WSSS PDF

Trip Kit Index
Printed on 14 Aug 2018

Page 1
(c) JEPPESEN SANDERSON, INC., 2018, ALL RIGHTS RESERVED JeppView for Windows
List of pages in this Trip Kit
Trip Kit Index

Airport Information For WSSS
Terminal Charts For WSSS
Revision Letter For Cycle 16-2018
Change Notices
Page 1
Displaced Threshold:
General 2428 ft
Information
Stopway: 197 ft
Location: SINGAPORE SGP

Runway: 02L
ICAO/IATA: WSSS / SIN
Length x Width: 13123 ft x 197 ft
Lat/Long: N01° 21.6', E103° 59.4'
Surface Type: bitu
Elevation: 22 ft
TDZ-Elev: 22 ft
Lighting: Edge, ALS, Centerline, REIL, TDZ
Stopway: 197 ft
Airport Use: Public
Daylight Savings: Not Observed
UTC Conversion: -8:00 = UTC
Runway: 02R
Magnetic Variation: 0.0° E
Surface Type: bitu
TDZ-Elev: 16 ft
Fuel Types: Jet A-1
Lighting: Edge, ALS, Centerline
Repair Types: Major Airframe, Major Engine
Stopway: 197 ft
Customs: Yes
Airport Type: IFR
Landing Fee: No
Runway: 20L
Control Tower: Yes
Jet Start Unit: No
Surface Type: bitu
LLWS Alert: Yes
TDZ-Elev: 16 ft
Beacon: Yes
Stopway: 197 ft
Sunrise: 2304 Z
Sunset: 1114 Z
Communication Information
Runway Information
ATIS: 128.600
ATIS: 139.950
Singapore Tower: 118.600
Runway: 02C
Changi East Tower: 122.250
Surface Type: bitu
Changi East Ground: 120.950
TDZ-Elev: 15 ft
Singapore Ground: 125.650
Lighting: Edge, ALS, Centerline, REIL
Stopway: 197 ft
Runway: 20C
Changi Ramp/Taxi: 121.900
Surface Type: bitu
Singapore Clearance Delivery: 121.650
TDZ-Elev: 15 ft
Singapore Approach: 120.300
Singapore Approach: 124.600 Secondary
Stopway: 197 ft
Singapore Arrival: 119.300
Runway: 20R
Surface Type: bitu
TDZ-Elev: 14 ft
Page 2
Displaced Threshold:
General 2428 ft
Information
Stopway: 197 ft
Location: SINGAPORE SGP

Runway: 02L
ICAO/IATA: WSSS / SIN
Lat/Long: N01° 21.6', E103° 59.4'
Surface Type: bitu
Elevation: 22 ft
TDZ-Elev: 22 ft
Stopway: 197 ft
Airport Use: Public
Daylight Savings: Not Observed
UTC Conversion: -8:00 = UTC
Runway: 02R
Magnetic Variation: 0.0° E
Surface Type: bitu
TDZ-Elev: 16 ft
Fuel Types: Jet A-1
Repair Types: Major Airframe, Major Engine
Stopway: 197 ft
Customs: Yes
Airport Type: IFR
Landing Fee: No
Runway: 20L
Control Tower: Yes
Jet Start Unit: No
Surface Type: bitu
LLWS Alert: Yes
TDZ-Elev: 16 ft
Beacon: Yes
Stopway: 197 ft
Sunrise: 2304 Z
Sunset: 1114 Z
Communication Information
Runway Information
ATIS: 128.600
ATIS: 139.950
Runway: 02C
Changi East Tower: 122.250
Surface Type: bitu
Changi East Ground: 120.950
TDZ-Elev: 15 ft
Stopway: 197 ft
Runway: 20C
Changi Ramp/Taxi: 121.900
Surface Type: bitu
Singapore Clearance Delivery: 121.650
TDZ-Elev: 15 ft
Singapore Approach: 120.300
Singapore Approach: 124.600 Secondary
Stopway: 197 ft
Singapore Arrival: 119.300
Runway: 20R
Surface Type: bitu
TDZ-Elev: 14 ft
Printed from JeppView for Windows 5.3.0.0 on 14 Aug 2018; Terminal chart data cycle 16-2018; Notice: After 23 Aug 2018, 0000Z, this chart may no longer be valid
WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

CHANGI 29 JUL 16 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 must have obtained operational approval from the relevant
State of Operator and be authorized by the Civil Aviation Authority
of Singapore.
1.3 CATEGORY II ILS RUNWAYS
1.3.1 At Singapore Changi Airport, Category II ILS approaches are available only
on RWY 02L and RWY 20C, which are also equipped with precision approach
Category II lighting system. When required, pilots making Category II ILS
approaches to Singapore Changi Airport should refer to the procedures in
the Instrument Approach Charts and the Precision Approach Terrain Charts
for RWY 02L and RWY 20C.
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.
1.7 OPERATIONS OF FLIGHTS NOT AUTHORIZED FOR CATEGORY II ILS OPERATIONS
1.7.1 During Category II ILS operations, if the RVR is 1804' (550m) or above,
flights not authorized for Category II ILS operations may continue to make
approaches and land. Airlines planning to operate flights not authorized
for Category II ILS operations into Changi shall monitor the METAR
to ascertain the RVR values when launching their flights and be prepared
to divert if the RVR is below 1804' (550m).
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
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: Text. | JEPPESEN, 2011, 2016. ALL RIGHTS RESERVED.
WSSS/SIN JEPPESEN
SINGAPORE, SINGAPORE
CHANGI 29 JUL 16 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 12
E6, E7, E8 6391' 1948m, 7844' 2391m, 10,341' 3152m
02L 1 2 W5, 12 W4, 2 W3 6450' 1966m, 8173' 2491m, 9436' 2876m
02C 12 12 2
E5, E4, E3 6742' 2055m, 8415' 2565m, 10,719' 3267m
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: Rwy 20L/02R information removed. | JEPPESEN, 2011, 2016. ALL RIGHTS RESERVED.
WSSS/SIN JEPPESEN
CHANGI 22 SEP 17 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, MABAL 2A and ELALO 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: STAR BELVA 1A removed (paragraph 3.2.2a). | JEPPESEN, 2013, 2017. ALL RIGHTS RESERVED.
WSSS/SIN JEPPESEN
CHANGI 22 SEP 17 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. SID/STAR OPERATIONS
6.1 The SIDs and STARs for Singapore Changi Airport require aircraft to be
GNSS-equipped and approved with navigation systems that meet the
ICAO RNAV-1 navigation specification in accordance to the ICAO Performance
Based Navigation Manual (Doc 9613).
CHANGES: SID/STAR operations. | JEPPESEN, 2013, 2017. ALL RIGHTS RESERVED.
JEPPESEN
WSSS/SIN 10 AUG 18 10-1P4
CHANGI
7. AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) - SINGAPORE
CHANGI AIRPORT
7.1 Introduction
Definition of commonly used terms in A-CDM
7.1.1 Target Off Block Time (TOBT) - The time an aircraft operator (AO) or ground handling
agent (GHA) estimates that an aircraft will be ready, all doors closed, boarding bridge
removed, pushback vehicle available and ready to start-up/pushback immediately upon
receipt of clearance from ATC.
7.1.2 Target Start Up Approval Time (TSAT) - The time provided by ATC that an aircraft
can expect start-up/pushback approval.
7.2 A-CDM start-up procedures
7.2.1 Pilot shall ensure aircraft is ready for pushback at TOBT.
7.2.2 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.
7.2.3 Pilot utilising the DCL service on selected routes shall request for ATC clearance
through Request for Departure Clearance Downlink (RCD) message on earlier than 20
minutes before TOBT.
7.2.4 Pilot using voice request to contact Clearance Delivery and request for ATC clearance
within 5 minutes of TOBT using following phraseology:
- Callsign
- Destination
- Proposed flight level and alternate level if any
- Parking position
7.2.4.1 Pilot shall only request for ATC clearance provided aircraft is ready to pushback
at TOBT.
7.2.5 Regardless of clearance through voice or datalink, all departing aircraft must report to
Clearance Delivery when ready for push within 5 minutes of TOBT.
7.2.6 ATC will advise the pilot whether the proposed or other alternate flight level is
available and an ATC clearence will be issued accordingly. If pre-departure coordination
with an adjacent unit or centre is required the pilot will be instructed to standby.
7.2.7 ATC will update TSAT changes if any, during issuance of ATC clearances. Note that
TSAT displayed on ADGS may not be final and can be revised due to en-route clearance
restrictions, ground congestion or flow measures.
7.2.8 Pilot shall request for pushback from Ground Movement Control within 5 minutes of
TSAT after obtaining ATC clearance, or as directed by ATC.
7.2.8.1 ATC may swap pushback sequence based on real-time readiness of aircrafts
to maximise apron and runway capacity and reduce the overall delay to traffic
as and when required.
7.2.8.2 At the end of pushback the departing aircraft must have all engines started and be
ready to taxi immediately unless otherwise instructed by ATC.
Note: The first aircraft to taxi may not necessarily be the first aircraft to take-off
as distances between aircraft stands and the departure rwy vary.
7.2.9 If a flight is unable to pushback by TSAT + 5 minutes due to the aircraft being unready,
ATC clearance and TSAT will be cancelled. Pilot must notify the AO/GHA to update
the TOBT for a new TSAT before requesting for a new ATC clearance. This also applies
to aircraft returning back to blocks after pushback.
7.2.9.1 ATC will inform the aircraft when a clearence is cancelled using the phraseology:
'(Callsign of acft) your ATC clearence and TSAT is cancelled (reason). Update TOBT
before requesting for new clearence'.
7.2.9.2 Flight may also have its ATC clearence cancelled if it develops a technical problem
after pushback and is unable to taxi for prolonged duration.
7.2.10 Non-compliance of initial TSAT may result in an aircraft losing its existing position
in the pre-departure sequence. Delay can be expected as a result of re-sequencing based
on new TOBT input.
7.2.11 If delay in pushback is due to ground traffic movement or ATC clearance restrictions,
the ATC clearance will remain valid even if it exceeds TSAT + 5 minutes. TOBT need
not be updated for such situations.
7.2.12 In the event that A-CDM mode of operations need to be cancelled due to any reason,
the termination will be communicated to relevant parties through email by the airport
operator and a NOTAM will be issued by ATC. Pilot shall follow the non-CDM procedure
(see 7.5).
7.3 Quick overview of WSSS start-up for pilots
7.3.1 TOBT and TSAT requirements
7.3.1.1 Irrespective of the TSAT, the aircraft must be ready for departure at the TOBT +/- 5
minutes as the TSAT may be revised forward at short notice.
7.3.1.2 Any time the TOBT or TSAT cannot be met, or an earlier departure is required, the
TOBT must be updated expeditiously by the aircraft operator or ground handler.
7.3.2 ATC Clearance
7.3.2.1 ATC Clearance on selected ATS routes can be requested via Data Link Departure
Clearance (DCL) at TOBT- 20 minutes.
CHANGES: Notes. | JEPPESEN, 2016, 2018. ALL RIGHTS RESERVED.
JEPPESEN
CHANGI
7.3.2.2 If DCL is not available, ATC Clearance should be requested via Clearance Delivery
at TOBT +/-5 minutes.
7.3.3 Start-up / Pushback Clearance
7.3.3.1 Pilots must be ready for start-up / pushback at TOBT +/- 5 minutes.
7.3.3.2 Pilots should request start-up / pushback clearance at TSAT +/- 5 minutes.
7.4 A-CDM information via Aircraft Docking Guidance System (ADGS)
7.4.1 All contact stands in Singapore Changi Airport will have ADGS. The fundamental
operation and usage of ADGS still remain the same for flight crew. Additional
information which includes TOBT, TSATand TOBT count-down timer will be
displayed in local times as part of the improvements to support A-CDM operations.
7.5. Non-CDM mode of operations
7.5.1 To non-CDM procedures are applicable for non-scheduled flights departing Changi Airport
or when TOBT and TSAT references used in A-CDM mode of operations become unavailable
due to system issues or maintenance.
7.5.2 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 boarding rooms;
a. Pilots shall notify ATC when the aircraft is ready to pushback within 5 minutes.
b. ATC will advise the pilot whether the proposed or alternate flight level is available and
an ATC clearence will be issued accordingly. If pre-departure coordination with an
adjacent unit or centre is requirded the pilot will be instructed to standby.
c. Once flight level is accepted by the pilot and an ATC clearance issued, the aircraft must
be pushed back within 5 minutes from the time the ATC clearance is accepted unless other
ATC restrictions are imposed. The ATC clearance will be cancelled on expiry of the
5 minutes grace period. This also applies to situations when aircraft return to blocks after
pushback or develop technical issues and is unable to continue taxi.
d. Pilots who are ready to depart following the cancellation of an ATC clearance will adopt
the procedures as if it is the first time they are ready to depart.
7.5.3 If TSAT is unavailable through different means stated below:
- AOCS A-CDM portal;
- GMID;
- ADGS at contact stands;
- Radio communication with GHA or AO;
- ATC - Upon issuance of ATC clearance (for flights parked at aircraft stands
without ADGS);
a. AO and GHA shall continue to submit TOBT and pilots shall request for ATC clearance
5 minutes within TOBT (see 7.2.4).
b. ATC will revert to the gate hold procedures published on 10-9E chart and issue estimated
pushback times accordingly.
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: Notes. | JEPPESEN, 2016, 2018. ALL RIGHTS RESERVED.

JEPPESEN
WSSS/SIN 7 APR 17 10-1P6
CHANGI
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
CHANGES: None. | JEPPESEN, 2016. ALL RIGHTS RESERVED.

JEPPESEN
WSSS/SIN 7 APR 17 10-1P7
CHANGI
SIMULTANEOUS INDEPENDENT PARALLEL APPROACHES
1. Introduction
1.1 Simultaneous independent parallel approaches will be implemented daily between
0000UTC and 1500UTC to optimize runway utilization and enhance air traffic
efficiency.
2. Procedures for simultaneous independent parallel approaches
2.1 To ensure safe operations between aircraft on parallel approaches, Normal
Operating Zones (NOZs) are established for each extended runway centerline
and a No Transgression Zone (NTZ) is established between the NOZs.
2.2 ATC will vector arriving flights into Singapore Changi Airport from the final
waypoint of the respective STARs to the respective NOZs.
2.3 Within the NOZ, ATC shall provide a minimum vertical separation of 1000'
or 3NM surveillance separation between pairs of aircraft until both aircraft
are established on the ILS Localizer course.
2.4 ATC is not required to provide separation between aircraft on adjacent ILS
Localizers and will monitor aircraft for deviation from the approach path.
2.5 Aircraft can expect to maintain altitude 3500' till Glide Path Interception
for Runway 20R / 02L and 2500' till Glide Path Interception for
Runway 20C / 02C. This is to ensure the necessary vertical separation prior
to establishing on the respective ILS Localizer course.
2.6 Aircraft can expect the following radiotelephony phraseology when
intercepting the ILS:
a. to intercept the Localizer before clearing for ILS
"TURN LEFT (RIGHT) HEADING (three digits) MAINTAIN (altitude) REPORT
ESTABLISHED ON THE LOCALIZER RUNWAY (number) LEFT (CENTER / RIGHT)"
followed by ...
"MAINTAIN (altitude), CLEARED FOR ILS APPROACH RUNWAY (number)
LEFT (CENTER / RIGHT)"
or
b. to intercept ILS
"TURN LEFT (RIGHT) HEADING (three digits) MAINTAIN (altitude)
CLEARED FOR ILS APPROACH RUNWAY (number) LEFT (CENTER / RIGHT)"
2.7 Aircraft can expect to maintain speed 180KT at base turn or earlier till 8NM
from touchdown.
3. Break-out maneuver
3.1 When an aircraft is observed to have not established on the appropriate
Localizer course or deviated from its course towards the NTZ, ATC will
instruct the aircraft to return immediately to the correct Localizer course
with the following radiotelephony phraseology:
"YOU HAVE CROSSED THE LOCALIZER, TURN LEFT (or RIGHT)
IMMEDIATELY AND RETURN TO THE LOCALIZER"
or
"TURN LEFT (or RIGHT) TO RETURN TO LOCALIZER COURSE"
3.2 When ATC observed aircraft to be penetrating or will penetrate the NTZ,
ATC will instruct the aircraft on the adjacent Localizer course to alter course
to avoid the deviating aircraft with the following radiotelephony phraseology:
"TRAFFIC ALERT, TURN LEFT (or RIGHT) IMMEDIATELY HEADING
(degrees), CLIMB AND MAINTAIN (altitude)"
4. Pilot notification and conditions for operations
4.1 Simultaneous approaches to parallel runways operation will be broadcasted
on ATIS during the active period.
4.2 Simultaneous approaches to the parallel runways will be suspended in the event of
adverse weather or any other conditions that may affect the safe conduct of such
approaches to the parallel runways.
CHANGES: New chart. | JEPPESEN, 2017. ALL RIGHTS RESERVED.
JEPPESEN
CHANGI
DEPARTURE CLEARANCE (DCL) VIA DATALINK PROCEDURES
1. Acft need to be equipped with Aircraft Communications Addressing and

