CNX VTCC

Airport Information
Details for CHIANG MAI INTL
City CHIANG MAI

State/Province
Country THA
Latitude N 18° 46' 17.00"
Longitude E 98° 57' 46.00"
Elevation 1036
Longest Runway 11100
Magnetic Variance W 0.8°
Fuel Type 100 Low Lead (LL) octane fuel is available
JET A-1 fuel is available
Oxygen Oxygen facilities are unavailable.
Repair Facility Repair facilities are unavailable
Landing Fee There is a landing fee.
Jet Start Unit A starting unit is not available at the airport.
Precision Approach One or more charts for the airport support precision approaches.
Beacon Light A beacon light is available.
Customs Facilities Customs are available without restriction
Usage Type Airport/Heliport is open to the public.
Time Zone Conversion -7:00=UTC
Daylight Savings Airport does not observe daylight savings time
Change Notices Available none
Print Date: 20 Jul 2022

CHIANG MAI,
VTCC/CNX JEPPESEN
THAILAND
CHIANG MAI INTL 21 JAN 22 10-2 .Eff.27.Jan. .RNAV.STAR.
ADLUS
.A.W581.
20.
ATIS
127.2
Apt Elev
1036
164
98 FL150 90 Alt Set: hPa Trans level: FL130

^
RNAV 1 required GNSS or DME/DME/IRU required

1. RADAR required.
2. For non-RNAV equipped aircraft, pilot shall inform
0^
6585 ATC in order to get RADAR guidance.

22
19-00 3. Pilot should plan for possible descend as depicted on

ADLU
STAR, actual descend clearance will be given by ATC.

7000 4. If unable to comply with flight restrictions, advise
19.9
8000 S 2A
5000
ATC immediately.
35
3000
ADLUS 2A [ADLU2A]
CONTOUR
INTERVALS ASAVI 2A [ASAV2A]
M
CMA 2A [CMA2A]
N
30
10
8800 KABMU 2A [KABM2A]

CC113 MONLO MONLO 2A [MONL2A]
10 0 ^ MAX 230 KT
262^ CC111 11000 RNAV ARRIVALS
FL150
MHA FL130
CMA 2A
7.2 5.8 7.7
.R.207.2. (RWY 36)
091^ .W.1
25
CC112
15
082^ FL130 8^
7^
082^ 22 LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
CMA Set the aircraft transponder to mode A/C code 7600.
FL130 280^ Proceed according to the STAR route to RIGTA,
LOST COMMS
2A
LOST COMMS
O descend in accordance with the published all speed
NL . 8 and altitude restrictions of the relevant STAR
12
NM
20
MO 1 6
7600 procedure, thence carry out the appropriate
.4
instrument Approach procedure RWY36.
10
When an arriving aircraft is being RADAR vectored,
LOST COMMS
if no transmissions are heard on the frequency in use
LOST COMMS
10,600 3^
MAX 230 KT
MHA 10000
for a period of two minutes, a radio frequency check
ATNUT 06 is to be made. If the radio frequency check indicates
3^ a radio communication failure, pilot should proceed in
15
10 9 MAX 230 KT 24
0^
the most direct manner possible to rejoin the STAR

04
10000
LOST COMMS
procedure appropriate to its ATS route and landing
LOST COMMS
7.0 3^ direction and then comply with the procedures in item
24
5.
2 above.
0
31
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST
TASIV 92
7^
6600 MAX 220 KT CC114
170^
10
9000 11000
KA
6. U
BM 31
18-30
1 2
KABMU
ASAVI 2A
FL130
A
RIGTA
8.7
8.1
7^
MAX 210 KT PUKAT
5
6600 7.0 8000 .W15.
351^
271^ P CC115
AR
181^
001^
.W16
^
MAX 210 KT
200
MHA 6600 ASAVI 80
.
6. 3
FL130
14.0
CC116
4^ LAMPANG
9 23 VTCL
9.
344
CC117
^
99-00
9000 99-30 100-00
CHANGES: New procedures at this airport. | JEPPESEN, 2022. ALL RIGHTS RESERVED.
5 0 5 10 15 20 25 30 35
CHANGES: New procedures at this airport.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
ATIS Apt Elev Alt Set: hPa RNAV 1 required
Set the aircraft transponder to mode A/C code 7600. 127.2 1036
LOST COMMS
Trans level: FL130 GNSS or DME/DME/IRU required
LOST COMMS
Proceed according to the STAR route to PILEX, descend

in accordance with the published all speed and altitude 1. RADAR required.
restrictions of the relevant STAR procedure, thence 2. For non-RNAV equipped aircraft, pilot shall inform ATC in order to get
connect to intermediate Approach fix PILEX for RNP RADAR guidance.
Approach RWY18. 3. Pilot should plan for possible descend as depicted on STAR, actual descend
LOST COMMS
When an arriving aircraft is being RADAR vectored, if

