holding Area as prescribed.
Make full use of all available navigational and landing aids available and positively identify every aid used.
Switch to the correct ILS localizer frequency at Singapore Changi Airport under all conditions.

2.3 AERODROME CHARACTERISTICS OF SINGAPORE CHANGI AND PAYA LEBAR AIRPORTS

2.3.1 Tabulated below are details of aerodrome characteristics of Singapore Changi Airport and Paya Lebar Airport which indicate the similarities and significant differences for ease of identification by pilots operating into these two airports.

Aeronautical Service	PAYA LEBAR Airport	SINGAPORE CHANGI Airport	Significant Differences and Remarks
Magnetic heading of RWY	02/20	02L/20R 02C/20C	Exercise caution due to similar RWY alignment
Approach Lights	RWY 02 Modified Calvert High INTST with centreline and 3 crossbars. High INTST white LGT with brilliancy control and sequenced flashing lights.	RWY 02L Precision APCH LGT CAT II. Extended centreline with red side row barettes, 2 crossbars, 2 APCH beacons and sequenced flashing lights.
Approach Lights	RWY 20 Modified Calvert High INTST with centreline and 3 crossbars. High INTST white LGT with brilliancy control and sequenced flashing lights.	RWY 20R Precision APCH LGT CAT I. Centreline barettes flashing white, 2 APCH beacons and sequenced flashing lights. (refer to chart AD-2-WSSS-ADC-2)
ILS	RWY 20 - NIL	RWY 20R IDENT ICH No back beam LLZ 108.9 MHz GP 329.3 MHz
ILS	RWY 02 - NIL	RWY 02L IDENT ICW No back beam LLZ 110.9 MHz GP 330.8 MHz
IBN	Flashing R ‘PL’ HN and IMC	Flashing G ‘CH’ HN and IMC
ABN	NIL	ALTN Flashing W G every 2.3 SEC

WSSS AD 2.21 NOISE ABATEMENT PROCEDURES

1.1 To alleviate the problem of noise, all aircraft on AWY G579 between SINJON (SJ) and JAYBEE (JB) shall operate at/above 5,000ft.

1.2 The Standard Instrument Departure routes for aircraft departing on RWY 20R/20C are for the purpose of noise abatement in addition to being used for air traffic control.

1.3 Departures on RWY 20R are restricted between 1600-2200UTC. This restriction is not applicable when RWY 20C/02C is unavailable because of maintenance works or for other reasons.

1.4 Unless it is necessary for operational or safety reasons, when using engine reverse, arrivals on RWY 02L/20R between 1600-2200UTC may not exceed idle reverse thrust.

WSSS AD 2.22 FLIGHT AND GROUND PROCEDURES

1 LOW VISIBILITY PROCEDURES (LVP) FOR CATEGORY II ILS OPERATIONS

1.1 Introduction

1.1.1 Category II ILS approaches will be made available at Singapore Changi Airport to authorised flights during prolonged periods of low visibility, except during thunderstorms. RVR minima for CAT II ILS operations is limited to 350m due to runway and taxiway light spacing requirements on the airfield.

1.2 Authorisation for Category II ILS Approaches

1.2.1 Operators who wish to conduct Category II ILS operations at Singapore Changi Airport must have obtained operational approval from the relevant State of Operator and be authorised by the Civil Aviation Authority of Singapore.

1.3 Category II ILS Runways

1.3.1 At Singapore Changi Airport, Category II ILS approaches are available only on RWY 02L and RWY 20C, which are also equipped with precision approach Category II lighting system. When required, pilots making Category II ILS approaches to Singapore Changi Airport should refer to the procedures in the Instrument Approach Charts AD-2-WSSS-IAC-1 to AD-2-WSSS-IAC-11 and the Precision Approach Terrain Charts for RWY 02L and RWY 20C at AD-2-WSSS-PATC-1 and AD-2-WSSS-PATC-2 respectively.

1.4 Initiation of Category II ILS Operations

1.4.1 Preparations will be made to implement LVP for Category II ILS operations at Singapore Changi Airport during prolonged period of low visibility, except during thunderstorms, when the RVR drops below 800 metres.

1.4.2 Availability of the Category II ILS approaches will be made known through NOTAM and ATIS broadcasts as well as air traffic control radio communications.

1.4.3 During LVP operations, aircraft will not be cleared for Category II ILS approach if any of the ILS or approach/runway lights fall below Category II requirements. Aircraft will not be cleared for landing if the Touchdown Zone RVR is unserviceable.

1.5 ILS Sensitive Areas

1.5.1 Upon landing, pilots shall report to Changi Tower once the aircraft has cleared the runway and has passed the ILS sensitive areas demarcated by alternate yellow and green lights along the centrelines of Rapid Exit Taxiways and Cross Taxiways.

1.6 Termination of LVP for Category II ILS Operations

1.6.1 LVP for Category II ILS operations will be terminated when RVR has improved above 800 metres. Termination of LVP for Category II ILS operations will be made known through NOTAM and ATIS broadcasts as well as air traffic control radio communications.

1.7 Operations of flights Not Authorised for Category II ILS
Operations

1.7.1 During Category II ILS operations, if the RVR is 550 metres or above, flights not authorised for Category II ILS operations may continue to make approaches and land. Airlines planning to operate flights not authorised for Category II ILS operations into Changi shall monitor the METAR to ascertain the RVR values when launching their flights and be prepared to divert if the RVR is below 550 metres.

2 RUNWAY UTILISATION

2.1 Runway-in-use

2.1.1 The runway-in-use (Departure/Arrival) is selected by Aerodrome Control as the optimum for general purposes and to maximise runway utilisation. If the assigned runway is unsuitable for a particular operation, the pilot can obtain permission from ATC to use another runway but should anticipate delay.

2.2 Departures

2.2.1 Pilots should arrange their taxi such that they are ready to depart without delay on reaching the runway holding point. As standard ICAO wake turbulence separation is being applied, pilots are to advise ATC early if more time is needed for the aircraft to be ready for departure. When informed, ATC will be able to make changes in the departure sequence, if necessary, to minimise delays to other succeeding departures.

2.2.2 Pilots should complete cockpit checks prior to line-up for departure and keep any checks on the runway to a minimum.

2.2.3 Conditional line-up clearance may be used by ATC to facilitate an expeditious flow of traffic. On receipt of line-up clearance, pilots should taxi into position promptly without delay. Unless given instructions to line-up and wait, pilots should be ready and prepared to depart without stopping. On receipt of take-off clearance, pilots to commence take-off roll without delay.

2.3 Clearance for Immediate Take-Off

2.3.1 A pilot receiving the ATC instruction ‘cleared for immediate take-off’ is required to act as follows:

if waiting clear of the runway, taxi immediately on to it and begin take-off run immediately without stopping the aircraft;
if already lined-up on the runway, take-off without delay;
if unable to comply with the instruction, inform ATC immediately.

2.4 Arrivals - Minimum Runway Occupancy Time (ROT)

2.4.1 Arriving aircraft upon landing are reminded that it is imperative to vacate the runway as quickly as practicable to enable ATC to apply minimum spacing on final approach and minimise the occurrence of “go-arounds”.

2.4.2 To achieve minimum ROT and reduce missed approaches due to occupied runway, pilots should vacate the runway via the first available exit taxiway corresponding to operational requirements, or as instructed by ATC. If an exit taxiway other than the first available exit taxiway is required, pilots shall advise the Tower Controller on first contact.

2.4.3 To enhance planning, pilots can make reference to the Landing Exit Distance (LED), the distance from threshold to the furthest edge of the exit taxiway:

RWY	Exit Taxiway (LED in metres)	Remarks
20R	W6(1655), W7(2123) and W8 (3061)	Note 1: Recommended exit taxiways are bold and underlined. Note 2: * Indicates Rapid Exit Taxiway (RET) and maximum design ground speed for the exit taxiway is 50kts.
20C	E6(1948), E7(2391) and E8 (3152)
02L	W5(1966), W4(2491) and W3* (2876)
02C	E5(2055), E4(2565) and E3* (3267)

2.4.4 Pilots can expect initial taxi instructions from the Runway Controller before clearing the exit taxiway. Aircraft vacating the runway-in-use should not stop on the exit taxiway until the entire aircraft has passed the runway holding point.

