Airport Information For VTBS

Printed on 24 Feb 2025 jep=JEPPESEN

Page 1
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General Information
Communication Information
Location: BANGKOK THA
ATIS: 127.650
ICAO/IATA: VTBSDeparture
/ BKK Service
ATIS: 133.600
Lat/Long: N13°Arrival
41.1', E100°
Service44.9'
Suvarnabhumi
Elevation: 8 ft Tower: 118.200
Suvarnabhumi Tower: 119.000
Suvarnabhumi Ground: 121.950
Suvarnabhumi
Airport Use: Public
Ground: 121.750
Suvarnabhumi
Daylight Savings:Ground:
Not Observed
121.700
Suvarnabhumi
UTC Conversion: Ground:
-7:00 =121.650
UTC
Suvarnabhumi
Magnetic Variation:
Clearance
0.6° WDelivery: 128.700
Suvarnabhumi Clearance Delivery: 133.800
Bangkok Approach: 133.400
Bangkok
Fuel Types:Approach:
Jet A-1 125.800
Bangkok Approach:
Customs: Yes 125.200
Bangkok
Airport Type:
Approach:
IFR 124.350
BangkokFee:
Landing Approach:
Yes 122.350
BangkokTower:
Control Approach:
Yes 120.300
Bangkok
Jet Start Unit:
Approach:
No 119.100
Suvarnabhumi
LLWS Alert: YesArrival: 126.300
Suvarnabhumi
Beacon: Yes Arrival: 121.100
Suvarnabhumi Departure: 119.250

Sunrise: 2336 Z
Sunset: 1124 Z

Runway Information

Runway: 01
Length x Width: 13123 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 4 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 02L
Length x Width: 13123 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 8 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 02R
Length x Width: 12139 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 4 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 19
Length x Width: 13123 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 4 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 20L
Length x Width: 12139 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 4 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 20R
Length x Width: 13123 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 8 ft
Lighting: Edge, ALS, Centerline, TDZ
 Airport Information For VTBS
Printed on 24 Feb 2025 jep=JEPPESEN
Page 2
(c) JEPPESEN SANDERSON, INC., 2025, ALL RIGHTS RESERVED
JeppView for Windows

General Information
Communication Information
Location: BANGKOK THA
ICAO/IATA:
ATIS: 127.650VTBSDeparture
/ BKK Service
Lat/Long:
ATIS: 133.600
N13°Arrival
41.1', E100°
Service44.9'
Elevation: 8 ft Tower: 118.200
Suvarnabhumi
Suvarnabhumi Tower: 119.000
Suvarnabhumi Ground: 121.950
Airport Use: Public
Suvarnabhumi Ground: 121.750
Daylight Savings:
Suvarnabhumi Ground:
Not Observed
121.700
UTC Conversion:
Suvarnabhumi Ground:
-7:00 =121.650
UTC
Magnetic Variation:
Suvarnabhumi Clearance
0.6° WDelivery: 128.700
Suvarnabhumi Clearance Delivery: 133.800
Bangkok Approach: 133.400
Fuel Types:
Bangkok Approach:
Jet A-1 125.800
Customs:Approach:
Bangkok Yes 125.200
Airport Type:
Bangkok Approach:
IFR 124.350
Landing Fee:
Bangkok Approach:
Yes 122.350
Control Tower:
Bangkok Approach:
Yes 120.300
Jet Start Unit:
Bangkok Approach:
No 119.100
LLWS Alert: Yes
Suvarnabhumi Arrival: 126.300
Beacon: Yes Arrival: 121.100
Suvarnabhumi
Suvarnabhumi Departure: 119.250

Sunrise: 2336 Z
Sunset: 1124 Z

Runway Information

Runway: 01
Length x Width: 13123 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 4 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 02L
Length x Width: 13123 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 8 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 02R
Length x Width: 12139 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 4 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 19
Length x Width: 13123 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 4 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 20L
Length x Width: 12139 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 4 ft
Lighting: Edge, ALS, Centerline, TDZ

Runway: 20R
Length x Width: 13123 ft x 197 ft
Surface Type: asphalt
TDZ-Elev: 8 ft
Lighting: Edge, ALS, Centerline, TDZ
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JEPPESEN
VTBS/BKK 27 SEP 24 20-1P .Eff.3.Oct.
BANGKOK, THAILAND
SUVARNABHUMI INTL AIRPORT.BRIEFING
1. GENERAL
1.1. ATIS
Arrival D-ATIS 133.6 Departure D-ATIS 127.65
1.2. LOW VISIBILITY PROCEDURES (LVP)
1.2.1. GENERAL
- Low visibility procedures will be established for operation in a visibility of less than
RVR 550 m or a cloud base of less than 200 ft.
- Special ATC procedures and safeguarding will be applied during CAT II operations to
protect ACFT operating in low visibility and to avoid interference to the ILS
signals in accordance with ICAO Doc 9365: Manual of all-weather operations.
Pilots will be informed when these procedures are in operation by ATIS or RTF.
- Runway 19/01 and runway 20L/02R, subject to serviceability of the required
facilities, are suitable for CAT II operations by operators whose minima have been
accepted by the Civil Aviation Authority of Thailand (CAAT).
- Due to ILS system runway 20R/02L not available, runway 20R/02L shall be used for
departure only.
1.2.2. ARRIVAL
- CAT II Approach and Landing: Pilots who wish to carry out an ILS CAT II approach
shall inform Bangkok Approach on initial contact.
- Pilots may carry out a practice ILS CAT II approach at any time. But the full
safeguarding procedures will not be applied and pilots should anticipate the possibility
of ILS signal interference.
- When Low Visibility Procedures are in operation, a much reduced landing rate can
be expected due to the requirement for increased spacing between arriving ACFT.
- ACFT will be vectored to intercept the ILS localizer at least 10 NM from touchdown.
- All runway exits are equipped with green/yellow coded taxiway center line lights to
indicate the boundary of the localizer sensitive area.
- Pilots are required to make a "RUNWAY VACATED" call giving due allowance for the
size of the ACFT to ensure that the entire ACFT has vacated the localizer
sensitive area.
- ACFT shall vacate the runway via the first convenient exit taxiways which are
designated as follows:
- Runway 19 via B8, B10, B11, B12, B13
- Runway 01 via B7, B5, B3, B2, B1
- Runway 20L via E9, E13, E15, E17, E19, E21
- Runway 02R via E12, E7, E5, E2, E1
- Pilots not able to comply with these requirements should notify ATC immediately.
1.2.3. DEPARTURE
- ATC will require departing ACFT to use the CAT II holding positions listed below:
- Runway 19: B1, B2
- Runway 01: B13, B12
- Runway 20L: E1, E2
- Runway 02R: E21, E19
- Runway 20R: F1, F2
- Runway 02L: F12, F11
- Except as described above, other intersection take-offs are not permitted.
- Pilots wishing to conduct an ILS guided take-off shall inform ATC on start up in order
to ensure that the protection of the localizer sensitive area is provided.
1.2.4. TAXIING ACFT
- Taxiing ACFT must follow the lighted taxiway center line in relation to the standard
taxi route provided by ATC. Deviation from the standard taxi route may be
approved for traffic reasons.
- When low visibility operating procedures are in operation pilots-in-command shall
adjust ACFT taxiing speeds to ensure that they are able to comply with ATC
instructions.
1.2.5. TOWING OF ACFT
- ACFT towing will be restricted when the RVR is less than 550m.

| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK 27 SEP 24 20-1P1 .Eff.3.Oct.
BANGKOK, THAILAND
SUVARNABHUMI INTL AIRPORT.BRIEFING
1. GENERAL
1.2.6. ACFT GUIDANCE UNDER ALL-WEATHER OPERATIONS CATEGORY II
- Taxiway center line lights.
- As soon as the operation of Category II low visibility procedures is announced,
ACFT will only be permitted to taxi on taxiways with operating center line lights.
- Taxiway center line lights within the ILS sensitive area are color-coded
(Green/Yellow) from runway 19/01 to taxiway B and from runway 20L/02R to
taxiway E. To indicate that the ACFT has vacated the ILS sensitive area, pilots
are to delay the call "RUNWAY VACATED" until the ACFT has completely passed
the end of the Green/Yellow color-coded taxiway center line lights.
1.2.7. STOP BARS
- Taxiing across stop bars is strictly prohibited as long as they are in operation. No
kind of clearance includes permission to taxi across a stop bar in operation.
- Stop bar is provided to assist in preventing inadvertent incursions of aircraft and
vehicles onto the runway.
- Stop bars are installed at following locations:
- Taxiway B1, B2, B3, B11, B12, B13
- Taxiway E1, E2, E3, E5, E10, E15, E17, E19, E21
- Taxiway F1, F2, F3, F10, F11, F12, F15
- Taxiway W, Y, Z
1.2.8. NO-ENTRY BAR
- No-entry bar is provided across a taxiway which is intended to be used as an exit
only taxiway to assist in preventing inadvertent access of traffic to that taxiway.
- No-entry bar is provided to prevent traffic from entering the taxiway in the wrong
direction.
- No-entry bars are installed at following locations:
- Taxiway B5, B7, B8, B10
- Taxiway E7, E9, E12, E13
- Taxiway F4, F5, F6, F7, F8, F9
1.2.9. INTERMEDIATE HOLDING POSITION LIGHTS
- Taxiing across intermediate holding position lights is allowed.
- Intermediate holding position lights are installed at some intermediate holding position.
- Intermediate holding position lights consist of three fixed unidirectional lights showing
yellow in the direction of approach to intermediate holding position.
1.2.10. ADVERSE WEATHER WARNING
- Aircraft will not be refused permission to land or take off at Suvarnabhumi International
airport solely because of adverse weather conditions. The pilot-in-command of a commercial
air transport aircraft shall be responsible for operation in accordance with applicable
company weather minima.
1.3. ADVERSE WEATHER CONDITION & PROCEDURES
Adverse Weather Condition Warning at Suvarnabhumi International airport:
Adverse weather condition that causes thunderstorms and/or strong wind and
even lightning may endanger airside operation to a large extent. Therefore, when
it is predicted to occur, the effective warning system shall be deployed for
airside workers and vehicle operators. The objective of this warning is to
elaborate how the situations of each phase are and to alert all the airside
personnel to work more carefully and safely in the airfield. Adverse Weather
Condition Warning at Suvarnabhumi International airport can be defined into 3 levels;
Level 1 Thunderstorms Observations Reporting: The report is used when
thunderstorms are detected within 50 kilometers from Aerodrome Reference
Point (ARP) and their directions are heading Suvarnabhumi International airport.
Level 2 Thunderstorms and/or Strong Wind Warning: This warning is used when
thunderstorms and/or strong wind are more than 25 knots within 16 kilometers
from Aerodrome Reference Point (ARP) and their directions are towards or over
Suvarnabhumi International airport.
Level 3 Lightning Warning: The warning is employed when thunderstorms are
over Suvarnabhumi International airport and lightning characteristic is
obviously detected.
1.3.1. LEVEL 1: THUNDERSTORMS OBSERVATION REPORTING
- Suvarnbhumi International airport will notify all concerned units by announcing
"Thunderstorms Warning" when adverse weather condition level 1 takes place.
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JEPPESEN
VTBS/BKK 18 DEC 15 20-1P2
BANGKOK, THAILAND
SUVARNABHUMI INTL AIRPORT.BRIEFING
1. GENERAL
1.3.1. Level 1: Thunderstorms Observation Reporting (Cont):
The details how the announcement is made has already distributed to the operators
concerned by means of official letter.
-When the condition of adverse weather condition level 1 terminates, Suvarnabhumi
International airport will announce "Thunderstorms Warning Terminated".
Airlines, Ground Service Providers, and Airside Operator's Procedures
When receive the adverse weather condition level 1;
-Report the situation to their staff.
- Operate with carefulness, be alert of the aircraft and vehicle' safety and tightly
secure all ground service equipments.

1.3.2. Level 2: Thunderstorms and/or strong wind warning

- When thunderstorms and/or strong wind are more than 25 knots within 16 kilometers
from Aerodrome Reference Point (ARP) and their direction are towards or over the
aerodrome, Suvarnabhumi International airport will notify all concerned units by
announcing "Thunderstorms and Strong Wind Warning".
- And when receive the cancellation of adverse weather condition, Suvarnabhumi
International airport will announce as "Thunderstorms and Strong Wind
Warning Terminated".
Airlines, Ground Service providers, and Airside Operator's Procedures
When receive the adverse weather condition level 2;
- Report the situation to their staff.
- Remove the stair from the aircraft and tie the gantry securely to the ground and
also close the front part of stair.
- Ensure aircraft parking brake is applied during on the parking stand.
- Ensure aerobridge is parked on the assigned markings and close the front part of it.
- Bond the aircraft ground receptacle.
- Ensure that light aircraft are parked facing head wind and secured to the ground.

1.3.3. Level 3: Lightning warning

- When thunderstorms are over Suvarnabhumi International airport and may likely
cause lightning, Suvarnabhumi International airport will notify all concerned units by
announcing "Lightning Warning" and instantly turn on the red warning light and siren.
- And when receive the cancellation of adverse weather condition, turn off the red
warning light and siren and announce as "Lightning Warning Terminated".
Suvarnabhumi Air Traffic Control Center's Procedures
When receive the adverse weather condition warning level 3 from Airside Operations
Control Center (AOCC), keep monitoring the situation and inform Flight Operation of
the airlines concerned about the adverse weather condition warning level 3 at
Suvarnabhumi International airport and/or announce through Automatic Terminal
Information Service (ATIS).
Airlines, Ground Service providers, and Airside Operator's Procedures
When receive the adverse weather condition level 3;
- Restrain from operating and stay in the nearby buildings, or vehicles, or lightning
shelters, or high mass light poles within 22.60 meters, or under aircraft with ground
receptacle bonded and monitor the weather conditions outside periodically.
- Avoid contacting or staying near the aircraft without ground receptacle connected.
- When receive the lightning warning while being outside the building, do not lie down
on the floor. Do sit on feet together with knees up in order to least contact with the
ground and decrease the overall body height which might induce electricity through the
body from the lightning currents.
- Refrain from refueling the aircraft.
- Airlines informs ground service providers the adverse weather condition warning
level 3 and recommend them the temporary suspension of ground operations and cease
the communication with pilot.
Arrival Aircraft
- Aircraft designated to park at parking bay with Visual Docking Guidance System: VDGS;
1.) While the aircraft is approaching to the parking bay, the License Mechanic
who is responsible for aircraft conveyance shall monitor the aircraft movement in
order to make sure the moving aircraft is safe. This should be done while he/she is
in the safe area.
| JEPPESEN, 2006, 2015. ALL RIGHTS RESERVED.
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JEPPESEN
VTBS/BKK 18 DEC 15 20-1P3
BANGKOK, THAILAND
SUVARNABHUMI INTL AIRPORT.BRIEFING
1. GENERAL
1.3.3. Level 3: Lightning warning (Cont):
2.) When the aircraft reaches the parking bay and is in the right position of stand
markings, the License Mechanic shall coordinate with pilots to apply parking brake
and bond the aircraft's nose gear and aircraft ground receptacle. Also, wait for the
cancellation of adverse weather condition warning from Suvarnabhumi
International airport. Then, the operations could be done as normal.
- Aircraft arranged to park at parking bay without Visual Docking Guidance System: VDGS;
1.) Airlines and ground service providers must provide the License Mechanic who is
responsible for aircraft conveyance to perform as Marshaller leading the aircraft
to its parking bay.
2.) When the aircraft reaches the parking bay and is in the right position of stand
markings, the License Mechanic shall coordinate with pilots to apply parking brake
and bond the aircraft's nose gear and aircraft ground receptacle. And also, wait
for the cancellation of adverse weather condition warning from Suvarnabhumi
International airport. Then, the operations should be done as normal.
Departure Aircraft
Departure aircraft operating at parking bay should be done as follows;
1.) While the aircraft is being pushed back from parking bay and/or being on the
taxilane ready to take off with all engines started, operate a normal procedures until
they are completed and the aircraft has taken off.

2.) In case the aircraft is being pushed back but the engine is not started yet. If the
ground service providers consider bringing the aircraft back to its parking bay and
wait for the cancellation of adverse weather condition warning from Suvarnabhumi
International airport, airline or ground service providers must inform AOCC
of that decision. This is because the airport is needed to rearrange the parking bay
for another arriving aircraft.
3.) For the aircraft in no.2 which arranged to park at the Contact Gate that has
passenger loading bridges, while waiting for the adverse weather condition warning
to be cancelled and airline or ground service provider considers that the aircraft
bridge is needed again, inform the Airside Operations Control Center (AOCC)
accordingly. Also, follow the procedures for facility request from Suvarnabhumi
International airport properly.
Suspending the operations of airlines and/or ground service providers is conducted solely
for the sake of safety of all operators which was mutually decided between airline
members/ ground service providers and the airport operator. Therefore, in case of flight
delays, airlines and ground service providers shall not claim any compensation from
Suvarnabhumi International airport or concerned units.
1.4. GROUND MOVEMENT
1.4.1. TAXI PROCEDURES
- All surface movement of aircraft, vehicles and personnel on the maneuvering area
is subject to prior permission from ATC.
- Within the movement area, pilots will be cleared to and from the aircraft stands
under general direction from Ground Control. Pilots are reminded of the extreme
importance of maintaining a careful look out at all times.
- Directions issued by ATC should be followed specifically. RTF transmissions must
be brief, concise and kept to the minimum number.

1.4.2. OPERATION OF MODE S TRANSPONDERS ON THE GROUND

- Suvarnabhumi International Airport is equipped with an Advanced Surface Movement
Radar utilizing mode S multilateration. Aircraft operators intending to use
Suvarnabhumi International Airport should ensure that mode S transponders are able
to operate when the aircraft is on the ground.
- For aircraft that are capable of reporting aircraft identification (i.e. call signs used
in flight) the aircraft identification should also be entered via FMS or control panel.
The ICAO defined format for aircraft identification (i.e. same format as used in
ICAO plan e.g. THA640, CPA701, SIA068) shall be used.
| JEPPESEN, 2006, 2015. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P4 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
1. GENERAL
1.4.2. OPERATION OF MODE S TRANSPONDERS ON THE GROUND (CONT)
- Flight crew should select XPDR or the equivalent according to specific installation.
It must also be ensured that the transponder is operating (i.e. OUT OF STAND-BY
or OFF POSITION) and the assigned mode A code is selected in accordance with
the following:
a) for a departing flight, upon received airway clearance; except that subject
to ATFM measures or departure time restrictions, the action should be done
when starting up engine.
b) for an arriving flight, continuously until the aircraft is fully parked
at the stand.
- To prevent possible interference to radar surveillance systems, TCAS should be
functioned;
a) for departure, when ACFT are entering the runway or line up clearance
is received;
b) for arrival, until ACFT have vacated the runway.
- While on the ground, pilots of ACFT not equipped with mode S transponder shall operate
the transponder and select mode A code as individually directed by the ATC unit:
a) for departure, when starting up engine;
b) for arrival, until ACFT have completely parked.

1.4.3. TRACKING AND IDENTIFICATION OF AIRPORT SURFACE VEHICLES

- To provide tracking and identification of authorized movements, any authorized
vehicle intended to be used on the maneuvering area at Suvarnabhumi International
Airport shall be equipped with mode S squitter box to inform mode S multilateration
system of its position.

1.5. RADIO COMMUNICATION FAILURE PROCEDURE

1.5.1. GENERAL
- Radio communication is considered to be failed, if during two minutes that the pilot or
the ATC unit does not answer the repeated calls through all available communication
channels.
- The transponder is set to be Mode A code 7600 as soon as the pilot has detected
communication failure.
- The pilot shall use all available facilities to re-establish communication with ATC unit
directly or by means of the other aircraft. If necessary, the emergency frequency
121.5 MHz may be used.
- In any case of radio communication failure, the pilot shall continue listening on
the appropriate radio frequency and transmitting the position reports, actions and flight
conditions. The pilot shall comply with one of the following procedures: ARRIVAL
paragraph 2.2., DEPARTURE paragraph 3.3. below.

1.6. AIRCRAFT TRANSPORDER FAILURE PROCEDURES

1.6.1. CONTROL OF AIRCRAFT EXPERIENCING TRANSPONDER FAILURE PROCEDURE
- When a transponder failure is detected to be unserviceable prior to departure,
ATC shall confirm with the pilot of his transponder operations using the following
phraseologies.
Phraseologies
'C/S, CONFIRM TRANSPONDER ON', or
'C/S, CHECK YOUR TRANSPONDER OPERATED NORMALLY', or
'C/S, TRANSPONDER NOT RECEIVED, CHECK FUNCTIONALITY'
When it has been confirmed that aircraft transponder fails, ATC shall advise the pilot
to repair it before departure. However, the surface surveillance blind spot, where
the transponder might not be easily detected, should be taken into consideration.
Phraseologies
'C/S, ADVISE TRANSPONDER REPAIRED BEFORE DEPARTURE', or
'C/S, ADVISE RETURN TO BAY FOR TRANSPONDER REPAIRING'
| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.
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JEPPESEN
VTBS/BKK 27 SEP 24 20-1P5 .Eff.3.Oct.
BANGKOK, THAILAND
SUVARNABHUMI INTL AIRPORT.BRIEFING
1. GENERAL
1.6.1. CONTROL OF AIRCRAFT EXPERIENCING TRANSPONDER FAILURE PROCEDURE
(CONT)
- When transponder appears to be unserviceable after the aircraft is airborne,
ATC must inform the pilot of his transponder failure using the following phraseologies.
Phraseologies
'C/S, CONFIRM TRANSPONDER ON', or
'C/S, CHECK YOUR TRANSPONDER OPERATED NORMALLY', or
'C/S, TRANSPONDER NOT RECEIVED, CHECK FUNCTIONALITY'
When it has been confirmed that the aircraft transponder fails, ATC shall advise
the pilot to return to his departure airport as well as relay all necessary information
to Aerodrome Control Tower and all concerned units.
Phraseologies
'C/S, ADVISE RETURN TO LAND AT (DEPARTURE AERODROME) FOR
TRANSPONDER REPAIRING, REQUEST YOUR INTENTION',
'C/S, ADVISE RETURN TO BAY FOR TRANSPONDER REPAIRING'
In case pilot decide to proceed to first intended landing or nearest suitable aerodrome,
primary radar separation shall be provided. However, the pilot shall be reminded that
delays can be expected and some requests might not be granted e.g. route to be flown,
cruising altitude/level.

1.6.2. CONTROL OF AIRCRAFT OVERFLYING BANGKOK FIR OR AIRCRAFT

INTENDING TO LAND AT SUVARNABHUMI INTERNATIONAL AIRPORT WITH ITS
FAILED TRANSPONDER PROCEDURE
- ATC must immediately inform the pilot of his transponder failure so that he could check
its operations and repair it.
- ATC shall control, according to the filed flight plan, the aircraft experiencing
transponder failure to land safely at Suvarnabhumi International Airport.
- ATC shall control, according to the filed flight plan, the over-fly aircraft experiencing
transponder failure to land safely at the destination aerodrome.
- Approach Control shall coordinate closely with Suvarnabhumi Tower and/or other
concerned units regarding the problem.
- The above procedures shall be applied to all aircraft except state aircraft and military
aircraft.
- Aircraft intending to land at Suvarnabhumi International Airport with its failed
transponder might be assigned to fly along an RNAV STAR and controlled solely by
Suvarnabhumi PSR which normally covers up to 80NM.

1.7. LOCAL TRAFFIC REGULATIONS

1.7.1. AIRPORT REGULATIONS
- Suvarnabhumi Aerodrome Traffic Zone (ATZ) airspace is classified as class C.
- IFR and only authorized VFR flights are permitted. All flights are provided with air
traffic control service and IFR flights are separated from other IFR flights and from
VFR flights. VFR flights are separated from IFR flights and receive traffic information
in respect of other VFR flights.
- To retain the defined value of runway capacity at Suvarnabhumi International Airport,
and to provide efficient separation between ACFT for the safety of flight and
orderly flow of air traffic, only ACFT category B or above with the minimum final
approach speed of 110 kt. are permitted to use Suvarnabhumi International Airport.
However, other ACFT may be authorized to operate within Suvarnabhumi ATZ if:
- The ACFT is being used for or in connection with:
a) a search and rescue operation;
b) a medical emergency; or
c) a flight inspection of air navigation facilities.

| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P6 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
1. GENERAL
1.7.1. AIRPORT REGULATIONS (CONT)
- The pilot of the ACFT has declared an in-flight emergency.
- The ACFT constitutes VIP flight.
- The ACFT is as may be determined by the appropriate authority.
- The following school and training flights are not permitted:
a) school and training flights;
b) continuous take-off and landing exercises;
c) solo flight during basic flight training.
1.8. FUEL DUMPING PROCEDURE AND IN-FLIGHT MANAGEMENT
PROCEDURES
1.8.1. INTRODUCTION
An aircraft in emergency or other urgent situations may need to dump fuel so as
to reduce to maximum landing mass in order to affect a safe landing.
1.8.2. FUEL DUMPING AREAS
- North fuel dumping area: between R-335 and R-355, distance of 30 to 50 NM from
BKK VOR, altitude at or above 8500'.
- East fuel dumping area: between R-090 and R-110, distance of 30 to 50 NM from
BKK VOR, altitude at or above 8500'.
- South fuel dumping area: between R-190 and R-210, distance of 30 to 50 NM from
BKK VOR, altitude at or above 8500'.

1.8.3. IN-FLIGHT FUEL MANAGEMENT PROCEDURES

- Definition
Minimum fuel: The term used to describe a situation in which an aircraft's fuel supply
has reached a state where the flight is committed to land at a specific aerodrome and
no additional delay can be accepted.
Mayday fuel: Describes the nature of the distress conditions when the calculated usable
fuel predicted to be available upon landing at the nearest aerodrome where a safe
landing can be made is less than the planned final reserve fuel.
- Actions taken by pilot
- The pilot-in-command shall continually ensure that the amount of usable fuel
remaining on board is not less than the fuel required to proceed to an aerodrome
where a safe landing can be made with the planned final reserve fuel remaining
upon landing.
- The pilot-in-command shall request delay information from ATC when unanticipated
circumstances may result in landing at the destination aerodrome with less than
the final reserve fuel plus the fuel required either to proceed to an alternate
aerodrome or the fuel required to operate to an isolated aerodrome.
- The pilot-in-command shall advise ATC of a minimum fuel state by declaring
'MINIMUM FUEL' when, having committed to land at a specific aerodrome, the pilot
calculates that any changes to the existing clearance to that aerodrome may result
in landing with less than planned final reserve fuel.
Note 1: The declaration of 'MINIMUM FUEL' informs ATC that all planned aerodrome
options have been reduced to a specific aerodrome of intended landing and any
changes to the existing clearance may result in landing with less than planned final
reserve fuel. This is not an emergency situation but an indication that an emergency
situation is possible should any additional delays occur.
Note 2: It should be noted that Pilots should not expect any form of priority handling
as a result of a 'MINIMUM FUEL' declaration. ATC will, however, advise the flight
crew of any additional expected delays as well as coordinate when transferring
control of the aircraft to ensure that other ATC units are aware of the flight's
fuel state.
- The pilot-in-command shall declare a situation of distress related to the amount of
fuel available on board the aircraft by broadcasting 'MAYDAY, MAYDAY, MAYDAY,
FUEL' when the calculated usable fuel predicted to be available upon landing at the
nearest aerodrome where a safe landing can be made is less than the planned final
reserve fuel.

| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P7 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
1. GENERAL
1.8.3. IN-FLIGHT FUEL MANAGEMENT PROCEDURES (CONTD)
- Actions taken by ATC
- When a pilot reports a state of 'MINIMUM FUEL', ATC shall respond to the pilot who
indicates or suggests that he is becoming short of fuel or who has declared
'MINIMIM FUEL' as follows:
- Inform the pilot of either:
a. The estimated delay, if pilots are en-route to, joining or are established in
holding point such as IAWPs; or
b. The estimated track mileage, if pilots are being vectored to an instrument
approach; or
- Coordinate when transferring control of the aircraft to ensure other ATC units to be
aware of the flight's fuel state.
- Standard phraseology
Pilot transmission: (C/S), MINIMUM FUEL
Controller transmission: (C/S), ROGER [NO DELAY EXPECTED or EXPECT (delay
information)]
- When a pilot reports a state of 'MAYDAY, MAYDAY, MAYDAY FUEL', this is an
emergency and the aircraft shall be given priority over other traffic in the landing
sequence. The aircraft will be committed to a landing, as in the event of any delay or
a go-around, there may be insufficient fuel remaining for a safe landing.
- Standard phraseology
Pilot transmission: (C/S) MAYDAY, MAYDAY, MAYDAY FUEL
Controller transmission: (C/S) ROGER MAYDAY
1.9. OPERATIONS ON PARALLEL RUNWAYS
There are three runways at Suvarnabhumi Airport. When all runways are available,
the operations of parallel runways are as follows:
1.9.1. SOUTH FLOW (RUNWAY 19, RUNWAY 20)
- Runway 19 is used for departures and arrivals.
- Runway 20L is used for departures.
- Runway 20R is used for arrivals.

1.9.2. NORTH FLOW (RUNWAY 01, RUNWAY 02)

- Runway 01 is used for departures and arrivals.
- Runway 02R is used for departures.
- Runway 02L is used for arrivals.

1.10. TAXI PROCEDURES

1.10.1. TAXI INSTRUCTIONS
- For departing aircraft, Ground Controller shall issue taxi instructions containing
the following items on the order listed:
a) holding position; b) runway designator; c) taxi routes;
d) any other pertinent information.
For example: "... C/S... TAXI TO HOLDING POINT RUNWAY ONE NINE VIA
TANGO FOUR, CHARLIE, CHARLIE THREE, BRAVO ONE."
- For arriving aircraft, Ground Controller shall issue taxi instructions containing
the following items on the order listed:
a) taxi routes; b) parking stand; c) any other pertinent information.
For example: "... C/S... TAXI VIA ECHO, DELTA SEVEN, GOLF, TANGO ONE ZERO,
TANGO ONE TWO, YOUR STAND DELTA SIX."
- Extra caution is required when crossing service roads in the monoeuvring area.
- On the main apron where additional 180 degrees turn markings are established.
The markings T9A and T9B connect taxilane T9 with taxilane T8 and the markings
T10A and T10B connect taxilane T10 with taxilane T11 are provided. The routes may
only be used when instructed to do so by ATC (ATC discretion).
- Taxilanes T8, T9, T10, T11 and T12 are able to accommodate aircraft up to
code E (wingspan less than 213'(65m)).

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P8 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
2. ARRIVAL
2.1. SPEED CONTROL AND ALTITUDE RESTRICTIONS
IN BANGKOK TMA
In order to facilitate the air traffic flow procedure of arriving aircraft within
Bangkok TMA, speed control procedures and altitude restrictions must be applied
to optimize the spacing between aircraft and reduce the overall delay of traffic.
2.1.1. SPEED CONTROL
- Speed control shall be in force at all times unless otherwise instructed.
Pilots will be individually advised by ATC when speed control is cancelled.
- All arriving aircraft are to apply speed of not more than 250 KT when flying
at or below altitude of 10,000'.
- Arriving aircraft shall comply with speed control restrictions as published
on the RNAV STARs Charts and Instrument Approach Procedures unless otherwise
advised by ATC.
- En route and terminal holding speed shall be in accordance with ICAO standard
holding speeds requirement. Pilots shall resume speed control procedures when
leaving the holding fix.
- ATC may issue further speed adjustment instructions during various flight phases
or/and when required by traffic situation.
- All speed restrictions are to be flown as accurately as possible. If unable to
conform to these procedures, pilots should immediately inform ATC and state
the speed to be used so that an alternative action can be taken.
2.1.2. ALTITUDE RESTRICTIONS
- When an arriving aircraft on a STAR is cleared to descend to a level lower than
the level or the level(s) specified in the STAR, the aircraft shall nevertheless follow
the published vertical, unless such restrictions are explicitly cancelled by ATC.
Published minimum levels based on terrain clearance shall always be strictly applied.
- To facilitate safe traffic integration and provide vertical separation between
converging traffic in Bangkok TMA, pilots shall plan their descent profile in
accordance with the published STAR procedures or their descent profile against
distance to touchdown.
- All altitude restrictions are to be flown as accurately as possible. If unable to conform
to these restrictions, pilots should immediately inform ATC so that an alternative
action can be taken.
2.2. RADIO COMMUNICATION FAILURE PROCEDURE
2.2.1. TOTAL RADIO COMMUNICATION FAILURE FOR ARRIVING AIRCRAFT
2.2.1.1. If in VMC, continue to fly in VMC and land at the nearest suitable aerodrome.
2.2.1.2. If in IMC or when the pilot of an IFR flight considers it inadvisable to complete
the flight in accordance with paragraph 2.2.1.1. above, the pilot shall:
- If a specific STAR procedure has been designated and acknowledged prior to
the occurrence of radio communication failure, comply with the radio communication
failure procedures.
Proceed according to the STAR route to the termination point (ATKIN/ESGEN for
Rwy 19/20L/20R or BOGAS/ENKAA for Rwy 01/02L/02R) and descend in accordance
with the published all speed and altitude restrictions of the relevant STAR procedure,
thence:
a. For Rwy 19/20L/20R:
- After passing ATKIN, the pilot shall fly heading 015^ and maintain altitude
6000' for next 10 NM, then turn right and descend to 1600' and carry out
the appropriate approach procedure.
- After passing ESGEN, the pilot shall fly heading 015^ and maintain altitude
6000' for next 10 NM, then turn left and descend to 1600' and carry out
the appropriate approach procedure.
b. For Rwy 01/02L/02R:
- After passing BOGAS, the pilot shall fly heading 195^ and maintain altitude
6000' for next 10 NM, then turn left and descend to 1600' and carry out
the appropriate approach procedure.
- After passing ENKAA, the pilot shall fly heading 195^ and maintain altitude
6000' for next 10 NM, then turn right and descend to 1600' and carry out
the appropriate approach procedure.
| JEPPESEN, 2021, 2024. ALL RIGHTS RESERVED.
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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P9 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
2. ARRIVAL
2.2.1. TOTAL RADIO COMMUNICATION FAILURE FOR ARRIVING AIRCRAFT (CONT)
- If no specific STAR procedure has been designated or acknowledged prior to
the occurrence of radio communication failure, endeavor to ascertain the landing
direction from any available means in paragraph 2.2.4. below. The pilot then should
proceed in accordance with the STAR procedure appropriate to its ATS route and
landing direction and comply with the radio communication failure procedures.
2.2.1.3. When an arriving aircraft is being vectored, if no transmissions are heard
on the frequency in use for a period of two minutes, a radio frequency check is to be
made. If the radio frequency check indicates a radio communication failure, pilot
should proceed in the most direct manner possible to rejoin the STAR procedure
appropriate to its ATS route and landing direction.
2.2.1.4. Pilots should ensure that they remain at or above the minimum sector altitude.
If the aircraft is below the minimum sector altitude, pilots shall immediately climb to
the minimum sector altitude.

2.2.2. TOTAL RADIO COMMUNICATION FAILURE FOR MISSED APPROACH

AIRCRAFT
2.2.2.1.The pilot shall set the aircraft transponder to Mode A code 7600 and fly to or
proceed direct to (in case of vectoring) the appropriate approach holding point
at the minimum holding altitude and hold.
2.2.2.2. The pilot shall complete one holding then start commencing an appropriate
approach procedure and landing direction in accordance with paragraph 2.2.4 below.
2.2.2.3. The pilot shall descend and maintain 3500' and proceed direct to Intermediate
fix (IF), after IF continue to commence and appropriate approach procedure.

