WSSS PDF

Airport Information For WSSS
Printed on 09 Jul 2016 jep=JEPPESEN

Page 1
(c) JEPPESEN SANDERSON, INC., 2016, ALL RIGHTS RESERVED JeppView for Windows
Stopway:
General 197Information
ft
Runway: 20R
Location: SINGAPORE SGP
Length x Width: 13123 ft x 197 ft
ICAO/IATA: WSSS / SIN
Surface Type: bitu
Lat/Long: N01° 21.55', E103° 59.36'
TDZ-Elev: 14 ft
Elevation: 22 ft
Lighting: Edge, ALS, Centerline, REIL
Displaced Threshold: 2428 ft
Stopway: 197 ft
Airport Use: Public
Daylight Savings: Not Observed
UTC Conversion: -8:00 = UTC
Communication
Magnetic Variation: 0.4° EInformation
Fuel Types:
ATIS: 128.600
Jet A-1
Singapore
Repair Types:
Tower:
Major
118.600
Airframe, Major Engine
SingaporeYes
Customs: Tower: 118.250
Singapore
Airport Type:
Ground:
IFR 129.950
Singapore
Landing Fee:
Ground:
No 124.300
Singapore
Control Tower:
Ground:
Yes 121.850
Singapore
Jet Start Unit:
Ground:
No 121.725
ChangiAlert:
LLWS Ramp/Taxi:
Yes 121.900
Singapore
Beacon: Yes
Clearance Delivery: 121.650
Singapore Clearance Pre-Taxi: 121.650
Singapore Approach: 124.600 Secondary
Singapore
Sunrise: 2303
Approach:
Z 120.300
Singapore
Sunset: 1115
Approach:
Z 119.300
Singapore Arrival: 119.300
Singapore ACC: 124.050 CTAF
Singapore
Runway ACC: 134.400 CTAF
Information
Runway: 02C
Singapore Radar: 124.050 Arrival Service
Surface Type: bitu
TDZ-Elev: 15 ft
Stopway: 197 ft
Runway: 02L
Surface Type: bitu
TDZ-Elev: 22 ft
Lighting: Edge, ALS, Centerline, REIL, TDZ
Stopway: 197 ft
Runway: 20C
Surface Type: bitu
TDZ-Elev: 15 ft
Airport Information For WSSS
Printed on 09 Jul 2016 jep=JEPPESEN
Page 2
(c) JEPPESEN SANDERSON, INC., 2016, ALL RIGHTS RESERVED JeppView for Windows
Stopway:
General 197Information
ft
Runway: 20R
Location: SINGAPORE SGP
ICAO/IATA: WSSS / SIN
Surface Type: bitu
Lat/Long: N01° 21.55', E103° 59.36'
TDZ-Elev: 14 ft
Elevation: 22 ft
Displaced Threshold: 2428 ft
Stopway: 197 ft
Airport Use: Public
Daylight Savings: Not Observed
UTC Conversion: -8:00 = UTC
Communication
Magnetic Variation: 0.4° EInformation
Fuel Types:
ATIS: 128.600
Jet A-1
Repair Types:
Singapore Tower:Major
118.600
Airframe, Major Engine
Customs: Yes
Singapore Tower: 118.250
Airport Type:
Singapore Ground:
IFR 129.950
Landing Fee:
Singapore Ground:
No 124.300
Control Tower:
Singapore Ground:Yes 121.850
Jet Start Unit:
Singapore Ground:
No 121.725
LLWS Alert:
Changi Ramp/Taxi:
Yes 121.900
Beacon: Yes
Singapore Clearance Delivery: 121.650
Singapore Clearance Pre-Taxi: 121.650
Singapore Approach: 124.600 Secondary
Sunrise: 2303
Singapore Approach:
Z 120.300
Sunset: 1115
Singapore Approach:
Z 119.300
Singapore Arrival: 119.300
Singapore
Runway ACC: 134.400 CTAF
Information
Runway: 02C
Singapore Radar: 124.050 Arrival Service
Surface Type: bitu
TDZ-Elev: 15 ft
Stopway: 197 ft
Runway: 02L
Surface Type: bitu
TDZ-Elev: 22 ft
Stopway: 197 ft
Runway: 20C
Surface Type: bitu
TDZ-Elev: 15 ft
Printed from JeppView for Windows 5.3.0.0 on 09 Jul 2016; Terminal chart data cycle 10-2016 (Expired); Notice: After 19 May 2016, 0000Z, this chart may no longer be valid
WSSS/SIN JEPPESEN
SINGAPORE, SINGAPORE
CHANGI 21 NOV 14 10-1P .AIRPORT.BRIEFING.
FLIGHT AND GROUND PROCEDURES
1. LOW VISIBILITY PROCEDURES (LVP) FOR CATEGORY II ILS OPERATIONS
1.1 INTRODUCTION
1.1.1 Category II ILS approaches will be made available at Singapore Changi
Airport to authorized flights during prolonged periods of low visibility,
except during thunderstorms. RVR minima for Cat II ILS operations is
limited to 1148' (350m) due to Rwy and Twy light spacing requirements
on the airfield.
1.2 AUTHORIZATION FOR CATEGORY II ILS APPROACHES
1.2.1 Operators who wish to conduct Category II ILS operations at Singapore
Changi Airport are required to submit the following documents to the
Airworthiness/Flight Operations Division of the Civil Aviation Authority
of Singapore at least one month before the commencement of the
operations:
a) Authorization for Category II ILS operations by the relevant authority of
the State of Registry/Operator of the operators:
b) Operators' minima for Category II ILS operations; and
c) Operators' method of verifying its pilots' Category II qualification and
currency.
1.3 CATEGORY II ILS RUNWAYS
1.3.1 At Singapore Changi Airport, Category II ILS approaches are available only
on RWY 02L and RWY 20C, which are also equipped with precision approach
Category II lighting system. When required, pilots making Category II ILS
approaches to Singapore Changi Airport should refer to the procedures in
the Instrument Approach Charts WSSS AD 2-101 to WSSS AD 2-119 and
the Precision Approach Terrain Charts for RWY 02L and RWY 20C at WSSS
AD 2-43 and WSSS AD 2-45 respectively.
1.4 INITIATION OF CATEGORY II ILS OPERATIONS
1.4.1 Preparations will be made to implement LVP for Category II ILS operations
at Singapore Changi Airport during prolonged period of low visibility,
except during thunderstorms, when the RVR drops below 2625' (800m).
1.4.2 Availability of the Category II ILS approaches will be made known through
NOTAM and ATIS broadcasts as well as air traffic control radio
communications.
1.4.3 During LVP operations, aircraft will not be cleared for Category II ILS
approach if any of the ILS or approach/runway lights fall below Category
II requirements. Aircraft will not be cleared for landing if the Touchdown
Zone RVR is unserviceable.
1.5 ILS SENSITIVE AREAS
1.5.1 Upon landing, pilots shall report to Changi Tower once the aircraft has
cleared the runway and has passed the ILS sensitive areas demarcated by
alternate yellow and green lights along the centerlines of Rapid Exit
Taxiways and Cross Taxiways.
1.6 TERMINATION OF LVP FOR CATEGORY II ILS OPERATIONS
1.6.1 LVP for Category II ILS operations will be terminated when RVR has
improved above 2625' (800m). Termination of LVP for Category II ILS
operations will be made known through NOTAM and ATIS broadcasts as
well as air traffic control radio communications.
2. RUNWAY UTILIZATION
2.1 RUNWAY-IN-USE
2.1.1 The runway-in-use (Departure/Arrival) is selected by Aerodrome Control
as the optimum for general purposes and to maximize runway utilization.
If the assigned runway is unsuitable for a particular operation, the pilot
can obtain permission from ATC to use another runway but should
anticipate delay.
2.2 DEPARTURES - WAKE VORTEX SEPARATION
2.2.1 Pilots should arrange their taxi such that they are ready to depart without
delay on reaching the runway holding point. As standard ICAO wake
turbulence separation is being applied, pilots are to advise ATC early if
more time is needed for the aircraft to be ready for departure. When
informed, ATC will be able to make changes in the departure sequence,
if necessary, to minimize delays to other succeeding departures.
CHANGES: 2.2.1. | JEPPESEN, 2011, 2014. ALL RIGHTS RESERVED.
WSSS/SIN JEPPESEN
CHANGI 21 NOV 14 10-1P1 .AIRPORT.BRIEFING.
2.2.2 Pilots should complete cockpit checks prior to line-up for departure
and keep any checks on the runway to a minimum.
2.2.3 Conditional line-up clearance may be used by ATC to facilitate an
expeditious flow of traffic. On receipt of line-up clearance, pilots should taxi
into position promptly without delay. Unless given instruction to line-up and
wait, pilots should be ready and prepared tp depart without stopping. On
receipt of take-off clearance, pilots to commence take-off roll without delay.
2.3 CLEARANCE FOR IMMEDIATE TAKE-OFF
2.3.1 A pilot receiving the ATC instruction 'cleared for immediate take-off' is
required to act as follows:
(a) if waiting clear of the runway, taxi immediately on to it and begin
take-off run immediately without stopping the aircraft;
(b) if already lined-up on the runway, take-off without delay;
(c) if unable to comply with the instruction, inform ATC immediately.
2.4 ARRIVALS - MINIMUM RUNWAY OCCUPANCY TIME
2.4.1 Arriving aircraft upon landing are reminded that it is imperative to vacate
the runway as quickly as practicable to enable ATC to apply minimum
spacing on final approach and minimize the occurrence of "go-arounds".
2.4.2 To ensure minimum Runway Occupancy Time (ROT) and reduce missed
approaches due to occupied runway, pilots should vacate the runway via the
first available exit taxiway corresponding to operational requirements,
or as instructed by ATC. If an exit taxiway other than the first available
exit taxiway is required, pilots shall advise the Tower Controller on first
contact.
2.4.3 To enhance planning, pilots can make reference to the Landing Exit
Distance (LED), the distance from threshold to the furthest edge of the exit
taxiway:
RWY TWY Exits LED
20R 1 2 W6, 12 W7, W8 5423' 1655m, 6965' 2123m, 10,043' 3061m
20C 1 2 E6, 12 E7, E8 6391' 1948m, 7844' 2391m, 10,341' 3152m
02L 1 2 W5, 12 W4, 2 W3 6450' 1966m, 8173' 2491m, 9436' 2876m
02C 1 2 E5, 1 2 E4, 2 E3 6742' 2055m, 8415' 2565m, 10,719' 3267m
20L Not applicable Not applicable
02R Not applicable Not applicable
1 Recommended exit taxiways. 2 Rapid Exit Taxiway (RET) and maximum design ground
speed for the exit taxiway is 50 KT.
2.4.4 Pilots can expect initial taxi instructions from the Runway Controller
before clearing the exit taxiway. Aircraft vacating the runway-in-use
should not stop on the exit taxiway until the entire aircraft has passed the
runway holding point.
2.4.5 Between 0830 - 1030 daily estimated delays of 15 minutes can be expected
for arrivals into Changi Airport.
2.5 LAND AFTER PROCEDURES
2.5.1 Normally, only one aircraft is permitted to land or take-off on the
runway-in-use at any one time. However, when the traffic sequence is two
successive landing aircraft, the second aircraft may be allowed to land
before the first aircraft has cleared the runway-in-use provided:
(a) the runway is long enough;
(b) during daylight hours;
(c) the second aircraft will be able to see the first aircraft clearly and
continuously until it is clear of the runway;
(d) the second aircraft has been warned.
2.5.2 ATC will provide this warning in the landing clearance as shown in para 2.7.
2.5.3 Responsibility for ensuring adequate separation between the two aircraft
rests with the pilot of the second aircraft.
2.6 SPECIAL LANDING PROCEDURES
2.6.1 Special landing procedures may be in force at Singapore Changi Airport in
conditions shown as follows:
(a) When the runway-in-use is temporarily occupied by other traffic,
landing clearance may be issued to an arriving aircraft provided that
at the time the aircraft crosses the threshold of the runway-in-use
CHANGES: Notes added and re-organized. | JEPPESEN, 2011, 2014. ALL RIGHTS RESERVED.
WSSS/SIN JEPPESEN
CHANGI 25 MAR 16 10-1P2 .AIRPORT.BRIEFING.
the following separation distances will exist:
i) Landing following landing - The preceding landing aircraft will be
clear of the runway-in-use or will be at least 8202' (2500m) from
the threshold of the runway-in-use.
ii) Landing following departure - The departing aircraft will be
airborne and at least 8202' (2500m) from the threshold of the
runway-in-use, or if not airborne, will be at least 8202' (2500m)
from the threshold of the runway-in-use.
2.6.2 These procedures will be used only under the following conditions:
(a) during daylight hours;
(b) visibility of at least 5km;
(c) cloud ceiling of 1,500ft in the departure/missed approach area;
(d) ATC is satisfied that the pilot of the next arriving aircraft will
be able to observe continuously the relevant traffic;
(e) no unfavourable surface wind conditions (including significant
tailwind, windshear, turbulence, etc);
(f) when the runway is dry and free of all precipitants such that there is
no evidence that the braking action may be adversely affected.
2.7 PHRASEOLOGY
2.7.1 When issuing a landing clearance following the application of these
procedures, ATC will issue the second aircraft with the following
instructions:
...(call sign)...after the landing / departing...(Aircraft Type) Runway...
(Designator) cleared to land.
3. TOTAL RADIO FAILURE - SPECIAL PROCEDURES - SINGAPORE CHANGI AP -
ARRIVALS
3.1 In VMC during daylight hours, if total radio communication failure occurs to an
aircraft bound for Singapore Changi Airport, the pilot shall maintain VMC to
land at the most suitable airfield and report to the appropriate air traffic
control unit by the most expeditious means.
3.2 For IFR flights to Singapore Changi Airport, aircraft experiencing radio failure
shall:
3.2.1 Proceed according to the last acknowledged clearance received from
Singapore ATC, or
3.2.2 If no specific instructions or clearance has been received from
Singapore ATC:
a) Maintain the last assigned altitude or flight level and proceed via airway
thereafter the appropriate STAR for Rwy 02L/02C to SAMKO Holding Area
(SHA) except for the following STARS: KARTO 1A, BIKTA 1A, MABAL 1A,
and VEPLI 1A shall proceed to SHA after SANAT.
b) Commence descent from SHA at or as close as possible to the ETA as
indicated on the flight plan.
c) Carry out the appropriate instrument approach procedure from SHA to
land on Rwy 02L/02C.
3.2.3 If unable to effect a landing on:
a) Rwy 02L
Carry out missed approach procedure to AKOMA (PU R-356/20DME).
Leave AKOMA at 4,000' to NYLON Holding Area (NHA) and execute the
appropriate instrument procedure from NHA to land on Rwy
20R or Rwy 20C, as appropriate.
b) Rwy 02C
Carry out missed approach procedure to NYLON Holding Area (NHA) and
execute the appropriate instrument procedure from NHA to land on Rwy
20R or Rwy 20C, as appropriate.
c) Rwy 20R
Carry out missed approach procedure to SAMKO Holding Area (SHA) and
execute the appropriate instrument procedure from SHA to land on Rwy
02L or Rwy 02C, as appropriate.
CHANGES: None. | JEPPESEN, 2013, 2015. ALL RIGHTS RESERVED.

WSSS/SIN JEPPESEN
CHANGI 25 MAR 16 10-1P3 .AIRPORT.BRIEFING.
d) Rwy 20C
Carry out missed approach procedure to EXOMO (VTK R-158/22DME).
Leave EXOMO at 4,000' to SAMKO Holding Area (SHA) and execute the
appropriate instrument procedure from SHA to land on Rwy
02L or Rwy 02C, as appropriate.
4. IDENTIFICATION OF RUNWAY-IN-USE
4.1 ATC will switch on the appropriate approach lights and the ILS serving the
runway-in-use to assist the pilot in its identification. If the approach lights
for the runway-in-use are sighted but the ILS frequency 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.
4.2 If unable to land within 30 minutes of EAT or ETA, if no EAT has been received
and acknowledged, proceed to cross SAMKO Holding Area (SHA) at 4,000' then
via A457 at FL200 if Kuala Lumpur is the nominated alternate or via B470 at
FL 290 if Soekarno-Hatta is the nominated alternate or otherwise proceed at
the planned flight level to other nominated alternate.
5. TOTAL RADIO FAILURE - SPECIAL PROCEDURES - SINGAPORE CHANGI AP -
DEPARTURES
5.1 When an aircraft which has been cleared by ATC to an intermediate level
experiences total radio communication failure immediately after departure
from Singapore Changi Airport and it is deemed unsafe for it to continue to
its destination, the pilot will set the aircraft transponder to Mode A/C Code
7600 and adhere to the procedures below.
5.2 When radio communication failure occurs immediately after the aircraft has
departed on Rwy 02L/02C, the pilot shall proceed according to the following
procedures:
a) Proceed straight ahead to NYLON Holding Area (NHA) climbing to the last
assigned altitude. At NHA, climb/descend to maintain 7,000'.
b) Hold at NHA for 4 minutes and leave NHA on track 203^. At 10 DME north
of VTK, turn left for HOSBA Holding Area (HHA) to jettison fuel,
maintaining 7,000'.
c) After fuel jettison, proceed to SAMKO Holding Area (SHA) via AWY G580
and SINJON DVOR. Maintain 7,000'. At SHA descend for an instrument
approach on Rwy 02L/02C. Identify the runway-in-use in accordance with
paragraph 4.
5.3 When radio communication failure occurs immediately after the aircraft has
departed on Rwy 20R/20C, the pilot shall proceed according to the following
procedures:
a) Proceed straight ahead to SAMKO Holding Area (SHA) climbing to the last
assigned altitude. At SHA climb/descend to maintain 7,000'.
b) Hold at SHA for 4 minutes. Leave SHA for HOSBA Holding Area (HHA) via
SJ DVOR and Airway G580 to jettison fuel, maintaining 7,000'.
c) After fuel jettison, proceed to NHA via Airway W401. Maintain 7,000'.
On crossing VTK 042R turn right to intercept VTK 023R. At NHA descend to
carry out an instrument approach on Rwy 20R/20C.
5.4 ATC action is based on the assumption that the aircraft will take a minimum
of 10 min to jettison fuel. An aircraft therefore should not leave earlier than
10 min after arrival at HOSBA Holding Area even if fuel jettison is completed
at a shorter time of if jettisoning is not necessary or possible unless
circumstances require an immediate return.
5.5 Alternatively, aircraft may jettison fuel between HOSBA and point 90 NM
from SJ DVOR/DME on airway G580.
6. RNAV (GNSS) SID/STAR OPERATIONS
6.1 For RNAV (GNSS) SIDs and STARs operations, the aircraft shall be
GNSS-equipped and the navigation systems shall meet ICAO RNP-1 standard of
accuracy, or equivalent, such as JAA TGL 10 or FAA AC 90-96A Apendix 2 -
Precision Area Navigation (P-RNAV).
CHANGES: Text. | JEPPESEN, 2013, 2016. ALL RIGHTS RESERVED.
1. Set transponder to Mode A/C code 7600.
LOST
2. When cleared via ARAMA 1A by Singapore ATC:
D-ATIS
CHANGES:
a. MAINTAIN last assigned flight level or altitude
LOST COMMS
128.6
and proceed on ARAMA 1A to SAMKO. 3500'

CHANGI
ARAMA b. From SAMKO commence descent and carry out

N01 36.9
None.
appropriate landing procedure for Rwy 02 as
WSSS/SIN
LOST COMMS
E103 07.2 close as possible to EAT or ETA. MSA ARP
22'
At 250 KIAS c. If unable to effect a landing, refer to Singapore

Apt Elev
LOST COMMS
Special Procedures for missed approach procedure.
3. No clearance or instruction received from
Singapore ATC:
LOST COMMS
147
Refer to 10-1P pages for radio communications
^
failure procedure.
LOST COMMS
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
1. RADAR required.
9 OCT 15
41
BOBAG
N01 02.5
10-2
E103 29.9
EXPECT RADAR
At 220 KIAS vectors for ILS
JEPPESEN
(RWYS 02L/C)
At or above approach Rwy 02

10000'
SAMKO
RNAV (GNSS) ARRIVAL
N01 05.5
NOT TO SCALE
E103 52.9
Alt Set: hPa Trans level: FL130 Trans alt: 11000'
At 190 KIAS 1
082^ 9
14 At or above Changi EAST Rwy 02R/20L
2. RNAV 1 navigation specification GNSS required.
is solely for use by the
168^
082^ 4000' Republic of Singapore
Air Force (RSAF) Aircraft
262^
ARAMA ONE ALPHA (ARAMA1A) [ARAM1A]
348^
BOKIP
N01 04.4 Direct distance from SAMKO to:
6000' - FL180 E103 43.9
MAX220 KIAS Changi Apt 17 NM
At or above 4000' - FL140
6000' MAX 220 KIAS ROUTING
From ARAMA, speed 250 KT. To BOBAG at or above 10000',
speed 220 KT, turn LEFT. To BOKIP at or above 6000'. To
| JEPPESEN, 2015. ALL RIGHTS RESERVED.

SAMKO at or above 4000', speed 190 KT.

.RNAV.STAR.
2. When cleared via ARAMA 1B by Singapore ATC:
a. MAINTAIN last assigned flight level or altitude 3000' - FL140
CHANGES:
D-ATIS
ARAMA
203^
LOST COMMS
MAX
LOST COMMS
128.6
N01 36.9 and proceed on ARAMA 1B to BIPOP, then direct NYLON 220 KIAS 3500'
CHANGI
E103 07.2 to NYLON. N01 37.0

E104 06.4
At b. From NYLON commence descent and carry out
Notes.
250 KIAS
WSSS/SIN
023^
EXPECT RADAR MSA ARP
22'
close as possible to EAT or ETA.

Apt Elev
vectors for ILS
LOST COMMS
LOST COMMS
c. If unable to effect a landing, refer to Singapore
approach Rwy 20
180^

3. No clearance or instruction received from 3400'
090^ 2100'
147
Singapore ATC: BIPOP
^
Refer to 10-1P pages for radio communications N01 31.4 2500'
failure procedure. E104 10.3
LOST COMMS
360^
LOST COMMS
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS At 190 KIAS MSA SJ VOR
At or above
3000'
12
1. RADAR required.
9 OCT 15
348^
DOVAN
1 N01 19.6
41
E104 12.8
BOBAG
N01 02.5 At or above
10-2A
E103 29.9 4000'

At 220 KIAS
JEPPESEN
12
At or above
10000'
023^
NOT TO SCALE
SAMKO BTM
N01 05.5 N01 08.2
E103 52.9 E104 08.0
(RWYS 20C/R)
080^ 15 At 220 KIAS

At or above
082^ 23
ARAMA ONE BRAVO
083^ 7000'
(ARAMA1B) [ARAM1B]
RNAV (GNSS) ARRIVAL
263^ 1
Changi EAST Rwy 02R/20L
Republic of Singapore
6000' - FL180 Air Force (RSAF) Aircraft
MAX
the STAR from Singapore ATC when the flight is within 120 DME SJ and
220 KIAS
3. For flight landing at Singapore Changi Airport, pilots are to request for
RWY 20 is in use. Flight shall still remain under the control of WMKK ATC.
ROUTING
Direct distance from BIPOP to:
Changi Apt 15 NM
From ARAMA, speed 250 KT. To BOBAG at or above 10000', speed 220 KT, turn LEFT.
To SAMKO, turn LEFT. To BTM at or above 7000', speed 220 KT, turn LEFT. To DOVAN

at or above 4000', turn LEFT. To BIPOP at or above 3000', speed 190 KT.
.RNAV.STAR.
LOST
2. When cleared via ASUNA 1A by Singapore ATC:
CHANGES:
D-ATIS
LOST COMMS
128.6
and proceed on ASUNA 1A to SAMKO. Changi EAST Rwy 02R/20L 3500'

CHANGI
b. From SAMKO commence descent and carry out is solely for use by the
appropriate landing procedure for Rwy 02 as Republic of Singapore
WSSS/SIN
LOST COMMS
22'

Apt Elev
MSA ARP
LOST COMMS
New procedure.
Singapore ATC:
LOST COMMS
failure procedure.
LOST COMMS
1
1. RADAR required.
17 JUL 15
EXPECT RADAR
BOBAG BOKIP vectors for ILS
NOT TO SCALE N01 02.5 N01 04.4 approach Rwy 02
E103 29.9 E103 43.9
10-2B
At 220 KT At or above
JEPPESEN
At or above 6000'
10000'
SAMKO
(RWYS 02L/C)
N01 05.5
9 E103 52.9
ASUNA 14 At 190 KT
168^
.Eff.23.Jul.
N00 59.8
At or above
RNAV (GNSS) ARRIVAL
E103 09.9
082^ 20 262^ 4000'

348^
At 250 KT 6000' - FL180

MAX 220 KT 4000' - FL140
MAX 220 KT
ASUNA ONE ALFA (ASUNA1A) [ASUN1A]
Direct distance from SAMKO to:

Changi Apt 17 NM
ROUTING
From ASUNA, speed 250 KT. To BOBAG at or above 10000', speed 220 KT.

To BOKIP at or above 6000'. To SAMKO at or above 4000', speed 190 KT.
.RNAV.STAR.
2. When cleared via ASUNA 1B by Singapore ATC:
D-ATIS
CHANGES:
LOST COMMS
LOST COMMS
128.6
and proceed on ASUNA 1B to BIPOP, then direct to

CHANGI
NYLON. 3500'
3000' - FL140
203^
b. From NYLON commence descent and carry out NYLON MAX 220 KT
WSSS/SIN
appropriate landing procedure for Rwy 20 as N01 37.0

22'
close as possible to EAT or ETA. E104 06.4

Apt Elev
LOST COMMS
LOST COMMS
c. If unable to effect a landing, refer to Singapore MSA ARP
New procedure.
023^
Special Procedures for missed approach procedure. EXPECT RADAR
3. No clearance or instruction received from vectors for ILS
Singapore ATC: approach Rwy 20
LOST COMMS
failure procedure.
LOST COMMS
BIPOP
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS N01 31.4
E104 10.3
Changi Apt 15 NM At 190 KT
At or above
1. RADAR required.
17 JUL 15
3000'
12
348^
DOVAN
N01 19.6
1
10-2C
E104 12.8
1
Changi EAST Rwy 02R/20L At or above
is solely for use by the 4000'
JEPPESEN
NOT TO SCALE BOBAG Air Force (RSAF) Aircraft

12
N01 02.5
(RWYS 20R/C)
E103 29.9
023^
ASUNA At 220 KT
.Eff.23.Jul.
N00 59.8 At or above BTM

10000' N01 08.2
RNAV (GNSS) ARRIVAL
E103 09.9
E104 08.0
At 250 KT 080^ 15 At 220 KT
083^ 23 SAMKO At or above

N01 05.5 7000'
082^ 20 E103 52.9
ASUNA ONE BRAVO (ASUNA1B) [ASUN1B]
263^
6000' - FL180
MAX 220 KT ROUTING
From ASUNA, speed 250 KT. To BOBAG at or above 10000', speed 220 KT. To SAMKO,
turn LEFT. To BTM at or above 7000', speed 220 KT, turn LEFT. To DOVAN at or

above 4000', turn LEFT. To BIPOP at or above 3000', speed 190 KT.
.RNAV.STAR.
WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

CHANGI 14 AUG 15 10-2D .RNAV.STAR.
D-ATIS Apt Elev Alt Set: hPa Trans level: FL130 Trans alt: 11000'
128.6 22' 1. RADAR required.
BIKTA ONE ALPHA (BIKTA1A)[BIKT1A]

RNAV (GNSS) ARRIVAL 3500'
(RWYS 02L/C)
BIKTA
N02 43.6
MSA ARP
E103 43.1 120^

PIBAP
N02 30.4
27 E104 06.3
At 250 KT
180^
At or below
FL210
31
NOT TO SCALE PASPU
N01 59.3
E104 06.3
At 220 KT
203^
22
3000' - FL140
MAX 220 KT
023^
NYLON
N01 37.0
E104 06.4
1
172^
10
Changi EAST Rwy 02R/20L POSUB

is solely for use by the N01 27.4
Republic of Singapore E104 07.8
220 KT
203^
At
At or above
6000'
21
1 SANAT
SAMKO N01 07.8
N01 05.5 E103 59.5
E103 52.9 At 190 KT
At or above
168^
4000'
EXPECT RADAR
348^
4000' - FL140 vectors for ILS

MAX 220 KT approach Rwy 02
Direct distance from SANAT to:

Changi Apt 14 NM
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
LOST COMMS
2. When cleared via BIKTA 1A by Singapore ATC:

a. MAINTAIN last assigned flight level or altitude and proceed on BIKTA 1A to SANAT,
then direct to SAMKO.
b. From SAMKO commence descent and carry out appropriate landing procedure for Rwy 02
as close as possible to EAT or ETA.
c. If unable to effect a landing, refer to Singapore Special Procedures for missed approach
LOST COMMS
LOST COMMS
procedure.
3. No clearance or instruction received from Singapore ATC:
Refer to 10-1P pages for radio communications failure procedure.
ROUTING
From BIKTA. To PIBAP, at or below FL210, speed 250 KT, turn RIGHT. To PASPU, speed 220 KT.
To NYLON, turn LEFT. To POSUB at or above 6000', speed 220 KT, turn RIGHT. To SANAT at or
above 4000', speed 190 KT.
CHANGES: None. | JEPPESEN, 2015. ALL RIGHTS RESERVED.