LOST COMMS
clearance will be given by ATC.

no transmissions are heard on the frequency in use for 4. If unable to comply with flight restrictions, advise ATC immediately.
a period of two minutes, a radio frequency check is to
be made. If the radio frequency check indicates a radio
communication failure, pilot should proceed in the most
90 ADLUS 2B [ADLU2B], ASAVI 2B [ASAV2B]
LOST COMMS
direct manner possible to rejoin the STAR procedure

CMA 2B [CMA2B], ENBAT 2B [ENBA2B]
LOST COMMS
appropriate to its ATS route and landing direction and
.W.A25081.
then comply with the procedures in item 2 above.
GOGOP 2B [GOGO2B], KABMU 2B [KABM2B]
.
ADLUS
COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
FL130 MARNI 2B [MARN2B], MONLO 2B [MONL2B]
MESUX PANTA 2B [PANT2B], PUMAM 2B [PUMA2B]
14
8400
6^
98 8.9 271^ RNAV ARRIVALS

AD 11.0
5.1
PILEX SUSEG (RWY 18)
LU
MAX 210 KT
S2
5500 9000
B
5.9
19-00
6585
7000
TUNTU CC511
8000 11000
0^
9000 5000
181^
22
181^
3000
NM CONTOUR
10 8800 INTERVALS
MAX 220 KT
9.9
MHA 9000
9.9
EMSOG
001^
MAX 220 KT MONLO

100^ FL150
CMA 11000 7.0 271^ 7.0 MONLO 2B
.R.2.107.2.
FL130
CC513
11000
CC512 9.9 271^ .W
12 C FL140
4^ MA
5.8
8. 2B
001^
4
7600 CC515
FL130
280^
7.0
CC514 091^
FL130
10,600
5.7
CHIANG MAI INTL

VTCC/CNX
NM
001^
H
10
0^
RAXOM
04
FL150
H
RAXOM 10.
0 CC5~1
6600 10
.0 FL170 92
10 9
181^
.0
001^
10.0
10
.0
10.0
KAB
10.0
10
MU
18-30
CC5~7 10.
2B
9
KABMU
MAX 240 KT
FL170 CC5~2 FL200
MHA FL150 CC5~6 FL170 AS 293
^
FL170 AV .W15
10
.6
I2
B .
PANTA 2B [PANT2B], PUMAM 2B [PUMA2B]
GOGOP 2B [GOGO2B], KABMU 2B [KABM2B]
MARNI 2B [MARN2B], MONLO 2B [MONL2B]
CC5~3
21 JAN 22
ADLUS 2B [ADLU2B], ASAVI 2B [ASAV2B]
CC5~5 FL170 30
7^
CMA 2B [CMA2B], ENBAT 2B [ENBA2B]
FL170 CC5~4
JEPPESEN
FL170
AR P
ASAVI .W16
FL200
.
RNAV ARRIVALS (RWY 18)
10-2A
PANT
12.7
A 2B
2B
MA 4.5
ENBAT 2B
B
I 2B
M
PU 2
.7 2
.Eff.27.Jan.
16.0
23 P
GO
MARN
17.7
LAMPANG
VTCL
GO
CHIANG MAI, THAILAND

344
PANTA
FL200
^
| JEPPESEN, 2022. ALL RIGHTS RESERVED.
006^
.W.9. .
ENBAT
.Y.7
PUMAM
014^
FL200
9^
FL200
7^
03
03
.RNAV.STAR.
GOGOP MARNI
.A464.
FL200 FL200
.W.7.
.A.581.
.Y.6.
99-00 99-30

CHIANG MAI,
VTCC/CNX JEPPESEN THAILAND
CHIANG MAI INTL 21 JAN 22 10-2B .Eff.27.Jan..RNAV.STAR.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS ATIS Apt Elev
Alt Set: hPa Trans level: FL130
127.2 1036
LOST COMMS
Set the aircraft transponder to mode A/C code 7600.
Proceed according to the STAR route to PILEX, descend
LOST COMMS
in accordance with the published all speed and altitude ADLUS 2X:
restrictions of the relevant STAR procedure, thence RNAV 1 required GNSS or DME/DME/IRU required
connect to intermediate Approach fix PILEX for RNP LAMUN 2X, VISES 2X:
Approach RWY18. RNP1 required GNSS required
LOST COMMS
1. Pilot should plan for possible descend as depicted on
LOST COMMS
25
if no transmissions are heard on the frequency in use