2.2.3. PARTIAL RADIO COMMUNICATION FAILURE FOR ARRIVING AIRCRAFT

2.2.3.1. Aircraft unable to receive: pilots shall adopt the total radio communication
failure procedures specified in paragraph 2.2.1 above.
2.2.3.2. Aircraft able to receive: following verification that aircraft is able to receive
ground transmissions by squawk ident, ATC will continue to issue and repeat
instruction and/or clearance to the pilot.

2.2.4 IDENTIFICATION OF RUNWAY IN USE

2.2.4.1. A pilot endeavors to obtain information on the landing runway from the following
sources: ATIS, D-ATIS, ACARS, satellite phone, etc. If unable, the pilot should rely on
the best available information such as aerodrome weather forecasts, meteorological
reports or any other relevant information obtained prior to the communication failure
and should decide on the most appropriate landing direction.
2.2.4.2. To assist the pilot in ascertaining the landing direction, the ILS and approach
lighting for the runway in use will be switched on. If the approach lights for the
runway-in-use are sighted but the ILS signal is not received, the pilot shall assume that
the ILS is inoperative and shall proceed to land on the runway on which the approach
lights have been sighted.

2.3. NOISE ABATEMENT PROCEDURES

2.3.1. FLAP SETTING
- Set minimum certified landing flaps according to the airplane flight manual for the
applicable conditions.

2.3.2. THRUST REVERSER

- After landing, limit the use of reverse thrust to idle between 1900 and 2300 UTC,
unless it adversely affects the safety of aircraft operations.

| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.

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VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL
27 SEP 24 20-1P10 .Eff.3.Oct. AIRPORT.BRIEFING
2. ARRIVAL
2.4. RWY OPERATIONS
2.4.1. MINIMUM RUNWAY OCCUPANCY TIME
- Shall be strictly applied in order to achieve the highest possible rate for arrivals
and departures.
- Pilots are reminded that rapid exit from the landing runway enables ATC to apply
minimum spacing on final approach that will achieve maximum runway utilization
and will minimize the occurrence of 'go-arounds'.

2.4.2. REDUCE COMMUNICATION WORKLOAD

- To reduce communication workload, additional Arrival Control frequency 126.3 shall
be established and used during the congested traffic periods. The control of arriving
aircraft shall be transferred from Arrival Control frequency 121.1 to Arrival Control
frequency 126.3.

2.4.3. HIGH INTENSITY RUNWAY OPERATION

- Shall be strictly applied in order to achieve the highest possible rate for arrivals
and departures.
- To achieve the highest possible rate/hour for arrivals and departures, runway
occupancy times are to be reduced to a minimum, as a rule. Runway shall
be vacated via high speed turn-offs.
- Whenever runway conditions permit, pilots should prepare their landing so as
to vacate the runways via the following high speed turn-offs:
RUNWAY 01 DISTANCE TO TURN OFF
REMARK: B7 5807' (1770m)
B5 7710' (2350m)
Distance to turn off is B3 8990' (2740m)
the distance of the
respective runway to RUNWAY 19 DISTANCE TO TURN OFF
turn-off intersection. B8 5381' (1640m)
B10 6726' (2050m)
B11 8399' (2560m)

RUNWAY 02R DISTANCE TO TURN OFF

E12 4462' (1360m)
E7 6726' (2050m)
E5 8399' (2560m)

RUNWAY 20L DISTANCE TO TURN OFF

E9 4823' (1470m)
E13 6726' (2050m)
E15 8005' (2440m)

RUNWAY 02L DISTANCE TO TURN OFF

F6 5577' (1700m)
F4 7251' (2210m)
F3 9383' (2860m)

RUNWAY 20R DISTANCE TO TURN OFF

F5 5413' (1650m)
F7 6890' (2100m)
F9 8202' (2500m)
F10 9843' (3000m)

- Taxi procedures for arriving aircraft runway 02L/20R

After landing runway 02L/20R, aircraft are not to stop on rapid exit taxiway to
awaiting instructions from ATC, but should continue taxi via the following taxi
procedures, unless otherwise instructed by ATC.
Runway 02L: All landing aircraft should continue taxi to Twy F and W then hold short
of Rwy 02R. Remain on the Tower frequency (119.0 MHz). Explicit runway crossing
clearance required.
Runway 20R: All landing aircraft should continue taxi to Twy F and Z then hold short
of Rwy 20L. Remain on the Tower frequency (119.0 MHz). Explicit runway crossing
clearance required.
| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.
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VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL
27 SEP 24 20-1P10A .Eff.3.Oct. AIRPORT.BRIEFING
2. ARRIVAL
2.5. FLIGHT PROCEDURES
2.5.1. APPROACH PROCEDURES
- All procedures are designed to maximize departure and arrival capacity in Bangkok
TMA and to minimize noise disturbance in areas overflown.
- The final approach may be carried out by means of ILS or other available instrument
approach system at the discretion of the pilot.
- The spacing provided between aircraft will be designed to achieve maximum runway
utilization within the parameters of safe separation minima including vortex effect
and runway occupancy. It is important to validate the separation provided to
achieve the optimum runway capacity, that runway occupancy time is kept to a
minimum consistent with the prevailing conditions.
- Under the ATS surveillance system ,the horizontal separation minimum shall be
5NM except within Bangkok TMA, Bangkok CTR and Suvarnabhumi ATZ a reduced
horizontal separation minimum of 3NM may be applied.

2.5.2. MISSED APPROACH

- As directed by ATC.
- In the absence of instructions from ATC, aircraft shall follow the missed approach
procedures contained on the Instrument Approach Charts.

| JEPPESEN, 2024. ALL RIGHTS RESERVED.

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VTBS/BKK JEPPESEN BANGKOK, THAILAND

27 SEP 24 20-1P11 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
3.1. NOISE ABATEMENT PROCEDURES.
- All departing aircraft are required to apply noise abatement procedure with thrust
reduction at 1500' AGL and acceleration at 3000' AGL.

3.2. SPEED CONTROL AND ALTITUDE RESTRICTIONS

IN BANGKOK TMA
In order to facilitate the air traffic flow procedure of departing aircraft within
Bangkok TMA, speed control procedures and altitude restrictions must be applied to
optimize the spacing between aircraft and reduce the overall delay of traffic.

3.2.1. SPEED CONTROL

- Speed control shall be in force at all times unless otherwise instructed.
Pilots will be individually advised by ATC when speed control is cancelled.
- All departing aircraft are to apply speed of not more than 250 KT when flying
at or below altitude of 10,000'.
- Departing aircraft shall comply with speed control restrictions as published in
the RNAV SIDs Procedures unless otherwise advised by ATC.
- ATC may issue further speed adjustment instructions during various flight phases
or/and when required by traffic situation.
- All speed restrictions are to be flown as accurately as possible. If unable to
conform to these procedures, pilots should immediately inform ATC and state the speed
to be used so that an alternative action can be taken.

3.2.2. ALTITUDE RESTRICTION

- When a departing aircraft on a SID is cleared to climb to a level higher than
the initially cleared level or the level(s) specified in the SID, the aircraft shall
nevertheless follow the published vertical profile, unless such restrictions are
explicitly cancelled by ATC.
- Departing aircraft intending to cruise below the transition level shall follow
an appropriate SID track and comply with individual ATC climb instructions.
- All altitude restrictions are to be flown as accurately as possible. If unable to conform
to these restrictions, pilots should immediately inform ATC so that an alternative
action can be taken.

3.3. RADIO COMMUNICATION FAILURE PROCEDURE

3.3.1. TOTAL RADIO COMMUNICATION FAILURE FOR DEPARTURING AIRCRAFT
3.3.1.1. The pilot shall set the aircraft transponder to Mode A Code 7600 and comply with
the last acknowledged clearance up to the next reporting point on the SID, then climb to
the planned cruising level in accordance with the published speed and altitude restrictions
of the relevant SID procedure. Thereafter, the pilot shall comply with the flight planned
routing.
3.3.1.2. Whenever a pilot experiences total radio communication failure immediately after
departure and it is deemed unsafe for the flight to continue to its destination, the pilot
shall adhere to the procedures below:
- The pilot shall set the aircraft transponder to Mode A Code 7600.
- The pilot shall comply with the last assigned altitude in accordance with the published
speed and altitude restrictions of the relevant SID procedure.
- The pilot shall climb/descend to maintain 8500' for 2 minutes then proceed direct to
BKK VOR and hold. If fuel dumping is necessarily required before making an approach
to land, after maintaining altitude at 8500' for 2 minutes, the pilot shall proceed
to the nearest suitable fuel dumping area and start dumping fuel. When it is completed,
the pilot must fly direct to BKK VOR and hold.
- The pilot is required to make a left holding pattern over BKK VOR with inbound course
120^ and one minute leg to complete one holding then start commencing an appropriate
approach procedure and landing direction in accordance with paragraph 2.2.4. ARRIVAL.
| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.
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VTBS/BKK JEPPESEN BANGKOK, THAILAND

27 SEP 24 20-1P12 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
3.3.2. PARTIAL RADIO COMMUNICATION FAILURE FOR DEPARTING AIRCRAFT
3.3.2.1 Aircraft unable to receive: pilots shall adopt the total radio failure procedures
specified in paragraph 3.3.1.2. above.
3.3.2.2. Aircraft able to receive: following verification that aircraft is able to receive
ground transmissions by squawk ident, ATC will continue to issue and repeat
instructions and/or clearances to the pilot.

3.3.3. AIRCRAFT OVERFLYING BANGKOK TMA

3.3.3.1 The pilot shall set the aircraft transponder to Mode A Code 7600.
3.3.3.2. If in VMC, the pilot shall continue to fly in VMC and land at the nearest suitable
aerodrome.
3.3.3.3. If in IMC, or when the pilot of an IFR flight considers it inadvisable to complete
the flight in accordance with pararagraph 3.3.3.2. above, the pilot shall maintain the last
assigned speed and level, or minimum flight altitude if higher, for a period of ten minutes
following the aircraft's failure to report its position over a compulsory reporting point
and thereafter adjust level and speed in accordance with the filed flight plan.

3.3.4. DEPARTING OR OVERFLYING AIRCRAFT

3.3.4.1 The pilot shall set the aircraft transponder to Mode A Code 7600.
3.3.4.2. The pilot shall maintain the last assigned heading, speed and level, or minimum
flight altitude if higher, for a period of two minutes following:
- The time the last assigned level or minimum flight altitude is reached; or
- The time the transponder is set to 7600; or
- The aircraft's failure to report its position over a compulsory reporting point,
whichever is later, and thereafter adjust level and speed in accordance with the filed
flight plan.
3.3.4.3. After a period of two minutes, the pilot shall proceed in the most direct manner
possible to rejoin the SID procedure appropriate to its ATS route or the flight planned
route no later than the next significant point, taking into consideration to the applicable
minimum flight altitude.

3.4. RWY OPERATIONS

3.4.1. HANDLING SERVICES AND FACILITIES
- For the purpose of noise and emission on the apron area, any aircraft that is
designated to park at the stands served with passenger loading bridges shall
utilize the fixed ground power supply (400Hz) and the fixed pre-conditioned
air supply provided by the airport if in service.
- Fixed ground power supply (400Hz) - Operators are recommended to reduce
electric load immediately after parking. If fixed ground power supply is out of service,
mobile GPU may be used. APU shall not be used more than 10 minutes before off-block
time and 5 minutes after parking. If the operators request to operate the APU,
the aircrafts shall be allocated to the remote stand.
- Fixed pre-conditioned air supply: Operators are recommended to turn off the
cabin air re-circulation system to prevent outside air mixing with PC-Air,
if fixed PCA is out of service, mobile ACU may be used.
- Visual Docking Guidance System is provided at all stands. If VDGS is out of
service, a marshaller shall guide the aircraft from the taxilane to the parking
position on the stand.

3.4.2. ACTION TO BE TAKEN BY THE PILOT IN COMMAND

When the aircraft is fully ready the pilot-in-command 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. This is to be done
using standard phraseology in communication with the ground operations headset
operator.

| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P13 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
3.4.2. ACTION TO BE TAKEN BY THE PILOT IN COMMAND (CONT)
- Ensure that prior to start-up, the pilot must be certain that the propellers or the air
flows caused by the engine cannot cause injuries or damage to persons or property on
ground. This is to be done using standard phraseology in communication with the
operations headset operator.
- Contact Ground Control for permission to start up the engines.
In normal operations, the engine start-up at the aircraft parking position is not allowed.
- Ensure that the ground engineer, or the person responsible for ground to cockpit
communications who is in direct intercom-radio contact with the pilot-in-command,
acknowledges the start up permission. In the event intercom-radio contact is not
available, the use of standard hand signals will be used.
- Ensure that the anti-collision beacons of the aircraft have been switched on before
pushing back or starting the engine. Ensure to obtain an "all-clear" signal from the
ground operations headset operator.
- During pushback operations, all aircraft shall be pushed back with its fuselage
longitudinally centered over, and parallel to, a taxiway centerline before
commencing engine start. Should the engine start be performed at the aircraft
parking positions, ensure that the requirements for such engine start up conditions
are met.
- Ensure that the ground engineer or ground operations headset operator
acknowledges the permission.
- Ensure that the aircraft is being pushed back in the right direction onto the taxilane.
- Request permission from Ground Control to taxi when the tug has been disconnected
as confirmed by the ground engineer and the ground engineer or ground operations
headset operator has given the "all clear" signal.

3.4.3. PUSH BACK PROCEDURES

- Aircraft which are parked either nose in to the terminal building on a stand attached
to a PASSENGER LOADING BRIDGE or nose in on a remote stand will need to be
pushed back from the stand towards the taxilane center line taking into account the
standard taxiway routing.
- Once the pilot-in-command of an aircraft has decided that the aircraft is fully ready for
departure he/she will contact Ground Control for start up, stating the parking position,
and after that for push back permission.
- Note- Fully ready in this sense means all passengers, hold and cargo doors are closed,
the Passenger Loading Bridge is disconnected and back in its rest position, the tug
is connected to the aircraft and the ground engineer is in position and in contact
with the pilot in command.
- When the anti-collision beacons of the aircraft have been switched on no vehicular
movement is permitted behind the aircraft.
- ATC may deviate from the standard push back procedure as stated below for reasons
such as traffic or work in progress. The deviation will be given in the push back
permission and the pilot-in-command has to make sure that the ground engineer
fully understands the deviation.
- The PIC shall use minimum break away power and minimum taxi power when operating
on the aprons and taxi lanes.
- Nose wheel positions have been marked on the taxilane center line to indicate
to the tug/tractor driver where the push or pull maneuver has to be stopped and
the tug can be disconnected.
- A 340-600 aircraft may only be pushed back using a towbarless tow tractor.
This is to avoid blocking the road in front of the aircraft by a tractor with towbar.
- While the aircraft is being pushed back from parking bay and/or being on the taxilane
ready to take off with all engines started, operate normal procedures until they are
completed and the aircraft has taken off.

| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P14 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
AIRCRAFT PARKING AT MAIN APRON (26 STANDS)
Ground Control
Aircraft stands Frequency Push Back Instructions

Aircraft shall be pushed back to face east onto aircraft stand taxi
C2 121.75
lane T12 until nose wheel is on marking 1.
Aircraft shall be pushed back to face south onto aircraft stand taxi
C4, C6 121.75
lane T8 and then towed forward until nose wheel is on marking 2.
Aircraft shall be pushed back to face south onto aircraft stand taxi
C8, C10 121.75
lane T8 and then towed forward until nose wheel is on marking 1.
Aircraft shall be pushed back to face north onto aircraft stand taxi
301 121.75
lane T9 until nose wheel is on marking 1.
Aircraft shall be pushed back to face north onto aircraft stand taxi
302 121.75
lane T9 and then towed forward until nose wheel is on marking 1.
Aircraft shall be pushed back to face north onto aircraft stand taxi
303 121.75
lane T9 until nose wheel is on marking 2.
Aircraft shall be pushed back to face north onto aircraft stand taxi
304 121.75 lane T9 and then towed forward until nose wheel is on marking 2
Aircraft shall be pushed back to face north onto aircraft stand taxi
305 121.75
lane T10 until nose wheel is on marking 1.
Aircraft shall be pushed back to face north onto aircraft stand taxi
306 121.75
lane T10 and then towed forward until nose wheel is on marking 1.
Aircraft shall be pushed back to face north onto aircraft stand taxi
307 121.75
lane T10 until nose wheel is on marking 2.
Aircraft shall be pushed back to face north onto aircraft stand taxi
308 121.75
lane T10 and then towed forward until nose wheel is on marking 2.
Aircraft shall be pushed back to face east onto aircraft stand taxi
D1 121.75
lane T12 until nose wheel is on marking 1.
Aircraft shall be pushed back to face east onto aircraft stand taxi
D2 121.75
lane T12 and then towed forward until nose wheel is on marking 1.
Aircraft shall be pushed back to face east onto aircraft stand taxi
D3 121.75
lane T12 until nose wheel is on marking 2.
Aircraft shall be pushed back to face east onto aircraft stand taxi
D4 121.75
lane T12 and then towed forward until nose wheel is on marking 2.
Aircraft shall be pushed back to face west onto aircraft stand taxi
D5 121.75 lane T12 and then towed forward until nose wheel is on marking 3.
Aircraft shall be pushed back to face west onto aircraft stand taxi
D6 121.75
lane T12 until nose wheel is on marking 3.
Aircraft shall be pushed back to face west onto aircraft stand taxi
D7 121.75
lane T12 and then towed forward until nose wheel is on marking 4.
Aircraft shall be pushed back to face west onto aircraft stand taxi
D8 121.75
lane T12 until nose wheel is on marking 4.

E1 121.75 Aircraft shall be pushed back to face west onto aircraft stand taxi
lane T12 until nose wheel is on marking 4.

E3, E5 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T11 and then towed forward until nose wheel is on marking 2.
Aircraft shall be pushed back to face south onto aircraft stand taxi
E7, E9 121.75
lane T11 and then towed forward until nose wheel is on marking 1.

| JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK 27 SEP 24 20-1P15 .Eff.3.Oct.
BANGKOK, THAILAND
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
AIRCRAFT PARKING AT EAST APRON (54 STANDS)
Ground Control
Aircraft stands Push Back Instructions
Frequency
A1, A2 121.65 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T5 until nose wheel is on marking 1.
A3, A4, A5, A6 121.65 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T5.

101 Aircraft shall be pushed back to face south onto aircraft stand taxi
121.65
lane T5 and then towed forward until nose wheel is on marking 2.

102, 103, 104,

105, 106, 107,
Aircraft shall be pushed back to face south onto aircraft stand taxi
108, 109, 110, 121.65 lane T5.
111, 112, 113,
114
Aircraft shall be pushed back to face south onto aircraft stand taxi
115, 116, 117 121.65 lane T5.
Aircraft shall be pushed back to face south onto aircraft stand taxi
118 121.65
lane T5 and then towed forward until nose wheel is on marking 2.
119, 120, 121,
122, 123, 124, Aircraft shall be pushed back to face south onto aircraft stand taxi
121.65
125, 126, 127, lane T5.
128, 129

130 Aircraft shall be pushed back to face east onto aircraft stand taxi
121.65
lane T1.
Aircraft shall be pushed back to face east onto aircraft stand taxi
131, 132, 133 121.65
lane T1, towed forward until abeam stand 131.
Aircraft shall be pushed back to face north onto aircraft stand taxi
134 121.65
lane T5.
B1, B3 121.65 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T5 until nose wheel is on marking 1.
B5 121.65 Aircraft shall be pushed back to face east onto aircraft stand taxi
lane T4 then towed forward until nose wheel is on
marking on taxi lane.
B2, B4 121.75 Aircraft shall be pushed back to face west onto aircraft stand taxi
lane T6 until nose wheel is on marking on taxi lane.
B6 121.75 Aircraft shall be pushed back to face west onto aircraft stand taxi
lane T6 and then towed forward until nose wheel is on
marking on taxi lane.
C1 121.75 Aircraft shall be pushed back to face west onto aircraft stand taxi
lane T6 then towed forward until nose wheel is on
marking on taxi lane.
C3, C5 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T7 then towed forward until nose wheel is on
marking 2.
C7, C9 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T7 and then towed forward until nose wheel is on
marking 1.
201, 202 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T7 and then towed forward until nose wheel is on
marking 2.
203 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T7 and then towed forward until nose wheel is on
marking 1.

| JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK 27 SEP 24 20-1P16 .Eff.3.Oct.
BANGKOK, THAILAND
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
AIRCRAFT PARKING AT WEST APRON (44 STANDS)
Ground Control
Aircraft stands Frequency Push Back Instructions

E2 121.75 Aircraft shall be pushed back to face east onto aircraft stand taxi
lane T14 until nose wheel is on marking on taxilane.
E4, E6 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T13 and then towed forward until nose wheel is on marking 2.
E8, E10 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T13 and then towed forward until nose wheel is on marking 1.
401, 402 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T13 until nose wheel is on marking 2.
403 121.75 Aircraft shall be pushed back to face south onto aircraft stand taxi
lane T13 and then towed forward until nose wheel is on marking 1.
F1, F3 121.75 Aircraft shall be pushed back to face east onto aircraft stand taxi
lane T14 until nose wheel is on marking on taxi lane.
F5 121.75 Aircraft shall be pushed back to face east onto aircraft stand taxi
lane T14 and then towed forward until nose wheel is on marking
on taxi lane.
F2, F4 121.95 Aircraft shall be pushed back to face east onto aircraft stand taxi
lane T15 until nose wheel is on marking on taxi lane.
F6 121.95 Aircraft shall be pushed back to face east onto aircraft stand taxi
lane T15 and then towed forward until nose wheel is on marking
on taxilane.
G1, G2 121.95 Aircraft shall be pushed back to face east onto aircraft stand taxi
lane T15 until nose wheel is on marking on taxi lane.
G3, G4 121.95 Aircraft shall be pushed back to face north onto aircraft stand taxi
lane T17 and then towed forward until nose wheel is on marking 2.
G5 121.95 Aircraft shall be pushed back to face north onto aircraft stand taxi
lane T17 and then towed forward until nose wheel is on marking 1.
501 121.95 Aircraft shall be pushed back to face north onto aircraft stand taxi
lane T17 and then towed forward until nose wheel is on marking 1.
502, 503 121.95 Aircraft shall be pushed back to face north onto aircraft stand taxi
lane T17 and then towed forward until nose wheel is on marking 2.
504, 505 121.95 Aircraft shall be pushed back to face north onto aircraft stand taxi
lane T17 and then towed forward until nose wheel is on marking 1.
506 - 521 121.95 Aircraft shall be pushed back to face south onto taxiway D.
522 - 525 121.95 Aircraft shall be pushed back to face south onto taxiway D,
then towed forward until abeam stand 522 with nose wheel on
marking on taxiway.

| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P17 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
AIRCRAFT PARKING AT SAT-1 APRON (28 STANDS)
Ground Control
Aircraft stands Push Back Instructions
Frequency

S101 121.7 Aircraft shall be pushed back to face west onto aircraft stand taxi
lane T18.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S102 121.7 lane T19.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S103 121.7
lane T18.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S104 121.7 lane T19.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S105 121.7 lane T18.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S106 121.7
lane T19.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S107 121.7
lane T18.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S108 121.7
lane T19.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S109 121.7 lane T18.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S110 121.7
lane T19.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S111 121.7 lane T18.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S112 121.7
lane T19.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S113 121.7 lane T18.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S114 121.7
lane T19.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S115 121.7 lane T18.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S116 121.7 lane T19.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S117 121.7
lane T18.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S118 121.7
lane T19.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S119 121.7
lane T18.
Aircraft shall be pushed back to face west onto aircraft stand taxi
S120 121.7
lane T19.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S121 121.7 lane T18.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S122 121.7
lane T19.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S123 121.7 lane T18.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S124 121.7
lane T19.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S125 121.7 lane T18.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S126 121.7
lane T19.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S127 121.7 lane T18.
Aircraft shall be pushed back to face east onto aircraft stand taxi
S128 121.7 lane T19.

| JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P18 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
3.5. ATC CLEARANCE PROCEDURES
3.5.1. ISSUANCE OF ATC CLEARANCE
- When flight formalities have been completed and aircraft is ready for departure
(all doors are closed), all aircraft are to call Suvarnabhumi Clearance Delivery
Control (CDC) for ATC clearance including the aircraft call sign, aircraft type,
destination, route, proposed flight level, if different from the filed flight plan and,
when applicable, special requirements (e.g. inability to comply with SID climb profile),
on the clearance delivery frequencies as depicted on the 20-9 chart.
(Except : IFR aircraft departing to VTBD, VTBU, VTBK, VTBL, VTPI and VTPH
at or below FL160 are to call Bangkok Approach on 125.8 MHZ)
- To improve tactical management of air traffic, minimize delay as well as reduce
controllers and pilots workload, the following procedure will be applied:
a) Under normal circumstances, altitude 6000' shall be initially assigned.
b) First airborne first flight level selection principle.
c) No one ground flight level negotiation and reservations.
d) Cruising level shall be assigned by Bangkok Control after airborne.

3.5.2. DEPARTURE TIME RESTRICTION

- Departure time restrictions may be imposed for Air Traffic Management
when so required.
- When ATC clearance includes departure time restrictions, pilots shall:
a) keep listening watch on relevant Suvarnabhumi Ground Control frequency
at all times for additional or revised ATC clearance and in readiness for
push back; and
b) call Ground Control in the appropriate time with the departure time restriction.

3.5.3. CANCELLATION OF ATC CLEARANCE

- Once ATC clearance has been received, unless there is a departure time restriction
included in ATC clearance or other restriction resulting from Air Traffic Management,
the aircraft must be pushed back within 5 minutes from the time ATC clearance is
received, otherwise ATC clearance will be cancelled.
- Additionally, in order to provide a more flexible ground traffic movement, all
domestic departures shall no longer be required to push back within 5 minutes after
clearance received.
After ATC clearance is received, pilot shall contact defined ground control frequency
according to the parking stand for start up and push back.

3.6. DEPARTURE PROCEDURES

3.6.1. OPERATIONAL FOR SAFETY AND MORE EFFECTIVE AIR TRAFFIC
MANAGEMENT IN BANGKOK TMA
Suvarnabhumi Departure shall be established to provide Air Traffic Control Service at
Suvarnabhumi International Airport, the operational procedures shall be as follows:
- All departing aircraft, before transferring to relevant approach sectors, are strictly
required to contact Suvarnabhumi Departure on frequency 119.25 MHz immediately
after airborne unless otherwise instructed by ATC.
- Pilots shall be reminded that, to reduce communication workload, the departure
frequency shall not be included in take-off clearance.

3.6.2. RUNWAY-IN-USE
- The runway-in-use is selected by Suvarnabhumi Control Tower as the best for general
purpose. If it is unsuitable for a particular operation, the pilot can obtain
permission from ATC to use another but must accept that he may thereby incur a delay.

| JEPPESEN, 2015, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P19 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
3.6.3. DEPARTURE SEQUENCE
- Departure shall normally be cleared in the order in which they are ready for take-off,
except that deviations may be made from this order of priority to facilitate the
maximum number of departures with the least average delay.
- To increase runway capacity and to comply with slot times if required, ATC may
re-order departure sequence at any time. In addition, intersections will be assigned
for departure. Pilots unable to accept the reduced take-off run available for the
assigned intersection, shall inform ATC directly.

3.6.4. DEPARTURE CLEARANCE

- The order in which aircraft are given take-off clearances will be determined on the
basis of normal traffic priorities, the application of wake turbulence standard
separation and departure slot allocations and management.
- Under normal circumstances all departing aircraft will be issued with SIDs. If, for
traffic management reasons, a SID has to be cancelled, the pilot will be given a specific
departure instruction.
- If, after take-off, a pilot experiences radio failure, he/she shall comply with
communication failure procedures as published in the RNAV SID Charts.

3.6.5. INTERSECTION DEPARTURE

- Departing aircraft will normally be directed by ATC to use the full length of the runway
for take-off. Pilots-in-command may request or ATC may propose an intersection
departure to resolve a particular runway or maneuvering area conflict. The
final decision whether to make an intersection departure rests with the
pilot-in-command.

3.6.6. CLEARANCE FOR IMMEDIATE TAKE-OFF

- A pilot receiving an immediate take-off instruction is required to act as follows:
a) if waiting clear of the runway, taxi immediately to runway and begin take-off
run without stopping aircraft;
b) if already lined up on the runway, take-off without delay;
c) if unable to comply with the instruction, inform ATC immediately.

3.6.7. MINIMUM RUNWAY OCCUPANCY TIME

- On receipt of line-up clearance pilots should ensure, commensurate with safety
and standard operation procedures, that they are able to taxi into the correct position
at the hold and line up on the runway as soon as the preceding aircraft has commenced
its take-off roll.
- Whenever possible, cockpit checks should be completed prior to line up and any
checks requiring completion while on the runway should be kept to the minimum
required. Pilots should ensure that they are able to commence the take-off roll
immediately after take-off clearance is issued.
- Pilots not able to comply with these requirements should notify ATC as soon
as possible.
- Pilots shall prepare for the following take-off run available (TORA):

RUNWAY 01 TORA
B13 13123' (4000m)
B12 12762' (3890m)

RUNWAY 19 TORA
B1 13123' (4000m)
B2 12697' (3870m)

RUNWAY 02R TORA

E21 12139' (3700m)
E19 11778' (3590m)

RUNWAY 20L TORA

E1 12139' (3700m)
E2 11778' (3590m)

| JEPPESEN, 2015, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
27 SEP 24 20-1P20 .Eff.3.Oct.
SUVARNABHUMI INTL AIRPORT.BRIEFING
3. DEPARTURE
3.6.7. MINIMUM RUNWAY OCCUPANCY TIME (CONTD)
- Pilots shall prepare for the following take-off run available (TORA) (CONTD):

RUNWAY 02L TORA

F12 13123' (4000m)
F11 12762' (3890m)

RUNWAY 20R TORA

F1 13123' (4000m)
F2 12795' (3900m)

- In order to expedite departure traffic, the runway declared distance at each additional
available departing point when entering from taxiway, are as follows:

RUNWAY 01 TORA
B11 9121' (2780m)

RUNWAY 19 TORA
B3 9744'(2970m)

RUNWAY 02R TORA

E15 8760' (2670m)
E17 10564' (3220m)

RUNWAY 20L TORA

E5 9121'(2780m)
E3 10564' (3220m)

RUNWAY 02L TORA

F10 10564' (3220m)

RUNWAY 20R TORA

F3 10105' (3080m)

Remarks: The aircraft take-off from these points shall be approved when traffic
permitted in VMC only.

| JEPPESEN, 2015, 2024. ALL RIGHTS RESERVED.

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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
25 OCT 24 20-1P21
SUVARNABHUMI INTL AIRPORT.BRIEFING
4. DEPARTURE CLEARANCE (DCL)
4.1. Introduction
4.1.1 The purpose of these charts is to notify aircraft operators of implementation
of Departure Clearance (DCL) via Data Link at Suvarnabhumi Airport.
4.1.2 The DCL service aims to further improve the accuracy and reliability of departure
clearance operations, reduce the workload of pilots and ATC, and decrease congestion
on the Clearance Delivery Control radio frequency.
4.2. Application of DCL Service
4.2.1 The DCL Service will be applied to flights departing from Suvarnabhumi Airport on
the following ATS Routes:
a. Southbound: A464 / M751 / M757 / R201 / M904 / W19 / W31 / G458 / Y8 / Y11
b. North-Eastbound: A1 / Y16 / Y14
c. Eastbound: G474 / R468 / N891 / B204 / N506 / L880
d. Northbound: A464 / R474 / W9 / W21 / W39 / B346 / Y6
e. Westbound: G463 / L301 / L507 / M502 / P646
4.2.2 The DCL Service will be applied under the following principles:
a. Under normal circumstances, 6000 ft shall be initially assigned.
b. First airborne, first flight level selection principle
c. No on-ground flight level negotiation and reservations
d. Cruising level shall be assigned by Bangkok Control after airborne
4.2.3 With DCL operations, the request for departure clearance will be initiated by
the pilot. After satisfactory verification of the request, the DCL system will
respond with the departure clearance message.
4.2.4 All DCL messages (such as departure clearance request, departure clearance response
and departure clearance read back) between aircraft and DCL system will be
exchanged in accordance with the Airlines Electronic Engineering Committee (AEEC)
Specification 623 (AEEC623: Character-Oriented Air Traffic Service Applications) for
departure clearance and transmitted via data link service providers, between
the aircraft and the DCL system directly.
4.2.5 The DCL service does not provide clearance revision. Any revision to the clearance
issued via Data Link will be made by ATC through voice communications.
4.2.6 Clearance request through VHF using the existing voice communications is still
available for application under the DCL service.
4.3 Operators' Equipment
4.3.1 Aircraft equipped with Aircraft Communications Addressing and Reporting
System (ACARS) equipment and compliant with AEEC623 may utilize the DCL
via Data Link.
4.4 DCL via Data Link Procedure
4.4.1 Pilot should initiate a Departure clearance request (RCD) no earlier than
20 minutes prior to Target Start-up Approval Time (TSAT), using ICAO call sign
as filed flight plan and select the departure airport as "VTBS"
4.4.2 Pilot will receive a message ("RCD RECEIVED, REQUEST BEING PROCESSED,
STANDBY") to inform that DCL uplink message (CLD) will be delivered shortly.
4.4.3 Within 5 minutes after receiving the DCL uplink message (CLD), pilot shall
select the "ACCEPT" function on the flight deck to acknowledge the departure
clearance via Data Link.
4.4.4 Upon reception of clearance acceptance, pilot will receive a confirmation
message ("CDA RECEIVED CLEARANCE CONFIRMED") completing en-route
clearance.
4.4.5 Before TSAT window pilot shall switch to and monitor relevant Ground Control.
Within TSAT window, pilot should contact Suvarnabhumi Ground Control for
start-up and push back.
(continued)
| JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.
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VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL
25 OCT 24 20-1P21A AIRPORT.BRIEFING
4. DEPARTURE CLEARANCE (DCL)
(Contd)
4.5. Contingency Procedure
4.5.1 If there is any problem with the data link exchanges, pilot shall request the
clearance through voice communications using the following frequencies:

Frequency Outbound routes

128.7 A464 (Northbound)/ A464 (Southbound) / B346 / G458 / G463 /
L301 / L507 / M502 / M751 / M757 / P646 / R474 / W9 / W19 /
/ W21 / W31 / W39 / Y6 / Y8
133.8 A1 / B204 / G474 / L880 / M904 / N506 / N891 / R201 / R468 /
Y11 / Y14 / Y16

Remark: IFR aircraft departing to VTBD, VTBU, VTBK, VTBL, VTPI and VTPH at or below
FL 160 are to call Bangkok Approach on 125.8 MHz
Examples of message formats
1. Departure Clearance Request (RCD):
DCL Request Message from the aircraft for the initiation of departure clearance
process.
RCD 000
THA475-VTBS-GATE C3-YSSY
ATIS C
-TYP/A350
1.1 Flight System Message (FSM): An automated message from the system.
FSM 0306 240724 VTBS
THA475 RCD RECEIVED
REQUEST BEING PROCESSED
STANDBY
1.2 Flight System Message (FSM) in case of Clearance Delivery Control requires
the pilot to contact ATC through voice communications.
FSM 0306 240724 VTBS
THA475 RCD REJECTED
REVERT TO VOICE PROCEDURES
2. Departure Clearance Uplink (CLD):
Departure Clearance Uplink Message from ground system (by Clearance Delivery
Control) containing departure clearance.
CLD 0152 240705 VTBS PDC 918
THA475 CLRD TO YSSY OFF 20L VIA BUT1G M904 ALT060
SQUAWK 0734
or
CLD 0152 240705 VTBS PDC 918
THA475 CLRD TO YSSY OFF 20L VIA BUT1G M904 ALT060
SQUAWK 0734
CTOT 0210
3. Departure Clearance Readback Downlink (CDA):
DCL Readback Message from aircraft.
CDA 0152 240705 VTBS PDC 918
THA475 CLRD TO YSSY OFF 20L VIA BUT1G M904 ALT060
SQUAWK 0734
3.1 Flight System Message (FSM): An automated message from the system indicating
the DCL process is completed.
FSM 0732 240724 VTBS
THA475 CDA RECEIVED
CLEARANCE CONFIRMED
| JEPPESEN, 2024. ALL RIGHTS RESERVED.
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JEPPESEN
VTBS/BKK BANGKOK, THAILAND
15 SEP 23 20-1P22
SUVARNABHUMI INTL AIRPORT.BRIEFING
OPERATIONAL PROCEDURES FOR STARTING AND RUNNING OF
AIRCRAFT ENGINES
INTRODUCTION
Suvarnabhumi International Airport has developed the following procedures in regards
to starting and running of aircraft engines. It is important for aircraft operators and
related stakeholders to strictly adhere to the below mentioned procedures. This is in
order to ensure a maximum level of safety in the airside operations area for all
related parties.
STARTING OR RUNNING OF AIRCRAFT ENGINES
1. In normal operations, engine start-up at the aircraft parking position is not allowed.
Aircraft operators wishing to start or run aircraft engines at the aircraft parking
positions, shall ensure that the following conditions are met:
- The aircrafts engine(s) are running at minimum idle power.
- The aircraft is properly parked with its fuselage longitudinally centered over the lead
line and nose gear on top of the parking position painted nose block marking.
- The aircraft operator shall provide additional ground staff as wing walkers to lookout
on both sides of the aircraft; he/she must keep an eye on specific parts of the aircraft
when it is moving and safeguard the rear movement of the aircraft to ensure safe
clearance and to prevent collision. He/she must be in constant communications with
the person in charge of the operation.
- The aircraft operator seeks permission from the Ground Control prior to starting the
engine(s).
- No other aircraft with ground crew in attendance is on the taxiway centerline or
about to pushback from an adjacent stand on to the centerline behind the aircraft
waiting to start.
- The PIC receives an "all-clear" visual and audible signal from the ground engineer
or the ground operations headset operator that it is safe to start the engine(s). The
PIC must bear in mind that even though the start engine's permission is received
from the Ground Control, the ground engineer or the ground operations headset
operator has the final authority that the environment around the aircraft is safe for
the engine(s) to be started.
- The ground crew must ensure that the area behind the aircraft is clear of vehicles,
equipment and other obstructions before the start-up or pushback of aircraft
commences.
- Minimum power idle engine runs are limited to ten (10) minutes in duration. Otherwise,
the operations much be done at the run up area or aircraft parking position with no
operations conducted in the adajcent area, or as stipulated/directed by the Airside
Operations Control Center (AOCC) Tel: +66 2 132 4110.