CHANGI 14 AUG 15 10-2E .RNAV.STAR.
1. RADAR required.
128.6 22' 2. RNAV 1 navigation specification GNSS required.
BIKTA ONE BRAVO (BIKTA1B) [BIKT1B]

(RWYS 20R/C)
BIKTA MSA ARP

N02 43.6
E103 43.1
120^
PIBAP
N02 30.4
27 E104 06.3
At 250 KT
180^
At or below
FL210
31
PASPU
N01 59.3
E104 06.3
At 220 KT
At or above
NOT TO SCALE 6000'
NYLON
N01 37.0
22
203^
E104 06.4 3000' - FL140

At 190 KT MAX 220 KT
At or above
023^
3000'
EXPECT RADAR
vectors for ILS
approach Rwy 20
1
Changi EAST Rwy 02R/20L 1
Air Force (RSAF) Aircraft Direct distance from NYLON to:
Changi Apt 17 NM
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
2. When cleared via BIKTA 1B by Singapore ATC:
LOST COMMS
LOST COMMS
a. MAINTAIN last assigned flight level or altitude and proceed on BIKTA 1B to NYLON.
b. From NYLON commence descent and carry out appropriate landing procedure for Rwy 20
as close as possible to EAT or ETA.
c. If unable to effect a landing, refer to Singapore Special Procedures for missed approach
procedure.
COMMS
LOST CO

ROUTING
From BIKTA. To PIBAP at or below FL210, speed 250 KT, turn RIGHT. To PASPU, at or above
6000', speed 220 KT. To NYLON at or above 3000', speed 190 KT.
CHANGES: Procedure runway designation. | JEPPESEN, 2015. ALL RIGHTS RESERVED.
ROUTING 1. Set transponder to Mode A/C code 7600.
From TOMAN. To KARTO, turn RIGHT. To KEXAS at or below FL160, speed 2. When cleared via KARTO 1A by Singapore ATC:
CHANGES:
D-ATIS
250 KT. To LAVAX, speed 220 KT, turn LEFT. To IGNON at or above 7000'.
LOST COMMS
LOST COMMS
3500'
128.6
To SANAT at or above 4000', speed 190 KT. and proceed on KARTO 1A to SANAT, then direct
CHANGI
to SAMKO.
None.
b. From SAMKO commence descent and carry out
WSSS/SIN
appropriate landing procedure for Rwy 02 as MSA ARP

22'

Apt Elev
LOST COMMS
Changi EAST Rwy 02R/20L c. If unable to effect a landing, refer to Singapore LOST COMMS
is solely for use by the Special Procedures for missed approach procedure.
Republic of Singapore 3. No clearance or instruction received from
Air Force (RSAF) Aircraft Singapore ATC:
NOT TO SCALE failure procedure.
LOST COMMS
LOST COMMS
1. RADAR required.
TOMAN
18 DEC 15
N01 21.8
E105 47.3
KEXAS
^
1 IGNON
N01 08.8 LAVAX N01 10.3
233
E104 13.0 N01 09.8 E104 48.3

10-2F
E104 27.2 At
At or above 250 KT
EXPECT RADAR At
17
JEPPESEN
7000' 220 KT At or below

vectors for ILS FL160
approach Rwy 02
KARTO
N01 11.4 E105 33.7
(RWYS 02L/C)
266^ 269^ 269^

SAMKO 21 46
N01 05.5 14
E103 52.9 14
089^
089^ FL260 - FL310

7000' - FL140
RNAV (GNSS) ARRIVAL
MAX 280 KT
168^
SANAT MAX 220 KT
N01 07.8
E103 59.5
At 190 KT
348^
4000' - FL140 At or above
MAX 220 KT 4000'
KARTO ONE ALPHA (KARTO1A) [KART1A]

Changi Apt 14 NM

.RNAV.STAR.
1. Set transponder to Mode A/C code 7600. ROUTING
2. When cleared via KARTO 1B by Singapore ATC: From TOMAN. To KARTO, turn RIGHT. To KEXAS at or below FL160,
a. MAINTAIN last assigned flight level or altitude and proceed on speed 250 KIAS. To LAVAX, speed 220 KIAS, turn RIGHT. To RUVIK
CHANGES:
D-ATIS
128.6
LOST COMMS
KARTO 1B to BIPOP, then direct to NYLON. at or above 8000'. To DOVAN at or above 4000', turn RIGHT. To
CHANGI
LOST COMMS
b. From NYLON commence descent and carry out appropriate landing BIPOP at or above 3000', speed 190 KIAS.
procedure for Rwy 20 as close as possible to EAT or ETA.
WSSS/SIN
c. If unable to effect a landing, refer to Singapore Special

22'
Procedures for missed approach procedure.

Apt Elev
LOST COMMS
3500'
LOST COMMS
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
MSA ARP
3000' - FL140
Alt Set: hPa
NYLON NOT TO SCALE
203^
MAX 220 KIAS
N01 37.0
E104 06.4
1. RADAR required.
BIPOP 1
023^
N01 31.4
18 DEC 15
EXPECT RADAR E104 10.3 is solely for use by the

vectors for ILS Republic of Singapore
LAVAX to RUVIK and RUVIK to DOVAN distances.

approach Rwy 20 At 190 KIAS Air Force (RSAF) Aircraft
At or above
Trans level: FL130
3000'
10-2G
JEPPESEN
RUVIK
N01 14.4 TOMAN
12
E104 20.6 N01 21.8
At or above E105 47.3
Trans alt: 11000'
348^
8000' KEXAS
^
1 LAVAX N01 10.3

RNAV (GNSS)
N01 09.8
233
E104 48.3
(RWYS 20C/R)
9 E104 27.2 At 250 KIAS

DOVAN
N01 19.6 At 220 KIAS At or below
17
E104 12.8 FL160 KARTO

N01 11.4
At or above E105 33.7
8
304
4000' ^ 269^
KARTO 1B (KARTO1B) [KART1B]
21 46
269^
089^ 089^
Direct distance from BIPOP to: FL260 - FL310
7000' - FL140 MAX
Changi Apt 15 NM MAX 220 KIAS
280 KIAS

.RNAV.STAR.

CHANGI 17 JUL 15 10-2H .Eff.23.Jul. .RNAV.STAR.
128.6 1. RADAR required.
22' 2. RNAV 1 navigation specification GNSS required.
LEBAR TWO ALPHA (LEBAR2A) [LEBA2A]

RNAV (GNSS) ARRIVAL
(RWY 02L) 3500'
PASPU MSA ARP

N01 59.3
E104 06.3
At 220 KT
1 97 ^
NOT TO SCALE
35
PU
PAPA UNIFORM
D
115.1 PU
N01 25.4 E103 56.0 Direct distance from SAMKO to:
Changi Apt 17 NM
At or above
7000'
202^
Deviation is not permited

between SJ and PU
1
13
D
SJ
SINJON
113.5 SJ
N01 13.4 E103 51.3
1
At or above Air Force (RSAF) Aircraft
7000'
LOST COMMS
LOST COMMS LOST COMMS LOST COMMS LOST COMMS

^
234 1. Set transponder to Mode A/C code 7600.
2. When cleared via LEBAR 2A by Singapore
4
ATC:
PALGA a. MAINTAIN last assigned flight level or
N01 11.0
173^
altitude and proceed on LEBAR 2A to

LOST COMMS
E103 48.0
SAMKO.
At 220 KT b. From SAMKO commence descent and
6
carry out appropriate landing procedure for

Rwy 02L as close as possible to EAT or ETA.
PAMSI c. If unable to effect a landing, refer to
LOST COMMS
N01 05.0
E103 48.8 082^ SAMKO
N01 05.5
Singapore Special Procedures for
missed approach procedure.
4 3. No clearance or instruction received from
E103 52.9
Singapore ATC:
EXPECT RADAR At 190 KT Refer to 10-1P pages for radio
COMMS
vectors for ILS At or above communications failure procedure.

approach Rwy 02 4000' LOST COMMS LOST COMMS LOST COMMS LOST COMMS
ROUTING
From PASPU, speed 220 KT. To PU at or above 7000', turn RIGHT. To SJ at or above 7000', turn
RIGHT. To PALGA, speed 220 KT, turn LEFT. To PAMSI, turn LEFT. To SAMKO at or above
4000', speed 190 KT.
CHANGES: New procedure. | JEPPESEN, 2015. ALL RIGHTS RESERVED.

CHANGI 17 JUL 15 10-2J .Eff.23.Jul. .RNAV.STAR.
D-ATIS Apt Elev
1. RADAR required.
LEBAR TWO BRAVO (LEBAR2B) [LEBA2B]

RNAV (GNSS) ARRIVAL
(RWY 20R) 3500'
LOST COMMS LOST COMMS LOST COMMS LOST COMMS BIDUS

N01 35.9
LOST COMMS
1. Set transponder to Mode A/C code E103 57.9
7600. MSA ARP
2. When cleared via LEBAR 2B by At 190 KT
Singapore ATC: At or above
a. MAINTAIN last assigned flight level 3000'
LOST COMMS
or altitude and proceed on LEBAR 2B
to BIDUS, then direct to NYLON.
b. From NYLON commence descent and BETBA
carry out appropriate landing procedures N01 33.0 5
for Rwy 20R as close as possible to E103 53.5 ^
057
LOST COMMS
EAT or ETA. EXPECT RADAR
c. If unable to effect a landing, refer vectors for ILS
to Singapore Special Procedures
PU
PAPA UNIFORM approach Rwy 20
for missed approach procedure. D
3. No clearance or instruction received 115.1 PU
8
342^
from Singapore ATC: N01 25.4 E103 56.0
LOST COMMS
Refer to 10-1P pages for radio At 220 KT

communications failure procedure.
At or above
7000'
Deviation is not permited 1

between SJ and PU
13
D
SJ SINJON
113.5 SJ
022^
N01 13.4 E103 51.3

At or above
7000'
BOBAG
N01 02.5
E103 29.9 AG
BOB24
1
At 220 KT Changi EAST Rwy 02R/20L
At or above Republic of Singapore
10000' Air Force (RSAF) Aircraft
^
063
REMES
30
Direct distance from BIDUS to:

Changi Apt 14 NM REMES
N00 43.7
E103 57.6
348^
At 220 KT
NOT TO SCALE
TRANSITIONS
From BOBAG
BOBAG LEFT. To PU.
at or above 10000', speed 220 KT. To SJ at or above 7000', turn
REMES From REMES, speed 220 KT. To SJ at or above 7000', turn RIGHT. To PU.
ROUTING
From PU, at or above 7000', speed 220 KT, turn LEFT. To BETBA, turn RIGHT. To BIDUS at or
CHANGES:
D-ATIS
128.6
3500'
CHANGI
Notes.
WSSS/SIN
Direct distance from BIDUS to: MSA ARP

22'
Changi Apt 14 NM
Apt Elev
BIDUS
NOT TO SCALE N01 35.9
ARAMA E103 57.9
203^
N01 36.9 At 190 KIAS NYLON
E103 07.2
At or above N01 37.0
At 250 KIAS ALFA 3000' E104 06.4
N01 30.6 023^
E103 49.7
At 220 KIAS
118 At or above
^ At or above 6000'
1. RADAR required.
7000' 3000' - FL140

9 OCT 15
^ MAX220 KIAS
20 057 10
086^
7
LELIB EXPECT RADAR
N01 27.5 18 vectors for ILS
10-2J1
082^
E103 24.8 approach Rwy 20
JEPPESEN
At or above
JAYBEE
10000' 400 JB
(RWYS 20C/R)
JB
N01 30.0 E103 42.7
RNAV (GNSS) ARRIVAL

2. When cleared via LELIB 3B by Singapore ATC: 1
LOST COMMS
LOST COMMS
and proceed on LELIB 3B to BIDUS, then direct
to NYLON.
LELIB THREE BRAVO (LELIB3B) [LELI3B]
b. From NYLON commence descent and carry out 1

appropriate landing procedure for Rwy 20 as is solely for use by the
close as possible to EAT or ETA. Republic of Singapore
LOST COMMS
LOST COMMS
the STAR from Singapore ATC when the flight is within 120 DME SJ and

3. For flight landing at Singapore Changi Airport, pilots are to request for

RWY 20 is in use. Flight shall still remain under the control of WMKK ATC.
3. No clearance or instruction received from ROUTING

Singapore ATC: From ARAMA, speed 250 KT. To LELIB at or above 10000', turn LEFT. To JAYBEE at
Refer to 10-1P pages for radio communications or above 7000', speed 220 KT, turn RIGHT. To ALFA at or above 6000', turn LEFT.
LOST COMMS
failure procedure.

LOST COMMS
.RNAV.STAR.
To BIDUS at or above 3000', speed 190 KT.


CHANGI 9 OCT 15 10-2J2 .RNAV.STAR.
D-ATIS Apt Elev
1. RADAR required.
MABAL ONE ALPHA (MABAL1A)[MABA1A]

(RWYS 02L/C)
MSA ARP
FL160 - FL260
MABAL ^
MAX 250 KIAS
N03 28.4
E105 12.6
231
180^
NOT TO SCALE ^
42 ^ 051 FL280 - FL350
VINIL 231 MAX 300 KIAS
360^
N02 55.0 35
E104 06.3
180^ 258^ KILOT
25 N03 02.3
PIBAP E104 40.4
N02 30.4 E104 06.3
At 250 KIAS
PASPU At or below
31
N01 59.3 FL210

E104 06.3
203^
At 220 KIAS 3000' - FL140

MAX 220 KIAS
22
NYLON
N01 37.0
023^
E104 06.4
POSUB
172^
N01 27.4
10
E104 07.8
At 220 KIAS
At or above
203^
6000'
21

Changi Apt 14 NM
SANAT
N01 07.8
E103 59.5
1 1
At 190 KIAS Changi EAST Rwy 02R/20L
SAMKO
N01 05.5 At or above is solely for use by the
4000' Republic of Singapore
E103 52.9 Air Force (RSAF) Aircraft
LOST COMMS

168^

2. When cleared via MABAL 1A by Singapore
EXPECT RADAR ATC:
348^
4000' - FL140 a. MAINTAIN last assigned flight level or

MAX 220 KIAS vectors for ILS
altitude and proceed on MABAL 1A to
LOST COMMS
approach Rwy 02
SANAT, then direct to SAMKO.
b. From SAMKO commence descent and
Rwy 02 as close as possible to EAT or ETA.
c. If unable to effect a landing, refer to
LOST COMMS

Singapore ATC:
Refer to 10-1P pages for radio
COMMS

ROUTING
From MABAL. To KILOT, turn RIGHT. To VINIL, turn LEFT. To PIBAP at or below FL210, speed
250 KT. To PASPU, speed 220 KT. To NYLON, turn LEFT. To POSUB at or above 6000', speed
220KT, turn RIGHT. To SANAT at or above 4000', speed 190 KT.

CHANGI 17 JUL 15 10-2K .Eff.23.Jul. .RNAV.STAR.
1. RADAR required.
MABAL ONE BRAVO (MABAL1B) [MABA1B]

(RWYS 20C/R)
MSA ARP
FL160 - FL260
MAX 250 KT MABAL ^
N03 28.4
E105 12.6
231
180^
^
231 051
^ FL280 - FL350
MAX 300 KT
42
360^
VINIL
N02 55.0 258^
E104 06.3 35
KILOT
180^
N03 02.3
25
PIBAP E104 40.4

N02 30.4
E104 06.3
At 250 KT
PASPU
31
At or below
N01 59.3 FL210
E104 06.3
203^
At 220 KT
At or above
3000' - FL140
22
MAX 220 KT
6000'
023^
NYLON
EXPECT RADAR
N01 37.0
E104 06.4
vectors for ILS
approach Rwy 20 At 190 KT
At or above
3000'
1
Direct distance from NYLON to:
Changi Apt 17 NM
LOST COMMS

2. When cleared via MABAL 1B by Singapore
ATC:
a. MAINTAIN last assigned flight level or
altitude and proceed on MABAL 1B to
LOST COMMS
NOT TO SCALE NYLON.

b. From NYLON commence descent and
1
LOST COMMS
Changi EAST Rwy 02R/20L Singapore Special Procedures for

is solely for use by the missed approach procedure.
Republic of Singapore 3. No clearance or instruction received from
Air Force (RSAF) Aircraft Singapore ATC:
COMMS

ROUTING
From MABAL. To KILOT, turn RIGHT. To VINIL, turn LEFT. To PIBAP at or below FL210, speed
250 KT. To PASPU at or above 6000', speed 220 KT. To NYLON at or above 3000', speed 190 KT.
From OBDOS. To IKAGO. To IKIMA, turn RIGHT. To IBULA at or below 2. When cleared via OBDOS 1A by Singapore ATC:
CHANGES:
D-ATIS
FL180, speed 250 KT, turn RIGHT. To LAVAX, speed 220 KT, turn LEFT.
LOST COMMS
LOST COMMS
128.6
To IGNON at or above 7000'. To SANAT at or above 4000', speed 190 KT. and proceed on OBDOS 1A to SANAT, then direct 3500'
CHANGI
to SAMKO.
WSSS/SIN

22'

Apt Elev
LOST COMMS
LOST COMMS
New procedure.
Singapore ATC:
failure procedure.
LOST COMMS
LOST COMMS
NOT TO SCALE 1 LAVAX

N01 09.8
1. RADAR required.
E104 27.2
17 JUL 15
EXPECT RADAR At 220 KT 2

vectors for ILS 7000' - FL140
approach Rwy 02 MAX 220 KT
10-2L
SAMKO
266^ 269^
JEPPESEN
N01 05.5
14
14 2
E103 52.9
(RWYS 02L/C)
089^ FL150 - FL250
21
IGNON
335
MAX 250 KT
168^
SANAT N01 08.8 111^
N01 07.8 E104 13.0 IKAGO
.Eff.23.Jul.
291^
E103 59.5 At or above
N00 38.3
RNAV (GNSS) ARRIVAL
20
At 190 KT 7000' E105 29.5
IKIMA
348^
35
4000' - FL140 At or above
291^
N00 43.2
MAX 220 KT E104 55.0
4000' 87 279^
IBULA OBDOS
N00 50.6 N00 25.1
OBDOS ONE ALPHA (OBDOS1A) [OBDO1A]
E104 36.0 E106 55.9

At 250 KT
At or below
1 FL180
Republic of Singapore Direct distance from SANAT to:
Air Force (RSAF) Aircraft Changi Apt 14 NM

.RNAV.STAR.
ROUTING
From OBDOS. To IKAGO. To IKIMA, turn RIGHT. To IBULA at or below
FL180, speed 250 KIAS, turn RIGHT. To LAVAX, speed 220 KIAS, turn LEFT.
CHANGES:
D-ATIS
128.6
3000' - FL140 To RUVIK at or above 8000'. To DOVAN at or above 4000', turn RIGHT.
CHANGI
MAX
203^
NYLON 220 KIAS
N01 37.0 To BIPOP at or above 3000', speed 190 KIAS.
WSSS/SIN
E104 06.4
22'
Apt Elev
023^
BIPOP 3500'
EXPECT RADAR N01 31.4
vectors for ILS E104 10.3 1
approach Rwy 20 Changi EAST Rwy 02R/20L
At 190 KIAS is solely for use by the
Republic of Singapore MSA ARP
At or above
Alt Set: hPa
RUVIK
2 NOT TO SCALE
7000' - FL140
1. RADAR required.
N01 14.4
12
MAX 220 KIAS
18 DEC 15
E104 20.6
At or above

348^
1 8000'
LAVAX
N01 09.8
Trans level: FL130
E104 27.2
10-2M
DOVAN 9
N01 19.6 At 220 KIAS
JEPPESEN
E104 12.8
At or above
8
304
4000' ^
269^
2
Trans alt: 11000'
FL150 - FL250
1. Set transponder to Mode A/C code 7600. 089^ MAX 250 KIAS
21
2. When cleared via OBDOS 1B by Singapore ATC:
335
RNAV (GNSS)
^
(RWYS 20C/R)

111^
LOST COMMS
IKAGO
LOST COMMS
29
and proceed on OBDOS 1B to BIPOP, then direct
1^ N00 38.3
IBULA
to NYLON. 20 E105 29.5
N00 50.6 OBDOS
b. From NYLON commence descent and carry out E104 36.0 N00 25.1
IKIMA 35
appropriate landing procedure for Rwy 20 as E106 55.9
291^
At 250 KIAS N00 43.2
279^
OBDOS 1B (OBDOS1B) [OBDO1B]
E104 55.0 87
LOST COMMS
c. If unable to effect a landing, refer to Singapore At or below
LOST COMMS
Special Procedures for missed approach procedure. FL180
Singapore ATC: Direct distance from BIPOP to:
Refer to 10-1P pages for radio communications Changi Apt 15 NM
failure procedure.
LOST COMMS
LOST COMMS

.RNAV.STAR.

CHANGI 18 DEC 15 10-2N .RNAV.STAR.
1. RADAR required.
REPOV ONE ALPHA (REPOV1A) [REPO1A]

(RWYS 02L/C)
MSA ARP
NOT TO SCALE
SAMKO
EXPECT RADAR N01 05.5
vectors for ILS E103 52.9
approach Rwy 02
At 190 KT
At or above
4000' - FL140 4000'
MAX 220 KT
168^
REMES
N00 43.7
22
E103 57.6
At 220 KT
At or above
6000'
168^
6000' - FL140
MAX 220 KT
REPOV
28
N00 16.4
348^
E104 03.0
FL150 - FL250 At 250 KT
MAX 250 KT
At or below
FL210
168^
348^
LOST COMMS

2. When cleared via REPOV 1A by Singapore ATC:
and proceed on REPOV 1A to SAMKO.
LOST COMMS
close as possible to EAT or ETA. 1

c. If unable to effect a landing, refer to Singapore Changi EAST Rwy 02R/20L
Special Procedures for missed approach procedure. Republic of Singapore
3. No clearance or instruction received from Air Force (RSAF) Aircraft
Singapore ATC:
LOST COMMS

failure procedure.
Direct distance from SAMKO to:
COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
Changi Apt 17 NM
ROUTING
From REPOV at or below FL210, speed 250 KT. To REMES at or above 6000', speed 220 KT.
To SAMKO at or above 4000', speed 190 KT.

CHANGI 17 JUL 15 10-2P .Eff.23.Jul. .RNAV.STAR.
128.6 1. RADAR required.
22' 2. RNAV 1 navigation specification GNSS required.
REPOV ONE BRAVO (REPOV1B) [REPO1B]

(RWYS 20C/R)
MSA ARP
3000' - FL140
203^
MAX 220 KT
NYLON EXPECT RADAR

N01 37.0 vectors for ILS
023^
E104 06.4 approach Rwy 20
BIPOP
N01 31.4
E104 10.3 NOT TO SCALE
At 190 KT
At or above
3000'
12
DOVAN
348^
N01 19.6
E104 12.8
At or above
4000'
1
1
12

BTM Air Force (RSAF) Aircraft
N01 08.2
E104 08.0 Direct distance from BIPOP to:
At 220 KT Changi Apt 15 NM
At or above
7000'
LOST COMMS

2. When cleared via REPOV 1B by Singapore ATC:
27

and proceed on REPOV 1B to BIPOP, then direct
to NYLON.
^
LOST COMMS
b. From NYLON commence descent and carry out

023
REMES appropriate landing procedure for Rwy 20 as

N00 43.7
E103 57.6 close as possible to EAT or ETA.
168^
At 220 KT Special Procedures for missed approach procedure.

LOST COMMS
Singapore ATC:
6000' - FL140 failure procedure.
MAX 220 KT
REPOV
28
N00 16.4
E104 03.0
348^
At 250 KT
FL150 - FL250 At or below
MAX 250 KT FL210
168^
348^
ROUTING
From REPOV at or below FL210, speed 250 KT. To REMES, speed 220 KT, turn RIGHT. To BTM
at or above 7000', speed 220 KT. To DOVAN at or above 4000', turn LEFT. To BIPOP at or
From SURGA. To IKAGO, turn LEFT. To IKIMA, turn RIGHT. To IBULA 2. When cleared via SURGA 1A by Singapore ATC:
CHANGES:
D-ATIS
at or below FL180, speed 250 KT, turn RIGHT. To LAVAX, speed 220 KT,
LOST COMMS
LOST COMMS
128.6
and proceed on SURGA 1A to SANAT, then direct 3500'

turn LEFT. To IGNON at or above 7000'. To SANAT at or above 4000',
CHANGI
speed 190 KT. to SAMKO.

WSSS/SIN

22'

Apt Elev
LOST COMMS
LOST COMMS
New procedure.
Singapore ATC:
failure procedure.
LOST COMMS
LOST COMMS
1 LAVAX
N01 09.8
E104 27.2 2
EXPECT RADAR At 220 KT 7000' - FL140
1. RADAR required.
17 JUL 15
vectors for ILS MAX 220 KT

approach Rwy 02
SAMKO
266^ 269^
2
10-2Q
N01 05.5 14 FL150 - FL250

E103 52.9 14
MAX 250 KT
JEPPESEN
089^
21
IGNON
335
^
168^
SANAT N01 08.8 111^
N01 07.8 E104 13.0 IKAGO
(RWYS 02L/C)
291^
E103 59.5 At or above 20 N00 38.3
At
E105 29.5
.Eff.23.Jul.
190 KT 7000' IKIMA

279^
348^
35
At or above
291^
4000' - FL140 N00 43.2
RNAV (GNSS) ARRIVAL
MAX 220 KT 4000' E104 55.0

IBULA
97
N00 50.6
32
E104 36.0
0^
At 250 KT
SURGA ONE ALPHA (SURGA1A) [SURG1A]
At or below
SURGA
FL180 S00 37.0
E106 31.3
1
Republic of Singapore Direct distance from SANAT to: NOT TO SCALE
Air Force (RSAF) Aircraft Changi Apt 14 NM

.RNAV.STAR.
ROUTING
3000' - FL140 From SURGA. To IKAGO, turn LEFT. To IKIMA, turn RIGHT. To IBULA at or below
203^
NYLON MAX 220 KIAS FL180, speed 250 KIAS, turn right. To LAVAX, speed 220 KIAS, turn LEFT. To RUVIK
CHANGES:
D-ATIS
N01 37.0
128.6
at or above 8000'. To DOVAN at or above 4000', turn RIGHT. To BIPOP at or above

CHANGI
E104 06.4
3000', speed 190 KIAS.
BIPOP
WSSS/SIN
023^
N01 31.4
EXPECT RADAR
22'
E104 10.3
Apt Elev
vectors for ILS

approach Rwy 20 At 190 KIAS 3500'
At or above 1
3000' Changi EAST Rwy 02R/20L
Republic of Singapore MSA ARP
Air Force (RSAF) Aircraft NOT TO SCALE
Alt Set: hPa
RUVIK
N01 14.4 2
12
E104 20.6 7000' - FL140
1. RADAR required.
At or above MAX 220 KIAS
348^
18 DEC 15
1 8000'
LAVAX

N01 09.8
9 E104 27.2
DOVAN
Trans level: FL130
N01 19.6 At 220 KIAS

10-2S
E104 12.8
At or above
JEPPESEN
8 304
4000' ^
269^
2
Changi Apt 15 NM 089^ FL150 - FL250
MAX
Trans alt: 11000'
250 KIAS
21
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST
335
^
COMMS
2. When cleared via SURGA 1B by Singapore ATC:
111^
RNAV (GNSS)
IKAGO
(RWYS 20C/R)
IBULA
291^
20
LOST COMMS
N00 50.6 N00 38.3
and proceed on SURGA 1B to BIPOP, then direct E104 36.0 E105 29.5
to NYLON. IKIMA 279^
At 250 KIAS N00 43.2 35
b. From NYLON commence descent and carry out
291^
E104 55.0
LOST COMMS
appropriate landing procedure for Rwy 20 as At or below
close as possible to EAT or ETA. FL180
SURGA 1B (SURGA1B) [SURG1B]
LOST COMMS
97
Special Procedures for missed approach procedure. SURGA

32
3. No clearance or instruction received from S00 37.0

0^
Singapore ATC: E106 31.3
LOST COMMS
failure procedure.
LOST COMMS

.RNAV.STAR.