Reporting System (ACARS) to support DCL application.
2. The logon ID of the ground system for the provision of DCL service is WSSS.
3. DCL service is only applicable for flights departing from WSSS to the following
routes / destinations:
a.Destinations in Peninsular Malaysia via ATS Routes A457 and B466
b.Destinations in Thailand via ATS Routes B466 and B469 / M751
c.Destinations in Indonesia via ATS Route A457, R469 and B470
d.Destinations in Australia and New Zealand via ATS Route B470
e.Flights with allocated Calculated Take-Off Time (CTOT) under Bay of
Bengal Cooperative Air Traffic Flow Management (BOBCAT)
4. Pilot utilising the DCL service on selected routes shall request for ATC clearance
through RCD message no earlier than 20 minutes before TOBT.
a. For flights with allocated CTOT under BOBCAT, to input "CTOT HHMMz" under
the free text field in RCD message.
b. For flights routed via ANITO B470, to input "ANITO FLxxx"(ANITO crossing
level) under the free text field in RCD message.
c. Pilot shall contact Clearance Delivery or the next assigned frequency in
Departure Clearance Uplink (CLD) message within 5 minutes of TOBT using the
following phraseology:
- "Callsign"...With P-D-C, fully ready
- Provide requested flight level if it differs from PFL filed in flight plan
- Provide CTOT or ANITO crossing if not previously given in RCD message
5. DCL message format does not include the requested cruising level and final
cruising level.
a. The planned flight level (PFL) filed in flight plan field 15b will be used as
requested level unless otherwise specified by pilot.
b. Final cruising level will be assigned by Singapore ATC after airborne and it is
subjected to traffic disposition. No on-ground level negotiations or
reservations are allowed.
6. DCL service does not provide clearance revision. Any revision to the clearance
issued via datalink will be made by ATC through voice communications.
7. Clearance request through VHF using the existing voice procedures is still available
for applicable flights under the DCL service.
8. ATC will reject the DCL request and send a "revert to voice procedures" message
to the pilot if the following occurs:
a. Flight's routes / destinations is not stated in paragraph 3
b. RCD message does not comply with ED-85A or have inaccurate flight data,
e.g. different Callsign / ADES from flight plan
c. Invalid TOBT
d. When required by ATC due to flow restrictions
9. Upon receipt of any "revert to voice procedures" message, pilot shall cancel any
clearance received previously (if any) and follow the existing voice procedures for
clearance request, i.e. contact Clearance Delivery within 5 minutes of TOBT.
CHANGES: Notes. | JEPPESEN, 2018. ALL RIGHTS RESERVED.

JEPPESEN
CHANGI
10. Pilot shall monitor the clearance delivery frequency once the DCL process is
initiated. In the event of any issues encountered, ATC will revert to voice procedures.
11. ATC will revert with CLD message within 5 minutes of receipt of the RCD message.
If no CLD message is received, pilot is to call on delivery frequency to verify request.
12. Pilot shall respond with CDA message within 5 minutes of receipt of CLD message.
Failure to comply may result in a "revert to voice procedures" message being sent.
Note: The DCL process is only complete and clearance confirmed when CDA
message is received and processed successfully.
A "CDA received - clearance confirmed" message will be sent to the pilot.
13. Acft operator / ground handling agent shall continue to update TOBT to reflect
any changes in readiness time in accordance to A-CDM startup procedures.
14. ATC will check for TOBT compliance and update pilot of any revisions in departure
clearance and flow restrictions before handing the flight over to Ground frequency for
start-up and pushback.
15. ATC will cancel the clearance issued and send a "revert to voice procedures"
message if pilot does not report ready for push within 5 minutes of TSAT.
CHANGES: Notes. | JEPPESEN, 2018. ALL RIGHTS RESERVED.

CHANGI 5 MAY 17 10-2 .RNAV.STAR.
LOST COMMS LOST COMMS LOST COMMS
TS OL TS OSL MMOC TS OSL MMOC
CHANGES: New format. | JEPPESEN, 2017. ALL RIGHTS RESERVED.
CHANGI 5 MAY 17 10-2A .RNAV.STAR.
A
COMMS LOST COMMS LOST COMMS LOST
^ 081
360^
TS OSL MMOC TS OSL MMOC TS OSL MMOC
CHANGI 5 MAY 17 10-2B .RNAV.STAR.
CHANGI 5 MAY 17 10-2C .RNAV.STAR.
COMMS LOST COMMS LOST COMMS LOST

CHANGI 19 MAY 17 10-2D .Eff.25.May. .RNAV.STAR.
D-ATIS Apt Elev Alt Set: hPa Trans level: FL130
1. RADAR required.
128.6 22 2. RNAV 1 navigation specification GNSS required.
ELALO 1A [ELAL1A]
RNAV (GNSS) ARRIVAL (RWYS 02L/C)
LOST COMMS LOST COMMS LOST COMMS LOST COMMS
MAX 300 KT
1. Set transponder to Mode A/C code 7600. MAX FL350
2. When cleared via ELALO 1A by Singapore ATC: MHA FL280
a. MAINTAIN last assigned flight level or
altitude and proceed on ELALO 1A to SANAT,
ELALO
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.
KANLA
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: KILOT
Refer to 10-1P pages for radio MAX 250 KT
NOT TO SCALE MAX FL270
communications failure procedure. MHA FL220
02-30 3337
PIBAP
At 250 KT
47 FL210 47
4000
2000
CONTOUR
INTERVALS
02-00
PASPU
At 220 KT
JOHOR BAHRU
Senai Intl
WMKJ MAX 220 KT
NYLON MAX FL140
MHA 3000
34 24
01-30 3500
SINGAPORE
Seletar
WSSL POSUB
1 At 220 KT
Changi EAST Rwy 02R/20L
is solely for use by the
SINGAPORE 6000
Paya Lebar
Republic of Singapore WSAP
Air Force (RSAF) Aircraft 1 EXPECT RADAR
vectors for ILS
approach Rwy 02
SAMKO BATAM
Hang Nadim
SANAT WIDD
MAX 220 KT
At 190 KT TANJUNG PINANG
01-00 MAX FL140 4000 Raja Haji Fisabilillah
22 103-30
MHA 4000
104-00
20 WIDN
104-30
ROUTING
From ELALO. To KANLA. To KILOT, turn RIGHT. To PIBAP at or below FL210, speed 250 KT, turn LEFT.
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: Chart reindexed. | JEPPESEN, 2017. ALL RIGHTS RESERVED.

CHANGI 19 MAY 17 10-2E .Eff.25.May. .RNAV.STAR.
1. RADAR required.
ELALO 1B [ELAL1B]
RNAV (GNSS) ARRIVAL (RWYS 20R/C)
LOST COMMS LOST COMMS LOST COMMS LOST COMMS 04-30
1. Set transponder to Mode A/C code 7600. MAX 300 KT
2. When cleared via ELALO 1B by Singapore
ATC:
11 MAX FL350
MHA FL280
altitude and proceed on ELALO 1B to NYLON. ELALO
10
b. From NYLON commence descent and
Rwy 20 as close as possible to EAT or ETA.
c. If unable to effect a landing, refer to
Singapore Special Procedures for 04-00
Singapore ATC:
Refer to 10-1P pages for radio KANLA
communications failure procedure.
03-30 45 10 32
4000
2000
CONTOUR
INTERVALS KILOT
03-00 MAX 250 KT
MAX FL270
MHA FL220
02-30
3337
47 47 30
PIBAP
At 250 KT
FL210
02-00
PASPU
At 220 KT
6000
JOHOR BAHRU MAX 220 KT
Senai Intl
WMKJ 3500 MAX FL140
MHA 3000
NYLON
At 190 KT 10
01-30 34 3000 24 1
SINGAPORE Changi EAST Rwy 02R/20L
Seletar EXPECT RADAR is solely for use by the
WSSL
vectors for ILS Republic of Singapore
approach Rwy 20 Air Force (RSAF) Aircraft
SINGAPORE
Paya Lebar 1
103-00 103-30 WSAP 104-00 104-30 105-00
ROUTING
From ELALO. To KANLA. To KILOT, turn RIGHT. To PIBAP at or below FL210, speed 250 KT, turn LEFT.
To PASPU, at or above 6000, speed 220 KT. To NYLON at or above 3000, speed 190 KT.
CHANGES: Chart reindexed. | JEPPESEN, 2017. ALL RIGHTS RESERVED.
CHANGI 5 MAY 17 10-2F .RNAV.STAR.
CHANGI 5 MAY 17 10-2G .RNAV.STAR.
LOST COMMS LOST COMMS
TS OSL MMOC TS OSL MMOC

CHANGI 5 MAY 17 10-2H .RNAV.STAR.
128.6 22 1. RADAR required.
2. RNAV 1 navigation specification GNSS required.
LEBAR 2A [LEBA2A]
RNAV (GNSS) ARRIVAL
(RWY 02L)
PASPU
At 220 KT
NOT TO SCALE
3500
01-30 MSA ARP
D
PU
PAPA UNIFORM
115.1 PU
7000
607
SINGAPORE
Seletar
WSSL
34 24
SINGAPORE
Deviation is not permited Paya Lebar
between SJ and PU WSAP 1
SJ
SINJON Changi EAST Rwy 02R/20L
D
113.5 SJ
Republic of Singapore
Air Force (RSAF) Aircraft
7000
104-00
PALGA COMMS LOST COMMS LOST COMMS LOST COMMS LOST
At 220 KT 1. Set transponder to Mode A/C code 7600.
2. When cleared via LEBAR 2A by Singapore
ATC:
altitude and proceed on LEBAR 2A to
SAMKO.
b. From SAMKO commence descent and
EXPECT RADAR carry out appropriate landing procedure for
vectors for ILS Rwy 02L as close as possible to EAT or ETA.
approach Rwy 02 c. If unable to effect a landing, refer to
SAMKO Singapore ATC:
PAMSI At 190 KT Refer to 10-1P pages for radio
4000 LOST LOST COMMS LOST COMMS LOST COMMS 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.

CHANGI 5 MAY 17 10-2J .RNAV.STAR.
Alt Set: hPa Trans level: FL130
D-ATIS Apt Elev
1. RADAR required.
LEBAR 2B [LEBA2B]
RNAV (GNSS) ARRIVAL
(RWY 20R)
MAX 220 KT
4000
BIDUS MAX FL140
JOHOR BAHRU
At 190 KT MHA 3000
2000 Senai Intl 3000
2347 WMKJ
CONTOUR
INTERVALS
BETBA NYLON
EXPECT RADAR
vectors for ILS
01-30
D
PU
PAPA UNIFORM
115.1 PU
At 220 KT
approach Rwy 20
7000
3500
34 SINGAPORE 24
Paya Lebar 1
Deviation is not permited WSAP
between SJ and PU
D
SJ
SINJON
113.5 SJ
7000
1
BOBAG BATAM
At 220 KT Hang Nadim
WIDD
10000
103-30
LOST COMMS LOST COMMS LOST COMMS LOST COMMS 01-00
1. Set transponder to Mode A/C code 7600.
2. When cleared via LEBAR 2B by
Singapore ATC: RP
a. MAINTAIN last assigned flight level
or altitude and proceed on LEBAR 2B
to BIDUS, then direct to NYLON.
b. From NYLON commence descent and
carry out appropriate landing procedures
for Rwy 20R as close as possible to
EAT or ETA.
22 20
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:
Refer to 10-1P pages for radio
communications failure procedure. REMES
LOST LOST COMMS LOST COMMS LOST COMMS COMMS At 220 KT 104-00
TRANSITIONS
BOBAG From BOBAG at or above 10000, speed 220 KT. To SJ at or above 7000, turn LEFT. To PU.
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 above 3000,
speed 190 KT.
CHANGI 5 MAY 17 10-2J1 .RNAV.STAR.
LOST COMMS LOST COMMS LOST

CHANGI 5 MAY 17 10-2J2 .RNAV.STAR.
D-ATIS Apt Elev
1. RADAR required.
MABAL 2A [MABA2A]
RNAV (GNSS) ARRIVAL (RWYS 02L/C)
MABAL
MAX 300 KT
MAX FL350
MHA FL280
KILOT
MAX 250 KT
MAX FL270
MHA FL220
NOT TO SCALE
02-30
PIBAP 4000
At 250 KT 2000
FL210
47 2271
47 CONTOUR
INTERVALS
30
02-00
PASPU
At 220 KT
34 10
1
MAX 220 KT is solely for use by the
JOHOR BAHRU
NYLON MAX FL140
MHA 3000 24 Republic of Singapore
Senai Intl
WMKJ
01-30 SINGAPORE
3500 104-30 105-00
Seletar 1. Set transponder to Mode A/C code 7600.
WSSL
POSUB 2. When cleared via MABAL 2A by Singapore
At 220 KT ATC:
SINGAPORE 6000 a. MAINTAIN last assigned flight level or
Paya Lebar altitude and proceed on MABAL 2A to
WSAP SANAT, then direct to SAMKO.
1 EXPECT RADAR b. From SAMKO commence descent and
vectors for ILS carry out appropriate landing procedure for
approach Rwy 02 Rwy 02 as close as possible to EAT or ETA.
SAMKO c. If unable to effect a landing, refer to
BATAM Singapore Special Procedures for
Hang Nadim missed approach procedure.
SANAT WIDD 3. No clearance or instruction received from
MAX 220 KT At 190 KT Singapore ATC:
MAX FL140 4000 Refer to 10-1P pages for radio
MHA 4000
22 104-00
20 communications failure procedure.
ROUTING
From MABAL. To KILOT, turn LEFT. To PIBAP at or below FL210, speed 250KT, turn LEFT. 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 5 MAY 17 10-2K .RNAV.STAR.
D-ATIS Apt Elev
1. RADAR required.
MABAL 2B [MABA2B]
RNAV (GNSS) ARRIVAL
(RWYS 20R/C)
03-30 MABAL
MAX 300 KT
MAX FL350
45 10 MHA FL280
32
MAX 250 KT
KILOT MAX FL270
MHA FL220
03-00
3334
02-30 47 30
47 PIBAP
At 250 KT
FL210 4000
2000
1
CONTOUR
PASPU is solely for use by the INTERVALS
At 220 KT Air Force (RSAF) Aircraft
6000
02-00
10
105-00 105-30
COMMS LOST COMMS LOST COMMS LOST COMMS LOST
34 NYLON
MAX 220 KT
MAX FL140
2. When cleared via MABAL 2B by Singapore
MHA 3000
At 190 KT ATC:
3000 altitude and proceed on MABAL 2B to
JOHOR BAHRU
Senai Intl NYLON.
WMKJ
01-30
EXPECT RADAR
24 b. From NYLON commence descent and
SINGAPORE Rwy 20 as close as possible to EAT or ETA.
Seletar vectors for ILS
WSSL approach Rwy 20 c. If unable to effect a landing, refer to
SINGAPORE missed approach procedure.
Paya Lebar
WSAP 1 3. No clearance or instruction received from
Singapore ATC:
3500 BATAM
Hang Nadim Refer to 10-1P pages for radio
WIDD
104-00 104-30 COMMS LOST COMMS LOST COMMS LOST COMMS LOST
ROUTING
From MABAL. To KILOT, turn LEFT. To PIBAP at or below FL210, speed 250KT, turn LEFT. To PASPU,
at or above 6000, speed 220 KT. To NYLON at or above 3000, speed 190KT.
CHANGI 5 MAY 17 10-2L .RNAV.STAR.
LOST COMMS LOST COMMS LOST
CHANGI 5 MAY 17 10-2M .RNAV.STAR.

CHANGI 5 MAY 17 10-2N .RNAV.STAR.
1. RADAR required.
REPOV 1A [REPO1A]
RNAV (GNSS) ARRIVAL
(RWYS 02L/C)
SINGAPORE
Seletar
WSSL
SINGAPORE
Paya Lebar 1
WSAP
34 3500
EXPECT RADAR
vectors for ILS
approach Rwy 02
24
1411 BATAM
Hang Nadim
SAMKO WIDD
At 190 KT
MAX 220 KT 4000
MAX FL140
01-00 MHA 4000
1
REMES MAX 220 KT

At 220 KT MAX FL140
6000 MHA 6000
22 20
00-30
103-30
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
2. When cleared via REPOV 1A by Singapore ATC:
a. MAINTAIN last assigned flight level or altitude
and proceed on REPOV 1A 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
REPOV
Special Procedures for missed approach procedure.
At 250 KT
MAX 250 KT
3. No clearance or instruction received from MAX FL250 FL210
Singapore ATC: MHA FL150
Refer to 10-1P pages for radio communications
failure procedure.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS COMMS 104-00
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 5 MAY 17 10-2P .RNAV.STAR.
128.6 22 1. RADAR required.