2. For the purpose of noise and carbon emission reduction on the apron area, any
aircraft that is designated to park at the stand served with passenger loading bridges shall
utilize the fixed ground power supply (400Hz) and fixed pre-conditioned air supply
provided by the airport if serviceable.

- Fixed ground power supply (400Hz): Operators are recommended to reduce electric load
immediately after parking. If fixed ground power supply is out of service, mobile GPU
or APU may be used with consent from AOCC.
- APU shall not be used more than 10 minutes before off-block time and 5 minutes after
parking.
- If the operator needs to run an APU more than the mentioned time length, they must
seek approval from the AOCC. Any acts of non-compliance by the aircraft operator will
result in actions being taken by the airport authority, including the assignment of
parking stand to a remote area.
- Aircraft operators that would like to run the APU for an extended period of time
shall notify the ground staff to ensure that they are prepared for the effect of extra
ground noise or exhaust fumes.
- Fixed Pre-Conditioned Air (PCA) supply: Operators are recommended to turn off the
cabin air re-circulation system to prevent outside air mixing with PC-Air. If fixed
PCA is out of service, mobile ACU may be used with consent from AOCC.

| JEPPESEN, 2018, 2023. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

JEPPESEN
VTBS/BKK BANGKOK, THAILAND
15 SEP 23 20-1P23
SUVARNABHUMI INTL AIRPORT.BRIEFING
OPERATIONAL PROCEDURES FOR STARTING AND RUNNING OF
AIRCRAFT ENGINES
(Contd)
3. No aircraft engine shall be started or run unless a licensed pilot or certified
mechanic is attending the aircraft controls. Wheel blocks equipped with ropes or
other suitable means of chocking the wheels of an aircraft to deter movement shall
always be placed in front of the main landing wheels before starting the engine(s),
unless the aircraft is locked into position by functioning locking brakes.

4. All aircraft shall be started and run-up in locations, including leased premises,
designated for such purposes by the AOCC (Tel. +66 2 132 4110). Maintenance run
of aircraft engines shall not be performed in the passenger ramp, apron, cargo and
public parking areas.

5. During pushback operations, all aircraft should be pushed back with its fuselage
longitudinally centered over, and parallel to a taxiway centerline before commencing
engine start. If the PIC wishes to start the engine(s) during push-back, he/she shall
coordinate with the ground crew.

6. Running an aircraft engine is prohibited unless reasonably necessary for maintenance

purposes, testing or repairing of such engine. The instruction of mechanics or pilots,
or the movement/flight operation of such aircraft must be done with strict compliance
to Suvarnabhumi Airport Noise Abatement procedures.

7. Turbo jet and turbo fan cross-bleed engine air-start of multi-engine jet aircraft may
be conducted on taxiways, provided that the following conditions are met:
- The aircraft Auxillary Power Units (APU) is inoperative.
- The aircraft operator seeks permission from the Ground Control prior to starting
engines.
- Cross-bleed engine start procedure is conducted while the aircraft is longitudinally
centered over and parallel to a taxiway centerline while the engine start is being
performed.

8. Aircraft of departing flights on aircraft parking positions that are subject to delay
are prohibited from running the engine(s). Aircraft power supply must be provided
by either: the Passenger Boarding Bridge, APU, or other Ground Power Unit (GPU).

9. The starting or operating of aircraft engines inside any hangar or within 7.5 m
radius of any building or other structure is prohibited.

10. No aircraft engine exhaust, blast, and/or propeller wash shall be directed in such
a manner as to cause injury, damage, or hazard to any person, aircraft, vehicles,
equipment, or structure. If it is impossible to taxi the aircraft without compliance
with the above, the engine(s) must be shut off and the aircraft must be towed.

11. Aircraft engines shall not be operated during refueling or defueling operations;
or, during a fuel spill unless otherwise approved by the Aircraft Rescue and Fire
Fighting (ARFF) Officer in Charge.

RUN-UP OF AIRCRAFT ENGINES

1. High power run of aircraft engines is prohibited at all aircraft parking positions.

2. All preflight engine run-ups shall be conducted during the hours of 0700 - 2200 local
time at the run up area located at the north end of Taxiway E, between D1 - D2.

3. Aircraft engines shall not be run in hangars, except in approved engine test areas.
Aircraft engines shall be run-up only in designated areas. At no times shall engines
be run-up when aircraft is inside any hangar or within 7.5 m radius of any building
or other structures, or when persons in observation areas are in the proximity of
the propeller slipstream or jet blast.

| JEPPESEN, 2018, 2023. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

29 MAR 24 20-1P24
SUVARNABHUMI INTL AIRPORT.BRIEFING
OPERATIONAL PROCEDURES FOR STARTING AND RUNNING OF
AIRCRAFT ENGINES
(Contd)
4. Aircraft operators must obtain location approval and instructions from AOCC
(Tel. +66 2 132 4110), before conducting an extended run of any aircraft engine
above minimum idle power; high power engine operation, or engine run.

5. Leak checks, one (1) engines power at idle thrust only per start, may be
performed at aircraft parking areas that is limited to ten (10) minutes, provided that
the operator provides adequate measures to protect personnel and equipment operating
behind the aircraft, and the leak check does not interfere with the use of adjacent gate
operations.

6. Idle engine checks and auxiliary power units are to be operated at the minimum
time required to accomplish the necessary maintenance or preflight check.

| JEPPESEN, 2020, 2023. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

29 MAR 24 20-1P25
SUVARNABHUMI INTL AIRPORT.BRIEFING
AIRPORT COLLABORATIVE DECISION MAKING
(A-CDM) AT SUVARNABHUMI INTL AIRPORT
1. DEFINITION OF TERMS COMMONLY USED IN A-CDM
1.1 Target Off-Block Time (TOBT) - The time that an Aircraft Operator (AO) or Ground
Handler (GH) estimates that an aircraft will be ready, all doors closed, boarding bridge
removed, push back vehicle available and ready to start-up and push back immediately upon
reception of clearance from the Aerodrome Control Tower (TWR).

1.2 Target Start-Up Approval Time (TSAT) - The time provided by ATC taking into account
TOBT, CTOT and/or the traffic situation that an aircraft can expect start-up/push back
approval.

1.3 Calculated Take-Off Time (CTOT) - A time calculated and issued by the appropriate
Central Management unit, as a result of tactical slot allocation, at which a flight is
expected to become airborne.

2. SUVARNABHUMI A-CDM PROCEDURES

Note: Detailed procedures for A-CDM are contained in A-CDM Manual,
https://acdm.airportthai.co.th/

2.1 Suvarnabhumi A-CDM Procedure Overview

The chart below describes the simple overview of the A-CDM process at Suvarnabhumi
International Airport from the time that airlines input the TOBT to the time that aircraft
is airborne. It includes the responsibilities and procedures in brief, as described below.

Airlines input TOBT First TSAT distributed Pushback request

EOBT TOBT TSAT
-120 mins -40 mins +/-5 mins

Ground Operation Process Pushback and Taxi

process

TOBT updated can be ATC issues push

After the TSAT has been
made as often as issued, the TOBT can back clearance
desired. only be revised 5 times. taking into account
TSAT.

-5 +5

40 mins before TOBT

2 hours before EOBT

Update of TOBT when it is expected to differ by TOBT EOBT TSAT TTOT

5 min or more ATOT

| JEPPESEN, 2020, 2024. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

29 MAR 24 20-1P26
SUVARNABHUMI INTL AIRPORT.BRIEFING
AIRPORT COLLABORATIVE DECISION MAKING
(A-CDM) AT SUVARNABHUMI INTL AIRPORT (CONTD)
2.2 Target Off-Block Time (TOBT) Procedures
2.2.1 General
Airlines or person responsible for the TOBT are required to access and manually input
the TOBT into the A-CDM system in order that the start-up approval time (TSAT) can be
expected.
2.2.2 Person Responsible for TOBT
-Airline operator (AO) is responsible for the input of and adherence to the TOBT. However,
AO may prefer to delegate this function to ground handler (GH). It is the responsibility of
the AO/GH to communicate and ensure that the pilot of a flight has the correct TOBT and
TSAT prior to requesting ATC clearance.
-AO need to ensure that a timely, accurate and stable TOBT is provided. If it becomes
obvious that the TOBT cannot be respected, it shall be updated by the person responsible for
the TOBT as early as possible.
2.2.3 TOBT Input and Revision
The following has to be taken into account for the input and/or revision of the TOBT:
a) The first TOBT can be input at 120 minutes (2 hours) prior to EOBT.
b) A TOBT input must be at least the present time.
c) The TOBT revision can be made as often as desired until the TSAT has been issued
(40 minutes prior to TOBT).
d) After the TSAT has been issued, the TOBT can only be revised not more than 5 times
to ensure a stable operation.
e) New TOBT must differ by at least 5 minutes (+/-5 minutes) from the latest input
TOBT to protect a stable Pre-Departure Sequence.
2.2.4 Flights with Calculated Take-Off Time (CTOT)
Flights with CTOT will usually take priority when calculating TSATs in order to minimize
potential CTOT delay.
2.2.5 TOBT Deletion
a) TOBT can be deleted by users with permission to input/revise the TOBT.
b) If the TOBT is deleted, the TSAT is automatically deleted.
c) The TOBT has to be deleted in the following cases:
- TOBT is unknown (e.g. technical problems with the aircraft), or
- The permitted number of TOBT revision (5 times) after the generation of the TSAT
has been exceeded.
d) If a new TOBT is known, the process shall continue and the person responsible for the
the TOBT has to enter a new TOBT.
2.2.6 TOBT Reporting Channels
The TOBT is reported or updated by the following ways:
- A-CDM Portal Web Based Application (https://acdm.airportthai.co.th/)
- A-CDM Portal Mobile Application

2.3 Target Start-Up Approval Time (TSAT) Procedures

2.3.1 General
The TSAT is the target time for start-up approval calculated by iDEP system based on the
TOBT input from the airlines and operational constraints. The TSAT is calculated based on
the following key parameters:
- Target Off-Block Time (TOBT)
- Calculated Take-Off Time (CTOT)
- Operational Capacity
- Variable Taxi Time (VTT)
- Parking Stand
- Departure Runway

| JEPPESEN, 2020, 2024. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

29 MAR 24 20-1P27
SUVARNABHUMI INTL AIRPORT.BRIEFING
AIRPORT COLLABORATIVE DECISION MAKING
(A-CDM) AT SUVARNABHUMI INTL AIRPORT (CONTD)
2.3.2 TSAT Distribution
2.3.2.1 The TSAT is displayed/distributed 40 minutes prior to the TOBT.
2.3.2.2 After TSAT has been distributed, the TOBT can only be revised not more than 5
times to ensure a stable sequence and CTOT allocation.
2.3.2.3 Subsequent TOBT revision triggers a recalculation of TSAT. It should therefore be
noted that an incorrect TOBT leads to disadvantages for further sequencing and/or CTOT
allocation of regulated flights.
2.3.2.4 The TSAT may not be final and can be revised due to air traffic management.
2.3.3. TSAT Reporting Channels
2.3.3.1 The TSAT will be issued to airlines or person responsible for TOBT via:
- A-CDM Portal Web Based Application (https://acdm.airportthai.co.th/)
- SMS via digital trunked radio system
- A-CDM Portal Mobile Application
2.3.3.2 The AO/GH is responsible for updating and ensuring that the pilot of a flight
has the correct TOBT and TSAT prior to requesting ATC clearance.
2.4 Start-Up and Push Back Procedures

2.4.1 General
Start-up and push back approval are issued taking into account the TOBT and TSAT.
The sequence of the start-up and push back request is no longer a factor. The following
rules apply:
2.4.2 Start-Up and Push Back Procedures
2.4.2.1 Pilot shall ensure that aircraft is ready for push back at TOBT.
2.4.2.2 After obtaining ATC clearance, pilot shall monitor defined ground control frequency
in accordance with aircraft parking stand. If there is any change of TSAT, Ground Control
will update the pilot as soon as possible.
2.4.2.3 Pilot shall contact Ground Control for start-up and push back within window
(TSAT +/- 5 minutes). These three scenarios may occur:
1. Before TSAT window: Flight will be requested to call again when it is within the
TSAT window.
2. Within TSAT window: Flight will be planned for outbound sequence and may
expect start-up approval directly or within a few minutes depending on actual
operational situation.
3. After TSAT window: The TSAT of the flight has expired. Flight will be denied
start-up approval. Pilot has to contact its AO/GH to update the TOBT and shall
contact ATC again when TOBT update has resulted in an updated TSAT.
2.4.2.4 Ground Control will issue start-up and push back clearance taking TSAT into
account.
2.4.2.5 If a flight is unable to push back due to the aircraft being unready, TSAT will be
will be cancelled. Pilot must notify the AO/GH to update the TOBT for a new TSAT.

Note: When a departing aircraft is occupying a gate that has been assigned to an
arriving aircraft, the departing aircraft may be instructed by ground control to push
back onto the taxiway without engine start-up to allow the arriving aircraft to taxi in.
An Expected Taxi Time will be provided accordingly.

| JEPPESEN, 2020, 2024. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

29 MAR 24 20-1P28
SUVARNABHUMI INTL AIRPORT.BRIEFING
AIRPORT COLLABORATIVE DECISION MAKING
(A-CDM) AT SUVARNABHUMI INTL AIRPORT (CONTD)
3. A-CDM IN ADVERSE CONDITION
3.1 Adverse Conditions consist of collaborative management of the capacity of an airport
during periods of predicted or unpredicted reduction of airport capacity. The aim is to
achieve a common situation awareness for the A-CDM partners, including better
information for the passengers, in anticipation of a disruption and expeditious recovery
after the disruption.
3.2 In case of adverse conditions or any circumstances where predicted or unpredicted
reduction of airport capacity may be expected, the following procedures shall be applied:
3.2.1 The pilot shall contact Ground Control for start-up and push back at TSAT
+/- 5 minutes.
3.2.2 If there is any change of TSAT, Ground control will update the pilot accordingly.

4. NON A-CDM Operation

4.1 In case of unavailability or maintenance of A-CDM system, TSAT will not be provided
and Non A-CDM Operation shall be performed.
4.2 During period of Non A-CDM Operation, pilot shall request for ATC clearance when
the aircraft is ready for pushback. ATC will then issue start-up/pushback clearance on
a first-come-first-serve basis.
4.3 To minimize taxi-out delay and reduce fuel consumption, Gate Hold Procedures for
departing aircraft may be implemented. Details are as follows:
4.3.1 When the occurrence of more than four departing aircraft bunching at the runway
holding position is anticipated, an Expected Pushback Time (EPT) will be issued.
4.3.2 An EPT is issued to subsequent departing aircraft which is ready for pushback.
4.3.3 The determination of EPT will take into account an aircraft parking stand as well
as taxi time to runway-in-use holding position.
4.3.4 When an EPT is issued, pilots are required to monitor on a relevant ground
control frequency for possible updates of EPT.

| JEPPESEN, 2023, 2024. ALL RIGHTS RESERVED.

 Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

10 0 10 20 30 40 50

CHANGES: Airway R-201 removed, airways M-904, W-42, Y-11, Y-5 established, bearing fron RYN VOR to TUMGA revised.

SUVARNABHUMI INTL
VTBS/BKK
Alt Set: hPa Trans level: FL130
D-ATIS
RNAV 1 required GNSS or DME/DME/IRU required
KHORAT
133.6 Nakhon Ratchasima NAKHON RATCHASIMA
VTUQ
1. RADAR required.
VTUN
2. Pilot should plan for possible descent as depicted on STAR,
Apt Elev actual descent clearance will be given by ATC.
3. If unable to comply with flight restrictions, advise ATC
8
immediately.

.Y.2.Y.1.
EASTE 1C [EAST1C]
.W.1.

.
LEBIM 1C [LEBI1C]
.Y.13. 45

6^
TUMGA 1C [TUMG1C] UBLOD

20
RNAV ARRIVALS ^ RUKSA
14-30 58 248

2 OD
(RWYS 19, 20L/R)

0.6
EASTE SA

UBL
RUK9.9
.SPEED: MAX 250 KT AT OR BELOW MAX 3

10000 UNLESS OTHERWISE AUTHORIZED BY ATC 280 KT

FL180 H
WARNING For Arrival Speed Control MHA FL140
TERIB
^

196^
After ESGEN MAINTAIN instructions refer to 20-1P pages. 068

0^
C
ST . 5
heading 015^ or as directed

E1
22
EA 19
by ATC.
Do not proceed instrument 35

^
016
approach procedure without

hdg
ATC clearance.
ESGEN 015^ SOVKI MHA 7000

1800 5000 MAX 250 KT

196^
5.7
14-00 FL140
BANGKOK 11000
5.0

Don Mueang Intl

H
5.1

13 VTBD BS5~1
5^ TERIB ANREN
..GL..8480.
016^
5.0
P

MUMUP BS5~7 74.

4.9
AR

7^
MAX 220 KT 286^ 23
7.0 BS5~5
.M.633.
12.9

BS52~ 3^ DULEM
2300
.8
50 REN 24
11000 AN
9000
016^

DUDER TUMGA LEM

4.6

DU
27 MAX 250 KT MAX 280 KT 42
.9

13-30 BS521 31 FL180

40 75
5

9
32
9.

0^
M
.5

11000 N 0^
05 20 TU 18.2 GOMES
8^

MHA FL140

.N.R.5.40668.
MG A 1C 103^
ISRAM GOMES
11000 3900 28 3^ 22.6 263^
.3

.
11

SAGAP 28 3^
342

FL140

CAM
^

TH A
H NUG

BOD
PA
1C

LEBIM

ILA
IM 2

41
LEB 13.

.3

IA
MAX 280 KT

ND
6^

FL180
03

8 NUGPA
9. 29
RY .2

TEL 7^
44

HOTEL HO ^
9 .P.629.
BUT
42.7

13-00 05
ALEM
G UT

46.7
18. O

5326
I
0
S
.G.458W. .31.

340
.
.Y.99.

32

GUTSO
RYN
^

RAYONG
1^

D
112.5 RYN
^
017

79
..MA.W..47.164.

20 DEC 24
51.9.

JEPPESEN
RAYONG
.N.891.

U-Tapao Rayong
SURMA

6000
344
73.6

Pattaya Intl
VTBU ALEMI 4000
^

BUT
U-TAPAO
.M.Y.9.1014..

D
110.8 BUT
20-2
2000
24 47
.Y.12.

CONTOUR
12-30 INTERVALS
100-30 101-00 101-30 102-00
.Eff.26.Dec.
BANGKOK, THAILAND
TUMGA 1C (TUMG1C)
| JEPPESEN, 2024. ALL RIGHTS RESERVED.

NOT TO SCALE H
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST
LOST COMMS

EASTE 1C [EAST1C]
LEBIM 1C [LEBI1C]

1. Set the aircraft transponder to mode A/C code 7600.

(RWYS 19, 20L/R)
COMMS

LEBIM
RNAV ARRIVALS

2. Proceed according to the STAR route to the termination point ESGEN, descend in
accordance with the published all speed and altitude restrictions of the relevant STAR
002^

procedure, thence: after passing ESGEN fly heading 015^ and MAINTAIN altitude 6000
180^

LOST COMMS

for next 10 NM, then turn LEFT and descend to 1600 and carry out the appropriate
SURMA
360^

approach procedure.
LOST COMMS

3. When an arriving aircraft is being RADAR vectored, if no transmissions are heard

.RNAV.STAR.

on the frequency in use for a period of two minutes, a radio frequency check is to be
made. If the radio frequency check indicates a radio communication failure. Pilot
.Y98.42. .
.W .Y.5

.M769.

should proceed in the most direct manner possible to rejoin the STAR procedure
LOST COMMS
.

MHA FL140
appropriate to its ATS route and landing direction and then comply with the
COMMS

procedures in item 2. above.

LOST LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
 Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

10 0 10 20 30 40 50

CHANGES: Airway R-201 removed, airways M-904, W-42, Y-11, Y-5 established, bearing fron RYN VOR to TUMGA revised.
Alt Set: hPa Trans level: FL130
D-ATIS
KHORAT
RNAV 1 required GNSS or DME/DME/IRU required
133.6 Nakhon Ratchasima NAKHON RATCHASIMA
VTUQ
1. RADAR required.
VTUN
2. Pilot should plan for possible descent as depicted on STAR,
Apt Elev actual descent clearance will be given by ATC.
3. If unable to comply with flight restrictions, advise ATC
8
immediately.

.Y.2.1.
.
.Y
EASTE 1D (EAST1D)
LEBIM 1D (LEBI1D) UBLOD .W.1.
TUMGA 1D (TUMG1D) RUKSA .Y.13.

6^
20
RNAV ARRIVALS 58 248
^
45

OD
14-30

.6
(RWYS 01, 02L/R) EASTE

UBL
SA

20
MAX RUK9.9
.SPEED: MAX 250 KT AT OR BELOW 280 KT 3
10000 UNLESS OTHERWISE AUTHORIZED BY ATC FL180
MHA FL140
WARNING

22 1D
After ENKAA MAINTAIN

ST .3
8^

0^
06

EA 14
E
heading 195^ or as directed
by ATC.
Do not proceed instrument 35 BS417
approach procedure without
ATC clearance.
BS416
.4
For Arrival Speed Control instructions
11
MAX 250 KT refer to 20-1P pages.
14-00 FL130
BANGKOK
Don Mueang Intl
13
.0

VTBD
5^
11

MUMUP
ANREN ..GL..8480.
74.
7^
1800 23
196^

BS415
5.3

11000
BS412 .M.633.
5.3

2300 .8 3^ DULEM
7.0
11000 50 REN 24
4.0
BS411 286^ BS413 BS414 AN
1
196^

MAX 220 KT 0.0 MAX 250 KT

286^ LEM
27 DU
75
12.1

.9
42
TUMGA 1D

ISRAM 40
13.2

MAX
016^

13-30 ^ BS41~
50
13.0
357^

0 250 KT 6000
GOMES

SUVARNABHUMI INTL
3

VTBS/BKK
ENKAA 10
5.0

A 3000 3900
^ MHA FL140
RP
.N.R.5.40668.
103^ 4000
GOMES
20
N M
TUMGA 22.6 263^
195^

2000
342
hdg

MENUT 19
.1
MAX 280 KT 28 3^
.
^

FL180 CONTOUR
INTERVALS

CAM
FL140

THA
H NU G
LEBIM PA

BODIA
.6 41

ILAN
MAX 280 KT 1D
12 M
.3
BI
LE 2^

D
FL180
9.
8 05 29 NUGPA
RY .2

TEL 7 ^
44

HOTEL HO
9^ .P.629.
BUT
42.7

13-00 05
ALEM
G UT

46.7
18. O

20 DEC 24
I
0
.G.458.W. .31.

5326
340
.Y.99.

32

JEPPESEN
GUTSO
RYN
^

RAYONG
1^

20-2A
112.5 RYN
79
^
017
64.
..M.AW..47.151.
9.

RAYONG
.N.891.

U-Tapao Rayong
SURMA

344
73.6

Pattaya Intl
.Eff.26.Dec.
VTBU ALEMI
^

BUT
U-TAPAO
.M.Y.9.1014..

D
24 110.8 BUT 47
.Y.12.

12-30 100-30 101-00 101-30 102-00

NOT TO SCALE LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
H
LOST COMMS

BANGKOK, THAILAND
LOST COMMS

TUMGA 1D (TUMG1D)
| JEPPESEN, 2024. ALL RIGHTS RESERVED.

EASTE 1D (EAST1D)

1. Set the aircraft transponder to mode A/C code 7600.

LEBIM 1D (LEBI1D)

LEBIM
(RWYS 01, 02L/R)
RNAV ARRIVALS

2. Proceed according to the STAR route to the termination point ENKAA, descend in
accordance with the published all speed and altitude restrictions of the relevant
002^

STAR procedure, thence: after passing ENKAA fly heading 195^ and MAINTAIN altitude
180^

6000 for next 10 NM, then turn RIGHT and descend to 1600 and carry out the
LOST COMMS
LOST COMMS

SURMA appropriate approach procedure.

360^

3. When an arriving aircraft is being RADAR vectored, if no transmissions are heard

.RNAV.STAR.

on the frequency in use for a period of two minutes, a radio frequency check is to be
made. If the radio frequency check indicates a radio communication failure. Pilot
.Y98.42. .
.W .Y.5

.M769.

should proceed in the most direct manner possible to rejoin the STAR procedure
LOST COMMS
LOST COMMS
.

MHA FL140 appropriate to its ATS route and landing direction and then comply with the
procedures in item 2. above.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
 JEPPESEN
VTBS/BKK BANGKOK, THAILAND
SUVARNABHUMI INTL 20 DEC 24 20-2B .Eff.26.Dec. .RNAV.STAR.
15-30 Alt Set: hPa Trans level: FL130
D-ATIS
RNAV 1 required GNSS or DME/DME/IRU required
5073 133.6
1. RADAR required.
88 35 2. Pilot should plan for possible descent as

1. . 39.
depicted on STAR, actual descent clearance

.Y.7
.Y.W.2.98.. .
Apt Elev will be given by ATC.

.W.2 ..WB.346.
TAKHILI NOBER 8 3. If unable to comply with flight restrictions,
6000
Nakhon Sawan 47 advise ATC immediately.
VTPI

15
4000

0^
184^
TAKHLI
2000 350 TL NORTA 1C [NORT1C]
CONTOUR
INTERVALS
TL WILLA 1C [WILA1C]

TL
38
RNAV ARRIVALS

33.4

.7
NOBER
15-00 (RWYS 19, 20L/R)

.A.464.
NORTA
MAX 280 KT
.SPEED: MAX 250 KT AT OR BELOW
H 10000 UNLESS OTHERWISE

.
WILLA SEMBO 11
7 S FL180 AUTHORIZED BY ATC
^ EMBO
2 4.4

.R.474
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS

180^
105^
ALBOS 1. Set the aircraft transponder to mode A/C code

360^
22.7 267^ ALBOS 7600.
285^ MHA FL140 2. Proceed according to the STAR route to the
LOST COMMS

NORT
LOST COMMS

termination point ATKIN, descend in accordance

^
1648.9
MHA FL140 BS519 with the published all speed and altitude

A 1C
restrictions of the relevant STAR procedure, thence:
. H
FL160 after passing ATKIN fly heading 015^ and
5 5 L.507. MAINTAIN altitude 6000 for next 10 NM, then

8.1
LOST COMMS
LOST COMMS

IGONI 9.1 WILLA 35 turn RIGHT and descend to 1600 and carry out the
14-30

50
IG
ON MAX 280 KT BS518 appropriate approach procedure.
BS517 MAX 250 KT
.P.G.6.44663. FL180 58
. 094^
TARED
31.2
105^ I
105^ BAROK FL150 BS516
3. When an arriving aircraft is being RADAR vectored,
if no transmissions are heard on the frequency in
TARED WILLA 8.9 FL140 MAX use for a period of two minutes, a radio frequency
LOST COMMS

195^
check is to be made. If the radio frequency check
LOST COMMS

12.1
7.9 1C 7.9

40
250 KT indicates a radio communication failure. Pilot
O 12.1 should proceed in the most direct manner possible
IBET.6
35 MEPIN to rejoin the STAR procedure appropriate to its ATS
11000 route and landing direction and then comply with
LOST COMMS

the procedures in item 2. above.

LOST COMMS

.L.524. ^
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS

30
068
195^
hdg

IBETO KAMPHAENG SAEN

15.9

Nakhon Pathom BS515

VTBK
015^

MAX 220 KT ATKIN 45

V
.4
9000 6000

43 O
5.0

14-00 7.0

20
BON
WARNING
015^

106^
After ATKIN MAINTAIN heading 015^
BANGKOK
BS514 or as directed by ATC.
Don Mueang Intl Do not proceed instrument approach
VTBD procedure without ATC clearance.

10
^
13 1800
5^ For Arrival Speed Control instructions

024
refer to 20-1P pages.

.M.502. BONVO 2300

0
75
27
13-30 56 0^ 31
40

10
05 0^
NM
A 20
RP
3900
342

99-30 100-00 100-30 101-00 101-30 102-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Airway Y-28 established. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 20 DEC 24 20-2C .Eff.26.Dec.
SUVARNABHUMI INTL .RNAV.STAR.
15-30 Alt Set: hPa Trans level: FL130
D-ATIS
5073
35 RNAV 1 required GNSS or DME/DME/IRU required
133.6

1.
88 1. RADAR required.
2. Pilot should plan for possible descent as

.W.2
W..B..33496. .
depicted on STAR, actual descent clearance

.Y.W.2.98..
.Y.7.
TAKHLI Apt Elev will be given by ATC.
Nakhon Sawan NOBER 8 3. If unable to comply with flight restrictions,
6000 VTPI 47 advise ATC immediately.

1
4000

50
^
184^
2000 TAKHLI NORTA 1D [NORT1D]
350 TL
TL
CONTOUR WILLA 1D [WILA1D]
INTERVALS

TL
RNAV ARRIVALS

38
33.4

.7
NOBER
15-00 (RWYS 01, 02L/R)

.A.464.
NORTA .SPEED: MAX 250 KT AT OR BELOW
MAX 280 KT 10000 UNLESS OTHERWISE
H

.
WILLA SEMBO 11
7^ SEM FL220 AUTHORIZED BY ATC
24
BO
.4

.R.474
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS

180^
105^
ALBOS 1. Set the aircraft transponder to mode A/C code

360^
22.7 267^ ALBOS 7600.
MHA FL140 2. Proceed according to the STAR route to the
LOST COMMS

285^
LOST COMMS

termination point BOGAS, descend in accordance

164
^
with the published all speed and altitude
MHA FL140

NORT
restrictions of the relevant STAR procedure, thence:

17.5
A
H after passing BOGAS fly heading 195^ and
.L.50

1D
55 7 . MAINTAIN altitude 6000 for next 10 NM, then
LOST COMMS
LOST COMMS

IGONI 9.1 WILLA turn LEFT and descend to 1600 and carry out the
14-30

50
IGONI MAX 280 KT 35 appropriate approach procedure.
.P.G.6.44663. 105^ FL220 IRTIS 58 3. When an arriving aircraft is being RADAR vectored,
. 094^
TARED
31.2 105^ if no transmissions are heard on the frequency in
TARED WIL NIMEG use for a period of two minutes, a radio frequency
LOST COMMS

check is to be made. If the radio frequency check

175^
LOST COMMS

LA 1D 17.5

12.4

40
11.5
indicates a radio communication failure. Pilot
O ISDEX should proceed in the most direct manner possible
IBET 12.4 LAVAT
.6 to rejoin the STAR procedure appropriate to its ATS
35 FL160 route and landing direction and then comply with
LOST COMMS

the procedures in item 2. above.

LOST COMMS

.L.524. ^
6.7

LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS

30
068 KAMPHAENG SAEN
175^

IBETO Nakhon Pathom

VTBK BS421
MAX 250 KT 45

V
.4
12.0
195^

43 O
14-00

20
BON
BANGKOK
13 Don Mueang Intl WARNING
VTBD After BOGAS MAINTAIN heading 195^
A

5^
or as directed by ATC.
BS42~
RP

Do not proceed instrument approach

BS419 11000 procedure without ATC clearance.

10
13.2

^
MAX 220 KT For Arrival Speed Control instructions
9000 1800 refer to 20-1P pages.