2.4.5 BTN 0830-1030 daily estimated delays of about 15 minutes can be expected for arrivals into Singapore Changi Airport.

2.5 Reduced Runway Separation Minima

2.5.1 Reduced Runway Separation Minima may be applied between a departing aircraft and a succeeding landing aircraft or between two successive landing aircraft on the same runway provided the following conditions exist:

During the hours of daylight from 30 minutes after local sunrise to 30 minutes before local sunset;
Visibility of at least 5km;
Cloud ceiling shall not be lower than 1,000ft;
Tailwind component shall not exceed 5 knots;
The second aircraft will be able to see the first aircraft clearly and continuously until the first aircraft is clear of the runway;
Traffic information shall be provided to the flight crew of the succeeding aircraft concerned;
The braking action shall not be adversely affected by runway contaminants such as water;
Wake turbulence separation minima shall be applied; and
Responsibility for ensuring adequate separation between the two aircraft rests with the pilot of the second aircraft.

2.5.2 When reduced Runway Separation Minima is applied, the successive landing aircraft may be given a clearance to land before the first aircraft has cleared the runway-in-use after landing or crossed the runway end on departure provided there is reasonable assurance that the following separation distances will exist when the landing aircraft crosses the runway threshold:

	Landing following Landing	Landing following Departure
RWY 02L/20R	The preceding aircraft has landed and has passed a point at least 2500m from the threshold of runway (abeam TWY W4 for RWY 02L or TWY V7 for RWY 20R), is in motion and will vacate the runway without backtracking.	The departing aircraft is/will be airborne and has passed a point at least 2500m from the threshold of the runway (abeam TWY W4 for RWY 02L or TWY V7 for RWY 20R).
RWY 02C/20C	The preceding aircraft has landed and has passed a point at least 2500m from the threshold of the runway (abeam TWY E4 for RWY 02C or TWY E7 for RWY 20C), is in motion and will vacate the runway without backtracking.	The departing aircraft is/will be airborne and has passed a point at least 2500m from the threshold of the runway (abeam TWY E4 for RWY 02C or TWY E7 for RWY 20C).

2.6 Phraseology

2.6.1 When issuing a landing clearance following the application of these procedures, ATC will issue the second aircraft with the following instructions:

".... (call sign) .... after the landing / departing .... (Aircraft Type) Runway .....(Designator) cleared to land".

3 AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) MODE OF OPERATIONS

3.1 A-CDM aims to optimise airport operations by having an efficient turnaround process and improving the predictability of operational events. It also helps to improve gate management, flight punctuality, reduce apron taxiway and holding point congestion which is beneficial to all airport partners. A-CDM involves sharing of accurate and timely operational information amongst airport partners through different airport systems and improving work processes by implementing a set of operational procedures.

3.2 The A-CDM procedures apply to all scheduled flights departing Singapore Changi Airport except for VVIP, CASEVAC, SAR and aircraft on special tasks. ATC shall have full discretion in conduct of such operations.

3.3 Definition of commonly used terms in A-CDM

Target Off Block Time (TOBT) – The time an aircraft operator (AO) or ground handling agent (GHA) estimates that an aircraft will be ready, all doors closed, boarding bridge removed, pushback vehicle available and ready to start-up / pushback immediately upon receipt of clearance from ATC.
Target Start Up Approval Time (TSAT) – The time provided by ATC that an aircraft can expect start-up / push back approval.
Calculated Take Off Time (CTOT) – A time calculated as a result of tactical slot allocation, at which a flight is expected to become airborne.

4 A-CDM PRE-DEPARTURE PROCEDURES

4.1 Singapore Changi Airport’s A-CDM portal will automatically calculate a system TOBT for each departure flight taking into account the estimated or actual in-block time (EIBT / AIBT), minimum turnaround time (MTT) and scheduled time of departure (STD)

4.2 If the calculated TOBT (EIBT / AIBT + MTT) is earlier than STD, the system will take the STD as TOBT.

4.3 If the calculated TOBT (EIBT / AIBT + MTT) is later than STD, the amount of turnaround delay that system predicts is equal to TOBT – STD.

4.4 AO are required to assess the system generated TOBT at 40 minutes prior to departure and update it if the prediction of departure readiness is different. Thereafter, TOBT needs to be monitored and updated constantly if it is expected to differ by 5 minutes or more until the flight commences pushback. AO can consider delegating the responsibility of TOBT submission to their ground handling agent (GHA) subject to prior internal arrangements between AO and GHA.

4.5 TOBT shall be updated through the following systems:

Airport Operations Centre System (AOCS) A-CDM web based portal; or
Gate Message Input Display (GMID) at boarding rooms;

4.6 AO/GHA is encouraged to update TOBT through ONLY one of the above systems in order to avoid any chance of a miscommunication.

4.7 TOBT information is available through the following channels:

AOCS A-CDM portal;
GMID;
Aircraft Docking Guidance System (ADGS) at contact stands;
Radio communication with GHA or AO.

4.8 The Pre-Departure Sequencer (PDS) will calculate the TSAT automatically by taking into account factors such as TOBT, calculated take-off time (CTOT), variable taxi times (VTT), wake turbulence category, departure separation, etc. A pre-departure sequence is determined from the calculated TSATs, thus the accuracy of TOBT is vital to an optimal TSAT.

4.9 Flights with an invalid or expired TOBT will be instructed by ATC to update TOBT when requesting for clearance. For non-compliant flights, delays can be expected. AO or GHA are strongly encouraged to update TOBT as soon as any expected delay to the aircraft readiness for pushback is made available to avoid unnecessary hold-ups.

4.10 TSAT information is available through the following channels:

AOCS A-CDM portal;
GMID;
ADGS at contact stands;
Radio communication with GHA or AO;
ATC - Upon issuance of ATC clearance (for flights parked at aircraft stands without ADGS).

5 A-CDM START-UP PROCEDURES

5.1 Pilot shall ensure aircraft is ready for pushback at TOBT.

5.2 Pilot to maintain communication with the AO / GHA as they are responsible for updating the TOBT. Notify the AO / GHA to update the TOBT if it is expected to differ by 5 minutes or more.

5.3 Pilot utilising the DCL service on selected routes shall request for ATC clearance through ‘Request for Departure Clearance Downlink’ (RCD) message no earlier than 20 minutes before TOBT. Refer to WSSS AD 2.22 paragraph 8.4 on the applicable routes for DCL service and procedures.

5.4 Pilot using voice request to contact Ground Movement Planner (Clearance Delivery) and request for ATC clearance within 5 minutes of TOBT using the following phraseology:

- Callsign
- Destination
- Proposed flight level and alternate level, if any
- Parking position

Pilot shall only request for ATC clearance provided aircraft is ready to pushback at TOBT.

5.5 Regardless of clearance through voice or datalink, all departing aircraft must report to Clearance Delivery when ready for push within 5 minutes of TOBT.

5.6 ATC will advise the pilot whether the proposed flight level or other alternate flight level is available and an ATC clearance will be issued accordingly. If pre-departure coordination with an adjacent unit or centre is required, the pilot will be instructed to standby.

5.7 ATC will update TSAT changes if any, during issuance of ATC clearances. Note that TSAT displayed on ADGS may not be final and can be revised due to en-route clearance restrictions, ground congestion or flow measures.

5.8 Pilot shall request for pushback from Ground Movement Control within 5 minutes of TSAT after obtaining ATC clearance, or as directed by ATC.