2. If unable to comply with flight restrictions, advise
is to be made. If the radio frequency check indicates
ATC immediately.
a radio communication failure, pilot should proceed in
ADLUS 2X:
LOST COMMS
the most direct manner possible to rejoin the STAR
1. RADAR required.
LOST COMMS
procedure appropriate to its ATS route and landing
direction and then comply with the procedures in item
ATC in order to get RADAR guidance.
2 above.
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS LAMUN 2X, VISES 2X:
For non-RNP1 equipped aircraft, pilot shall inform ATC
in order to get RADAR guidance.
20
98 ADLUS 2X [ADLU2X]
LAMUN 2X [LAMU2X]
VISES 2X [VISE2X]
P
AR RNAV ARRIVALS
(RWY 18)
90
15
ADLUS
.A5.W820.
.R2W036
1.
LAMUN 9000
7.
9000
2X 2^
10 7 LAMU SANRA PILEX LUS 24
^ N 2X MAX 220 KT MAX 210 KT AD 6.6
7.6 8400
8.9
5500 8.9
091^ 271^ MESUX
10
MAX 220 KT
8400
S 2X
0^
VISE 0 6585
22
19-00 14.
.W.9. 0 71
^
8000
VISES 7000
5
9000 5000
3000
CONTOUR
NM INTERVALS
10
10 9 92
0
7600
8800
100^
5
10,600
99-00
5 0 5 10 15 20 25
8000
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST
LOST COMMS
Set the aircraft transponder to mode A/C code 7600. ATIS Apt Elev
Proceed according to the STAR route to RIGTA, 127.2 1036
LOST COMMS
100^ descend in accordance with the published all speed
and altitude restrictions of the relevant STAR Alt Set: hPa Trans level: FL130
procedure, thence carry out the appropriate
LOST COMMS
7000 instrument Approach procedure RWY36. RNAV 1 required GNSS or DME/DME/IRU required
1. RADAR required.
LOST COMMS
5000 if no transmissions are heard on the frequency in use

3000 is to be made. If the radio frequency check indicates
3. Pilot should plan for possible descend as depicted on
a radio communication failure, pilot should proceed
LOST COMMS
CONTOUR in the most direct manner possible to rejoin the
INTERVALS 4. If unable to comply with flight restrictions, advise
STAR procedure appropriate to its ATS route and
COMMS
ATC immediately.
landing direction and then comply with the
procedures in item 2 above.
7600
LOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST COMMS
ENBAT 2A [ENBA2A]
GOGOP 2A [GOGO2A]
10,600 MARNI 2A [MARN2A]
10
PANTA 2A [PANT2A]
NM
0^
PUMAM 2A [PUMA2A]
04
RNAV ARRIVALS
6600 (RWY 36)
CC1~3
11000
3 ^
24
18-30
.0
12
7.0
RIGTA
MAX 210 KT
6600
7.0
350^
271^ PUKAT
181^
10 9 8000 RP CC1~2
A
001^
MAX 210 KT
MHA 6600
5.4
CHIANG MAI INTL

VTCC/CNX
^
92
020
CC1~1
UPDOS
PA
5
MAX 220 KT 8.
N TA
6.
FL130
4
2A
11000
4^
4^
33
23
MAX 220 KT 05
1^
MHA 11000
PANTA
4^ MAX 220 KT
ENBA
21 JAN 22
18.6 2A 05
.W.9. .
FL130
4.7
AM
A
.Y.7
PUM
2
A
JEPPESEN
OP 2
8^ ARNI
2A
GOG17.1
344
6.2
ENBAT
M
FL130
10-2C
PUMAM ^
0 73 ^
02
FL130 070
.A464.
GOGOP MARNI
.Eff.27.Jan.
FL130
PUMAM 2A [PUMA2A]
.W.7.
FL130
.A.581.
MARNI 2A [MARN2A]
GOGOP 2A [GOGO2A]
.Y.6.
PANTA 2A [PANT2A]
ENBAT 2A [ENBA2A]