024
7000
.M.502. BONVO

0
27 2300 0^
75
12.2

05

BS418
13-30 56 40
5.0

31

10
0^
BOGAS NM
20
4000
hdg

3900
195^

99-30 100-00 100-30 101-00 101-30 102-00

342
^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Airway Y-28 established, bearings from IRTIS and LAVAT revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 31 JAN 25 20-3
SUVARNABHUMI INTL .RNAV.SID.
COMMS LOST COMMS LOST COMMS LOST COMMS LOST These SIDs require minimum climb gradients of: ATIS
Apt Elev

LOST
1. Set the aircraft transponder to mode A/C ALBOS 1K, BONVO 1K, NOBER 2K, NUNLI 1K, OLVUK 1K, Departure
code 7600. PASTO 1K, RIVDU 1K, SEMBO 2K, TARED 1K: 243 FT/NM 127.65 8 13

LOST COMMS
2. Comply with the last acknowledged (4.0%) until passing FL140 for airspace restriction only. 5^
DOSBU 1K, LIPLI 1K, SELKA 1K: 340 FT/NM (5.6%) until 1800
clearance up to the next reporting point in the Trans alt: 11000
SID, then climb to the flight planned cruising passing FL140 for airspace restriction only. 2300
level in accordance with the published all RNAV 1 required GNSS or DME/DME/IRU required

LOST COMMS
Gnd speed-KT 75 100 150 200 250 300 0^ 1 310^
speed and altitude restrictions of the relevant 05 3900
243 FT/NM 304 405 608 810 1013 1215 1800
SID procedure. Thereafter comply with the

LOST COMMS
342^

1. Initial climb clearance 6000 or as directed by ATC.

flight planned routing and level. 340 FT/NM 425 567 850 1133 1417 1700 2. Pilot should plan for possible climb as depicted on
15-30 MSA ARP
3. When a departing aircraft is being RADAR SID, actual climb clearance will be given by ATC.
vectored, if no transmissions are heard on the 3. If unable to comply with flight restrictions,
1 1800

LOST COMMS
within 20 NM
frequency in use for a period of two minutes, a or RNAV 1, advise ATC for alternatives.
radio frequency check is to be made. If the

LOST COMMS
radio frequency check indicates a radio 35

1.
.W.39
communication failure. The pilot shall 88 ALBOS 1K [ALBO1K]

.W..B2 .346..
MAINTAIN the last assigned heading, speed TAKHLI

LOST COMMS
and level, or minimum flight altitude if higher. Nakhon Sawan BONVO 1K [BONV1K]
After period of two minutes, the flight shall VTPI

LOST COMMS
rejoin in the most direct manner possible to NOBER 47 DOSBU 1K [DOSB1K]
rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the LIPLI 1K [LIPL1K]
next significant point. Thereafter comply with

LOST COMMS
the flight planned routing and level. NOBER 2K [NOBE2K]
LOST COMMS LOST COMMS LOST COMMS LOST COMMS

LOST COMMS
.A.464.
NUNLI 1K [NUNL1K]

2K
15-00 OLVUK 1K [OLVU1K]

ER
.9
B
38

.Y.27.
PASTO 1K [PAST1K]

NO
.L.50
7. SEMBO RIVDU 1K [RIVD1K]
NUNLI
.

6000
SELKA 1K [SELK1K]

1
.R.474

50
4000
SEMBO 2K [SEMB2K]

SEM 2.2
0^

^
BO 2
35

340 K
03
TARED 1K [TARE1K]

.Y.26.
2000 ALBOS
NUN
LI 1
58 K
RIVDU CONTOUR
RNAV DEPARTURES
.7 INTERVALS

40
OLVUK (RWY 01)

1
.SPEED: MAX 250 KT AT OR BELOW

U
7.4
55

.9
10000 UNLESS OTHERWISE

U 1K

12 K 1 K
14-30
27.3

BS137 AUTHORIZED BY ATC

OLV 334^
RIVD 343^
TARED 29
7.3
ALBOS 1K

.P.G.6.44663. 4^ BS138

30
. FL150
ANRIP 13.3 FL140 58 4423
.Y.14.

TA 21.1
SELKA
27
RED
1K BS128 .A.1.

20
.6 285^
45
30
4^ TEMPO BS134 BS132 LIPLI
KAMPHAENG SAEN
25.1
279^ FL140 BS133 .Y.16.
Nakhon Pathom 10.6 11000 10000 1K

10
VTBK 263^ 8000
20.5

10.0
BS135 KA
PASTO 1K .3 4^ 8.2 SEL 0.7
18 24 6
49.7 280^ 10 BS127 I 1K
14-00 .L.301. .4 LIPL .0
BANGKOK 30 8000 61
PASTO Don Mueang Intl

0
5^
OBMAR
P

1^ 13 VTBD 2^
1K 23 FL160 5^ 06 DOSBU
5.8

^ 74.
AR

VO 1800 DOSBU 1K
004^

N . 7 072 ..GL..8480.
BO 22 50.2
9 089^
56 27 8.ASANI 40 75
700 4^

10
05 8000
BS12~
.M.502. BONVO 2300 MAX 220 KT
015^

THAILAND
MYANMAR
99-30 100-00 100-30 0^ 101-00 101-30 102-00
05
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Note over BS138 waypoint withdrawn. | JEPPESEN, 2024, 2025. ALL RIGHTS RESERVED.
 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 31 JAN 25 20-3A
SUVARNABHUMI INTL .RNAV.SID.
BS134 10.6 ATIS
Apt Elev
5 10.0 Departure
5KAMPHAENG FL140 8.2 BS135 58 8
SAEN

2^
BS133 127.65
Nakhon Pathom BS132

21
35 11000 280^
14-00
VTBK 10
.4
BS127 Trans alt: 11000
10000 30 8000 RNAV 1 required GNSS or DME/DME/IRU required
13 8000 5^

.5
5^

29
ASANI 1. Initial climb clearance 6000 or as directed by ATC.

5.8
BANGKOK 8000 2. Pilot should plan for possible climb as depicted on

004^
Don Mueang Intl SID, actual climb clearance will be given by ATC.
VTBD BUTBI
BS12~ 8.94^ 3. If unable to comply with flight restrictions or
POTEP MAX 220 KT 05 9.9 10000 RNAV 1, advise ATC for alternatives.
111
FL200 700 091^ ^

15
7.7
13.4 BS126 BUT 1K [BUT1K]

3^
2300 GOMES 1K [GOME1K]

015^
13

164
SUPIS 0^

^
1800 GO HHN 1K [HHN1K]

196^
5.7
M
26 ES KASNI 1K [KASN1K]
27 .3 1K

22.4
13-30 56 SAMVA
05
0^ 10000 40 REGOS 1K [REGO1K]

13.0
31
NM
0^ RYN 1K [RYN1K]
20
TUPKA 3900 GOMES .B..N204. UKERA 1K [UKER1K]
.0

34 2
10 1^ VANKO 1K [VANK1K]
172^

^
A RP BS124 23
SUSVU .R.4.56086.
.
FL160

.5 ^
RNAV DEPARTURES

181^
10 15
K (RWY 01)
I1 4000

20.3
SN 5 BS125 .SPEED: MAX 250 KT AT OR BELOW

8.
KA 14.

50
KASNI FL160 2000 10000 UNLESS OTHERWISE
37.5
RYN 1K

CONTOUR
AUTHORIZED BY ATC
NOKUK INTERVALS

15
SABIS These SIDs require minimum climb gradients of:
13-00

7^

186^
3344 BUT 1K, GOMES 1K, KASNI 1K, REGOS 1K, RYN 1K:
6^ 340 FT/NM (5.6%) until passing FL140 for airspace

40
22 restriction only.

3^
191^
HHN 1K, UKERA 1K, VANKO 1K: 243 FT/NM (4.0%)
RAYONG
D until passing FL140 for airspace restriction only.

21
BUT 7.1
1K

K
.M.757.
112.5 RYN
RYN

N1
1K Gnd speed-KT 75 100 150 200 250 300

.9

HH
25
KO

30
N .3 243 FT/NM 304 405 608 810 1013 1215
VA 35 RAYONG 340 FT/NM 425 567 850 1133 1417 1700
U-Tapao Rayong Pattaya Intl
73 VTBU
U-TAPAO COMMS LOST COMMS LOST COMMS LOST COMMS LOST
D

64.7
.N.891.
LOST

110.8 BUT

20
BUT 1. Set the aircraft transponder to mode A/C

REGOS 1K
VANKO PRACHUAP code 7600.

1K
LOST COMMS

KHIRI KHAN 2. Comply with the last acknowledged

Hua Hin clearance up to the next reporting point in the
.M.Y.9.1014..

VTPH

58.5
12-30 24 47 SID, then climb to the flight planned cruising

.Y.8.
UKERA
level in accordance with the published all
LOST COMMS

10
HUA HIN speed and altitude restrictions of the relevant
D
SID procedure. Thereafter comply with the
LOST COMMS

113.3 HHN
HHN flight planned routing and level.
3. When a departing aircraft is being RADAR
vectored, if no transmissions are heard on the
100-30
LOST COMMS

frequency in use for a period of two minutes, a

0
NOT TO SCALE radio frequency check is to be made. If the
LOST COMMS

REGOS radio frequency check indicates a radio

.W.31.
communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
LOST COMMS

and level, or minimum flight altitude if higher.

After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

10
UKERA rejoin the SID procedure appropriate to its ATS
THAILAND route or the flight plan route no later than the
.M.751.
.A.W.4.164.9.

12-00 next significant point. Thereafter comply with

LOST COMMS

the flight planned routing and level.

55 10 10 10 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

MYANMAR 101-00 101-30

.G.458.
100-00
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: None. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN
VTBS/BKK 22 NOV 24
BANGKOK, THAILAND
SUVARNABHUMI INTL 20-3B .RNAV.SID.
ATIS
Apt Elev
Departure
15-30 6000 8
127.65
4000 Trans alt: 11000
5073
2000 RNAV 1 required GNSS or DME/DME/IRU required

1.

.W.9.
.W.39
1. Initial climb clearance 3000 or as directed by ATC.
CONTOUR TAKHLI
INTERVALS TAKHLI 2. Pilot should plan for possible climb as depicted on

.W..B2 .346..
Nakhon Sawan
350 TL VTPI SID, actual climb clearance will be given by ATC.
88 TL 35 NOBER 47 3. If unable to comply with flight restrictions or
RNAV 1, advise ATC for alternatives.

ALBOS 1U [ALBO1U]
TL DOSBU 1U [DOSB1U]
1 U

30
41
.9 LIPLI 1U [LIPL1U]

NOBE .5
15-00

R 1U

.A.464.
NOBER 1U [NOBE1U]
.L.50 SEMBO NUNLI 1U [NUNL1U]
7. NUNLI

.
SEMBO

344
1U SELKA 1U [SELK1U]

^
NUNLI 1U 32.8 28 3^
83.3 PEBKO

.R.474
274^
SEMBO 1U [SEMB1U]
ALBOS TL 1U [TL1U]
22
.3
RNAV (PROPELLER) DEPARTURES
ALBO
(RWY 01)
13.5
S 1U
31 .SPEED: MAX 250 KT AT OR BELOW

50
5^
58 10000 UNLESS OTHERWISE
14-30 POVUP AUTHORIZED BY ATC
55 35 FL130

40
.Y.14.

16.4

SELKA
.A.1.
45

30
PILOV LIPLI
10000 .Y.16.
99-30 100-00
11.0
345
^

COMMS LOST COMMS LOST COMMS LOST COMMS LOST

LOST
1. Set the aircraft transponder to mode A/C

20
A RP PUBAL 1U
code 7600. A
LK 2

LOST COMMS
2. Comply with the last acknowledged 14-00 SE 58.
clearance up to the next reporting point in the BANGKOK U
SID, then climb to the flight planned cruising Don Mueang Intl LI 1
level in accordance with the published all 13 VTBD LIP 6.4

LOST COMMS
5 DOSBU
speed and altitude restrictions of the relevant

10
5^
23.0

SID procedure. Thereafter comply with the

74.

LOST COMMS
..GL..8480.
flight planned routing and level. 1800
1U
3. When a departing aircraft is being RADAR DOSBU
vectored, if no transmissions are heard on the 500 1^ 1^ 42.8

LOST COMMS
016^

frequency in use for a period of two minutes, a

05 06

0
radio frequency check is to be made. If the 087^

LOST COMMS
radio frequency check indicates a radio 11.0 077^ 75
communication failure. The pilot shall 2300 PS~1~ PAGSU
015^

MAINTAIN the last assigned heading, speed MAX 180 KT

LOST COMMS
and level, or minimum flight altitude if higher.
After period of two minutes, the flight shall 3000
rejoin in the most direct manner possible to LOST COMMS 27

10
rejoin the SID procedure appropriate to its ATS 13-30 40
route or the flight plan route no later than the 0^ 31
next significant point. Thereafter comply with 05

LOST COMMS
0^
the flight planned routing and level. NM
20 3900
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
342

100-30 101-00 101-30 102-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: General notes revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN
VTBS/BKK 22 NOV 24 20-3B1
BANGKOK, THAILAND
SUVARNABHUMI INTL .RNAV.SID.
ATIS

A
Apt Elev
13 Departure
Mueang Intl 8

RP
5^ DonBANGKOK
VTBD 127.65
PS~1~ Trans alt: 11000
MAX 180 KT RNAV 1 required GNSS or DME/DME/IRU required
11.0 PAGSU
500 3000 087^ 1. Initial climb clearance 3000 or as directed by ATC.
12
9.5 5^ 2. Pilot should plan for possible climb as depicted on
2300 112 SID, actual climb clearance will be given by ATC.
^ 3. If unable to comply with flight restrictions or

015^
SUPIS GO RNAV 1, advise ATC for alternatives.

196^
5.7
ME
56 27 3 S
3. 1U
0
13-30
1800 SAMVA 40 75 BUT 1U [BUT1U]
0^ 31
05

13.0
0^ GOMES 1U [GOME1U]
NM
20 HOTEL 1U [HOTE1U]
3900 GOMES
KASNI 1U [KASN1U]

34 2
1^

^
172^
23 SUSVU .R.N.4.56086.
.

5^
REGOS 1U [REGO1U]

21
1U

.0
NI RYN 1U [RYN1U]

19
S .5
KA 24 RNAV (PROPELLER) DEPARTURES
KASNI (RWY 01)

37.5
RYN 1U
1U NOKUK .SPEED: MAX 250 KT AT OR BELOW
HOTEL HOTEL 258^

15
20.9 10000 UNLESS OTHERWISE
13-00

7^

186^
3344 AUTHORIZED BY ATC

50
1. COMMS LOST COMMS LOST COMMS LOST COMMS LOST
LOST

1. Set the aircraft transponder to mode A/C

27
RAYONG 4000
.W.3 D

BUT .1
1U
code 7600.

.M.757.
112.5 RYN

.G.458.
RYN
LOST COMMS

2000 2. Comply with the last acknowledged

clearance up to the next reporting point in the
CONTOUR SID, then climb to the flight planned cruising

40
RAYONG INTERVALS
level in accordance with the published all
LOST COMMS

U-Tapao Rayong Pattaya Intl speed and altitude restrictions of the relevant
VTBU SID procedure. Thereafter comply with the
LOST COMMS

PRACHUAP KHIRI KHAN U-TAPAO flight planned routing and level.

D
Hua Hin
.N.891.

110.8 BUT 3. When a departing aircraft is being RADAR

VTPH BUT vectored, if no transmissions are heard on the

30
LOST COMMS

frequency in use for a period of two minutes, a

radio frequency check is to be made. If the

64.7
LOST COMMS

.M.Y.9.1014..
radio frequency check indicates a radio

REGOS 1U
12-30
communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
73 79

20
LOST COMMS

24 47 and level, or minimum flight altitude if higher.

After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the
next significant point. Thereafter comply with
LOST COMMS

10
the flight planned routing and level.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

CAM
TH A
I

0
LA
BOD
IA
ND

REGOS
12-00

10
55 10 10 46
.A.W.6.146.9.
.M.751.

100-00 100-30 101-00 101-30 102-00 102-30

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: General notes revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN
VTBS/BKK 31 JAN 25
BANGKOK, THAILAND
SUVARNABHUMI INTL 20-3C .RNAV.SID.
COMMS LOST COMMS LOST COMMS LOST COMMS LOST These SIDs require minimum climb gradients of: ATIS
Apt Elev
Departure

LOST
1. Set the aircraft transponder to mode A/C ALBOS 1F, BONVO 1F, NOBER 2F, NUNLI 1F, OLVUK 1F,
code 7600. PASTO 1F, RIVDU 1F, SEMBO 2F, TARED 1F: 243 FT/NM 127.65 8 13

LOST COMMS
2. Comply with the last acknowledged (4.0%) until passing FL140 for airspace restriction only. 5^
Trans alt: 11000 1800
clearance up to the next reporting point in the DOSBU 1F, LIPLI 1F, SELKA 1F: 340 FT/NM (5.6%) until
SID, then climb to the flight planned cruising passing FL140 for airspace restriction only. 2300
RNAV 1 required GNSS or DME/DME/IRU required
level in accordance with the published all

LOST COMMS
Gnd speed-KT 75 100 150 200 250 300 0^ 1 310^
speed and altitude restrictions of the relevant 1. Initial climb clearance 6000 or as directed by ATC. 05 3900
SID procedure. Thereafter comply with the 243 FT/NM 304 405 608 810 1013 1215 1800

LOST COMMS
342^

2. No turn before DER.

flight planned routing and level. 340 FT/NM 425 567 850 1133 1417 1700 3. Pilot should plan for possible climb as depicted on
15-30 MSA ARP
3. When a departing aircraft is being RADAR SID, actual climb clearance will be given by ATC.
vectored, if no transmissions are heard on the 1 1800
4. If unable to comply with flight restrictions or

LOST COMMS
within 20 NM
frequency in use for a period of two minutes, a RNAV 1, adive ATC for alternatives.
radio frequency check is to be made. If the

LOST COMMS
radio frequency check indicates a radio 35

1.
.W.39
communication failure. The pilot shall 88 ALBOS 1F [ALBO1F]

.W..B2 .346..
MAINTAIN the last assigned heading, speed TAKHLI

LOST COMMS
and level, or minimum flight altitude if higher. Nakhon Sawan BONVO 1F [BONV1F]
After period of two minutes, the flight shall VTPI

LOST COMMS
rejoin in the most direct manner possible to NOBER 47 DOSBU 1F [DOSB1F]
rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the LIPLI 1F [LIPL1F]
next significant point. Thereafter comply with

LOST COMMS
the flight planned routing and level. NOBER 2F [NOBE2F]
LOST COMMS LOST COMMS LOST COMMS LOST COMMS

.A.464.

LOST COMMS
NUNLI 1F [NUNL1F]

2F
15-00 OLVUK 1F [OLVU1F]

ER
.9
B

.Y.27.
38
PASTO 1F [PAST1F]

NO
.L.50
7. SEMBO RIVDU 1F [RIVD1F]
NUNLI
.

6000 SELKA 1F [SELK1F]

1
.R.474

50
4000
SEMBO 2F [SEMB2F]

SEM 2.2
0^

^
BO 2
35

340 F
03
TARED 1F [TARE1F]

.Y.26.
2000
NUN ALBOS
LI 1
F
RIVDU CONTOUR
RNAV DEPARTURES
58
.7 INTERVALS

40
OLVUK (RWY 02L)

1
.SPEED: MAX 250 KT AT OR BELOW

U
7.4
55
S 1F

10000 UNLESS OTHERWISE

12 K 1
U 1F

.9 F
14-30
26.8

BS137 AUTHORIZED BY ATC

OLV 334^
RIVD 343^
ALBO

TARED 29
4^ 7.3 BS138
.P.G.6.44663.

30
. FL150
ANRIP 13.3 FL140
^

58 4423
.Y.14.

TA 15.2 SELKA
016

27
RED
1F 285^
.A.1.

20
.6
BS136 45
30
4^ TEMPO BS134 BS132 LIPLI
25.1 FL140 BS133 .Y.16.
16.6

KAMPHAENG SAEN 279^

11000 10000
Nakhon Pathom 10.6 1F

10
VTBK 263^ 10.0
8000 KA
PASTO 1F .3 4^ SEL 0.7
18 24 280^ 6
49.7 9.
4 I 1F
14-00 BS135
5.3

.L.301. 31 LIPL .0
BANGKOK 4^ 61
PASTO Don Mueang Intl

0
OBMAR
P

1F 23
1^ FL160 13 VTBD BS131 2^ DOSBU
06
6.7

5^
^ DOSBU 1F 74.
AR

VO BS13~ 11.3 072 ..GL..8480.

B ON 2.7
2 50.2
091^ 089^
5.6

56 27 ASANI 40 75
015^

10
700 8000
2300
BS129
.M.502. BONVO 1800

THAILAND
MYANMAR
018^

99-30 100-00 100-30

0^ 101-00 101-30 102-00
05
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Note over BS138 waypoint withdrawn. | JEPPESEN, 2024, 2025. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK 31 JAN 25
BANGKOK, THAILAND
SUVARNABHUMI INTL 20-3C1 .RNAV.SID.
BS134 10.6 ATIS
Apt Elev
5 10.0 Departure
5KAMPHAENG FL140 58 8
SAEN

2^
BS133 280^ 127.65
Nakhon Pathom 9.

21
VTBK 35 11000 BS132 Trans alt: 11000
14-00 31 4
BS131
13 10000 4^ RNAV 1 required GNSS or DME/DME/IRU required
8000

.5
5^
ASANI 1. Initial climb clearance 6000 or as directed by ATC.

29
BANGKOK

6.7
Don Mueang Intl 2. No turn before DER.
VTBD BS13~ 11.3 8000 3. Pilot should plan for possible climb as depicted on
12
091^ 4^ SID, actual climb clearance will be given by ATC.
18 4. If unable to comply with flight restrictions or

5.6
.3

3^
RNAV 1, advise ATC for alternatives.

156.0

015^
POTEP
FL200 700

7.7
BS129 BUTBI BS126
10000
BUT 1F [BUT1F]
2300

018^
13 GOMES 1F [GOME1F]

164
SUPIS 0^

^
1800 GO

196^
5.7
M HHN 1F [HHN1F]
26 ES
27 .3 1F KASNI 1F [KASN1F]

22.4
13-30 56 SAMVA
0^ 10000 REGOS 1F [REGO1F]
05 40

13.0
31
0^ RYN 1F [RYN1F]
NM
20
TUPKA 3900 GOMES .B..N204. UKERA 1F [UKER1F]
.0

342
10 1^
172^

^
A RP BS124 23
SUSVU .R.4.56086.
. VANKO 1F [VANK1F]
FL160

.5 ^
2
RNAV DEPARTURES

181^
10 15
I 1F (RWY 02L)
4000

20.3
SN 5 BS125

8.
KA 14. .SPEED: MAX 250 KT AT OR BELOW

50
KASNI FL160 2000 10000 UNLESS OTHERWISE
37.5
RYN 1F

NOKUK CONTOUR AUTHORIZED BY ATC

INTERVALS

15
SABIS These SIDs require minimum climb gradients of:
13-00

7^

186^
6^ 3344 BUT 1F, GOMES 1F, KASNI 1F, REGOS 1F, RYN 1F:

40
22 340 FT/NM (5.6%) until passing FL140 for airspace
restriction only.

BUT

3^
191^
27
RAYONG HHN 1F, UKERA 1F, VANKO 1F: 243 FT/NM (4.0%)
D

21
.1
1F

F
.M.757.
112.5 RYN until passing FL140 for airspace restriction only.
1F RYN

N1
.9
O Gnd speed-KT 75 100 150 200 250 300

HH
25

30
NK .3 243 FT/NM 304 405 608 810 1013 1215
VA 35 RAYONG
U-Tapao Rayong Pattaya Intl 340 FT/NM 425 567 850 1133 1417 1700
73 VTBU
U-TAPAO COMMS LOST COMMS LOST COMMS LOST COMMS LOST
D

64.7
.N.891.
LOST

110.8 BUT 1. Set the aircraft transponder to mode A/C

20
BUT
REGOS 1F
VANKO PRACHUAP code 7600.

1F
LOST COMMS

KHIRI KHAN 2. Comply with the last acknowledged

Hua Hin clearance up to the next reporting point in the
.M.Y.9.1014..

VTPH

58.5
12-30 24 47 SID, then climb to the flight planned cruising

.Y.8.
UKERA
level in accordance with the published all
LOST COMMS

10
HUA HIN speed and altitude restrictions of the relevant
D
SID procedure. Thereafter comply with the
LOST COMMS

113.3 HHN
HHN flight planned routing and level.
3. When a departing aircraft is being RADAR
vectored, if no transmissions are heard on the
100-30
LOST COMMS

frequency in use for a period of two minutes, a

0
NOT TO SCALE radio frequency check is to be made. If the
LOST COMMS

REGOS radio frequency check indicates a radio

.W.31.
communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
LOST COMMS

and level, or minimum flight altitude if higher.

After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

10
UKERA rejoin the SID procedure appropriate to its ATS
THAILAND route or the flight plan route no later than the
.M.751.
.A.W.4.164.9.

12-00 next significant point. Thereafter comply with

LOST COMMS

the flight planned routing and level.

55 10 10 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

MYANMAR 101-00
10 101-30
.G.458.
100-00
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: None. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 27 SEP 24 20-3D .Eff.3.Oct.
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Apt Elev
Departure
15-30 6000 8
127.65
4000 Trans alt: 11000
5073
2000 RNAV 1 required GNSS or DME/DME/IRU required

1.

.W.9.
.W.39
1. Initial climb clearance 3000 or as directed by ATC.
CONTOUR TAKHLI
INTERVALS TAKHLI 2. No turn before DER.

.W..B2 .346..
Nakhon Sawan
350 TL VTPI 3. Pilot should plan for possible climb as depicted on
88 TL 35 NOBER 47 SID, actual climb clearance will be given by ATC.
4. If unable to comply with flight restrictions or
RNAV 1, advise ATC for alternatives.

ALBOS 1Q [ALBO1Q]
TL DOSBU 1Q [DOSB1Q]
1 Q

30
41
.9 LIPLI 1Q [LIPL1Q]

NOBE .5
15-00

R 1Q

.A.464.
NOBER 1Q [NOBE1Q]
.L.50 SEMBO NUNLI 1Q [NUNL1Q]
7. NUNLI

.
SEMBO

344
1Q SELKA 1Q [SELK1Q]

^
NUNLI 1Q 32.8 28 3^
83.3 PEBKO

.R.474
274^
SEMBO 1Q [SEMB1Q]
ALBOS TL 1Q [TL1Q]
22
.3
RNAV (PROPELLER) DEPARTURES
ALBO
(RWY 02L)
13.5
S 1Q
31 .SPEED: MAX 250 KT AT OR BELOW

50
5^
58 10000 UNLESS OTHERWISE
14-30 POVUP AUTHORIZED BY ATC
55 35 FL130

40
.Y.14.

16.4

SELKA
.A.1.
45

30
PILOV LIPLI
99-30 100-00
10000 .Y.16.
11.0
345
^

COMMS LOST COMMS LOST COMMS LOST COMMS LOST

LOST
1. Set the aircraft transponder to mode A/C

20
A RP PUBAL 1Q
code 7600. A

LOST COMMS
2. Comply with the last acknowledged 14-00 LK 2
SE 58.
clearance up to the next reporting point in the BANGKOK Q
SID, then climb to the flight planned cruising Don Mueang Intl LI 1
level in accordance with the published all 13 VTBD LIP 6.4

LOST COMMS
5^ 5 DOSBU

10
speed and altitude restrictions of the relevant
23.0

SID procedure. Thereafter comply with the

74.

LOST COMMS
..GL..8480.
flight planned routing and level. 1800
3. When a departing aircraft is being RADAR
1Q
500 1^ DOSBU
vectored, if no transmissions are heard on the 1^ 42.8

LOST COMMS
016^

frequency in use for a period of two minutes, a

05 06

0
radio frequency check is to be made. If the 087^

LOST COMMS
radio frequency check indicates a radio 11.0 077^ 75
communication failure. The pilot shall 2300 PS~1~ PAGSU
MAINTAIN the last assigned heading, speed MAX 180 KT

LOST COMMS
and level, or minimum flight altitude if higher.
After period of two minutes, the flight shall 3000
rejoin in the most direct manner possible to LOST COMMS 27

10
rejoin the SID procedure appropriate to its ATS 13-30 40
route or the flight plan route no later than the 0^ 31
next significant point. Thereafter comply with 05

LOST COMMS
0^
the flight planned routing and level. NM
20 3900
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
342

100-30 101-00 101-30 102-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: New procedures at this airport. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK BANGKOK, THAILAND
SUVARNABHUMI INTL 27 SEP 24 20-3D1 .Eff.3.Oct. .RNAV.SID.
ATIS

A
Apt Elev
13 Departure
Mueang Intl 8

RP
5^ DonBANGKOK
VTBD 127.65
PS~1~ Trans alt: 11000
MAX 180 KT RNAV 1 required GNSS or DME/DME/IRU required
11.0 PAGSU
500 3000 087^ 1. Initial climb clearance 3000 or as directed by ATC.
12
9.5 5^ 2. No turn before DER.
2300 112 3. Pilot should plan for possible climb as depicted on
^ SID, actual climb clearance will be given by ATC.
SUPIS GO 4. If unable to comply with flight restrictions or

196^
5.7
RNAV 1, advise ATV for alternatives.
ME
56 27 3 S 1Q
3.
0
13-30
1800 SAMVA 40 75 BUT 1Q [BUT1Q]
0^ 31
05

13.0
0^ GOMES 1Q [GOME1Q]
NM
20 HOTEL 1Q [HOTE1Q]
3900 GOMES
KASNI 1Q [KASN1Q]

342
1^

^
172^
23 SUSVU .R.N.4.56086.
.

5^
REGOS 1Q [REGO1Q]

21
.0
1Q
RYN 1Q [RYN1Q]

19
S NI 5
.
KA 24
RNAV (PROPELLER) DEPARTURES
KASNI (RWY 02L)

37.5
RYN 1Q
1Q NOKUK .SPEED: MAX 250 KT AT OR BELOW
HOTEL HOTEL 258^

15
13-00
20.9 10000 UNLESS OTHERWISE

7^

186^
3344 AUTHORIZED BY ATC

50
1. COMMS LOST COMMS LOST COMMS LOST COMMS LOST

2
LOST

RAYONG 4000 1. Set the aircraft transponder to mode A/C

.W.3 D

BUT 7.1
1Q
code 7600.

.M.757.
112.5 RYN

.G.458.
LOST COMMS

RYN 2000 2. Comply with the last acknowledged

clearance up to the next reporting point in the
CONTOUR SID, then climb to the flight planned cruising

40
INTERVALS
RAYONG level in accordance with the published all
LOST COMMS

U-Tapao Rayong Pattaya Intl speed and altitude restrictions of the relevant
VTBU SID procedure. Thereafter comply with the
LOST COMMS

PRACHUAP KHIRI KHAN U-TAPAO flight planned routing and level.

D
Hua Hin
.N.891.

110.8 BUT 3. When a departing aircraft is being RADAR

VTPH BUT vectored, if no transmissions are heard on the

30
LOST COMMS

frequency in use for a period of two minutes, a

radio frequency check is to be made. If the

64.7
LOST COMMS

.M.Y.9.1014..
12-30 radio frequency check indicates a radio

REGOS 1Q
communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
73 24 47 79

20
LOST COMMS

and level, or minimum flight altitude if higher.

After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the
next significant point. Thereafter comply with
LOST COMMS

10
the flight planned routing and level.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

CAM
TH A
I

0
L
BOD
A
IA
ND

REGOS
12-00

10
55 10 10 46
.A.W.6.146.9.
.M.751.

100-00 100-30 101-00 101-30 102-00 102-30

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: New procedures at this airport. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK 31 JAN 25
BANGKOK, THAILAND
SUVARNABHUMI INTL 20-3E .RNAV.SID.
COMMS LOST COMMS LOST COMMS LOST COMMS LOST These SIDs require minimum climb gradients of: ATIS
Apt Elev
Departure

LOST
1. Set the aircraft transponder to mode A/C ALBOS 1H, BONVO 1H, NOBER 2H, NUNLI 1H, OLVUK 1H,
code 7600. PASTO 1H, RIVDU 1H, SEMBO 2H, TARED 1H: 243 FT/NM 127.65 8 13

LOST COMMS
2. Comply with the last acknowledged (4.0%) until passing FL140 for airspace restriction only. 5^
Trans alt: 11000 1800
clearance up to the next reporting point in the DOSBU 1H, LIPLI 1H, SELKA 1H: 340 FT/NM (5.6%) until
SID, then climb to the flight planned cruising passing FL140 for airspace restriction only. 2300
RNAV1 required GNSS or DME/DME/IRU required
level in accordance with the published all

LOST COMMS
Gnd speed-KT 75 100 150 200 250 300 0^ 1 310^
speed and altitude restrictions of the relevant 1. Initial climb clearance 6000 or as directed by ATC. 05 3900
SID procedure. Thereafter comply with the 243 FT/NM 304 405 608 810 1013 1215 1800

LOST COMMS
342^

2. No turn before DER.

flight planned routing and level. 340 FT/NM 425 567 850 1133 1417 1700 3. Pilot should plan for possible climb as depicted on
15-30 MSA ARP
3. When a departing aircraft is being RADAR SID, actual climb clearance will be given by ATC.
vectored, if no transmissions are heard on the 1 1800
4. If unable to comply with flight restrictions or

LOST COMMS
within 20 NM
frequency in use for a period of two minutes, a RNAV 1, advise ATC for alternatives.
radio frequency check is to be made. If the

LOST COMMS
radio frequency check indicates a radio 35

1.
.W.39
communication failure. The pilot shall 88 ALBOS 1H [ALBO1H]

.W..B2 .346..
MAINTAIN the last assigned heading, speed TAKHLI

LOST COMMS
and level, or minimum flight altitude if higher. Nakhon Sawan BONVO 1H [BONV1H]
After period of two minutes, the flight shall VTPI

LOST COMMS
rejoin in the most direct manner possible to NOBER 47 DOSBU 1H [DOSB1H]
rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the LIPLI 1H [LIPL1H]
next significant point. Thereafter comply with

LOST COMMS
the flight planned routing and level. NOBER 2H [NOBE2H]
LOST COMMS LOST COMMS LOST COMMS LOST COMMS

.A.464.

LOST COMMS
NUNLI 1H [NUNL1H]

2H
15-00 OLVUK 1H [OLVU1H]

ER
.9
B

.Y.27.
38
PASTO 1H [PAST1H]

NO
.L.50 SEMBO RIVDU 1H [RIVD1H]
7. NUNLI
.

S
6000 SELKA 1H [SELK1H]
.R.474

12

50
SEMBO 2H [SEMB2H]

340
4000

EMB .2
0^

^
O 2H
35

03
TARED 1H [TARE1H]

.Y.26.
2000
NUN ALBOS
LI 1
H
RIVDU CONTOUR
RNAV DEPARTURES
58
.7 INTERVALS

40
OLVUK (RWY 02R)
.SPEED: MAX 250 KT AT OR BELOW

U
55

.9
S 1H

10000 UNLESS OTHERWISE

17.4 1H

12 K 1 H
14-30
26.8

BS137 AUTHORIZED BY ATC

OLV 334^
RIVD 343^
ALBO

TARED 29
4^ 7.3 BS138
.P.G.6.44663.

30
. FL150
ANRIP 13.3 FL140
^

58 4423
.Y.14.

TA 15.2 SELKA
016

27
RED
1H 285^
.A.1.

20
.6
BS136 45
30
4^ TEMPO BS134 BS132 LIPLI
25.1 FL140 BS133 .Y.16.
16.6

KAMPHAENG SAEN 279^

Nakhon Pathom 10.6 11000 10000 1H

10
VTBK 263^ 10.0
8000 KA
PASTO 1H .3 4^ SEL 0.7
18 24 280^ 6
49.7 9.
4 I 1H
14-00 BS135
5.3

.L.301. 31 LIPL .0
BANGKOK 4^ 61
PASTO Don Mueang Intl

0
OBMAR
P

1H 23
1^ FL160 13 VTBD BS131 2^ DOSBU
06
6.7

5^
^ DOSBU 1H 74.
AR

N VO 7 BS13~ 11.3 072

.
50.2
..GL..8480.
BO 22 091^ 089^
5.6

56 27 BS129 ASANI 40 75

10
8000
3.5
015^

.M.502. BONVO 2300

1800

THAILAND
MYANMAR
99-30 100-00 100-30
0^ 101-00 101-30 102-00
05
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Note over BS138 waypoint withdrawn. | JEPPESEN, 2024, 2025. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK 31 JAN 25
BANGKOK, THAILAND
SUVARNABHUMI INTL 20-3E1 .RNAV.SID.
BS134 10.6 ATIS
Apt Elev
5 10.0 Departure
5KAMPHAENG FL140 58 8
SAEN

2^
BS133 280^ 127.65
Nakhon Pathom 9.