ATC may swap pushback sequence based on real-time readiness of aircrafts to maximise apron and runway capacity and reduce the overall delay to traffic as and when required.
At the end of pushback, the departing aircraft must have all engines started and be ready to taxi immediately, unless otherwise instructed by ATC.

Note: The first aircraft to taxi may not necessarily be the first aircraft to take-off as distances between aircraft stands and the departure runway vary.

5.9 If a flight is unable to pushback by TSAT + 5 minutes due to the aircraft being unready, ATC clearance and TSAT will be cancelled. Pilot must notify the AO / GHA to update the TOBT for a new TSAT before requesting for a new ATC clearance. This also applies to aircraft returning back to blocks after pushback.

ATC will inform the aircraft when a clearance is cancelled using the phraseology; “(Callsign of aircraft) your ATC clearance and TSAT is cancelled (reason). Update TOBT before requesting for new clearance”.
Flight may also have its ATC clearance cancelled if it develops a technical problem after pushback and is unable to taxi for prolonged duration.

5.10 Non-compliance of initial TSAT may result in an aircraft losing its existing position in the pre- departure sequence. Delay can be expected as a result of re-sequencing based on new TOBT input.

5.11 If delay in pushback is due to ground traffic movement or ATC clearance restrictions, the ATC clearance and TSAT will remain valid even if it exceeds TSAT + 5 minutes. TOBT need not be updated for such situations.

5.12 In the event that A-CDM mode of operations need to be cancelled due to any reason, the termination will be communicated to relevant parties through email by the airport operator and a NOTAM will be issued by ATC. Pilot shall follow the non-CDM procedures detailed in para 13.

5.13 Quick overview of WSSS start-up for pilots

Definitions of commonly used terms

Target Off-Block Time (TOBT) - The time that an AO or GHA estimates that an aircraft will be ready, all doors closed, boarding bridge removed, pushback vehicle available and ready to start-up / pushback immediately upon receipt of ATC clearance.
Target Start-up Approval Time (TSAT) - The time provided by ATC that an aircraft can expect start-up / pushback approval.

TOBT and TSAT requirements

Irrespective of the TSAT, the aircraft must be ready for departure at the TOBT +/- 5 minutes as the TSAT may be revised forward at short notice.
Any time the TOBT or TSAT cannot be met, or an earlier departure is required, the TOBT must be updated expeditiously by the aircraft operator or ground handler.

ATC Clearance

ATC Clearance on selected ATS routes can be requested via Data Link Departure Clearance (DCL) at TOBT- 20 minutes.
If DCL is not available, ATC Clearance should be requested via Clearance Delivery at TOBT +/-5 minutes.

Start-up / Pushback Clearance

Pilots must be ready for start-up / pushback at TOBT +/- 5 minutes.
Pilots should request start-up / pushback clearance at TSAT +/- 5 minutes.

6 A-CDM INFORMATION VIA AIRCRAFT DOCKING GUIDANCE SYSTEM (ADGS)

6.1 All contact stands in Singapore Changi Airport will have ADGS. The fundamental operation and usage of ADGS still remain the same for flight crew. Additional information which includes TOBT, TSAT and TOBT count-down timer will be displayed in local times as part of the improvements to support A-CDM operations.

Aircraft Docking Guidance System (ADGS)
Description	Display on ADGS
Aircraft arrival to stand No change in existing functionality and display
40 minutes prior to TOBT ADGS will display TOBT submitted by AO / GHA and a count down timer (2 digits) to TOBT in minutes As ADGS can only display up to 7 characters per line, the displayed message will be scrolling. Timings displayed will be in Local Time (LT) TOBT timings will change instantly if there is an update done by AO / GHA
25 minutes prior to TOBT ADGS will display TSAT derived by PDS As ADGS can only display up to 7 characters per line, the displayed message will be scrolling. TSAT timings may change as the PDS is continuously optimising push back times based on real time traffic conditions
Aircraft departure from stand ADGS will display the actual off-block time (AOBT) As ADGS can only display up to 7 characters per line, the displayed message will be scrolling TOBT, TSAT and TOBT countdown timer will be removed AOBT display will be removed 3 minutes after AOBT

7 CONTACT AND INFORMATION

7.1 Please contact the airport operator, Changi Airport Group (CAG), at a-cdm@changiairport.com for application of AOCS A-CDM and GMID account or if you have any queries.

7.2 Aircraft operators may also contact their ground handling agent directly on queries regarding TOBT submission.

8 DEPARTURE CLEARANCE (DCL) VIA DATALINK PROCEDURES

8.1 Aircraft need to be equipped with Aircraft Communications Addressing and Reporting System (ACARS) to support DCL application and be compliant with the European Organisation for Civil Aviation Equipment (EUROCAE) ED-85A (Data Link Application System Document (DLASD) for the DCL datalink service) and ARINC Specification 623-3.

8.2 Singapore application of DCL is in accordance with ED-85A.

8.3 The logon ID of the ground system for the provision of DCL service is WSSS.

8.4 DCL service is only applicable for flights departing from WSSS to the following routes / destinations:

Destinations in Peninsular Malaysia via ATS Routes A457 and B466
Destinations in Thailand via ATS Routes B466 and B469 / M751
Destinations in Indonesia via ATS Route A457, R469 and B470
Destinations in Australia and New Zealand via ATS Route B470
Flights with allocated Calculated Take-Off Time (CTOT) under Bay of Bengal Cooperative Air Traffic Flow Management (BOBCAT)

8.5 Pilot utilising the DCL service on selected routes shall request for ATC clearance through RCD message no earlier than 20 minutes before TOBT.

For flights with allocated CTOT under BOBCAT, to input "CTOT HHMMz’’ under the free text field in RCD message.
For flights routed via ANITO B470, to input "ANITO FLxxx"(ANITO crossing level) under the free text field in RCD message.
Pilot shall contact Clearance Delivery or the next assigned frequency in ‘Departure Clearance Uplink’ (CLD) message within 5 minutes of TOBT using the following phraseology:
- <"Callsign"...With P-D-C, fully ready>
- Provide requested flight level if it differs from PFL filed in flight plan
- Provide CTOT or ANITO crossing if not previously given in RCD message

8.6 DCL message format does not include the requested cruising level and final cruising level.

The planned flight level (PFL) filed in flight plan field 15b will be used as requested level unless otherwise specified by pilot.
Final cruising level will be assigned by Singapore ATC after airborne and it is subjected to traffic disposition. No on-ground level negotiations or reservations are allowed.

8.7 DCL service does not provide clearance revision. Any revision to the clearance issued via datalink will be made by ATC through voice communications.

8.8 Clearance request through VHF using the existing voice procedures is still available for applicable flights under the DCL service.

8.9 ATC will reject the DCL request and send a "revert to voice procedures" message to the pilot if one of the following occurs:

Flight's routes / destinations not stated in paragraph 8.4
RCD message does not comply with ED-85A or have inaccurate flight data,
e.g. different Callsign / ADES from flight plan
Invalid TOBT
When required by ATC due to flow restriction

8.10 Upon receipt of any “revert to voice procedures” message, pilot shall cancel any clearance received previously (if any) and follow the existing voice procedures for clearance request, i.e. contact Clearance Delivery within 5 minutes of TOBT.

8.11 Pilot shall monitor the clearance delivery frequency once the DCL process is initiated. In the event of any issues encountered, ATC will revert to voice procedures.

8.12 ATC will revert with CLD message within 5 minutes of receipt of the RCD message. If no CLD message is received, pilot is to call on delivery frequency to verify request.

Pilot shall respond with ‘Departure Clearance Readback Downlink’ (CDA) message within 5 minutes of receipt of CLD message. Failure to comply may result in a "revert to voice procedures" message being sent.

Note: The DCL process is only complete and clearance confirmed when CDA message is received and processed successfully.
A “CDA received – clearance confirmed” message will be sent to the pilot.