CHANGI 18 DEC 15 10-2T .RNAV.STAR.
1. RADAR required.
VEPLI ONE ALPHA (VEPLI1A) [VEPL1A]

(RWYS 02L/C)
MSA ARP
FL280 - FL350
180^
MAX 300 KT
VEPLI
360^
N03 52.4
E104 05.7
180^
57
FL160 - FL260
MAX 250 KT
VINIL
360^
N02 55.0
E104 06.3
180^
PIBAP
25
N02 30.4 NOT TO SCALE

E104 06.3
At 250 KT
PASPU At or below
31
N01 59.3 FL210

E104 06.3
203^
At 220 KT 3000' - FL140

MAX 220 KT
22
NYLON
N01 37.0
023^
E104 06.4
POSUB
1720 ^
N01 27.4
1
E104 07.8
At 220 KT
1
203^
At or above Changi EAST Rwy 02R/20L

6000' is solely for use by the
1
21
Changi Apt 14 NM
LOST COMMS
SANAT LOST COMMS LOST COMMS LOST COMMS LOST COMMS

N01 07.8 1. Set transponder to Mode A/C code 7600.
E103 59.5 2. When cleared via VEPLI 1A by Singapore
SAMKO ATC:
N01 05.5 At 190 KT
E103 52.9 a. MAINTAIN last assigned flight level or
At or above altitude and proceed on VEPLI 1A to SANAT,
LOST COMMS
4000' then direct to SAMKO.

b. From SAMKO commence descent and
168^

348^
EXPECT RADAR c. If unable to effect a landing, refer to

LOST COMMS
4000' - FL140 Singapore Special Procedures for

MAX 220 KT vectors for ILS
approach Rwy 02 missed approach procedure.
Singapore ATC:
COMMS

ROUTING
From VEPLI. To VINIL. To PIBAP at or below FL210, speed 250 KT. To PASPU, speed 220 KT.
To NYLON, turn LEFT. To POSUB at or above 6000', speed 220 KT, turn RIGHT. To SANAT at
or above 4000', speed 190 KT.

CHANGI 17 JUL 15 10-2U .Eff.23.Jul. .RNAV.STAR.
1. RADAR required.
VEPLI ONE BRAVO (VEPLI1B) [VEPL1B]

(RWYS 20C/R)
MSA ARP
FL280 - FL350
180^
MAX 300 KT
VEPLI
360^
N03 52.4
E104 05.7
180^
57
NOT TO SCALE
FL160 - FL260
MAX 250 KT
360^
VINIL
N02 55.0
E104 06.3
180^
25
PIBAP
N02 30.4
E104 06.3
At 250 KT
At or below
FL210
31
PASPU
N01 59.3
E104 06.3
203^
At 220 KT 3000' - FL140

At or above MAX 220 KT
22
6000'
023^
NYLON
EXPECT RADAR
N01 37.0
E104 06.4
vectors for ILS
approach Rwy 20 At 190 KT 1
At or above is solely for use by the
3000' Republic of Singapore
LOST COMMS

2. When cleared via VEPLI 1B by Singapore
1 ATC:
a. MAINTAIN last assigned flight level or
altitude and proceed on VEPLI 1B to
LOST COMMS
NYLON.
b. From NYLON commence descent and
LOST COMMS

Singapore ATC:
COMMS
Direct distance from NYLON to: communications failure procedure.

Changi Apt 17 NM LOST COMMS LOST COMMS LOST COMMS LOST COMMS
ROUTING
From VEPLI. To VINIL. To PIBAP at or below FL210, speed 250 KT. To PASPU, at or above
6000', speed 220 KT. To NYLON at or above 3000', speed 190 KT.
WSSS/SIN + JEPPESEN SINGAPORE, SINGAPORE

26 JAN 07 10-3 CHANGI
MINIMUM CLIMB GRADIENT CRITERIA

The Instrument Departure Procedures are only applicable for aircraft with all engines
operating. It remains the responsibility of the operator to develop contingency proce-
dures for the individual type of aircraft and to conduct the necessary examination of
obstacles throughout the areas concerned in relation to the certificated performance of
the individual aircraft type. It is also the responsibility of the operator to ensure that
contingency procedures comply fully with the airplane performance requirements of
Annex 6.
The specific routes to be followed are depicted in SID Charts pages. Altitude restric-
tions at fixes and/or DME specify ATC/airspace requirements. Minimum net climb gra-
dient specifies obstacle clearance requirements.
In the event that the minimum net climb gradient cannot be achieved, pilots shall
inform ATC and ATC shall hold departures if pilots indicate that they are unable to
meet the required net climb gradient.
RUNWAY 02L
When there are no reports of vessel movement along the northern shipping channel, or
where the reported vessel height is less than 35m (115 ft) AMSL, the aircraft minimum
net climb gradient shall be at 3.3%.
Where the reported vessel height is 35m (115 ft) AMSL or higher, ATC shall advise
departing pilots of the vessel height. Pilots, on receipt of this information, shall apply
the minimum net climb gradient in accordance with the table below.
Ht of Vessel Gradient Minimum Crossing Altitude Over Vessel

(meters AMSL) (%) meters feet
35 3.4 44 142
40 3.9 49 158
50 4.8 59 191
60 5.8 69 224
70 6.8 79 257
80 7.8 89 290
90 8.8 99 322
100 9.7 109 355
110 10.7 119 388
120 11.7 129 421
130 12.7 139 454
140 13.7 149 486
After the aircraft has reached or passed the minimum crossing altitude over vessel,
the minimum net climb gradient shall be 3.3%.
RUNWAY 02C
When there are no reports of vessel movement along the northern shipping channel, or
where the reported vessel height is less than 70m (230 ft) AMSL, the aircraft minimum
net climb gradient shall be at 3.3%.
Where the reported vessel height is 70m (230 ft) AMSL or higher, ATC shall advise
pilots of the vessel height. Pilots, on receipt of this information, shall apply the mini-
mum net climb gradient in accordance with the following table.
| JEPPESEN SANDERSON, INC., 1998, 2007. ALL RIGHTS RESERVED.


26 JAN 07 10-3A CHANGI
MINIMUM CLIMB GRADIENT CRITERIA
Ht of Vessel Gradient Minimum Crossing Altitude Over Vessel

(meters AMSL) (%) meters feet
70 3.4 89 292
80 3.8 99 325
90 4.3 109 358
100 4.7 119 390
110 5.1 129 423
120 5.5 139 456
130 6.0 149 489
140 6.4 159 522
After the aircraft has reached or passed the minimum crossing altitude over vessel,
the minimum net climb gradient shall be 3.3%.
RUNWAYS 20C/20R
All departures on Runway 20C/20R shall be on a minimum net climb gradient of 5%
until reaching or passing 400 ft. Thereafter, the minimum net climb gradient shall be
3.3%.
Refer to Standard Instrument Departures for Runways 20C and 20R.
DETERMINATION OF CLIMB GRADIENT BY OPERATORS
The minimum net climb gradients specified above need not apply to operators who wish
to calculate their own climb gradients based on actual lift-off point, provided the cal-
culation ensures the following:
^ the most penalizing obstacle is taken into account under both all-engines operating
procedures as well as one-engine-out procedures; and
^ the required minimum obstacle clearance (MOC) is met under all engines operating
procedures.
For the above calculations, operators shall use the following information:
a. The most penalizing obstacle is a tall vessel which is on the extended center line of
the runway. (ATC shall advise pilots of the height of the tall vessel.)
b. The required MOC is 0.8% of the distance (d) from the departure end of runway
(DER) to the obstacle, in accordance with Volume II of ICAO Doc 8168 -
Procedures for Air Navigation Services Operations (PANS-OPS) where, in the case
of Singapore Changi Airport, the DER is defined as the end of the clearway.
c. The distance (d) for departure Runways 02L/02C is measured from the DER to the
shipping channel north of Changi. The distance (d) for departure Runways 20C/20R is
measured from the DER to the boundary of the restricted waters south of Changi
wherein tall vessels of height above 49m (161 ft) AMSL are not permitted. The dis-
tance (d) for the various departure runways is as follows:
Departure Runway Distance (d)
02L 1020m
02C 2360m
20C 5945m
20R 8370m
| JEPPESEN SANDERSON, INC., 1998, 2007. ALL RIGHTS RESERVED.


CHANGI 25 SEP 15 10-3B .RNAV.SID.
Trans level: FL130 Trans alt: 11000'
1. RADAR required.
Apt Elev 2. RNAV 1 Navigation Specification GNSS required.
3500'
3. Aircraft unable to fly the SID profile shall inform ATC prior to
22' departure and to EXPECT RADAR vectoring, if necessary.
4. Cruising levels will be issued after take-off by Singapore RADAR.
5. All SIDs include noise preferential routes. MSA ARP
ADMIM 1A [ADMI1A], ADMIM 1B [ADMI1B]

RNAV (GNSS) DEPARTURES
(RWYS 02C, 20C)
SPEED: SHALL NOT EXCEED 230 KIAS UNTIL PASSING 4000' AND
NOT EXCEED 250 KIAS UNTIL PASSING 10000'
TOKIM
N01 29.6 E104 03.3
At or above DOKTA
A 2000' 115^ N01 26.1
Changi EAST Rwy 02R/20L E104 10.7
Republic of Singapore 9 At or above
Air Force (RSAF) Aircraft 4000'
169^
SUDPO
N01 17.5 E103 58.1
023^
203^
Direct distance from Changi Apt At or above

(Rwy 02C) to: TOKIM 9 NM 2000' A
21
(Rwy 20C) to: SUDPO 4 NM
SUGAM
N01 13.3
5
E103 56.3
SAMKO 1
N01 05.5 E103 52.9 ADMIM 1A
8
At or below
6000' 2 255^
ADMIM 1B
204^
NOT TO SCALE 2 DOGRA

17 N01 05.4
6
262^ 262^ E104 14.4

276^ 8 1 AGROT At or below
ASUNA 21 20 ABVIP N01 01.1 6000'
N00 59.8 N01 00.1 E103 58.1
E103 09.9 ADMIM E103 50.5
N00 57.6
E103 30.6 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
At or above
10000' 2. Communications failure occurs
immediately after departure on:
Rwy 02C: Proceed straight ahead to Nylon
Holding Area (NHA) climbing to the last
LOST COMMS
assigned altitude. Thereafter refer to

For minimum climb gradient criteria: 10-1P pages for radio communications
Rwy 02C: See 10-3 and 10-3A. failure procedure.
Rwy 20C: Departures shall be on a Rwy 20C: Proceed straight ahead to Samko
minimum net climb gradient of 5.0% Holding Area (SHA) climbing to the last
LOST COMMS
until reaching or passing 400'.

10-1P pages for radio communications
Gnd speed-KT 75 100 150 200 250 300 failure procedure.
5.0% V/V(fpm) 380 506 760 1013 1266 1519 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
Initial climb clearance 3000' or as directed by ATC

SID RWY INITIAL CLIMB
To TOKIM on course 023^ at or above
ADMIM 02C 4000', turn RIGHT. To DOGRA at or below2000', turn RIGHT. To DOKTA at or above
1A 6000', turn RIGHT. To AGROT, turn
RIGHT. To ABVIP. To ADMIM at or above 10000', turn RIGHT. To ASUNA.
ADMIM 20C To SUDPO on course 203^ at or above 2000'. To SUGAM. To SAMKO at or below
6000', turn RIGHT. To ABVIP, turn RIGHT. To ADMIM at or above 10000', turn
1B RIGHT. To ASUNA.
CHANGES: Speed restrictions. | JEPPESEN, 2015. ALL RIGHTS RESERVED.

CHANGI 25 SEP 15 10-3C .RNAV.SID.
1. RADAR required.
3500'
ADMIM 1E [ADMI1E], ADMIM 1F [ADMI1F]

(RWYS 02L, 20R)
TOPOM
N01 29.9 E104 02.5
At or above
2000' 115^ DOKTA
A N01 26.1
Republic of Singapore 9 At or above
Air Force (RSAF) Aircraft 4000'
023^
169^
SUNVA
N01 17.9 E103 57.4
203^
At or above
Direct distance from Changi Apt
2000'
(Rwy 02L) to: TOPOM 9 NM
A
21
(Rwy 20R) to: SUNVA 4 NM
SUNGO
5
N01 13.6 E103 55.5

197^
SAMKO 1
8
N01 05.5 E103 52.9 ADMIM 1E

At or below
NOT TO SCALE 6000' 2 255^
ADMIM 1F
204^
2 DOGRA
17 N01 05.4
6
262^ 262^ E104 14.4

276^ 8 1 AGROT At or below
ASUNA 21 20 ABVIP N01 01.1 6000'
N00 59.8 N01 00.1 E103 58.1
E103 09.9 ADMIM E103 50.5
N00 57.6
E103 30.6 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
LOST COMMS
At or above
10000' 2. Communications failure occurs
Rwy 02L: Proceed straight ahead to Nylon
LOST COMMS

For minimum climb gradient criteria: 10-1P pages for radio communications
Rwy 02L: See 10-3 and 10-3A. failure procedure.
Rwy 20R: Departures shall be on a Rwy 20R: Proceed straight ahead to Samko
minimum net climb gradient of 5.0% Holding Area (SHA) climbing to the last
LOST COMMS

10-1P pages for radio communications
Gnd speed-KT 75 100 150 200 250 300 failure procedure.
5.0% V/V(fpm) 380 506 760 1013 1266 1519 LOST COMMS LOST COMMS LOST COMMS LOST COMMS

To TOPOM on course 023^ at or above
ADMIM 02L 4000', turn RIGHT. To DOGRA at or below2000', turn RIGHT. To DOKTA at or above
1E 6000', turn RIGHT. To AGROT, turn
RIGHT. To ABVIP. To ADMIM at or above 10000', turn RIGHT. To ASUNA.
ADMIM 20R To SUNVA on course 203^ at or above 2000'. To SUNGO, turn LEFT. To SAMKO
at or below 6000', turn RIGHT. To ABVIP, turn RIGHT. To ADMIM at or above
1F 10000', turn RIGHT. To ASUNA.

CHANGI 25 SEP 15 10-3D .RNAV.SID.
1. RADAR required.
2. RNAV 1 Navigation Specification GNSS required.
Apt Elev 3. Aircraft unable to fly the SID profile shall inform ATC prior to
3500'
departure and to EXPECT RADAR vectoring, if necessary.
22' 4. On initial contact when requesting ATC, inform ATC of the flight
level aircraft can cross ANITO.
5. Cruising levels will be issued after take-off by Singapore RADAR. MSA ARP
6. All SIDs include noise preferential routes.
ANITO 6A [ANIT6A], ANITO 5B [ANIT5B]

(RWYS 02C, 20C)
TOKIM A
N01 29.6 E104 03.3 Changi EAST Rwy 02R/20L
At or above
DOKTA Republic of Singapore
2000' 115^ Air Force (RSAF) Aircraft
N01 26.1
E104 10.7
9 At or above
169^ 4000'
023^
LOST COMMS LOST COMMS LOST COMMS LOST

1. Set transponder to Mode A/C code
LOST COMMS 7600.
SUDPO
203^
2. Communications failure occurs

N01 17.5 E103 58.1 immediately after departure on:
At or above Rwy 02C: Proceed straight ahead to
2000' A Nylon Holding Area (NHA) climbing
to the last assigned altitude.
LOST COMMS
Thereafter refer to 10-1P pages for

radio communications failure
ANITO 6
procedure.
Rwy 20C: Proceed straight ahead to
21
5
SUGAM Samko Holding Area (SHA) climbing

LOST COMMS
A
N01 13.3 to the last assigned altitude.

E103 56.3 Thereafter refer to 10-1P pages
113^ for radio communications failure
3 procedure.
SAPTI 4
N01 12.3
E103 58.6 SASGA DOGRA
N01 10.6 6 N01 05.4
E104 02.5 ANI E104 14.4
TO
At or above BTM 5B At or below
N01 08.2 7 6000'
4000' E104 08.0
180^

(Rwy 02C) to: TOKIM 9 NM
17

DOSNO
For minimum climb gradient criteria: N00 48.0
Rwy 02C: See 10-3 and 10-3A. E104 14.2 NOT TO SCALE
150
Rwy 20C: Departures shall be on a

minimum net climb gradient of 5.0% until
^
reaching or passing 400'.

75
ANITO
Gnd speed-KT 75 100 150 200 250 300 S00 17.0
5.0% V/V(fpm) 380 506 760 1013 1266 1519 E104 52.0

ANITO 02C 4000', turn RIGHT. To DOGRA at or below2000', turn RIGHT. To DOKTA at or above
6A 6000', turn RIGHT. To DOSNO, turn
LEFT. To ANITO.
To SUDPO on course 203^ at or above 2000'. To SUGAM, turn LEFT. To SAPTI.
ANITO 20C To SASGA at or above 4000'. To BTM. To DOGRA at or below 6000', turn RIGHT.
5B To DOSNO, turn LEFT. To ANITO.
CHANGES: Speed restrictions. | JEPPESEN, 2006, 2015. ALL RIGHTS RESERVED.

CHANGI 25 SEP 15 10-3E .RNAV.SID.
1. RADAR required.
2. RNAV 1 Navigation Specification GNSS required.
Apt Elev 3. Aircraft unable to fly the SID profile shall inform ATC prior to
departure and to EXPECT RADAR vectoring, if necessary. 3500'
22' 4. On initial contact when requesting ATC, inform ATC of the flight
level aircraft can cross ANITO.
5. Cruising levels will be issued after take-off by Singapore RADAR. MSA ARP
6. All SIDs include noise preferential routes.
ANITO 6E [ANIT6E], ANITO 5F [ANIT5F]
(RWYS 02L, 20R)
TOPOM
N01 29.9 E104 02.5
At or above
2000' 115^ DOKTA
N01 26.1 A
E104 10.7 Changi EAST Rwy 02R/20L
9 is solely for use by the
At or above Republic of Singapore
023^

169^
SUNVA
N01 17.9 1. Set transponder to Mode A/C code
E103 57.4 LOST COMMS
7600.
203^

At or above
2000' Rwy 02L: Proceed straight ahead to
A Nylon Holding Area (NHA) climbing
LOST COMMS

ANITO 6
procedure.
5
Rwy 20R: Proceed straight ahead to

21
Samko Holding Area (SHA) climbing

LOST COMMS
E

113^ Thereafter refer to 10-1P pages
SUNGO for radio communications failure
N01 13.6 procedure.
E103 55.5 8 LOST COMMS LOST COMMS LOST COMMS LOST
SASGA DOGRA
N01 10.6 6 N01 05.4
E104 02.5 ANI E104 14.4
TO
BTM 5F At or below
At or above 7
4000' N01 08.2 6000'
E104 08.0
180^

17

DOSNO
For minimum climb gradient criteria: N00 48.0
Rwy 02L: See 10-3 and 10-3A. E104 14.2 NOT TO SCALE
150
Rwy 20R: Departures shall be on a

^
75
reaching or passing 400'. ANITO

Gnd speed-KT 75 100 150 200 250 300 S00 17.0
5.0% V/V(fpm) 380 506 760 1013 1266 1519 E104 52.0

ANITO 02L 4000', turn RIGHT. To DOGRA at or below2000', turn RIGHT. To DOKTA at or above
6E
6000', turn RIGHT. To DOSNO, turn
LEFT. To ANITO.
To SUNVA on course 203^ at or above 2000'. To SUNGO, turn LEFT. To SASGA
ANITO 20R at or above 4000'. To BTM. To DOGRA at or below 6000', turn RIGHT. To DOSNO,
5F turn LEFT. To ANITO.

CHANGI 9 OCT 15 10-3F .RNAV.SID.
1. RADAR required.
3500'
AROSO 2A [AROS2A], AROSO 2B [AROS2B]

(RWYS 02C, 20C)
SPEED: RWY 02C: SHALL NOT EXCEED 230 KIAS UNTIL PASSING 4000'
AND NOT EXCEED 250 KIAS UNTIL PASSING 10000'
RWY 20C: SHALL NOT EXCEED 230 KIAS UNTIL SASGA
AROSO
N02 08.8 AKMET
E103 24.4 N01 53.9
E103 43.7
At or above
24 11000'
AKOMA
N01 45.4
LOST COMMS LOST COMMS LOST COMMS LOST COMMS E103 54.7
1. Set transponder to Mode A/C code 14 308 AROSO 2A
^
LOST COMMS
7600. At or above
NOT TO SCALE
2. Communications failure occurs 7000'
Nylon Holding Area (NHA) climbing
LOST COMMS

AR 18

OS
procedure. TOKIM
ARO 21
O2
Rwy 20C: Proceed straight ahead to N01 29.6

A
E104 03.3
SO 2

LOST COMMS
to the last assigned altitude. At or above

B
332
Thereafter refer to 10-1P pages for 2000'

^
procedure.
342^
A
D
VTK
TEKONG
116.5 VTK
N01 24.9 E104 01.3
023^

is solely for use by the AROSO 2B
Republic of Singapore SUDPO
Air Force (RSAF) Aircraft At or above
N01 17.5 7000'
E103 58.1
203^

2000' A
10

For minimum climb gradient criteria:
Rwy 02C: See 10-3 and 10-3A. SUGAM SUKOK
342^
N01 15.2
5
N01 13.3
E103 56.3 E104 04.5
Rwy 20C: Departures shall be on a 113^
SASGA
minimum net climb gradient of 5.0%
023^
3 N01 10.6 E104 02.5

5
SAPTI 4 At 230 KT
Gnd speed-KT 75 100 150 200 250 300 N01 12.3 At or above
5.0% V/V(fpm) 380 506 760 1013 1266 1519 E103 58.6 4000'
AROSO 02C To TOKIM on course 023^ at or above 2000', turn LEFT. To AKOMA at or above
2A 7000', turn LEFT. To AKMET at or above 11000'. To AROSO.
To SUDPO on course 203^ at or above 2000'. To SUGAM, turn LEFT. To SAPTI. To
AROSO 20C SASGA at or above 4000', speed 230 KT, turn LEFT. To SUKOK, turn LEFT. To VTK
2B VOR at or above 7000'. To AKOMA, turn LEFT. To AKMET at or above 11000'. To
AROSO.

CHANGI 9 OCT 15 10-3G .RNAV.SID.
1. RADAR required.
3500'
AROSO 2E [AROS2E], AROSO 2F [AROS2F]

(RWYS 02L, 20R)
SPEED: RWY 02L: SHALL NOT EXCEED 230 KIAS UNTIL PASSING 4000'
RWY 20R: SHALL NOT EXCEED 230 KIAS UNTIL SASGA
AKMET
AROSO N01 53.9
N02 08.8 E103 43.7
E103 24.4
24 At or above
11000'
LOST COMMS LOST COMMS LOST COMMS LOST COMMS AKOMA
1. Set transponder to Mode A/C code N01 45.4 NOT TO SCALE
E103 54.7
LOST COMMS
7600.
2. Communications failure occurs 14 308 AROSO 2E
^
At or above
Rwy 02L: Proceed straight ahead to 7000'
AR

LOST COMMS
OS
14O 2E
radio communications failure ATRUM
procedure. N01 32.9
Rwy 20R: Proceed straight ahead to E104 01.0
ARO 21

LOST COMMS

SO 2
Thereafter refer to 10-1P pages for TOPOM

333
N01 29.9
F
3
radio communications failure E104 02.5

^
procedure.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS At or above
342^
2000'
A
VTK
TEKONG
023^
D
116.5 VTK
Republic of Singapore N01 24.9 E104 01.3
SUNVA At or above
N01 17.9 7000'
Direct distance from Changi Apt E103 57.4
203^
(Rwy 02L) to: TOPOM 9 NM At or above

(Rwy 20R) to: SUNVA 4 NM 2000'
10
For minimum climb gradient criteria: A

Rwy 02L: See 10-3 and 10-3A. SUKOK
342^
SUNGO N01 15.2

N01 13.6
5
E103 55.5 E104 04.5

Rwy 20R: Departures shall be on a 113^
minimum net climb gradient of 5.0% SASGA
023^
until reaching or passing 400'. N01 10.6 E104 02.5

8
5
Gnd speed-KT 75 100 150 200 250 300 At 230 KT

5.0% V/V(fpm) 380 506 760 1013 1266 1519 At or above
4000'

AROSO 02L To TOPOM on course 023^ at or above 2000', turn LEFT. To ATRUM. To AKOMA at
2E or above 7000', turn LEFT. To AKMET at or above 11000'. To AROSO.
AROSO 20R To SUNVA on course 203^ at or above 2000'. To SUNGO, turn LEFT. To SASGA at
or above 4000', speed 230 KT, turn LEFT. To SUKOK, turn LEFT. To VTK VOR at
2F or above 7000'. To AKOMA, turn LEFT. To AKMET at or above 11000'. To AROSO.

CHANGI 25 SEP 15 10-3H .RNAV.SID.
1. RADAR required.
3500'
3. Aircraft unable to fly the SID profile shall inform ATC prior
22' to departure and to EXPECT RADAR vectoring, if necessary.
BAVUS 1A [BAVU1A], BAVUS 1B [BAVU1B]

(RWYS 02C, 20C)
TOKIM
N01 29.6 E104 03.3
At or above
2000' 115^ DOKTA
N01 26.1 E104 10.7
At or above NOT TO SCALE
9 4000'
023^

169^ 1. Set transponder to Mode A/C code
LOST COMMS
7600.
SUDPO 2. Communications failure occurs
N01 17.5 E103 58.1
203^

LOST COMMS

BAVUS 1A

SUGAM procedure.
21
5
N01 13.3 Rwy 20C: Proceed straight ahead to

E103 56.3 Samko Holding Area (SHA) climbing
113^
LOST COMMS

3 Thereafter refer to 10-1P pages for
SAPTI radio communications failure
N01 12.3 4 procedure.
E103 58.6 SASGA LOST COMMS LOST COMMS LOST COMMS LOST
N01 10.6 6 B AV
E104 02.5 US 1 DOGRA
BTM B N01 05.4 E104 14.4
At or above N01 08.2 7
4000' At or below
E104 08.0
180^
6000'
17
DOSNO A
N00 48.0 Changi EAST Rwy 02R/20L
E104 14.2 is solely for use by the
Direct distance from Changi Apt 126 Republic of Singapore
44^ Air Force (RSAF) Aircraft
For minimum climb gradient criteria: 097^
Rwy 02C: See 10-3 and 10-3A. VENPA 131
092^
N00 21.7 ATKAX 121
Rwy 20C: Departures shall be on a E104 49.9 N00 05.2
E106 59.8
BAVUS
minimum net climb gradient of 5.0% until N00 00.0
reaching or passing 400'. E109 00.0
Gnd speed-KT 75 100 150 200 250 300
5.0% V/V(fpm) 380 506 760 1013 1266 1519
BAVUS 02C 4000', turn RIGHT. To DOGRA at or below2000', turn RIGHT. To DOKTA at or above
LEFT. To VENPA, turn LEFT. To ATKAX, turn LEFT. To BAVUS.
BAVUS 20C To SASGA at or above 4000'. To BTM. To DOGRA, at or below 6000', turn RIGHT.
1B To DOSNO, turn LEFT. To VENPA, turn LEFT. To ATKAX, turn LEFT. To BAVUS.

CHANGI 25 SEP 15 10-3J .RNAV.SID.
1. RADAR required.
3500'
BAVUS 1E [BAVU1E], BAVUS 1F [BAVU1F]

(RWYS 02L, 20R)
TOPOM
N01 29.9 E104 02.5
At or above
2000' 115^ DOKTA
N01 26.1 E104 10.7
9 4000'
COMMS LOST COMMS LOST COMMS LOST COMMS
023^
LOST
SUNVA 7600.
N01 17.9 2. Communications failure occurs
203^
At or above
Rwy 02L: Proceed straight ahead to
2000' Nylon Holding Area (NHA) climbing
A to the last assigned altitude.
LOST COMMS
BAVUS 1E

procedure.
21

5

113^ to the last assigned altitude.
SUNGO Thereafter refer to 10-1P pages for
LOST COMMS
N01 13.6 8 radio communications failure

E103 55.5 procedure.
SASGA LOST COMMS LOST COMMS LOST COMMS
N01 10.6 6
E104 02.5 B AV DOGRA
BTM US 1
At or above F N01 05.4 E104 14.4
N01 08.2 7
4000' E104 08.0 At or below
180^
6000'
17
DOSNO A
Direct distance from Changi Apt E104 14.2 126 Republic of Singapore
(Rwy 20R) to: SUNVA 4 NM 44^ Air Force (RSAF) Aircraft

Rwy 02L: See 10-3 and 10-3A. VENPA 131
092^
N00 21.7 ATKAX 121
Rwy 20R: Departures shall be on a E104 49.9 N00 05.2
E106 59.8
BAVUS
minimum net climb gradient of 5.0% until N00 00.0
reaching or passing 400'. E109 00.0
Gnd speed-KT 75 100 150 200 250 300
5.0% V/V(fpm) 380 506 760 1013 1266 1519
BAVUS 02L 4000', turn RIGHT. To DOGRA at or below2000', turn RIGHT. To DOKTA at or above
1E 6000', turn RIGHT. To DOSNO, turn
LEFT. To VENPA, turn LEFT. To ATKAX, turn LEFT. To BAVUS.
BAVUS 20R To
or
SUNVA on course 203^ at or above 2000'. To SUNGO, turn LEFT. To SASGA at
above 4000'. To BTM. To DOGRA, at or below 6000', turn RIGHT. To DOSNO,
1F turn LEFT. To VENPA, turn LEFT. To ATKAX, turn LEFT. To BAVUS.