RNAV ARRIVALS
(RWY 36)
.RNAV.STAR.
18-00
92 59
99-00

VTCC/CNX JEPPESEN CHIANG MAI, THAILAND
CHIANG MAI INTL 18 MAR 22 10-2D .Eff.24.Mar. .RNAV.STAR.
Alt Set: hPa Trans level: FL130
RNP 1 required GNSS required
ATIS Apt Elev 1. For non-RNP1 equipped aircraft, pilot shall inform ATC in order to get arrival
127.2 1036 instruction.
2. Pilot should plan for possible descend as depicted on STAR, actual descend
3. If unable to comply with flight restrictions, advise ATC immediately.
LAMUN 2A [LAMU2A], VISES 2A [VISE2A]

RNAV ARRIVALS
(RWY 36)
.R2.W0 36.
LAMUN
35
7.
FL130
98 90
15
7^
30
8000
VISES
LAM 15.0
19-00
.W.9. FL130
UN
12
2A
0^
0^
25
22
VI S
M
10 N
ES
13 2A
7.
8800
20
15
CC632 5539
FL130
7^
100^ MAX 230 KT

181^
MHA FL130
7.3
10 9
15
ANSAB 7600
10,600 FL130
001^
181^
280^
7000
LOST COMMS
LOST COMMS LOST COMMS LOST COMMS LOST

Set the aircraft transponder to mode
92
10
A/C code 7600. 5000

LOST COMMS
Proceed according to the STAR route

to RIGTA, descend in accordance 3000
with the published all speed and
altitude restritions of the relevant
LOST COMMS
CONTOUR
STAR procedure, thence carry out the INTERVALS
appropriate instrument Approach
10 NM
LOST COMMS
procedure RWY36.
5
When an arriving aircraft is being

0^
RADAR vectored, if no transmissions

04
18.9
are heard on the frequency in use for

LOST COMMS
a period of two minutes, a radio

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

radio communication failure, pilot
should proceed in the most direct
6600
0
manner possible to rejoin the STAR

LOST COMMS
procedure appropriate to its ATS route 18-30

and landing direction and then comply
COMMS
with the procedures in item 2 above. RIGTA

LOST COMMS LOST COMMS LOST COMMS LOST MAX 210 KT
6600 MAX 210 KT
7.0 MHA 6600
181^
5
(IAF) 091^
ENRIS
001^
MAX 220 KT
8000 AR P 99-00
CHANGES: Waypoint CC121 renamed to CC632. | JEPPESEN, 2022. ALL RIGHTS RESERVED.

CHIANG MAI INTL 18 MAR 22 10-2E .ARRIVAL.
ATIS Apt Elev Alt Set: hPa
127.2 1036 Trans level: FL130
HOLDING POINT FOR RADAR SERVICE
0
0.
8000
D1
5539
25
100^
D
CMA
CHIANG MAI
116.9 CMA
20
10,600
7600
92
15
10 9 D1
0 .0
0^
21
10
7000
5000
0
8.
0^
3000
D1
04
0^
21
CONTOUR
INTERVALS
18-30
KARAE
5
MAX 11000
0^
MHA 8000
03
6600
0
CM A
VO R
5
99-00
CHANGES: Chart reindexed, new format. | JEPPESEN, 2022. ALL RIGHTS RESERVED.

CHIANG MAI INTL 18 MAR 22 10-3 .Eff.24.Mar. .RNAV.SID.
Trans alt: 11000
1. RADAR required.
CHIANG MAI
2. For non-RNAV equipped aircraft, pilot shall inform ATC in order to get
Approach (R)
Apt Elev RADAR guidance.
129.6 1036 3. Pilot should plan for possible climb as depicted on SID, actual climb
4. If unable to comply with flight restrictions, advise ATC when aircraft
commences to pushback or taxi to the holding point for Departure.
5. If unable to comply with SID or climb gradient, advise Chiang Mai
Approach on 129.6.
25
ADLUS 2N RNAV DEPARTURE

[ADLU2N]
(RWY 36)
Close-in Obstacle
RWY 36: Tree 130 height, 0.3 NM from departure end.
20
This SID requires a minimum climb gradient of 316

per NM (5.2%) until passing FL130 for airspace
restriction only.
Gnd speed-KT 75 100 150 200 250 300
5.2% V/V (fpm) 395 527 790 1053 1316 1580
.W.A25081.
ADLUS
.
LOST COMMS LOST COMMS LOST COMMS
Set transponder code 7600. FL130
Proceed on SID, comply with last 90
LOST COMMS
15
LOST COMMS
assigned level or MFA, whichever

is higher, until next compulsory
5.
7 A
reporting point, then climb to flight
plan cruising level.
CC214 RP
8000
98 .0
11
10
0^
22
19-00
7000
CC2~2 2^
5000 4500 06
3000
8000
CONTOUR
INTERVALS
5
NM
10
10 9
11.3
92
0
5539
8800
001^
7600
5
280^
99-00 6600
CHANGES: None. | JEPPESEN, 2022. ALL RIGHTS RESERVED.