2. RNAV 1 navigation specification GNSS required.
REPOV 1B [REPO1B]
RNAV (GNSS) ARRIVAL
(RWYS 20C/R)
MAX 220 KT
MAX FL140
MHA 3000
NYLON
EXPECT RADAR
vectors for ILS
approach Rwy 20 BIPOP
At 190 KT 24
01-30 3000
SINGAPORE
Seletar
WSSL
34 1
SINGAPORE 1
Paya Lebar is solely for use by the
WSAP DOVAN Republic of Singapore
4000 Air Force (RSAF) Aircraft
3500
BATAM
Hang Nadim
WIDD
D
BTM BATAM
116.0 BTM
At 220 KT
1132
01-00 7000
TANJUNG PINANG
Raja Haji Fisabilillah
WIDN
REMES MAX 220 KT

20
At 220 KT MAX FL140
MHA 6000 104-30
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
2. When cleared via REPOV 1B by Singapore ATC:
22 a. MAINTAIN last assigned flight level or altitude
and proceed on REPOV 1B to BIPOP, then direct
00-30
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.
Singapore ATC:
Refer to 10-1P pages for radio communications
REPOV failure procedure.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST
MAX 250 KT At 250 KT
MAX FL250 ROUTING
MHA FL150 FL210
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.
104-00 To BIPOP at or above 3000, speed 190 KT.

CHANGI 5 MAY 17 10-2Q .RNAV.STAR.
CHANGI 5 MAY 17 10-2S .RNAV.STAR.

22 SEP 17 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
procedures 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 restrictions
at fixes and/or DME specify ATC/airspace requirements.
Minimum net climb gradient specifies obstacle clearance requirements.
In the event that the minimum net climb gradient cannot be achieved, pilots shall inform
ATC. 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 32m (105 ft) AMSL, the aircraft minimum
net climb gradient shall be at 3.3%.
Where the reported vessel height is 33m (108 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
33 3.4 39 125
40 4.0 49 158
50 4.9 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 69m (226 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
departing pilots of the vessel height. Pilots, on receipt of this information, shall apply
the minimum net climb gradient in accordance with the following table.
CHANGES: Runway 02L minimum crossing altitude over vessel revised. | JEPPESEN, 1998, 2017. ALL RIGHTS RESERVED.

22 SEP 17 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 AND 20R
All departures on Runway 20C shall be on a minimum net climb gradient of 7% until
reaching or passing 2500 ft. Thereafter, the minimum net climb gradient shall be 3.3%.
All departures on Runway 20R shall be on a minimum net climb gradient of 6% until
reaching or passing 2500 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
calculation 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 distance (d) for the various departure runways is as follows:
Departure Runway Distance (d)

02L 1100m
02C 2590m
20C 9670m
20R 12830m
CHANGES: None. | JEPPESEN, 1998, 2017. ALL RIGHTS RESERVED.

52 02 51 01 5 0 5
TS OSL MMOC TS OSL MMOC S MMOC
52 02 51 01 5 0 5
71
^ 081
52 02 51 01 5 0 5
TS OL TS OSL MMOC TS OSL MMOC S MMOC
71
^ 081
52 02 51 01 5 0 5
5 0 5 10 15 20 25
Trans alt: 11000

AROSO 2A [AROS2A], AROSO 4B [AROS4B]
Apt Elev
1. RADAR required.
2. RNAV 1 Navigation Specification GNSS required.
RNAV (GNSS) DEPARTURES
22
3. Aircraft unable to fly the SID profile shall inform ATC prior to
departure and to EXPECT RADAR vectoring, if necessary.
.SPEED: RWY 02C: SHALL NOT EXCEED 230 KT UNTIL PASSING
4000 AND NOT EXCEED 250 KT UNTIL PASSING 10000
4. Cruising levels will be issued after take-off by Singapore RADAR.
5. All SIDs include noise preferential routes. RWY 20C: SHALL NOT EXCEED 230 KT UNTIL DIVSA
AND NOT EXCEED 250 KT UNTIL PASSING 10000
AROSO
AKMET
11000
NOT TO SCALE
637
AKOMA
AROSO 2A:
7000
JOHOR BAHRU
Senai Intl
WMKJ
34 24
01-30
TOKIM
2000

2. Communications failure occurs
3500
VTK
immediately after departure on: TEKONG
Rwy 02C: Proceed straight ahead to Nylon D
Holding Area (NHA) climbing to the last
116.5 VTK
assigned altitude. Thereafter refer to AROSO 4B:
10-1P pages for radio communications 7000
failure procedure. SINGAPORE
Rwy 20C: Proceed straight ahead to Samko Paya Lebar
Holding Area (SHA) climbing to the last WSAP
assigned altitude. Thereafter refer to
1
10-1P pages for radio communications is solely for use by the
failure procedure. Republic of Singapore
1
For minimum climb gradient criteria:
Rwy 02C: See 10-3 and 10-3A.
IBIXU
1500
Rwy 20C: Departures shall be on a
minimum net climb gradient of 7.0%
until reaching or passing 2500.
Gnd speed-KT 75 100 150 200 250 300
DOSPA
7.0% V/V (fpm) 532 709 1063 1418 1772 2127
IBIVA DONDI
Initial climb clearance 3000 or as directed by ATC 2500
SID RWY INITIAL CLIMB
To TOKIM on course 023^ at or above 2000, turn LEFT. To
AROSO 02C AKOMA at or above 7000, turn LEFT. To AKMET at or above
2A 11000. To AROSO. DIVSA
To IBIXU on course 203^ at or above 1500. To IBIVA at or
At 230 KT
above 2500, turn LEFT. To DONDI. To DIVSA at or above 4000, 4000
AROSO 20C speed 230 KT, turn LEFT. To DOSPA, turn LEFT. To VTK VOR at
4B or above 7000. To AKOMA, turn LEFT. To AKMET at or above
11000. To AROSO. 104-00
5 0 5 10 15 20 25
Trans alt: 11000

AROSO 2E [AROS2E], AROSO 4F [AROS4F]
Apt Elev
1. RADAR required.
22
.SPEED: RWY 02L: SHALL NOT EXCEED 230 KT UNTIL PASSING
5. All SIDs include noise preferential routes.
RWY 20R: SHALL NOT EXCEED 230 KT UNTIL DIVSA
AROSO
AKMET
11000
NOT TO SCALE
637
AKOMA
AROSO 2E:
7000
JOHOR BAHRU
Senai Intl
WMKJ
34 24
ATRUM
01-30
TOPOM
2000
LOST COMMS LOST COMMS LOST COMMS LOST COMMS 3500

V7000
TK
immediately after departure on: TEKONG
Rwy 02L: Proceed straight ahead to Nylon D
Holding Area (NHA) climbing to the last
116.5 VTK
10-1P pages for radio communications
failure procedure. SINGAPORE
Rwy 20R: Proceed straight ahead to Samko Paya Lebar
Holding Area (SHA) climbing to the last WSAP
10-1P pages for radio communications 1
failure procedure. Changi EAST Rwy 02R/20L
1 Republic of Singapore
LEDOX
For minimum climb gradient criteria: 1500
Rwy 02L: See 10-3 and 10-3A.
Rwy 20R: Departures shall be on a
Gnd speed-KT 75 100 150 200 250 300

DOSPA
6.0% V/V (fpm) 456 608 911 1215 1519 1823 LETGO
2500
Initial climb clearance 3000 or as directed by ATC
To TOPOM on course 023^ at or above 2000, turn LEFT. To
AROSO 02L ATRUM. To AKOMA at or above 7000, turn LEFT. To AKMET
2E at or above 11000. To AROSO. DIVSA
To LEDOX on course 203^ at or above 1500. To LETGO at or
At 230 KT
above 2500, turn LEFT. To DIVSA at or above 4000, speed
4000
AROSO 20R 230 KT, turn LEFT. To DOSPA, turn LEFT. To VTK VOR at or
4F above 7000. To AKOMA, turn LEFT. To AKMET at or above
11000. To AROSO. 104-00
71
^ 081
52 02 51 01 5 0 5
71
^ 081
52 02 51 01 5 0 5
71
^ 081
52 02 51 01 5 0 5
71
^ 081
52 02 51 01 5 0 5
5 0 5 10 15 20 25
Trans alt: 11000

MASBO 2A [MASB2A], MASBO 4B [MASB4B]
Apt Elev
1. RADAR required.
22
RWY 20C: SHALL NOT EXCEED 230 KT UNTIL DIVSA
4000
MASBO 2000
CONTOUR
INTERVALS
SABKA AGVAR
11000
NOT TO SCALE
AKOMA
MASBO 2A:
7000
JOHOR BAHRU
Senai Intl
WMKJ
2347
34 24
1
01-30 Changi EAST Rwy 02R/20L
Air Force (RSAF) Aircraft TOKIM
2000
1. Set transponder to Mode A/C code 7600. 3500

immediately after departure on:
Rwy 02C: Proceed straight ahead to Nylon
VTK
Holding Area (NHA) climbing to the last SINGAPORE TEKONG
Seletar D
assigned altitude. Thereafter refer to WSSL 116.5 VTK
failure procedure. MASBO 4B:
Rwy 20C: Proceed straight ahead to Samko 7000
Holding Area (SHA) climbing to the last SINGAPORE
assigned altitude. Thereafter refer to Paya Lebar
10-1P pages for radio communications WSAP
failure procedure.

1
Rwy 02C: See 10-3 and 10-3A.

IBIXU
1500
Gnd speed-KT 75 100 150 200 250 300
7.0% V/V (fpm) 532 709 1063 1418 1772 2127
DOSPA
Initial climb clearance 3000 or as directed by ATC
IBIVA DONDI
SID RWY INITIAL CLIMB 2500
To TOKIM on course 023^ at or above 2000, turn LEFT. To
MASBO 02C AKOMA at or above 7000, turn LEFT. To AGVAR at or above
2A 11000. To SABKA, turn RIGHT. To MASBO.
To IBIXU on course 203^ at or above 1500. To IBIVA at or DIVSA
above 2500, turn LEFT. To DONDI. To DIVSA at or above 4000, At 230 KT
MASBO 20C speed 230 KT, turn LEFT. To DOSPA, turn LEFT. To VTK VOR
4B at or above 7000. To AKOMA, turn LEFT. To AGVAR at or
4000
above 11000. To SABKA, turn RIGHT. To MASBO. 104-00
5 0 5 10 15 20 25
Trans alt: 11000

MASBO 2E [MASB2E], MASBO 4F [MASB4F]
Apt Elev
1. RADAR required.
22
MASBO 4000
2000
CONTOUR
SABKA AGVAR INTERVALS
11000
NOT TO SCALE AKOMA
MASBO 2E:
7000
JOHOR BAHRU
Senai Intl
WMKJ
2347
34 24
ATRUM
01-30
TOPOM
2000

V7000
TK
Rwy 02L: Proceed straight ahead to Nylon SINGAPORE TEKONG
Seletar D
Holding Area (NHA) climbing to the last WSSL 116.5 VTK
failure procedure.
Rwy 20R: Proceed straight ahead to Samko SINGAPORE
Holding Area (SHA) climbing to the last Paya Lebar
assigned altitude. Thereafter refer to WSAP
failure procedure. 1
Republic of Singapore 1
For minimum climb gradient criteria: Air Force (RSAF) Aircraft
Rwy 02L: See 10-3 and 10-3A. LEDOX
1500
Gnd speed-KT 75 100 150 200 250 300 DOSPA
6.0% V/V (fpm) 456 608 911 1215 1519 1823
LETGO
MASBO 02L ATRUM. To AKOMA at or above 7000, turn LEFT. To AGVAR
2E at or above 11000. To SABKA, turn RIGHT. To MASBO.
DIVSA
above 2500, turn LEFT. To DIVSA at or above 4000, speed At 230 KT
MASBO 20R 230 KT, turn LEFT. To DOSPA, turn LEFT. To VTK VOR at or 4000
4F above 7000. To AKOMA, turn LEFT. To AGVAR at or above
11000. To SABKA, turn RIGHT. To MASBO. 104-00
5 0 5 10 15 20 25
Trans alt: 11000

MERSING 5A (VMR 5A), MERSING 8B (VMR 8B)
Apt Elev
1. RADAR required.
22
RWY 20C: SHALL NOT EXCEED 230 KT UNTIL DIVSA
D
XXX MERSING
116.8 VMR
NOT TO SCALE
637
AKOMA
MERSING 5A:
7000
JOHOR BAHRU
Senai Intl
WMKJ
34 24
1
01-30 Changi EAST Rwy 02R/20L
Air Force (RSAF) Aircraft TOKIM
2000

VTK
SINGAPORE TEKONG
Rwy 02C: Proceed straight ahead to Nylon Seletar D
Holding Area (NHA) climbing to the last WSSL 116.5 VTK
10-1P pages for radio communications MERSING 8B:
failure procedure. 7000
Rwy 20C: Proceed straight ahead to Samko SINGAPORE
WSAP
failure procedure.

Rwy 02C: See 10-3 and 10-3A. IBIXU
1500
Gnd speed-KT 75 100 150 200 250 300
7.0% V/V (fpm) 532 709 1063 1418 1772 2127
DOSPA
IBIVA DONDI
MERSING 02C To TOKIM on course 023^ at or above 2000, turn LEFT. To
5A AKOMA at or above 7000, turn RIGHT. To VMR VOR.
To IBIXU on course 203^ at or above 1500. To IBIVA at or
DIVSA
MERSING 20C above 2500, turn LEFT. To DONDI. To DIVSA at or above 4000, At 230 KT
8B speed 230 KT, turn LEFT. To DOSPA, turn LEFT. To VTK VOR 4000
at or above 7000. To AKOMA, turn RIGHT. To VMR VOR. 104-00
5 0 5 10 15 20 25
Trans alt: 11000

MERSING 5E (VMR 5E), MERSING 8F (VMR 8F)
Apt Elev
1. RADAR required.
22
D
XXXMERSING
116.8 VMR
NOT TO SCALE
637
AKOMA
MERSING 5E:
7000
JOHOR BAHRU
Senai Intl
WMKJ
34 ATRUM 24
01-30
TOPOM
2000

SINGAPORE
V7000
TK
Rwy 02L: Proceed straight ahead to Nylon Seletar TEKONG
Holding Area (NHA) climbing to the last D
WSSL 116.5 VTK
failure procedure.
Rwy 20R: Proceed straight ahead to Samko SINGAPORE
assigned altitude. Thereafter refer to WSAP
failure procedure.

Rwy 02L: See 10-3 and 10-3A. LEDOX
1500
minimum net climb gradient of 6.0% 1
until reaching or passing 2500. is solely for use by the
Gnd speed-KT 75 100 150 200 250 300
6.0% V/V (fpm) 456 608 911 1215 1519 1823 DOSPA
LETGO
MERSING 02L ATRUM. To AKOMA at or above 7000, turn RIGHT. To VMR
5E VOR.
DIVSA
MERSING 20R above 2500, turn LEFT. To DIVSA at or above 4000, speed
At 230 KT
8F 230 KT, turn LEFT. To DOSPA, turn LEFT. To VTK VOR at or
4000
above 7000. To AKOMA, turn RIGHT. To VMR VOR. 104-00
52 02 51 01 5 0 5
52 02 51 01 5 0 5
71
^ 081
52 02 51 01 5 0 5
71
^ 081
52 02 51 01 5 0 5
JEPPESEN
WSSS/SIN 23 MAR 18 10-8
CHANGI
SINGAPORE CHANGI AIRPORT - WORKS SCHEDULE AND MOVEMENT

AREA RESTRICTIONS PERTAINING TO CHANGI EAST DEVELOPMENT
WORKS
Runway 02L/20R and Runway 02C/20C will be closed between 1630 UTC and 2200 UTC
nightly from 24 March 2018 to 27 October 2018 for works and maintenance as follows:
Month Runway 02L/20R Runway 02C/20C

March 2018 26 and 29. 24, 25, 27, 28, 30 and 31.
April 2018 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
and 29.
May 2018 3, 7, 10, 14, 17, 21, 24, 28 and 31. 1, 2, 4, 5, 6, 8, 9, 11, 12, 13, 15,
16, 18, 19, 20, 22, 23, 25, 26, 27,
29 and 30.
June 2018 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.
July 2018 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.
August 2018 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,
29 and 31.
September 2018 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,
29 and 30.
October 2018 1, 4, 8, 11, 15, 18, 22 and 25. 2, 3, 5, 6, 7, 9, 10, 12, 13, 14, 16,
17, 19, 20, 21, 23, 24, 26 and 27.
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.
Scheduled closure of Rwy 02C/20C:
1) Between 1630-2200 on first, second and fourth Wednesday of the month
(preventive maintenance work). In the event of an emergency, Runway will be
re-opened within 30 minutes.
2) Between 0300-0315, 0650-0655, 1020-1025, 2315-2330 daily (inspection). In the
event of an emergency, Runway will be re-opened within 5 minutes.
Scheduled closure of Rwy 02L/20R:
1) Between 1630-2200 on every Monday and Thursday of the month (preventive
maintenance work). In the event of an emergency, Runway will be re-opened
within 30 minutes.
2) Between 0225-0240, 0630-0635, 1000-1005, 2300-2315 daily (inspection). In the
event of an emergency, Runway will be re-opened within 5 minutes.
All aircraft operating during closure periods are to plan to carry sufficient contingency
fuel as only one runway will be available.
Any changes will be notified through NOTAM.
CHANGES: Works schedule revised. | JEPPESEN, 2017, 2018. ALL RIGHTS RESERVED.