CHANGI 25 SEP 15 10-3K .RNAV.SID.
1. RADAR required.
3500'
KADAR 1A [KADA1A], KADAR 1B [KADA1B]

(RWYS 02C, 20C)
TOKIM
N01 29.6 E104 03.3
At or above
2000' 115^ DOKTA
N01 26.1 E104 10.7
9 4000'
023^
LOST
SUDPO 7600.
LOST COMMS
N01 17.5
E103 58.1 immediately after departure on:
203^
At or above
KADAR 1A
LOST COMMS

procedure.
21
SUGAM
5

E103 56.3 Samko Holding Area (SHA) climbing
LOST COMMS

SAPTI 4 procedure.
N01 12.3 LOST COMMS LOST COMMS LOST COMMS
E103 58.6 SASGA
N01 10.6 6 KAD
E104 02.5 AR DOGRA
BTM 1B N01 05.4 E104 14.4
4000' At or below
E104 08.0
180^
6000'
17
DOSNO A
Direct distance from Changi Apt 126 Republic of Singapore
Rwy 02C: See 10-3 and 10-3A. VENPA 131 105^
N00 21.7 ATKAX 46
Rwy 20C: Departures shall be on a E104 49.9 N00 05.2
E106 59.8
KADAR
N00 06.8
Gnd speed-KT 75 100 150 200 250 300 E107 43.7
5.0% V/V(fpm) 380 506 760 1013 1266 1519
To TOKIM on course 023^ at or above 2000', turn RIGHT. To DOKTA at or above
KADAR 02C 4000', turn RIGHT. To DOGRA at or below
LEFT. To VENPA, turn LEFT. To ATKAX, turn RIGHT. To KADAR.
KADAR 20C To SASGA at or above 4000'. To BTM. To DOGRA at or below 6000', turn RIGHT.
1B To DOSNO, turn LEFT. To VENPA, turn LEFT. To ATKAX, turn RIGHT. To KADAR.

CHANGI 25 SEP 15 10-3L .RNAV.SID.
1. RADAR required.
3500'
KADAR 1E [KADA1E], KADAR 1F [KADA1F]

(RWYS 02L, 20R)
TOPOM
N01 29.9 E104 02.5
At or above
2000' 115^ DOKTA
N01 26.1 E104 10.7
9 4000'
023^
LOST
SUNVA 7600.
N01 17.9 2. Communications failure occurs
E103 57.4 LOST COMMS immediately after departure on:
203^
At or above
Rwy 02L: Proceed straight ahead to
2000' Nylon Holding Area (NHA) climbing
A to the last assigned altitude.
KADAR 1E
LOST COMMS

procedure.
21

5

SUNGO Thereafter refer to 10-1P pages for
LOST COMMS
N01 13.6 8 radio communications failure

E103 55.5 procedure.
SASGA LOST COMMS LOST COMMS LOST COMMS
N01 10.6 6
E104 02.5 KAD DOGRA
BTM AR
At or above 1F N01 05.4 E104 14.4
N01 08.2 7
4000' E104 08.0 At or below
180^
6000'
17
DOSNO A
(Rwy 20R) to: SUNVA 4 NM 44^ Air Force (RSAF) Aircraft

Rwy 02L: See 10-3 and 10-3A. VENPA 131 105^
N00 21.7 ATKAX 46
Rwy 20R: Departures shall be on a E104 49.9 N00 05.2
E106 59.8
KADAR
N00 06.8
Gnd speed-KT 75 100 150 200 250 300 E107 43.7
5.0% V/V(fpm) 380 506 760 1013 1266 1519
KADAR 02L 4000', turn RIGHT. To DOGRA at or below2000', turn RIGHT. To DOKTA at or above
1E 6000', turn RIGHT. To DOSNO, turn
LEFT. To VENPA, turn LEFT. To ATKAX, turn RIGHT. To KADAR.
KADAR 20R To
or
above 4000'. To BTM. To DOGRA, at or below 6000', turn RIGHT. To DOSNO,
1F turn LEFT. To VENPA, turn LEFT. To ATKAX, turn RIGHT. To KADAR.

CHANGI 9 OCT 15 10-3M .RNAV.SID.
1. RADAR required.
3500'
MASBO 2A [MASB2A], MASBO 2B [MASB2B]

(RWYS 02C, 20C)
MASBO
N02 02.8 AGVAR
E102 52.9 AKOMA
N01 47.3 N01 45.4
E103 41.8 E103 54.7
SABKA At or above
27 296 N01 50.9 MASBO 2A
^ E103 17.2 11000'
At or above
7000' NOT TO SCALE
25 278^
13
A
LOST COMMS LOST COMMS LOST COMMS LOST COMMS is solely for use by the
1. Set transponder to Mode A/C code Republic of Singapore
LOST COMMS
7600. Air Force (RSAF) Aircraft

MA 18

SBO
MAS 21
Rwy 02C: Proceed straight ahead to TOKIM

Nylon Holding Area (NHA) climbing N01 29.6
2A
BO 2
to the last assigned altitude. E104 03.3

LOST COMMS
Thereafter refer to 10-1P pages for At or above

B
332
radio communications failure 2000'

procedure.
^

342^
VTK
LOST COMMS
to the last assigned altitude. D

TEKONG
Thereafter refer to 10-1P pages for 116.5 VTK
radio communications failure N01 24.9 E104 01.3
procedure.
023^
LOST COMMS LOST COMMS LOST COMMS LOST COMMS MASBO 2B

SUDPO At or above
N01 17.5 7000'
E103 58.1
203^

2000' A
10

Rwy 02C: See 10-3 and 10-3A. SUGAM SUKOK
342^
N01 15.2
5
N01 13.3 E104 04.5

E103 56.3 113^
Rwy 20C: Departures shall be on a SASGA
023^
3 N01 10.6 E104 02.5

5
SAPTI 4 At 230 KT
Gnd speed-KT 75 100 150 200 250 300 N01 12.3 At or above
5.0% V/V(fpm) 380 506 760 1013 1266 1519 E103 58.6 4000'
MASBO 02C 7000', turn LEFT. To AGVAR at or above 2000', turn LEFT. To AKOMA at or above
2A 11000'. To SABKA, turn RIGHT. To
MASBO.
MASBO 20C SASGA at or above 4000', speed 230 KT, turn LEFT. To SUKOK, turn LEFT. To VTK
2B VOR at or above 7000'. To AKOMA, turn LEFT. To AGVAR at or above 11000'. To
SABKA, turn RIGHT. To MASBO.

CHANGI 9 OCT 15 10-3N .RNAV.SID.
1. RADAR required.
3500'
MASBO 2E [MASB2E], MASBO 2F [MASB2F]

(RWYS 02L, 20R)
MASBO
N02 02.8
E102 52.9 AGVAR
N01 47.3
E103 41.8
SABKA At or above AKOMA
27 296 N01 50.9
11000' N01 45.4
^ E103 17.2 E103 54.7
MASBO 2E
25 278^ At or above
13 7000'
1. Set transponder to Mode A/C code NOT TO SCALE
MA
LOST COMMS
7600.
14 2E
2. Communications failure occurs SBO
immediately after departure on: ATRUM
Rwy 02L: Proceed straight ahead to N01 32.9
E104 01.0
MAS 21

LOST COMMS
BO 2
Thereafter refer to 10-1P pages for TOPOM

333
radio communications failure N01 29.9
3
F
procedure. E104 02.5

^
Rwy 20R: Proceed straight ahead to At or above

342^
Samko Holding Area (SHA) climbing 2000'

LOST COMMS
VTK
Thereafter refer to 10-1P pages for TEKONG
023^
radio communications failure D

procedure.
116.5 VTK
LOST COMMS LOST COMMS LOST COMMS LOST COMMS N01 24.9 E104 01.3
SUNVA At or above
A N01 17.9 7000'
203^

Republic of Singapore At or above
2000'
10

A
SUKOK
342^

N01 15.2
5
(Rwy 20R) to: SUNVA 4 NM E104 04.5

Rwy 02L: See 10-3 and 10-3A. SUNGO
023^
N01 13.6
8
5
E103 55.5 SASGA

Rwy 20R: Departures shall be on a N01 10.6 E104 02.5
until reaching or passing 400'. At 230 KT
Gnd speed-KT 75 100 150 200 250 300 At or above
5.0% V/V(fpm) 380 506 760 1013 1266 1519 4000'

MASBO 02L at or above 7000', turn LEFT. To AGVAR 2000', turn LEFT. To ATRUM. To AKOMA
2E at or above 11000'. To SABKA, turn
RIGHT. To MASBO.
To SUNVA on course 203^ at or above 2000'. To SUNGO, turn LEFT. To SASGA at
MASBO 20R or above 4000', speed 230 KT, turn LEFT. To SUKOK, turn LEFT. To VTK VOR at
2F or above 7000'. To AKOMA, turn LEFT. To AGVAR at or above 11000'. To SABKA,
turn RIGHT. To MASBO.

CHANGI 1 JAN 16 10-3P .RNAV.SID.
1. RADAR required.
3500'
3. Aircraft unable to fly the SID profile shall inform ATC prior to departure
22' and to EXPECT RADAR vectoring, if necessary.
MERSING 5A (VMR 5A), MERSING 6B (VMR 6B)

RNAV (GNSS)
D
VMR
MERSING
116.8 VMR
N02 23.3 E103 52.3 AKOMA
N01 45.4
38
356^
E103 54.7
MERSING 5A
LOST COMMS
At or above
2. Communications failure occurs immediately
7000'
NOT TO SCALE
after departure on:
Rwy 02C: Proceed straight ahead to Nylon ME (VMR
LOST COMMS
RSI 5A
assigned altitude. Thereafter refer to 10-1P
MER(SVMR 6B)
NG )
pages for radio communications failure
1
procedure. TOKIM
8
5A
ING
21
Rwy 20C: Proceed straight ahead to Samko N01 29.6

Holding Area (SHA) climbing to the last E104 03.3
6B
LOST COMMS
assigned altitude. Thereafter refer to 10-1P At or above

332
pages for radio communications failure 2000'

procedure.
^

342^
A
D
VTK TEKONG
116.5 VTK
N01 24.9 E104 01.3
023^

is solely for use by the MERSING 6B
Republic of Singapore SUDPO
Air Force (RSAF) Aircraft N01 17.5 At or above
E103 58.1 7000'
203^
At or above
10
2000' A
(Rwy 20C) to: SUDPO 4 NM SUKOK
SUGAM
342^
N01 15.2
5
For minimum climb gradient criteria: N01 13.3 E104 04.5

Rwy 02C: See 10-3 and 10-3A. E103 56.3
113^ SASGA
023^
3 N01 10.6 E104 02.5

5
Rwy 20C: Departures shall be on a

minimum net climb gradient of 5.0% SAPTI 4 At 230 KT
until reaching or passing 400'. N01 12.3 At or above
E103 58.6 4000'
Gnd speed-KT 75 100 150 200 250 300
5.0% V/V (fpm) 380 506 760 1013 1266 1519

MERSING 02C To TOKIM on course 023^ at or above 2000', turn LEFT. To AKOMA at or above 7000',
5A turn RIGHT. To VMR.
To SUDPO on course 203^ at or above 2000'. To SUGAM, turn LEFT. To SAPTI. To SAGSA
MERSING 20C at or above 4000', speed 230 KT, turn LEFT. To SUKOK, turn LEFT. To VTK VOR at or
6B above 7000'. To AKOMA, turn RIGHT. To VMR.
CHANGES: VMR waypoint label removed. | JEPPESEN, 2006, 2016. ALL RIGHTS RESERVED.

CHANGI 1 JAN 16 10-3Q .RNAV.SID.
1. RADAR required.
3500'
3. Aircraft unable to fly the SID profile shall inform ATC prior to departure
22' and to EXPECT RADAR vectoring, if necessary.
MERSING 5E (VMR 5E), MERSING 6F (VMR 6F)

RNAV (GNSS)
D
VMR
MERSING
116.8 VMR
N02 23.3 E103 52.3 AKOMA
NOT TO SCALE
N01 45.4
356^
38
E103 54.7
MERSING 5E
LOST COMMS LOST COMMS LOST COMMS LOST COMMS At or above
LOST COMMS
1. Set transponder to Mode A/C code 7600. 7000'

MER(VMR
2. Communications failure occurs immediately
SIN 5E)
14 G 5E
after departure on:
Rwy 02L: Proceed straight ahead to Nylon
LOST COMMS
assigned altitude. Thereafter refer to 10-1P ATRUM

MER(SVMR 6F)
pages for radio communications failure N01 32.9

procedure. E104 01.0
ING
21
Rwy 20R: Proceed straight ahead to Samko TOPOM

N01 29.9
333
6F
Holding Area (SHA) climbing to the last

E104 02.5
3
LOST COMMS
assigned altitude. Thereafter refer to 10-1P

^
pages for radio communications failure At or above

procedure. 2000'
342^
VTK
LOST COMMS LOST COMMS LOST COMMS LOST COMMS TEKONG
D
116.5 VTK
023^
A N01 24.9 E104 01.3

Changi EAST Rwy 02R/20L At or above
is solely for use by the SUNVA
Republic of Singapore 7000'
N01 17.9
E103 57.4
203^
At or above
2000'
10

A
(Rwy 02L) to: TOPOM 9 NM SUNGO SUKOK
342^
(Rwy 20R) to: SUNVA 4 NM N01 13.6 N01 15.2

5
E103 55.5 E104 04.5

Rwy 02L: See 10-3 and 10-3A.
023^
8 SASGA
5
Rwy 20R: Departures shall be on a N01 10.6 E104 02.5

until reaching or passing 400'. At 230 KT
At or above
Gnd speed-KT 75 100 150 200 250 300
4000'
5.0% V/V (fpm) 380 506 760 1013 1266 1519

MERSING 02L To TOPOM on course 023^ at or above 2000', turn LEFT. To ATRUM. To AKOMA at or
5E above 7000', turn RIGHT. To VMR.
To SUNVA on course 203^ at or above 2000'. To SUNGO, turn LEFT. To SASGA at or above
MERSING 20R 4000', speed 230 KT, turn LEFT. To SUKOK, turn LEFT. To VTK VOR at or above 7000'.
6F To AKOMA, turn RIGHT. To VMR.
CHANGES: VMR waypoint label removed. | JEPPESEN, 2006, 2016. ALL RIGHTS RESERVED.

CHANGI 25 SEP 15 10-3S .RNAV.SID.
1. RADAR required.
3500'
TOMAN 2A [TOMA2A], TOMAN 2B [TOMA2B]

(RWYS 02C, 20C)
TOKIM
N01 29.6 E104 03.3
At or above
2000' DOKTA
115^ N01 26.1 NOT TO SCALE
E104 10.7
9 At or above
HOSBA
4000' N01 19.8
E104 24.3
023^
TOM
AN At or above
15 2A 7000'
SUDPO
N01 17.5 E103 58.1
089^
203^
At or above 83
2000'
B
A
N2
TOMAN
MA
N01 21.8
6
TO E105 47.3
SUGAM RUVIK
5
N01 13.3 N01 14.4

E103 56.3 113^ E104 20.6
At or below
3 7000'
SAPTI 4
N01 12.3
11
E103 58.6 SASGA A

N01 10.6 6 Changi EAST Rwy 02R/20L
^
035

BTM Republic of Singapore
At or above N01 08.2 7 Air Force (RSAF) Aircraft
4000' E104 08.0
DOGRA
N01 05.4 E104 14.4 LOST COMMS LOST COMMS LOST COMMS LOST COMMS
At or below
6000' 7600.
LOST COMMS

Direct distance from Changi Apt immediately after departure on:
(Rwy 02C) to: TOKIM 9 NM Rwy 02C: Proceed straight ahead to
LOST COMMS

Rwy 02C: See 10-3 and 10-3A. radio communications failure
procedure.
Rwy 20C: Departures shall be on a Samko Holding Area (SHA) climbing
minimum net climb gradient of 5.0% to the last assigned altitude.
LOST COMMS
until reaching or passing 400'. Thereafter refer to 10-1P pages for

Gnd speed-KT 75 100 150 200 250 300 radio communications failure
5.0% V/V(fpm) 380 506 760 1013 1266 1519 procedure.
TOMAN 02C To TOKIM on course 023^ at or above 2000', turn RIGHT. To DOKTA at or above
2A 4000'. To HOSBA at or above 7000', turn LEFT. To TOMAN.
TOMAN 20C SASGA at or above 4000'. To BTM. To DOGRA at or below 6000', turn LEFT. To
2B RUVIK at or below 7000'. To HOSBA at or above 7000', turn RIGHT. To TOMAN.

CHANGI 25 SEP 15 10-3T .RNAV.SID.
1. RADAR required.
3500'
TOMAN 2E [TOMA2E], TOMAN 2F [TOMA2F]

(RWYS 02L, 20R)
TOPOM
N01 29.9 E104 02.5 A
2000' DOKTA Republic of Singapore
115^ N01 26.1 Air Force (RSAF) Aircraft
E104 10.7
At or above
9 4000'
023^
HOSBA
N01 19.8
TOM E104 24.3
SUNVA AN At or above
N01 17.9 15 2E 7000'
E103 57.4
203^
At or above 089^
2000' 83
6 2F
A N TOMAN
MA
N01 21.8
TO
E105 47.3
RUVIK
5
N01 14.4
113^ E104 20.6
SUNGO At or below
N01 13.6 8 7000'
E103 55.5
SASGA
11
N01 10.6 6
E104 02.5 NOT TO SCALE
^
035
At or above
BTM
N01 08.2 7 COMMS LOST COMMS LOST COMMS LOST COMMS
4000'
LOST
E104 08.0
7600.
DOGRA 2. Communications failure occurs
LOST COMMS
N01 05.4 E104 14.4 immediately after departure on:

At or below Rwy 02L: Proceed straight ahead to
(Rwy 02L) to: TOPOM 9 NM 6000' Nylon Holding Area (NHA) climbing
(Rwy 20R) to: SUNVA 4 NM to the last assigned altitude.
For minimum climb gradient criteria: Thereafter refer to 10-1P pages for
LOST COMMS
Rwy 02L: See 10-3 and 10-3A. radio communications failure

procedure.
Rwy 20R: Departures shall be on a Samko Holding Area (SHA) climbing
minimum net climb gradient of 5.0% to the last assigned altitude.
until reaching or passing 400'. Thereafter refer to 10-1P pages for
LOST COMMS
Gnd speed-KT 75 100 150 200 250 300 radio communications failure
procedure.
5.0% V/V(fpm) 380 506 760 1013 1266 1519 LOST COMMS LOST COMMS LOST COMMS

TOMAN 02L To TOPOM on course 023^ at or above 2000', turn RIGHT. To DOKTA at or above
2E 4000'. To HOSBA at or above 7000', turn LEFT. To TOMAN.
TOMAN 20R To
or
above 4000'. To BTM. To DOGRA, at or below 6000', turn LEFT. To RUVIK at
2F or below 7000'. To HOSBA at or above 7000', turn RIGHT. To TOMAN.

CHANGI 25 SEP 15 10-3U .RNAV.SID.
1. RADAR required.
3500'
VENIX 1A [VENI1A], VENIX 1B [VENI1B]

(RWYS 02C, 20C)
TOKIM
N01 29.6 E104 03.3
At or above
2000' 115^ DOKTA
N01 26.1 E104 10.7
9 4000'
023^
LOST
SUDPO 7600.
N01 17.5 LOST COMMS
E103 58.1 immediately after departure on:
203^

LOST COMMS
VENIX 1A

procedure.
21
SUGAM
5

E103 56.3 113^ Samko Holding Area (SHA) climbing
LOST COMMS

SAPTI radio communications failure
N01 12.3 4 procedure.
E103 58.6 SASGA LOST COMMS LOST COMMS LOST COMMS
N01 10.6 6 VEN
E104 02.5 IX DOGRA
BTM 1B N01 05.4 E104 14.4
4000' At or below
E104 08.0
180^
6000'
17
DOSNO A
For minimum climb gradient criteria: 120
Rwy 02C: See 10-3 and 10-3A. VENPA ^
N00 21.7 87
Rwy 20C: Departures shall be on a E104 49.9
minimum net climb gradient of 5.0% until SURGA
reaching or passing 400'. S00 37.0
Gnd speed-KT 75 100 150 200 250 300
VENIX 30 E106 31.3
S00 21.9
5.0% V/V(fpm) 380 506 760 1013 1266 1519 E106 05.4

To TOKIM on course 023^ at or above 2000', turn RIGHT. To DOKTA at or above
VENIX 02C 4000', turn RIGHT. To DOGRA at or below 6000', turn RIGHT. To DOSNO, turn
1A LEFT. To VENPA, turn LEFT. To VENIX. To SURGA.
VENIX 20C SASGA at or above 4000'. To BTM. To DOGRA, at or below 6000', turn RIGHT. To
1B DOSNO, turn LEFT. To VENPA, turn LEFT. To VENIX. To SURGA.

CHANGI 25 SEP 15 10-3V .RNAV.SID.
1. RADAR required.
3500'
VENIX 1E [VENI1E], VENIX 1F [VENI1F]

(RWYS 02L, 20R)
TOPOM
N01 29.9 E104 02.5 A
2000' 115^ Republic of Singapore
DOKTA
N01 26.1 Air Force (RSAF) Aircraft
9 E104 10.7
At or above
023^
169^ 4000'

SUNVA
N01 17.9 1. Set transponder to Mode A/C code
7600.
203^

At or above
2000' Rwy 02L: Proceed straight ahead to
A Nylon Holding Area (NHA) climbing
LOST COMMS

VENIX 1

21
5
procedure.
E

113^ Samko Holding Area (SHA) climbing
LOST COMMS
SUNGO to the last assigned altitude.

N01 13.6 8 Thereafter refer to 10-1P pages
E103 55.5 for radio communications failure
SASGA procedure.
N01 10.6 6 LOST COMMS LOST COMMS LOST COMMS LOST
E104 02.5 VEN DOGRA
BTM IX 1F N01 05.4 E104 14.4
At or above
4000' N01 08.2 7
E104 08.0 At or below
6000'
180^
17

126
DOSNO
N00 48.0
^ 44 NOT TO SCALE
Rwy 02L: See 10-3 and 10-3A. E104 14.2 120
VENPA ^
Rwy 20R: Departures shall be on a N00 21.7 87
minimum net climb gradient of 5.0% until E104 49.9 SURGA
reaching or passing 400'. S00 37.0
Gnd speed-KT 75 100 150 200 250 300
VENIX 30 E106 31.3
S00 21.9
5.0% V/V(fpm) 380 506 760 1013 1266 1519 E106 05.4

To TOPOM on course 023^ at or above 2000', turn RIGHT. To DOKTA at or above
VENIX 02L 4000', turn RIGHT. To DOGRA at or below 6000', turn RIGHT. To DOSNO, turn
1E LEFT. To VENPA, turn LEFT. To VENIX. To SURGA.
To SUNVA on course 203^ at or above 2000'. To SUNGO, turn LEFT. To SASGA at
VENIX 20R or above 4000'. To BTM. To DOGRA at or below 6000', turn RIGHT. To DOSNO,
1F turn LEFT. To VENPA, turn LEFT. To VENIX. To SURGA.
JEPPESEN
WSSS/SIN 11 MAR 16 10-8
CHANGI
INTRODUCTION OF AIRPORT COLLABORATIVE DECISION
MAKING (A-CDM) OPERATIONAL TRIALS
AT SINGAPORE CHANGI AIRPORT
1. A-CDM OPERATIONAL TRIAL
1.1 The purpose of this document is to detail the timings of the planned A-CDM operational
trial and the required actions by pilots, aircraft operators (AO) and ground handling
agents (GHA). The trial will be introduced in 4 progressive phases to allow all airport
partners involved an opportunity to review and refine their planned A-CDM workflow
processes prior actual implementation.
Phases of Operational Trial
1.2 Phase 0 - A-CDM Operational trial involving all scheduled departing flights will commence
from 22 February to 20 March 2016 from 0400 UTC to 1200 UTC daily.
from 21 March to 17 April 2016 from 0400 UTC to 1200 UTC daily.
from 18 April to 22 May 2016 from 0000 UTC to 1500 UTC daily.
from 23 May 2016 from 0000 UTC to 2359 UTC daily till implementation.
Definition of commonly used terms in A-CDM
1.6 Target Off Block Time (TOBT) - The time an AO or GHA estimates that an aircraft will
be ready, all doors closed, boarding bridge removed, pushback vehicle available
and ready to start-up/pushback immediately upon receipt of clearance from ATC.
1.7 Target Start Up Approval Time (TSAT) - The time provided by ATC that an aircraft
can expect start-up/pushback approval.
2. A-CDM START-UP PROCEDURES
2.1 Pilot shall ensure aircraft is ready for pushback at TOBT.
2.2 Pilot to maintain communication with the AO/GHA as they are responsible for updating
the TOBT. Notify the AO/GHA to update the TOBT if it is expected to differ by
5 minutes or more.
2.3 Pilot to contact Clearance Delivery and request for ATC clearance within 5 minutes
of TOBT.
2.4 ATC will update TSAT changes if any, during issuance of ATC clearances. Note that
TSAT displayed on ADGS may not be final and can be revised due to en-route clearance
restrictions, ground congestion or flow measures.
2.5 Pilot shall contact Ground Movement Control for pushback at TSAT after obtaining
ATC clearance, or as directed by ATC.
2.6 A flight issued with gate hold (TSAT TOBT) but chooses to commence pushback before
the assigned time will be allowed to do so subject to traffic. However, the flight
should not expect an earlier departure time as planned pre-departure sequence
will be maintained.
2.7 If a flight is unable to pushback by TSAT + 5 minutes due to the aircraft being unready,
ATC clearance and TSAT will be cancelled. Pilot must notify the AO/GHA to update
the TOBT for a new TSAT before requesting for a new ATC clearance.
2.8 Non-compliance of initial TSAT may result in an aircraft losing its existing position
in the pre-deparure sequence. Delay can be expected as a result of re-sequencing based
on new TOBT input.
2.9 If delay in pusback is due to ground traffic movement or ATC clearance restrictions,
the ATC clearance will remain valid even if exceeds TSAT + 5 minutes. TOBT need not
be updated for such situations.
3. A-CDM INFORMATION VIA AIRCRAFT DOCKING GUIDANCE SYSTEM (ADGS)

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

JEPPESEN
WSSS/SIN 11 MAR 16 10-8A
CHANGI
AT SINGAPORE CHANGI AIRPORT (CONTD)
4. REVERSION TO NON-CDM PROCEDURES
4.1 To achieve seamless and immediate transition back to non-CDM mode of operations
when unforeseen situation occurs, the following procedures are to be followed if TOBT
and TSAT become unavailable due to system issues or maintenance.
a. If TOBT cannot be submitted or it is unavailable through different channels:
- Airport Operations Centre System (AOCS) A-CDM web based portal; or
- Gate Message Input Display (GMID) at T1 and T2 boarding rooms;
- iPad TOBT Application at T3 boarding rooms;
pilots shall follow the existing (non-CDM) pushback procedures published on
10-9D chart which is to request for ATC clearance when aircraft is ready to
pushback within 5 minutes.
b. If TSAT is unavailable through different means stated below:
- AOCS A-CDM portal;
- GMID;
- iPad TOBT Application;
- ADGS at contact stands;
- Radio communication with GHA or AO;
- ATC - Upon issuance of ATC clearance (for flights parked at aircraft stands
without ADGS);
AO and GHA shall continue to submit TOBT and pilots shall request for ATC clearance
5 minutes within TOBT. ATC will revert to the gate hold procedures published on
10-9E chart and issue estimated pushback time accordingly.
4.2 In the event that the trial needs to be cancelled due to any reason, the termination
will be communicated to relevant parties through email and a NOTAM will be issued.
AIRCRAFT DOCKING GUIDANCE SYSTEM (ADGS)
Description Display on ADGS

Aircraft arrival to stand
B773
No change in existing
functionality and display.
40 minutes prior to TOBT Snapshot 1 Snapshot 2

ADGS will display TOBT
submitted by AO/GHA and RG123 RG123
a count down timer (2 digits) TOBT101 OBT1015
to TOBT in minutes.
As ADGS can only display
up to 7 characters per line, 30 30
the displayed message will
be scrolling.
Timing displayed will be in Snapshot 3
Local Time (LT).
TOBT timings will change RG123
instantly if there is an update T1015LT
done by AO/GHA.
30
CHANGES: Diagrams. | JEPPESEN, 2016. ALL RIGHTS RESERVED.