5 0 5 10 15 20 25 30 35
CHIANG MAI Apt Elev ADLUS

Approach (R) Trans alt: 11000 FL150
1036 LAMUN
W.R32607.
129.6
90
2S
ADLUS 2S:
98 8000 20.
US
0
RNAV 1 required GNSS or DME/DME/IRU required L AM .A.W581.

VTCC/CNX
UN
7.
2S
RP
LAMUN 2S, VISES 2S:
RNP1 required GNSS required
15.
0 CC615
A
CC616
0^
FL140
22 ADL
1. Pilot should plan for possible climb as depicted on FL140

CHIANG MAI INTL
19-00
SID, actual climb clearance will be given by ATC.
2. If unable to comply with flight restrictions,
0
advise ATC when aircraft commences to pushback 10.

.W.9.
6.
VISES 2S 0
or taxi to the holding point for Departure.
VISES 19.1
7^
3. If unable to comply with SID or climb gradient, 10.0

293
advise CHIANG MAI Approach on 129.6.
^
03
CHANGES: Waypoint CC611 renamed to CC2~6.

4. Initial climb clearance 11000 or as directed by CC617 276^ CC614
ATC. FL140 FL130
ADLUS 2S:
1. RADAR required.
18 MAR 22
NM
ATC in order to get RADAR guidance. 7600
10
LAMUN 2S, VISES 2S: 5539
10.5
For non-RNP1 equipped aircraft, pilot shall inform 8800

10-3A
ATC in order to get Departure instructions. 100^

JEPPESEN
ADLUS 2S [ADLU2S] CC613 92

LAMUN 2S [LAMU2S] 10 9 11000
7000
VISES 2S [VISE2S]
.Eff.24.Mar.
280^
181^
5000
RNAV DEPARTURES 10,600
(RWY 18) 3000
7.0
CONTOUR
Close-in Obstacle INTERVALS
RWY 18: Pine 87 height, 0.2 NM from departure end. CC612
12.0
M
N 8000
LOST COMMS LOST COMMS LOST COMMS 10
These SIDs require minimum climb gradient of 328
Set transponder code 7600. 6600
Proceed on SID, comply with last
per NM (5.4%) until passing 9000 for airspace
0^

restriction only. CC6~2
04
CC2~6
5.0

MAX 260 KT MAX 280 KT
LOST COMMS
Gnd speed-KT 75 100 150 200 250 300 reporting point, then climb to
LOST COMMS
001^
5.4% V/V (fpm) 410 547 820 1094 1367 1641

flight plan cruising level. 4800 091^ 7.0 7000

99-00

.RNAV.SID.
CHIANG MAI,
VTCC/CNX JEPPESEN THAILAND
CHIANG MAI INTL 21 JAN 22 10-3B .Eff.27.Jan. .RNAV.SID.
7.0
CC2~3 CHIANG MAI
Apt Elev
Approach (R)
CC2~2 7000 1036
091^ 129.6
0^
8000 4500
181^
22
5000
Trans alt: 11000
3000 RNAV 1 required GNSS or DME/DME/IRU required
NM
10 CONTOUR
INTERVALS
1. RADAR required.
11.3

14.0
3. Pilot should plan for possible climb as depicted on SID,

5539 actual climb clearance will be given by ATC.
4. If unable to comply with flight restrictions, advise
8800
001^
ATC when aircraft commences to pushback or taxi to

35
100^ the holding point for Departure.