Apt Elev 22' 27 JUL 18 10-9 CHANGI
N01 21.6 E103 59.4
D-ATIS Data Comm SINGAPORE Ground Tower
ACARS: West of *East of *North of Controller Controller
D-ATIS
Delivery (Cpt)
Terminal 3 Terminal 2 118.6
Terminal 1 4 West 4 East Emergency
DCL
128.6 121.65 124.3 121.72 121.85 125.65 122.55 129.95 2118.25
103-59 104-00
Pushback clearance expires in FOR PARKING POSITIONS
5 min, see 10-9D and 10-9E. SEE 10-9B, 10-9C1 & 10-9C2 2 For ACFT operating on Rwy
02C/20C - (0000 to 1600).
197'60m
Stopway Elev 13'
01-23
WD
W1 V1 Fuel
V2 Farm
Twy NC3 (between Twy WA and Twy A6) WC
W2
can only be used by aircraft with a 164'
maximum wingspan of 213' (65m). WEST NORTH
WP CARGO
SERVICE EAST
APRON APRON CARGO
Taxiways M4, M5, M6 and M7 VAR 0^
V3 APRON
are solely for use by Republic
of Singapore Air Force M4 Taxilane N1 (behind aircraft
W3 WC EC stands C16 to C19 and between
(RSAF) aircraft.
Twy NC2 and Twy NC3), Taxilane
V4 EA N2 and Taxilane N3 (behind
Pilots are advised to apply aircraft stands D35 to D38 and
minimum thrust when turning M5
NC1 between Twy NC2 and Twy NC3)
into Twy WA from Taxilane V6. W4 can only be used by aircraft with
N1 EA
NC2 maximum wingspan of 213' (65m).
Taxilane U4 (behind aircraft
stands A18 to A21) can only TERMINAL NORTH N3 NC1
M 1 REMOTE APRON EAST
be used by aircraft with W5
NC3 NC2 SERVICE 01-22
maximum wingspan of N1
200' (61m). N3 A6 A7 APRON
N2
WP VZ U1
197'60m Stopway
EP Elev 15'
M6 A1 EN
WA
1 Control Tower VY U1
AIS A2 E1 Pilots are advised to apply
279' speed limit of 20 KT when
M7 A7 EP E2
W6 ARP A3
taxiing along Twy South
A3 Cross 1 and South Cross 2.
A5 A4 E3
NORTH-EAST
V6 1 REMOTE APRON
W7 EP
Max wingspan WA B1
213' (65m)
T2 NORTH APRON
SASCO V7 MET B2 T2 CENTRAL APRON

HANGAR
WP U2 B3 E4 Taxiway centerline along Twy EP
WA between Twys B1 and B3 offset
eastward by 8' (2.5m) away from
SA W8 C2 aircraft stands E7 and F36. 01-21
V8 E5
Elev 22' C1 TERMINAL
W9 SC1 C1 2
U4 C3 Taxilane A6 (behind aircraft
197'60m
Stopway SC2 U3 C6 stands E20 to E24) and taxilane
SC1 C7 EP C6 (behind aircraft stands F50
W10 S1 to F54) can only be used by
S2S3 SC2 SC1 aircraft with maximum
E6
L4 SC2 wingspan 213' 65m (towing and
pushback exempted).
EAST REMOTE
APRON L6
S4 E7
SOUTH SOUTH-EAST
L5 L7
APRON REMOTE APRON
L10
TERMINAL 4 EP CHANGI EAST
L8
L9 E8 (MILITARY ONLY)
E9
01-20 T4 APRON 01-20
Frangible poles are installed for

the purpose of identifying 295' E10 Taxilane L5 can only be used by aircraft with maximum
(90m) away from the centerline E11 wingspan of 118' (36m). Twys L8, L9, and L10 can only
of Rwy 02L/20R and Rwy 02C/20C. be used by aircraft with maximum wingspan 213' (65m).
Pilots are advised to exercise Twy located Western side of Rwy 02L/20R, between Twy M5 and
caution when taxiing near Twys Twy M6 are solely for use by Republic of Singapore Air Force
L8, L9 and L10 and taxilane L5. Elev 14' (RSAF) aircraft.
197'60m
For AIRPORT BRIEFING Stopway Pilots are advised to apply minimum thrust when turning into
refer to 10-1P pages. Twy A1, A3, A4 and taxilane A5 while taxiing either Northwards
or Southwards on taxilane A6, and thereafter when taxiing
along Twy A1 up to and including the Twy A7/A1 junction.
Feet 0 1000 2000 3000 4000 5000 This is in view of apron activities at aircraft stands D40, D41,
D47, D48, D49, E22, E24, E27 and E28.
Meters 0 500 1000 1500
CHANGES: Rwy 02R/20L caution note withdrawn. | JEPPESEN, 1998, 2018. ALL RIGHTS RESERVED.

27 JUL 18 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
120R
HIRL CL ALSF-II TDZ REIL 2 PAPI RVR 12,001' 3658m 197'
HIRL CL HIALS REIL 2 PAPI RVR 10,696'3260m 9611' 2929m 60m
1 Grooved.
2 Angle 3.0^.
02C HIRL CL ALSF-I REIL 3 PAPI RVR 12,014'3662m 197'
20C HIRL CL ALSF-II TDZ REIL 3 PAPI-L RVR 12,014'3662m 60m
3 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 13,123' 4000m
20L Not applicable 13,123' 4000m
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 150m 250m Eng RVR 500m
400m MID RVR 175m
C 3&4 VIS 400m
D 200m 300m Eng Rollout RVR 175m
CHANGES: Rwy 02R & 20L TORA. | JEPPESEN, 1998, 2018. ALL RIGHTS RESERVED.

26 JAN 18 10-9B .Eff.1.Feb. CHANGI
CHANGES: F35L and F35R lead-in line markings. | JEPPESEN, 1998, 2018. ALL RIGHTS RESERVED.

26 JAN 18 10-9C .Eff.1.Feb. CHANGI
PARKING BAY COORDINATES
BAY No. COORDINATES BAY No. COORDINATES
T2 Central Apron
T3 West Apron
E1 N01 21.3 E103 59.4
E2 thru E4 N01 21.3 E103 59.5
A1, A2 N01 21.4 E103 59.1
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
F30, F31 N01 21.2 E103 59.4
A9 N01 21.2 E103 59.1
A10 N01 21.2 E103 59.0
F32, F33 N01 21.2 E103 59.5
F34 thru F36 N01 21.1 E103 59.5
A11 thru A13 N01 21.1 E103 59.0
A14 N01 21.0 E103 59.0 T2 North Apron
A15 thru A17 N01 21.0 E103 58.9
A18 N01 20.9 E103 58.9 E8 N01 21.5 E103 59.6
A19, A20 N01 20.9 E103 59.0 E10 N01 21.4 E103 59.5
E11 N01 21.4 E103 59.6
A21 N01 21.0 E103 59.0 E12 N01 21.5 E103 59.6
B1 N01 21.4 E103 59.1 E20, E22 N01 21.4 E103 59.5
B2 thru B4 N01 21.5 E103 59.1
B5 thru B7 N01 21.6 E103 59.2 E24 thru E26 N01 21.5 E103 59.5
B8 thru B10 N01 21.7 E103 59.3 E27L N01 21.5 E103 59.5
E27, E27R, E28 N01 21.6 E103 59.5
South Apron
461, 462L N01 20.7 E103 58.9
462, 462R, 463L N01 20.7 E103 58.8
T2 South Apron
463, 463R N01 20.7 E103 58.8 F37 N01 21.0 E103 59.4
F40, F41 N01 21.1 E103 59.4
F42 N01 21.0 E103 59.4
T1 West Apron 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
205 N01 20.7 E103 59.3
D30 N01 21.7 E103 59.5 206 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, D40L, D40R N01 21.6 E103 59.5 401 thru 403 N01 21.7 E103 59.7
D41, D42, D42L N01 21.7 E103 59.6 404 N01 21.8 E103 59.7
D42R, D44 N01 21.7 E103 59.6
D46 N01 21.8 E103 59.6 North Remote Apron
D47, D48 N01 21.8 E103 59.8
300, 301 N01 22.1 E103 59.5
D49 N01 21.9 E103 59.8 302, 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

WSSS/SIN JEPPESEN
15 DEC 17 10-9C1 CHANGI
1 517L 1 517 Fuel Farm
2 517R 2
WD 516 3
3 516L
515 4
4 516R
W1 514
V1 513
512
W2 V2 511
WEST NORTH
CARGO 510 SERVICE
APRON 509 APRON
WP WC 508
507
V3 506 605 EC
604
505
603 EAST
W3 504 CARGO
WC
602 APRON
503 EA
601 609
502
600 600R EAST
WP 600L SERVICE
APRON
V4
606
EA
NC1 NC1 NC1
WA N1 N3 A7

BAY No. COORDINATES
West Cargo Apron
502 N01 22.4 E103 59.5
503 N01 22.4 E103 59.6
504 N01 22.5 E103 59.6
505, 506 N01 22.5 E103 59.6
507, 508 N01 22.6 E103 59.6
509 N01 22.7 E103 59.6

510, 511 N01 22.7 E103 59.7
512 thru 514 N01 22.8 E103 59.7
515 N01 22.9 E103 59.7
516L, 516, 516R N01 22.9 E103 59.7
517 N01 23.0 E103 59.8

517L, 517R N01 23.0 E103 59.7
East Cargo Apron

600, 600L, 600R N01 22.2 E103 59.8
601, 602 N01 22.3 E103 59.8
603, 604, 605 N01 22.4 E103 59.9
611, 612 N01 22.4 E104 00.0
East Service Apron

606 N01 22.2 E103 59.9
609 N01 22.2 E103 59.9

WSSS/SIN JEPPESEN
15 DEC 17 10-9C2 CHANGI
C6 C7 EP
SC1 SC1 PARKING BAY COORDINATES
E6 BAY No. COORDINATES
SC2 SC2
T4 Apron
L4
G1, G2 N01 20.1 E103 59.0
L6 EP G3, G4 N01 20.2 E103 59.0
G5, G6 N01 20.2 E103 59.1
G21 G20 G19 G18 G7 thru G11 N01 20.3 E103 59.1
G17 G12 thru G15 N01 20.4 E103 59.1
G16 L7
E7
G15 G16, G17 N01 20.5 E103 59.2
G14 G18, G18L, G18R N01 20.5 E103 59.2
G13
G12 L10 G19 N01 20.5 E103 59.2
G11 L5 G19L N01 20.6 E103 59.2
G10 EP G19R N01 20.5 E103 59.1
G9
G8 South-East Remote Apron
L8
G7 G18, G19 N01 20.5 E103 59.2
G6
G5 E8 G20, G20L, G20R N01 20.6 E103 59.1
G4 L9
G21, G21L, G21R N01 20.6 E103 59.1
G3
G2 E9
T4 G1
APRON
Airport
police
station
BAY No. COORDINATES
S2 S3 466 465 South Apron

464 464, 467 N01 20.5 E103 58.8
465, 466 N01 20.6 E103 58.8
468, 469 N01 20.5 E103 58.7
S4
South
Apron
469 468 467
CHANGES: Taxiways L8 and L9, construction area, south apron depiction. | JEPPESEN, 2006, 2017. ALL RIGHTS RESERVED.
WSSS/SIN JEPPESEN
9 FEB 18 10-9C3 CHANGI
AIRFIELD GROUND LIGHTING CONTROL AND MONITORING SYSTEM

(AGLCMS) AND MARKINGS
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 60 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.
Taxi instructions using the green taxiway centerline lights
ATC will use the phraseology "Taxi on the greens..." when issuing a clearance to pilots
to taxi along the directional guidance provided by the green taxiway centerline lights.
CHANGES: 50 to 60 seconds, taxi instructions paragraph added. | JEPPESEN, 2007, 2018. ALL RIGHTS RESERVED.
WSSS/SIN JEPPESEN
9 FEB 18 10-9C4 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 'squitte' 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.

WSSS/SIN JEPPESEN
8 SEP 17 10-9C5 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).
CHANGES: New format, reindexing. | JEPPESEN, 2007, 2017. ALL RIGHTS RESERVED.
JEPPESEN
WSSS/SIN 29 DEC 17 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 29 DEC 17 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 121.725, 121.85, 122.55, 124.3 or
125.65). 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: Singapore Ground Control frequencies. | JEPPESEN, 1998, 2017. ALL RIGHTS RESERVED.
JEPPESEN
WSSS/SIN 23 FEB 18 10-9E1
CHANGI
GROUND MOVEMENT CONTROL ON 121.725, 121.85, 122.55, 124.3 and 125.65.

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 121.75, 121.85, 122.55, 124.3 or
125.65.
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 121.85, 122.55, 124.3 or 125.65 immediately upon instructed by ATC after clearing
the runway. He shall maintain watch on 121.725, 121.85, 122.55, 124.3 or 125.65 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 intemded to regulate
aircraft on the manoeuvering area. Pilots are also advised of the possibility of misjudging
the clearance between the acft wing tips and other obstacles, especially in areas of
hot-spots or during low-light/poor visibilty conditions.
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: Taxiing text. | JEPPESEN, 2012, 2018. ALL RIGHTS RESERVED.

10 AUG 18 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, equipment 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 pushback is approved, the pilot should 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.
APRON/ACFT PHRASEOLOGY USED

PUSHBACK PROCEDURES BY SINGAPORE
STANDS
GROUND
TERMINAL 3 - WEST APRON
A1 The aircraft shall be pushed back following the pushback line Standard pushback
onto Taxilane V6 until its nosewheel is at the "EOP A1" position approved.
The aircraft shall then be towed forward onto Taxilane V6 to
face West until its nosewheel is at the "EOT A1, A2, B1, B2"
position. Engine start up is only permitted at the end of
pushback. The aircraft may breakaway from there. This pushback
procedure does not apply to aircraft with unserviceable auxiliary
power unit.
Alternate Pushback Procedure (To Face North)
Pushback approved,
The aircraft (on idle thrust) shall be pushed back onto Taxilane to face North
V6,following Taxilane V6 centreline onto TWY WA, to face North on TWY WA.
until the nose of the aircraft is behind the stopbar behind
aircraft stand A2. The aircraft may breakaway from there.
Alternate Pushback Procedure (To Face South)
The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved,
to face South
V6,following Taxilane V6 centreline onto TWY WA, to face South on TWY WA.
aircraft stand B2. The aircraft may breakaway from there.
A2 The aircraft shall be pushed back following the pushback line Standard pushback
onto Taxilane V6 to face West until its nosewheel is at the approved.
"EOP A2, B2" position. The aircraft shall then be towed forward
until its nosewheel is at the "EOT A1, A2, B1, B2" position.
Engine start up is only permitted at the end of pushback. The
aircraft may breakaway from there. This pushback procedure
does not apply to aircraft with unserviceable auxiliary power
unit.
Alternate Pushback Procedure (To Face North) Pushback approved,
The aircraft (on idle thrust) shall be pushed back onto TWY WA, to face North
to face North until the nose of the aircraft is behind the stopbar on TWY WA.
behind aircraft stand A2. The aircraft may breakaway from there.
The aircraft (on idle thrust) shall be pushed back onto TWY WA, Pushback approved,
to face South until the nose of the aircraft is behind the stopbar to face South
behind aircraft stand B2. The aircraft may breakaway from there. on TWY WA.
A3 The aircraft (on idle thrust) shall be pushed back onto TWY WA Pushback approved,
to face North (or South) its nosewheel is at the intersection of to face North
the aircraft stand lead-in line and TWY WA centerline. The (or South).
aircraft may breakaway from there.
The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
pushback line onto TWY WA to face North (or South) until its to face North
A4 (or South).
nosewheel is at the intersection of the aircraft stand lead-in line
and TWY WA centerline. The aircraft may breakaway from there.
pushback line onto TWY U2 to face North until the nose of the to face North.
A5, A9 airrcaft is behind the stopbar behind aircraft stand A10. The
OR
The aircraft (on idle thrust) shall be pushed back onto TWY U2
followed by TWY WA to face South until nose of the aircraft is Pushback approved,
behind the stopbar behind aircraft stand A4. The aircraft may to face South.
breakaway from there.
A10 The aircraft (on idle thrust) shall be pushed back onto TWY U2 Pushback approved,
to face North until the nose of the aircraft is behind the stopbar to face North.
behind aircraft stand A10. The aircraft may breakaway from
there. OR
The aircraft (on idle thrust) shall be pushed back onto TWY U2 Pushback approved,
followed by TWY WA to face South until the nose of the aircraft to face South.
is behind the stopbar behind aircraft stand A4. The aircraft may
CHANGES: A1, A2 pushback procedures. | JEPPESEN, 1999, 2018. ALL RIGHTS RESERVED.