JEPPESEN
WSSS/SIN 25 MAR 16 10-8B
CHANGI
AT SINGAPORE CHANGI AIRPORT (CONTD 2)
AIRCRAFT DOCKING GUIDANCE SYSTEM (ADGS)
Description Display on ADGS

25 minutes prior to TOBT Snapshot 1 Snapshot 2
ADGS will display TSAT RG123 RG123
derived by PDS.
As ADGS can only display TOBT101 BT1015L
up to 7 characters per line, TSAT101 AT1017L
the displayed message will 25 25
be scrolling.
TSAT timings may change as
the PDS is continuosly
optimising push back times Snapshot 3
based on real time traffic RG123
conditions.
1015LT
1017LT
25
Aircraft departure from stand Snapshot 1 Snapshot 2

ADGS will display the actual
off-block time (AOBT). RG123 RG123
As ADGS can only display AOBT101 BT1018L
up to 7 characters per line,
the displayed message will
be scrolling.
TOBT, TSAT and TOBT
countdown timer will be
removed. Snapshot 3
AOBT display will be removed RG123
3 minutes after AOBT.
1018LT

JEPPESEN
WSSS/SIN 25 MAR 16 10-8C
CHANGI
RUNWAY 02L/20R AND RUNWAY 02C/20C RESURFACING WORKS
Runway 02L/20R and Runway 02C/20C resurfacing works will take place during the
runway closure for works and maintenance between 1630 UTC and 2200 UTC.
Runway 02L/20R and Runway 02C/20C will be closed between 1630 UTC and 2200 UTC
nightly from 26 March 2016 to 29 October 2016 for works and maintenance as follows:
Month Runway 02L/20R Runway 02C/20C

March 2016 28 and 31. 26, 27, 29 and 30.
April 2016 4, 7, 11, 14, 18, 21, 25 and 28. 1, 2, 3, 5, 6, 8, 9, 10, 12, 13, 15,
16, 17, 19, 20, 22, 23, 24, 26, 27,
29 and 30.
May 2016 2, 5, 9, 12, 16, 19, 23, 26 and 30. 1, 3, 4, 6, 7, 8, 10, 11, 13, 14, 15,
17, 18, 20, 21, 22, 24, 25, 27, 28,
29 and 31.
June 2016 2, 6, 9, 13, 16, 20, 23, 27 and 30. 1, 3, 4, 5, 7, 8, 10, 11, 12, 14, 15,
17, 18, 19, 21, 22, 24, 25, 26, 28
and 29.
July 2016 4, 7, 11, 14, 18, 21, 25 and 28. 1, 2, 3, 5, 6, 8, 9, 10, 12, 13, 15
16, 17, 19, 20, 22, 23, 24, 26, 27
29, 30 and 31.
August 2016 1, 4, 8, 11, 15, 18, 22, 25 and 29. 2, 3, 5, 6, 7, 9, 10, 12, 13, 14, 16,
17, 19, 20, 21, 23, 24, 26, 27, 28
30 and 31.
September 2016 1, 5, 8, 12, 15, 19, 22, 26 and 29. 2, 3, 4, 6, 7, 9, 10, 11, 13, 14, 16,
17, 18, 20, 21, 23, 24, 25, 27, 28
and 30.
October 2016 3, 6, 10, 13, 17, 20, 24 and 27. 1, 2, 4, 5, 7, 8, 9, 11, 12, 14, 15,
16, 18, 19, 21, 22, 23, 25, 26, 28
and 29.
For Runway 02C/20C closure from 1630 UTC to 2200 UTC, Taxiway EP between
Taxiway L9 and Taxiway E11 will also be closed due to work in progress.
In the event of an emergency, Runway 02L/20R and Runway 02C/20C will be reopened
upon notification based on following stipulated timings:
a). Between 1630 and 1930 runway will be re-opened within 120 minutes;
b). Between 1930 and 2100 runway will be re-opened by 2130 UTC;
c). Between 2100 and 2130 runway will be re-opened within 30 minutes;
Runway 02C/20C will be closed between 1630 UTC and 2200 UTC on the dates specified
in the table above. All aircraft operators operating during these periods are to plan
to carry sufficient contingency fuel as only one runway will be available.
CHANGES: New temporary chart. | JEPPESEN, 2016. ALL RIGHTS RESERVED.


Apt Elev 22' 11 MAR 16 10-9 CHANGI
N01 21.6 E103 59.4
D-ATIS ACARS: SINGAPORE Delivery (Cpt) Ground Tower
D-ATIS West of *East of *North of
128.6 121.65 Terminal 3 Terminal 2 Terminal 1 Emergency
118.6 2118.25
124.3 121.72 121.85 129.95
103-59 FOR PARKING POSITIONS 104-00
Pushback clearance expires in SEE 10-9B & 10-9C1
5 min, see 10-9D and 10-9E.
2 For ACFT operating on Rwy
02C/20C - (0000 to 1600).
Twy NC3 (between Twy WA and Twy A6) 197'60m
is a twy with reduced minimum separation Stopway Elev 13'
distances between the twy centerline and
01-23
object. Due to the reduced minimum
separation distances, pilots are
20
203 R WD
advised to adhere strictly to the twy ^ W1 V1 Fuel
centerline and to slow down the taxi Farm
V2
speed accordingly. Twy NC3 (between W2 WC
Twy WA and Twy A6) can only be used by 164'
aircraft with a maximum wingspan of WEST NORTH
213' (65m). WP CARGO
SERVICE EAST
APRON APRON CARGO
Taxiways M6 and M7 are VAR 0^
V3 APRON
solely for use by Republic of
Singapore Air Force (RSAF) M4 Twy N1 (behind aircraft stands
W3 WC EC C16 to C19 and between Twy NC2
aircraft.
and Twy NC3), Twy N2 and
V4 EA Twy N3 (behind aircraft stands
Pilots are advised to apply D35 to D38 and between Twy NC2
minimum thrust when turning M5
NC1 and Twy NC3) can only be used
into Twy WA from Taxilane V6. W4 by aircraft with maximum
N1 EA
NC2 wingspan of 213' (65m).
Taxilane U4 (behind aircraft
stands A18 to A21) can only TERMINAL NORTH N3 NC1
1 REMOTE APRON EAST
be used by aircraft with W5 01-22
NC3 NC2 SERVICE
maximum wingspan of N1
200' (61m). N3 A6 A7 APRON
N2
N
WP VZ U1 197'60m Stopway
RO
CE T1
N EP Elev 15'
AP
M6 AP TRAL A1 EN
RO
WA N
ST
A6
1 Control Tower A2 E1
WE
AIS Pilots are advised to apply

0m
VY U1
279'
A7 EP E2 20 speed limit of 20 Kts when
T1
203 C
400
M7
RO
W6 ARP taxiing along twy South

A3 ^
AP RTH
AP
A3 Cross 1 and South Cross 2.

N
23'
NO 3
RO
T
A5 A4 E3
ST
EA
NORTH-EAST
1
13,1
T3 SOUTH APRON
T1
V6 REMOTE APRON
W7 EP
Max wingspan WA B1 T2 NORTH APRON
213' (65m)
MET B2 T2 CENTRAL APRON
SASCO V7
N
HANGAR B3 E4 Taxiway centerline along Twy EP

U2
RO
WP
WA between Twys B1 and B3 offset
02L
AP
eastward by 8' (2.5m) away from

UT H
SA 023^ W8 C2 aircraft stands E7 and F36. 01-21

V8 E5
SO
Elev 22' C1 TERMINAL

W9 SC1 C1 2
T2
U4 C3 Taxilane A6 (behind aircraft

L
197'60m
/20
Stopway SC2 U3 C6 stands E20 to E24) and taxilane

SC1 C7 EP C6 (behind aircraft stands F50
W10
02R
to F54) can only be used by

SC2 SC1 aircraft with maximum
E6
R wy
L4 SC2 wingspan 213' 65m (towing and

pushback exempted).
EAST REMOTE
23 '
APRON L6
0m
E7
SOUTH-EAST
13,1
L7
400
BUDGET L5 REMOTE APRON

TERMINAL
L10
EP CHANGI EAST
L8
E8
(MILITARY ONLY)
Pilots operating aircraft with wheel
L9
base longer than B747 or 85' (26m)
shall take note that judgemental
E9 Taxilane L5 can only be used
oversteering
01-20 may be required when by aircraft with maximum 01-20
maneuvering around taxiway turns. wingspan of 118' (36m).
Twys L8, L9, and L10 can only
Frangible poles are installed for Taxiways L4 and
E10 be used by aircraft with
the purpose of identifying 295' maximum wingspan 213' (65m). L5 redesignated to
(90m) away from the centerline
of Rwy 02L/20R and Rwy 02C/20C.
E11 02C
023^
taxilane L4 and L5.
Pilots are advised to exercise

Pilots are advised to apply minimum thrust when turning into
caution when taxiing near Twys
Twy A1, A3, A4 and taxilane A5 while taxiing either Northwards
L8, L9 and L10 and taxilane L5. Elev 14'
or Southwards on taxilane A6, and thereafter when taxiing
197'60m along Twy A1 up to and including the Twy A7/A1 junction.
For AIRPORT BRIEFING Stopway This is in view of apron activities at aircraft stands D40, D41,
refer to 10-1P pages. D47, D48, D49, E22, E24, E27 and E28.
Feet 0 1000 2000 3000 4000 5000
Meters 0 500 1000 1500
CHANGES: Taxiway L5 redesignated to taxilane L5. | JEPPESEN, 1998, 2016. ALL RIGHTS RESERVED.

11 MAR 16 10-9A CHANGI
GENERAL
Due to close proximity of Paya Lebar and Seletar airports, correct approach is vital.
Maritime vessels of variable heights off Changi Apt.
Birds in vicinity of airport.
Low-level wind shear alert system.
Departures on Runway 20R are not permitted between 1600/2200 UTC. However, this restriction is not
applicable when Runway 20C/02C is unavailable because of maintenance work or for other reasons.
Unless it is necessary for operational or safety reasons, when using engine reverse, arrivals on
Runway 02L/20R between 1600/2200 UTC may not exceed idle reverse thrust.
To maximize runway utilization and minimize runway occupancy time, departing aircraft, when
instructed to enter the runway, shall commence the maneuver without delay. Pilots are required to
commence take-off roll as soon as take-off clearance is issued by ATC. Arriving aircraft upon
landing shall vacate the runway as quickly as practicable to enable ATC to apply minimum spacing
on final approach and minimize the occurence of go-arounds.
ADDITIONAL RUNWAY INFORMATION

USABLE LENGTHS
LANDING BEYOND
RWY Threshold Glide Slope TAKE-OFF WIDTH
02L HIRL CL ALSF-II TDZ REIL 1 PAPI RVR 11,998' 3657m 197'
20R HIRL CL HIALS REIL 1 PAPI RVR 10,696'3260m 9613' 2930m 60m
1 Angle 3.0^.
02C HIRL CL ALSF-I REIL 2 PAPI RVR 12,014'3662m 197'

20C HIRL CL ALSF-II TDZ REIL 2 PAPI-L RVR 12,014'3662m 60m
2 Angle 3.0^.
DECLARED DISTANCES
Rwy Designator Intersection Departures TORA
20R Not applicable 13,123' 4000m
W2 12,631' 3850m
W3 10,007' 3050m
W4 8,530' 2600m
W5 7,054' 2150m
02L Not applicable 13,123' 4000m
W8 12,631' 3850m
W7 10,007' 3050m
W6 8,530' 2600m
20C Not applicable 13,123' 4000m
E2 12,631' 3850m
E3 11,237' 3425m
E4 9,022' 2750m
E5 7,382' 2250m
02C Not applicable 13,123' 4000m
E10 12,631' 3850m
E9 10,974' 3345m
E8 10,515' 3205m
E7 8,383' 2555m
E6 6,906' 2105m
02R Not applicable 9,022' 2750m
20L Not applicable 9,022' 2750m
Intersection departures are allowed subject to the following:
(a) Initiated by pilot and approved by ATC, traffic permitting.
(b) ATC is able to keep aircraft visual at all times.
TAKE-OFF
AIR CARRIER (JAA) AIR CARRIER (FAR 121)
LVP must be in Force All Rwys
All Rwys All Rwys All Rwys CL & RCLM
any RVR out, Adequate Vis Ref
RCLM (DAY only) RCLM (DAY only)
RL & CL or RL or RL other two required
A 2 TDZ RVR 175m
B 200m (150m) 250m Eng RVR 500m
400m MID RVR 175m
C 3&4 VIS 400m
D 250m (200m) 300m Eng Rollout RVR 175m


24 OCT 14 10-9A1 CHANGI
RUNWAY CAPACITY ENHANCEMENT
1. DEPARTING AIRCRAFT
1.1 Pilots should arrange their taxi such that they are ready to depart without delay on reaching the
runway holding point. As standard ICAO wake turbulence separation is being applied, pilots are to
advise ATC early if more time is needed for the aircraft to be ready for departure. When informed,
ATC will be able to make changes in the departure sequence, if necessary, to
minimize delays to other succeeding departures.
1.2 Pilots should complete cockpit checks prior to line-up for departure and keep any checks on the
runway to a minimum.
1.3 Conditional line-up clearance may be used by ATC to facilitate an expeditious flow of traffic. On
receipt of line-up clearance, pilots should taxi into position promptly without delay.
1.4 Unless given instructions to line-up and wait, pilots should be ready and prepared to depart
without stopping.
1.5 On receipt of take-off clearance, pilots to commence take-off roll without delay.
2. ARRIVING AIRCRAFT
2.1 To achieve minimum ROT and reduce missed approaches due to occupied runway, pilots should
vacate the runway via the first available exit taxiway corresponding to operational
requirements, or as instructed by ATC.
2.2 If an exit taxiway other than the first available exit taxiway is required, pilots shall advise
the Tower Controller on first contact.
2.3 To enhance planning, pilots can make reference to the Landing Exit Distance (LED), the distance
from threshold to the furthest edge of the exit taxiway, as shown in the table below.
2.3 Pilots can expect initial taxi instructions from the Runway Controller before clearing the
exit taxiway.
Runway Exit Taxiway Landing Exit Distance

20R 1 2 W6 5,430' 1655m
1 2 W7 6,965' 2123m
W8 10,043' 3061m
20C 12 E6 6,391' 1948m
12 E7 7,844' 2391m
E8 10,341' 3152m
02L 1 2 W5 6,450' 1966m
1 2 W4 8,173' 2491m
2 W3 9,436' 2876m
02C 1 2 E5 6,742' 2055m
1 2 E4 8,415' 2565m
2 E3 10,719' 3267m
20L Not applicable Not applicable
02R Not applicable Not applicable
1 Recommended exit taxiways.

2 Rapid Exit Taxiway and maximum design ground speed for the exit taxiway is 50 kts.
CHANGES: New Chart. | JEPPESEN, 2014. ALL RIGHTS RESERVED.

RWY 02L-20R
W10
W9 W8 T3 SOUTH W7 W6 W5 W4
APRON
WP WP WP WP
WSSS/SIN
SC2
SC1 V8 V7 V6 VY VZ T1 WEST APRON NC3 NC1
WA WA WA WA
WA
VZ NC2
CHANGES: 202L and 202R added.

U2 U1 U1 300
A17 A15 A3 V6 B3 B4 WC
A4 A2 C25 C26
U3 B2 301
A18 A16 A14 A5 A1 B1 B5 C24
U4
A19 A13 A11 A9 B6 B7 B8 B9 B10 C1 C20 C22 C23 302
A12 A10 C19 NC1
A20 C18
TERMINAL 3 N1
A21 T1 CENTRAL C17
Pilots turning aircraft into bay A2 or bay B2 APRON 303
SC2 SC1 U4 T3 NORTH C11 C13 C15 C16
are advised to wait for any aircraft holding
25 OCT 13
APRON N1 304 NORTH

at taxilane V6, at the inner cul-de-sac portion
of the terminal building to vacate this
REMOTE
TERMINAL 1 N2 NC3 305 APRON
portion before turning into bay A2 or bay B2. T2 NORTH
APRON T1 EAST N3 306
EAST REMOTE
10-9B
APRON T2 SOUTH APRON D30 D32 D34 NC2

TERMINAL 2
APRON D35 D36 N3
JEPPESEN
D37 307
D38
F30 B2 E1 E20 E22 E24 E26 E27 E28 D40 D41 D42 D44 D46
200 201 202 203 F60 F59 F58 F56 F54 F52 F50 308
200L200R 202L202R F59L F59R F56L F56R F52L F52R F31 E2 E24LE24R D47
A6 A6 D48 309
C6 C6 E3 D49
F32 E10 310 EA
C2 F40 E4 E11 A5 400 401 403 A6
C1
205 206 207 209 C3 NC1
208 F41 F33 E5 E12 A4 A3 402 404 A6
F42 F34 E6 A1 NC2
F35 E8 A7
F37 F36 E7
C7 C7 NORTHEAST A7
SC2 SC1 C3 C1 B2 B1 A4 REMOTE APRON A2 A1 NC3
B3
EP EP EP EP EP EP EP
SOUTHEAST T2 CENTRAL
REMOTE APRON E5 E4 E3 E2 E1
E6 APRON
EN
RWY 02C-20C
| JEPPESEN, 1998, 2013. ALL RIGHTS RESERVED.

CHANGI

25 OCT 13 10-9C CHANGI
PARKING BAY COORDINATES
BAY No. COORDINATES BAY No. COORDINATES
T2 Central Apron
T3 South Apron
E1 N01 21.3 E103 59.4
A1, A2 N01 21.4 E103 59.1 E2 thru E4 N01 21.3 E103 59.5
A3, A4 N01 21.3 E103 59.0 E5 N01 21.3 E103 59.6
A5 N01 21.3 E103 59.1 E6, E7 N01 21.4 E103 59.6
A9 N01 21.2 E103 59.1 F30, F31 N01 21.2 E103 59.4
A10 N01 21.2 E103 59.0
F32, F33 N01 21.2 E103 59.5
A11 thru A13 N01 21.1 E103 59.0 F34 thru F36 N01 21.1 E103 59.5
A14 N01 21.0 E103 59.0
A15 thru A17 N01 21.0 E103 58.9
T2 North Apron
A18 N01 20.9 E103 58.9
A19, A20 N01 20.9 E103 59.0 E8 N01 21.5 E103 59.6
E10 N01 21.4 E103 59.5
A21 N01 21.0 E103 59.0 E11 N01 21.4 E103 59.6
E12 N01 21.5 E103 59.6
E20, E22 N01 21.4 E103 59.5
T3 North Apron
B1 N01 21.4 E103 59.1 E24 thru E26 N01 21.5 E103 59.5
B2 thru B4 N01 21.5 E103 59.1 E27, E28 N01 21.6 E103 59.5
B5 thru B7 N01 21.6 E103 59.2 T2 South Apron
B8 thru B10 N01 21.7 E103 59.3
F37 N01 21.0 E103 59.4
F40, F41 N01 21.1 E103 59.4
T1 West Apron F42 N01 21.0 E103 59.4
F50 N01 21.2 E103 59.4
C1, C20 N01 21.8 E103 59.3 F52L, F52R N01 21.0 E103 59.3
C22 N01 21.9 E103 59.3
C23 N01 21.9 E103 59.4 F52, F56R, F56L N01 21.1 E103 59.3
C24 N01 21.9 E103 59.5 F54, F56 N01 21.1 E103 59.3
C25 N01 22.0 E103 59.4 F58, F59, F59R N01 21.0 E103 59.3
F59L, F60 N01 21.0 E103 59.3
C26 N01 22.0 E103 59.5
East Remote Apron
T1 Central Apron 200, 200L, 200R N01 20.8 E103 59.2
C11, C13 N01 21.8 E103 59.4 201 N01 20.8 E103 59.2
C15 N01 21.9 E103 59.4 202, 202L, 202R N01 20.9 E103 59.2
203 N01 20.9 E103 59.2
C16, C17 N01 21.9 E103 59.5
C18 N01 22.0 E103 59.5 South-East Remote Apron
C19 N01 22.1 E103 59.5
1 103, 104 N01 20.5 E103 59.2
D30 N01 21.7 E103 59.5 205 N01 20.7 E103 59.3
206 thru 208 N01 20.8 E103 59.3
D32, D34 N01 21.8 E103 59.5
209 N01 20.9 E103 59.3
D35 thru D38 N01 21.9 E103 59.7
North-East Remote Apron

T1 East Apron
400 N01 21.6 E103 59.7
D40 N01 21.6 E103 59.5 401 thru 403 N01 21.7 E103 59.7
D41, D42, D44 N01 21.7 E103 59.6 404 N01 21.8 E103 59.7
D46 N01 21.8 E103 59.6
D47, D48 N01 21.8 E103 59.8 North Remote Apron
D49 N01 21.9 E103 59.8
300, 301 N01 22.1 E103 59.5
302, 303 N01 22.1 E103 59.6
304 N01 22.1 E103 59.7
305, 306 N01 22.0 E103 59.7
307 thru 309 N01 22.0 E103 59.8
310 N01 22.0 E103 59.9
1 For Parking Positions see 10-9C1.

CHANGES: 202L and 202R added. | JEPPESEN, 1998, 2013. ALL RIGHTS RESERVED.
JEPPESEN
WSSS/SIN 22 APR 16
.Eff.28.Apr. 10-9C1 CHANGI
1 517L 1 517 Fuel Farm
2 517R 2
3 516L WD 516 3
4 516R 515 4
W1 514
V1 513
512
W2 V2 511
WEST NORTH
CARGO 510 SERVICE
RWY 02L-20R
APRON 509 APRON
WP WC 508
612
507
611
V3 506
604 EC
505
603 EAST
W3 504 CARGO
WC
602 APRON
503 EA
601 609
502
EAST
WP SERVICE
APRON
V4
606
EA
PARKING BAY COORDINATES

BAY No. COORDINATES BAY No. COORDINATES
West Cargo Apron 517 N01 23.0 E103 59.8
502 N01 22.4 E103 59.5 517L, 517R N01 23.0 E103 59.7
503 N01 22.4 E103 59.6 East Cargo Apron
504 N01 22.5 E103 59.6
505, 506 N01 22.5 E103 59.6 601, 602 N01 22.3 E103 59.8
507, 508 N01 22.6 E103 59.6 603, 604 N01 22.4 E103 59.9
509 N01 22.7 E103 59.6 611, 612 N01 22.4 E104 00.0
510, 511 N01 22.7 E103 59.7 East Service Apron
512 thru 514 N01 22.8 E103 59.7
515 N01 22.9 E103 59.7 606 N01 22.2 E103 59.9
516L, 516, 516R N01 22.9 E103 59.7 609 N01 22.2 E103 59.9
C6 C7 EP
SC1 SC1 PARKING BAY COORDINATES
E6 BAY No. COORDINATES
SC2 SC2
Budget Terminal Apron
L4
1, 2 N01 20.5 E103 59.2
101R
102R
101L
102L
L6 EP
3 thru 6 N01 20.4 E103 59.1
101 102 103 104 7 thru 11 N01 20.3 E103 59.1
12, 13 N01 20.2 E103 59.1
1 L7 14 thru 16 N01 20.2 E103 59.0
2 E7
3 17 N01 20.1 E103 59.0
4
5 701, 702 N01 20.1 E103 59.1
L10
6 L5
7 South-East Remote Apron
RWY 02C-20C
EP
8 L8
9 101, 101L, 101R N01 20.6 E103 59.1
10 102, 102L, 102R N01 20.6 E103 59.1
11 L9
BUDGET 12 103, 104 N01 20.5 E103 59.2
TERMINAL 13 E8
APRON 14
15 702
16 701 E9
17
CHANGES: Parking stands 510 thru 514 added. | JEPPESEN, 2006, 2016. ALL RIGHTS RESERVED.
JEPPESEN
WSSS/SIN 22 APR 16
.Eff.28.Apr. 10-9C2 CHANGI
TAXIING GUIDANCE SYSTEM AT SINGAPORE CHANGI AIRPORT
The taxiing guidance system at Singapore Changi Airport consists of stop bars and
selectable segments of green taxiway centerline lights. The system is designed to provide
pilots with visual guidance while taxiing during night operations and during periods
of low visibility. It is controlled by the Ground Movement Controller (GMC) at Changi
Control Tower using the Airfield Lighting Control and Monitoring System (AGLCMS).
Route Selection and Priority

When a taxiing route is selected on the AGLCMS, corresponding segments of taxiway
centerline lights on the maneuvering area are switched on automatically. When two or
more routes are selected, the system will give priority to the first route and activate
red stopbar lights across conflicting routes, as necessary. A segment of the centerline
lights of the conflicting routes that cut across the first route will also be suppressed.
The GMC has the option of overriding the taxiing route priority by selecting or
deselecting the appropriate stopbar lights.
All taxiing guidance lights on taxiways leading to the runways terminate at the runway
holding positions where, by default, red stopbar lights remain on unless deselected by
the runway controller. When deselected, these stopbar lights will re-activate
automatically after 50 seconds. Pilots shall not cross any lighted red stopbar lights.
Pilots shall enter/cross the runway or taxiway only when both the following conditions
are met:
The crew have
a. received positive ATC clearance to enter/cross the runway or taxiway, and
b. observed that the red stopbar lights are turned off.
Information and Mandatory Signs/Markings
When following the directional guidance provided by the green taxiway centerline
lights and red stopbar lights, pilots are advised to also navigate their taxi route with
reference to information and mandatory signs/markings provided at the airport so as
to maintain situational awareness of their whereabouts at all times.


30 APR 10 10-9C3 CHANGI
ADVANCED- SURFACE MOVEMENT GUIDANCE

AND CONTROL SYSTEM
(A-SMGCS)- MULTILATERATION SYSTEM DEPLOYMENT
AT SINGAPORE CHANGI AIRPORT
1 Introduction
1.1 The Multilateration System is a new surveillance system which is able to detect
and identify all Mode S equipped aircraft and vehicles moving on the airport
surface even during bad weather conditions such as heavy rain. It will integrate
with the current radar-based ground surveillance system as a part of the
Advanced- Surface Movement Guidance and Control System (A-SMGCS) at
Singapore Changi Airport. This will enhance the efficiency and safety at the
airport.
2 Carriage of Mode-S SSR Transponder
2.1 Carriage and operation of Mode-S transponder is required for all civil aircraft
operating at Singapore Changi Airport. The Mode-S transponder shall comply, at
least, to the requirements of Level 2 as prescribed in ICAO Annex 10 Volume IV
(Amendment 77 or later) Standards and Recommended Practices.
3 Multilateration System Outline
3.1 The Multilateration System uses multiple receivers to pick up ‘‘squitters’’

transmitted by aircraft or vehicle Mode S transponders. It calculates the position
of an aircraft or a vehicle by comparing the time its ‘‘squitter’’ arrives at each
receiver.
3.2 The system will derive the identity of an aircraft by selectively interrogating its
transponder to receive its assigned Mode A code or extracting its aircraft
identification (that is, the ICAO callsign used in flight and inserted in the Flight
Management System (FMS) or Transponder Control Panel), if available, from its
squitter. For transponder equipped vehicles, the system will derive their
respective identities from the unique Mode S addresses contained in their
squitters.
4 Aircraft Requirements
4.1 The Multilateration System is essentially passive. It relies on aircraft

transponders squittering at all times when moving on the airfield. At present,
some aircraft checklist procedures instruct pilots to turn off the transponder
shortly after leaving the runway on arrival and, not to switch it on until reaching
the runway holding point for departure. This is in line with the requirement that
Mode A/C transponders should not transmit on the ground, which does not apply
to Mode S transmissions.
4.2 For the Multilateration System to work effectively, all aircraft Mode S
transponders need to transmit Mode S squitters at all times when moving on the
airfield, starting immediately prior to pushback, and for arrival aircraft until
they are stationary at the aircraft stands. The Mode S transponders should not
respond to All-Call interrogations, but should respond to addressed
interrogations.