MONLO .R.W.2.107.2. 5. If unable to comply with SID or climb gradient, advise
POVUT C Chiang Mai Approach on 129.6.
MAX 250 KT LO 2
MON .0
10 ASAVI 2C [ASAV2C]
11000
30
280^ CC2~8 ENBAT 2C [ENBA2C]

FL160
4.0
13.1
7600 CC2~5 ^
GOGOP 2C [GOGO2C]
MAX 260 KT 8.9 0 73 KABMU 2C [KABM2C]
091^ CC2~7 MONLO 2C [MONL2C]
181^
10,600 FL130
25
10
NM PANTA 2C [PANT2C]
6.9
PUMAM 2C [PUMA2C]
0^
04
CC2~6 RNAV DEPARTURES

FL130
(RWY 36)
20
10 3^ CC2~9
10.0
10 9 113 FL160
2.8
NUDMA ^ Close-in Obstacle
FL140 10.
0
18-30 KABMU 92 RWY 36: Tree 130 height, 0.3 NM from departure end.
14
4^
2C These SIDs require minimum climb gradient of 316
6600 16.9
168^
KABMU
21
1^
CC21~ per NM (5.2%) until passing FL130 for airspace
15
FL160 restrictions only.

ASA
15.
VI 2
5
C .W15. Gnd speed-KT
5.2% V/V (fpm)
75
395
100
527
150 200 250
790 1053 1316 1580
300
10
Set transponder code 7600.
.0
AR P ASAVI .W16
LOST COMMS
16
LOST COMMS
PA 21.2
.
NT
A
reporting point, then climb to
2C
flight plan cruising level.
ENBAT
5 LOST COMMS LOST COMMS LOST COMMS
21.1
CC211
2C
LAMPANG
VTCL
4^
21
5^
20
2C
PANTA
MA .0
M
9.4P 2C
PU 1 0
80
.Y.7.
GO
ENBAT
.W.9.
GO
PUMAM
.A464.
GOGOP
.A.581.
.W.7.
99-00 99-30 100-00
CHIANG MAI INTL 21 JAN 22 10-3C .Eff.27.Jan. .RNAV.SID.
19-00 CHIANG MAI
6585 Apt Elev
Approach (R)
1036
8000 7000
129.6
0^
Trans alt: 11000

22
5000
NM
3000
1. RADAR required.
10 CC2~1 CC2~4 CONTOUR
2. For non-RNAV equipped aircraft, pilot shall inform ATC in
3300 7.0 6400 INTERVALS order to get RADAR guidance.
3. Pilot should plan for possible climb as depicted on SID,
091^ actual climb clearance will be given by ATC.
181^
4. If unable to comply with flight restrictions, advise ATC

when aircraft commences to pushback or taxi to the holding
5.0
8800 point for Deprature.

001^
35
100^ 5. If unable to comply with SID or climb gradient, advise

7.8
MONLO .R.2.107.2. Chiang Mai Approach on 129.6.

POVUT
MAX 250 KT CC2~8 LO 2
MON 0.0
N .W ASAVI 2N [ASAV2N]
11000 FL160 1
ENBAT 2N [ENBA2N]
280^
30
GOGOP 2N [GOGO2N]
4.0
13.1
7600 ^ KABMU 2N [KABM2N]
8.9 0 73
CC2~5 091^
MONLO 2N [MONL2N]
CC2~7
PANTA 2N [PANT2N]
181^
10,600 MAX 260 KT FL130
25
10
6.9
NM PUMAM 2N [PUMA2N]
RNAV DEPARTURES
CC2~6
(RWY 36)
0^
FL130
04
10 3^
20
10.0
CC2~9 Close-in Obstacle
113 FL160
10 9
2.8
^ RWY 36: Tree 130 height, 0.3 NM from departure end.
NUDMA 10.
FL140 0
92 These SIDs require minimum climb gradient of 450
18-30 KABMU
per NM (7.4%) until passing FL130 for airspace
14
6600
2N
4^
168^
16.9 restrictions only.
KABMU
1^
21
CC21~
15
FL160 Gnd speed-KT 75 100 150 200 250 300

ASA
15.
VI 2
5
N .W15. 7.4% V/V (fpm) 562 749 1124 1499 1873 2248
.0
LOST COMMS
A
16
RP
10
.W16
LOST COMMS
ASAVI assigned level or MFA, whichever
PA 21.2
.
NT
A
2N
ENBAT
21.1
CC211
5
2N
LAMPANG
VTCL
4^
21
5^
20
2N
PANTA
MA .0
M
2N
0
PU 1 0
80
9 P.4
GO
.Y.7.
ENBAT
GO
.W.9.
PUMAM
.A464.
GOGOP
.W.7.
.A.581.
99-00 99-30 100-00
5 0 5 10 15 20 25 30 35
CHIANG MAI
Approach (R)
Apt Elev
Trans alt: 11000 RNAV 1 required GNSS or DME/DME/IRU required
129.6 1036 ASAVI 2S [ASAV2S]
1. RADAR required. KABMU 2S [KABM2S]
2. For non-RNAV equipped aircraft, pilot shall inform ATC in order to get RADAR guidance.
3. Pilot should plan for possible climb as depicted on SID, actual climb clearance will be given by ATC. MONLO 2S [MONL2S]
VTCC/CNX
4. If unable to comply with flight restrictions, advise ATC when aircraft commences to pushback or taxi to
the holding point for Departure.
RNAV DEPARTURES
5. If unable to comply with SID or climb gradient, advise Chiang Mai Approach on 129.6.
(RWY 18)
CHIANG MAI INTL
6. Initial climb clearance 11000 or as directed by ATC.