10 AUG 18 10-9G CHANGI

STANDS GROUND
to face North until its nosewheel is at the intersection of the to face North.
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 A10. The aircraft may
OR
to face South until its nosewheel is at the intersection of the to face South.
breakaway from there. OR
may breakaway from there.
A13, A14, A15 The aircraft (on idle thrust) shall be pushed back onto TWY U2 Pushback approved,
followed by TWY WA to face North until the nose of the aircraft to face North.
is behind the stopbar behind aircraft stand A16. The aircraft may
OR
to face South until the nose of the aircraft is behind the stopbar to face South.
there.
A16 The aircraft (on idle thrust) shall be pushed back onto TWY WA Pushback approved,
to face North (South) until its nosewheel is at the intersection to face North
of the aircraft stand lead-in line and TWY WA centerline. The (or South).
A17 The aircraft (on idle thrust) shall be pushed back onto TWY V8 Pushback approved,
to face West until its nosewheel is at the "EOP A17" position to face West.
there.
OR
The aircraft (on idle thrust) shall be pushed back onto TWY WA Pushback approved,
to face South until the nose of the aircraft is behind the to face South.
stopbar behind aircraft stand A16. The aircraft may breakaway
from there.
A18 The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line onto Taxilane U4 to face West until the nose of approved.
the aircraft is behind the stopbar behind aircraft stand A18. The
pushback line onto Taxilane U4 to face West until its nosewheel approved.
is at the "EOP A19" position behind aircraft stand A19. The
pushback line onto Taxilane U4 to face West until its nosewheel approved.
is at the "EOP A20" position behind aircraft stand A20. The
pushback line onto Taxilane U4 until its nosewheel is at the approved.
"EOP A21" position.The aircraft shall then be towed forward to
face West until the nose of the aircraft is behind the stopbar
there.


10 AUG 18 10-9H CHANGI

STANDS PUSHBACK PROCEDURES BY SINGAPORE
GROUND
B1 The aircraft shall be pushed back following the pushback line Standard pushback
until its nose wheel at the "EOP B1" position. The aircraft shall approved.
then be towed forward onto Taxilane V6 to face West until its
nose wheel is at the "EOT A1, A2, B1, B2" position. Engine start
up is only permitted at the end of pushback. The aircraft may
breakaway from there. This pushback procedure does not apply
to aircraft with unserviceable auxiliary power unit.
The aircraft (on idle thrust) shall be pushed back onto Taxilane to face North
V6, following Taxilane V6 centerline onto TWY WA, to face on TWY WA.
North until the nose of the aircraft is behind the stopbar behind
aircraft stand A2. The aircraft may breakaway from there.
Alternate Pushback Procedure (To Face South) Pushback approved,
The aircraft (on idle thrust) shall be pushed back onto Taxilane to face South
V6,following Taxilane V6 centerline onto TWY WA, to face South on TWY WA.
aircraft stand B2. The aircraft may breakaway from there.
B2 The aircraft shall be pushed back following the pushback line Standard pushback
onto Taxilane V6 to face West until its nose wheel is at the approved.
"EOP A2, B2" position. The aircraft shall then be towed forward
until its nose wheel is at the "EOT A1, A2, B1, B2" position.
Engine start up is only permitted a the end of pushback. The
aircraft may breakaway from there. This pushback procedure
does not apply to aircraft with unserviceable auxiliary power
unit.
The aircraft (on idle thrust) shall be pushed back onto TWY WA to face North
to face North until the nose of the aircraft is behind the stopbar on TWY WA.
behind aircraft stand A2. The aircraft may breakaway from there.
The aircraft (on idle thrust) shall be pushed back onto TWY WA Pushback approved,
to face South
to face South until its nose wheel is at the intersection of the on TWY WA.
aircraft stand lead-in line and TWY WA centerline. The aircraft
B3 The aircraft (on idle thrust) shall be pushed back onto TWY WA Pushback approved,
to face North (or South) until its nosewheel is at the to face North
intersection of the aircraft stand lead-in line and TWY WA (or South).
centerline. The aircraft may breakaway from there.
B4 The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
pushback line onto TWY WA to face North (or South) until its to face North
nosewheel is at the intersection of the aircraft stand pushback (or South).
line and TWY WA centerline. The aircraft may breakaway from
there.
B5, B6 The aircraft (on idle thrust) shall be pushed back onto TWY U1 Pushback approved,
to face North following TWY U1 centerline onto TWY WA until to face North.
the nose of the aircraft is behind the stopbar behind aircraft
stand B4. The aircraft may breakaway from there.
OR
pushback line onto TWY U1 to face South until the nose of the to face South.
aircraft is behind the stopbar behind aircraft stand B7. The
B7 The aircraft (on idle thrust) shall be pushed back onto TWY U1 Pushback approved,
to face North following TWY U1 centerline onto TWY WA until to face North.
the nose of the aircraft is behind the stopbar behind aircraft
stand B4. The aircraft may breakaway from there.
OR
to face South until the nose of the aircraft is behind the to face South.
stopbar behind aircraft stand B7. The aircraft may breakaway
from there.
B8 The aircraft (on idle thrust) shall be pushed back onto TWY U1 Pushback approved,
shall then be towed forward until its nosewheel is at the
intersection of aircraft stand B9 lead-in line and TWY U1
centerline.The aircraft may breakaway from there.
OR
aircraft stand lead-in line and TWY U1 centerline. The
B9, B10 The aircraft (on idle thrust) shall be pushed back onto TWY U1 Pushback approved,
to face North (or South) until its nosewheel is at the to face North
intersection of the aircraft stand lead-in line and TWY U1 (or South).
centerline. The aircraft may breakaway from there.
CHANGES: B1, B2 pushback procedures. | JEPPESEN, 1999, 2018. ALL RIGHTS RESERVED.

10 AUG 18 10-9J CHANGI

STANDS GROUND
SOUTH APRON
461 The aircraft (on idle thrust) shall be pushed back onto taxiway Pushback approved
S1 to face West until its nosewheel is at the EOP position. The to face West.
aircraft shall then be towed forward until its nosewheel is at
the EOT position. The aircraft may break away from there.
There shall be no simultaneous aircraft pushback from aircraft
stands 462, 462L, 462R, 463, 463L and 463R.
S1 to face West until its nosewheel is at the intersection of the to face West.
aircraft stand pushback line and taxiway S1 centerline. The
aircraft may breakaway from there. There shall be no
simultaneous aircraft pushback from aircraft stands 461, 462L,
462R, 463, 463L and 463R.
462L The aircraft (on idle thrust) shall be pushed back onto taxiway Pushback approved
simultaneous aircraft pushback from aircraft stands 461, 462,
462R, 463, 463L and 463R.
462R The aircraft (on idle thrust) shall be pushed back onto taxiway Pushback approved
462L, 463, 463L and 463R.
aircraft may break away from there. There shall be no
462L, 462R, 463L and 463R.
463L The aircraft (on idle thrust) shall be pushed back onto taxiway Pushback approved
aircraft may break away from there. There shall be no
462L, 462R, 463 and 463R.
463R The aircraft (on idle thrust) shall be pushed back onto taxiway Pushback approved
S1 to face West until the nose of the aircraft is behind the stop to face West.
bar behind aircraft stand 463L. The aircraft may breakaway
from there. There shall be no simultaneous aircraft pushback
from aircraft stands 461, 462, 462L, 462R, 463 and 463L.
464 The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line until its nose wheel is at "EOP 464" position. The approved.
aircraft shall then be towed forward onto Taxilane S4 to face west
until its nose wheel is at "EOT 464" position. The aircraft may
break away from there.
465, 467, 468 The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line onto Taxilane S4 to face west until its nose wheel is approved.
at "EOP 465, 467, 468" position. The aircraft may break away
from there.
466, 469 The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line onto Taxilane S4 to face west until its nose wheel is approved.
at intersection of the aircraft stand pushback line and Taxilane
S4 centerline. The aircraft may break away from there.


15 DEC 17 10-9K CHANGI

STANDS
GROUND
EAST REMOTE APRON
200 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved,
C6 to face North until its nosewheel is at the intersection of the to face North.
aircraft stand lead-in line and Taxilane C6 centerline. The
aircraft shall then be towed forward until its nosewheel is at
the intersection of aircraft stand 201 lead-in line and Taxilane
C6 centreline.The aircraft may breakaway from there.
OR
The aircraft (on idle thrust) shall be pushed back onto Taxilane
C6 to face South until its nosewheel is at the intersection of Pushback approved,
the aircraft stand lead-in line and Taxilane C6 centerline. The to face South.
200L The aircraft (on idle thrust) shall be pushed back following Pushback approved, to
the pushback line onto Taxilane C6 to face North until its nose face North.
wheel is at the intersection of the aircraft stand pushback line
and Taxilane C6 centerline. The aircraft shall then be towed
forward until its nose wheel is abeam aircraft stand 200.
The aircraft may breakaway from there.
OR
The aircraft (on idle thrust) shall be pushed back following Pushback approved, to
the pushback line onto Taxilane C6 to face South until its nose face South.
wheel is at the intersection of the aircraft stand pushback line
and Taxilane C6 centreline. The aircraft may breakaway
from there.
200R The aircraft (on idle thrust) shall be pushed back following the Pushback approved, to
pushback line onto Taxilane C6 to face North (or South) until its face North (or South).
nosewheel is at the intersection of the aircraft stand pushback
line and Taxilane C6 centreline. The aircraft may breakaway
from there.
201 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
C6 to face North (or South) until the nosewheel is at the face North (or South).
intersection of the aircraft stand lead-in line and Taxilane C6
centreline. The aircraft may breakaway from there.
202 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
C6 to face North until its nosewheel is at the intersection of the face North.
aircraft stand lead-in line and Taxilane C6 centreline. The
OR
The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
C6 to face South until its nosewheel is at the intersection of the face South.
202L, 202R The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
C6 to face North (or South) until its nosewheel is at the face North (or South).
intersection of the aircraft stand pushback line and Taxilane C6
203 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved,
C6 to face North until the nose of the aircraft is behind the to face North.
stopbar behind aircraft stand 203. The aircraft may breakaway
from there. OR
C6 to face South until its nosewheel is at the intersection of the to face South.
CHANGES: T4 Apron moved to 10-9L9 page. | JEPPESEN, 1999, 2017. ALL RIGHTS RESERVED.

15 DEC 17 10-9L CHANGI

STANDS
GROUND
NORTH REMOTE APRON
300 The aircraft (on idle thrust) shall be pushed back onto TWY NC2 Pushback approved, to
to face East until the nosewheel is at the intersection of the face East.
aircraft stand lead-in line and TWY NC2 centreline. The aircraft
intersection of aircraft stand 301 lead-in line and TWY NC2
centreline.The aircraft may breakaway from there.
OR
The aircraft (on idle thrust) shall be pushed back onto TWY NC2 Pushback approved, to
to face West until its nosewheel is at the intersection of the face West.
301 The aircraft (on idle thrust) shall be pushed back onto TWY NC2 Pushback approved,
to face East (or West) until the nosewheel is at the intersection to face East (or West).
of the aircraft stand lead-in line and TWY NC2 centreline. The
to face East until the nosewheel is at the intersection of the to face East.
may breakaway from there. OR
The aircraft (on idle thrust) shall be pushed back onto TWY NC2 Pushback approved,
to face West until the nosewheel is at the intersection of the to face West.
shall then be towed forward until the nosewheel is at the
OR
304, 305 The aircraft (on idle thrust) shall be pushed back onto TWY NC2 Pushback approved,
to face East (or West) until the nosewheel is at the intersection to face East (or West).
of the aircraft stand lead-in line and TWY NC2 centreline. The
307, 308 The aircraft (on idle thrust) shall be pushed back onto TWY NC2 Pushback approved,
shall then be towed forward until the nose of aircraft is behind
the stopbar behind aircraft stand 309.The aircraft may
breakaway from there. OR
to face West until its nosewheel is at the intersection of the to face West.
to face East until its nosewheel is at the intersection of the to face East.
to face East until the nose of the aircraft is behind the stopbar to face East.
behind aircraft stand 309. The aircraft may breakaway from
there. OR


29 DEC 17 10-9L1 CHANGI
APRON/ACFT PUSHBACK PROCEDURES PHRASEOLOGY USED
STANDS BY SINGAPORE GROUND
NORTH-EAST REMOTE APRON
400, 401, 402, The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved,
403, 404 A6 to face North (or South) until its nosewheel is at the to face North (or South).
intersection of the aircraft stand lead-in line and Taxilane A6
centerline.
TERMINAL 1 - WEST APRON
C1 The aircraft (on idle thrust) shall be pushed back onto Twy U1 Pushback approved, to
to face North until its nose wheel is at the "EOP C1" position face North.
behind aircraft stand C1. The aircraft may break away from
there. OR
The aircraft (on idle thrust) shall be pushed back onto Twy U1 Pushback approved, to
to face South until its nose wheel is at the intersection of face South.
the aircraft stand lead-in line and TWY U1 centreline. The
aircraft may break away from there.
to face North until its nose wheel is at the intersection of face North.
OR
to face South until its nose wheel is at the "EOP C20" position face South.
behind aircraft stand C22. The aircraft may breakaway from
there.
to face North (South) until its nosewheel is at the intersection of face North (South).
C23 The aircraft (on idle thrust) shall be pushed back onto TWY U1 Pushback approved, to
to face North until the nose of the aircraft is behind the stopbar face North.
line behind the aircraft stand C22. The aircraft may break away
from there. OR
to face South until its nosewheel is at the intersection of face South.
C24, C25 The aircraft (on idle thrust) shall be pushed back onto Twy U1 Pushback approved, to
to face North (or South) until its nosewheel is at the intersection face North (or South).
of the aircraft stand lead-in line and TWY U1 centreline. The
C26 The aircraft (on idle thrust) shall be pushed back onto TWY WA Pushback approved, to
to face North until its nosewheel is at the intersection of the face North.
aircraft stand lead-in line and TWY WA centreline. The aircraft
OR
The aircraft (on idle thrust) shall be pushed back onto TWY WA Pushback approved, to
to face South until its nosewheel is at the intersection of the face South.
aircraft stand lead-in line and TWY WA centreline. The aircraft
shall then be towed forward until its nosewheel is at the "EOT
C26" position behind aircraft stand C26. The aircraft may
TERMINAL 1 - CENTRAL APRON
D30 The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line to face North until the nosewheel is at the approved.
"EOP D30" position. The aircraft shall then be towed forward
following the tow line onto Taxilane N2 until its nosewheel is
at the "EOT C11, D30" position. The aircraft may breakaway
from there.
pushback line onto Taxilane N2 to face North until its nosewheel approved.
is at the "EOP C13, D32" position. The aircraft shall then be
towed forward until its nosewheel is at the "EOT C13, D32"
position. The aircraft may breakaway from there.
Alternate Pushback Procedure
N2 to face South followed by Taxilane N3 until the nose of the to face South on
aircraft is behind the stopbar line behind aircraft stand D35. Taxilane N3.
The aircraft may break away from there.
aircraft is behind the stopbar line behind aircraft stand C16. Taxilane N1.
pushback line onto Taxilane N2 to face North until the nosewheel approved.
is at the intersection of the aircraft stand lead-in line and
Taxilane N2 centerline. The aircraft may breakaway from there.
aircraft is behind the stopbar line behind the aircraft stand D35. Taxilane N3.
CHANGES: Stand D32 pushback procedure, part of D34 moved to reverse page. | JEPPESEN, 2007, 2017. ALL RIGHTS RESERVED.


STANDS
GROUND
D34 (contd.) Alternate Pushback Procedure
aircraft is behind the stopbar line behind aircraft stand C16. Taxilane N1.
D35 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
N3 to face North until its nosewheel is at the intersection of the face North.
aircraft stand lead-in line and Taxilane N3 centreline. The
OR
N3 to face South until the nose of the aircraft is behind the face South.
stopbar line behind aircraft stand D35. The aircraft
The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved
N3 to face North until the nose of the aircraft is behind the to face North on
stopbar behind aircraft stand D34 on taxilane N2. Taxilane N2.
N3 to face North (or South) until its nosewheel is at the face North (or South).
intersection of the aircraft stand lead-in line and Taxilane N3
stopbar behind aircraft stand D34 on Taxilane N2. The Taxilane N2.
D37 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
N3 to face North until its nosewheel is at the intersection of approved.
the aircraft stand lead-in line and Taxilane N3 centreline. The
stopbar behind aircraft stand D34 on Taxilane N2. The Taxilane N2.
D38 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
N3 to face North until the nose of the aircraft is behind the approved.
stopbar behind aircraft stand D37. The aircraft may breakaway
from there.
C11 The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line to face North until its nosewheel is at the approved.
"EOP C11" position. The aircraft shall then be towed forward
following the tow line onto Taxilane N2 until its nosewheel is
at the "EOT C11, D30" position. The aircraft may breakaway
from there.
is at the "EOP C13, D32" position. The aircraft shall then be
towed forward until its nosewheel is at the "EOT C13, D32"
aircraft is behind the stopbar line behind the aircraft stand C16. Taxilane N1.
is at the intersection of the aircraft stand lead-in line and
Taxilane N2 centreline.The aircraft may breakaway from there.
aircraft is behind the stopbar line behind the aircraft stand C16. Taxilane N1.
CHANGES: Stand C13 pushback procedure, part of D34 moved from front page. | JEPPESEN, 2007, 2017. ALL RIGHTS RESERVED.