30 APR 10 10-9C4 CHANGI
5 Procedures / Actions Required By Pilots
5.1 The Multilateration System needs to receive squitters and to acquire the Mode A
code of a Mode S equipped aircraft at all times when it is on the ground. This is
to enable detection and identification of the aircraft (from its Mode A code or
ICAO callsign) as soon as it pushes back. Hence, the following actions from
pilots are required.
5.2 Pre-Push back / Taxi

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

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

JEPPESEN
WSSS/SIN 13 FEB 15 10-9D
CHANGI
PROCEDURES FOR PUSH BACK AND ASSIGMENT OF
FLIGHT LEVELS TO DEPARTING AIRCRAFT
GENERAL
a. Aircraft departing Singapore Changi Airport shall adhere to the procedures for push back
and assignment of flight levels.
b. Assignment of flight levels to departing aircraft is made on a first-come-first-served basis.
Aircraft will normally be assigned the level requested unless an alternate level is offered
after coordination with the adjacent ATC centers.
c. Departing flights from Singapore requesting FL280 or FL320 on L759, M770, N571,
N571/N877 or P628 will be cleared as follows:
1. Aircraft departing Singapore will be cleared to FL280.
2. Succeeding aircraft on the same route will be cleared to FL280 with 10 min longitudinal
separation provided there is no closing speed with the preceding aircraft.
3. Additional longitudinal separation as appropriate shall be provided by ATC for the faster
aircraft following a slower aircraft on the same route.
4. The first aircraft from either Singapore or Kuala Lumpur to be over GUNIP on N571 or
N571/N877, the Kuala Lumpur/Bangkok FIR boundary on M770 or L759 and VPL on P628
can expect its requested flight level.
d. To avoid confusion, pilots shall use the correct phraseology as detailed in
PROCEDURES paragraph a. when ready for push back.
PROCEDURES
a. The pilot shall notify ATC when the aircraft is ready to push back within 5 min using
the following phraseology:
- call sign
- destination
- propsed flight level and alternate level, if any
- parking position
b. On receipt of the 'ready to push back' call, ATC will advise the pilot whether the proposed
flight level or other alternate flight level is available and an ATC clearance will be issued
accordingly. If pre-departure coordination with an adjacent unit or center is required, the
pilot will be instructed to standby.
c. Once the fight level is accepted by the pilot and an ATC clearance issued, the aircraft
must be pushed back within 5 minutes from the time the ATC clearance is accepted
unless other ATC restrictions are imposed. The ATC clearance will be cancelled upon
expiration of the 5 minute grace period.
d. At the end of the push back, the departing aircraft must have all engines started and be
ready to taxi immediately, unless otherwise instructed by ATC.
NOTE: The first aircraft to taxi may not necessarily be the first aircraft to take-off as
distances between aircraft stands and the departure runway vary.

JEPPESEN
WSSS/SIN 13 FEB 15 10-9E
CHANGI
GATE HOLD PROCEDURES FOR DEPARTING AIRCRAFT

a. Whenever there are about five to seven departing aircraft at the Rwy holding point,
subsequent push backs of departures will be regulated such that the Ground Movement
Planner (GMP) on frequency 121.65 will start to issue pilots with Expected Pushback
Time (EPT). The determination of EPT will take into account an aircraft's parking stand
as well as taxi time to the Rwy-in-use holding point.
b. When an EPT is issued, pilots will be instructed to either remain on GMP frequency
or to monitor Singapore Ground Control (frequencies 124.3, 121.72 or 121.85). It should
be noted that when instructed to monitor Singapore Ground frequencies, pilots shall not
establish contact with the Singapore Ground Control, rather, pilots shall maintain a
listening watch on the assigned Singapore Ground Control frequency and wait for
pushback instruction. This is to prevent unnecessary frequency congestion.
c. A flight issued with an EPT but chooses to commence pushback before the assigned
time will be allowed to do so. However, the flight should not expect an earlier
departure time as the planned departure sequences will be maintained.
d. In a situation when a departing aircraft is occupying a gate that has been assigned
to an arriving aircraft, the departing aircraft will be instructed by the GMP to contact
Singapore Ground for pushback for the purpose of better gate utilization.
e. To maximize runway utilization, departure sequence will be planned on the basis of
increasing runway throughput so as to enhance overall efficiency.
DELAY IN PUSH BACK AND/OR TAXI DUE TO OTHER AIRCRAFT

Delays may be expected for the second aircraft to push back and to taxi when two or more
aircraft are parked either adjacent to one another or close together. However, it will retain
its ATC clearance even if the 5 minutes grace period allowed for under
PROCEDURES paragraph c. is exceeded.
DELAY IN TAKE-OFF DUE TO RESTRICTIONS IN THE ATC CLEARANCE
The ATC clearance may require an aircraft to arrive at a reporting point at a specific time
and level or to depart a number of minutes behind a preceding traffic to establish
longitudinal separation. Such a delay will not deprive a departing aircraft of its ATC clearance
even though the 5 minutes grace period would have been exceeded.
DELAY DUE TO OVERFLIGHTS

These are flights operating through Singapore FIR without landing at Changi Airport. Depending
on their positions, a departing aircraft requesting the same level may have to accept an
alternate level or may have to delay its departure in order to establish the prescribed
separation.
FLIGHTS EXEMPTED
The above procedures are not applicable to VIP, CASEVAC, SAR and other special tasks
aircraft. ATC shall have full discretion in the conduct of such operations.
CANCELLATION OF ATC CLEARANCE/ OBTAINING A FRESH CLEARANCE
a. A departing aircraft may have its ATC clearance cancelled under the following circumstances:
1. on expiry of the 5 minutes grace period under
PROCEDURES paragraph c., it is still unable to push back; or
2. after pushing back, the pilot advises that it is returning to blocks; or
3. it develops a technical problem and is unable to continue taxiing.
b. ATC will inform the aircraft when a clearance is cancelled using the following phraseology:
'(Call sign of aircraft) your ATC clearance is cancelled (reason)'.
c. Pilots who are ready to depart following the cancellation of an ATC clearance will adopt the
normal procedures as if it is the first time they are ready to depart.
GROUND MOVEMENT PLANNER ON VHF 121.65

The frequency shall be used for aircraft pre-flight checks and ATC clearances.
Pilot-in-command to make his initial call from the parked position of the frequency.
CHANGES: Gate Hold Procedures for Departing Aircraft paragraph b. | JEPPESEN, 1998, 2015. ALL RIGHTS RESERVED.
JEPPESEN
WSSS/SIN 13 FEB 15 10-9E1
CHANGI
GROUND MOVEMENT CONTROL ON 124.3, 121.85, AND 121.72

a. This frequency shall be used for aircraft start-up/push-back clearance.
b. Unless otherwise instructed by ATC, the pilot-in-command shall prior to starting engines
listen out on the Ground Movement Control frequency on 124.3, 121.85 or 121.72.
c. The pilot-in-command shall:
1. Request and obtain taxi instructions prior to taxiing;
Note: ATC clearance, including the assigned SSR code will normally be issued prior to push back.
Pilot shall squawk the SSR code immediately when airborne.
2. Change from Ground Movement Control frequency to the Runway Control frequency when
instructed (118.6 or 118.25). It should be noted that when instructed to monitor Singapore
Tower frequencies, pilots shall not establish contact with Singapore Tower; rather, pilots
shall maintain a listening watch on the assigned Singapore Tower frequency and wait for
instruction. This is to prevent unnecessary frequency congestion.
d. Departing aircraft will be instructed when to change from 118.6 or 118.25 to Singapore
Departure frequency 120.3.
e. In the case of the aircraft having landed, the pilot-in-command shall change from 118.6 or
118.25 to 124.3, 121.85 or 121.72 immediately upon instructed by ATC after clearing the
runway. He shall maintain watch on 124.3, 121.85 or 121.72 for taxiing and parking
instructions until he arrives at his aircraft stand.
TAXIING
a. Taxi clearance given by Ground Movement Control will relate to movement on the
maneuvering area, but excluding the marshalling area.
b. Aircraft taxiing on the maneuvering area will be regulated by ATC to avoid or reduce
possible conflict and will be provided with traffic information and alerting service.
ATC shall apply taxiing clearance limits whenever necessary.
c. The taxiway routes to be used by aircraft after landing or when taxiing for departure
will be specified by ATC. The issuance by ATC of a taxi route to an aircraft does not
relieve the pilot-in-command of the responsibility to maintain separation with other
aircraft on the maneuvering area or to comply with ATC directions intended to
regulate aircraft on the maneuvering area.
d. Pilots are reminded to always use minimum power when starting engines, when
maneuvering within the apron area or when maneuvering from apron taxiways to other
parts of the aerodrome. It is especially critical when commencing to taxi that
break-away thrusts are kept to an absolute minimum and then be reduced to idle
thrusts as soon as possible.
TAKE-OFF AND LANDING
a. Departing aircraft will normally be directed by ATC to use the full length of the runway
for take-off. On obtaining an ATC clearance the aircraft shall enter the runway via
designated taxiways:
Rwy 02C - Twy E10 or E11
Rwy 02L - Twy W8, W9 OR W10
Rwy 20C - Twy E1, E2
Rwy 20R - Twy W1. W2
b. The pilot-in-command shall not take-off or land without a clearance from Aerodrome Control.
c. The pilot-in-command shall not run-up on the runway in use unless authorized by
Aerodrome Control. Engines run-ups in the holding pan or taxiway holding point clear
of the runway in use may be carried out subject to approval by Aerodrome Control.
d. After landing, the pilot-in-command shall vacate the runway by the shortest suitable
route and to contact Ground Control who will issue specific taxi route instructions to
its assigned aircraft stand.
e. Aircraft with radio communication failure shall vacate the runway and stop on the
taxiway and watch for light signals from Aerodrome Control.
ARRIVING AIRCRAFT
The pilot-in-command of an arriving aircraft shall contact the appropriate Approach
Control Unit 10 minutes before entering the CTR or ATZ.
CHANGES: Ground Movement Control section revised. | JEPPESEN, 2012, 2015. ALL RIGHTS RESERVED.

12 JUN 09 10-9F
CHANGI
PROCEDURES FOR START-UP AND PUSHBACK OF AIRCRAFT
1. Ground crew must ensure that the area behind an aircraft is clear of vehicles, equip-
ment and other obstructions before the start-up or pushback of aircraft commences.
2. When the pilot is ready for start-up and pushback, he/she shall seek confirmation
from the ground crew that there is no hazard to the aircraft starting up. The pilot
shall then notify the Ground Movement Controller (Callsign: Singapore Ground) that
the aircraft is ready for pushback. On being informed by Singapore Ground that push-
back is approved, the pilot shall coordinate with the ground crew for the start-up and
pushback of the aircraft.
3. The following table describes the procedures for the pushback of aircraft from the
various aircraft stands. When it becomes necessary to vary a procedure to expedite
aircraft movements, Singapore Ground will issue specific instructions to the pilot.
PHRASEOLOGY USED
APRON/ACFT
PUSHBACK PROCEDURES BY SINGAPORE
STANDS
GROUND
T3 WEST
A1 The aircraft shall be pushed back onto Taxilane V6 to Standard pushback
face West such that the pushback line is always kept approved.
midway between the aircraft main gear until its
nosewheel is at the "END OF PUSH (for A1 nose
gear)" position. The aircraft shall then be towed
forward along the pushback line until its nosewheel is
at the "END OF TOW (for A1, A2, B1, B2)" position.
The aircraft may breakaway from there. Engine start
up is not permitted during standard pushback.
Alternate Pushback Pushback approved,

The aircraft (on idle thrust) shall be pushed back onto to face North (or
Taxilane V6 to face East, followed by TWY WA, such South) on TWY WA.
that the alternate pushback line is always kept
midway between the aircraft main gear until the nose
of the aircraft is behind the stopbar behind aircraft
stand A3 or B2. The aircraft may breakaway from
there. This alternate pushback procedure can only be
exercised if the auxiliary power unit of aircraft is
unserviceable.
A2 The aircraft (on idle thrust) shall be pushed back onto Standard pushback
Taxilane V6 to face West such that the pushback line approved.
is always kept midway between the aircraft main
gear until its main gear is at the intersection of the
pushback line and Taxilane V6 centerline and the
nosewheel stops at the "END OF PUSH (A2, B2)"
position. The aircraft shall then be towed forward
along Taxilane V6 centerline until its nosewheel is at
the "END OF TOW (for A1, A2, B1, B2)" position. The
aircraft may breakaway from there.
A3 The aircraft (on idle thrust) shall be pushed back onto Pushback approved,
TWY WA until its nosewheel is at the intersection of to face North
the aircraft stand lead-in line and TWY WA (or South).
centerline. The aircraft may breakaway from there.
TWY WA to face North (or South) such that the to face North
pushback line is always kept midway between the (or South).
aircraft main gear until its nosewheel is at TWY WA


12 JUN 09 10-9G CHANGI
PHRASEOLOGY USED
APRON/ACFT
STANDS
GROUND
A5, A9 The aircraft (on idle thrust) shall be pushed back onto Pushback approved,
TWY U2 to face North such that the pushback line is to face North.
always kept midway between the aircraft main gear
until the nose of the aircraft is behind the stopbar
behind aircraft stand A11. The aircraft may
breakaway from there. Pushback approved,
OR to face South.
The aircraft (on idle thrust) shall be pushed back onto
TWY WA to face South until nose of the aircraft is
behind the stopbar behind aircraft stand A4. The
TWY U2 to face North until the nose of the aircraft is to face North.
OR
The aircraft (on idle thrust) shall be pushed back onto Pushback approved,
to face South.
TWY WA to face South until the nose of the aircraft
is behind the stopbar behind aircraft stand A4. The
at the intersection of the aircraft stand lead-in line
and TWY U2 centerline. The aircraft shall then be
towed forward until the nose of the aircraft is behind
the stopbar behind aircraft stand A11. The aircraft
may breakaway from there.
Pushback approved,
OR
to face South.
TWY U2 to face South until the nose of the aircraft is
towed forward until its nosewheel is behind the
stopbar behind aircraft stand A12. The aircraft may
breakaway from there.
towed forward until its nosewheel is behind the
stopbar behind aircraft stand 11. The aircraft may
Pushback approved,
OR
to face South.
TWY U2 to face South until its nosewheel is at the
intersection of the aircraft stand lead-in line and
TWY U2 centerline. The aircraft may breakaway from
there.
A13, A14, The aircraft (on idle thrust) shall be pushed back onto Pushback approved
A15 TWY WA to face North until the nose of the aircraft to face North.
OR
to face South.
TWY U2 to face South until the nose of the aircraft is
A16 The aircraft (on idle thrust) shall be pushed back onto Pushback approved


12 JUN 09 10-9H
CHANGI
PHRASEOLOGY USED
APRON/ACFT
STANDS
GROUND
A17 Pushback facing West Pushback approved
The aircraft (on idle thrust) shall be pushed back onto to face West.
Taxiway V8 to face West until its nosewheel is at the
"END OF PUSH" position behind aircraft stand A17.
The aircraft may breakaway from there.
Pushback facing South
Pushback approved
TWY WA to face South until the nose of the aircraft
to face South.
Taxiway U4 to face West such that the pushback line approved.
gear until its main gear is aligned with the centerline
of Taxiway U4 and the nose of the aircraft is behind
the stopbar behind aircraft stand A18. The aircraft
may breakaway from there. Pushback to face East is
not permitted.
the stopbar behind the "END OF PUSH" line. The
aircraft may breakaway from there. Pushback to face
East is not permitted.
the stopbar behind the "END OF PUSH (for A20 nose
gear)" position. The aircraft may breakaway from
there. Pushback to face East is not permitted.
Taxilane U4 to face East such that the pushback line is approved.
until its nosewheel is at the "END OF PUSH (for A21
nose gear)" position. The aircraft shall then be towed
forward to face West until its nose is behind the
stopbar behind aircraft stand A18. The aircraft may
B1 The aircraft shall be pushed back onto Taxilane V6 to Standard pushback
face West such that the pushback line is always kept approved.
midway between the aircraft main gear until its
nosewheel is at the "END OF PUSH (for B1 nose
gear)" position. The aircraft shall then be towed
forward along the pushback line until its nosewheel is
at the "END OF TOW (for A1, A2, B1, B2)" position.
The aircraft may breakaway from there. Engine
startup is not permitted during standard pushback.
Alternate Pushback Pushback approved,
The aircraft (on idle thrust) shall be pushed back onto to face North (or
Taxilane V6 to face East, followed by TWY WA, such South) on TWY WA.
that the alternate pushback line is always kept
midway between the aircraft main gear until the nose
of the aircraft is behind the stopbar behind aircraft
stand A3 or B2. The aircraft may breakaway from
there. This alternate pushback procedure can only be
exercised if the auxiliary power unit of aircraft is
unserviceable.


12 JUN 09 10-9J CHANGI
PHRASEOLOGY USED
APRON/ACFT
STANDS
GROUND
B2 The aircraft (on idle thrust) shall be pushed back onto Standard pushback
Taxilane V6 to face West such that the pushback line approved.
gear until its main gear is at the intersection of the
pushback line and Taxilane V6 centerline and the
nosewheel stops at the "END OF PUSH (A2, B2)"
position. The aircraft shall then be towed forward
along Taxilane V6 centerline until its nosewheel is at
the "END OF TOW (for A1, A2, B1, B2)" position. The
B3 The aircraft (on idle thrust) shall be pushed back onto Pushback approved,
TWY WA to face North (or South) such that the to face North
pushback line is always kept midway between the (or South).
aircraft main gear until its nosewheel is at TWY WA
B5, B6 The aircraft (on idle thrust) shall be pushed back onto Pushback approved,
TWY WA to face North until the nose of the aircraft to face North.
is behind the stopbar behind aircraft stand B4. The
OR Pushback approved,
The aircraft (on idle thrust) shall be pushed back onto to face South.
TWY U1 to face South such that the pushback line is
until the nose of the aircraft is behind the stopbar
behind aircraft stand B7. The aircraft may breakaway
from there.
TWY U1 to face South until the nose of the aircraft is to face South.
behind the stopbar behind aircraft stand B7. The
OR
TWY WA to face North until the nose of the aircraft to face North.
is behind the stopbar behind aircraft stand B4. The
TWY U1 to face South until its nosewheel is at the to face South.
intersection of the aircraft stand lead-in line and
TWY U1 centerline. The aircraft may breakaway from
there.
to face North.
TWY U1 to face North until its nosewheel is at the
intersection of the lead-in line and TWY U1
centerline. The aircraft shall then be towed forward
until its nosewheel is at the intersection of the
aircraft stand B9 lead-in line and Twy U1 centerline.
B9, B10 The aircraft (on idle thrust) shall be pushed back onto Pushback approved
TWY U1 until its nosewheel is at the intersection of to face North (or
the aircraft stand lead-in line and TWY U1 centerline. South).


22 APR 16 10-9K .Eff.28.Apr. CHANGI
APRON/ACFT PHRASEOLOGY USED

STANDS
GROUND
MARS REMOTE
101, 101R The aircraft (on idle thrust) shall be pushed back to Standard pushback
face East until its nosewheel is at the "END OF approved
PUSH" position. The aircraft shall then be towed
forward until its nosewheel is at the "END OF TOW
(EOT)" position on Twy L4 centerline. The aircraft
may breakaway from there.
101L The aircraft (on idle thrust) shall be pushed back Standard pushback
onto Twy L4 centerline to face East. The aircraft approved
shall then be towed forward along the centerline
of Twy L4 until its nosewheel is at the "END
OF TOW (EOT)" position. The aircraft may breakaway
from there.
102, 102R The aircraft (on idle thrust) shall be pushed back Standard pushback
102L onto Twy L4 centerline to face East. The aircraft approved
shall then be towed forward along the centerline
of Twy L4 until the nose of the aircraft is behind
the stopbar behind aircraft stand 102.
EAST REMOTE
200, 201, The aircraft (on idle thrust) shall be pushed back Pushback approved,
202, 203 onto Twy C6 to face North (or South). to face North (or
South).
200L The aircraft (on idle thrust) shall be pushed back Pushback approved,
onto Twy C6 centerline to face North until its to face North.
nosewheel is on the end of push behind acft stand
200L. The acft may breakaway from there.
OR
The aircraft (on idle thrust) shall be pushed back Pushback approved,
onto Twy C6 centerline to face South. to face South.
200R, 202L The aircraft (on idle thrust) shall be pushed back Pushback approved,
202R onto Twy C6 centerline to face North (or South). to face North (or
South).
SOUTH-EAST REMOTE
103, 104 The aircraft (on idle thrust) shall be pushed back Standard pushback
onto Twy L4 centerline to face East until the aircraft approved
nose is behind the stopbar behind aircraft stand 102.
The aircraft may break away from there.
207, 208 onto Twy C7 to face North (or South). to face North (or
South).
209 The aircraft (on idle thrust) shall be pushed back to Pushback approved,
face North (or South) until its nose wheel is at the to face North (or
intersection of the lead-in line and Twy C7 centerline. South).
NORTH REMOTE
300, 301 The aircraft (on idle thrust) shall be pushed back Pushback approved,
302, 303, facing West until its nose wheel is at the intersection to face West.
304, 305, of the lead-in line and taxiway NC2 centerline.
306, 307, OR
310 facing East until its nose wheel is at the intersection to face East.
of the lead-in line and taxiway NC2 centerline.
NORTH-EAST REMOTE
400, 401 The aircraft (on idle thrust) shall be pushed back to Pushback approved,
402, 403 face North (or South) until its nose wheel is at the to face North (or
404 intersection of the lead-in line and Twy A6 centerline. South).


22 APR 16 10-9L .Eff.28.Apr. CHANGI

STANDS
GROUND
WEST CARGO
502 The aircraft (on idle thrust) shall be pushed back to face North Pushback approved, to
(or South). The aircraft may breakaway from there. There shall face North (or South).
be no simultaneous pushback of aircraft unless with two
aircraft stands separation.
503, 504, The aircraft (on idle thrust) shall be pushed back to face North Pushback approved, to
505, 506 (or South). face North (or South).
507, 508, The aircraft (on idle thrust) shall be pushed back to face North Pushback approved, to
509 (or South). The aircraft may breakaway from there. There shall face North (or South).
be no simultaneous pushback of aircraft unless with two
510 The aircraft (on idle thrust) shall be pushed back to face North Pushback approved, to
(or South) until the nosewheel of the aircraft is at the face North (or South).
intersection of the aircraft stand lead-in line and Taxiway WC
centreline. The aircraft may breakaway from there. There
shall be no simultaneous pushback of aircraft unless with two
511 The aircraft (on idle thrust) shall be pushed back onto TWY WC Pushback approved, to
to face North until the nosewheel of the aircraft is at the face North.
centreline. The aircraft may breakaway from there.
OR
The aircraft (on idle thrust) shall be pushed back onto TWY WC Pushback approved, to
to face South until the nosewheel of the aircraft is at the face South.
centreline. The aircraft shall then be towed forward until the
nosewheel is at the "EOT" position behind aircraft stand 510.
to face North until the nosewheel of the aircraft is behind the face North.
stop bar behind aircraft stand 511. The aircraft may breakaway
from there.
OR
to face South until the nosewheel of the aircraft is at the face South.
centreline. The aircraft shall then be towed forward until the
nosewheel is at the "EOT" position behind aircraft stand 510.
to face North until the nosewheel of the aircraft is at the face North.
centreline. The aircraft may breakaway from there.
OR
to face South until the nosewheel of the aircraft is behind the face South.
stop bar behind aircraft stand 515 on Taxilane WD.
to face North until the nosewheel of the aircraft is behind the face North.
stop bar behind aircraft stand 513.The aircraft may breakaway
from there.
OR
to face South until the nosewheel of the aircraft is behind the face South.
stop bar behind aircraft stand 515 on Taxilane WD.
515 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
WD to face South until the nose of the aircraft is behind the approved.
stop bar. The aircraft may breakaway from there.
WD to face South until the nose of the aircraft is at the approved.
intersection of the aircraft stand lead-in line and Taxilane WD
centerline. The aircraft shall then be towed forward until the
nose of the aircraft is behind the stop bar behind aircraft
stand 515. The aircraft may breakaway from there.
516R, 516L The aircraft (on idle thrust) shall be pushed back to face South Standard pushback
until its body is aligned with Taxilane WD centerline. The approved.
aircraft shall then be towed forward until the nose of the
aircraft is behind the stop bar behind aircraft stand 515. The
CHANGES: WEST CARGO pushback procedures. | JEPPESEN, 1999, 2016. ALL RIGHTS RESERVED.

22 APR 16 10-9L1 .Eff.28.Apr. CHANGI
APRON/ACFT PUSHBACK PROCEDURES PHRASEOLOGY USED

STANDS BY SINGAPORE
GROUND
WD to face South until the nose of the aircraft is at the approved.
intersection of the aircraft stand lead-in line and Taxilane WD
centerline. The aircraft shall be towed forward unlit the nose
of the aircraft is behind the stop bar behind aircraft stand 515.
517R, 517L The aircraft (on idle thrust) shall be pushed back to face South Standard pushback
until its body is aligned with Taxilane WD centerline. The approved.
aircraft shall the be towed forward until the nose of the
aircraft is behind the stop bar behind aircraft stand 515. The
EAST CARGO
601, 602 The aircraft (on idle thrust) shall be pushed back to face South Standard pushback
until its nose wheel is at the intersection of the lead-in line approved.
and taxilane EA centerline.
603 The aircraft (on idle thrust) shall be pushed back to face South Standard pushback
until its nose wheel is at the intersection of the lead-in line and approved.
taxilane EA centerline. The aircraft shall then be towed forward
along the centerline of taxilane EA until its nose wheel is on the
"END OF TOW" marking behind aircraft stand 602.
604 The aircraft (on idle thrust) shall be pushed back to face South Standard pushback
until its nose wheel is at the position of "END OF PUSH". The approved.
aircraft shall then be towed forward along the centerline of
taxilane EA until its nose wheel is on the "END OF TOW"
marking behind aircraft stand 602.
611, 612 The aircraft (on idle thrust) shall be pushed back to face North Standard pushback
until its nose wheel is at the "END OF PUSH" position. approved.
The aircraft shall then be towed forward along the centerline
of taxilane EC and turn Left onto the centerline of taxilane
EA until its nose wheel is on the "END OF TOW" marking
behind aircraft stand 602. The aircraft may breakaway from
there. Engine start up is not permitted during standard
push back.
Alternate Pushback Procedure
The aircraft shall be pushed back to face North untli its nose Alternate pushback
wheel is at the "END OF PUSH" position. Engine start-up is approved.
permitted only on the port engine. The aircraft shall then
be towed forward along the centerline of taxilane EC and
turn left onto the centerline of taxilane EA until its nose wheel
is at the "END OF TOW" position (marking behind aircraft
stand 602). The aircraft may breakaway from there. This
alternate push back procedure can only be exercised if the
auxiliary power unit of the aircraft is unserviceable.
T1 WEST
C1, C20, The aircraft (on idle thrust) shall be pushed back onto Twy U1 Pushback approved,
C22, C23, to face North (or South). to face North (or
C24, C25 South).
C26 The aircraft (on idle thrust) shall be pushed back onto Twy Pushback approved,
WA to face North. The aircraft may breakaway from there. to face North.
OR
The aircraft (on idle thrust) shall be pushed back onto Twy WA Pushback approved,
to face South until its nose wheel is at the intersection of the to face South.
aircraft stand lead-in line and Twy WA centerline. The aircraft
shall then be towed forward until its nose wheel is on the "END
OF TOW" position. This is marked as "EOT" on the ground.
T1 CENTRAL
C11 The aircraft (on idle thrust) shall be pushed back such that Standard pushback
the pushback line is always kept midway betweeen the approved.
aircraft main gear until the nose wheel of the aircraft is at
the "EOP 21" position. The aircraft shall then be towed
forward until its nose wheel is at the "EOT 22A" position.



STANDS
GROUND
C13 The aircraft (on idle thrust) shall be pushed back to face North Standard pushback
such that the pushback line is always kept midway between the approved.
aircraft main gear until its nose wheel is at the "END OF PUSH
(Stopbar 22)" position. The aircraft shall be towed forward
until its nose wheel is at the "END OF TOW (Stopbar 22A)"
position. OR
The aircraft (on idle thrust) shall be pushed back onto Twy N2 Pushback approved,
to face South followed by Twy N3 until the nose of the aircraft onto Twy N3 to
face South.
is behind the stopbar line behind the aircraft stand D35. The
aircraft may break away from there.
OR
is behind the stopbar line behind the aircraft stand C16. The face South.
D32 The aircraft (on idle thrust) shall be pushed back to face North Standard pushback
such that the pushback line is always kept midway between approved.
the aircraft main gear until its nose wheel is at the "END OF
PUSH (Stopbar 22)" position. The aircraft shall be towed
forward until its nose wheel is at the "END OF TOW (Stopbar
22A)" position. OR
is behind the stopbar line behind the aircraft stand D35. The face South.
OR
face South.
is behind the stopbar line behind the aircraft stand C16.
The aircraft may break away from there.
C15, D34 The aircraft (on idle thrust) shall be pushed back facing North Standard pushback
and Twy N2 centerline.
OR
is behind the stopbar line behind the aircraft stand D35. The face South.
OR
face South.
is behind the stopbar line behind the aircraft stand C16. The
C16, C17 The aircraft (on idle thrust) shall be pushed back to face North Pushback approved,
(or South) until its nose wheel is at the intersection of the to face North (or
lead-in line and Twy N1 centerline. South).
approved.
along Twy N1 until the "END OF PUSHBACK" position.
D30 The aircraft (on idle thrust) shall be pushed back such that the Standard pushback
pushback line is always kept midway between the aircraft main approved.
gear until its nose wheel of the aircraft is an the "END OF
PUSH (Stopbar 20)" position. The aircraft shall then be towed
forward until its nose wheel is at the "END OF TOW (Stopbar
22A)" position.
D35, D36 The aircraft (on idle thrust) shall be pushed back to face North Pushback approved,
(or South) until its nose wheel is at the intersection of the to face North (or
lead-in line and Twy N3 centerline. South).
along Twy N3 until the "END OF PUSHBACK" position. approved.