21
VTBK 35 11000 BS132 Trans alt: 11000
14-00 31 4
13 10000 4^ BS131 RNAV 1 required GNSS or DME/DME/IRU required
8000

.5
5^
ASANI 1. Initial climb clearance 6000 or as directed by ATC.

29
BANGKOK

6.7
Don Mueang Intl 2. No turn before DER.
VTBD BS13~ 11.3 8000 3. Pilot should plan for possible climb as depicted on
12
091^ 4^ SID, actual climb clearance will be given by ATC.

5.6
18 4. If unable to comply with flight restrictions or
.3

3^
RNAV 1, advise ATC for alternatives.

156.0
POTEP BS129
FL200

3.5
7.7
BUTBI BS126

015^
10000
BUT 1H [BUT1H]
2300 13 GOMES 1H [GOME1H]

164
SUPIS 0^

^
1800 GO

196^
5.7
M HHN 1H [HHN1H]
26 ES
27 .3 1H KASNI 1H [KASN1H]

22.4
13-30 56 SAMVA
0^ 10000 REGOS 1H [REGO1H]
05 40

13.0
31
0^
NM RYN 1H [RYN1H]
20
TUPKA 3900 GOMES .B..N204. UKERA 1H [UKER1H]
.0

342
10 1^
172^

^
A RP BS124 23
SUSVU .R.4.56086.
. VANKO 1H [VANK1H]
FL160

.5 ^
2

181^
RNAV DEPARTURES

10 15
I 1H (RWY 02R)
4000

20.3
SN 5 BS125

8.
KA 14. .SPEED: MAX 250 KT AT OR BELOW

50
KASNI FL160 2000
10000 UNLESS OTHERWISE
37.5
RYN 1H

CONTOUR AUTHORIZED BY ATC

NOKUK INTERVALS

15
SABIS These SIDs require minimum climb gradients of:
13-00

7^

186^
6^ 3344 BUT 1H, GOMES 1H, KASNI 1H, REGOS 1H, RYN 1H:

40
22 340 FT/NM (5.6%) until passing FL140 for airspace
restriction only.

BUT

3^
191^
27
RAYONG HHN 1H, UKERA 1H, VANKO 1H: 243 FT/NM (4.0%)
D

21
.1
1H

H
.M.757.
112.5 RYN until passing FL140 for airspace restriction only.
1H RYN

N1
.9
O Gnd speed-KT 75 100 150 200 250 300

HH
25

30
NK .3 243 FT/NM 304 405 608 810 1013 1215
VA 35 RAYONG
U-Tapao Rayong Pattaya Intl 340 FT/NM 425 567 850 1133 1417 1700
73 VTBU
U-TAPAO COMMS LOST COMMS LOST COMMS LOST COMMS LOST
D

64.7
.N.891.
LOST

110.8 BUT 1. Set the aircraft transponder to mode A/C

20
BUT
REGOS 1H
VANKO PRACHUAP code 7600.

1H
LOST COMMS

KHIRI KHAN 2. Comply with the last acknowledged

Hua Hin clearance up to the next reporting point in the
.M.Y.9.1014..

VTPH

58.5
12-30 24 47 SID, then climb to the flight planned cruising

.Y.8.
UKERA
level in accordance with the published all
LOST COMMS

10
HUA HIN speed and altitude restrictions of the relevant
D
SID procedure. Thereafter comply with the
LOST COMMS

113.3 HHN
HHN flight planned routing and level.
3. When a departing aircraft is being RADAR
vectored, if no transmissions are heard on the
100-30
LOST COMMS

frequency in use for a period of two minutes, a

0
NOT TO SCALE radio frequency check is to be made. If the
LOST COMMS

REGOS radio frequency check indicates a radio

.W.31.
communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
LOST COMMS

and level, or minimum flight altitude if higher.

After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

10
UKERA rejoin the SID procedure appropriate to its ATS
THAILAND route or the flight plan route no later than the
.M.751.
.A.W.4.164.9.

12-00 next significant point. Thereafter comply with

LOST COMMS

the flight planned routing and level.

LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

MYANMAR 55 10 10 101-00
10 101-30
.G.458.
100-00
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: None. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 27 SEP 24 20-3F .Eff.3.Oct.
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Apt Elev
Departure
15-30 6000 8
127.65
4000 Trans alt: 11000
5073
2000 RNAV 1 required GNSS or DME/DME/IRU required

1.

.W.9.
.W.39
1. Initial climb clearance 3000 or as directed by ATC.
CONTOUR TAKHLI
INTERVALS TAKHLI 2. No turn before DER.

.W..B2 .346..
Nakhon Sawan
350 TL VTPI 3. Pilot should plan for possible climb as depicted on
88 TL 35 NOBER 47 SID, actual climb clearance will be given by ATC.
4. If unable to comply with flight restrictions or
RNAV 1, advise ATC for alternatives.

ALBOS 1S [ALBO1S]
TL DOSBU 1S [DOSB1S]
1

30
41
.9
S LIPLI 1S [LIPL1S]

NOBE .5
15-00

R 1S

.A.464.
NOBER 1S [NOBE1S]
.L.50 SEMBO NUNLI 1S [NUNL1S]
7. NUNLI

.
SEMBO

344
1S SELKA 1S [SELK1S]

^
NUNLI 1S 32.8 28 3^
83.3 PEBKO

.R.474
274^
SEMBO 1S [SEMB1S]
ALBOS TL 1S [TL1S]
22
.3
RNAV (PROPELLER) DEPARTURES
ALBO
(RWY 02R)
13.5
S 1S
31 .SPEED: MAX 250 KT AT OR BELOW

50
5^
58 10000 UNLESS OTHERWISE
14-30 POVUP AUTHORIZED BY ATC
55 35 FL130

40
.Y.14.

16.4

SELKA
.A.1.
45

30
PILOV LIPLI
99-30 100-00
10000 .Y.16.
11.0
345
^

COMMS LOST COMMS LOST COMMS LOST COMMS LOST

LOST
1. Set the aircraft transponder to mode A/C

20
A RP PUBAL 1S
code 7600. A
LK 2

LOST COMMS
2. Comply with the last acknowledged 14-00 SE 58.
clearance up to the next reporting point in the BANGKOK S
SID, then climb to the flight planned cruising Don Mueang Intl LI 1
level in accordance with the published all 13 VTBD LIP 6.4

LOST COMMS
5^ 5 DOSBU

10
speed and altitude restrictions of the relevant
23.0

SID procedure. Thereafter comply with the

74.

LOST COMMS
..GL..8480.
flight planned routing and level. 1800 1S
3. When a departing aircraft is being RADAR 500 DOSBU
vectored, if no transmissions are heard on the
1^ 1^ 42.8

LOST COMMS
016^

frequency in use for a period of two minutes, a

05 06

0
radio frequency check is to be made. If the 087^

LOST COMMS
radio frequency check indicates a radio 11.0 077^ 75
communication failure. The pilot shall 2300 PAGSU
015^

PS~1~
MAINTAIN the last assigned heading, speed MAX 180 KT

LOST COMMS
and level, or minimum flight altitude if higher.
After period of two minutes, the flight shall 3000
rejoin in the most direct manner possible to LOST COMMS 27

10
rejoin the SID procedure appropriate to its ATS 13-30 40
route or the flight plan route no later than the 0^ 31
next significant point. Thereafter comply with 05

LOST COMMS
0^
the flight planned routing and level. NM
20 3900
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
342

100-30 101-00 101-30 102-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: New procedures at this airport. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK BANGKOK, THAILAND
SUVARNABHUMI INTL 27 SEP 24 20-3F1 .Eff.3.Oct. .RNAV.SID.
ATIS

A
Apt Elev
13 Departure
Mueang Intl 8

RP
5^ DonBANGKOK
VTBD 127.65
PS~1~ Trans alt: 11000
MAX 180 KT RNAV 1 required GNSS or DME/DME/IRU required
11.0 PAGSU
500 3000 087^ 1. Initial climb clearance 3000 or as directed by ATC.
12
9.5 5^ 2. No turn before DER.
2300 3. Pilot should plan for possible climb as depicted on

015^
112
^ SID, actual climb clearance will be given by ATC.
SUPIS GO 4. If unable to comply with flight restrictions or

196^
5.7
ME
S RNAV 1, advise ATC for alternatives.
56 27 3 3. 1S
0
13-30
1800 SAMVA 40 75 BUT 1S [BUT1S]
0^ 31
05

13.0
0^ GOMES 1S [GOME1S]
NM
20 HOTEL 1S [HOTE1S]
3900 GOMES
KASNI 1S [KASN1S]

342
1^

^
172^
23 SUSVU .R.N.4.56086.
.

5^
REGOS 1S [REGO1S]

21
1S

.0
I RYN 1S [RYN1S]

19
SN 5
KA 24.
RNAV (PROPELLER) DEPARTURES
KASNI (RWY 02R)

37.5
RYN 1S
1S NOKUK .SPEED: MAX 250 KT AT OR BELOW
HOTEL HOTEL 258^

15
20.9 10000 UNLESS OTHERWISE
13-00

7^

186^
3344 AUTHORIZED BY ATC

50
1. COMMS LOST COMMS LOST COMMS LOST COMMS LOST
LOST

1. Set the aircraft transponder to mode A/C

27
RAYONG 4000
.W.3 D

1S
BUT .1
code 7600.

.M.757.
112.5 RYN

.G.458.
LOST COMMS

RYN 2000 2. Comply with the last acknowledged

clearance up to the next reporting point in the
CONTOUR SID, then climb to the flight planned cruising

40
RAYONG INTERVALS
level in accordance with the published all
LOST COMMS

U-Tapao Rayong Pattaya Intl speed and altitude restrictions of the relevant
VTBU SID procedure. Thereafter comply with the
LOST COMMS

PRACHUAP KHIRI KHAN U-TAPAO flight planned routing and level.

D
Hua Hin
.N.891.

110.8 BUT 3. When a departing aircraft is being RADAR

VTPH BUT vectored, if no transmissions are heard on the

30
LOST COMMS

frequency in use for a period of two minutes, a

radio frequency check is to be made. If the

64.7
LOST COMMS

.M.Y.9.1014..
radio frequency check indicates a radio

REGOS 1S
12-30
communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
73 24 47 79

20
LOST COMMS

and level, or minimum flight altitude if higher.

After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the
next significant point. Thereafter comply with
LOST COMMS

10
the flight planned routing and level.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

CAM
TH A
I

0
L
BOD
A
IA
ND

REGOS
12-00

10
55 10 10 46
.A.W.6.146.9.
.M.751.

100-00 100-30 101-00 101-30 102-00 102-30

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: New procedures at this airport. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK 20 DEC 24
BANGKOK, THAILAND
SUVARNABHUMI INTL 20-3G .Eff.26.Dec. .RNAV.SID.
ATIS
Apt Elev
Departure
4594 8

1.
127.65

.W.39
88 35 47

.W..B2 .346..
NOBER Trans alt: 11000
RNAV 1 required GNSS or DME/DME/IRU required
NOT TO SCALE

.A.464.
15-00 1. Initial climb clearance 6000 or as directed by ATC.
2. Pilot should plan for possible climb as depicted on
6000 SID, actual climb clearance will be given by ATC.
3. If unable to comply with flight restrictions or

.Y.27.
2J
4000
.L.50 RNAV 1, advise ATC for alternatives.
7

. 9
.

BER
NUNLI 2000 SEMBO

38
.

NO
CONTOUR
ALBOS 1J [ALBO1J]
INTERVALS

.R.474
BONVO 1J [BONV1J]

SEM12.2
0^

BO 2
^
340 J
NOBER 2J [NOBE2J]

03

.Y.26.
NUN
ALBOS NUNLI 1J [NUNL1J]
L I 1J RIVDU
58 OLVUK 1J [OLVU1J]
.7
OLVUK

12
PASTO 1J [PAST1J]

.9
1J

RIVDU 1J
UK
55 4
RIVDU 1J [RIVD1J]
OS

1J
27.
14-30 35 58

OLV 334
SEMBO 2J [SEMB2J]

007^ 14.8
ALB

^
29
TARED

50
.P.G.6.44663. 4^
. ANRIP
TARED 1J [TARE1J]
RNAV DEPARTURES
^

(RWY 19)
022

TA

14.1
R ED MAX 250 KT AT OR BELOW
27 1J BS938 .SPEED:

40
. 6 BS935 10000 UNLESS OTHERWISE
FL180
AUTHORIZED BY ATC
TEMPO These SIDs require a minimum climb gradient of:
255 FT/NM (4.2%) until passing FL140 for airspace
restriction only.
KAMPHAENG SAEN

30
Nakhon Pathom Gnd speed-KT 75 100 150 200 250 300

18.5
VTBK 22
. 5
255 FT/NM 319 425 638 850 1063 1275
29.1

KABUT AR
P
343
PASTO 30 FL140
14-00 PASTO 1J OBMAR 4^ BS93713.7 ^
.L.301. 32.9
10.3
BANGKOK COMMS LOST COMMS LOST COMMS LOST COMMS LOST
279^

20
273^ Don Mueang Intl
LOST

1^ VTBD 1. Set the aircraft transponder to mode A/C

23 code 7600.
1J
LOST COMMS

11

O 2. Comply with the last acknowledged

015^

.5

NV .7 clearance up to the next reporting point in the

BO 22 SID, then climb to the flight planned cruising
32

13
level in accordance with the published all
2

BS934
LOST COMMS

5^
9^
7.

speed and altitude restrictions of the relevant

10
SID procedure. Thereafter comply with the
LOST COMMS

BONVO BS936 BS933 flight planned routing and level.

3. When a departing aircraft is being RADAR
6.9
7

.M.502. 1800
1^

2300 vectored, if no transmissions are heard on the

LOST COMMS

04 .2

frequency in use for a period of two minutes, a

195^

27 GUGOT 40 radio frequency check is to be made. If the

LOST COMMS

700

0
BS92~ radio frequency check indicates a radio
10000
6.4

56 MAX 220 KT communication failure. The pilot shall

MAINTAIN the last assigned heading, speed
7.6
165
LOST COMMS

BS932 and level, or minimum flight altitude if higher.

^

After period of two minutes, the flight shall

5.1

13-30 BS924
LOST COMMS

rejoin in the most direct manner possible to

002^

0^ 12.2 rejoin the SID procedure appropriate to its ATS

4.0

31
route or the flight plan route no later than the

10
05BS931 0^
195^

NM next significant point. Thereafter comply with

LOST COMMS

285^
20 the flight planned routing and level.
BS927
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

3900
342

99-30 100-00 100-30 101-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: SIDs TANGO 1J & TL 1J withdrawn, SIDs OLVUK 1J & RIVDU 1J established, SIDs NOBER 1J & SEMBO 1J renumbered and revised, bearing from OBMAR to BONVO revised, general note withdrawn. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK 20 DEC 24 20-3G1 .Eff.26.Dec.
BANGKOK, THAILAND
SUVARNABHUMI INTL .RNAV.SID.
14-00 ATIS
INITIAL CLIMB BANGKOK Apt Elev
Departure
1 Don Mueang Intl

P
.Y.14.
13 VTBD SELKA 127.65 8
5^ DOSBU

AR
74. Trans alt: 11000
.A.1. 16.
1800 NOT TO SCALE
.Y.
LIPLI
..GL..8480. RNAV 1 required GNSS or DME/DME/IRU required

1. Initial climb clearance 6000 or as directed by ATC.

195^
700 .8 1J J J
FOR INITIAL 67 A I1 BU 1 2. Pilot should plan for possible climb as depicted on
CLIMB REFER LK IPL DOS 4 SID, actual climb clearance will be given by ATC.
4.2 TO INSET
BS921 SE L 65.4 50. 3. If unable to comply with flight restrictions or
BS92~ 11 2300 7001 BS922 7^ RNAV 1, advise ATC for alternatives.
MAX 220 KT 9 ^ BS921 8^ 05

165
4.2 8000

^
BS92~ 5.0 04 ^ 40
7.6 9

7.6
27 6
0 19.4

7.6
MAX 220 KT BUT 1J [BUT1J]

165
091^ GORSI

^
BS923 101^ G 14 DOSBU 1J [DOSB1J]
13-30 0^
BS924

M
05 11 OMES.9
31

195^
8^ 1J

4. 0
N GOMES 1J [GOME1J]

6.0
0^
BS928 13.2 20
10000 265^ BS925 3900 GOMES .B..N204. HHN 1J [HHN1J]
KASNI 1J [KASN1J]

8
2^
BS927

6.1

.
181^
34 2

14
172^

22
^
.R.4.56086. LIPLI 1J [LIPL1J]
BS929
BS926
.
56 FL160 REGOS 1J [REGO1J]

I
4^
10000

SN4.6
RYN 1J [RYN1J]

12.1

A
21 1J

.1
K 1

12
BS93~ SELKA 1J [SELK1J]
FL180 KASNI NOKUK 37.5
RYN 1J
UKERA 1J [UKER1J]

7
4.
SABIS VANKO 1J [VANK1J]

15
13-00

186^
7^

50
6^ 3344 RNAV DEPARTURES
22 (RWY 19)

BUT

3^
191^
27
RAYONG 4000
D .SPEED: MAX 250 KT AT OR BELOW

21
1J
.1

.M.757.

1J
1J 112.5 RYN
RYN 10000 UNLESS OTHERWISE

N
2000

.9
O

40
HH
25
NK .3
CONTOUR
AUTHORIZED BY ATC
VA 35 RAYONG INTERVALS
VANKO U-Tapao Rayong Pattaya Intl These SIDs require a minimum climb gradient of:
VTBU 340 FT/NM (5.6%) until passing FL140 for airspace
restrictions only.
U-TAPAO
D

30
Gnd speed-KT 75 100 150 200 250 300
.N.891.

110.8 BUT
BUT
PRACHUAP 340 FT/NM 425 567 850 1133 1417 1700

1J
KHIRI KHAN

64.7
Hua Hin
VTPH
.M.Y.9.1014.. COMMS LOST COMMS LOST COMMS LOST COMMS LOST

58.5
REGOS 1J
24 47
LOST

.Y.8.
1. Set the aircraft transponder to mode A/C

20
UKERA
code 7600.
HUA HIN
LOST COMMS

D 2. Comply with the last acknowledged

113.3 HHN
HHN clearance up to the next reporting point in the
SID, then climb to the flight planned cruising
level in accordance with the published all
LOST COMMS

10
speed and altitude restrictions of the relevant
SID procedure. Thereafter comply with the
LOST COMMS

73 flight planned routing and level.

3. When a departing aircraft is being RADAR

.W.31.
vectored, if no transmissions are heard on the
LOST COMMS

frequency in use for a period of two minutes, a

0
radio frequency check is to be made. If the
LOST COMMS

radio frequency check indicates a radio

communication failure. The pilot shall
UKERA MAINTAIN the last assigned heading, speed
REGOS
LOST COMMS

and level, or minimum flight altitude if higher.

12-00 After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

10
rejoin the SID procedure appropriate to its ATS

.G.458.
55 10 10 route or the flight plan route no later than the
next significant point. Thereafter comply with
LOST COMMS

.M.751.
.A.W.4.164.9.

the flight planned routing and level.

LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

100-00 100-30 101-00 101-30 102-00

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Airway R-201 & general note withdrawn, airway W-31 revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 22 NOV 24 20-3H
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Apt Elev
Departure
15-30 6000 8
119.25
4000 Trans alt: 11000
5073
2000 RNAV 1 required GNSS or DME/DME/IRU required

1.

.W.9.
.W.39
1. Initial climb clearance 3000 or as directed by ATC.
CONTOUR TAKHLI
INTERVALS TAKHLI 2. Pilot should plan for possible climb as depicted on

.W..B2 .346..
Nakhon Sawan
350 TL VTPI SID, actual climb clearance will be given by ATC.
88 TL 35 NOBER 47 3. If unable to comply with flight restrictions or
RNAV 1, advise ATC for alternatives.

ALBOS 1T [ALBO1T]
TL DOSBU 1T [DOSB1T]
1

30
41
.9
T LIPLI 1T [LIPL1T]

NOBE .5
15-00

R 1T

.A.464.
NOBER 1T [NOBE1T]
.L.50 SEMBO NUNLI 1T [NUNL1T]
7. NUNLI

.
SEMBO

344
1T SELKA 1T [SELK1T]

^
NUNLI 1T 32.8 28 3^
83.3 PEBKO

.R.474
SEMBO 1T [SEMB1T]
274^
ALBOS TL 1T [TL1T]
22
.3
RNAV (PROPELLER) DEPARTURES
ALBO
(RWY 19)
13.5
S 1T
31 .SPEED: MAX 250 KT AT OR BELOW

50
5^
58 10000 UNLESS OTHERWISE
14-30 POVUP AUTHORIZED BY ATC
55 35 FL130

40
.Y.14.

16.4

SELKA
.A.1.
45

30
PILOV LIPLI
99-30 100-00
10000 .Y.16.
11.0
345
^

COMMS LOST COMMS LOST COMMS LOST COMMS LOST

LOST
1. Set the aircraft transponder to mode A/C

20
A RP PUBAL 1T
code 7600. A
LK 2

LOST COMMS
2. Comply with the last acknowledged 14-00 SE 58.
clearance up to the next reporting point in the BANGKOK T
SID, then climb to the flight planned cruising Don Mueang Intl LI 1
level in accordance with the published all 13 VTBD LIP 6.4

LOST COMMS
5^ 5 DOSBU

10
speed and altitude restrictions of the relevant
23.0

SID procedure. Thereafter comply with the

74.

LOST COMMS
..GL..8480.
flight planned routing and level. 1800 1T
3. When a departing aircraft is being RADAR DOSBU
vectored, if no transmissions are heard on the
1^ 1^ 42.8

LOST COMMS
016^

frequency in use for a period of two minutes, a

05 06

0
radio frequency check is to be made. If the

LOST COMMS
radio frequency check indicates a radio 2300 077^
18.5 75
communication failure. The pilot shall 500 PAGSU
195^

MAINTAIN the last assigned heading, speed ^

075

LOST COMMS
and level, or minimum flight altitude if higher.
After period of two minutes, the flight shall
PS19~
rejoin in the most direct manner possible to LOST COMMS 27 MAX 180 KT

10
rejoin the SID procedure appropriate to its ATS 13-30 40
route or the flight plan route no later than the 0^ 31
next significant point. Thereafter comply with 05

LOST COMMS
0^
the flight planned routing and level. NM
20 3900
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
342

100-30 101-00 101-30 102-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: General notes revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN
VTBS/BKK 22 NOV 24
BANGKOK, THAILAND
SUVARNABHUMI INTL 20-3H1 .RNAV.SID.
ATIS

A
Apt Elev
13 Departure
Mueang Intl 8

RP
5^ DonBANGKOK
VTBD 127.65
Trans alt: 11000
1800 RNAV 1 required GNSS or DME/DME/IRU required

1. Initial climb clearance 3000 or as directed by ATC.

PS191 2. Pilot should plan for possible climb as depicted on
2300 500 3000 SID, actual climb clearance will be given by ATC.
6.1

195^
106^ 3. If unable to comply with flight restrictions or
RNAV 1, advise ATC for alternatives.
26.5
PS19~ 091^

6.4
56 27

181^
MAX 180 KT 40 75
13-30
0^ PS192
G 14 BUT 1T [BUT1T]

M
GORSI 11 OMES.9
05 31 8^ 1T
3000 N 0^ GOMES 1T [GOME1T]
20
3900
HOTEL 1T [HOTE1T]

17.1
GOMES
KASNI 1T [KASN1T]

342
^
172^
.R.N.4.56086.
. REGOS 1T [REGO1T]
RYN 1T [RYN1T]
.8 T PS193
16 NI 1 ^
S RNAV (PROPELLER) DEPARTURES

.0 ^
2
KA 237

11 1 4
KASNI (RWY 19)

37.5
RYN 1T
HOTEL
1T NOKUK .SPEED: MAX 250 KT AT OR BELOW
HOTEL 258^ 10000 UNLESS OTHERWISE

15
20.9
13-00

7^
AUTHORIZED BY ATC

186^
3344
COMMS LOST COMMS LOST COMMS LOST COMMS LOST

50
1.
LOST

4000 1. Set the aircraft transponder to mode A/C

27
RAYONG
.W.3 D

1T
code 7600.

BUT .1

.M.757.
112.5 RYN
LOST COMMS

RYN

.G.458.
2000 2. Comply with the last acknowledged
clearance up to the next reporting point in the
CONTOUR SID, then climb to the flight planned cruising
INTERVALS

40
RAYONG level in accordance with the published all
LOST COMMS

U-Tapao Rayong Pattaya Intl speed and altitude restrictions of the relevant
VTBU SID procedure. Thereafter comply with the
LOST COMMS

PRACHUAP KHIRI KHAN U-TAPAO flight planned routing and level.

D
Hua Hin 3. When a departing aircraft is being RADAR
.N.891.

VTPH
110.8 BUT
BUT vectored, if no transmissions are heard on the

30
LOST COMMS

frequency in use for a period of two minutes, a

radio frequency check is to be made. If the

64.7
LOST COMMS

radio frequency check indicates a radio

.M.Y.9.1014..

REGOS 1T
12-30 communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
LOST COMMS

73 24 47 79 and level, or minimum flight altitude if higher.

20
After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the
next significant point. Thereafter comply with
LOST COMMS

10
the flight planned routing and level.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

CAM
TH A
I

0
L
BOD
A
IA
ND

REGOS
12-00

10
55 10 10 46
.A.W.6.146.9.
.M.751.

100-00 100-30 101-00 101-30 102-00 102-30

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: General notes revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 20 DEC 24 20-3J .Eff.26.Dec.
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Departure
Apt Elev
4594 8

1.
127.65

.W.39
88 35 47

.W..B2 .346..
NOBER Trans alt: 11000
RNAV 1 required GNSS or DME/DME/IRU required
NOT TO SCALE

.A.464.
1. Initial climb clearance 6000 or as directed by ATC.
15-00 2. No turn before DER.
6000 3. Pilot should plan for possible climb as depicted on
SID, actual climb clearance will be given by ATC.

.Y.27.
2G
4000 4. If unable to comply with flight restrictions or
.L.50

9
RNAV 1, advise ATC for alternatives.

.
7. NUNLI

BER
2000 SEMBO

38
.

NO
CONTOUR
ALBOS 1G [ALBO1G]
INTERVALS

.R.474
BONVO 1G [BONV1G]

SEM12.2
BO 2
0^

^
340 G
NOBER 2G [NOBE2G]

03

.Y.26.
NUN
ALBOS NUNLI 1G [NUNL1G]
L I 1G RIVDU
58. OLVUK 1G [OLVU1G]
7
OLVUK

12
PASTO 1G [PAST1G]

.
1G

RIVDU 1G
55 4
RIVDU 1G [RIVD1G]
OS

1G
OLV9 33
27.
14-30 35 58 SEMBO 2G [SEMB2G]

007^ 14.8

UK 4^
29 ALB
TARED

50
.P.G.6.44663. 4^
. ANRIP
TARED 1G [TARE1G]
RNAV DEPARTURES
^

TA (RWY 20L)
022

14.1
R ED
27
.
1 BS938 .SPEED: MAX 250 KT AT OR BELOW

40
6 G BS935 10000 UNLESS OTHERWISE
FL180
AUTHORIZED BY ATC
TEMPO These SIDs require a minimum climb gradient of:
304 FT/NM (5.0%) until passing FL140 for airspace
KAMPHAENG SAEN restrictions only.

30
Nakhon Pathom 22 Gnd speed-KT 75 100 150 200 250 300
VTBK . 5

18.5
304 FT/NM 380 507 760 1013 1267 1520
29.1

AR
PASTO 30 P
14-00 .L.301. PASTO 1G OBMAR 10.3
4^ BS937 343 KABUT
32.9 13.7 COMMS LOST COMMS LOST COMMS LOST COMMS LOST
^
FL140 BANGKOK

20
273^
LOST

1^ 279^ Don Mueang Intl 1. Set the aircraft transponder to mode A/C
23 VTBD code 7600.
LOST COMMS

1G 2. Comply with the last acknowledged

O
015^

11

NV .7 clearance up to the next reporting point in the

.5

BO 22 13 SID, then climb to the flight planned cruising

32

level in accordance with the published all

2

BS934
LOST COMMS

5^
7.

9^

speed and altitude restrictions of the relevant

10
SID procedure. Thereafter comply with the
LOST COMMS

BONVO BS936 BS933 flight planned routing and level.

3. When a departing aircraft is being RADAR
6.9
7

.M.502. 1800
1^

2300 vectored, if no transmissions are heard on the

LOST COMMS

04 .2

frequency in use for a period of two minutes, a

^

GUGOT 40 radio frequency check is to be made. If the

LOST COMMS

27

0
9.1

radio frequency check indicates a radio

195

10000
6.4

56 communication failure. The pilot shall

002^

7.5 MAINTAIN the last assigned heading, speed

LOST COMMS

and level, or minimum flight altitude if higher.

BS932 285^ After period of two minutes, the flight shall
13-30
LOST COMMS

BS94~ rejoin in the most direct manner possible to

0^ 31 rejoin the SID procedure appropriate to its ATS
05 0 route or the flight plan route no later than the

10
NM ^
next significant point. Thereafter comply with
LOST COMMS

20 the flight planned routing and level.

LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

3900
34 2

99-30 100-00 100-30 101-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: SIDs TANGO 1G & TL 1G withdrawn, SIDs OLVUK 1G & RIVDU 1G established, SIDs NOBER 1G & SEMBO 1G renumbered and revised, bearing from OBMAR to BONVO revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK 20 DEC 24 20-3J1 .Eff.26.Dec.
BANGKOK, THAILAND
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Departure
Apt Elev
55 35 P 58 58
AR 8

.Y.14.
14-00 SELKA 127.65
BANGKOK Trans alt: 11000
Intl
.A.1. 6.
VTBD
13 Don Mueang 1G .8 .Y.1 RNAV 1 required GNSS or DME/DME/IRU required
NOT TO 51
DOSBU 1. Initial climb clearance 6000 or as directed by ATC.
5^
SCALE LKA LI 1G LIPLI 74. 2. No turn before DER.
SE LIP 49.7 ..GL..8480.
LELIS BS942 ^ 1G 3. Pilot should plan for possible climb as depicted on
FL120 ^ DOSBU SID, actual climb clearance will be given by ATC.
BS933 FL160 BS943 048 060 36.0 4. If unable to comply with flight restrictions or
9.2 11.1 13.4 RNAV 1, advise ATC for alternatives.
GUGOT 091^ 0 7 9^

7
12
10000 5^ BUT 1G [BUT1G]

41
25
. 2 DOSBU 1G [DOSB1G]
2300

9.1
1800

6.4
GOMES 1G [GOME1G]

195^

002^ 0 .2
BS932 7.5 HHN 1G [HHN1G]
56 285^
13-30 0^ BS94~ GO 14 40 KASNI 1G [KASN1G]
05 .6 ^ GORSI 11 MES.9
11 30 31 8^ 1G
2 0^ LIPLI 1G [LIPL1G]

185^
27 BS928 NM
20

14.3
10000 GOMES .B..N204. REGOS 1G [REGO1G]
BS941 3900

8
RYN 1G [RYN1G]

2^
.
34 2

14
172^
10000

22
^
.R.4.56086. SELKA 1G [SELK1G]
BS929 .

14
FL160 UKERA 1G [UKER1G]

8^
VANKO 1G [VANK1G]

12.3
181^
14

.1
.5

KASNI 1G

12
BS93~ RNAV DEPARTURES
KASNI NOKUK
37.5

FL180 (RWY 20L)

RYN 1G

50
7
.SPEED: MAX 250 KT AT OR BELOW

4.
15
SABIS 10000 UNLESS OTHERWISE
13-00

7^

186^
6^ 3344 AUTHORIZED BY ATC
22 These SIDs require minimum climb gradients of:

3^
2

191^
4000 BUT 1G, HHN 1G, KASNI 1G, REGOS 1G, UKERA 1G,

40
RAYONG
D

21
VANKO 1G: 304 FT/NM (5.0%) until passing FL140

BUT 7.1

G
1G

.M.757.
1G
112.5 RYN
RYN 2000 for airspace restriction only.

N1
.9
O DOSBU 1G, GOMES 1G, LIPLI 1G, RYN 1G, SELKA 1G:

25
HH
NK 5.3 CONTOUR 340 FT/NM (5.6%) until passing FL140 for airspace
VA 3 INTERVALS
RAYONG restriction only.

30
VANKO U-Tapao Rayong Pattaya Intl Gnd speed-KT 75 100 150 200 250 300
VTBU
U-TAPAO 304 FT/NM 380 507 760 1013 1267 1520
D
.N.891.

110.8 BUT 340 FT/NM 425 567 850 1133 1417 1700
PRACHUAP
BUT COMMS LOST COMMS LOST COMMS LOST COMMS LOST

1G

20
KHIRI KHAN
LOST

1. Set the aircraft transponder to mode A/C

64.7
Hua Hin
.M.Y.9.1014..
VTPH code 7600.

58.5
24 47

REGOS 1G
LOST COMMS

.Y.8.
2. Comply with the last acknowledged

UKERA
clearance up to the next reporting point in the
HUA HIN
D SID, then climb to the flight planned cruising
113.3 HHN
HHN level in accordance with the published all
LOST COMMS

10
speed and altitude restrictions of the relevant
SID procedure. Thereafter comply with the
LOST COMMS

flight planned routing and level.

73 3. When a departing aircraft is being RADAR
vectored, if no transmissions are heard on the
LOST COMMS

0
frequency in use for a period of two minutes, a

.W.31.
radio frequency check is to be made. If the
LOST COMMS

radio frequency check indicates a radio

communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
LOST COMMS

and level, or minimum flight altitude if higher.

UKERA After period of two minutes, the flight shall

10
LOST COMMS

REGOS rejoin in the most direct manner possible to

12-00 rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the
55 10 10 next significant point. Thereafter comply with
LOST COMMS

.G.458.
the flight planned routing and level.
.M.751.
.A.W.4.164.9.

100-00 100-30 101-00 101-30 102-00 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Airway R-201 withdrawn, airway W-31 revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 25 OCT 24 20-3K
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Apt Elev
Departure
15-30 6000 8
127.65
4000 Trans alt: 11000
5073
2000 RNAV 1 required GNSS or DME/DME/IRU required

1.

.W.9.
.W.39
1. Initial climb clearance 3000 or as directed by ATC.
CONTOUR TAKHLI
INTERVALS TAKHLI 2. No turn before DER.

.W..B2 .346..
Nakhon Sawan
350 TL VTPI 3. Pilot should plan for possible climb as depicted on
88 TL 35 NOBER 47 SID, actual climb clearance will be given by ATC.
4. If unable to comply with flight restrictions or
RNAV 1, advise ATC for alternatives.

ALBOS 1R [ALBO1R]
TL DOSBU 1R [DOSB1R]
1 R

30
41
.9 LIPLI 1R [LIPL1R]

NOBE .5
15-00

R 1R

.A.464.
NOBER 1R [NOBE1R]
.L.50 SEMBO NUNLI 1R [NUNL1R]
7. NUNLI

.
SEMBO

344
1R SELKA 1R [SELK1R]

^
NUNLI 1R 32.8 28 3^
83.3 PEBKO

.R.474
SEMBO 1R [SEMB1R]
274^
ALBOS TL 1R [TL1R]
22
.3
RNAV (PROPELLER) DEPARTURES
ALBO
(RWY 20L)
13.5
S 1R
31 .SPEED: MAX 250 KT AT OR BELOW

50
5^
58 10000 UNLESS OTHERWISE
14-30 POVUP AUTHORIZED BY ATC
55 35 FL130

40
.Y.14.