8.14 Aircraft operator / ground handling agent shall continue to update TOBT to reflect any changes in readiness time in accordance to A-CDM startup procedures stated in AIP Singapore section WSSS AD 2.22 paragraph 5.

8.15 ATC will check for TOBT compliance and update pilot of any revisions in departure clearance and flow restrictions before handing the flight over to Ground frequency for start-up and pushback.

8.16 ATC will cancel the clearance issued and send a "revert to voice procedures" message if pilot does not report ready for push within 5 minutes of TSAT.

9 ASSIGNMENT OF FLIGHT LEVELS TO AIRCRAFT DEPARTING FROM SINGAPORE CHANGI AIRPORT

9.1 Assignment of flight levels to departing aircraft is made on a best-planned-best-served basis (with reference to TOBT for ATC clearance request detailed in para 5.4). Aircraft will normally be assigned the level requested unless an alternate level is offered after coordination with the adjacent ATC centres.

9.2 Departing flights from Singapore requesting FL280 or FL320 on L759, M770, N571, N571/N877 or P628 will be cleared as follows:

Aircraft departing Singapore will be cleared to FL280;
Succeeding aircraft on the same route will be cleared to FL280 with 10min longitudinal separation provided there is no closing speed with the preceding aircraft;
Additional longitudinal separation as appropriate shall be imposed by ATC when the succeeding aircraft is faster than the preceding aircraft on the same route;
The first aircraft from either Singapore or Kuala Lumpur to be over GUNIP on N571 or N571/N877, the Kuala Lumpur/Bangkok FIR boundary on M770 or L759 and VPL on P628 can expect its requested flight level

10 DELAY IN PUSHBACK AND/OR TAXIING DUE TO OTHER AIRCRAFT

10.1 Delays may be expected for the second aircraft to pushback and to taxi when two or more aircraft are parked either adjacent to one another or close together. However, it will retain its ATC clearance even if the 5 minutes grace period allowed for under para 5.9 is exceeded.

Note: The TSAT may not be able to predict delays arising from apron congestion as traffic movement on ground is dynamic and situations may change on a real time basis depending on aircraft readiness. ATC will facilitate pushback as soon as possible when traffic permits.

11 DELAY IN TAKE-OFF DUE TO RESTRICTIONS IN THE ATC CLEARANCE

11.1 The ATC clearance may require an aircraft to arrive at a reporting point at a specified time and level or to depart a number of minutes behind a preceding traffic to establish the appropriate longitudinal separation. Such delay will not deprive a departing aircraft of its ATC clearance even though the 5 minutes grace period allowed for under para 5.9 is exceeded.

12 DELAY DUE TO OVERFLIGHTS

12.1 These are flights operating through Singapore FIR without landing at Singapore Changi Airport. Depending on their positions, a departing aircraft requesting the same level may have to accept an alternate level or may have to delay its departure in order to establish the prescribed separation.

13 NON-CDM MODE OF OPERATIONS

13.1 The non-CDM procedures is applicable for non-scheduled flights departing Changi Airport or when TOBT and TSAT references used in A-CDM mode of operations become unavailable due to system issues or maintenance.

13.2 If TOBT cannot be submitted or it is unavailable through different channels stated in para 4.5,

Pilots shall notify ATC when the aircraft is ready to pushback within 5 minutes.
ATC will advise the pilot whether the proposed flight level or other alternate flight level is available and an ATC clearance will be issued accordingly. If pre-departure coordination with an adjacent unit or centre is required, the pilot will be instructed to standby.
Once flight level is accepted by the pilot and an ATC clearance issued, the aircraft must be pushed back within 5 minutes from the time the ATC clearance is accepted unless other ATC restrictions are imposed. The ATC clearance will be cancelled on expiry of the 5 minutes grace period. This also applies to situations when aircraft return to blocks after pushback or develop technical issues and is unable to continue taxi.
Pilots who are ready to depart following the cancellation of an ATC clearance will adopt the procedures as if it is the first time they are ready to depart.

13.3 If TSAT is unavailable through different means stated in para 4.10,

AO and GHA shall continue to submit TOBT and pilots shall request for ATC clearance 5 minutes within TOBT stated in para 5.4
ATC will revert to the gate hold procedures stated in para 14 and issue estimated pushback times accordingly.

14 GATE HOLD PROCEDURES FOR DEPARTING AIRCRAFT (DURING NON-CDM MODE OF OPERATIONS)

14.1 Whenever there are about five to seven departing aircraft at the runway holding point, subsequent pushback of departures will be regulated such that the Ground Movement Planner (GMP) on VHF frequency 121.65MHz will start to issue pilots with Expected Pushback Time (EPT) as TSAT used in A-CDM operations is not available. The determination of EPT will take into account an aircraft's parking stand as well as taxi time to the runway-in-use holding point.

14.2 When an EPT is issued, pilots will be instructed to either remain on GMP frequency or to monitor Singapore Ground Control (frequencies 121.725MHz, 121.85MHz, 122.55MHz, 124.3MHz or 125.65MHz). It should be noted that when instructed to monitor the Singapore Ground frequencies, pilots shall not establish contact with the Singapore Ground Control, rather, pilots shall maintain listening watch on the assigned Singapore Ground Control frequency and wait for pushback instruction. This is to prevent unnecessary frequency congestion.

14.3 A flight issued with an EPT but chooses to commence pushback before the assigned time will be allowed to do so subject to traffic. However, the flight should not expect an earlier departure time as the planned pre-departure sequence will be maintained.

14.4 In a situation when a departing aircraft is occupying a gate that has been assigned to an arriving aircraft, the departing aircraft will be instructed by GMP to contact Singapore Ground Movement Control for pushback for the purpose of better gate utilisation.

14.5 To maximise runway utilisation, departure sequence will be planned on the basis of increasing runway throughput so as to enhance overall efficiency.

15 GROUND MOVEMENT PLANNER ON VHF 121.65MHz

15.1 The frequency shall be used for aircraft pre-flight checks and ATC clearances. Pilot-in-command to make his initial call from the parked position on this frequency.

16 GROUND MOVEMENT CONTROL ON VHF 121.725MHz, 121.85MHz, 122.55MHz, 124.3MHz and 125.65MHz

16.1 This frequency shall be used for aircraft start-up/push-back clearance.

16.2 Unless otherwise instructed by ATC, the pilot-in-command shall prior to starting engines listen out on the Ground Movement Control frequency on 121.725MHz, 121.85MHz, 122.55MHz, 124.3MHz or 125.65MHz.

16.3 The pilot-in-command shall:

Request and obtain taxi instructions prior to taxiing;
Note: ATC clearance, including the assigned SSR code will normally be issued prior to push back. Pilot shall squawk the SSR code immediately when airborne.
Change from Ground Movement Control frequency to the Runway Control frequency when instructed (118.6MHz or 118.25MHz). It should be noted that when instructed to monitor Singapore Tower frequencies, pilots shall not establish contact with Singapore Tower; rather, pilots shall maintain a listening watch on the assigned Singapore Tower frequency and wait for instruction. This is to prevent unnecessary frequency congestion.

16.4 Departing aircraft will be instructed when to change from 118.6MHz or 118.25MHz to Singapore Departure frequency 120.3MHz.

16.5 In the case of the aircraft having landed, the pilot-in-command shall change from 118.6MHz or 118.25MHz to 121.725MHz, 121.85MHz, 122.55MHz, 124.3MHz or 125.65MHz immediately upon instructed by ATC after clearing the runway. He shall maintain watch on 121.725MHz, 121.85MHz, 122.55MHz, 124.3MHz or 125.65MHz for taxiing and parking instructions until he arrives at his aircraft stand.

17 TAXIING

17.1 Taxi clearance given by Singapore Ground Movement Control will relate to movement on the manoeuvring area, but excluding the marshalling area.