STANDS
GROUND
T1 EAST
D40, D41, The aircraft (on idle thrust) shall be pushed back to face North Pushback approved,
D42, D44, (or South) until its nose wheel is at the intersection of the to face North (or
D46, D47, lead-in line and Twy A6 centerline. South).
D48, D49
T2 CENTRAL
E1 The aircraft (on idle thrust) shall be pushed back such that the Standard pushback
pushback line is always kept midway between the aircraft main approved.
gear until its nose wheel is at Stopbar 12. This is marked as
"END OF PUSHBACK" on the ground. The aircraft shall then
be towed forward to Stopbar 9. this is marked as "END OF
TOW" on the ground.
E2 The aircraft (on idle thrust) shall be pushed back until its nose Standard pushback
wheel is at the intersection of the lead-in line and Twy B2 approved.
centerline. The aircraft shall then be towed forward to Stopbar
9. This is marked as "END OF TOW" on the ground.
wheel is at Stopbar 9. This is marked as "END OF TOW" on approved.
the ground.
wheel is at "END OF PUSHBACK" 8 position. approved.
The aircraft (on idle thrust) shall be pushed back onto Twy B1 to pushback onto
until its nose wheel is at "END OF PUSHBACK" 13A position. Twy B1.
OR
Pushback approved,
The aircraft (on idle thrust) shall be pushed back onto Twy B3 to pushback onto
until its nose wheel is at "END OF PUSHBACK" 7A position. Twy B3.
E5, E6 The aircraft (on idle thrust) shall be pushed back until its nose Standard pushback
centerline. The aircraft shall then be towed forward to Stopbar
13. This is marked as "END OF TOW" on the ground.
wheel is at Stopbar 13. This is marked as "END OF TOW" approved.
on the ground.
F30 The aircraft (on idle thrust) shall be pushed back such that Standard pushback
the pushback line is always kept midway in between the aircraft approved.
aircraft main gear until its nose wheel is at Stopbar 11. This
is marked as "END OF PUSH" on the ground. The aircraft shall
then be towed forward the Stopbar 9. This is marked as "END
OF TOW" on the ground.
F31 The aircraft (on idle thrust) shall be pushed back until its Standard pushback
nose wheel is at Stopbar 10. This is marked as "END OF PUSH" approved.
on the ground. The aircraft shall then be towed forward to
Stopbar 9. This is marked as "END OF TOW" on the ground.
F32 The aircraft (on idle thrust) shall be pushed back until its nose Standard pushback
on the ground.
wheel is at "END OF PUSH" 8 position. approved.
OR
The aircraft (on idle thrust) shall be pushed back onto Twy B1 Pushback approved,
to pushback onto
until its nose wheel is at the "END OF PUSH" 13A position. Twy B1.
OR
The aircraft (on idle thrust) shall be pushed back onto Twy B3 Pushback approved,
until its nose wheel is at the "END OF PUSH" 7A position. to pushback onto
Twy B3.
F34, F35 The aircraft (on idle thrust) shall be pushed back until its nose Standard pushback
centerline. The aircraft shall then be towed forward to
on the ground.
T2 NORTH
wheel is at Stopbar 14. This is marked as "END OF PUSH" on approved.
the ground. The aircraft shall then be towed forward to



STANDS
GROUND
E10 The aircraft (on idle thrust) shall be pushed back Standard pushback
with the main gear mid-point following the pushback approved.
line until its nose wheel is at position EOP 19.
E11 The aircraft (on idle thrust) shall be pushed back Standard pushback
with the main gear mid-point following the main gear approved.
pushback line onto Twy A6 centerline. The aircraft
shall then be towed forward to Stopbar 16 on
Twy A5. This is marked as "END OF TOW" on the
ground.
Alternate pushback procedure for aircraft with Pushback approved,
wingspan of less than 213' (65m): to pushback onto
The aircraft (on idle thrust) shall be pushed back Twy A6.
with the main gear mid-point following the main gear
pushback line until its body is aligned with Twy A6
centerline.
Alternate pushback procedure for aircraft with Pushback approved,
wingspan of more than 213' (65m): to pushback onto
The aircraft (on idle thrust) shall be pushed back Twy A6.
with the main gear mid-point following the main
gear pushback line until its nose wheel is at the
"END OF PUSH 19A" position behind aircraft stand
E24. The aircraft shall then be towed forward to
"END OF TOW 18B" behind aircraft Stand E26.
and Twy A5 centerline. The aircraft shall then be towed
forward to Stopbar 16. This is marked as "END OF TOW"
on the ground.
OR
The aircraft (on indle thrust) slall be pushed back onto Pushback approved,
Twy A6 until its nose wheel is at the intersection of Twy A5 to pushback onto
and A6 centerline. Twy A6.
E20 The aircraft (on idle thrust) shall be pushed back with the Standard pushback
main gear mid-point following the main gear pushback line approved.
line until its nose wheel is at Stopbar 17. The aircraft shall
then be towed forward to "END OF TOW" Stopbar 18A.
Aircraft may breakaway from here.
E22 The aircraft (on idle thrust) shall be pushed back with the Standard pushback
main gear mid-point following the main gear pushback line approved.
until its nose wheel is at Stopbar 19. This is marked as "END
OF PUSH" on the ground. The aircraft shall then be towed
on the ground.
E24, E24L/R The aircraft (on idle thrust) shall be pushed back Standard pushback
facing North until its body is aligned with Twy A6 approved.
centerline. Aircraft may breakaway from there.
E26 The aircraft (on idle thrust) shall be pushed back to face Standard pushback
North until its body is aligned with Twy A6 centerline. approved.
E27, E28 The aircraft (on idle thrust) shall be pushed back to face Pushback approved,
North (or South) until its body is aligned with Twy A6 to face North (or
centerline. South).
T2 SOUTH
F37 The aircraft (on idle thrust) shall be pushed back with the Standard pushback
main gear following the main gear pushback line, until its approved.
nose wheel is behind aircraft Stand F42. The aircraft shall
then be towed forward to Stopbar 4. This is marked as
"EOT 4" on the ground.
OR
The aircraft (on idle thrust) shall be pushed back with the Pushback approved,
main gear following the main gear pushback line, until its to face East on
nose wheel is on the "END OF PUSH (EOP)" Stopbar 5 Twy C1
on Twy C1.
F40, F52 The aircraft (on idle thrust) shall be pushed back until its Standard pushback
nose wheel is at Stopbar 2. This is marked as "END OF PUSH" approved.
on the ground. The aircraft shall then be towed forward to

WSSS/SIN 22 APR 16
JEPPESEN SINGAPORE, SINGAPORE
.Eff.28.Apr. 10-9L5 CHANGI
STANDS PUSHBACK PROCEDURES BY SINGAPORE
GROUND
nose wheel is at the intersection of the lead-in line and approved.
Twy C2 centerline. The aircraft shall then be towed
forwardto Stopbar 4. This is marked as "END OF TOW"
on the ground.
OR
The aircraft (on idle thrust) shall be pushed back onto Twy Pushback approved,
C6 until its nose wheel is at the intersection of Twy C2 to pushback onto
and Twy C6 centerline. Twy C6.
nose wheel is at the intersection of the lead-in line and approved.
Twy C2 centerline. The aircraft shall then be towed
on the ground.
Alternate pushback procedure for aircraft with wingspan Pushback approved,

of less than 213' (65m): to pushback onto
The aircraft (on idle thrust) shall be pushed onto Twy C6 Twy C6.
until its nose wheel is at the intersection of Twy C2
and Twy C6 centerline.
Alternate pushback procedure for aircraft wingspan Pushback approved,
of more than 213' (65m): to pushback onto
The aircraft (on idle thrust) shall be pushed back until its Twy C6.
nose wheel is at the "END OF PUSH 4A" position. The
aircraft shall then be towed forward with its nose wheel
following the towed forward line untli its nose wheel is on
the "END OF TOW 4B" position behind aircraft Stand F59.
F50 The aircraft (on idle thrust) shall be pushed back with the Standard pushback
main gear following the main gear pushback line, facing approved.
South until its nosewheel is on the "END OF PUSH" Stopbar
1 marking painted on the ground behind aircraft stand F50.
The aircraft shall then be towed forward with the nose
wheel following the tow-forward line until its nose wheel
is on the "END OF TOW" Stopbar 3 marking painted on
the ground behind aircraft stand F52.
F52L The aircraft (on idle thrust) shall be pushed back to face Standard pushback
South until its nosewheel is at the intersection of the approved.
aircraft push back line and taxilane C6.
F52R The aircraft (on idle thrust) shall be pushed back to face Standard pushback
South until its nosewheel is at the intersection of the approved.
aircraft push back line and taxilane C6. The aircraft shall
then be towed forward until its nosewheel is on the "END
OF TOW" position.
nosewheel is at a point on taxiway C6 in line with the approved.
mid-point of aircraft stands F52 and F54. It shall
breakaway from this position.
F56, F56L, The aircraft (on idle thrust) shall be pushed back Standard pushback
F56R to face South until its nosewheel is at the approved.
intersection of the aircraft pushback line and taxilane
C6. The aircraft shall then be towed forward until its
nosewheel is abeam stand F56.
F58, F60 The aircraft (on idle thrust) shall be pushed back to Pushback approved,
face North (or South), on taxilane C6 centerline. to face North (or South).
F59, F59L, The aircraft (on idle thrust) shall be pushed back to face Pushback approved,
North on taxilane C6 centerline until its nosewheel is to face North.
F59R
abeam Bay F60.
OR
The aircraft (on idle thrust) shall be pushed back Pushback approved,
to face South on taxilane C6 centerline. to face South.
BUDGET TERMINAL
1, 2 The aircraft (on idle thrust) shall be pushed back to face Pushback approved,
West onto Twy L7 until its nosewheel is at the stopbar to face West.
marked "END OF PUSH" behind aircraft stand 2. The
aircraft may breakaway from there. Simultaneous
pushback is not permitted for aircraft stands 1, 2 and 3.

WSSS/SIN 22 APR 16
JEPPESEN SINGAPORE, SINGAPORE
.Eff.28.Apr. 10-9L6 CHANGI
STANDS PUSHBACK PROCEDURES BY SINGAPORE
GROUND
1, 2 OR
(continued) The aircraft (on idle thrust) shall be pushed back onto Pushback approved,
taxilane L5 to face North until its nosewheel is behind to face North.
the stopbar behind aircraft stand 3. The aircraft may
breakaway from there. Simultaneous pushback is not
permitted for aircraft stands 1, 2 and 3.
Pushback from aircraft stands 1 and 2 to face South
is not permitted.
3, 4, 5, 6, The aircraft (on idle thrust) shall be pushed back onto Pushback approved,
7, 8, 9, 10 taxilane L5 to face North or South until its nosewheel to face North (or
is at the intersection of the aircraft stand lead-in line South).
and the centerline of taxilane L5. The aircraft may
breakaway from there. There shall be no simultaneous
pushback of aircraft unless there is at least one
aircraft stand separation. Simultaneous pushback is
not permitted for aircraft stands 1, 2 and 3.
11,12,13 The aircraft (on idle thrust) shall be pushed back Pushback approved,
onto taxilane L5 to face North or South until its to face North or
nosewheel is at the "END OF PUSH (EOP)" position South.
and the centerline of taxilane L5. The aircraft may
breakaway from there. There shall be no simultaneous
pushback of aircraft unless there is at least one
aircraft stand separation.
14 The aircraft (on idle thrust) shall be pushed back Pushback approved,
onto taxilane L5 to face North until its nosewheel is at to face North.
the "END OF PUSH (EOP)" position and the centerline
of taxilane L5. The aircraft may breakaway from there.
There shall be no simultaneous pushback of aircraft
unless there is at least one aircraft stand separation.
onto taxilane L5 centreline to face North. The to face North.
aircraft shall then be towed forward until its
nosewheel is at the position between aircraft stands
12 and 13. The aircraft may breakaway from there.
17 The aircraft (on idle thrust) shall be pushed back to Standard pushback
face West until its nosewheel is at the "END OF approved.
PUSH (EOP)" position. The aircraft shall then be
towed forward onto taxilane L5 to face North until its
onto taxilane L5 centreline to face North. The to face North.
aircraft shall then be towed forward until its

AERODROME ADVISORY CHART
Apt Elev
Advisory Advisory
Aircraft taxiing on Twy WA are not Aircraft taxiing on Twy WA are not Advisory
22'
CHANGES: Apron.
WSSS/SIN
clear of aircraft pushback from aircraft clear of aircraft pushback from aircraft Aircraft taxiing on Twy NC3 are not
N01 21.6 E103 59.4
stands A2, A3, A4, A5, B2, B4, B5 & B6 stands C24, C25 & C26 until at end clear of aircraft pushback from aircraft
until at end of pushback. of pushback. stand C26 until at end of pushback.
Advisory
Aircraft taxiing on Twy WA are not
clear of aircraft pushback from aircraft
stands A9, A10, A13, A14, A15, A16 & A17 Rwy 02L/20R
until at end of pushback.
29 JAN 16
10-9L7
JEPPESEN
Rwy 02C/20C
Advisory
Advisory Aircraft taxiing on Twy NC3 are not

Advisory
Aircraft taxiing on Twy C1 are not Aircraft taxiing on Twy EP are not
clear of aircraft pushback from aircraft stand D49 until at end of pushback.
stands F37 & F42 until at end of pushback. stands E6/F35 (Code E) & E7/F36
until at end of pushback.

CHANGI
JEPPESEN
WSSS/SIN 29 JAN 16 10-9L8 SINGAPORE, SINGAPORE
CHANGI
PUSHBACK PROCEDURES
E4
E4
B1
13A
E1
E2
E3
T2 CENTRAL APRON
11
TERMINAL 2
B2
10
12
F31
F32
F30
7A
B3
F33
7
F34
F50
EP
F35
ER
2
PI
F52R
ST
1
EA
F52
H
3A
UT
F36
3
SO
F52L
F40
F54
F41
E5
T2 SOUTH APRON
F56
F37
C2
F42
F58
4
C6
F59
5
C1
F60
C7
C3
203

JEPPESEN
WSSS/SIN 29 AUG 14 10-9L9 SINGAPORE, SINGAPORE
CHANGI
PUSHBACK PROCEDURES
E3
A3
D40
A7
14
15
E28
A4
16
T2 NORTH APRON
E27
A6
E8
E26
A5
E12
ON
R
AP
H
E11
RT
E24
NO
T2
EP
E7
ER
18A
E10
PI
18
E22
ST
E6
EA
H
17
RT
19
NO
E20
E5
13
E4
E4
E3
E2
E1
B1
13A
T2 CENTRAL APRON
10
8
12 11
TERMINAL 2
B2
B3
7A
F33
F31
F32
F30
CHANGES: Chart resequenced. | JEPPESEN, 2008, 2014. ALL RIGHTS RESERVED.

.PARKING.
JEPPESEN
WSSS/SIN 11 APR 14 10-9M
CHANGI
SAFEGATE AIRCRAFT DOCKING GUIDANCE SYSTEM - SAFEDOCK
1. INTRODUCTION
1.1 The Safegate Aircraft Docking Guidance System - SAFEDOCK is a fully
automatic aircraft docking guidance system installed at the fixed gates in
Terminals 1, 2, and 3 of Singapore Changi Airport. There are two types of
ADGS in Singapore Changi Airport, Safedock Type 1 ADGS and Safedock
Type 2 ADGS.
2. DESCRIPTION OF SYSTEM
2.1 The system is based on a laser scanning technique and it tracks both the
lateral and longitudinal position of the aircraft. This 3D technique allows the
system to identify the incoming aircraft and check it against the one
selected by the operator to ensure that the pilot is provided with the correct
stop indication for the aircraft.
2.2 The system is operated only in Automatic Mode. When the system fails, the
aircraft is to be marshalled into the stand manually.
2.3 Azimuth guidance, continuous closing rate information, aircraft type, etc., are
shown to the pilot on a single display clearly visible for both pilot and
co-pilots. Figure A shows the Display and Laser Scanning Unit mounted on the
terminal or pole in front of the aircraft stand.
LED DISPLAY AND LASER SCANNING UNIT
Safedock Type 1 Figure A Safedock Type 2
Aircraft Type B767

Digital Countdown 9M
B767
9M
Azimuth Guidance
Lead-in line
LED Closing
Rate Bar
Safedock Safedock
Type 1 Type 2
B767 B767 Figure 1
3. DOCKING PROCEDURES
System tracking
3.1 Check that the correct aircraft for aircraft.
type is displayed. The scrolling
arrows indicate that the system is
activated (see figure 1).
3.2 Follow the lead-in line.
3.3 When the aircraft has been Figure 2
caught by the scanning unit, the B767 B767
scanning unit checks that the Acft tracked by
aircraft is the correct type and the the system.
display provides azimuth guidance
information. When the solid yellow ( depicts flashing
closing rate bar appears, the aircraft red arrow.)
is being tracked by the system (see ( or depicts
figure 2). solid yellow arrow.)
3.4 Look for the flashing red arrow and B767 Figure 3
B767
solid yellow arrow which provide 9M 9M LED closing rate
azimuth guidance information. The bar starts
flashing red arrow shows which diminishing when
direction to steer, while the solid the acft is 15m
from stopbar at one
yellow arrow gives an indication of how row for every 0.5m
far the aircraft is off the centerline that the acft moves
(see figures 2 and 3). forward.

.PARKING.
JEPPESEN
WSSS/SIN 11 APR 14 10-9N
CHANGI
SAFEDOCK-Continued. Safedock Safedock
Type 1 (T1) Type 2 (T2)
3.5 When the aircraft is 15m from the stop B767 B767 Figure 4
position, closing rate information is given. 1.8M 1.8M LED closing
"Distance to go" is indicated by turning off rate bar
getting
one row of LEDs (Laser Electronic Displays) shorter
for every half meter that the aircraft as acft
advances towards the stop position. From moves nearer
to stopbar.
15m to the stop position, a digital display
will indicate the distance from the stop STOP Figure 5
position for every 1m. At 3m from the stop STOP Pilot to stop
position, the display will indicate the acft when
distance from the stop position for every "STOP" is
0.2m (see figures 3 and 4). displayed.
3.6 When the correct stop position is reached,
all of the LEDs for the closing rate bar
will be off, the word "STOP" will appear in OK OK Figure 6
the display. For Safedock Type 1 ADGS, the Informs the
word "STOP" will be displayed in red with pilot that
everything
red border. For Safedock Type 2 ADGS, the is in order
word "STOP" will be displayed in yellow and and he can
two red, rectangular fields will light in the shutdown
engine.
azimuth guidance area of the display
(see figure 5). TOO TOO Figure 7
FAR FAR Indicates that
3.7 If the aircraft stops in the correct position, the acft has
"OK" will be displayed after a few seconds gone beyond
the stopbar.
(see figure 6). Pilot to
check with
3.8 If the aircraft has gone past the correct stop ground
position, the display will show "TOO FAR" engineer on
the next
(see figure 7). move.
3.9 If some object is blocking the view towards WAIT Figure 8
the approaching aircraft or the detected WAIT Pilot to hold
aircraft is lost before 12m to the correct acft and wait
for other
stop position, the system will show "WAIT" instructions
(see figure 8). from the
display.
3.10 The aircraft must be identified at least 12m
before the correct stop position. Otherwise, Figure 9
STOP "STOP" may
the display will show "WAIT", "STOP" and STOP appear
"ID FAIL" (see figures 8, 9 and 10). suddenly in
the process
of docking.
4. SAFETY MEASURES Pilot to stop
immediately
4.1 Pilot should not turn an aircraft into the and wait for
parking stand if the docking system is not further
activated or on seeing a wrong aircraft type instructions.
displayed on the system. Figure 10
STOP ID Indicates
4.2 Pilot should not proceed beyond the the system
passenger loading bridges unless the ID failed to
scrolling arrows (see figure 1) have been FAIL identify the
acft.
superseded by the solid yellow closing
rate bar (see figure 2).
4.3 When using the docking system, pilots are to
taxi into the aircraft stand at minimum speed. FAIL
The system will display "SLOW" to inform
the pilot if the aircraft's taxiing speed
exceeded 1.2 m/s (see figure 11).
4.4 In bad weather conditions, the docking
system may go into downgrade mode. The SLOW Figure 11
display will show the aircraft type and SLOW
1.8M DOWN
"SLOW" and the scrolling arrows are disabled Informs the
pilot that the
(see figure 12). When the system has acft traveling
detected the aircraft, the solid yellow speed is too
closing rate bar appears. Docking process is fast. Pilot to
allowed to continue but pilots should slow down
the speed.
exercise caution.
CHANGES: Text, graphic. | JEPPESEN, 1998, 2014. ALL RIGHTS RESERVED.
.PARKING.
JEPPESEN
WSSS/SIN 11 APR 14 10-9N1
CHANGI
SAFEDOCK-Continued. Similar for both
Safedock
Type 1 & Type 2 Figure 12
4. SAFETY MEASURES (continued) B767 The system
4.5 To avoid overshooting, pilots are advised to SLOW goes into
'downgrade'
approach the stop position slowly and observe the mode due to
closing rate information displayed. Pilots should bad weather
stop the aircraft immediately when seeing the conditions, pilot
will be prompted
"STOP" or "WAIT" display, when given the stop to slow down.
sign by the aircraft marshaller or is unsure of Docking process
the information displayed during the docking will continue
when the aircraft
process. is detected but
pilot should
4.6 Pilot should stop the aircraft immediately if exercise caution.
the display goes black during the docking process.
The aircraft is to be marshalled into the stand
manually.
CHANGES: New chart. | JEPPESEN, 2014. ALL RIGHTS RESERVED.


CHANGI 20 NOV 15 11-1 ILS DME Rwy 02L
D-ATIS SINGAPORE Approach (R) SINGAPORE Arrival (R) SINGAPORE Tower Ground
128.6 120.3 119.3 118.6 124.3
LOC Final GS ILS
TM
ICW Apch Crs ANUMA DA(H)
Apt Elev 22'
180^
BRIEFING STRIP
110.9 023^ 3500'(3478') 222'(200') Rwy 02L 22'
MISSED APCH: Climb to 1000', then climbing LEFT turn to 4000' via 3400'
heading 335^ and PU R-356 to AKOMA (PU R-356/D20.0) and hold or as 090^ 1900'
directed by ATC. 2100'
Alt Set: hPa Rwy Elev: 1 hPa Trans level: FL 130 Trans alt: 11000'
360^
1. RADAR required. 2. Simultaneous approaches authorized with Rwy 02R or 02C.
3. ILS DME co-located with glideslope. 4. Maritime vessels of variable heights in
MSA VTK VOR
water north and south of Rwy.
MISSED
APCH FIX
115.1 176^
356^
630'
356^
PU
335^
500' 602'
PU
PAPA UNIFORM
20
MAL
h
D
115.1 PU
4000
A YS
dg
IA
356^
WS(D)-
WS(D)-5
Seletar
SINGA- 34 680' AKOMA
PORE D20.0 PU
437' WS(D)-35
WS(R)- 611'
Paya Lebar
V116.5T VTKK
2 942'
15
WS(P)-3 TEKONG
D
WS(P)-
49
01-20 550' WS(R)-38
ABVON
D0.7 ICW CAUTION: Changi East Rwy
523' WS(R)-
02R/20L is solely for use by
440' the Republic of Singapore 31
ADNIK
10
656' WS(P)-24 D4.6 ICW MALAYSIA

1017' SINGAPORE NESIA
INDO
D
SJSINJON
113.5 SJ AKIPO
D7.8 ICW ICW ILS DME
023^ 110.9 ICW

^
023
5
WS(D)-4
ANUMA
168^
01-10 IA D11.1 ICW

DONES
3 3^
IN
02.9
500
4
436' Hang Nadim

APIPA
0
D16.0 ICW
3500 SAMKO 535'
16 8^
1 FMS required for 1 D16.6 ICW

D8.0 SJ/R-168
holding during SJ VOR
400 0
34 8^
outage. 620'
103-50 104-00 104-10
5
LOC ICW DME 4.0 3.0 2.0

(GS out) ALTITUDE 1290' 970' 660'
ANUMA AKIPO
D11.1 ICW
D7.8 ICW
3500' 023^ ADNIK
D4.6 ICW ABVON
D0.7 ICW
2500'
TCH 58'
1500'
3.3 3.2 3.9 0.5 Rwy 02L 22'
Gnd speed-Kts 70 90 100 120 140 160 ALSF-II
GS 3.00^ 372 478 531 637 743 849
1000' 4000' 335^
REIL via
1 FAF to MAP 3.9 3:21 2:36 2:20 1:57 1:40 1:28 PAPI PAPI hdg
MAP at ABVON/D0.7 ICW LT
STRAIGHT-IN LANDING RWY02L CIRCLE-TO-LAND
ILS LOC (GS out)
DA(H) 222'(200') MDA(H) 420'(398')
FULL TDZ or CL out ALS out ALS out
A A
RVR 720m RVR 1500m
B B
PANS OPS
RVR 550m RVR 720m VIS 800m VIS 1600m

1200m NA
C VIS 800m VIS 800m C
RVR 1800m
D 1200m D
VIS 2000m
1 Timing not authorized when GS inop.
CHANGES: Holding SAMKO revised to time-based. | JEPPESEN, 1998, 2015. ALL RIGHTS RESERVED.

CHANGI 20 NOV 15 11-1A ILS DME Rwy 02L CAT II
128.6 120.3 119.3 118.6 124.3
LOC Final GS CAT II ILS
TM
ICW Apch Crs ANUMA Apt Elev 22'
180^
BRIEFING STRIP Refer to
110.9 023^ 3500'(3478') Minimums Rwy 02L 22'
MISSED APCH: Climb to 1000', then climbing LEFT turn to 4000' via 3400'
heading 335^ and PU R-356 to AKOMA (PU R-356/D20.0) and hold or as 090^ 1900'
directed by ATC. 2100'
360^
1. Special Aircrew and Acft Certificaton Required. 2. RADAR requried.
3. Simultaneous approaches authorized with Rwy 2R or 2C. 4. ILS DME co-located with
MSA VTK VOR
glideslope. 5. Maritime vessels of variable heights in water north and south of Rwy.
MISSED
APCH FIX
115.1 176^
356^
630'
356^
PU
335^
500' 602'
PU
PAPA UNIFORM
20
MAL
h
D
115.1 PU
4000
A YS
dg
IA
356^
WS(D)-
WS(D)-5 SINGA- 34 680' AKOMA
Seletar PORE D20.0 PU
WS(R)- 437' WS(D)-35
611'
2 Paya Lebar
V116.5T VTKK
942'
15
WS(P)-3 TEKONG
D
WS(P)-
49
01-20 550' WS(R)-38 CAUTION: Changi East Rwy
523' 440' WS(R)-
the Republic of Singapore 31
10
656' WS(P)-24 MALAYSIA

1017' SINGAPORE NESIA
INDO
D
SJSINJON
113.5 SJ
ICWILS DME
023^ 110.9 ICW

^
023
5
WS(D)-4
ANUMA
168^
01-10 IA D11.1 ICW

DONES
023.9^
IN
0
4
436'
350
Hang Nadim
APIPA
0
D16.0 ICW
3500 SAMKO 535'
16 8^
1 FMS required for 1 D16.6 ICW

D8.0 SJ/R-168
holding during SJ VOR
400 0
34 8^
outage. 620'
103-50 104-00 104-10
5
ANUMA
D11.1 ICW
3500'
023^
TCH 58'
10.9 Rwy 02L 22'

GS 3.00^ 372 478 531 637 743 849
1000' 4000' 335^
REIL via
PAPI PAPI hdg
LT
STRAIGHT-IN LANDING RWY02L
CAT A B C CAT II ILS CAT D
RA 112' RA 131'
122'(100')
DA(H) 127'(105')
DA(H)
PANS OPS
RVR 350m RVR 350m
CHANGES: Holding SAMKO revised to time-based. | JEPPESEN, 1998, 2015. ALL RIGHTS RESERVED.