22 SEP 17 10-9L3 CHANGI

STANDS GROUND
C16 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
N1 to face North until its nosewheel is at the intersection of face North.
OR
N1 to face South until the nose of the aircraft is behind the to face South.
stopbar line behind aircraft stand C16. The aircraft may break
away from there.
N1 to face North until the nose of the aircraft is behind the face North on
stopbar behind aircraft stand C15 on Taxilane N2. The Taxilane N2.
C17 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
N1 to face North (or South) until its nosewheel is at the face North (or South).
intersection of the aircraft stand lead-in line and Taxilane N1
centreline. The aircraft may break away from there.
N1 to face North until the nose of the aircraft is behind the face North on Taxilane
stopbar behind aircraft stand C15 on Taxilane N2. The aircraft N2.
may break away from there.
C18 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
N1 to face North until its nosewheel is at the intersection of approved.
N1 to face North until the nose of the aircraft is behind the face North on Taxilane
stopbar behind aircraft stand C15 on Taxilane N2. The aircraft N2.
may break away from there.
C19 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
N1 to face North until the nose of the aircraft is behind the approved.
stopbar behind aircraft stand C18. The aircraft may break away
from there.
TERMINAL 1 - EAST APRON
A6 to face North until its nosewheel is at EOP B D40, D40L, face North (or South).
D40R position. The aircraft may breakaway from there.
OR
The aircraft (on idle thrust) shall be pushed back onto Taxilane
A6 to face South until its nosewheel is at EOP A D40, D40L,
D40R position. The aircraft may breakaway from there.
D40L, D40R The aircraft (on idle thrust) shall be pushed back following the Pushback approved, to
pushback line onto Taxilane A6 to face North until its face North (or South).
nosewheel is at EOP B D40, D40L, D40R position. The aircraft
OR
The aircraft (on idle thrust) shall be pushed back following the
pushback line onto Taxilane A6 to face South until its
nosewheel is at EOP A D40, D40L, D40R position. The aircraft
D41, D42 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
A6 to face North (or South) until its nosewheel is at the face North (or South).
D42L, D42R The aircraft (on idle thrust) shall be pushed back following the Pushback approved, to
pushback line onto Taxilane A6 to face North (or South) until face North (or South).
its nosewheel is at the intersection of the aircraft stand
pushback line and Taxilane A6 centreline. The aircraft may
D44, D46, D47 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
A6 to face North until the nose of the aircraft is behind the face North.
stopbar line behind aircraft stand D48. The aircraft may break
away from there.
OR
A6 to face or South until its nosewheel is at the face South.


22 SEP 17 10-9L4 CHANGI

STANDS
GROUND
A6 to face North until its nosewheel is at the "EOP D49" face North.
position. The aircraft may break away from there.
OR
A6 to face South until its nosewheel is at the intersection of face South.
the aircraft stand lead-in line and Taxilane A6 centreline.
The aircraft shall then be towed forward until its nosewheel
is on the "EOT D49" position behind aircraft stand D49.
TERMINAL 2 - CENTRAL APRON
E1 The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line to face East until its nosewheel is at the approved.
"EOP E1" position.The aircraft shall then be towed forward
onto Taxilane B2 until its nosewheel is at the
"EOT E1, E2, F30, F31" position.The aircraft may breakaway
from there.
pushback line onto Taxilane B2 to face East until its nosewheel approved.
is at the intersection of the aircraft stand pushback line and
Taxilane B2 centreline.The aircraft shall then be towed forward
to "EOT E1, E2, F30, F31" position. The aircraft may breakaway
from there.
Taxilane B2 centreline. The aircraft may breakaway from there.
is at the "EOP E4, F33" position. The aircraft may breakaway
from there.
Alternate Pushback Procedure Pushback approved, to
The aircraft (on idle thrust) shall be pushed back onto Taxilane face South on Taxilane
B1 to face South until its nosewheel is at the "EOP A E4, F33" B1.
Alternate Pushback Procedure Pushback approved, to
The aircraft (on idle thrust) shall be pushed back onto Taxilane face North on Taxilane
B3 to face North until its nosewheel is at the "EOP B E4, F33" B3.
E5, E6 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
B1 to face North until its nosewheel is at the intersection of the approved.
aircraft stand lead-in line and Taxilane B1 centreline. The
aircraft shall then be towed forward until its nose wheel is at
the EOT E5, E6, E7 position behind aircraft stand E6. The
E7 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
B1 to face North until its nose wheel is at the EOT E5, E6, E7 approved.
position behind aircraft stand E6. The aircraft may breakaway
from there.
F30 The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line to face East until its nosewheel is at the approved.
"EOP F30" position. The aircraft shall then be towed forward
onto Taxilane B2 until its nosewheel is at the
"EOT E1, E2, F30, F31" position. The aircraft may breakaway
from there.
is at the "EOP F31" position. The aircraft shall then be towed
forward to "EOT E1, E2, F30, F31" position. The aircraft may
Taxilane B2 centerline. The aircraft may breakaway from there.
is at the "EOP E4, F33" position. The aircraft may breakaway
from there.
B1 to face South until its nosewheel is at the "EOP A E4, F33" face South on
position. The aircraft may breakaway from there. Taxilane B1.
B3 to face North until its nosewheel is at the "EOP B E4, F33" face North on
position. The aircraft may breakaway from there. Taxilane B3.
F34 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
B3 to face South until its nosewheel is at the intersection of the approved.
aircraft stand lead-in line and Taxilane B3 centreline. The
aircraft shall then be towed forward until its nose wheel is at
the EOT F34, F35L, F36 position behind aircraft stand F35.
CHANGES: Pushback procedures for stands E5, E6, E7 and F34. | JEPPESEN, 2009, 2017. ALL RIGHTS RESERVED.


GROUND
F35, F35R The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line onto Taxilane B3 to face South until its nosewheel approved.
Taxilane B3 centreline. The aircraft may breakaway from there.
F35L, F36 The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
B3 to face South until its nose wheel is at the EOT F34, F35L, F36 approved.
position behind aircraft stand F35. The aircraft may breakaway
from there.
TERMINAL 2 - NORTH APRON
E8 The aircraft (on idle thrust) shall be pushed back onto TWY A4 Standard pushback
to face East until its nosewheel is at "EOP 14" position. The approved.
aircraft shall then be towed forward to "EOT 15" position.
pushback line onto Taxilane A6 to face North until its nosewheel approved.
is at the "EOP 19" position. The aircraft may breakaway from
there.
is at the intersection of Taxilane A6 and TWY A5 centreline.
The aircraft shall then be towed forward following TWY A5
centreline to "EOT 16" position. The aircraft may breakaway
from there.
The aircraft (on idle thrust) shall be pushed back following the Pushback approved, to
pushback line onto Taxilane A6 to face North until its nosewheel face North on
is at the "EOP 19A" position behind aircraft stand E24. The Taxilane A6.
aircraft shall then be towed forward to "EOT 18B" position
behind aircraft stand E26. The aircraft may breakaway from
there.
pushback line onto TWY A5 to face North until its nosewheel is approved.
at the intersection of the aircraft stand pushback line and
Taxilane A5 centreline. The aircraft shall then be towed forward
until its nosewheel is at the "EOT 16" position. The aircraft may
pushback line onto Taxilane A5 followed by Taxilane A6 to face face North on
North until its nosewheel is at the intersection of Taxilane A6 Taxilane A6.
and Taxilane A5 centreline. The aircraft may breakaway from there.
pushback line until its nosewheel is at the "EOP 17" position. approved.
The aircraft shall then be towed forward following the tow line
onto Taxilane A6 to face North until its nosewheel is at the
"EOT 18A" position. The aircraft may breakaway from there.
is at "EOP 19" position.The aircraft shall then be towed forward
E24, E24L, The aircraft (on idle thrust) shall be pushed back following the Standard pushback
E24R, E26 pushback line onto Taxilane A6 to face North until its nosewheel approved.
Taxilane A6 centreline. The aircraft may breakaway from there.
E27, E28 The aircraft (on idle thrust) shall be pushed back onto Taxilane Pushback approved, to
E27L, E27R The aircraft (on idle thrust) shall be pushed back following the Pushback approved, to
pusback line onto Taxilane A6 to face North (or South) until its face North (or South).
line and Taxilane A6 centreline. The aircraft may breakaway from
there.
TERMINAL 2 - SOUTH APRON
pushback line onto Taxilane C2 to face South until its nosewheel approved.
is at the "EOT 4" position. The aircraft may breakaway from there.
The aircraft (on idle thrust) shall be pushed back onto TWY C1 Pushback approved, to
to face East until its nosewheel is at the "EOP 5" position. The face East on Twy C1.
the pushback line onto Taxilane C6 to face South until its approved.
nosewheel is at the "EOP F40, F52" position. The aircraft shall
then be towed forward until its nosewheel is at the "EOT F40,
F50, F52, F52R" position. The aircraft may breakaway from there.
CHANGES: Stand F40 pushback procedure. | JEPPESEN, 2009, 2017. ALL RIGHTS RESERVED.


GROUND
pushback line onto Taxilane C2 to face South until its nosewheel is approved.
at the intersection of the aircraft stand pushback line and Taxilane
C2 centreline. The aircraft shall then be towed forward until its
nosewheel is at the "EOT 4" position. The aircraft may breakaway
from there.
pushback line onto Taxilane C2 to face South, following Taxilane pushback onto
C2 centreline onto Taxilane C6 until its nosewheel is at the Taxilane C6.
intersection of Taxilane C2 and Taxilane C6 centreline. The
F42 Main pushback procedure (for all aircraft wingspan)
The aircraft (on idle thrust) shall be pushed back following the Standard pushback
Taxilane C2 centreline. The aircraft shall then be towed forward
Alternate pushback procedure (for all aircraft types except A380)
pushback line onto Taxilane C2 to face South, following Taxilane pushback onto
C2 centreline onto Taxilane C6 until its nosewheel is at the Taxilane C6.
intersection of Taxilane C2 and Taxilane C6 centreline. The
Alternate pushback procedure (for A380 aircraft)
pushback line onto Taxilane C2 to face South until its nosewheel pushback onto
is at the "EOP 4A" position. The aircraft shall then be towed Taxilane C6.
forward following the tow line until its nosewheel is at the
"EOT 4B" position on Taxilane C6,behind aircraft stand F59.
pushback line until its nosewheel is at the "EOP F50" position. The approved.
aircraft shall then be towed forward following the tow line onto
Taxilane C6 to face South until its nosewheel is at the "EOT F40,
F50, F52, F52R" position. The aircraft may breakaway from there.
is at the "EOP F40, F52" position. The aircraft shall then be towed
forward until its nosewheel is at the "EOT F40, F50, F52, F52R"
F52L The aircraft (on idle thrust) shall be pushed back following the Standard pushback
Taxilane C6 centreline. The aircraft may breakaway from there.
F52R The aircraft (on idle thrust) shall be pushed back following the Standard pushback
Taxilane C6 centreline. The aircraft shall then be towed forward
until its nosewheel is at the "EOT F40, F50, F52, F52R"
is at the intersection of Taxilane C2 and Taxilane C6 centreline.
F56 The aircraft (on idle thrust) shall be pushed back onto Taxilane C6 Standard pushback
to face South until its nosewheel is at the intersection of the approved.
aircraft stand lead-in line and Taxilane C6 centreline. The aircraft
F56L, F56R The aircraft (on idle thrust) shall be pushed back following the Standard pushback
Taxilane C6 centreline. The aircraft may breakaway from there.
F58, F59 The aircraft (on idle thrust) shall be pushed back onto Taxilane C6 Pushback approved, to
of the aircraft stand lead-in line and Taxilane C6 centreline. The
F59L, F59R The aircraft (on idle thrust) shall be pushed back following the Pushback approved, to
pushback line onto Taxilane C6 to face North (or South) until its face North (or South).
line and Taxilane C6 centreline. The aircraft may breakaway from
there.
F60 The aircraft (on idle thrust) shall be pushed back onto Taxilane C6 Pushback approved, to
of the aircraft stand lead-in line and Taxilane C6 centreline. The
CHANGES: Pushback procedures for stands F50, F52 and F52R. | JEPPESEN, 2014, 2017. ALL RIGHTS RESERVED.

20 APR 18 10-9L7 CHANGI

GROUND
WEST CARGO APRON
502, 503, 504, The aircraft (on idle thrust) shall be pushed back onto TWY WC Pushback approved, to
505,506,507, to face North (or South) until its nosewheel is at the intersection face North (or South).
508,509,510 of the aircraft stand lead-in line and TWY WC centreline. The
511, 512 The aircraft (on idle thrust) shall be pushed back onto TWY WC Pushback approved to
to face North until the nose of the aircraft is behind the stopbar face North.
behind aircraft stand 511. The aircraft may breakaway from there.
OR
The aircraft (on idle thrust) shall be pushed back onto TWY WC Pushback approved
to face South until the nosewheel of the aircraft is at the to face South.
intersection of the aircraft stand lead-in line and TWY WC
centreline. The aircraft shall then be towed forward until the
nosewheel is at the "EOT" position behind aircraft stand 510.
513 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.
intersection of the aircraft stand lead-in line and TWY WC
OR
to face South following TWY WC centreline onto Taxilane WD to face South.
until the nose of the aircraft is behind the stopbar behind aircraft
stand 515 on Taxilane WD.The aircraft may breakaway from there.
514 The aircraft (on idle thrust) shall be pushed back onto TWY WC Pushback approved to
to face North until the nosel of the aircraft is behind the stopbar face North.
behind aircraft stand 513. The aircraft may breakaway from there.
OR
to face South following TWY WC centreline onto Taxilane WD to face South.
stand 515 on Taxilane WD.The aircraft may breakaway from there.
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.
stopbar behind aircraft stand 515. The aircraft may breakaway
from there.
WD to face South until its nosewheel is at the intersection of the approved.
aircraft stand lead-in line and Taxilane WD centreline. The
aircraft shall then be towed forward until the nose of the aircraft
is behind the stopbar behind aircraft stand 515. The aircraft may
516L, 516R The aircraft (on idle thrust) shall be pushed back following the Standard pushback
pushback line onto Taxilane WD to face South until its nosewheel approved.
Taxilane WD centreline. The aircraft shall then be towed forward
stand 515. The aircraft may breakaway from there.
WD to face South until its nosewheel is at the "EOP 517" approved.
position. The aircraft shall then be towed forward until the nose
of the aircraft is behind the stopbar behind aircraft stand 515.
517L The aircraft (on idle thrust) shall be pushed back following the Standard pushback
is at the "EOP 517L"position. The aircraft shall then be towed
forward until the nose of the aircraft is behind the stopbar behind
aircraft stand 515. The aircraft may breakaway from there.
517R The aircraft (on idle thrust) shall be pushed back following the Standard pushback
Taxilane WD centreline. The aircraft shall then be towed forward
stand 515. The aircraft may breakaway from there.
CHANGES: 517L pushback procedures. | JEPPESEN, 2014, 2018. ALL RIGHTS RESERVED.

20 APR 18 10-9L8 CHANGI

GROUND
EAST CARGO APRON
600, 600L, The aircraft (on idle thrust) shall be pushed back onto Taxilane Standard pushback
600R, 601, EA to face South until its nosewheel is at the intersection of the approved.
602 aircraft stand lead-in line and Taxilane EA centerline. The aircraft
EA to face South until its nosewheel is at the intersection of the approved.
aircraft stand lead-in line and Taxilane EA centreline. The aircraft
shall then be towed forward until its nosewheel is at the "EOT"
position behind aircraft stand 602. The aircraft may breakaway
from there.
EA to face South until its nosewheel is at the "EOP" position approved.
behind aircraft stand 604. The aircraft shall then be towed
forward until its nosewheel is at the "EOT" position behind
aircraft stand 602. The aircraft may breakaway from there.
EC to face West until its nosewheel is at the "EOP" position on approved.
Taxilane EC. The aircraft shall then be towed forward following
Taxilane EC centreline onto Taxilane EA until its nosewheel is at
the "EOT" position behind aircraft stand 602. The aircraft may
611, 612 The aircraft shall be pushed back to face Northn until its Standard pushback
nosewheel is at the "EOP" position. The aircraft shall then be approved.
towed forward following Taxilane EC centreline onto Taxilane EA
until its nosewheel is at the "EOT" position behind aircraft
stand 602. Engine start up is only permitted at the end of
pushback. The aircraft may breakaway from there.
Aircraft with auxiliary power unit unserviceable:
Engine start up is only permitted on the port side before pushing
back.
SOUTH-EAST REMOTE APRON
205 The aircraft (on idle thrust) shall be pushed back onto TWY C7 Pushback approved, to
to face North until the nosewheel is at the intersection of the face North.
aircraft stand lead-in line and TWY C7 centreline. The aircraft
intersection of aircraft stand 206 lead-in line and TWY C7
OR
The aircraft (on idle thrust) shall be pushed back onto TWY C7 Pushback approved,
206, 207, 208 The aircraft (on idle thrust) shall be pushed back onto TWY C7 Pushback approved, to
to face North (or South) until its nosewheel is at the face North (or South).
intersection of the aircraft stand lead-in line and TWY C7
209 The aircraft (on idle thrust) shall be pushed back onto TWY C7 Pushback approved, to
to face North until its nosewheel is at the intersection of the face North.
The aircraft (on idle thrust) shall be pushed back onto TWY C7 Pushback approved,
to face South until the nosewheel is at the intersection of the to face South.
intersection of aircraft stand 208 lead-in line and TWY C7
CHANGES: 611, 612 pushback procedures. | JEPPESEN, 2014, 2018. ALL RIGHTS RESERVED.