17.2 Aircraft taxiing on the manoeuvring area will be regulated by ATC to avoid or reduce possible conflict and will be provided with traffic information and alerting service. ATC shall apply taxiing clearance limits whenever necessary.

17.3 The taxiway routes to be used by aircraft after landing or when taxiing for departure will be specified by ATC. The issuance by ATC of a taxi route to an aircraft does not relieve the pilot-in-command of the responsibility to maintain separation with other aircraft on the manoeuvring area or to comply with ATC directions intended to regulate aircraft on the manoeuvring area. Pilots are also advised of the possibility of misjudging the clearance between the aircraft wing tips and other obstacles, especially in areas of hot-spots or during low-light / poor visibility conditions.

17.4 Pilots are reminded to always use minimum power when starting engines, when manoeuvring within the apron area or when manoeuvring from apron taxiways to other parts of the aerodrome. It is especially critical when commencing to taxi that break-away thrusts are kept to an absolute minimum and then be reduced to idle thrusts as soon as possible.

18 TAKE-OFF AND LANDING

18.1 Departing aircraft will normally be directed by ATC to use the full length of the runway for take-off. On obtaining an ATC clearance the aircraft shall enter the runway via designated taxiways:

RWY 02C - TWY E10 or E11

RWY 02L - TWY W8, W9 or W10

RWY 20C - TWY E1, E2

RWY 20R - TWY W1, W2

18.2 The pilot-in-command shall not take-off or land without a clearance from Aerodrome Control.

18.3 The pilot-in-command shall not run-up on the runway in use unless authorised by Aerodrome Control. Engine run-ups in the holding pan or taxiway holding point clear of the runway in use may be carried out subject to approval by Aerodrome Control.

18.4 After landing, the pilot-in-command shall vacate the runway by the shortest suitable route and to contact Singapore Ground Movement Control who will issue specific taxi route instructions to its assigned aircraft stand.

18.5 Aircraft with radio communication failure shall vacate the runway and stop on the taxiway and watch for light signals from Aerodrome Control.

19 STANDARD INSTRUMENT DEPARTURE (SID) AND STANDARD INSTRUMENT ARRIVAL (STAR)

19.1 INTRODUCTION

19.1.1 The SIDs and STARs for Singapore Changi Airport require aircraft to be GNSS-equipped and approved with navigation systems that meet the ICAO RNAV-1 navigation specification in accordance to the ICAO Performance Based Navigation Manual (Doc 9613).

19.1.2 To avoid proliferation of SIDs and STARs, the basic RNAV SIDs and STARs follow similar tracks as the RNAV-1 (GNSS) SIDs and STARs using the same set of SIDs and STARs identification.

19.1.3 Operators / pilots who are not approved to operate on the RNAV-1 (GNSS) SIDs and STARs shall notify ATC and operate on the alternate basic RNAV SIDs and STARs or expect radar vectors from ATC.

19.2 ARRIVALS

19.2.1 Arriving aircraft from the various ATS routes shall plan for the respective RNAV-1 STARs with the associated flight planning requirement as shown below:

ATS Route	RNAV-1 STAR	Remarks and Flight Planning Requirement
A464 (southbound to Singapore)	ARAMA	Default STAR shall be ARAMA. When traffic permits and WSSS Runway 20 is in use, ATC will offer LELIB STAR.
A576 (southbound to Singapore)	Not applicable	Southbound flight landing at WSSS are not permitted to flight plan via A576.
G579	REPOV	NIL
G580	KARTO	NIL
L504	OBDOS	NIL
L642	ELALO	ESPOB Q801 Q802 ELALO
L762	ASUNA	NIL
M635	SURGA	NIL
M646	KARTO	NIL
M751 / B469	Not applicable	M751 VPK B469 90 DME PU PIBAP PASPU. After PASPU, expect radar vectors.
M753	ELALO	IPRIX Q802 ELALO
M767	KARTO	NIL
M774	OBDOS	NIL
M904	ELALO	UPRON Q803 ELALO
N891	ELALO	N891 ENREP direct ELALO
N892	MABAL	NIL
R469	ASUNA	NIL
Note: The LEBAR STAR serves as a transition option to the STARs listed above. This is to facilitate arrivals joining downwind to the west of Singapore Changi Airport. ATC may clear arrivals to join the LEBAR STAR when air traffic permits.

19.2.2 All RNAV-1 (GNSS) STARs terminate at the initial approach fix (IAF). Arrivals can expect radar vectors to intercept the localizer for an ILS approach to the respective runways.

19.3 DEPARTURES

19.3.1 All departing aircraft will be cleared on the appropriate RNAV-1 (GNSS) SIDs and shall climb initially to 3,000ft.

19.3.2 RNAV-1 (GNSS) SIDs will be assigned to departures from Singapore Changi Airport that flight plan on the following ATS routes:

ATS Route	RNAV-1 SID	Remarks and Flight Planning Requirements
A457	MASBO	NIL
B470	ANITO	NIL
G580 / M646	TOMAN	NIL
L504	BAVUS	NIL
L625 / N884	TOMAN	NIL
L762	ADMIM	NIL
M635	VENIX	NIL
M751	MERSING	NIL
M753	MERSING	VMR L642 ENREP M753 Expect radar vectors or further ATC clearance on approaching VMR.
M771	MERSING	VMR DOLOX M771 Expect radar vectors or further ATC clearance on approaching VMR.
M774	KADAR	NIL
N884	Not applicable	Not available for flight planning between VMR and LUSMO. Flight plan via TOMAN L625 LUSMO N884.
N891	MERSING	VMR ENREP N891 Expect radar vectors or further ATC clearance on approaching VMR.
R469	ADMIM	NIL
Y339	AROSO	Flight planning permitted for flights departing from or overflying Singapore to destinations north of Kuala Lumpur and Subang Airports. For flights operating at FL220 and below, to flight plan on A457.

19.4 VERTICAL AND SPEED RESTRICTIONS

19.4.1 Pilots shall comply with an ATC assigned level. Pilots shall also adhere to the vertical and speed restrictions depicted on the SIDs and STARs. ATC clearance will take precedence when the ATC clearance does not allow the pilots to adhere to the vertical and speed restrictions depicted on the SIDs and STARs.

19.5 OPERATORS’ PROCEDURES

19.5.1 The operator shall ensure that in-flight procedures, crew manuals and training programmes are established in accordance with RNAV-1 (GNSS) navigation requirements.

19.5.2 Pilots shall inform ATC when on-board equipment does not meet the RNAV-1 (GNSS) navigation requirements. Pilots can then expect radar vector from ATC.