CHANGI 22 APR 16 11-2 ILS DME Rwy 02C
128.6 120.3 119.3 118.6 *118.25 124.3
TM
LOC Final GS ILS
180^
BRIEFING STRIP Apt Elev 22'
ICE Apch Crs LEPNA DA(H)
108.3 023^ 4500'(4486') 214' (200') Rwy 14'
3400'
MISSED APCH: Climb to 3000' via heading 023^ and VTK R-023 to NYLON 090^ 1900'
(VTK R-023/D13.0) and hold or as directed by ATC. 2100'
360^
1. RADAR required. 2. Simultaneous approaches authorized with Rwy 2R or 2L. 3. ILS DME
co-located with glide slope. 4. Maritime vessels of variable heights in water north and south
of Rwy. MSA VTK VOR
VTK TEKONG WS(D)-34 MISSED
023K
5
16.^
Seletar 680'
^ VT
D APCH FIX
116.5 VTK
1
203
hdg
0
611'
300
023^
NYLON
^
D13.0 VTK
023
Paya Lebar CAUTION: Changi East Rwy
the Republic of Singapore
10
01-20
440'
523'
WS(R)-
LAGUS
D0.7 ICE
38
LUXOL
1017' D2.0 ICE
MALAYSIA
SINGAPORE
D
S113.5JSJ
SINJON
LASIN
D4.6 ICE
INDONESIA
5
ICE
023^ 108.3 ICE
ILS DME
LELON
^
D7.8 ICE
023
LEPNA 01-10
0
NOT TO
SCALE D14.2 ICE 1 FMS required for holding
during SJ VOR outage.
023.8^
168^
113.5
0
SJ
1
450
436' Hang Nadim

SAMKO
D15.6 ICE 1
168^
LIDVA 104-00 104-10

D8.0 SJ D16.0 ICE
400 0
348^
4500 LOC ICE DME 4.0 3.0

(GS out) ALT 1290' 970'
5
LEPNA LELON
D14.2 ICE
D7.8 ICE
4500' 023^ LASIN LUXOL
D2.0 ICE LAGUS
D4.6 ICE
LOC D0.7 ICE
2500' (GS out) TCH 59'
1500' Rwy 14'
6.4 3.2 2.6 1.3 0.5
Gnd speed-Kts 70 90 100 120 140 160 ALSF-I
GS 3.00^ 372 478 531 637 743 849
3000' 023^ VTK
PAPI PAPI via and 116.5
1 FAF to MAP 3.9 3:21 2:36 2:20 1:57 1:40 1:28 REIL hdg
MAP at LAGUS/D0.7 ICE R-023
STRAIGHT-IN LANDING RWY02C CIRCLE-TO-LAND
ILS LOC (GS out)
DA(H) 214'(200') MDA(H) 420'(406') MDA(H) 660' (646')
With LUXOL/D2.0 ICE Without LUXOL/D2.0 ICE
FULL ALS out ALS out ALS out
A A
RVR 720m RVR 1500m RVR 720m RVR 1500m
B RVR 720m VIS 800m VIS 1600m VIS 800m VIS 1600m B
1200m
800m RVR 1800m NA
PANS OPS
C VIS 2800m C
RVR 1800m VIS 2000m
1200m VIS 2000m
D 2400m 3200m D
CHANGES: Rwy elevation, minimums. | JEPPESEN, 1998, 2016. ALL RIGHTS RESERVED.

CHANGI 20 NOV 15 11-3 ILS DME Rwy 20C
128.6 120.3 119.3 118.6 *118.25 124.3
TM
LOC Final GS ILS
BRIEFING STRIP
Apt Elev 22'
180^
ICC Apch Crs ELALU DA(H)
109.7 203^ 4500'(4485') 215'(200') RWY 20C 15' 3400'
MISSED APCH: Climb to 4000' via VTK R-203 to ESLUX (D6.7 VTK). At
ESLUX (1000' or above) turn LEFT heading 130^ to intercept VTK R-158
090^ 1900'
to EXOMO (VTK R-158/D22.0) and hold or as directed by ATC. 2100'
360^
1. RADAR required. 2. Simultaneous approaches authorized with Rwy 20L or 20R. 3. ILS DME
of Rwy. MSA VTK VOR
.5
1163^
NYLON
02 K
T
D16.7 ICC
^ V
D13.0 VTK
203
0
EGORA
300
D16.0 ICC
4500
^
203.8^
023
0
573'
1
10
450
ELALU NOT TO
01-30 D14.2 ICC SCALE
ICC ^
ILS DME
203^ 109.7 ICC

203 ELBEB
D7.8 ICC
500'
M 602'
SIN AL
GA AYS
PO IA V116.5T VTK
D
K TEKONG
ELMIN
5
RE D4.6 ICC
WS(D)-34
Seletar 680' 627'
611'
ESBIT
Paya Lebar D0.7 ICC
104-10
CAUTION: Changi East Rwy
0

01-20 Air Force (RSAF) Aircraft
158
WS(R)-38 EXOMO
VTK .5 15
116
MAL ORE
SING
ESLUX
^
D22.0 VTK
40 0
440'
D6.7 VTK 13
AYS
0^h
AP
0
338
dg
IA
^ 11
920' VTK ^
8^
158 .5
MISSED
APCH FIX
6
104-00 INDONESIA
5
LOC ICC DME 2.0 3.0 4.0

(GS out) ALTITUDE 650' 970' 1290'
ELBEB ELALU
D14.2 ICC
D7.8 ICC
ELMIN 4500'
ESBIT D4.6 ICC 203^
D0.7 ICC
2500'
TCH 58'
1500'
RWY 20C 15' 0.5 3.9 3.2 6.4
Gnd speed-Kts 70 90 100 120 140 160 ALSF-II VTK

GS 3.00^ 372 478 531 637 743 849
4000'
PAPI via 116.5 ESLUX
1 FAF to MAP 3.9 3:21 2:36 2:20 1:57 1:40 1:28 REIL
MAP at ESBIT/D0.7 ICC R-203
ILS LOC (GS out)
DA(H) 215'(200') MDA(H) 420'(405')
FULL TDZ or CL out ALS out ALS out
A A
RVR 720m RVR 1500m
B VIS 800m VIS 1600m B
RVR 550m RVR 720m
1200m NA
PANS OPS
C VIS 800m VIS 800m RVR 1800m C

1200m
VIS 2000m
D D

CHANGES: Holding NYLON revised to time-based. | JEPPESEN, 1998, 2015. ALL RIGHTS RESERVED.

CHANGI 20 NOV 15 11-3A ILS DME Rwy 20C CAT II
128.6 120.3 119.3 118.6 *118.25 124.3
TM
LOC Final GS CAT II ILS
BRIEFING STRIP
Apt Elev 22'
180^
ICC Apch Crs ELALU RA 102'
109.7 203^ 4500'(4485') DA(H) 115'(100') RWY 20C 15' 3400'
MISSED APCH: Climb to 4000' via VTK R-203 to ESLUX (D6.7 VTK). At
ESLUX (1000' or above) turn LEFT heading 130^ to intercept VTK R-158
090^ 1900'
to EXOMO (VTK R-158/D22.0) and hold or as directed by ATC. 2100'
360^
1. RADAR required. 2. Simultaneous approaches authorized with Rwy 20L or 20R. 3. ILS DME
of Rwy. MSA VTK VOR
1163^
.5
NYLON
02 K
T
D16.7 ICC
^ V
D13.0 VTK
203
0
EGORA
300
D16.0 ICC
4500
^
203.8^
023
0
573'
1
10
450
ELALU NOT TO
01-30 D14.2 ICC SCALE
ICC ^
ILS DME
203^ 109.7 ICC

203
500'
M 602'
SIN ALA
GA YS
PO IA V116.5T VTKK
D
TEKONG
5
RE
WS(D)-34
Seletar 680' 627'
611'
Paya Lebar
104-10
0

158
WS(R)-38 EXOMO
VTK.5 15
116
ESLUX
MAL PORE
SING
^ 40
440' D22.0 VTK
D6.7 VTK 13
0^
AYS
338
00
A
h dg
^ 11
IA
920' VTK ^
8^
MISSED
158 .5
APCH FIX
6
104-00 INDONESIA
5
ELALU
D14.2 ICC
4500'
203^
TCH 58'
RWY 20C 15' 14.0
Gnd speed-Kts 70 90 100 120 140 160 ALSF-II VTK

GS 3.00^ 372 478 531 637 743 849
4000'
PAPI via 116.5 ESLUX
REIL
R-203
STRAIGHT-IN LANDING RWY20C
CAT II ILS
RA 102'
115'(100')
DA(H)
RVR 350m
PANS OPS
CHANGES: Holding NYLON revised to time-based. | JEPPESEN, 1998, 2015. ALL RIGHTS RESERVED.

CHANGI 22 APR 16 11-4 ILS DME Rwy 20R
128.6 120.3 119.3 118.6 *118.25 124.3
TM
LOC Final GS ILS
180^
Apt Elev 22'
BRIEFING STRIP ICH Apch Crs IGULA DA(H)
108.9 203^ 3500'(3487') 213'(200') Rwy 13'
3400'
MISSED APCH: Climb straight ahead to 5000'. On crossing SJ R-146, 090^ 1900'
proceed direct SAMKO holding area and hold or as directed by ATC.
2100'
360^
1. RADAR required. 2. Simultaneous approaches authorized with Rwy 20L or 20C. 3. ILS DME
of rwy. MSA VTK VOR
NOT TO SCALE
116 ^
.5
023K
VT
IPNAK
3^
D16.0 ICH
20
3500
00
30
3^
02
3 03^
2 .9
500
4
NYLON
D16.2 ICH
D13.0 VTK
10
^
IGULA
203
D11.1 ICH
01-30
IDVAS
ICH ILS DME
203^ 108.9 ICH
D7.8 ICH
1 FMS required for holding
5
621'
500'
MALAYSIA
SINGAPORE
IDURO
D4.6 ICH
WS(D)-34
D
VTK TEKONG
116.5 VTK 104-10
MISSED
Seletar 680' APCH FIX
IDUNA
D0.8 ICH
SJ 6^
611'
0
14 13.5
SJ
SJ
168^
1
113.5
Paya Lebar Aero CAUTION: Changi East Rwy

SJ
SAMKO
MA
SIN
01-20 1
168^
D8.0 SJ
LAY E
GA
WS(R)-38 440'
5000
348^
POR
SI A
761' 104-00
5
LOC ICH DME 2.0 3.0 4.0

(GS out) ALTITUDE 650' 970' 1290'
IDVAS IGULA
D11.1 ICH
D7.8 ICH
IDURO 3500'
IDUNA
D0.8 ICH
D4.6 ICH
203^
TCH 57'
2500'
Rwy 13'
1500'
0.6 3.8 3.2 3.3
Gnd speed-Kts 70 90 100 120 140 160 HIALS SJ
3.00^ 372 478 531 637 743 849 REIL
5000'on
GS
1
FAF to MAP
MAP at IDUNA/D0.8 ICH
3.9 3:21 2:36 2:20 1:57 1:40 1:28 PAPI PAPI crossing 113.5
R-146
D SAMKO
STRAIGHT-IN LANDING RWY20R CIRCLE-TO-LAND
ILS LOC (GS out)
DA(H) 213'(200') MDA(H) 420'(407')
FULL ALS out ALS out
A RVR 720m RVR 1500m A
PANS OPS
B RVR 720m VIS 800m VIS 1600m B

C
1200m
RVR 1800m C
NA
VIS 800m
1200m VIS 2000m
D D
CHANGES: Airport elevation. | JEPPESEN, 1998, 2016. ALL RIGHTS RESERVED.

CHANGI 31 JUL 15 12-1 RNAV (GNSS) Rwy 02L
128.6 120.3 119.3 118.6 *118.25 124.3
Final Procedure Alt LNAV/VNAV
TM
Apt Elev 22'
BRIEFING STRIP RNAV Apch Crs EMTAP DA(H)
023^ 1400'(1378') 450'(428') Rwy 02L 22'
MISSED APCH: Climb direct to ENSUN. Turn LEFT to AKOMA to join the 3500'
holding at 4000' or above or as directed by ATC.
1. Minimum temperature for which Baro-VNAV operations are authorized: 5^C (41^F).
2. Maritime vessels of variable heights in water north and south of runway. MSA SSS ARP
MISSED
APCH FIX
4000
620'
176^
342^
20.
602'
356^
2
427' AKOMA
WS(R)-2 Seletar
WS(D)-5 WS(D)-35 ENSUN
5.5
430'
20
NOT TO SCALE
WS(P)-36 611'
942' Paya Lebar WS(D)-34 WS(R)-31
RW~2L
WS(P)-49
01-20 WS(P)-3 WS(R)-38
538' CAUTION: Changi East Rwy
15

920'
637' 755' 624' Air Force (RSAF) Aircraft
MALAYSIA
EMTAP SINGAPORE
INDONESIA
10
WS(P)-24
^
023
(IF)
427'
ERVOT
E
WS(D)-4
APOR A 6.
G I
01-10 SIN ONES 3 0
IN D 28 05^ (IAF)
5
00 SANAT 1
016^
6.1
0
280
4000 Hang Nadim
(IAF)
SAMKO 1
168^
1 Max IAS 220 Kts.

4000
4000
0
348^
01-00
103-90 104-00 104-10
5
ERVOT
EMTAP
2800' 023
^ RW~2L
1400' 3.00^
TCH 50'
1300'
540'
6.1 4.3 Rwy 02L 22'
10.4 4.3 0
3.00^ 372 478 531 637 743 849
4000'
Descent angle
MAP at RW~2L
EMTAP to MAP 4.3 3:41 2:52 2:35 2:09 1:51 1:37
REIL
PAPI PAPI D ENSUN
STRAIGHT-IN LANDING RWY02L CIRCLE-TO-LAND
LNAV/VNAV LNAV
DA(H) 450'(428') MDA(H) 540'(518')
ALS out ALS out
A RVR 1200m A
RVR 1600m
B VIS 1200m B
PANS OPS
C
RVR1400m RVR 2200m
RVR 1600m RVR 2400m C
NA
D RVR 2000m RVR 2800m D
CHANGES: MSA. | JEPPESEN, 2007, 2015. ALL RIGHTS RESERVED.

CHANGI 31 JUL 15 12-2 RNAV (GNSS) Rwy 02C
128.6 120.3 119.3 118.6 *118.25 124.3

TM
RNAV Apch Crs KASPO DA(H)
023^ 1600'(1586') 360'(346') Rwy 02C 14'
MISSED APCH: Climb direct to NYLON to join the holding at 3000' or 3500'
above or as directed by ATC.
1. Minimum temperature for which Baro-VNAV operations are authorized: 15^C.
01-30 MISSED APCH FIX
^
203
620'
0
NYLON
300
602'
20
427'
^
NOT TO
023
WS(R)-2 SCALE
WS(D)-5 Seletar
WS(D)-35 627'
6
430'
18.
WS(P)-36 611'
15
942' Paya Lebar WS(D)-34
WS(P)-3 WS(R)-38
01-20
538'
RW~2C CAUTION: Changi East Rwy
02R/20L is solely for use by WS(R)-31
920'
637' 624'
10

KAKSA
755'
MALAYSIA
KASPO SINGAPORE
INDONESIA
^
WS(P)-24
023
5
427'
(IF)
WS(D)-4
E
APOR KIMER
G A
01-10 SIN ONESI
IN D
024.^1
0
6
Hang Nadim
00
0
(IAF)
SAMKO 1
168^
4000 1 Max IAS 220 Kts.

4000
348^
103-50 104-00 104-10

5
KIMER
2000' 023 KASPO
^ KAKSA
1600' 3.00^ RW~2C
990'
1000' TCH 50'
890'
490'
4.4 2.1 2.9 Rwy 02C 14'
9.4 5.0 2.9 0
Gnd speed-Kts 70 90 100 120 140 160 HIALS
Descent angle 3.00^ 372 478 531 637 743 849
3000'
MAP at RW~2C
REIL
PAPI PAPI D NYLON
KASPO to MAP 5.0 4:17 3:20 3:00 2:30 2:09 1:52
LNAV/VNAV LNAV
without KAKSA
DA(H) 360'(346') MDA(H) 490'(476') MDA(H) 890' (876')
ALS out ALS out ALS out
A RVR 1600m A
RVR 1200m
RVR 1600m
B RVR 1200m VIS 1200m RVR 2000m B
PANS OPS
RVR 1200m RVR 1800m VIS 1200m

C RVR 2000m RVR 3200m RVR 4000m C NA
RVR 1500m
D VIS 1600m
RVR 2400m RVR 3600m RVR 4400m D

CHANGI 31 JUL 15 12-3 RNAV (GNSS) Rwy 20C
128.6 120.3 119.3 118.6 *118.25 124.3
TM
Apt Elev 22'
BRIEFING STRIP RNAV Apch Crs VILEV DA(H)
203^ 2000'(1985') 490'(475') Rwy 20C 15'
MISSED APCH: Climb direct to ESLUX. Turn LEFT to magnetic course 142^ 3500'
to join the holding at 3600' or above or as directed by ATC.
25
1 Max IAS 220 Kts.

01-40
203^
0
(IAF)
300
20
1 NYLON
023^
3000
203.2^
0
6
200
15
(IF)
VABRI
^
203
01-30
600'
10
602'
427'
VILEV
Seletar
WS(D)-34
430' 627'
WS(P)-36 611'
5
Paya Lebar RW2~C

WS(D)-35
WS(R)-31
3.2
01-20 WS(R)-38 104-20

ESLUX 02R/20L is solely for use by MISSED
142
APCH FIX
0

^
158
920' MALAYSIA
142
535' SINGAPORE WS(R)-31

^
360
INDONESIA EXOMO
^
0
338
WS(P)-24
^
103-50 104-00 104-10 NOT TO SCALE

5
VABRI
VILEV
3.00
^ 2000' 203^ 2000'
RW2~C
TCH 50'
540'
Rwy 20C 15' 6.2 4.1
0 6.2 10.3
3600'
Descent angle
MAP at RW2~C
3.00^ 372 478 531 637 743 849
REIL
PAPI PAPI
D ESLUX
VILEV to MAP 6.2 5:19 4:08 3:43 3:06 2:39 2:20
LNAV/VNAV LNAV
DA(H) 490'(475') MDA(H) 540'(525')
ALS out ALS out
A RVR 1200m A
RVR 1600m
B VIS 1200m B
PANS OPS
RVR 1600m RVR 2400m NA

C RVR 1600m RVR 2400m C
CHANGES: MSA. | JEPPESEN, 2015. ALL RIGHTS RESERVED.

CHANGI 31 JUL 15 12-4 RNAV (GNSS) Rwy 20R
128.6 120.3 119.3 118.6 *118.25 124.3
TM
Apt Elev 22'
BRIEFING STRIP RNAV Apch Crs ELGAP DA(H)
203^ 2000'(1987') 690'(677') Rwy 20R 13'
MISSED APCH: Climb direct to ENLES. Turn LEFT to SAMKO to join the 3500'
holding at 3200' or above or as directed by ATC.
25
1 Max IAS 220 Kts.
01-40
203^
1
20
0
(IAF)
1
300
NYLON
023^
(IAF)
BIDUS 3000
3400 6.
20 7
0
20 11^
6.
00 127
00
15
2
^ (IF) 1
ELBEX (IAF)
273^ 7.1 BIPOP

3000
^
20 00
203
01-30
ELGAP
10
620'
602'
427'
WS(D)-5 WS(R)-31
Seletar WS(D)-34
WS(D)-35 627'
430'
104-20
5
WS(P)-36
RW2~R 611' MISSED
^
942' Paya Lebar
14.
203
APCH FIX
ENLES
WS(P)-3
4.1
192^
01-20 WS(R)-38
538' CAUTION: Changi East Rwy SAMKO
1

203^
14.
0

168^
920' 755' MALAYSIA

SINGAPORE
3200
348^
INDONESIA
WS(P)-24
103-50 104-00 104-10 NOT TO SCALE
5
ELBEX
ELGAP
0^
2000' 203^ 2000'
RW2~R 3.0
TCH 50'
690' 690'
Rwy 20R 13' 6.2 3.8
0 6.2 10.0
3.00^ 372 478 531 637 743 849 3200'
Descent angle
MAP at RW2~R
ELGAP to MAP 6.2 5:19 4:08 3:43 3:06 2:39 2:20
REIL
PAPI PAPI D ENLES
STRAIGHT-IN LANDING RWY20R CIRCLE-TO-LAND
LNAV/VNAV LNAV
DA(H) 690'(677') MDA(H) 690'(677)
ALS out ALS out
A RVR 1200m A
RVR 1600m
B VIS 1200m B
PANS OPS
C
RVR 2800m RVR 3600m
C
NA
RVR 2400m RVR 3200m

CHANGI 22 APR 16 13-1 VOR DME Rwy 02C
128.6 120.3 119.3 118.6 *118.25 124.3
TM
VOR Final Minimum Alt MDA(H)
180^
VTK Apch Crs D13.3 VTK (CONDITIONAL)
116.5 023^ 2500'(2486') 410'(396') Rwy 14' 3400'
MISSED APCH: Climb to 3000' via heading 023^ and VTK R-023 to NYLON 090^ 1900'
2100'
(VTK R-023/D13.0) and hold or as directed by ATC.
360^
1. Maritime vessels of variable heights in water north and south of Rwy. MSA VTK VOR
WS(D)-34
VTK
MISSED
02 K
TEKONG 680'
.5
1163^
^ VT
D APCH FIX
Seletar
116.5 VTK
203
hdg
0
611'
300
023^
NYLON
^
D13.0 VTK
023
Paya Lebar
10
01-20
440'
D6.0
523' VTK
WS(R)-
38 D8.0
VTK
1017'
MALAYSIA
SINGAPORE
D
SJ SINJON
113.5 SJ
INDONESIA
5
D13.3
VTK
^
023
(IF)
01-10 D16.6
0
VTK
113.5
1 FMS
168^
required for holding

SJ

2503^
02 .4
0
436'
4
D8
NOT TO
SCALE SAMKO Hang Nadim
168^
1 D21.0 VTK 104-00 104-10

VTK R-203
400 0
VTK DME 13.0 12.0 11.0 10.0 9.0 8.0

348^
ALTITUDE 2420' 2100' 1790' 1470' 1150' 830'

5
D16.6 VTK D13.3 VTK VTK

2500' D8.0 VOR
2500' 023^ VTK D6.0
VTK
660'
3.3 5.3 2.0 0.4 Rwy 14'
Gnd speed-Kts 70 90 100 120 140 160 ALSF-I

Descent Gradient 5.2% 369 474 527 632 737 843
3000' 023^ VTK
PAPI PAPI via and 116.5 NYLON
MAP at D6.0 VTK REIL hdg
FAF to MAP 7.3 6:15 4:52 4:23 3:39 3:08 2:44 R-023
STRAIGHT-IN LANDING RWY 02C
MDA(H) 410'(396') MDA(H) 660'(646')
With D8.0 VTK Without D8.0 VTK
ALS out ALS out
A RVR 720m RVR 1500m
B RVR 720m RVR 1500m VIS 800m VIS 1600m
VIS 800m VIS 1600m
RVR 1800m
C 2800m
VIS 2000m
PANS OPS
RVR 1500m RVR 1800m

D 2400m 3200m
VIS 1600m VIS 2000m
CHANGES: Rwy elevation. | JEPPESEN, 1998, 2016. ALL RIGHTS RESERVED.


CHANGI 22 APR 16 13-2 VOR DME Rwy 20C
128.6 120.3 119.3 118.6 *118.25 124.3

VOR Final Minimum Alt
TM
MDA(H) Apt Elev 22'
BRIEFING STRIP VTK Apch Crs D2.6 VTK
180^
116.5 203^ 2000'(1985') 580'(565') Rwy 15'
3400'
MISSED APCH: Climb to 4000' via VTK R-203 to ESLUX (D6.7 VTK).
At ESLUX (1000' or above) turn LEFT heading 130^ to intercept 090^ 1900'
VTK R-158 to EXOMO (VTK R-158/D22.0) and hold or as 2100'
360^
directed by ATC.
MSA VTK VOR
1. Maritime vessels of variable heights in water north and south of Rwy.
^
203
NYLON
0
300
D13.0 VTK
VTK R-023
^
023
20003^
3.9
0
2
NOT TO
(IF) SCALE
573'
D9.1
10
01-30 VTK
^
203
500' 602'
D2.6
M
SIN AL
GA AYS
PO IA
RE
D
VTKTEKONG
116.5 VTK VTK
5
WS(D)-34
Seletar 680' 627'
203^
611'
Paya Lebar
D3.0
VTK
02R/20L is solely for use by 104-10
0

WS(R)-38
M AL POR E
SING
158
ESLUX EXOMO
VTK .5 15
440'
116
13
AYS
A
D6.7 VTK
^
D22.0 VTK
0^h 40 0
920'
IA
0
dg
338
^ 1
VTK ^
1586.5
MISSED
8^
APCH FIX
104-00 INDONESIA
5
VTK DME D1.0 AFTER VTK VTK D1.0 BEFORE VTK D2.0 BEFORE VTK
ALTITUDE 860' 1180' 1500' 1820'
D3.0 VOR D2.6 D9.1

VTK VTK
VTK 2000' 203^ 2000'
203^
1180'
Rwy 15' 0.5 3.0 2.6 6.5
Descent Gradient 5.2% 369 474 527 632 737 843 4000' VTK
MAP at D3.0 VTK

PAPI
REIL
via 116.5 ESLUX
FAF to MAP 5.6 4:48 3:44 3:22 2:48 2:24 2:06 R-203
STRAIGHT-IN LANDING RWY 20C
MDA(H) 580'
(565')
ALS out
A RVR 720m RVR 1500m
B VIS 800m VIS 1600m
RVR1500m
PANS OPS
C 2400m
VIS 1600m
RVR 1800m 2800m
D
VIS 2000m

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Airport Information For WSSS

Printed on 09 Jul 2016 jep=JEPPESEN

CHANGES: None. | JEPPESEN, 2013, 2015. ALL RIGHTS RESERVED.

and proceed on ARAMA 1A to SAMKO. 3500'

ARAMA b. From SAMKO commence descent and carry out

At 250 KIAS c. If unable to effect a landing, refer to Singapore

At or above approach Rwy 02

is solely for use by the

| JEPPESEN, 2015. ALL RIGHTS RESERVED.

SAMKO at or above 4000', speed 190 KT.

E103 07.2 to NYLON. N01 37.0

close as possible to EAT or ETA.

vectors for ILS

Special Procedures for missed approach procedure.

E103 29.9 4000'

080^ 15 At 220 KIAS

ARAMA ONE BRAVO

| JEPPESEN, 2015. ALL RIGHTS RESERVED.

and proceed on ASUNA 1A to SAMKO. Changi EAST Rwy 02R/20L 3500'

Air Force (RSAF) Aircraft

c. If unable to effect a landing, refer to Singapore

082^ 20 262^ 4000'

At 250 KT 6000' - FL180

Direct distance from SAMKO to:

| JEPPESEN, 2015. ALL RIGHTS RESERVED.

and proceed on ASUNA 1B to BIPOP, then direct to

appropriate landing procedure for Rwy 20 as N01 37.0

close as possible to EAT or ETA. E104 06.4

NOT TO SCALE BOBAG Air Force (RSAF) Aircraft

N00 59.8 At or above BTM

RNAV (GNSS) ARRIVAL

083^ 23 SAMKO At or above

| JEPPESEN, 2015. ALL RIGHTS RESERVED.

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

BIKTA ONE ALPHA (BIKTA1A)[BIKT1A]

E103 43.1 120^

Changi EAST Rwy 02R/20L POSUB

4000' - FL140 vectors for ILS

Direct distance from SANAT to:

2. When cleared via BIKTA 1A by Singapore ATC:

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

BIKTA ONE BRAVO (BIKTA1B) [BIKT1B]

BIKTA MSA ARP

E104 06.4 3000' - FL140

3. No clearance or instruction received from Singapore ATC:

appropriate landing procedure for Rwy 02 as MSA ARP

close as possible to EAT or ETA.

E104 13.0 N01 09.8 E104 48.3

7000' 220 KT At or below

266^ 269^ 269^

089^ FL260 - FL310

Direct distance from SANAT to:

| JEPPESEN, 2015. ALL RIGHTS RESERVED.

c. If unable to effect a landing, refer to Singapore Special

Procedures for missed approach procedure.

3. No clearance or instruction received from Singapore ATC:

NYLON NOT TO SCALE

EXPECT RADAR E104 10.3 is solely for use by the

LAVAX to RUVIK and RUVIK to DOVAN distances.