GROUND
T4 APRON
G1 The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
pushback line onto Taxilane L5 to face south until the nose of the to face South.
aircraft is behind the stopbar behind aircraft stand G6 on Taxilane
L5. The aircraft may breakaway from there.
pushback line onto Taxilane L5 to face North until its nose wheel is to face North.
at the "EOP-G2" position. The aircraft may breakaway from there.
G3, G4 The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
L5 centerline. The aircraft may breakaway from there.
G5, G6, G7, G8, The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
G9, G10, G11, pushback line onto Taxilane L5 to face North or South until its nose to face North or South.
G12, G13 wheel is at the intersection of the aircraft stand pushback line
and Taxilane L5 centerline. The aircraft may breakaway from there.
L5 centerline. The aircraft may breakaway from there.
OR
pushback line onto Taxilane L5 to face South until its nose wheel is to face South.
L5 centerline. The aircraft shall then be towed forward until its
nose wheel is at the "EOT-G14, G15" position behind aircraft
stand G14. The aircraft may breakway from there.
pushback line onto Taxilane L5 to face North until the nose of to face North.
the aircraft is behind the stopbar behind aircraft stand G15.
The aircraft may breakway from there.
G18,G18L,G18R The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
pushback line onto Taxilane L4 to face East until its nosewheel is to face East.
Taxilane L4 centerline. The aircraft may breakaway from there.
pushback line onto Taxilane L4 to face East, followed by Taxiway to face East (West) on
C6 onto Taxiway SC2 to face East (West) until the nose of the Taxiway SC2.
aircraft is behind the stopbar on Taxiway SC2. The aircraft may
G19,G19R The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
pushback line onto Taxiway C6 followed by Taxiway SC2 to face to face East (West) on
East (West) until the nose of the aircraft is behind the stopbar Taxiway SC2.
on Taxiway SC2.The aircraft may break away from there.
G19L The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
pushback line onto Taxilane L4 to face East, followed by Taxiway to face East (West) on
C6 onto Taxiway SC2 to face East (West) until the nose of the Taxiway SC2.
G20,G20L,G20R The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
pushback line onto Taxilane L4 to face East until its nosewheel to face East.
pushback line onto Taxilane L4 to face West, followed by Taxiway to face East (West)
C6 onto Taxiway SC2 to face East (West) until the nose of the on Taxiway SC2.
CHANGES: Stands G18 thru G20R pushback procedures. | JEPPESEN, 2017. ALL RIGHTS RESERVED.


GROUND
is at the "EOP G21" position. The aircraft shall then be towed
forward until its nosewheel is at the "EOT G21, G21L, G21R"
position on Taxilane L4 centerline. The aircraft may breakaway
from there.
G21L The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
is at the intersection of the aircraft stand pushback line
and Taxilane L4 centerline. The aircraft shall then be towed
G21R The aircraft (on idle thrust) shall be pushed back following the Pushback approved,
is at the "EOP G21R" position. The aircraft shall then be towed
CHANGES: New chart. | JEPPESEN, 2017. ALL RIGHTS RESERVED.

Apt Elev 22' 26 JAN 18 10-9M .Eff.1.Feb. CHANGI
N01 21.6 E103 59.4
JEPPESEN
WSSS/SIN 26 JAN 18 10-9M1 SINGAPORE, SINGAPORE
.Eff.1.Feb. CHANGI
PUSHBACK PROCEDURES
CHANGES: F35L and F35R lead-in line markings. | JEPPESEN, 2008, 2018. ALL RIGHTS RESERVED.
JEPPESEN
WSSS/SIN 2 DEC 16 10-9M2 SINGAPORE, SINGAPORE
CHANGI
PUSHBACK PROCEDURES
CHANGES: Chart re-indexed. | JEPPESEN, 2008, 2016. ALL RIGHTS RESERVED.

.PARKING.
JEPPESEN
WSSS/SIN 17 NOV 17 10-9N
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 contact aircraft
stands at Terminals 1, 2, 3 and 4, and at the remote aircraft stands at South
Apron of Singapore Changi Airport. There are two types of ADGS in
Singapore Changi Airport, Safedock Type 1 ADGS and Safedock Type 2 ADGS.
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
3. DOCKING PROCEDURES Safedock Safedock

Type 1 Type 2
Checking of Aircraft Type A380 B747
Check that the correct aircraft
type is displayed. The scrolling
arrows indicate that the system is
activated.
Follow the lead-in line.
Capture of Correct Aircraft Type

When the aircraft has been A380 B747
caught by the scanning unit, the
scanning unit checks that the
aircraft is the correct type and the
display provides azimuth guidance
information. When the solid yellow
closing rate bar appears, the aircraft
is being tracked by the system.
Steering and Alignment of Aircraft A380 B747
Look for the flashing red arrow and
solid yellow arrow which provide
azimuth guidance information. The
flashing red arrow shows which
direction to steer, while the solid
yellow arrow gives an indication of how
far the aircraft is off the centerline.
CHANGES: Introduction. | JEPPESEN, 1998, 2017. ALL RIGHTS RESERVED.

.PARKING.
JEPPESEN
WSSS/SIN 17 NOV 17 10-9N1
CHANGI
SAFEDOCK-Continued.
Distance of Aircraft from STOP Position Safedock Safedock
Type 1 Type 2
When the aircraft is 15m from the stop position, closing A380 B747
rate information is given. "Distance to go" is indicated 10.0m 10.0m
by turning off one row of LEDs (Laser Electronic
Displays) for every half meter that the aircraft advances
towards the stop position. From 15m to the stop position,
the display will indicate the distance from the stop
position for every 1m. At 3m from the stop position,
the display will indicate the distance from the stop
position for every 0.2m.
STOP Position
STOP
When the correct stop position is reached, all of the STOP
LEDs for the closing rate bar will be off, the word
"STOP" will appear in the display. For Safedock Type 1
ADGS, the word "STOP" will be displayed in red with red
border. For Safedock Type 2 ADGS, the word "STOP" will
be displayed in yellow and two red, rectangular fields
will light in the azimuth guidance area of the display.
Checking of STOP Position OK OK
If the aircraft stops at the correct position,
"OK" will be displayed after a few seconds.
Overshooting of STOP Position TOO TOO

FAR FAR
If the aircraft has gone past the correct stop
position, the display will show "TOO FAR" after
the aircraft comes to a complete stop.
Object Blocking the View WAIT

WAIT
If some object is blocking the view towards
the approaching aircraft or the detected
aircraft is lost before 12m to the correct
stop position, the system will show "WAIT"
Identification of Aircraft
WAIT WAIT
The aircraft must be identified at least 12m
before the correct stop position. Otherwise,
the display will show "WAIT", "STOP" and
"ID FAIL".
STOP
STOP
STOP ID
ID
FAIL FAIL

.PARKING.
JEPPESEN
WSSS/SIN 7 APR 17 10-9N2
CHANGI
SAFEDOCK-Continued.
4. SAFETY MEASURES Safedock Safedock
Type 1 Type 2
ADGS Blank / Wrong Aircraft Type
Pilot should not turn an aircraft into the aircraft stand
if the docking system is not activated or on seeing
a wrong aircraft type displayed on the system.
Proceeding beyond Passenger Loading Bridges A380 B747

Pilot should not proceed beyond the passenger loading
bridges unless the scrolling arrows (see figure 1)
have been superseded by the solid yellow closing
rate bar (see figure 2).
Figure 1 Figure 1
A380 B747
Figure 2 Figure 2
Minimum Speed SLOW B747

When using the docking system, pilots are to 7.0m SLOW
taxi into the aircraft stand at minimum speed.
The system will display "SLOW" to inform
the pilot if the aircraft's taxiing speed
exceeded 1.2 m/s.
Slow Down (In Abnormal Situations) A380 B747
SLOW SLOW
In bad weather conditions, the docking system may go
into downgrade mode. The display will show the aircraft
type and "SLOW" and the scrolling arrows are disabled
(see figures 1 & 2). When the system has detected the
aircraft, the solid yellow closing rate bar appears. Figure 1 Figure 2
Docking process is allowed to continue but pilot should
exercise caution.
Overshooting STOP
STOP
To avoid overshooting, pilots are advised to
approach the stop position slowly and observe the
closing rate information displayed. Pilots should
stop the aircraft immediately when seeing the
"STOP" or "WAIT" display or when given the stop
sign by the aircraft marshaller or is unsure of WAIT
WAIT
the information displayed during the docking process.
No Display
Pilot should stop the aircraft immediately if the display
goes black, for power failure (see figure 1) or system
failure (see figure 2), during the docking process.
The aircraft is to be manually marshalled into the
aircraft stand. Figure 1 Figure 1
Figure 2 Figure 2
CHANGES: Safety measures. | JEPPESEN, 2014, 2017. ALL RIGHTS RESERVED.


CHANGI 29 DEC 17 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 Apt Elev 22'
ICW Apch Crs ANUMA DA(H)
110.9 023^ 3500'(3478') 222'(200') Rwy 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'
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
620' APCH FIX
602'
D
PU
PAPA UNIFORM
115.1 PU
WS(D)-5 SINGA-
427'
WS(D)-
34 AKOMA
PORE D20.0 PU
SINGAPORE
WS(D)-35 Seletar
WS(R)- 430' 611'
2 WSSL
V116.5T VTKK
942' WS(P)-3 TEKONG
D
WS(P)- SINGAPORE
49 Paya Lebar
WSAP
ABVON
01-20 D0.7 ICW
538' CAUTION: Changi East Rwy WS(R)-
WS(R)-38 02R/20L is solely for use by
the Republic of Singapore 31
656' 637' Air Force (RSAF) Aircraft
ADNIK
920' D4.6 ICW MALAYSIA
WS(P)-24
D
SJSINJON
113.5 SJ AKIPO
D7.8 ICW ICW ILS DME
023^ 110.9 ICW

WS(D)-4
ANUMA
01-10 D11.1 ICW
BATAM
Hang Nadim
APIPA WIDD
D16.0 ICW
3500 SAMKO
D16.6 ICW
D8.0 SJ/R-168
103-50 104-00 104-10

LOC ICW DME 4.0 3.0 2.0
(GS out) ALTITUDE 1290' 970' 660'
ANUMA AKIPO
D11.1 ICW
D7.8 ICW
3500' ADNIK
D4.6 ICW ABVON
D0.7 ICW
2500'
TCH 58'
1500'
3.3 3.2 3.9 0.5 Rwy 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 RVR 550m RVR 720m VIS 800m VIS 1600m
B
1200m NA
C VIS 800m VIS 800m C
RVR 1800m
D 1200m D
VIS 2000m
1 Timing not authorized when GS inop.

CHANGI 29 DEC 17 11-1A ILS DME Rwy 02L CAT II
128.6 120.3 119.3 118.6 124.3
LOC Final GS CAT II ILS
Apt Elev 22'
ICW Apch Crs ANUMA Refer to
110.9 023^ 3500'(3478') Minimums Rwy 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
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
620' APCH FIX
602'
D
WS(D)-5
PU
PAPA UNIFORM
115.1 PU
SINGA-
427'
WS(D)-
34 AKOMA
WS(D)-35
SINGAPORE PORE D20.0 PU
WS(R)- Seletar 430' 611'
2 WSSL
V116.5T VTKK
942' WS(P)-3 TEKONG
D
WS(P)-
49 SINGAPORE
01-20 WS(R)-38 Paya Lebar CAUTION: Changi East Rwy
538' WSAP WS(R)-
02R/20L is solely for use by
the Republic of Singapore 31
656' 637' 920' Air Force (RSAF) Aircraft
WS(P)-24
MALAYSIA
D
SJSINJON
113.5 SJ
ICW
ILS DME
023^ 110.9 ICW
WS(D)-4
ANUMA
01-10 D11.1 ICW
BATAM
Hang Nadim
APIPA WIDD
D16.0 ICW
3500 SAMKO
D16.6 ICW
D8.0 SJ/R-168
103-50 104-00 104-10
ANUMA
D11.1 ICW
3500'
TCH 58'
10.9 Rwy 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 104' RA 109'
122'(100')
DA(H) DA(H)127'(105')
RVR 350m RVR 350m
CHANGES: RA values. | JEPPESEN, 1998, 2017. 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
LOC Final GS ILS 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'
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
WS(D)-34
VTK TEKONG MISSED

Seletar D 680' APCH FIX
116.5 VTK
611'
NYLON
D13.0 VTK
Paya Lebar CAUTION: Changi East Rwy
the Republic of Singapore
01-20
440'
523'
WS(R)-
LAGUS
D0.7 ICE
38
LUXOL
1017' D2.0 ICE
D
SJ
SINJON
113.5 SJ LASIN
D4.6 ICE
ICE
023^ 108.3 ICE
ILS DME
LELON
D7.8 ICE
NOT TO LEPNA 1 FMS required for holding

01-10
SCALE D14.2 ICE during SJ VOR outage.
436' Hang Nadim

SAMKO
D15.6 ICE 1 LIDVA 104-00 104-10
D8.0 SJ D16.0 ICE
4500 LOC ICE DME 4.0 3.0
(GS out) ALT 1290' 970'
LEPNA LELON
D14.2 ICE
D7.8 ICE
4500' LASIN LUXOL
D4.6 ICE
D2.0 ICE LAGUS
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
C VIS 800m RVR 1800m 2800m C
NA
RVR 1800m VIS 2000m
1200m VIS 2000m
D 2400m 3200m D
CHANGES: Rwy elevation, minimums. | JEPPESEN, 1998, 2016. ALL RIGHTS RESERVED.

CHANGI 18 NOV 16 11-3 ILS DME Rwy 20C
128.6 120.3 119.3 118.6 *118.25 124.3
LOC Final GS DA(H)
Apch Crs Apt Elev 22'
ICC ELALU (CONDITIONAL)
109.7 203^ 4500'(4485') 215' (200') Rwy 15'
3400'
MISSED APCH: Climb to 4000' via VTK R-203 to ESLUX (D6.7 VTK). At
090^ 1900'
ESLUX turn LEFT heading 130^ to intercept VTK R-158 to EXOMO
1. RADAR required. 2. Simultaneous approaches authorized with Rwy 20L or 20R. 3. ILS DME
of Rwy. MSA VTK VOR
NYLON
D16.7 ICC
D13.0 VTK
EGORA
D16.0 ICC
4500
573'
ELALU NOT TO
01-30 D14.2 ICC SCALE
ICC
ILS DME
203^ 109.7 ICC ELBEB

D7.8 ICC
602'
V116.5T VTK
D
K
TEKONG
427'
ELMIN
D4.6 ICC
WS(D)-34
Seletar 627'
430'
611'
ESBIT
Paya Lebar D0.7 ICC 104-10
CAUTION: Changi East Rwy
01-20 Air Force (RSAF) Aircraft
WS(R)-38 EXOMO
ESLUX D22.0 VTK
D6.7 VTK
920' MISSED
APCH FIX
755' 104-00
LOC ICC DME 2.0 3.0 4.0
(GS out) ALTITUDE 660' 980' 1290'
ELBEB ELALU
D7.8 ICC D14.2 ICC
ELMIN 4500'
D4.6 ICC
ESBIT
D0.7 ICC 2500'
TCH 58' 1500'
Rwy 15' 0.5 3.9 3.2 6.4
Gnd speed-Kts 70 90 100 120 140 160 ALSF-II VTK

3.00^ 372 478 531 637 743 849
4000'
GS
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
Missed approach climb gradient Missed approach climb gradient
mim 2.8% to 2000' mim 2.5% LOC (GS out)
DA(H) 215'(200') DA(H) 315'(300') MDA(H) 420'(405')
FULL TDZ or CL out ALS out FULL TDZ or CL out ALS out ALS out
A RVR 720m RVR 1500m A
VIS 800m VIS 1600m
B RVR 550m RVR 720m
1200m 900m 1400m
B NA
C VIS 800m VIS 800m
RVR 1800m C
1200m
D VIS 2000m D
CHANGES: Missed approach climb gradient note. | JEPPESEN, 1998, 2016. ALL RIGHTS RESERVED.