16.4

SELKA
.A.1.
45

30
PILOV LIPLI
99-30 100-00
10000 .Y.16.
11.0
345
^

COMMS LOST COMMS LOST COMMS LOST COMMS LOST

LOST
1. Set the aircraft transponder to mode A/C

20
A RP PUBAL 1R
code 7600. A
LK 2

LOST COMMS
2. Comply with the last acknowledged 14-00 SE 58.
clearance up to the next reporting point in the BANGKOK R
SID, then climb to the flight planned cruising Don Mueang Intl LI 1
level in accordance with the published all 13 VTBD LIP 6.4

LOST COMMS
5^ 5 DOSBU

10
speed and altitude restrictions of the relevant
23.0

SID procedure. Thereafter comply with the

74.

LOST COMMS
..GL..8480.
flight planned routing and level. 1800 1R
3. When a departing aircraft is being RADAR DOSBU
vectored, if no transmissions are heard on the
1^ 1^ 42.8

LOST COMMS
016^

frequency in use for a period of two minutes, a

05 06

0
radio frequency check is to be made. If the

LOST COMMS
radio frequency check indicates a radio 2300 077^
18.5 75
communication failure, the pilot shall PAGSU
^
195^

MAINTAIN the last assigned heading, speed 075

LOST COMMS
and level, or minimum flight altitude if higher. PS19~
After a period of two minutes, the flight shall 500
rejoin in the most direct manner possible to LOST COMMS 27 MAX 180 KT

10
rejoin the SID procedure appropriate to its ATS 13-30 40
route or the flight plan route no later than the 0^ 31
next significant point. Thereafter comply with 05

LOST COMMS
0^
the flight planned routing and level. NM
20 3900
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
342

100-30 101-00 101-30 102-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Reissue. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN
VTBS/BKK 25 OCT 24
BANGKOK, THAILAND
SUVARNABHUMI INTL 20-3K1 .RNAV.SID.
ATIS

A
Apt Elev
13 Departure
Mueang Intl 8

RP
5^ DonBANGKOK
VTBD 127.65
Trans alt: 11000
1800 RNAV 1 required GNSS or DME/DME/IRU required

1. Initial climb clearance 3000 or as directed by ATC.

500 PS191 2. No turn before DER.
2300 3000 3. Pilot should plan for possible climb as depicted on
6.1 106^ SID, actual climb clearance will be given by ATC.
4. If unable to comply with flight restrictions or

195^
26.5 40
PS19~ 091^ RNAV 1, advise ATC for alternatives.

6.4
56 27

181^
MAX 180 KT 75
13-30 ^ PS192
G 14 BUT 1R [BUT1R]

M
50 GORSI 11 OMES.9
0 31 8^ 1R
3000 N 0^ GOMES 1R [GOME1R]
20
3900
HOTEL 1R [HOTE1R]

17.1
GOMES
KASNI 1R [KASN1R]

342
^
172^
.R.N.4.56086.
. REGOS 1R [REGO1R]
RYN 1R [RYN1R]
.8 R PS193
16 NI 1 RNAV (PROPELLER) DEPARTURES
S ^

.0 ^
2
KA 237

11 1 4
KASNI (RWY 20L)

37.5
RYN 1R
HOTEL
1R NOKUK .SPEED: MAX 250 KT AT OR BELOW
HOTEL 258^ 10000 UNLESS OTHERWISE

15
20.9
13-00

7^
AUTHORIZED BY ATC

186^
3344
COMMS LOST COMMS LOST COMMS LOST COMMS LOST

50
1.

2
LOST

RAYONG 4000 1. Set the aircraft transponder to mode A/C

.W.3 D

1R
code 7600.

BUT 7.1

.M.757.
112.5 RYN
LOST COMMS

RYN

.G.458.
2000 2. Comply with the last acknowledged
clearance up to the next reporting point in the
CONTOUR SID, then climb to the flight planned cruising
INTERVALS

40
RAYONG level in accordance with the published all
LOST COMMS

U-Tapao Rayong Pattaya Intl speed and altitude restrictions of the relevant
VTBU SID procedure. Thereafter comply with the
LOST COMMS

PRACHUAP KHIRI KHAN U-TAPAO flight planned routing and level.

D
Hua Hin 3. When a departing aircraft is being RADAR
.N.891.

VTPH
110.8 BUT
BUT vectored, if no transmissions are heard on the

30
LOST COMMS

frequency in use for a period of two minutes, a

radio frequency check is to be made. If the

64.7
LOST COMMS

.M.Y.9.1014..
radio frequency check indicates a radio

REGOS 1R
12-30 communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
LOST COMMS

73 24 47 79 and level, or minimum flight altitude if higher.

20
After period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the
next significant point. Thereafter comply with
LOST COMMS

10
the flight planned routing and level.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

CAM
TH A
I

0
L
BOD
A
IA
ND

REGOS
12-00

10
55 10 10 46
.A.W.6.146.9.
.M.751.

100-00 100-30 101-00 101-30 102-00 102-30

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Reissue. | JEPPESEN, 2024. ALL RIGHTS RESERVED.

 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 20 DEC 24 20-3L .Eff.26.Dec.
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Departure
Apt Elev
4594 8

1.
127.65

.W.39
88 35 47

.W..B2 .346..
NOBER Trans alt: 11000
RNAV 1 required GNSS or DME/DME/IRU required
NOT TO SCALE

.A.464.
1. Initial climb clearance 6000 or as directed by ATC.
15-00 2. No turn before DER.
6000 3. Pilot should plan for possible climb as depicted on
SID, actual climb clearance will be given by ATC.

.Y.27.
2E
4000 4. If unable to comply with flight restrictions or
.L.50

9
RNAV 1, advise ATC for alternatives.

.
7.

BER
NUNLI 2000 SEMBO

38
.

NO
CONTOUR
ALBOS 1E [ALBO1E]
INTERVALS

.R.474
BONVO 1E [BONV1E]

SEM12.2
BO 2
0^

^
340 E
NOBER 2E [NOBE2E]

03

.Y.26.
NUN
ALBOS NUNLI 1E [NUNL1E]
LI 1
58. E
RIVDU
7
OLVUK
OLVUK 1E [OLVU1E]

12
PASTO 1E [PAST1E]

.
1E

RIVDU 1E
55 4
RIVDU 1E [RIVD1E]
OS

1E
OLV9 33
27.
14-30 35 58 SEMBO 2E [SEMB2E]

007^ 14.8
ALB

UK 4^
29
TARED

50
.P.G.6.44663. 4^
. ANRIP
TARED 1E [TARE1E]
RNAV DEPARTURES
^

(RWY 20R)
022

TA

14.1
RED MAX 250 KT AT OR BELOW
27 1E BS938 .SPEED:

40
.6 BS935 10000 UNLESS OTHERWISE
FL180
AUTHORIZED BY ATC
TEMPO These SIDs require a minimum climb gradient of:
304 FT/NM (5.0%) until passing FL140 for airspace
KAMPHAENG SAEN restriction only.

30
Nakhon Pathom 22 Gnd speed-KT 75 100 150 200 250 300
VTBK . 5

18.5
304 FT/NM 380 507 760 1013 1267 1520
29.1

AR
PASTO 30 P
14-00 .L.301. PASTO 1E OBMAR 10.3
4^ BS937 343 KABUT
32.9 13.7 COMMS LOST COMMS LOST COMMS LOST COMMS LOST
^
FL140 BANGKOK

20
273^
LOST

1^ 279^ Don Mueang Intl 1. Set the aircraft transponder to mode A/C
23 VTBD code 7600.
1E
LOST COMMS

O 2. Comply with the last acknowledged

015^

11

NV .7 clearance up to the next reporting point in the

.5

BO 22 13 SID, then climb to the flight planned cruising

32

level in accordance with the published all

2

BS934
LOST COMMS

5^
7.

9^

speed and altitude restrictions of the relevant

10
SID procedure. Thereafter comply with the
LOST COMMS

BONVO BS936 BS933 flight planned routing and level.

3. When a departing aircraft is being RADAR
6.9
7

.M.502. 1800
1^

2300 vectored, if no transmissions are heard on the

LOST COMMS

04 .2

40 frequency in use for a period of two minutes, a

GUGOT radio frequency check is to be made. If the
LOST COMMS

27
1 95 ^

0
700 radio frequency check indicates a radio
10000
6.4

56 communication failure. The pilot shall

002^

7.5 MAINTAIN the last assigned heading, speed

LOST COMMS

and level, or minimum flight altitude if higher.

BS932 285^ After period of two minutes, the flight shall
13-30
LOST COMMS

BS94~ rejoin in the most direct manner possible to

0^ 31 rejoin the SID procedure appropriate to its ATS
05 0 route or the flight plan route no later than the

10
NM ^
next significant point. Thereafter comply with
LOST COMMS

20 the flight planned routing and level.

LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

3900
34 2

99-30 100-00 100-30 101-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: SIDs TANGO 1E & TL 1E withdrawn, SIDs OLVUK 1E & RIVDU 1E established, SIDs NOBER 1E & SEMBO 1E renumbered and revised, bearing from OBMAR to BONVO revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 20 DEC 24 20-3L1 .Eff.26.Dec.
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Apt Elev
P Departure
55 35 AR 58 58 8

.Y.14.
14-00 SELKA 127.65
BANGKOK Trans alt: 11000
Intl
.A.1. 6.
VTBD
13 Don Mueang E
.8 1 .Y.1 RNAV 1 required GNSS or DME/DME/IRU required
5^ NOT TO 51 A
DOSBU
SCALE ELK LI 1E LIPLI 1. Initial climb clearance 6000 or as directed by ATC.

LELIS BS942 S LIP 49.7

1E
74.
..GL..8480. 2. No turn before DER.
3. Pilot should plan for possible climb as depicted on
^ ^ DOSBU SID, actual climb clearance will be given by ATC.
BS933 FL120 FL160 BS943 048 060 36.0 4. If unable to comply with flight restrictions or
9.2 11.1 13.4 RNAV 1, advise ATC for alternatives.
GUGOT 091^ 0 7 9^

7
^
12
10000 5^ BUT 1E [BUT1E]

41
25
. 2 DOSBU 1E [DOSB1E]
2300

1 95 ^
700 1800

6.4
GOMES 1E [GOME1E]

002^ 0 .2
BS932 7.5 HHN 1E [HHN1E]
56 285^ G 14 40
13-30 0^ BS94~ KASNI 1E [KASN1E]
05 .6 GORSI 11 OMES.9
11 0^ 31 8^ 1E
23 0^ LIPLI 1E [LIPL1E]

185^
27 BS928 NM

14.3
20 REGOS 1E [REGO1E]
10000 GOMES .B..N204.
BS941 3900 RYN 1E [RYN1E]

2^
.8
342
^

14
172^
10000

22
.R.4.56086. SELKA 1E [SELK1E]
BS929 .

14
FL160 UKERA 1E [UKER1E]

8^
VANKO 1E [VANK1E]

12.3
181^
14

.1
KASNI 1E
.5

12
BS93~ RNAV DEPARTURES
KASNI NOKUK
37.5

FL180 (RWY 20R)

RYN 1E

50
7
.SPEED: MAX 250 KT AT OR BELOW

4.
15
SABIS 10000 UNLESS OTHERWISE
13-00

7^

186^
6^ 3344 AUTHORIZED BY ATC
22 These SIDs require minimum climb gradients of:

BUT

3^
191^
BUT 1E, HHN 1E, KASNI 1E, REGOS 1E, UKERA 1E,

40
RAYONG 4000

27.
D

21
VANKO 1E: 304 FT/NM (5.0%) until passing FL140

1
1E

.M.757.

1E
1E 112.5 RYN
RYN 2000 for airspace restriction only.

N
.9
O DOSBU 1E, GOMES 1E, LIPLI 1E, RYN 1E, SELKA 1E:

HH
25
NK .3 CONTOUR 340 FT/NM (5.6%) until passing FL140 for airspace
VA 35 INTERVALS
RAYONG restriction only.

30
VANKO U-Tapao Rayong Pattaya Intl Gnd speed-KT 75 100 150 200 250 300
VTBU
U-TAPAO 304 FT/NM 380 507 760 1013 1267 1520
D
.N.891.

110.8 BUT 340 FT/NM 425 567 850 1133 1417 1700
PRACHUAP
BUT COMMS LOST COMMS LOST COMMS LOST COMMS LOST

1E

20
KHIRI KHAN
LOST

1. Set the aircraft transponder to mode A/C

64.7
Hua Hin
.M.Y.9.1014..
VTPH code 7600.

58.5
REGOS 1E
24 47
LOST COMMS

.Y.8.
2. Comply with the last acknowledged

UKERA
clearance up to the next reporting point in the
HUA HIN
D SID, then climb to the flight planned cruising
113.3 HHN
HHN level in accordance with the published all
LOST COMMS

10
speed and altitude restrictions of the relevant
SID procedure. Thereafter comply with the
LOST COMMS

flight planned routing and level.

73 3. When a departing aircraft is being RADAR
vectored, if no transmissions are heard on the
LOST COMMS

0
frequency in use for a period of two minutes, a

.W.31.
radio frequency check is to be made. If the
LOST COMMS

radio frequency check indicates a radio

communication failure. The pilot shall
MAINTAIN the last assigned heading, speed
LOST COMMS

and level, or minimum flight altitude if higher.

UKERA After period of two minutes, the flight shall

10
LOST COMMS

12-00
REGOS rejoin in the most direct manner possible to
rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the
55 10 10 next significant point. Thereafter comply with
LOST COMMS

.G.458.
the flight planned routing and level.
.M.751.
.A.W.4.164.9.

100-00 100-30 101-00 101-30 102-00 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Airway R-201 withdrawn, airway W-31 revised. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN BANGKOK, THAILAND
VTBS/BKK 27 SEP 24 20-3M .Eff.3.Oct.
SUVARNABHUMI INTL .RNAV.SID.
ATIS
Apt Elev
Departure
15-30 6000 8
127.65
4000 Trans alt: 11000
5073
2000 RNAV 1 required GNSS or DME/DME/IRU required

1.

.W.9.
.W.39
1. Initial climb clearance 3000 or as directed by ATC.
CONTOUR TAKHLI
INTERVALS TAKHLI 2. No turn before DER.

.W..B2 .346..
Nakhon Sawan
350 TL VTPI 3. Pilot should plan for possible climb as depicted on
88 TL 35 NOBER 47 SID, actual climb clearance will be given by ATC.
4. If unable to comply with flight restrictions or
RNAV 1, advise ATC for alternatives.

ALBOS 1P [ALBO1P]
TL DOSBU 1P [DOSB1P]
1 P

30
41
.9 LIPLI 1P [LIPL1P]

NOBE .5
15-00

R 1P

.A.464.
NOBER 1P [NOBE1P]
.L.50 SEMBO NUNLI 1P [NUNL1P]
7. NUNLI

.
SEMBO

344
1P SELKA 1P [SELK1P]

^
NUNLI 1P 32.8 28 3^
83.3 PEBKO

.R.474
SEMBO 1P [SEMB1P]
274^
ALBOS TL 1P [TL1P]
22
.3
RNAV (PROPELLER) DEPARTURES
ALBO
(RWY 20R)
13.5
S 1P
31 .SPEED: MAX 250 KT AT OR BELOW

50
5^
58 10000 UNLESS OTHERWISE
14-30 POVUP AUTHORIZED BY ATC
55 35 FL130

40
.Y.14.

16.4

SELKA
.A.1.
45

30
PILOV LIPLI
99-30 100-00
10000 .Y.16.
11.0
345
^

COMMS LOST COMMS LOST COMMS LOST COMMS LOST

LOST
1. Set the aircraft transponder to mode A/C

20
A RP PUBAL 1P
code 7600. A
LK 2

LOST COMMS
2. Comply with the last acknowledged 14-00 SE 58.
clearance up to the next reporting point in the BANGKOK P
SID, then climb to the flight planned cruising Don Mueang Intl LI 1
level in accordance with the published all 13 VTBD LIP 6.4

LOST COMMS
5^ 5 DOSBU

10
speed and altitude restrictions of the relevant
23.0

SID procedure. Thereafter comply with the

74.

LOST COMMS
..GL..8480.
flight planned routing and level. 1800 1P
3. When a departing aircraft is being RADAR DOSBU
vectored, if no transmissions are heard on the
1^ 1^ 42.8

LOST COMMS
016^

frequency in use for a period of two minutes, a

05 06

0
radio frequency check is to be made. If the

LOST COMMS
radio frequency check indicates a radio 2300 077^
18.5 75
communication failure, the pilot shall PAGSU
195^

MAINTAIN the last assigned heading, speed ^

075

LOST COMMS
and level, or minimum flight altitude if higher. 500 PS19~
After a period of two minutes, the flight shall
rejoin in the most direct manner possible to LOST COMMS 27 MAX 180 KT

10
rejoin the SID procedure appropriate to its ATS 13-30 40
route or the flight plan route no later than the 0^ 31
next significant point. Thereafter comply with 05

LOST COMMS
0^
the flight planned routing and level. NM
20 3900
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
342

100-30 101-00 101-30 102-00

^
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: New procedures at this airport. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 JEPPESEN
VTBS/BKK BANGKOK, THAILAND
SUVARNABHUMI INTL 27 SEP 24 20-3M1 .Eff.3.Oct. .RNAV.SID.
ATIS

A
Apt Elev
13 Departure
Mueang Intl 8

RP
5^ DonBANGKOK
VTBD 127.65
Trans alt: 11000
1800 RNAV 1 required GNSS or DME/DME/IRU required

1. Initial climb clearance 3000 or as directed by ATC.

PS191 2. No turn before DER.

195^
2300 3000 3. Pilot should plan for possible climb as depicted on
6.1 106^ SID, actual climb clearance will be given by ATC.
500 26.5 40 4. If unable to comply with flight restrictions or
PS19~ 091^ RNAV 1, advise ATC for alternatives.

6.4
56 27

181^
MAX 180 KT 75
13-30
0^ PS192
G 14 BUT 1P [BUT1P]

M
GORSI 11 OMES.9
05 31 8^ 1P
3000 N 0^ GOMES 1P [GOME1P]
20
HOTEL 1P [HOTE1P]

17.1
3900 GOMES
KASNI 1P [KASN1P]

342
^
172^
.R.N.4.56086.
. REGOS 1P [REGO1P]
RYN 1P [RYN1P]
.8 P PS193
16 NI 1 RNAV (PROPELLER) DEPARTURES
S ^

.0 ^
2
KA 237

11 1 4
KASNI (RWY 20R)

37.5
RYN 1P
HOTEL
1P NOKUK .SPEED: MAX 250 KT AT OR BELOW
HOTEL 258^ 10000 UNLESS OTHERWISE

15
20.9
13-00

7^
AUTHORIZED BY ATC

186^
3344
COMMS LOST COMMS LOST COMMS LOST COMMS LOST

50
1.

2
LOST

RAYONG 4000 1. Set the aircraft transponder to mode A/C

.W.3 D
code 7600.

BUT 7.1
1P

.M.757.
112.5 RYN
LOST COMMS

RYN

.G.458.
2000 2. Comply with the last acknowledged
clearance up to the next reporting point in the
CONTOUR SID, then climb to the flight planned cruising
INTERVALS

40
RAYONG level in accordance with the published all
LOST COMMS

U-Tapao Rayong Pattaya Intl speed and altitude restrictions of the relevant
VTBU SID procedure. Thereafter comply with the
LOST COMMS

PRACHUAP KHIRI KHAN U-TAPAO flight planned routing and level.

D
Hua Hin 3. When a departing aircraft is being RADAR
.N.891.

VTPH
110.8 BUT
BUT vectored, if no transmissions are heard on the

30
LOST COMMS

frequency in use for a period of two minutes, a

radio frequency check is to be made. If the

64.7
LOST COMMS

.M.Y.9.1014..
radio frequency check indicates a radio

REGOS 1P
12-30 communication failure, the pilot shall
MAINTAIN the last assigned heading, speed
LOST COMMS

73 24 47 79 and level, or minimum flight altitude if higher.

20
After a period of two minutes, the flight shall
LOST COMMS

rejoin in the most direct manner possible to

rejoin the SID procedure appropriate to its ATS
route or the flight plan route no later than the
next significant point. Thereafter comply with
LOST COMMS

10
the flight planned routing and level.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS

CAM
TH A
I

0
L
BOD
A
IA
ND

REGOS
12-00

10
55 10 10 46
.A.W.6.146.9.
.M.751.

100-00 100-30 101-00 101-30 102-00 102-30

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: New procedures at this airport. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

27 SEP 24 20-8A .Eff.3.Oct. SUVARNABHUMI INTL
REVISED THE TEMPORARY HELICOPTER LANDING AREA
AT SUVARNABHUMI INTERNATIONAL AIRPORT
(AIRAC SUP A46/24)
1. INTRODUCTION
With effect from 3 October 2024, the purpose of this chart is to inform all concerned
regarding revised the temporary helicopter landing area.
2. THE TEMPORARY HELICOPTER LANDING AREA
The temporary helicopter landing area is to be used for occasional emergency and
medical traffic only, and is defined with specific procedures and conditions as follows:
2.1. FATO is on the middle of Rwy 01/19.
2.2. TLOF is located on the portion of Taxiway C between Taxiway C8 and Taxiway C10.
2.3. Type of Traffic Permitted is VFR.
2.4. The operational hours are from sunrise to sunset, with maximum ground time of 60 min.
2.5. Flight plan must be submitted at least 2 hours prior flight arrival.
2.6. Pilots are required to strictly follow ATC's instructions and comply with
airport safety and security measures.
3. VALIDITY
This chart will remain in force until its contents have been incorporated in AIP Thailand.
Any changes of this chart will be notified by NOTAM.

D4 D3 D2 D1 B2 B4 B6

C2 C1 T6 C5
C4 C3
301 201
C6 C5
302
T9 T8 T7 202 C
303 C8 C7

304 C10 C9 203

HS2
G C6 B4
H3 H4 B3
H C7
H6
T18

S111 S107 S103

S113 S109 S105 S101 C8 B6
B5

S112 S108 S104

S114 S110 S106 S102 C
T19
J2
J C9
J4
K
B7
C10 B9

B8

LEGEND

Temporary Helicopter Landing Area

B10

CHANGES: Chart revised. | JEPPESEN, 2023, 2024. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

17 JAN 25 20-8B .Eff.23.Jan. SUVARNABHUMI INTL
REVISED THE CLOSURE OF TAXIWAYS FOR TEMPORARY AIRCRAFT
PARKING AT SUVARNABHUMI INTERNATIONAL AIRPORT
(SUP A01-25 AIRAC and A47-24 AIRAC)
1. INTRODUCTION
With effect from 23 January 2025 at 0000 UTC, the purpose of this chart is to inform all
concerned regarding the closure area for temporary aircraft parking at Suvarnabhumi
International Airport.
2. THE TEMPORARY CLOSURE AREA
Taxiway C between Taxilane T1 and Taxilane T2, Taxiway C1 closed - see layout diagram
for details.
3. MARKING AND LIGHTING FOR CLOSURE AREA
3.1. The closure area is blocked off by 1' (0.3m) - high frangible barricades painted in
alternate bands of red and white and lighted by omnidirectional fixed red lights
along the closed area.
3.2. The closure markings are displayed on the entrance of each closed taxiway
(yellow crosses).
3.3. Taxiway Center Line Lights and the signage leading to and on the closed
area are unserviceable.
3.4. The temporary fences are installed along the south side of Taxiway K and Taxiway
D11 with distance 143' (43.5m), 148' (45m) and 167' (51m) from taxiway centerline.
3.5. The dimension of fences is 10' (3m) high painted in alternate band of red and white,
fences will be lighted by omni-directional fixed red lights spacing every 25' (7.5m)
at night and during limited visibility conditions.
4. OPERATING CONDITION
The starting or operating of aircraft engines at the closure area are not allowed except
running at minimum idle power to maintain serviceable condition, but with prior permission
from AOT before the commencement of such operation.
Taxiway K and Taxiway D11, if available for traffic, can accommodate aircraft up
to code E (max wingspan 213'(65m)).
5. VALIDITY
This chart will remain current until further advised. Any changes of this chart
will be notified by NOTAM.
6. DIAGRAM

x T1
C1

Unserviceable area
(Ground Run-Up Enclosure)

C
EAST
APRON

LEGEND
Barricades with
Fixed Red Light

x Taxiway Closure Markings

T2
x
x
Closure Area

CHANGES: New temporary chart. | JEPPESEN, 2025. ALL RIGHTS RESERVED.

VTBS/BKK JEPPESEN BANGKOK, THAILAND
Apt Elev 8' 8 NOV 24 20-9
N13 41.2 E100 44.9
SUVARNABHUMI INTL
D-ATIS Data Comm SUVARNABHUMI Clearance Ground Tower SUVARNABHUMI Departure
Departure ACARS: A464 (Northbound), A464 (Southbound) B346, G458, G463, L301, L507, A1, B204, G474, L880, M904, N506 Rwy 01/19 Rwy 02L/20R Rwy 02R/20L
PDC M502, M751, M757, P646, R474, W9, W19, W21, W31, W39, Y6, Y8 N891, R201, R468, Y11, Y14, Y16
127.65 128.7 133.8 121.65 121.7 121.75 121.95 118.2 119.0 119.25
100-42 100-43 100-44 100-45 100-46 100-47 13-43
13-43 West Apron

FOR PARKING POSITIONS 2190L

SEE PARKING STANDS & COORDS 5^
WEST APRON D

D1
01^W

East Apron Hangar

E D Engine Run-up
Cargo Cargo T1 C1 Apron
Terminal
D2 FOR PARKING POSITIONS SEE
Elev E1 PARKING STANDS & COORDS
D3 T5 EAST APRON
2190R 4' E2 C
5^
F1 D
13-42 Control 13-42
Elev 8' W D4 Tower T2
F2 E3 T16
E5 C
HS4 E6 D
T17 C2
D5

.G
E T3
T15

CON
F3 F T5 B

.A
E7 D6 CON. C3 19
F B1 195^
E8

CON
CON

4000m
T14

'
COUR T4 B2

.E
Main SE
HS5 E T12 D C4
D CON Elev 4'

CON
Apron .B
E9 D7 T13

.C
F4 Y T11 T10 T6 C5 B
D8 G
CON
E10 H1 T9 T8 T7

13,123
H2 G MET
HS3 D H
E12 H3 G
E D9 HS1 H5 ARP C6
F5 F T18 H6 H H4 C7 B4
13-41 E13 SAT-1 Apron B3 13-41
D10 SATE HS2 FOR PARKING POSITIONS SEE

' 3700m
LL IT C8 PARKING STANDS & COORDS
F6 E-1 (S
D11 J J1 T19 AT-1) B6 MAIN APRON
F7 E15 K C B5
Rescue and J3 J J2
4000m

B
'

Fire Fighting K J4

l
J C9
Rescue and

12,139
F8 Z Fire Fighting
K

Cana
E17 E B7
F9 C10 B9
13,123

B8
Rescue and
HS6 E19 E Fire Fighting
F10 F
l

FOR PARKING POSITIONS SEE

F15 PARKING STANDS & COORDS B B10
E21
Cana

SAT-1 APRON
Elev 4'
l

13-40 Elev 8'

F11 13-40
Cana

F B11
0012L F12
5^
B
0012R
5^
l

VOR
Cana

B12
Elev 4'
B13
HOT SPOTS
01
015^
l

HS
Cana

See AIRPORT INFO (CONTD), TAKE-OFF Feet 0 1000 2000 3000 4000 5000
MNMS chart for description of Hot Spots
Meters 0 500 1000 1500
13-39 13-39
100-43 100-44 100-45 100-46 100-47
100-42
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

CHANGES: Taxiway shape in E13 to D10/D11 area. | JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

8 NOV 24 20-9A SUVARNABHUMI INTL
GENERAL
Birds in vicinity of airport.

ADDITIONAL RUNWAY INFORMATION

USABLE LENGTHS
LANDING BEYOND
RWY Threshold Glide Slope TAKE-OFF WIDTH
01 HIRL(60m) CL(30m) 1 PALS CAT II (LIH) SFL
OFZ RVR
12,056' 3675m 197'
19 TDZ 2 PAPI-L 12,061' 3676m 60m

02L HIRL(60m) CL(30m) 1 PALS CAT II (LIH) OFZ RVR

197'
20R TDZ 2 PAPI-L 60m

02R HIRL(60m) CL(30m) 1 PALS CAT II (LIH) SFL 11,075' 3376m 197'
20L TDZ 2 PAPI-L grooved OFZ RVR 11,069' 3374m 60m

1 Length 900m
2 Angle 3.0^

HOT SPOTS HS
For information only, not to be construed as ATC instructions.
HS1 Due to several intersections around this area which connect to rapid exit taxiways,
all aircraft are required to hold, as instructed by ATC, at intermediate holding position
marking/lights. Taxiing from Twy D8 to E for Rwy 02R requires a 90 degree turn, pilots
should be aware of unintentionally executing a runway incursion through Twy E12.

HS2 Due to several intersections around this area which connect to rapid exit taxiways,
all aircraft are required to hold, as instructed by ATC, at intermediate holding position
marking/lights. Taxiing from Twy C7 to B for Rwy 01 requires a 90 degree turn, pilots
should be aware of unintentionally executing a runway incursion through Twy B5.

HS3 Caution: Possible misidentification of rapid exit taxiway. When instructed by ATC to
vacate runway 20L via taxiway E13, pilot should ensure that vacating on correct rapid
exit taxiway.

HS4 Caution: Aircraft on taxiway W from taxiway F after landing runway 02L do not cross
the runway holding position marking/lights without clearance. Explicit runway crossing
clearance required.

HS5 In case of vacating runway 02L via taxiway F4, aircraft shall turn left to taxiway F
toward northbound, unless otherwise instructed by ATC.

HS6 Caution: Aircraft on taxiway Z from taxiway F after landing runway 20R do not cross
the runway holding position marking/lights without clearance. Explicit runway clearance
required.

.Std. TAKE-OFF

RL & CL & Adequate Vis Ref

relevant RVR
RL & CL 1 RL & RCLM 1 RL or RCLM
DAY NIGHT

TDZ R150m
Mid R150m R/V200m R/V300m R/V400m R/V500m NA
Rollout R150m

1 For NIGHT operations, at least RL or CL and RENL are required.

CHANGES: None. | JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

27 SEP 24 20-9B .Eff.3.Oct. SUVARNABHUMI INTL
100-45.2 100-45.3 T1 100-45.5 100-45.6 PARKING BAY COORDINATES
13-42.4 134 13-42.4
133 EAST APRON
132 T1
131 STAND No. COORDINATES
130 A1, A2 N13 41.5 E100 45.3
Cargo A3L thru A5R N13 41.6 E100 45.3
13-42.3 Building A6L, A6, A6R N13 41.7 E100 45.3
114 B1, B2 N13 41.4 E100 45.3
129 B3 N13 41.4 E100 45.4
113
128
B4 N13 41.4 E100 45.3
13-42.2 112 13-42.2
B5L, B5, B5R N13 41.4 E100 45.4
LEGEND T5 127 B6L, B6, B6R N13 41.4 E100 45.4
111 C1L, C1 N13 41.3 E100 45.3
1 TOWING STOPLINE
126
C1R N13 41.4 E100 45.3
110
13-42.1 125 13-42.1
EAST C3L N13 41.3 E100 45.3
Ground Control 109 APRON C
124 C3 thru C5R N13 41.3 E100 45.2
121.65 C7L thru C9R N13 41.2 E100 45.2
108
13-42.0 13-42.0
107
123
T2 101L N13 41.7 E100 45.4
101 N13 41.7 E100 45.3
106
122 101R, 102L N13 41.7 E100 45.4
13-41.9
T5
13-41.9 102 thru 104R N13 41.8 E100 45.4
105
121 105L thru 106R N13 41.9 E100 45.4
EAST C
104 APRON 107L thru 109 N13 42.0 E100 45.4
120
109R, 110L N13 42.1 E100 45.4
13-41.8 103
119 13-41.8 110 thru 111R N13 42.1 E100 45.5
112L thru 114 N13 42.2 E100 45.5
102 114R N13 42.3 E100 45.5

101 T3 115L, 115, 115R N13 41.5 E100 45.4

118 13-41.7 116L thru 117R N13 41.6 E100 45.5
C2
A6 118L, 118 N13 41.7 E100 45.5
2 117 118R N13 41.6 E100 45.5
A5 T5 C 119L thru 120R N13 41.8 E100 45.5
EAST
A

APRON B
E

A4 116 13-41.6
OURS

121L N13 41.9 E100 45.5

A3 121, 121R N13 41.8 E100 45.5
CONC

C3
1 115
B1
122L, 122, 122R N13 41.9 E100 45.5
A2 123L N13 41.9 E100 45.6
A1 13-41.5 123, 123R N13 41.9 E100 45.5
B1 B3
B5 T4
C4 124 N13 42.0 E100 45.6
CONC
OURS B2 125L, 125 N13 42.1 E100 45.6
E B 125R N13 42.0 E100 45.6
C 126L thru 127R N13 42.1 E100 45.6
C

B2 B
128L thru 129R N13 42.2 E100 45.6
E

B4
OURS

B6
C1 Ground Control
121.75
CONC

130 N13 42.3 E100 45.6

C3 131, 132, 133 N13 42.3 E100 45.5
9

T6 134 N13 42.3 E100 45.4

01-1

T7 201 C5
C5 201L, 201 N13 41.3 E100 45.4
2 EAST 201R thru 203L N13 41.2 E100 45.4
Rwy

202 APRON
C7
13-41.2 203, 203R N13 41.2 E100 45.3
203 100-45.4 100-45.5
C9 1
CHANGES: Ground communications, runway ident. | JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

27 SEP 24 20-9C .Eff.3.Oct. SUVARNABHUMI INTL
100-44.5 100-44.6 100-44.7 100-44.9 100-45.1 100-45.2
D T17 Extra CAUTION is required when crossing
13-41.7 D5 LEGEND service roads in the maneuvering area. 13-41.7

G
1 TOWING STOPLINE 180^ Turn Markings on Main Apron:

E
Markings T9A and T9B connect

OURS
T15 Twy T9 with Twy T8.
E Markings T10A and T10B connect

CONC
Ground Control

A
Twy T10 with Twy T11.
121.95

E
These routes may only be used when

OURS
13-41.6 instructed by ATC (ATC discretion). 13-41.6

CONC
D HOT SPOTS HS
See AIRPORT INFO (CONTD), TAKE-OFF 13-41.5
MNMS chart for description of Hot Spots MAIN
D6 TERMINAL Ground
13-41.5 Control
CONC
D8 OURS
E D 121.65
T14
D7
E1 D6 CONC
E

D5 O URSE
D4
E

B
OURS

13-41.4 E3 4 3 D3
D2 D1
13-41.4
T12 2
CONC

D T10B 305
E5 1 C2
1
E
2 301
TERMIBAGGAG
WEST 306 T9B

C
T6
APRON E7 T11 T10 C4

E
OURS
NAL

13-41.3 302 1 13-41.3

T10A 307
SFER

C6

CONC
E9 2 303 MAIN2T8
T13 MAIN T9
1 APRON
TRAN

308 APRON C8 EAST

G APRON
304 T9A
H1 2 13-41.2
13-41.2 Ground Control 1 C10
H2 121.75 C
HS1 H
ARP G
H5 T7
T18 H G
H3 13-41.1
Ground Control
H4
121.7 T18 H6 H C6
Rescue and
Fire Fighting SATEL SAT-1
LITE-1 HS2
T19 SAT-1 (SAT-
1)
APRON C7
13-41.0 APRON T18 C 13-41.0
100-44.5 100-44.6 J1 100-44.7 T19 100-44.8 100-44.9 100-45.0 100-45.1 100-45.2 100-45.3
B
PARKING BAY COORDINATES
MAIN APRON
STAND No. COORDINATES STAND No. COORDINATES
C2L, C2, C2R N13 41.4 E100 45.2 E3, E5 N13 41.4 E100 44.8
C4L thru C8L N13 41.3 E100 45.2 E7, E9 N13 41.3 E100 44.8
C8, C8R N13 41.2 E100 45.2 301 N13 41.4 E100 45.0
C10L N13 41.2 E100 45.1 302, 303 N13 41.3 E100 45.0
C10, C10R N13 41.2 E100 45.2 304 N13 41.2 E100 45.0