20 COORDINATES OF SID/STAR WAYPOINTS (WGS84 DATUM)

Name	Latitude	Longitude	Radius/Distance from VTK	Radius/DIstance from SJ
ABVIP	010008N	1035032E	VTK R-203.5/ D27.0	SJ R-183.5 / D13.2
ADMIM	005733N	1033033E	VTK R-228.4/ D41.2	SJ R-232.8 / D26.1
AGROT	010108N	1035808E	VTK R-187.7 / D24.0	SJ R-150.8 / D14.0
AGVAR	014719N	1034145E	VTK R-318.8 / D29.8	SJ R-344.3 / D35.3
AKMET	015355N	1034339E	VTK R-328.6 / D34.0	SJ R-349.3 / D41.3
AKOMA	014522N	1035443E	VTK R-342.0 / D21.4	SJ R-006.2 / D32.0
ALFA	013033N	1034942E	VTK R-295.7 / D12.9	SJ R-354.8 / D17.2
ANITO	001700S	1045200E	VTK R-153.4 / D113.4	SJ R-146.0 / D108.6
ARAMA	013654N	1030712E	VTK R-282.4 / D55.5	SJ R-298.0 / D50.0
AROSO	020846N	1032421E	VTK R-319.9 / D57.4	SJ R-334.0/ D61.7
ASUNA	005948N	1030954E	VTK R-244.1 / D57.3	SJ R-252.0 / D43.6
ATKAX	000512N	1065946E	VTK R-113.9 / D195.5	SJ R-109.7 / D200.6
ATRUM	013256N	1040057E	VTK R-357.3 / D8.0	SJ R-026.1 / D21.8
BAVUS	000000N	1090000E	VTK R-105.9 / D310.5	SJ R-103.4 / D317.3
BETBA	013302N	1035331E	VTK R-316.1/ D11.3	SJ R-006.3 / D19.8
BIBVI	024336N	1040618E	VTK R-003.5 / D78.4	SJ R-009.6 / D91.1
BIDUS	013554N	1035755E	VTK R-326.0 / D13.2	SJ R-006.9 / D22.6
BIPOP	013122N	1041018E	VTK R-054.5 / D11.0	SJ R-046.8 / D26.2
BOBAG	010230N	1032954E	VTK R-234.7 / D38.6	SJ R-243.2 / D24.0
BOKIP	010421N	1034353E	VTK R-220.5 / D27.0	SJ R-219.5 / D11.6
BTM	010813N	1040758E	VTK R-158.2 / D17.9	SJ R-107.0 / D17.5
DIVSA	011105N	1040303E	VTK R-172.9 / D13.9	SJ R-100.8 / D11.9
DOGRA	010525N	1041423E	VTK R-146.2 / D23.5	SJ R-108.9 / D24.4
DOKTA	012606N	1041040E	VTK R-083.0 / D9.4	SJ R-057.0 / D23.2
DONDI	011252N	1035855E	VTK R-191.3/ D12.3	SJ R-093.4 / D7.6
DOSNO	004757N	1041409E	VTK R-160.8 / D39.0	SJ R-137.8 / D34.1
DOSPA	011459N	1040441E	VTK R-161.4 / D10.5	SJ R-082.9 / D13.5
DOVAN	011938N	1041249E	VTK R-114.6 / D12.7	SJ R-073.9 / D22.5
ELALO	041240N	1043329E	VTK R-010.6 / D169.9	SJ R-013.4 / D183.3
HOSBA	011948N	1042418E	VTK R-102.5 / D23.6	SJ R-079.0 / D33.7
IBIVA	011351N	1035637E	VTK R-203.1/ D12.0	SJ R-084.3 / D5.3
IBIXU	011621N	1035740E	VTK R-203.2 / D9.3	SJ R-064.4 / D7.0
IBULA	005036N	1043600E	VTK R-134.5 / D48.7	SJ R-116.8 / D50.2
IGNON	010847N	1041257E	VTK R-144.1 / D19.8	SJ R-101.8 / D22.2
IKAGO	003816N	1052931E	VTK R-117.7 / D99.8	SJ R-109.5 / D104.4
IKIMA	004314N	1045500E	VTK R-127.6 / D67.9	SJ R-115.1 / D70.5
JB (JAYBEE)	013000N	1034242E	VTK R-285.1 / D19.3	SJ R-332.6 / D18.6
KADAR	000647S	1074342E	VTK R-112.4 / D240.5	SJ R-109.0/ D245.8
KANLA	034556N	1043606E	VTK R-013.8 / D144.5	SJ R-016.5 / D158.3
KARTO	011124N	1053343E	VTK R-098.3 / D93.5	SJ R-091.1 / D102.6
KEXAS	011019N	1044818E	VTK R-107.2 / D49.2	SJ R-093.0 / D57.2
KILOT	030217N	1044023E	VTK R-022.0 / D104.5	SJ R-024.4 / D119.0
LAVAX	010950N	1042714E	VTK R-120.1 / D30.0	SJ R-095.5 / D36.2
LEDOX	011642N	1035651E	VTK R-208.6 / D9.4	SJ R-058.5 / D6.5
LELIB	012729N	1032450E	VTK R-274.0 / D36.6	SJ R-298.0 / D30.0
LETGO	011411N	1035548E	VTK R-207.3 / D12.1	SJ R-079.1 / D4.6
MABAL	032826N	1051236E	VTK R-030.1 / D142.1	SJ R-031.2 / D157.2
MASBO	020248N	1025251E	VTK R-299.0 / D78.3	SJ R-310.2 / D76.6
MIBEL	012351N	1020816E	VTK R-269.5 / D113.2	SJ R-275.8 / D103.7
NYLON	013657N	1040624E	VTK R-023.0 / D13.0	SJ R-032.9 / D30.0
OBDOS	002503N	1065551E	VTK R-108.9 / D184.5	SJ R-104.7 / D190.7
PALGA	011059N	1034759E	VTK R-223.8 / D19.3	SJ R-235.1 / D4.1
PAMSI	010459N	1034845E	VTK R-212.3 / D23.6	SJ R-197.2 / D8.7
PASPU	015915N	1040618E	VTK R-008.3 / D34.5	SJ R-018.3 / D48.1
PIBAP	023023N	1040618E	VTK R-004.4 / D65.3	SJ R-011.1 / D78.1
POSUB	012725N	1040748E	VTK R-069.0 / D6.9	SJ R-049.8 / D21.7
PU	012524N	1035600E	VTK R-275.2 / D5.4	SJ R-021.1 / D13.0
REMES	004342N	1035735E	VTK R-185.2 / D41.2	SJ R-167.9 / D30.2
REPOV	001623N	1040300E	VTK R-178.6 / D68.2	SJ R-168.3 / D57.9
RUVIK	011422N	1042033E	VTK R-118.8 / D21.9	SJ R-088.0 / D29.2
RWY 02C DER	012152N	1040000E	VTK R-203.5 / D3.3	SJ R-046.0 / D12.2
RWY 02L DER	012305N	1035933E	VTK R-224.1 / D2.5	SJ R-040.6 / D12.8
RWY 20C DER	011935N	1035902E	VTK R-203.3 / D5.8	SJ R-051.5 / D10.0
RWY 20R DER	012047N	1035835E	VTK R-213.7 / D4.9	SJ R-044.8 / D10.4
SABKA	015051N	1031713E	VTK R-300.4/ D51.2	SJ R-317.7 / D50.7
SAMKO	010530N	1035255E	VTK R-203.5 / D21.1	SJ R-168.0 / D8.0
SANAT	010749N	1035930E	VTK R-186.1 / D17.1	SJ R-123.7 / D9.9
SJ (SINJON)	011319N	1035120E	-	-
SURGA	003657S	1063119E	VTK R-129.1 / D193.3	SJ R-124.6 / D194.3
TOKIM	012933N	1040315E	VTK R-022.7 / D5.0	SJ R-036.7 / D20.1
TOMAN	012147N	1054717E	VTK R-091.7 / D106.2	SJ R-085.9 / D116.5
TOPOM	012955N	1040227E	VTK R-012.8 / D5.1	SJ R-034.2 / D20.0
VENIX	002156S	1060521E	VTK R-130.6 / D163.5	SJ R-125.3 / D164.3
VENPA	002141N	1044955E	VTK R-142.3 / D79.6	SJ R-131.2 / D78.1
VMR	022318N	1035218E	VTK R-351.2 / D58.8	SJ R-000.9 / D69.6
VTK (TEKONG)	012455N	1040120E	-	-

21 SID / STAR PHRASEOLOGIES

21.1 SID / STAR phraseologies allow ATC and pilot to communicate and understand detailed clearance information that would otherwise require long and potentially complex transmissions. To eliminate safety risk due to a mismatch between ATC and pilot expectations when SID / STAR phraseologies are used, and what certain terms may mean, ICAO has published Amendment 7-A to Doc 4444, PANS- ATM to harmonise the core phraseologies that positively reinforce the lateral, vertical and speed requirements embedded in a SID or STAR that will continue to apply, unless explicitly cancelled or amended by the controller.

21.2 The core phraseologies are:

CLIMB VIA SID TO (level)
DESCEND VIA STAR TO (level)

21.3 These require the aircraft to:

Climb / descend to the cleared level in accordance with published level restrictions;
Follow the lateral profile of the procedure; and
Comply with published speed restrictions or ATC-issued speed control instructions as applicable.