100^
7000
5000
8800

.R.2.107.2.
.W
MONLO
7600 3000 S FL130
LO 2
181^
5.0
CONTOUR
280^ MON18.3
INTERVALS
CC621 CC622
21 JAN 22
^
7.0
60007.0 7000 7.0 068
CC6~1 091^
13
MAX 230 KT CC623 6^
15
10,600 2500 11000
10-3D
1^
M
10 N
JEPPESEN
KA
B MU
10 9 17
0^
.4 2S
04
92
.Eff.27.Jan.
AV
6600
A S 19. 2
I2
S
18-30
99-00
P
KABMU
Close-in Obstacle R FL160
RWY 18: Pine 87 height, 0.2 NM from departure end.
A
These SIDs require minimum climb gradient of 304 Set transponder code 7600.
.W15
.
restriction only. assigned level or MFA, whichever
Gnd speed-KT 75 100 150 200 250 300
LOST COMMS
reporting point, then climb to ASAVI
LOST COMMS
5.0% V/V (fpm) 380 506 760 1013 1266 1519 flight plan cruising level.
FL160 99-30

.RNAV.SID.

.W16
.
CHIANG MAI INTL 21 JAN 22 10-3E .Eff.27.Jan. .SID.
Apt Elev Trans alt: 11000
1036 Contact Chiang Mai RADAR on 129.6 after take-off.
CHIANG RAI 1A (CTR 1A)

CHIANG RAI 1B (CTR 1B)
DEPARTURES
(ALL RWYS)
CM A
VO
CTR
CHIANG RAI
25
D
R 116.5 CTR
0
8.
D8
NOT TO SCALE
98 90
180^
20
.
.W.20
19-00
15
7000
5000
3000
CONTOUR
INTERVALS
7800
10
7000
10 9 11000 92
g
hd
0^
6^
06
03
5539
2500
5
CHIANG
RAI 1B
D
CMA
CHIANG MAI
116.9 CMA
RAI 1A
090^ 270^
CHIANG
g
010^ hd
0
2000
6600
9600
360^
99-00
SID RWY INITIAL CLIMB
5
Climb runway heading until 2000 or above, then turn LEFT heading 010^ to
CHIANG RAI 1A 18 intercept and proceed on CMA R036 not above 11000. EXPECT RADAR control.
Climb runway heading until 2500 or above, then turn RIGHT heading 060^ to
CHIANG RAI 1B 36 intercept and proceed on CMA R036 not above 11000. EXPECT RADAR control.
CHANGES: Chart reindexed. | JEPPESEN, 2018, 2022. ALL RIGHTS RESERVED.

CHIANG MAI INTL 21 JAN 22 10-3F .Eff.27.Jan. .RNAV.SID.
Trans alt: 11000
1. RADAR required.
2. For non-RNAV equipped aircraft, pilot shall inform ATC in order to get RADAR
CHIANG MAI
Approach (R) Apt Elev guidance.
129.6 1036 3. Pilot should plan for possible climb as depicted on SID, actual climb clearance
will be given by ATC.
5. If unable to comply with SID or climb gradient, advise Chiang Mai Approach
on 129.6.
ENBAT 2S [ENBA2S], GOGOP 2S [GOGO2S]

PANTA 2S [PANT2S], PUMAM 2S [PUMA2S]
RNAV DEPARTURES
35
(RWY 18)
10 0 ^ Close-in Obstacle
7000 These SIDs require minimum climb gradient of

304 per NM (5.0%) until passing 9000 for
181^
30
5000 airspace restriction only.