CHANGI 18 NOV 16 11-3A ILS DME Rwy 20C CAT II
128.6 120.3 119.3 118.6 *118.25 124.3
LOC Final GS CAT II ILS
Apch Crs Apt Elev 22'
ICC ELALU RA 102'
109.7 203^ 4500'(4485') DA(H) 115'(100') Rwy 15'
3400'
MISSED APCH: Climb to 4000' via VTK R-203 to ESLUX (D6.7 VTK). At
090^ 1900'
ESLUX turn LEFT heading 130^ to intercept VTK R-158 to EXOMO
1. RADAR required. 2. Simultaneous approaches authorized with Rwy 20L or 20R. 3. ILS DME
of Rwy. MSA VTK VOR
NYLON
D16.7 ICC
D13.0 VTK
EGORA
D16.0 ICC
4500
573'
ELALU NOT TO
01-30 D14.2 ICC SCALE
ICC
ILS DME
203^ 109.7 ICC

602'
V116.5T VTKK
TEKONG 427'
D
WS(D)-34
Seletar 627'
430'
611'
Paya Lebar
104-10
CAUTION: Changi East Rwy
01-20 Air Force (RSAF) Aircraft
WS(R)-38 EXOMO
ESLUX D22.0 VTK
D6.7 VTK
755'
920' MISSED
APCH FIX
104-00
ELALU
D14.2 ICC
4500'
TCH 58'
Rwy 15' 14.0
Gnd speed-Kts 70 90 100 120 140 160 ALSF-II VTK

3.00^ 372 478 531 637 743 849
4000'
GS
PAPI via 116.5 ESLUX
REIL
R-203
STRAIGHT-IN LANDING RWY20C
CAT II ILS
RA 102'
115'(100')
DA(H)
RVR 350m

WSSS/SIN 18 NOV 16
JEPPESEN SINGAPORE, SINGAPORE
CHANGI 11-4 ILS DME Rwy 20R
128.6 120.3 119.3 118.6 *118.25 124.3
LOC Final GS DA(H) Apt Elev 22'
ICH Apch Crs IGULA (CONDITIONAL)
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'
1. RADAR required. 2. Simultaneous approaches authorized with Rwy 20L or 20C. 3. ILS DME
of rwy. MSA VTK VOR
NOT TO SCALE
IPNAK
D16.0 ICH
3500
NYLON
D16.2 ICH
D13.0 VTK
IGULA
D11.1 ICH
573'
01-30
IDVAS
ICHILS DME
203^ 108.9 ICH

D7.8 ICH
602'
1 FMS required for holding
during SJ VOR outage.
427'
IDURO
D4.6 ICH
WS(D)-34
VTK
D
TEKONG
116.5 VTK 104-10
MISSED
APCH FIX
Seletar 430'
IDUNA
D0.8 ICH
611'
Paya Lebar Aero CAUTION: Changi East Rwy
SAMKO
D8.0 SJ
01-20 1
WS(R)-38
104-00
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'
D4.6 ICH
IDUNA
TCH 57'
D0.8 ICH 2500'
Rwy 13'
1500'
0.6 3.8 3.2 3.3
Gnd speed-Kts 70 90 100 120 140 160 HIALS SJ
GS 3.00^ 372 478 531 637 743 849 REIL
5000'on
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
Missed approach climb gradient
ILS Missed approach climb gradient LOC (GS out)
mim 3.7% to 2500' mim 2.5%
DA(H) 213'(200') DA(H) 693'(680') MDA(H) 420'(407')
FULL ALS out FULL ALS out ALS out
A RVR 720m RVR 1500m A
RVR 720m 3200m VIS 800m VIS 1600m
B B
C
1200m 3200m
RVR 1800m C
NA
VIS 800m
3600m 1200m VIS 2000m
D D
CHANGES: Missed approach climb gradient note. | JEPPESEN, 1998, 2016. ALL RIGHTS RESERVED.

CHANGI 21 APR 17 12-1 RNAV (GNSS) Rwy 02L
128.6 120.3 119.3 118.6 *118.25 124.3
Final Procedure Alt LNAV/VNAV
Apt Elev 22'
RNAV Apch Crs EMTAP DA(H)
023^ 1400'(1378') 450'(428') Rwy 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 ARP
MISSED
620' APCH FIX
602'
427' AKOMA
WS(R)-2 Seletar
WS(D)-5 WS(D)-35 ENSUN
NOT TO SCALE
WS(P)-36 WS(D)-34 611'

430'
942' Paya Lebar WS(R)-31
WS(P)-49
01-20 WS(P)-3 WS(R)-38 RWY~2L
538' [RW~2L] CAUTION: Changi East Rwy
920'
637' 755' 624' Air Force (RSAF) Aircraft
EMTAP
WS(P)-24
(IF)
ERVOT
WS(D)-4 427'
01-10
(IAF)
SANAT 1
4000 Hang Nadim
(IAF)
SAMKO 1 1 Max 220 KT.

4000 All arrivals into WSSS will be issued instructions by ATC
to maintain 180KT till 8NM from touchdown
and thereafter 150KT till 4NM from touchdown.
01-00
103-50 104-00 104-10
ERVOT
EMTAP
2800' RWY~2L
[RW~2L]
1400'
TCH 50'
1300'
540' Rwy 22'
6.1 4.3
10.4 4.3 0
Descent angle 3.00^ 372 478 531 637 743 849
4000'
MAP at RWY~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
C
RVR1400m RVR 2200m
RVR 1600m RVR 2400m C
NA
D RVR 2000m RVR 2800m D

CHANGI 21 APR 17 12-2 RNAV (GNSS) Rwy 02C
128.6 120.3 119.3 118.6 *118.25 124.3

Apt Elev 22'
RNAV Apch Crs KASPO DA(H)
023^ 1600'(1586') 360'(346') Rwy 14'
MISSED APCH: Climb direct to NYLON to join the holding at 3000' or 3500
above or as directed by ATC.
01-30 MISSED APCH FIX
620'
NYLON 602'
427'
NOT TO
WS(R)-2 SCALE
WS(D)-5 Seletar
WS(D)-35 627'
430'
WS(P)-36 WS(D)-34 611'

942' Paya Lebar
01-20 WS(P)-3 WS(R)-38 RWY~2C

538' [RW~2C] CAUTION: Changi East Rwy
02R/20L is solely for use by WS(R)-31
637' 920' 624'
KAKSA Air Force (RSAF) Aircraft
755'
KASPO
WS(P)-24
427'
(IF)
WS(D)-4
KIMER All arrivals into WSSS will be issued instructions by ATC
01-10 and thereafter 150KT till 4NM from touchdown.
Hang Nadim
(IAF)
SAMKO 1
4000 1 Max 220 KT.
103-50 104-00 104-10
KIMER
2000' KASPO
KAKSA RWY~2C
1600' [RW~2C]
990'
1000' TCH 50'
890'
490' Rwy 14'
4.4 2.1 2.9
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 RWY~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
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
CHANGES: Note. | JEPPESEN, 2014, 2017. ALL RIGHTS RESERVED.

CHANGI 21 APR 17 12-3 RNAV (GNSS) Rwy 20C
128.6 120.3 119.3 118.6 *118.25 124.3
Apt Elev 22'
RNAV Apch Crs VILEV DA(H)
203^ 2000'(1985') 490'(475') Rwy 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.
All arrivals into WSSS will be issued instructions by ATC

01-40 1 Max 220 KT.

(IAF)
1 NYLON
3000
(IF)
VABRI
01-30
600'
602'
427'
VILEV
Seletar
430' 627'
WS(P)-36 WS(D)-34
611'
Paya Lebar RWY2~C
WS(D)-35 [RW2~C]
WS(R)-31
01-20 WS(R)-38 104-20
ESLUX CAUTION: Changi East Rwy
02R/20L is solely for use by MISSED
the Republic of Singapore APCH FIX
755' Air Force (RSAF) Aircraft
920'
535' WS(R)-31
EXOMO
WS(P)-24
103-50 104-00 104-10 NOT TO SCALE
VABRI
VILEV
RWY2~C 2000'
[RW2~C] 203^ 2000'
TCH 50'
Rwy 15'
540'
6.2 4.1
0 6.2 10.3
3.00^ 372 478 531 637 743 849
3600'
Descent angle
MAP at RWY2~C
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
C
RVR 1600m RVR 2400m
RVR 1600m RVR 2400m C
NA

CHANGI 21 APR 17 12-4 RNAV (GNSS) Rwy 20R
128.6 120.3 119.3 118.6 *118.25 124.3
Apt Elev 22'
RNAV Apch Crs ELGAP DA(H)
203^ 2000'(1987') 690'(677') Rwy 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.
All arrivals into WSSS will be issued instructions by ATC

1 Max 220 KT.

01-40
1
(IAF)
1
(IAF) NYLON
BIDUS 3000
3400
(IF) 1
(IAF)
ELBEX
BIPOP
3000
01-30
620' ELGAP
602'
427'
WS(D)-5 WS(R)-31
Seletar
WS(D)-35 627'
430' WS(D)-34 104-20
WS(P)-36 611'
942' Paya Lebar RWY2~R MISSED
[RW2~R] APCH FIX
ENLES
WS(P)-3
01-20 WS(R)-38
538' CAUTION: Changi East Rwy
02R/20L is solely for use by SAMKO
637' Air Force (RSAF) Aircraft
920' 755'
WS(P)-24
103-50 104-00 104-10 NOT TO SCALE
ELBEX
ELGAP
RWY2~R 2000' 203^ 2000'
[RW2~R]
TCH 50'
Rwy 13' 690' 690'

6.2 3.8
0 6.2 10.0
3.00^ 372 478 531 637 743 849 3200'
Descent angle
MAP at RWY2~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
C
RVR 2800m RVR 3600m
C
NA
RVR 2400m RVR 3200m

CHANGI 1 JUL 16 13-1 VOR DME Rwy 20C
128.6 120.3 119.3 118.6 *118.25 124.3

VOR Final Minimum Alt MDA(H) Apt Elev 22'
VTK Apch Crs D2.6 VTK
116.5 203^ 2000'(1985') 580'(565') Rwy 15'
3400'
MISSED APCH: Climb to 4000' via VTK R-203 to ESLUX (D6.7 VTK).
090^ 1900'
At ESLUX (1000' or above) turn LEFT heading 130^ to intercept
VTK R-158 to EXOMO (VTK R-158/D22.0) and hold or as 2100'
directed by ATC.
MSA VTK VOR
1. Maritime vessels of variable heights in water north and south of Rwy.
NYLON
D13.0 VTK
VTK R-023
NOT TO
(IF) SCALE
573'
D9.1 VTK
[CD20C]
01-30
500' 602'
D
VTK
116.5 VTK
TEKONG
D2.6 VTK
[FD20C]
WS(D)-34
Seletar 680' 627'
611'
Paya Lebar
D3.0 VTK
[MD20C]
CAUTION: Changi East Rwy 02R/20L
is solely for use by the Republic of 104-10
Singapore Air Force (RSAF) Aircraft.
01-20 Closed due to development works.
WS(R)-38
440' ESLUX EXOMO
D6.7 VTK D22.0 VTK
920'
MISSED
APCH FIX
104-00
VTK DME D1.0 AFTER VTK VTK D1.0 BEFORE VTK D2.0 BEFORE VTK
ALTITUDE 860' 1180' 1500' 1820'
D3.0 VTK VOR D2.6 VTK D9.1 VTK

[FD20C] [CD20C]
[MD20C] 2000' 203^ 2000'
TCH 58' 1180'

Rwy 15' 0.5 3.0 2.6 6.5
ALSF-II
Gnd speed-Kts 70 90 100 120 140 160 VTK
3.00^ 372 478 531 637 743 849
4000'
Descent Angle PAPI
REIL
via 116.5 ESLUX
MAP at D3.0 VTK or
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) (565') 580'
ALS out
A RVR 720m RVR 1500m
B VIS 800m VIS 1600m
RVR1500m 2400m
C
VIS 1600m
RVR 1800m 2800m
D
VIS 2000m
CHANGES: Reindexing, VNAV data, VNAV angle. | JEPPESEN, 1998, 2016. ALL RIGHTS RESERVED.
Revision Letter For Cycle 16-2018
Page 1
Chart changes since cycle 15-2018

ADD = added chart, REV = revised chart, DEL = deleted chart.
ACT PROCEDURE IDENT INDEX REV DATE EFF DATE
SINGAPORE, (CHANGI - WSSS)

REV AIRPORT BRIEFING (A-CDM P... 10-1P4 10 Aug 2018
REV AIRPORT BRIEFING (A-CDM P... 10-1P5 10 Aug 2018
REV AIRPORT BRIEFING (DCL VIA... 10-1P8 10 Aug 2018
REV AIRPORT BRIEFING (DCL VIA... 10-1P9 10 Aug 2018
REV START-UP & PUSH BACK 10-9F 10 Aug 2018
REV PUSHBACK (CONTD) 10-9G 10 Aug 2018
REV PUSHBACK (CONTD 1) 10-9H 10 Aug 2018
REV PUSHBACK (CONTD 2) 10-9J 10 Aug 2018
Terminal Chart Change Notices
Page 1 - Printed on 14 Aug 2018
Notice: After 23 Aug 2018, 0000Z, this data may no longer be valid
TERMINAL CHART CHANGE NOTICES

Chart Change Notices for Airport WSSS
Type: Terminal
Effectivity: Permanent
Begin Date: 20171117
End Date: No end date
(10-9) Terminal 4 construction completed. South Apron under construction.
Type: Terminal
Begin Date: Immediately
(11-1) ILS DME Rwy 02L, (11-1A) ILS DME Rwy 02L CAT II, (11-2) ILS DME Rwy 02C, (11-3) ILS DME Rwy 20C, (11-3A) ILS DME
Rwy 20C CAT II, (11-4) ILS DME Rwy 20R, (12-1) RNAV (GNSS) Rwy 02L, (12-2) RNAV(GNSS) Rwy 02C, (12-3) RNAV (GNSS)
Rwy 20C, (12-4) RNAV (GNSS) Rwy 20R. TCH in profile should be read as 56'.
Type: Terminal
Speed Control Procedures for Arrivals. All arrivals into Singapore Changi Airport will be issued instructions by ATC to maintain 180
KT till 8 NM from touchdown and thereafter 150 KT till 4 NM from touchdown.
Type: Terminal
Effectivity: Temporary
End Date: 20200430
Runway 02C approach lighting reduced from 900m to 810m

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What runways does the airport have?

What runways does the airport have?

What are the runway lengths and widths?

What are the runway lengths and widths?

Trip Kit Index

Printed on 14 Aug 2018

List of pages in this Trip Kit

Trip Kit Index

Location: SINGAPORE SGP

Location: SINGAPORE SGP

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

40 minutes prior to TOBT Snapshot 1 Snapshot 2

CHANGES: Notes. | JEPPESEN, 2016, 2018. ALL RIGHTS RESERVED.

AIRCRAFT DOCKING GUIDANCE SYSTEM (ADGS)

Description Display on ADGS

Aircraft departure from stand Snapshot 1 Snapshot 2

CHANGES: None. | JEPPESEN, 2016. ALL RIGHTS RESERVED.

DEPARTURE CLEARANCE (DCL) VIA DATALINK PROCEDURES

1. Acft need to be equipped with Aircraft Communications Addressing and

CHANGES: Notes. | JEPPESEN, 2018. ALL RIGHTS RESERVED.

CHANGES: Notes. | JEPPESEN, 2018. ALL RIGHTS RESERVED.

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

REMES MAX 220 KT

CHANGES: New format. | JEPPESEN, 2017. ALL RIGHTS RESERVED.

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

128.6 22 1. RADAR required.

REMES MAX 220 KT

CHANGES: New format. | JEPPESEN, 2017. ALL RIGHTS RESERVED.

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

MINIMUM CLIMB GRADIENT CRITERIA

Minimum net climb gradient specifies obstacle clearance requirements.

Ht of Vessel Gradient Minimum Crossing Altitude Over Vessel

WSSS/SIN JEPPESEN SINGAPORE, SINGAPORE

MINIMUM CLIMB GRADIENT CRITERIA

RUNWAYS 20C AND 20R

Refer to Standard Instrument Departures for Runways 20C and 20R.

DETERMINATION OF CLIMB GRADIENT BY OPERATORS

Departure Runway Distance (d)

CHANGES: None. | JEPPESEN, 1998, 2017. ALL RIGHTS RESERVED.

Trans alt: 11000

LOST COMMS LOST COMMS LOST COMMS LOST COMMS

1. Set transponder to Mode A/C code 7600.

Trans alt: 11000

LOST COMMS LOST COMMS LOST COMMS LOST COMMS 3500

Gnd speed-KT 75 100 150 200 250 300

Trans alt: 11000

1. Set transponder to Mode A/C code 7600. 3500

LOST COMMS LOST COMMS LOST COMMS LOST COMMS

Rwy 20C: Departures shall be on a

Trans alt: 11000

LOST COMMS LOST COMMS LOST COMMS LOST COMMS 3500

Trans alt: 11000

LOST COMMS LOST COMMS LOST COMMS LOST COMMS 3500