D1 N13 41.4 E100 45.2 305 N13 41.4 E100 45.0

D2L thru D3R N13 41.4 E100 45.1 306 N13 41.3 E100 45.0
D4L N13 41.4 E100 45.0 307, 308 N13 41.3 E100 44.9
D4 N13 41.5 E100 45.0
D4R N13 41.5 E100 45.1

D5 N13 41.5 E100 45.0

D6L N13 41.5 E100 44.9
D6, D6R N13 41.5 E100 45.0
D7L thru D8 N13 41.5 E100 44.9
E1 N13 41.5 E100 44.8
CHANGES: Ground communications. | JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

27 SEP 24 20-9D .Eff.3.Oct. SUVARNABHUMI INTL

13-42.8
100-44.6 100-44.7 100-44.8 100-44.9
525
13-42.8 PARKING BAY COORDINATES
WEST APRON
HOT SPOTS HS
524 STAND No. COORDINATES
See AIRPORT INFO (CONTD), TAKE-OFF
MNMS chart for description of Hot Spots E2 N13 41.5 E100 44.8
523
13-42.7 D E4 N13 41.4 E100 44.8
522 E6, E8 N13 41.4 E100 44.7
E10 N13 41.3 E100 44.7
521
13-42.6 WEST F1 N13 41.5 E100 44.7
LEGEND APRON
520
1 TOWING STOPLINE
519 F2 N13 41.6 E100 44.7
13-42.5
13-42.5
D1 518 F3 N13 41.5 E100 44.7
Ground Control F4, F5, F6 N13 41.6 E100 44.7
121.95 517 G1 N13 41.6 E100 44.8
13-42.4 13-42.4 G2, G3, G4 N13 41.7 E100 44.8
516
E
D 515
CARGO
TERMINAL G5 N13 41.8 E100 44.8
13-42.3 514 13-42.3 401, 402, 403 N13 41.4 E100 44.6
513 501 N13 41.8 E100 44.9
502 N13 41.7 E100 44.7
13-42.2 512
E1 503, 504, 505 N13 41.8 E100 44.7
D2 13-42.2
L 20

511
02R-

510 506L, 506 N13 42.0 E100 44.8

E2
Rwy

13-42.1 506R N13 41.9 E100 44.8

D3 509
507L, 507, 507R N13 42.0 E100 44.8
508 508L N13 42.1 E100 44.8
E D
508, 508R N13 42.0 E100 44.8
507 13-42.0

D4 506
509L thru 510R N13 42.1 E100 44.8

13-41.9 511L thru 512R N13 42.2 E100 44.8

T16
513L, 513, 513R N13 42.3 E100 44.8
E5 1 514L, 514 N13 42.3 E100 44.9
13-41.8 WEST 505 501
APRON 514R N13 42.3 E100 44.8
D 504 G5 CONTROL 13-41.8
TOWER
E6
503
2
G4
T17 515L, 515 N13 42.4 E100 44.9
G

E D5 502 G3 515R N13 42.3 E100 44.9

E
OURS

13-41.7
G2 516L, 516, 516R N13 42.4 E100 44.9
CONC

T15 517L N13 42.5 E100 44.9

F6 F4 G1
E7 F2 517, 517R N13 42.4 E100 44.9
13-41.6
CONC
OURS
E F
E8 D6 518L thru 519R N13 42.5 E100 44.9
F5 F3 CONC
T14 F1 OURS 520L thru 521R N13 42.6 E100 44.9
E D
E2 522L N13 42.7 E100 44.9
Ground Control
522 N13 42.7 E100 45.0
E

D 121.75
E

WEST 401 E4 522R N13 42.7 E100 44.9

OURS

13-41.4 APRON
E6 13-41.4
CONC

402
HS1 2
E8 523 N13 42.7 E100 45.0
403 T13 13-41.3
D7 100-45.0 524, 525 N13 42.8 E100 45.0
100-44.6 1 E10 100-44.8 100-44.9
CHANGES: Ground communications, runway ident. | JEPPESEN, 2006, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

27 SEP 24 20-9D1 .Eff.3.Oct. SUVARNABHUMI INTL

100-44.5 100-44.6 100-44.8 100-44.9 100-45.0 100-45.1 100-45.3

INAL GAGE
D MAIN

C
E
WEST T6

OURS
APRON

E
APRON

OURS
AG
T11 MAIN

CONC
13-41.3 T10 APRON 13-41.3

SFER B

CONC
TERM
T10A
T13 T9 EAST

TRAN
T8 APRON
Ground Control T9A
G
H1 121.75
13-41.2 13-41.2
HS1 H2 G
H C
ARP

H5 T7
T18 G
S127 H H3
S125 13-41.1
S121
S123 H4
S119
S117 T18 H6 H C6
Rescue and
S115 SAT-1 HS2
S113 APRON
Fire Fighting
S111 S109 C C7
13-41.0 S128 S124 SATEL
LITE-1 13-41.0
S126 S122 (SAT- S107
S120 1) S105 S101 B
T19 S118 S103 T18
S116
SAT-1 S114 C8
J J1 APRON S112
T19 S110
S108
13-40.9 S106 S102 13-40.9
K J3 S104 C B6
J J2 B
T19
K J4 J
13-40.8 C9 13-40.8
HOT SPOTS HS Ground Control
Ground
See AIRPORT INFO (CONTD), TAKE-OFF 121.7 Control
MNMS chart for description of Hot Spots
K 121.65
Ground Control
Extra CAUTION is required when crossing
121.65 service roads in the maneuvering area.
13-40.7
121.7 B8
C10
121.75 Rescue and
Fire Fighting B9
100-44.5 100-44.6 100-44.7 100-44.8 100-44.9 100-45.0 100-45.1 100-45.2 100-45.3

PARKING BAY COORDINATES

SAT-1 APRON
STAND No. COORDINATES STAND No. COORDINATES
S101 N13 40.9 E100 45.2 S117 N13 41.0 E100 44.8
S102 N13 40.8 E100 45.1 S118 N13 40.9 E100 44.8
S103 N13 40.9 E100 45.1 S119 N13 41.0 E100 44.8
S104 N13 40.8 E100 45.1 S120 N13 40.9 E100 44.8
S105, S106 N13 40.9 E100 45.1 S121 N13 41.0 E100 44.7

S107, S108 N13 40.9 E100 45.0 S122 N13 40.9 E100 44.7
S109 N13 41.0 E100 45.0 S123 N13 41.0 E100 44.7
S110 N13 40.9 E100 45.0 S124 N13 40.9 E100 44.7
S111 N13 41.0 E100 45.0 S125 N13 41.0 E100 44.7
S112 N13 40.9 E100 44.9 S126, S127, S128 N13 41.0 E100 44.6

S113 N13 41.0 E100 44.9

S114 N13 40.9 E100 44.9
S115 N13 41.0 E100 44.9
S116L, S116 N13 40.9 E100 44.8
S116R N13 40.9 E100 44.9
CHANGES: Ground communications. | JEPPESEN, 2023, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9N SUVARNABHUMI INTL

VISUAL DOCKING GUIDANCE SYSTEMS

THE VISUAL DOCKING GUIDANCE SYSTEM (VDGS) IS PROVIDED AT AIRCRAFT PARKING STANDS 101-114.

1. SYSTEM OVERVIEW
1.1 GENERAL WARNING
The VDGS System has a built-in error detection program to inform the aircraft pilot of impending
dangers during the docking procedure.

WARNING: IF THE PILOT IS UNSURE OF THE INFORMATION BEING SHOWN ON THE VDGS DISPLAY
UNIT, HE MUST IMMEDIATELY STOP THE AIRCRAFT AND OBTAIN FURTHER INFORMATION FOR
CLEARANCE.

1.2 ITEMS TO CHECK BEFORE ENTERING THE STAND AREA

WARNING: THE PILOT SHALL NOT ENTER THE STAND AREA UNLESS THE DOCKING SYSTEM FIRST
IS SHOWING THE VERTICAL RUNNING ARROWS. THE PILOT MUST NOT PROCEED BEYOND THE
BRIDGE UNLESS THESE ARROWS HAVE BEEN SUPERSEDED BY THE CLOSING RATE BAR.

WARNING: THE PILOT SHALL NOT ENTER THE STAND AREA UNLESS THE AIRCRAFT TYPE DISPLAYED
IS EQUAL TO THE APPROACHING AIRCRAFT. THE CORRECTNESS OF OTHER INFORMATION,
SUCH AS "DOOR 2," SHALL ALSO BE CHECKED.

1.3 THE SBU MESSAGE

The message STOP SBU means that docking has been interrupted and has to be resumed only by
manual guidance.
WARNING: DO NOT TRY TO RESUME DOCKING WITHOUT MANUAL GUIDANCE.
1.4 OVERSHOOT PROCEDURES
Passenger loading bridges will be activated in the range as follows:
a) between 0.01-1.50 meters are normally serviceable.
b) between 1.51-2.00 meters, passenger loading bridge called "L1" is only serviceable,
if the PLB called "L2" is required, the aircraft shall push back to correct stop-position.
c) the distance over 2.00 meters, passenger loading bridges are unserviceable,
if required the aircraft shall push back to correct stop-position.
d) ANY OVERSHOOT DISTANCE IS MADE BY A380, PUSH BACK TO CORRECT STOP POSITION
IS NEEDED WHEN PASSENGER LOADING BRIDGES ARE REQUIRED.
Remark: The identification of passenger loading bridge (L1 or L2) is followed by aircraft door
positions.
1.5 EMERGENCY STOP BUTTON INFORMATION
Emergency stop buttons are available at both of contact gates and remote parking stand.
When unsafe situation is considered, the emergency stop button shall be pressed by bridge driver,
marshaller or the ground engineer of the airline or handling agent. Emergency stop buttons are
installed in the locations as follows:
a) at the control panel in the bridge cab.
b) at the bridge rotunda.
c) at the stand identification posts.

2. DOCKING PROCEDURE
START-OF-DOCKING
Pressing one of the aircraft type buttons on the Operator Red
Panel starts the system. When the button has been pressed,
WAIT will be displayed.

CAPTURE
The floating arrows indicate that the system is activated
and in capture mode, searching for an approaching aircraft.
Pilot shall check that the correct aircraft type is displayed.
Red
The lead-in line shall be followed.
The flight number for the approaching aircraft is displayed on
the second line of the display if the information is available. Yellow

THE PILOT MUST NOT PROCEED BEYOND THE BRIDGE UNLESS

THE ARROWS HAVE BEEN SUPERSEDED BY THE CLOSING RATE BAR.

TRACKING
When the laser has caught the aircraft, the floating arrows
are replaced by the yellow center line indicator.
A flashing red arrow indicates the direction to turn.
Flashing
The vertical yellow arrow shows position in relation to the
Red
center line. This indicator gives correct position and azimuth
guidance.

CHANGES: Notes. | JEPPESEN, 2006, 2023. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9N1 SUVARNABHUMI INTL

VISUAL DOCKING GUIDANCE SYSTEMS

DOCKING PROCEDURE (CONTD.)

CLOSING RATE
Display of digital countdown will start when the aircraft is
20 meters from stop position. This information is shown
instead of the flight number.
When the aircraft is less than 12 meters from the stop position,
the closing rate is indicated by turning off one row of the center
line symbol per 0.5 meters of the remaining distance,
covered by the aircraft toward the stop position of the stand.
The picture illustrates the aircraft 10 meters from stop position,
slightly left of the centre line. The red arrow indicates
the direction to steer.

ALIGNED TO CENTER
The aircraft is 8 meters from the stop position. The absence
of direction arrow indicates an aircraft on the center line.

SLOW DOWN
If the aircraft is approaching faster than the accepted
speed, the system will show SLOW DOWN as a warning
to the pilot.

AZIMUTH GUIDANCE
The yellow arrow indicates an aircraft to the right of the center
line and the red flashing arrow indicates the direction to turn.
The aircraft is 4 meters from the stop position in this example.

STOP POSITION REACHED

When the correct stop-position is reached, the display will
show STOP and red lights will be lit.

DOCKING COMPLETED
When the aircraft has parked, OK will be displayed.

OVERSHOOT
If the aircraft has overshot the stop-position, TOO FAR
will be displayed.

STOP SHORT
If the aircraft is found standing still but has not reached
the intended stop position, the message STOP OK will be
shown after a while.
Also the red lights are lit.

CHANGES: Chart reindexed, notes. | JEPPESEN, 2006, 2023. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9N2 SUVARNABHUMI INTL
VISUAL DOCKING GUIDANCE SYSTEMS

DOCKING PROCEDURE (CONTD.)

WAIT
If the detected aircraft is lost during docking, before 12 meters
to STOP, the display will show WAIT. The docking will
continue as soon as the system detects the aircraft again
and the closing-rate bar is shown.

THE PILOT MUST NOT PROCEED BEYOND THE BRIDGE UNLESS

THE "WAIT" MESSAGE HAS BEEN SUPERSEDED BY THE CLOSING
RATE BAR.

BAD WEATHER CONDITION

During heavy fog, rain or snow, the visibility for the
docking system can be reduced.
When the system is activated and in capture mode,
and a downgrade condition is detected, the pilot display
will start flashing the Aircraft Type, show a DOWN GRADE
message and replace the rolling arrows with a blank lead-in
display.
The blank lead-in display will be replaced with the normal
lead-in bar, once Safedock has been able to acquire a lock
onto the aircraft. The DOWN GRADE message and
the flashing aircraft type will remain in the display throughout
the docking procedure.
THE PILOT MUST NOT PROCEED BEYOND THE BRIDGE UNLESS
THE CLOSING RATE BAR IS SHOWN.

AIRCRAFT VERIFICATION FAILURE

During entry into the stand, the aircraft geometry is being
checked. If, for any reason, aircraft verification is not
made 12 meters before the stop-position, the display will
first show WAIT and make a second verification check. If
this fails STOP and ID FAIL will be displayed. The text will
be alternating on the upper two rows of the display.

THE PILOT MUST NOT PROCEED BEYOND THE BRIDGE

UNLESS THE WAIT MESSAGE HAS BEEN SUPERSEDED
BY THE CLOSING RATE BAR.

GATE BLOCKED
If an object is found blocking the view from the VDGS to the
planned stop position for the aircraft, the docking procedure
will be halted with a WAIT and GATE BLOCK message.
The docking procedure will resume as soon as the blocking
object has been removed.

THE PILOT MUST NOT PROCEED BEYOND THE BRIDGE

UNLESS THE WAIT MESSAGE HAS BEEN SUPERSEDED
BY THE CLOSING RATE BAR.

VIEW BLOCKED
If the view towards the approaching aircraft is hindered,
for instance by dirt on the window, the VDGS will report a
View block condition. Once the system is able to see
the aircraft through the dirt, the message will be replaced
with a closing rate display.

THE PILOT MUST NOT PROCEED BEYOND THE BRIDGE

UNLESS THE WAIT MESSAGE HAS BEEN SUPERSEDED
BY THE CLOSING RATE BAR.

CHANGES: Chart reindexed, notes. | JEPPESEN, 2006, 2023. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9N3 SUVARNABHUMI INTL

VISUAL DOCKING GUIDANCE SYSTEMS

DOCKING PROCEDURE (CONTD.)

SBU-STOP
Any unrecoverable error during the docking procedure will
generate an SBU (safety back-up) condition. The display
will show red stop bar and the text STOP SBU.

A MANUAL BACKUP PROCEDURE MUST BE USED FOR

DOCKING GUIDANCE.

TOO FAST
If the aircraft approaches with a speed higher than the
docking system can handle, the message STOP (with red
squares) and TOO FAST will be displayed.

THE DOCKING SYSTEM MUST BE RE-STARTED OR THE

DOCKING PROCEDURE COMPLETED BY MANUAL GUIDANCE.

EMERGENCY STOP
When the Emergency Stop button is pressed, STOP is displayed
with red squares.

CHOCK ON

CHOCK ON will be displayed, when the ground staff has

put the chocks in front of the nose wheel and pressed the
"Chocks On" button on the Operator Panel.

ERROR

If a system error occurs, the message ERROR is displayed

with an error code. The code is used for maintenance
purposes and explained elsewhere.

SYSTEM BREAKDOWN

In case of a severe system failure, the display will go

black, except for a red stop indicator. A manual backup
procedure must be used for docking guidance.

POWER FAILURE

In case of a power failure, the display will be completely

black. A manual backup procedure must be used for
docking guidance.

3. EMERGENCY STOP BUTTON INFORMATION

Emergency stop buttons are available at both of contact gates
and remote parking stands. When unsafe situation is considered,
the emergency stop button shall be pressed by bridge driver,
marshaller or the ground engineer of the airline or handling agent.
Emergency stop buttons are installed in the locations as follows:
a) at the control panel in the bridge cab
b) at the bridge rotunda
c) at the stand identification posts
REMARK: the identification of passenger loading bridge (L1 or L2)
is followed by the aircraft door positions.

CHANGES: Chart reindexed, notes. | JEPPESEN, 2006, 2023. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9P SUVARNABHUMI INTL

ADVANCED VISUAL DOCKING GUIDANCE SYSTEM (A-VDGS)

1. INTRODUCTION
The Advanced Visual Docking Guidance System (A-VDGS) is provided at aircraft parking stands
A1 thru A6, B1 thru B6, C1 thru C10, D1 thru D8, E1 thru E10, F1 thru F6, G1 thru G5, 115 thru 129,
201 thru 203, 301 thru 308, 401 thru 403 and 501 thru 525.

2. OPERATING INSTRUCTIONS
System overview

The RLG GIS206-2 Laser Guided Docking System is a fully automatic aircraft docking guidance
system for various types of modern aircraft.

The system utilizes 2-axis laser scanning technique to track both the lateral and longitudal
positions of the incoming aircraft and guide the aircraft to the programmed stopping position.
In addition, the system also has aircraft ID verification feature to identify the incoming
aircraft and check it against the one selected by the operator. If the incoming aircraft fails to
match the expected aircraft, an 'ID FAIL' indication is immediately issued via display
information console to both the pilot and the co-pilot.

Aircraft type, continuous closing distance, and azimuth guidance, etc., are presented on
a single console clearly visible to both the pilot and copilot, simultaneously.
Figure A shows the Aircraft Display console, mounted on the terminal in front of the aircraft stand.

The system is operated only in the automatic mode. If the system fails, the aircraft must then
be marshalled into the stand manually.

Figure A

Aircraft type text

Distance to go

Red lights

Azimuth guidance area

Yellow lights
Green lights

3. GENERAL WARNING
Pilot must stop the aircraft immediately if:

a) The docking system is not activated.

b) A wrong aircraft type is display.
c) The word STOP is displayed.
d) A wrong type of aircraft indicates 'ID FAIL' is displayed.

4. OVERSHOOT PROCEDURE
Passenger loading bridges will be activated in the range as follows:

a) between 0.01-1.50 meters are normally serviceable.

b) between 1.51-2.00 meters, passenger loading bridge (PLB) called 'L1' is only serviceable,
if the PLB called 'L2' is required, the aircraft shall push back to correct stop-position.
c) the distance over 2.00 meters, passenger loading bridges are unserviceable, if required the
aircraft shall pushed back to correct stop-position.
d) Any overshoot distance is made by A380, push back to correct stop position is needed when
passenger loading bridges are required.

Remark: The identification of passenger loading bridge (L1 or L2) is followed by aircraft
door positions.

CHANGES: Chart reindexed and revised. | JEPPESEN, 2022, 2023. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9P1 SUVARNABHUMI INTL

ADVANCED VISUAL DOCKING GUIDANCE SYSTEM (A-VDGS) (contd)

5. EMERGENCY STOP BUTTON INFORMATION

Emergency stop buttons are available at both of contact gates and remote parking stand. When
unsafe situation is considered, the emergency stop button shall be pressed by bridge driver,
marshaller or the ground engineer of the airline or handling agent. Emergency stop buttons are
installed in the locations as follows:

a) At the control panel in the bridge cab.

b) At the bridge rotunda.
c) At the stand identification posts.

6. DOCKING PROCEDURE
The pilot display of a new Advanced Visual Docking Guidance System (A-VDGS) is shown below:

PARKING SEQUENCE:

In this picture the aircraft is at a distance greater than 30 metres

from the parking position and is directly at the centre line.

Note that the progress bar and digital close-in distance are not
displayed when the aircraft is greater than 30 metres away from
the docking position.
An Airbus 320 aircraft is expected.

In this picture the aircraft is at exactly 30 metres from the

docking position, but is off to the right of the centre line.

Starting at 30 metres, the digital close-in distance (second line

of display) is displayed, in 1 metre decrements.
The progress meter (lower left) will also be activated at
this distance.

The aircraft is at 20 metres from the docking position and has

returned to the centre line.

Note the position of progress meter. The arrow will advance

one position every 2.5 metres.

In this picture the aircraft is at 10 metres and is on

the centre line

CHANGES: Chart reindexed and revised. | JEPPESEN, 2022, 2023. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9P2 SUVARNABHUMI INTL

ADVANCED VISUAL DOCKING GUIDANCE SYSTEM (A-VDGS) (contd1)

DOCKING PROCEDURE (contd)

The aircraft is now at 3.2 metres from the stop position

and is on the centre line.

Note that at below 5 metres, the close-in distance is displayed

in 0.2 metre decrements.

Finally the aircraft is perfectly parked at the stop position,

and perfectly centred.

The word "STOP" is displayed in red.

Note also the merging of the arrow and the stop line on
the progress meter.

The word "OK" is displayed in yellow.

Docking is successful

SLOW:

During the docking process, the pilot must taxi into the aircraft
stand at minimum speed. The system will display "SLOW"
alternating SLOW message if the system detects the aircraft
taxi speed is beyond the range of the preset speed and causing
too fast for reliable detection.

The "SLOW" message will return to close-in distance information

once the aircraft speed is back to normal speed range.

ID FAIL:

For this aircraft type ID verification features, the incoming

aircraft must be identified and verified at least 12 metres
before the stopping position or otherwise, the system
will display "ID FAIL" alternating ID/FAIL in the first row of
the display.

The second row of the docking screen will indicate "STOP".

At this point, the aircraft must be manually guided in by a
marshaller.

CHANGES: Chart reindexed and revised. | JEPPESEN, 2022, 2023. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9P3 SUVARNABHUMI INTL

ADVANCED VISUAL DOCKING GUIDANCE SYSTEM (A-VDGS) (contd2)

DOCKING PROCEDURE (contd)

TOO FAR:

If the aircraft overshoots the preset range, the word "TooFar"

will be displayed.
The second row of the docking screen will indicate "STOP".
The aircraft shall stop immediately

ERROR STOP:

The system will display "Error" message as indicated if the

system detects any hardware error that might affect
the normal docking process.

The second row of the display will indicate "STOP" and no

aircraft is to be allowed to march in until the maintenance
personnel has rectified the issue.

EMERGENCY STOP:

The first and second row of the display will show "STOP".
The docking is aborted and aircraft must be manually guided
in by a marshaller.

CHANGES: Chart reindexed and revised. | JEPPESEN, 2022, 2023. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9Q SUVARNABHUMI INTL

APIS ADVANCED VISUAL DOCKING GUIDANCE SYSTEM

The Advanced Visual Docking Guidance System (A-VDGS) is provided at aircraft

parking stands S101-S128.

System overview

A340
Text row
Displays aircraft type, STOP/OK, TOO FAR, and can (as additional
information) display flight number, stand number, and digital
countdown. Origin, destination, STA/ETA and STD/ETD information
can be displayed when not used for docking. STOP with
corresponding information is always displayed in red.

- 300

A340 Closing rate thermometer

Displays the actual distance
between the aircraft and the
parking position the last
15 meters (changable parameter).

The closing rate thermometer is

in the beginning green and change
over to yellow 4m remain to the
stop position.

Azimuth guidance
Displays an arrow when viewed from either side (left or right). The arrow pattern will become
a straight line when viewed directly in front of the APIS display unit and First Officer azimuth
guidance, respectively.

CHANGES: Chart revised. | JEPPESEN, 2006, 2023. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9Q1 SUVARNABHUMI INTL

APIS ADNANCED VISUAL DOCKING GUIDANCE SYSTEMS (CONTD)

Docking procedures

APIS

STOP STOP STOP

OK TOO FAR
Aircraft selected
Manual
by Central
selection
Control System
STOP

15M 12M 1.8M STOP 15M 12M 1.8M STOP

STOP STOP

15m from STOP

A340 A340
- 300 Aircraft type steady - 300 Aircraft type steady

22m from STOP

A340 A340
- 300 Aircraft type flashing - 300 Aircraft type flashing

30m from STOP

(Max 100m fro APIS++)

A340 CL STND A340 STND

- 300 123 A12 - 300 A12

CHANGES: Chart revised. | JEPPESEN, 2006, 2023. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9Q2 SUVARNABHUMI INTL

APIS ADVANCED VISUAL DOCKING GUIDANCE SYSTEM (CONTD)

System detections
The internal computer in the APIS continously checks for faults and errors. If a fault or error
is detected, the text row will display STOP and the error code and the operator panel will display
the error message.
If there is more than one fault, the one with the highest priority will be displayed. The other faults
will also be stored in the control computer's error log. If the APIS is configured with dual colour LEDs
it will display STOP and all other error messages in RED colour.

Approximately 2 seconds

STOP E-01 STOP

Approximately 2 seconds Approximately 1 second

Continous check during docking

During aircraft docking the internal computer is monitoring LADAR, and if there is any fault or error it
will stop the docking and the APIS will display the corresponding error code, see picture below.

The communication with the LED displays is also continously checked by a watch-dog message and if
a display panel does not receive information from the internal computer within a specified time,
the text row will automatically display STOP, the closing rate and azimuth guidance will be turned off.

Approximately 2 seconds

STOP E-21 STOP

Approximately 2 seconds Approximately 1 second

Brige in stop
Safety interlocks
If interfaced to a Passenger Boarding Bridge the APIS does not allow docking unless the bridge is at
its parked safe position. If the bridge is not in a safe position the APIS display will show a message
indicating which bridge that is out of safe position, STOP BR 1 (Bridge 1). The operator panel will
show the same information. There can be up to three separate bridges interlocked to each APIS at the
same time.
Approximately 2 seconds

STOP BR1N STOP

Approximately 2 seconds Approximately 1 second

CHANGES: New chart. | JEPPESEN, 2023. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

15 SEP 23 20-9Q3 SUVARNABHUMI INTL

APIS ADVANCED VISUAL DOCKING GUIDANCE SYSTEM (CONTD)

Emergency stop
The emergency stop button is used when the approaching aircraft is in danger. When the emergency
stop is activated, the text row will display STOP. After a while the text row displays ESTP and STOP
until the emergency stop button is released.
During the time the emergency stop is activated all interlocks to other stand equipment are normally
released. When the emergency stop button is released the APIS will revert to the status it had before
the emergency stop was activated.
If a docking is active the sequence will proceed at the point it is at the moment of release.
If the APIS is configured with dual colour LEDs it will display STOP in RED colour.

Approximately 2 seconds

STOP ESTP STOP

Approximately 2 seconds Approximately 1 second

Too far
Docking
When the APIS detects that the aircraft has passed the programmable tolerance of the stopping
position it will display: TOO FAR.

Approximately 2 seconds

TOO FAR

Approximately 2 seconds

For the aircraft parking stands where VDGS are not available or unserviceable, Airlines or Ground
service providers shall provide a License Mechanic performed as Marshaller to guide the aircraft from
taxilane to the parking position (on stand).
No pilot shall taxi an aircraft on its own into the parking bay without aid of docking system or
Marshaller.

CHANGES: New chart. | JEPPESEN, 2023. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 20 DEC 24 21-1 .Eff.26.Dec. ILS or LOC Z Rwy 01
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Rwy 02L/20R
Arrival
119.1 120.3 133.4
Arrival Rwy 01/19
Rwy 02R/20L 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

LOC Final BS69~ ILS

BRIEFING STRIP

Apt Elev 8'

ISES Apch Crs MANDATORY DA(H) 13
110.1 015^ 1600'(1596') 260' (256') Rwy 4' 5^ 1800

MISSED APCH: At MAP, climb to DE~~1, then turn RIGHT to BS3~1, climb 2300
up to 3000' at BS3~6, then turn RIGHT and proceed to GUXAR at
0^ 310

39 342^
minimum 4000' and hold or as directed by ATC. 05 1800 ^

00
No turn before MAP (for LOC only). 1
Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' MSA ARP
RNAV 1 required 1. GNSS or DME/DME/IRU required. 2. DME required. 11800' within
20

3. Simultaneous Independent Operation is authorized with Rwy 02L/02R. 20 NM

100-30 VT(R)-83 100-40 100-50 101-00
VT(R)-2 BS3~1
MAX 210 KT
VT(R)-82
VT(R)-80 BS3~6
105^
15

481' 476' MAXIMUM

8.8
3000
VT(R)-1 DE~~1
2.2
13-40 015^
BS692
10

D2.3 ISES

195^
16.6
ISES
ILS DME BS691
D5.3 ISES
VT(D)-47 015^ 110.1 ISES
BS69~
D7.2 ISES
5

SPEED CONTROL:
015^

Cross BS69~ between 150 KT and 160 KT.

Cross RUPUX at 180 KT.

13-30 (IF) 195^

RUPUX
0

D12.8 ISES
2500
015^

MAX 230 KT
MHA 4000
(IAF)
GUXAR
4000
015^
5.0

REPEN
MAX 220 KT
3000 457'
5

LOC ISES DME BS69~ 7.0 6.0 5.0 4.0

(GS out) ALTITUDE 1600' 1540' 1225' 910' 590'

RUPUX BS69~
D12.8 ISES D7.2 ISES
MANDATORY BS691
2500' 015^ 1600' D5.3 ISES

015^ BS692
D2.3 ISES
TCH 50'
700' 700' 1000'
MDA Rwy 4'
5.6 1.9 3.0

Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II

GS 3.00^ 372 478 531 637 743 849 DE~~1
PAPI
RT BS3~1
MAP at BS692

.Std. ILS
STRAIGHT-IN LANDING
LOC (GS out)
CIRCLE-TO-LAND

CDFA
DA(H) 260' (256') 2 DA/MDA(H) 590'(586') Max
TDZ or CL out ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m
B 135 800' (792') V1600m
R600m 1 R600m R1300m
C 180 900' (892') V2400m
R2000m R2400m
D 205 900' (892') V3600m
PANS OPS

1 R750m when a Flight Director or Autopilot or HUD to DA is not used.

2 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: Missed approach. | JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 20 DEC 24 21-1A .Eff.26.Dec. ILS Z Rwy 01 CAT II
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Rwy 02L/20R
Arrival
119.1 120.3 133.4
Arrival Rwy 01/19
Rwy 02R/20L 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

LOC Final BS69~ CAT II ILS

BRIEFING STRIP

Apt Elev 8'

ISES Apch Crs MANDATORY RA 187' 13
110.1 015^ 1600'(1596') DA(H) 190'(186') Rwy 4' 5^ 1800

MISSED APCH: At MAP, climb to DE~~1, then turn RIGHT to BS3~1, climb 2300
up to 3000' at BS3~6, then turn RIGHT and proceed to GUXAR at
0^ 31

39 342^
minimum 4000' and hold or as directed by ATC. 05 1800 0^

00
Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000'
1
RNAV 1 required MSA ARP
1. GNSS or DME/DME/IRU required. 2. DME required. 3. Simultaneous Independent 11800' within
Operation is authorized with Rwy 02L/02R. 20 NM
VT(R)-83
20

VT(R)-2 BS3~1
MAX 210 KT
VT(R)-82
VT(R)-80 BS3~6
105^ MAXIMUM
481' 476' 8.8
3000
15

VT(R)-1 DE~~1
13-40

195^
10

16.6
ISES
ILS DME

VT(D)-47 015^ 110.1 ISES

BS69~
D7.2 ISES
SPEED CONTROL:
015^

Cross BS69~ between 150 KT and 160 KT.