21.4 Phraseologies for removal of speed or level restrictions are:

CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S)
DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s))

21.5 These phraseologies mean that:

The lateral profile of the procedure continue to apply and
Speed or level restrictions which have not been referred to will continue to apply.

21.6 Phraseologies for variations to the lateral profile of the SID / STAR are:

PROCEED DIRECT (waypoint), or
VECTORING

21.7 These phraseologies mean that speed and level restrictions associated with the bypassed waypoints are cancelled.

21.8 Phraseology to clear aircraft to return to SID / STAR is: REJOIN SID / STAR

21.9 This phraseology means that speed and level restrictions associated with the waypoint where the rejoin occurs, as well as those associated with all subsequent waypoints must be complied with.

21.10 The term ‘VIA’ will no longer be used when issuing lateral routing clearances.

22 ARRIVING AIRCRAFT

22.1 The pilot-in-command of an arriving aircraft shall contact the appropriate Approach Control Unit 10 minutes before entering the CTR or ATZ.

23 LIGHT AIRCRAFT OPERATIONS

23.1 Light aircraft operations into and out of Singapore Changi Airport may be approved subject to the following conditions:

Prior permission has been granted;
Aircraft is suitably equipped;
Pilot is appropriately rated;
Subject to ATC.

23.2 Flight notification shall be given by filing a flight plan.

23.3 All such operations will be regulated in accordance with IFR procedures.

24 SIMULTANEOUS INDEPENDENT PARALLEL APPROACHES

24.1 Introduction

24.1.1 Simultaneous independent parallel approaches will be implemented daily between 0000UTC and 1500UTC to optimize runway utilization and enhance air traffic efficiency.

24.2 Procedures for simultaneous independent parallel approaches

24.2.1 To ensure safe operations between aircraft on parallel approaches, Normal Operating Zones (NOZs) are established for each extended runway centreline and a No Transgression Zone (NTZ) is established between the NOZs.

24.2.2 ATC will vector arriving flights into Singapore Changi Airport from the final waypoint of the respective STARs to the respective NOZs.

24.2.3 Within the NOZ, ATC shall provide a minimum vertical separation of 1,000ft or 3NM surveillance separation between pairs of aircraft until both aircraft are established on the ILS Localizer course.

24.2.4 ATC is not required to provide separation between aircraft on adjacent ILS Localizers and will monitor aircraft for deviation from the approach path.

24.2.5 Aircraft can expect to maintain altitude 3,500ft till Glide Path Interception for Runway 20R / 02L and 2,500ft till Glide Path Interception for Runway 20C / 02C. This is to ensure the necessary vertical separation prior to establishing on the respective ILS Localizer course.

24.2.6 Aircraft can expect the following radiotelephony phraseology when intercepting the ILS:

to intercept the Localizer before clearing for ILS
“TURN LEFT (RIGHT) HEADING (three digits) MAINTAIN (altitude) REPORT ESTABLISHED ON THE LOCALIZER RUNWAY (number) LEFT (CENTRE / RIGHT)”
followed by ...
"MAINTAIN (altitude), CLEARED FOR ILS APPROACH RUNWAY (number) LEFT (CENTRE/RIGHT)"
or
to intercept ILS
“TURN LEFT (RIGHT) HEADING (three digits) MAINTAIN (altitude) CLEARED FOR ILS APPROACH RUNWAY (number) LEFT (CENTRE / RIGHT)”

24.2.7 Aircraft can expect to maintain speed 180kt at base turn or earlier till 8NM from touchdown.

24.3 Break-out manoeuvre

24.3.1 When an aircraft is observed to have not established on the appropriate Localizer course or deviated from its course towards the NTZ, ATC will instruct the aircraft to return immediately to the correct Localizer course with the following radiotelephony phraseology:

“YOU HAVE CROSSED THE LOCALIZER, TURN LEFT (or RIGHT) IMMEDIATELY AND RETURN TO THE LOCALIZER”

“TURN LEFT (or RIGHT) TO RETURN TO LOCALIZER COURSE”

24.3.2 When ATC observed aircraft to be penetrating or will penetrate the NTZ, ATC will instruct the aircraft on the adjacent Localizer course to alter course to avoid the deviating aircraft with the following radiotelephony phraseology:

“TRAFFIC ALERT, TURN LEFT (or RIGHT) IMMEDIATELY HEADING (degrees), CLIMB AND MAINTAIN (altitude)”

24.4 Pilot notification and conditions for operations

24.4.1 Simultaneous approaches to parallel runways operation will be broadcasted on ATIS during the active period.

24.4.2 Simultaneous approaches to the parallel runways will be suspended in the event of adverse weather or any other conditions that may affect the safe conduct of such approaches to the parallel runways.

WSSS AD 2.23 ADDITIONAL INFORMATION

1 BIRD CONCENTRATION IN THE VICINITY OF THE AIRPORT

1.1 A number of varieties of birds are found in Singapore throughout the year. The larger birds commonly found in Singapore Changi Airport include the following:

-	cattle egrets	(weighing approximately 400g each)
-	intermediate egrets	(weighing approximately 500g each)
-	brahminy kites	(weighing approximately 600g each)
-	grey herons	(weighing approximately 1500g each)
-	white-bellied sea eagle	(weighing approximately 2900g each)

1.2 There could be an increase in bird activities during the migratory months of September to April. During this period, migratory birds may use the airport as their feeding ground.

1.3 Various active dispersal devices generating light, sound or cracking effects are used for bird dispersal to mitigate wildlife hazards where necessary within Singapore Changi Airport (such as handheld laser device, long range acoustic device, scarecrow, stock-whip, pyrotechnic, etc.).