Cross RUPUX at 180 KT.
5

13-30 (IF)
195^
RUPUX
D12.8 ISES
015^

2500 MAX 230 KT

MHA 4000
GUXAR
0

4000
015^
5.0

(IAF)
REPEN 457'
MAX 220 KT
3000
100-30 100-40 100-50 101-00
5

RUPUX BS69~
D12.8 ISES D7.2 ISES
MANDATORY
2500' 015^ 1600'
015^
TCH 50'
700'
Rwy 4'
5.6 4.9

Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II

GS 3.00^ 372 478 531 637 743 849 DE~~1
PAPI
RT BS3~1
.Std.
CAT II ILS
RA 187'
DA(H) 190'(186')

R450m
PANS OPS

CHANGES: Missed approach. | JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 27 SEP 24 21-2 .Eff.3.Oct. ILS or LOC Z Rwy 02R
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Rwy 02L/20R
Arrival
119.1 120.3 133.4
Arrival Rwy 01/19
Rwy 02R/20L 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

LOC Final ILS

BRIEFING STRIP

BS68~ DA(H)
Apch Crs Apt Elev 8' 13
ISWS MANDATORY
Refer to 5^ 1800
109.1 015^ 1600'(1596') minimums Rwy 4'
2300
MISSED APCH: At MAP, climb to DE~2R, then turn LEFT to BS3~2, turn RIGHT
to BS3~3, turn RIGHT to BS3~4, turn RIGHT to BS3~5, then turn RIGHT to 0^ 31

39 342^
05 1800 0^

00
BS3~6 at minimum 4000', then proceed to GUXAR and hold or as directed 1
by ATC. No turn before MAP (for LOC only). Refer to minimums for missed apch climb gradients.
Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' MSA ARP
RNAV 1 required 1. GNSS or DME/DME/IRU required. 2. DME required. 1 1800' within
3. Simultaneous Independent Operation is authorized with Rwy 01. 20 NM
30

11.3
VT(D)-72B
BS3~3 BS3~4
VT(R)-81 BANGKOK
Don Mueang Intl
091^

015^
VTBD

1570.4
5.6
25

^
SPEED CONTROL:
Cross BS68~ between 150 KT and 160 KT. BS3~2
Cross LOSDO at 180 KT. MAX 210 KT BS3~5
13-50
20

357^

195^
9.9

VT(R)-83

9.0
VT(R)-2

VT(R)-80
15

476'
VT(R)-82
2.0 DE~2R BS3~6
VT(R)-1 015^BS681 4000
13-40
D2.2 ISWS
10

481'
195^
16.6
VT(D)-47 BS68~
D7.1 ISWS

ISWS
ILS DME

015^ 109.1 ISWS

5

015^

100-20
RECOMMENDED (IF)
195^

ALTITUDES
LOC (GS out) 13-30 LOSDO
ISWS DME ALTITUDE D13.3 ISWS
0

BS68~ 1600' 3500 MAX 230 KT

015^

7.0 1570' (IAF) GUXAR MHA 4000

.0

6.0 1255' LASAM 4000

015^
5

5.0 940'
4.0 625' MAX 220 KT
3.7 530' 100-30 4000 100-40 100-50 457' 101-00
5

LOSDO BS68~
D13.3 ISWS D7.1 ISWS
3500' 015^ MANDATORY
1600' BS681
D2.2 ISWS
015^ TCH 50'
700'
MDA Rwy 4'
6.2 4.9
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
GS 3.00^ 372 478 531 637 743 849 DE~2R
PAPI
LT
BS3~2
MAP at BS681

.Std. ILS
STRAIGHT-IN LANDING
LOC (GS out)
CIRCLE-TO-LAND

CDFA
1 DA(H) 370'(366') 2 DA/MDA(H) 530'(526') Max
TDZ or CL out ALS out ALS out Kts MDA(H)
100
A
R1500m R1500m 800' (792') V1500m
B 135 800' (792') V1600m
R1000m
C 180 900' (892') V2400m
R1700m R1700m R2400m
D 205 900' (892') V3600m
PANS OPS

1 For aircraft which can commence a missed approach climb gradient of 5.0% (304'/NM) until passing 1000':
DA(H) 250'(246'), visibilities: with lights: R550m (R750m when TDZ or CL out and a Flight Director or Autopilot or
HUD to DA is not used.), ALS out: R1300m. 2 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: Rwy ID, reindex, procedure revised. | JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 27 SEP 24 21-2A .Eff.3.Oct. ILS Z Rwy 02R CAT II
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Rwy 02L/20R
Arrival
119.1 120.3 133.4
Arrival Rwy 01/19
Rwy 02R/20L 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

LOC Final CAT II ILS

BRIEFING STRIP

BS68~
Apch Crs Apt Elev 8' 13
ISWS MANDATORY Refer to 5^ 1800
1600'(1596') Minimums Rwy 4'
109.1 015^
2300
MISSED APCH: At MAP, climb to DE~2R, then turn LEFT to BS3~2, turn RIGHT
to BS3~3, turn RIGHT to BS3~4, turn RIGHT to BS3~5, then turn RIGHT to 0^ 31

39 342^
05 1800 0^

00
BS3~6 at minimum 4000', then proceed to GUXAR and hold or as directed 1
by ATC. Refer to minimums for missed apch climb gradients.
Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' MSA ARP
RNAV 1 required 1. GNSS or DME/DME/IRU required. 2. DME required. 1 1800' within
3. Simultaneous Independent Operation is authorized with Rwy 01. 20 NM
30

11.3
VT(D)-72B
BS3~3 BS3~4
VT(R)-81 BANGKOK
Don Mueang Intl
091^

015^
VTBD

1570.4
5.6
25

^
SPEED CONTROL:
Cross BS68~ between 150 KT and 160 KT. BS3~2
Cross LOSDO at 180 KT. MAX 210 KT BS3~5
13-50
20

357^

195^
9.9

VT(R)-83

9.0
VT(R)-2

VT(R)-80
15

476'
VT(R)-82
DE~2R BS3~6
VT(R)-1 4000
13-40
10

481'
195^
16.6
VT(D)-47 BS68~
D7.1 ISWS

ISWS
ILS DME

015^ 109.1 ISWS

5

015^

(IF)
195^

13-30 LOSDO
D13.3 ISWS
0

3500 MAX 230 KT

015^

(IAF) GUXAR MHA 4000

.0

LASAM 4000
015^
5

MAX 220 KT
100-20 100-30 4000 100-40 100-50 457' 101-00
5

LOSDO BS68~
D13.3 ISWS D7.1 ISWS
3500' 015^ MANDATORY
1600'
015^ TCH 50'
700'
6.2 4.9 Rwy 4'

Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II

GS 3.00^ 372 478 531 637 743 849 DE~2R

PAPI
LT
BS3~2

.Std. STRAIGHT-IN LANDING

CAT II ILS
MACG MIN 4.0% (243'/NM) until passing 1000'

RA 150' 1
DA(H) 150'(146') DA(H) 310'(306')
R450m
PANS OPS

1 Precision approach terrain information not available for calculation RA.

CHANGES: Rwy ID, reindex, procedure revised. | JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 20 DEC 24 21-3 .Eff.26.Dec. ILS or LOC Z Rwy 19
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Rwy 02L/20R
Arrival
119.1 120.3 133.4
Arrival Rwy 01/19
Rwy 02R/20L 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

LOC Final BS79~ ILS

BRIEFING STRIP

Apt Elev 8'

ISEN Apch Crs MANDATORY DA(H) 13
110.5 195^ 1600'(1596') 250'(246') Rwy 4' 5^ 1800

MISSED APCH: At MAP, climb to DE~19, then turn LEFT to BS6~4, turn 2300
LEFT climb up to 4000' at BS6~5, then turn LEFT and proceed to OBDIP 31
at minimum 5000' and hold or as directed by ATC. 0^

39 342^
05 1800 0^

00
No turn before MAP (for LOC only). 1
Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000'
RNAV 1 required 1. GNSS or DME/DME/IRU required. 2. DME required.
MSA ARP
3. Simultaneous Independent Operation is authorized with Rwy 20L/20R.

(IAF)
1 1800' within
20 NM
VT(D)-72A LETMA
MAX 220 KT
20

5.0
14-00 4000

195^
(IF)
VT(R)-81 BANGKOK
LAVOG

195^
Don Mueang Intl
D17.3 ISEN
15

VTBD
2500
OBDIP
SPEED CONTROL: 5000

195^
Cross BS79~ between 150 KT and 160 KT. MAX 230 KT
Cross LOTMU at 180 KT. LOTMU MHA 5000
D12.3 ISEN

015^
10

ISEN
13-50 ILS DME

195^ 110.5 ISEN

015^
VT(R)-83

10.1
VT(R)-2 BS79~
D7.2 ISEN
5

VT(R)-80 481'
VT(R)-82 BS6~5
476'
MAXIMUM
VT(R)-1 4000
100-30
BS791
D2.3 ISEN
^
RECOMMENDED 13-40 0630.5
0

ALTITUDES
LOC (GS out) 2.2 DE~19 1
ISEN DME ALTITUDE 195^
BS79~ 1600'
7.0 1540'
6.0 1225' BS6~4
5.0 910' MAX 210 KT
4.0 590' 100-40 100-50 101-00
5

BS79~ LOTMU LAVOG

D12.3 ISEN D17.3 ISEN
D7.2 ISEN
MANDATORY 2500'
BS791 1600' 195^ 2500'
D2.3 ISEN
TCH 50' 195^ 800' 800'
Rwy 4' MDA
4.9 5.1 5.0

Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II

GS 3.00^ 372 478 531 637 743 849 DE~19
PAPI
LT BS6~4
MAP at BS791

.Std. ILS STRAIGHT-IN LANDING LOC (GS out) CIRCLE-TO-LAND

CDFA
DA(H) 250'
(246') 2 DA/MDA(H) 590'(586') Max
TDZ or CL out ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m
B 135 800' (792') V1600m
R550m 1 R550m R1300m
C 180 900' (892') V2400m
R2000m R2400m 205 900' (892') V3600m
PANS OPS

D
1 R750m when a Flight Director or Autopilot or HUD or DA is not used.
2 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: Missed approach. | JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 20 DEC 24 21-3A .Eff.26.Dec. ILS Z Rwy 19 CAT II
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Rwy 02L/20R
Arrival
119.1 120.3 133.4
Arrival Rwy 01/19
Rwy 02R/20L 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

LOC Final BS79~ CAT II ILS

BRIEFING STRIP

Apt Elev 8'

ISEN Apch Crs MANDATORY RA 140' 13
110.5 195^ 1600'(1596') DA(H) 140'(136') Rwy 4' 5^ 1800

MISSED APCH: At MAP, climb to DE~19, then turn LEFT to BS6~4, turn 2300
LEFT climb up to 4000' at BS6~5, then turn LEFT and proceed to OBDIP 31
0^

39 342^
05 1800 0^
at minimum 5000' and hold or as directed by ATC.

00
1
Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000'
RNAV 1 required 1. GNSS or DME/DME/IRU required. 2. DME required.
MSA ARP
3. Simultaneous Independent Operation is authorized with Rwy 20L/20R.

(IAF)
1 1800' within
20 NM
VT(D)-72A LETMA
MAX 220 KT
20

5.0
14-00 4000

195^
(IF)
VT(R)-81 BANGKOK
LAVOG

195^
Don Mueang Intl
D17.3 ISEN
15

VTBD
2500
OBDIP
SPEED CONTROL: 5000

195^
Cross BS79~ between 150 KT and 160 KT. MAX 230 KT
Cross LOTMU at 180 KT. LOTMU MHA 5000
D12.3 ISEN

015^
10

ISEN
13-50 ILS DME

195^ 110.5 ISEN

015^
VT(R)-83

10.1
VT(R)-2 BS79~
D7.2 ISEN
5

VT(R)-80
481'
VT(R)-82 BS6~5
476'
MAXIMUM
VT(R)-1 4000
^
13-40 0630.5
0

DE~19 1

BS6~4
100-30 MAX 210 KT
100-40 100-50 101-00
5

BS79~ LOTMU LAVOG

D12.3 ISEN D17.3 ISEN
D7.2 ISEN
MANDATORY 2500'
1600' 195^ 2500'

TCH 50' 195^ 800' 800'

Rwy 4'
4.9 5.1 5.0

Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II

GS 3.00^ 372 478 531 637 743 849 DE~19
PAPI
LT BS6~4
.Std. STRAIGHT-IN LANDING
CAT II ILS
RA 140'
DA(H) 140'(136')

R400m
PANS OPS

CHANGES: Missed approach. | JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.

Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK 27 SEP 24
JEPPESEN BANGKOK, THAILAND
SUVARNABHUMI INTL .Eff.3.Oct. 21-4 ILS or LOC Z Rwy 20L
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Rwy 02L/20R
Arrival
119.1 120.3 133.4
Arrival Rwy 01/19
Rwy 02R/20L 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

LOC Final BS78~ ILS

BRIEFING STRIP

DA(H) Apt Elev 8'

ISWN Apch Crs MANDATORY 13
Refer to Rwy 4' 5^ 1800
109.5 195^ 1600'(1596') minimums
MISSED APCH: At MAP, climb to DE2~L, then turn RIGHT to BS6~1, turn LEFT to 2300
BS6~2 and climb up to 3000', turn LEFT to BS6~3, turn LEFT to BS6~5 at minimum 310
0^

39 342^
5000', then proceed to OBDIP at minimum 5000' and hold or as directed by ATC. 05 1800 ^

00
1
No turn before MAP (for LOC only). Refer to minimums for missed apch climb gradients.
Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' MSA ARP
RNAV 1 required 1. GNSS or DME/DME/IRU required. 2. DME required. 3. Parallel Independent Operation
may be in force. 4. Simultaneous Independent Operation is authorized with Rwy 19.
(IAF)
VT(D)-72A REGIR 1 1800' within
30

195^
MAX 220 KT 20 NM 14-00
5000

5.0
VT(D)-72B VT(R)-81
(IF)
BANGKOK

195^
Don Mueang Intl RUMAD
25

VTBD D16.8 ISWN

3500 OBDIP
5000

ISWN

195^
ILS DME REVMO MAX 230 KT
195^ 109.5 ISWN D13.1 ISWN MHA 5000
20

15^
13-50

015^ 0
VT(R)-83
VT(R)-2
BS78~
D7.1 ISWN

10.1
15

VT(R)-80
BS781 476' BS6~5
VT(R)-82 D2.2 ISWN 5000
VT(R)-1 481'
2.0
SPEED CONTROL: 195^
10

Cross BS78~ between 150 KT and 160 KT. 13-40

DE2~L
Cross REVMO at 180 KT.

VT(D)-47
015^
18.0
5

100-20
RECOMMENDED
BS6~1
181^

ALTITUDES
3.0

LOC (GS out)

ISWN DME ALTITUDE
0

13-30
BS78~ 1600' BS6~2
7.0 1570' MAX 210 KT
105^
6.0 1255' MAXIMUM 17.4 BS6~3
5.0 940' 3000 MAXIMUM
4.4 750' 100-30 100-40 100-50 3000 101-00
5

BS78~ REVMO RUMAD

D7.1 ISWN D13.1 ISWN D16.8 ISWN
BS781 MANDATORY 3500' 195^ 3500'
D2.2 ISWN
1600'
TCH 50' 195^ 800' 800'
MDA
Rwy 4' 4.9 6.0 3.7
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
GS 3.00^ 372 478 531 637 743 849
DE2~L
PAPI
RT
BS6~1
MAP at BS781

.Std. ILS STRAIGHT-IN LANDING LOC (GS out)

CDFA
CIRCLE-TO-LAND

1 DA(H) 290'(286') 3 DA/MDA(H) 750'(746') Max

TDZ or CL out ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m
B 135 800' (792') V1600m
R650m 2 R650m R1400m
C 180 900' (892') V2400m
R2400m
D 205 900' (892') V3600m
1 For aircraft which can commence a missed approach climb gradient of 5.0% (304'/NM) until passing 1000':
PANS OPS

DA(H) 204'(200'), visibilities: with lights: R550m (R750m when TDZ or CL out and a Flight Director or Autopilot or
HUD to DA is not used.), ALS out: R1200m. 2 R750m when a Flight Director or Autopilot or HUD or DA is not used.
3 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: Rwy ID, procedure revised. | JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK 27 SEP 24
JEPPESEN BANGKOK, THAILAND
SUVARNABHUMI INTL .Eff.3.Oct. 21-4A ILS Z Rwy 20L CAT II
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Rwy 02L/20R
Arrival
119.1 120.3 133.4
Arrival Rwy 01/19
Rwy 02R/20L 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

LOC Final BS78~ CAT II ILS

BRIEFING STRIP

Apt Elev 8'

ISWN Apch Crs MANDATORY Refer to 13
Rwy 4' 5^ 1800
109.5 195^ 1600'(1596') Minimums
MISSED APCH: At MAP, climb to DE2~L, then turn RIGHT to BS6~1, turn 2300
LEFT to BS6~2 and climb up to 3000', turn LEFT to BS6~3, turn LEFT to 310
0^

39 342^
BS6~5 at minimum 5000', then proceed to OBDIP at minimum 5000' 05 1800 ^

00
1
and hold or as directed by ATC. Refer to minimums for missed apch climb gradients.
Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' MSA ARP
RNAV 1 required 1. GNSS or DME/DME/IRU required. 2. DME required. 3. Parallel Independent Operation
may be in force. 4. Simultaneous Independent Operation is authorized with Rwy 19.
(IAF)
VT(D)-72A REGIR 1 1800' within
30

195^
MAX 220 KT 20 NM 14-00
5000

5.0
VT(D)-72B VT(R)-81
(IF)
BANGKOK

195^
Don Mueang Intl RUMAD
25

VTBD D16.8 ISWN

3500 OBDIP
5000

ISWN

195^
ILS DME REVMO MAX 230 KT
195^ 109.5 ISWN D13.1 ISWN MHA 5000
20

15^
13-50

015^ 0
VT(R)-83
VT(R)-2
BS78~
D7.1 ISWN

10.1
15

VT(R)-80
476' BS6~5
VT(R)-82 5000
VT(R)-1 481'
SPEED CONTROL:
10

Cross BS78~ between 150 KT and 160 KT. 13-40

DE2~L
Cross REVMO at 180 KT.

VT(D)-47
015^
18.0
5

BS6~1
181^
3.0
0

13-30
BS6~2 105^
MAX 210 KT
MAXIMUM 17.4 BS6~3
3000 MAXIMUM
100-20 100-30 100-40 100-50 3000 101-00
5

BS78~ REVMO RUMAD

D7.1 ISWN D13.1 ISWN D16.8 ISWN
MANDATORY 3500' 195^ 3500'
1600'
TCH 50' 195^ 800' 800'
Rwy 4' 4.9 6.0 3.7
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
GS 3.00^ 372 478 531 637 743 849
DE2~L
PAPI
RT
BS6~1
.Std. STRAIGHT-IN LANDING

CAT II ILS
MACG MIN 5.0% (304'/NM) until passing 1000'

RA 130' 1
130'(126')
DA(H) DA(H) 220'(216')
R400m R450m
PANS OPS

1 Precision approach terrain information not available for calculation RA.

CHANGES: Rwy ID, procedure revised | JEPPESEN, 2018, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 20 DEC 24 22-1 .Eff.26.Dec. RNP Rwy 01
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Arrival Arrival 119.1 120.3 133.4 Rwy 01/19 Rwy 02R/20L, 02L/20R 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

Final BS69~ LNAV/VNAV

Apt Elev 8'
BRIEFING STRIP

RNAV Apch Crs MANDATORY DA(H)

Rwy 4' 13
015^ 1600'(1596') 540'(536') 5^ 1800
MISSED APCH: At MAP, climb to DE~~1, then turn RIGHT to BS3~1,
climb up to 3000' at BS3~6, then turn RIGHT and proceed to GUXAR 2300
at minimum 4000' and hold or as directed by ATC. No turn before MAP. 0^ 31

39 342^
05 1800 0^
RNP Apch Alt Set: hPa

00
Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' 1
1. Simultaneous Independent Operation is authorized with Rwy 02L/02R. 2. LNAV
procedures not authorized during simultaneous operations. 3. Use of Flight Director MSA ARP
(FD) or Autopilot (AP) providing RNP track guidance required during simultaneous
20

operations. 4. Baro-VNAV not authorized below 15^C.

1 1800 within 20 NM
VT(R)-83
VT(R)-2
BS3~1
MAX 210 KT
BS3~6
VT(R)-82 8.8 MAXIMUM
15

VT(R)-80 481' 3000

476'
105^
DE~~1

VT(R)-1 2.2
13-40
015^
10

BS692
VT(D)-47

195^
16.6
BS691
SPEED CONTROL: BS69~
5

Cross BS69~ between 150 KT and 160 KT.

015^

Cross RUPUX at 180 KT.

13-30
(IF)

195^
RUPUX
0

4000
2500
0150^

GUXAR
015^
5.

(IAF) 4000
REPEN
MAX 220 KT MAX 230 KT
100-30 100-40 3000 100-50
5

DIST to BS692 BS69~ 4.0 3.0 2.0 1.7

ALTITUDE 1600' 1320' 1005' 690' 600'

RUPUX BS69~
2500' MANDATORY BS691
015^ 1600' BS692
3.0
0^

1000' TCH 50'

700' 700' MDA
5.6 1.9 3.0 Rwy 4'
10.5 4.9 3.0 0
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
Glide Path Angle 3.00^ 372 478 531 637 743 849
DE~~1
PAPI
RT BS3~1
MAP at BS692

.Std. STRAIGHT-IN LANDING CIRCLE-TO-LAND

LNAV/VNAV LNAV
CDFA
DA(H) 540'(536') 1 DA/MDA(H) 600'(596') Max
ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m R1500m
B 135 800' (792') V1600m
C 180 900' (892') V2400m
PANS OPS

R1700m R2400m R2000m R2400m

D 205 900' (892') V3600m
1 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: Missed approach. | JEPPESEN, 2016, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 20 DEC 24 22-2 .Eff.26.Dec. RNP Rwy 02L
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Arrival Arrival 119.1 120.3 133.4 Rwy 01/19 Rwy 02R/20L, 02L/20R 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

Final BS67~ LNAV/VNAV

Apt Elev 8'
BRIEFING STRIP

RNAV Apch Crs MANDATORY DA(H)

Rwy 8'
015^ 1600'(1592') 540'(532') 13
5^ 1800
MISSED APCH: At MAP, climb to DE~2L, then turn LEFT to BS3~2, turn
RIGHT to BS3~3, turn RIGHT to BS3~4, turn RIGHT to BS3~5, then 2300
turn RIGHT to BS3~6 at minimum 4000', then proceed to GUXAR and
0^ 31

39 342^
hold or as directed by ATC. No turn before MAP. 05 1800 0^

00
RNP Apch Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' 1
1. Simultaneous Independent Operation is authorized with Rwy 01. 2. LNAV
30

procedures not authorized during simultaneous operations. 3. Use of Flight Director MSA ARP
(FD) or Autopilot (AP) providing RNP track guidance required during simultaneous 1 1800 within 20 NM
operations. 4. Baro-VNAV not authorized below 15^C.
NOT TO SCALE 11.3
VT(D)-72B BANGKOK
BS3~3 BS3~4
25

Don Mueang Intl 091^

VTBD

015^
5.6

7.
15
VT(R)-83

4
13-50

0^
BS3~2
20

MAX 210 KT 359^ BS3~5

10.1

195^
VT(R)-2

9.0
15

VT(R)-82
VT(R)-80 DE~2L 476' BS3~6
2.2 481' 4000
13-40
015^
VT(R)-1 BS671
10

195^
16.6
VT(D)-47
BS67~
SPEED CONTROL:
Cross BS67~ between 150 KT and 160 KT.
5

Cross ABVER at 180 KT.

015^

(IF)

13-30 ABVER MAX 230 KT

195^

3500
4000
0

(IAF) GUXAR
015^
01.56^

BATEM 4000
4

MAX 220 KT
4000
100-20 100-30 100-40 100-50 101-00
5

DIST to BS671 BS67~ 4.0 3.0 2.0 1.7

ALTITUDE 1600' 1320' 1005' 690' 600'

ABVER BS67~
MANDATORY
3500' 015^ 1600' BS671
3.0
0 ^

700'
MDA TCH 50'
6.2 4.9 Rwy 8'
11.1 4.9 0
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
Glide Path Angle 3.00^ 372 478 531 637 743 849
DE~2L
PAPI
LT
BS3~2
MAP at BS671

.Std. STRAIGHT-IN LANDING CIRCLE-TO-LAND

LNAV/VNAV LNAV
CDFA
DA(H) 540'(532') 1 DA/MDA(H) 600'(592') Max
ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m R1500m
B 135 800' (792') V1600m
C 180 900' (892') V2400m
PANS OPS

R1700m R2400m R2000m R2400m

D 205 900' (892') V3600m
1 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: None. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 20 DEC 24 22-3 .Eff.26.Dec. RNP Rwy 02R
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Arrival Arrival 119.1 120.3 133.4 Rwy 01/19 Rwy 02R/20L, 02L/20R 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

Final BS68~ LNAV/VNAV

Apt Elev 8'
BRIEFING STRIP

RNAV Apch Crs MANDATORY DA(H)

Rwy 4'
015^ 1600'(1596') 540'(536') 13
5^ 1800
MISSED APCH: At MAP, climb to DE~2R, then turn LEFT to BS3~2, turn
RIGHT to BS3~3, turn RIGHT to BS3~4, turn RIGHT to BS3~5, then 2300
turn RIGHT to BS3~6 at minimum 4000', then proceed to GUXAR and
0^ 310

39 342^
hold or as directed by ATC. No turn before MAP. 05 1800 ^

00
RNP Apch Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' 1
1. Simultaneous Independent Operation is authorized with Rwy 01. 2. LNAV
30

procedures not authorized during simultaneous operations. 3. Use of Flight Director MSA ARP
(FD) or Autopilot (AP) providing RNP track guidance required during simultaneous 1 1800 within 20 NM
operations. 4. Baro-VNAV not authorized below 15^C.
NOT TO SCALE
VT(D)-72B BANGKOK 11.3
25

Don Mueang Intl BS3~3 091^ BS3~4

VTBD

015^
5.6

7.
15
VT(R)-83

4
13-50

0^
BS3~2
20

MAX 210 KT 357^ BS3~5

9.9
VT(R)-2

195^
9.0
15

VT(R)-82
VT(R)-80 DE~2R 476'
2.0 481'
015^ BS3~6
13-40 VT(R)-1
4000
BS681
10

16.6
VT(D)-47

195^
BS68~
SPEED CONTROL:
Cross BS68~ between 150 KT and 160 KT.
5

015^

Cross LOSDO at 180 KT.

(IF)

13-30 LOSDO MAX 230 KT

195^

3500
0

4000
01.50^

(IAF) GUXAR
015^

LASAM 4000
5

MAX 220 KT
100-20 100-30 4000 100-50 457' 101-00
5

DIST to BS681 BS68~ 4.0 3.0 2.0 1.8

ALTITUDE 1600' 1320' 1005' 690' 620'

LOSDO BS68~
MANDATORY
3500' 015^ 1600' BS681
3.0
0^

700'
MDA TCH 50'
6.2 4.9 Rwy 4'
11.1 4.9 0
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
Glide Path Angle 3.00^ 372 478 531 637 743 849
DE~2R
PAPI
LT BS3~2
MAP at BS681

.Std. STRAIGHT-IN LANDING CIRCLE-TO-LAND

LNAV/VNAV LNAV
CDFA
DA(H) 540'(536') 1 DA/MDA(H) 620'(616') Max
ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m R1500m
B 135 800' (792') V1600m
C 180 900' (892') V2400m
PANS OPS

R1700m R2400m R2100m R2400m

D 205 900' (892') V3600m
1 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: None. | JEPPESEN, 2016, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 20 DEC 24 22-4 .Eff.26.Dec. RNP Rwy 19
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Arrival Arrival 119.1 120.3 133.4 Rwy 01/19 Rwy 02R/20L, 02L/20R 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

Final BS79~ LNAV/VNAV

Apt Elev 8'
BRIEFING STRIP

RNAV Apch Crs MANDATORY DA(H)

Rwy 4' 13
195^ 1600'(1596') 600'(596') 5^ 1800
MISSED APCH: At MAP, climb to DE~19, then turn LEFT to BS6~4, turn
LEFT climb up to 4000' at BS6~5, then turn LEFT and proceed to OBDIP 2300
at minimum 5000' and hold or as directed by ATC. No turn before MAP. 310
0^

39 342^
05 1800 ^

00
RNP Apch Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000' 1
1. Simultaneous Independent Operation is authorized with Rwy 20L/20R. 2. LNAV
procedures not authorized during simultaneous operations. 3. Use of Flight Director MSA ARP
(FD) or Autopilot (AP) providing RNP track guidance required during simultaneous 1 1800 within 20 NM
operations. 4. Baro-VNAV not authorized below 15^C.
20

NOT TO SCALE (IAF)

VT(R)-81
14-00 LETMA

1950^
MAX 220 KT

5.
4000
BANGKOK
Don Mueang Intl

195^
(IF)
15

VTBD
LAVOG MAX 230 KT
2500
OBDIP
SPEED CONTROL: 5000

195^
Cross BS79~ between 150 KT and 160 KT.

5000
015^
Cross LOTMU at 180 KT.
LOTMU
10

13-50
VT(R)-83

10.1
015^
VT(R)-2 BS79~
5

VT(R)-80 481'
VT(R)-82
476'
BS6~5
BS791 MAXIMUM
4000
.5
VT(R)-1 2.2 13
0

13-40 ^
195^ 0 60
DE~19

BS6~4
100-30 100-40 MAX 210 KT 101-00
5

DIST to BS791 2.2 3.0 4.0 BS79~

ALTITUDE 750' 1005' 1320' 1600'

LOTMU LAVOG
BS79~
MANDATORY
BS791 1600' 195^ 2500'
0^
3.0
800' 800'
TCH 50' MDA
Rwy 4' 4.9 5.1 5.0
0 4.9 10.0 15.0
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
Glide Path Angle 3.00^ 372 478 531 637 743 849
DE~19
PAPI
LT BS6~4
MAP at BS791

.Std. LNAV/VNAV
STRAIGHT-IN LANDING
LNAV
CIRCLE-TO-LAND

CDFA
DA(H) 600'(596') 1 DA/MDA(H) 750'(746') Max
ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m R1500m
B 135 800' (792') V1600m
C 180 900' (892') V2400m
PANS OPS

R2000m R2400m R2400m

D 205 900' (892') V3600m
1 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: Missed approach. | JEPPESEN, 2016, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 27 SEP 24 22-5 .Eff.3.Oct. RNP Rwy 20L
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Arrival Arrival 119.1 120.3 133.4 Rwy 01/19 Rwy 02R/20L, 02L/20R 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

Final BS78~ LNAV/VNAV

Apt Elev 8'
BRIEFING STRIP

RNAV Apch Crs MANDATORY DA(H)

Rwy 4'
195^ 1600' (1596') 600'(596') 13
5^ 1800
MISSED APCH: At MAP, climb to DE2~L, then turn RIGHT to BS6~1, turn
LEFT to BS6~2 and climb up to 3000', turn LEFT to BS6~3, turn LEFT 2300
to BS6~5 at 5000', then proceed to OBDIP at 5000' and hold or 310
0^

39 342^
as directed by ATC. No turn before MAP. 05 1800 ^

00
RNP Apch Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000'
1
1. Simultaneous Independent Operation is authorized with Rwy 19. 2. LNAV
30

procedures not authorized during simultaneous operations. 3. Use of Flight Director MSA ARP
(FD) or Autopilot (AP) providing RNP track guidance required during simultaneous 1 1800 within 20 NM
operations. 4. Baro-VNAV not authorized below 15^C.
100-20 100-30 100-40 (IAF) 101-00
VT(D)-72A
25

VT(R)-81
REGIR
14-00 MAX 220 KT

1950^
5000

5.
VT(D)-72B BANGKOK
Don Mueang Intl (IF)
20

195^
VTBD RUMAD MAX 230 KT
3500 OBDIP
SPEED CONTROL: 5000
REVMO

195^
Cross BS78~ between 150 KT and 160 KT.

015^
5000
15

13-50 Cross REVMO at 180 KT.

VT(R)-83

BS78~
10

015^
10.1
VT(R)-2

VT(R)-80 BS781 476'

VT(R)-82
2.0 481' BS6~5
195^ 5000
5

13-40 VT(R)-1 DE2~L

NOT TO SCALE
VT(D)-47 BS6~1
181^

015^
18.0
3.0
0

BS6~2 17.4
MAX 210 KT 105^ BS6~3
MAXIMUM MAXIMUM
3000 3000
5

DIST to BS781 2.2 3.0 4.0 BS78~

ALTITUDE 750' 1005' 1320' 1600'

REVMO RUMAD
BS78~
BS781 MANDATORY 195^ 3500'
1600'
0^
3.0
800' 800'
TCH 50' MDA
Rwy 4' 4.9 6.0 3.7
0 4.9 10.9 14.6
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
Glide Path Angle 3.00^ 372 478 531 637 743 849 PAPI
DE2~L
RT BS6~1
MAP at BS781

.Std. LNAV/VNAV
STRAIGHT-IN LANDING
LNAV
CIRCLE-TO-LAND

CDFA
DA(H) 600'(596') 1 DA/MDA(H) 750'(746') Max
ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m R1500m
B 135 800' (792') V1600m
C 180 900' (892') V2400m
PANS OPS

R2000m R2400m R2400m

D 205 900' (892') V3600m
1 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: Rwy ID, reindex, procedure revised. | JEPPESEN, 2016, 2024. ALL RIGHTS RESERVED.
Printed from JeppView for Windows 5.3.0.0 on 24 Feb 2025; Terminal chart data cycle 04-2025; Notice: After 27 Feb 2025, 0000Z, this chart may no longer be valid

VTBS/BKK JEPPESEN BANGKOK, THAILAND

SUVARNABHUMI INTL 27 SEP 24 22-6 .Eff.3.Oct. RNP Rwy 20R
D-ATIS SUVARNABHUMI BANGKOK Approach SUVARNABHUMI Tower Ground
Arrival Arrival 119.1 120.3 133.4 Rwy 01/19 Rwy 02R/20L, 02L/20R 121.65 121.7
133.6 121.1 126.3 122.35 124.35 125.2 118.2 119.0 121.75 121.95
TM

Final BS77~ LNAV/VNAV

Apt Elev 8'
BRIEFING STRIP

RNAV Apch Crs MANDATORY DA(H)

Rwy 8'
195^ 1600'(1592') 600'(592') 13
5^ 1800
MISSED APCH: At MAP, climb to DE2~R, then turn RIGHT to BS6~1, turn
LEFT to BS6~2 and climb up to 3000', turn LEFT to BS6~3, turn LEFT 2300
to BS6~5 at 5000', then proceed to OBDIP at 5000' and hold or 310
0^

39 342^
as directed by ATC. No turn before MAP. 05 1800 ^

00
RNP Apch Alt Set: hPa Rwy Elev: 0 hPa Trans level: FL130 Trans alt: 11000'
1
1. Simultaneous Independent Operation is authorized with Rwy 19. 2. LNAV
procedures not authorized during simultaneous operations. 3. Use of Flight Director MSA ARP
(FD) or Autopilot (AP) providing RNP track guidance required during simultaneous 1 1800 within 20 NM
operations. 4. Baro-VNAV not authorized below 15^C.
100-20 100-30 100-40 (IAF) 101-00
VT(D)-72A RUPED
25

14-00 VT(R)-81

1950^
MAX 220 KT
5000

5.
VT(D)-72B (IF)
BANGKOK
Don Mueang Intl ANORU
20

MAX 230 KT

195^
VTBD
3500
OBDIP
SPEED CONTROL: 5000
OSEVA

195^
Cross BS77~ between 150 KT and 160 KT.

015^
5000
15

Cross OSEVA at 180 KT.

13-50
VT(R)-83

BS77~
10

015^
10.1
VT(R)-2

VT(R)-80 476'
VT(R)-82 BS771 481' BS6~5
2.2
VT(R)-1
195^ 5000
5

13-40
DE2~R
NOT TO SCALE
015^
18.0

BS6~1
181^

VT(D)-47
3.0
0

BS6~2 17.4
MAX 210 KT 105^ BS6~3
MAXIMUM MAXIMUM
3000 3000
5

DIST to BS771 2.2 3.0 4.0 BS77~

ALTITUDE 750' 1005' 1320' 1600'

OSEVA ANORU
BS77~
BS771 MANDATORY 195^ 3500'
1600'
0^
3.0
800' 800'
TCH 50' MDA
Rwy 8' 4.9 6.0 4.1
0 4.9 10.9 15.0
Gnd speed-Kts 70 90 100 120 140 160 PALS CAT II
Glide Path Angle 3.00^ 372 478 531 637 743 849
DE2~R
PAPI
RT BS6~1
MAP at BS771

.Std. LNAV/VNAV
STRAIGHT-IN LANDING
LNAV
CIRCLE-TO-LAND

CDFA
DA(H) 600'(592') 1 DA/MDA(H) 750'(742') Max
ALS out ALS out Kts MDA(H)
A 100 800' (792') V1500m
R1500m R1500m
B 135 800' (792') V1600m
C 180 900' (892') V2400m
PANS OPS

R2000m R2400m R2400m

D 205 900' (892') V3600m
1 VNAV DA(H) in lieu of MDA(H) depends on operator policy.
CHANGES: New procedure. | JEPPESEN, 2024. ALL RIGHTS RESERVED.
 Revision Letter For Cycle 04-2025
Printed on 24 Feb 2025 jep=JEPPESEN
Page 1
(c) JEPPESEN SANDERSON, INC., 2025, ALL RIGHTS RESERVED
JeppView for Windows

Chart changes since cycle 03-2025

ADD = added chart, REV = revised chart, DEL = deleted chart.
ACT PROCEDURE IDENT INDEX REV DATE EFF DATE

BANGKOK, (SUVARNABHUMI INTL - VTBS)

DEL OPERATIONAL TRIALS (TEMP) 20-8F 14 Feb 2025
DEL OPERATIONAL TRIALS (TEMP ... 20-8G 14 Feb 2025
 Terminal Chart Change Notices
Page 1 - Printed on 24 Feb 2025 jep=JEPPESEN
Notice: After 27 Feb 2025, 0000Z, this data may no longer be valid

(c) JEPPESEN SANDERSON, INC., 2025, ALL RIGHTS RESERVED

JeppView for Windows

TERMINAL CHART CHANGE NOTICES

Chart Change Notices for Airport VTBS

Type: Terminal
Effectivity: Temporary
Begin Date: 20241128
End Date: 20261002

Suvarnabhumi DVOR/DME (SVB) 111.4 MHZ CH51X not available due

to relocation from 28 November 2024 at 0001 UTC to 02 October 2026
at 0949 UTC.