WSSS AD 2.24 CHARTS RELATED TO AN AERODROME

Location of RWY 02R/20L in relation to RWY 02L/20/R and RWY 02C/20C

Aerodrome Chart - ICAO

Aerodrome Advisory Chart - ICAO

Aerodrome Obstacle Chart - ICAO - TYPE A - RWY 02L/20R

Aerodrome Obstacle Chart - ICAO - TYPE A - RWY 02C/20C

Aerodrome Obstacle Chart - ICAO - TYPE B

Precision Approach Terrain Chart - ICAO - RWY 02L

Precision Approach Terrain Chart - ICAO - RWY 20C

RNAV(GNSS) SIDs and STARs - Introduction

RNAV (GNSS) SID - RWY 02L/20R - ANITO 6E/ANITO 7F

RNAV(GNSS) SID - RWY 02C/20C - ANITO 6A / ANITO 7B

RNAV(GNSS) SID - RWY 02L/20R - ADMIM 1E / ADMIM 3F

RNAV (GNSS) SID - RWY 02C/20C - ADMIM 1A / ADMIM 3B

RNAV (GNSS) SID - RWY 02L/20R - TOMAN 2E / TOMAN 4F

RNAV (GNSS) SID - RWY 02C/20C - TOMAN 2A / TOMAN 4B

RNAV (GNSS) SID - RWY 02L/20R - BAVUS 1E / BAVUS 3F

RNAV (GNSS) SID - RWY 02C/20C - BAVUS 1A / BAVUS 3B

RNAV (GNSS) SID - RWY 02L/20R - AROSO 2E / AROSO 4F

RNAV (GNSS) SID - RWY 02L/20R - MASBO 2E / MASBO 4F

RNAV (GNSS) SID - RWY 02C/20C - AROSO 2A / AROSO 4B

RNAV (GNSS) SID - RWY 02C/20C - MASBO 2A / MASBO 4B

RNAV (GNSS) SID - RWY 02L/20R - MERSING 5E / MERSING 8F

RNAV (GNSS) SID - RWY 02C/20C - MERSING 5A / MERSING 8B

RNAV (GNSS) SID - RWY 02C/20C - VENIX 1A / VENIX 3B

RNAV (GNSS) SID - RWY 02L/20R - VENIX 1E / VENIX 3F

RNAV (GNSS) SID - RWY 02C/20C - KADAR 1A / KADAR 3B

RNAV (GNSS) SID - RWY 02L/20R - KADAR 1E / KADAR 3F

RNAV(GNSS) STAR - RWY 02L/02C - ARAMA 1A

RNAV(GNSS) STAR - RWY 02L/02C - ASUNA 1A

RNAV(GNSS) STAR - RWY 20R/20C - ARAMA 1B

RNAV(GNSS) STAR - RWY 20R/20C - ASUNA 1B

RNAV(GNSS) STAR - RWY 02L/02C - KARTO 1A

RNAV(GNSS) STAR - RWY 02L/02C - OBDOS 1A

RNAV(GNSS) STAR - RWY 20R/20C - KARTO 1B

RNAV(GNSS) STAR - RWY 20R/20C - OBDOS 1B

RNAV(GNSS) STAR - RWY 20R/20C - LELIB 3B

RNAV(GNSS) STAR - RWY 02L/02C - MABAL 2A

RNAV(GNSS) STAR - RWY 20R/20C - MABAL 2B

RNAV(GNSS) STAR - RWY 02L - LEBAR 2A

RNAV(GNSS) STAR - RWY 20R - LEBAR 2B

RNAV(GNSS) STAR - RWY 02L/02C - REPOV 1A

RNAV(GNSS) STAR - RWY 02L/02C - SURGA 1A

RNAV(GNSS) STAR - RWY 20R/20C - REPOV 1B

RNAV(GNSS) STAR - RWY 20R/20C - SURGA 1B

RNAV(GNSS) STAR - RWY 02L/02C - ELALO 1A

RNAV(GNSS) STAR - RWY 20R/20C - ELALO 1B

Instrument Approach Chart - ICAO - RWY 02L - ICW ILS/DME

Instrument Approach Chart - ICAO - RWY 02C - ICE ILS/DME

Instrument Approach Chart - ICAO - RWY 20R - ICH ILS/DME

Instrument Approach Chart - ICAO - RWY 20C - ICC ILS/DME

Instrument Approach Chart - ICAO - RWY 20C - VTK DVOR/DME

Instrument Approach Chart - ICAO - RWY 02L - RNAV(GNSS)

Instrument Approach Chart - ICAO - RWY 02C - RNAV(GNSS)

Instrument Approach Chart - ICAO - RWY 20R - RNAV(GNSS)

Instrument Approach Chart - ICAO - RWY 20C - RNAV(GNSS)

Visual Approach Chart - ICAO

AD 2 AERODROMES

WSSS — SINGAPORE / SINGAPORE CHANGI INTL

WSSS AD 2.1 AERODROME LOCATION INDICATOR AND NAME

WSSS AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

WSSS AD 2.3 OPERATIONAL HOURS

WSSS AD 2.4 HANDLING SERVICES AND FACILITIES

WSSS AD 2.5 PASSENGER FACILITIES

WSSS AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

WSSS AD 2.7 SEASONAL AVAILABILITY - CLEARING

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

WSSS AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1 SAFEGATE AIRCRAFT DOCKING GUIDANCE SYSTEM - SAFEDOCK

1.1 INTRODUCTION

1.2 DESCRIPTION OF SYSTEM

1.3 DOCKING PROCEDURES

1.4 SAFETY MEASURES

2 PROCEDURES FOR START-UP AND PUSHBACK OF AIRCRAFT

3 ADVANCED MULTILATERATION SYSTEM

3.1 INTRODUCTION

3.2 CARRIAGE OF MODE-S SSR TRANSPONDER

3.3 MULTILATERATION SYSTEM OUTLINE

3.4 AIRCRAFT REQUIREMENTS

3.5 PROCEDURES/ACTIONS REQUIRED BY PILOTS

4 AIRFIELD GROUND LIGHTING CONTROL AND MONITORING SYSTEM (AGLCMS) AND MARKINGS

4.1 INTRODUCTION

4.2 TAXI INSTRUCTIONS

4.3 INFORMATION AND MANDATORY SIGNS/MARKINGS

PROCEDURES FOR START-UP AND PUSHBACK OF AIRCRAFT

ADVANCED MULTILATERATION SYSTEM

1 INTRODUCTION

2 CARRIAGE OF MODE-S SSR TRANSPONDER

3 MULTILATERATION SYSTEM OUTLINE

4 AIRCRAFT REQUIREMENTS

5 PROCEDURES/ACTIONS REQUIRED BY PILOTS

AIRFIELD GROUND LIGHTING CONTROL AND MONITORING SYSTEM (AGLCMS) AND MARKINGS

1 INTRODUCTION

2 ROUTE SELECTION AND PRIORITY

3 INFORMATION AND MANDATORY SIGNS/MARKINGS

4 TAXI INSTRUCTIONS USING THE GREEN TAXIWAY CENTRELINE LIGHTS

WSSS AD 2.10 AERODROME OBSTACLES

WSSS AD 2.11 METEOROLOGICAL INFORMATION PROVIDED

WSSS AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

WSSS AD 2.13 DECLARED DISTANCES

WSSS AD 2.14 APPROACH AND RUNWAY LIGHTING

WSSS AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

WSSS AD 2.16 HELICOPTER LANDING AREA

WSSS AD 2.17 ATS AIRSPACE

WSSS AD 2.18 ATS COMMUNICATION FACILITIES

WSSS AD 2.19 RADIO NAVIGATION AND LANDING AIDS

WSSS AD 2.20 LOCAL TRAFFIC REGULATIONS

1 DESIGNATION OF PAYA LEBAR AIRPORT AS AN ALTERNATE AERODROME FOR SINGAPORE CHANGI AIRPORT

2 WRONG APPROACHES AND LANDINGS OF AIRCRAFT BOUND FOR SINGAPORE CHANGI AND PAYA LEBAR AIRPORTS

2.1 INTRODUCTION

2.2 POINTS TO BEAR IN MIND WHEN APPROACHING SINGAPORE CHANGI AIRPORT OR PAYA LEBAR

2.3 AERODROME CHARACTERISTICS OF SINGAPORE CHANGI AND PAYA LEBAR AIRPORTS

WSSS AD 2.21 NOISE ABATEMENT PROCEDURES

WSSS AD 2.22 FLIGHT AND GROUND PROCEDURES

1 LOW VISIBILITY PROCEDURES (LVP) FOR CATEGORY II ILS OPERATIONS

1.1 Introduction

1.2 Authorisation for Category II ILS Approaches

1.3 Category II ILS Runways

1.4 Initiation of Category II ILS Operations

1.5 ILS Sensitive Areas

1.6 Termination of LVP for Category II ILS Operations

1.7 Operations of flights Not Authorised for Category II ILS Operations

2 RUNWAY UTILISATION

2.1 Runway-in-use

2.2 Departures

2.3 Clearance for Immediate Take-Off

2.4 Arrivals - Minimum Runway Occupancy Time (ROT)

2.5 Reduced Runway Separation Minima

2.6 Phraseology

3 AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) MODE OF OPERATIONS

4 A-CDM PRE-DEPARTURE PROCEDURES

5 A-CDM START-UP PROCEDURES

6 A-CDM INFORMATION VIA AIRCRAFT DOCKING GUIDANCE SYSTEM (ADGS)

7 CONTACT AND INFORMATION

8 DEPARTURE CLEARANCE (DCL) VIA DATALINK PROCEDURES

9 ASSIGNMENT OF FLIGHT LEVELS TO AIRCRAFT DEPARTING FROM SINGAPORE CHANGI AIRPORT

10 DELAY IN PUSHBACK AND/OR TAXIING DUE TO OTHER AIRCRAFT

1.7 Operations of flights Not Authorised for Category II ILS
Operations