Gnd speed-KT 75 100 150 200 250 300
3000
5.0% V/V (fpm) 380 506 760 1013 1266 1519
CONTOUR
INTERVALS LOST COMMS LOST COMMS LOST COMMS
25
10,600 7600 Proceed on SID, comply with last

LOST COMMS
LOST COMMS
15.0

M is higher, until next compulsory
10 N reporting point, then climb to
0^
20
04
6600
CC6~3
5500
12
18-30 9^
^
15
200
15
1^
10 9
P
AR
1
13.
10
PA
N TA
26 2S
.1 92
E N 23. 5
BA
CC6~4
T2
5
10000
^
200
189^
2S
0
GOGOP 2S
PANTA
PUM 9.7
AM
9.5
.W.9.7.
FL160
.Y.
PUMAM
FL160
ENBAT
5
FL160
.A464.
GOGOP
.A.581.
.W.7.
FL160
99-00

CHIANG MAI INTL 21 JAN 22 10-3G .Eff.27.Jan. .SID.
KEDOB 1A (KEDOB 1A) [KEDO1A]

KEDOB 1B (KEDOB 1B) [KEDO1B]
DEPARTURES
(ALL RWYS)
180^
25
7000 7800
5539
180^ hdg
2500
D
CMA
CHIANG MAI
116.9 CMA
20
090^ 270^
7000
2000
161^
5000
15DOB
KE
KEDOB 1B
0^ 1A
3000
h dg
15
CONTOUR
INTERVALS
11000
6600
9600
10 9 92
10
11000
5
.A.464.
18-30
360^
0
NOT TO SCALE
CM
D38
A
VO
.0
R 99-00
KEDOB
5
KEDOB 1A 18 intercept and proceed on CMA R161 not above 11000. EXPECT RADAR control.
KEDOB 1B 36 intercept and proceed on CMA R161 not above 11000. EXPECT RADAR control.

CHIANG MAI INTL 21 JAN 22 10-3H .Eff.27.Jan. .RNAV.SID.
Trans alt: 11000
1. For non-RNP1 equipped aircraft, pilot shall inform ATC in order to get
CHIANG MAI Departure guidance.
Apt Elev 2. Pilot should plan for possible climb as depicted on SID, actual climb
Approach (R)
129.6 1036 clearance will be given by ATC.
4. If unable to comply with SID or climb gradient, advise CHIANG MAI
Approach on 129.6.
LAMUN 2N [LAMU2N]
VISES 2N [VISE2N]
RNAV DEPARTURES
(RWY 36)
35
Close-in Obstacle
7000
RWY 36: Tree 130 height, 0.3 NM from departure end.
5000 These SIDs require minimum climb gradient of 316

6507 3000 restriction only.
30
98 CONTOUR Gnd speed-KT 75 100 150 200 250 300

INTERVALS
5.2% V/V (fpm) 395 527 790 1053 1316 1580
P LOST COMMS LOST COMMS LOST COMMS
AR
.R2W036
25

LAMUN
LOST COMMS
LOST COMMS
7.
11000 is higher, until next compulsory

LAM flight plan cruising level.
UN
6.6 2N LOST COMMS LOST COMMS LOST COMMS
20
CC213 11
90
8000 .0 CC2~2
19-00 VISES MAX 250 KT
.W.9. 11000 VISES 2N 11.0
29
4^ 4500
11.0
271^
15
CC212
8000
0^
8000
22
NM 8800
11.3
10
10
100^
001^
5
10 9 92
10,600 7600
280^
0
M
N
10
5
0^
04
6600
99-00

CHIANG MAI INTL 21 JAN 22 10-3J .Eff.27.Jan. .RNAV.SID.
Trans alt: 11000
1. For non-RNP1 equipped aircraft, pilot shall inform ATC in order to get
Departure instructions.
CHIANG MAI
Apt Elev 2. Pilot should plan for possible climb as depicted on SID, actual climb
Approach (R)
1036 clearance will be given by ATC.
129.6 3. If unable to comply with flight restrictions, advise ATC when aircraft
4. If unable to comply with SID or climb gradient, advise CHIANG MAI
Approach on 129.6.
LAMUN 2W [LAMU2W]
VISES 2W [VISE2W]
RNAV DEPARTURES
35
(RWY 18)
P
LAMUN AR
.R2W036
FL130
30
7.
10000
90
98 8000
LAM8.3
25
VISES
UN
2W
19-00 FL130
.W.9. 10000 CC634
10000
VI S
ES
20
7. 2W
0
0^
22
NM 8800
6.7
CC633 6. 10
7
33
10000 CC632 7000
30
7^
0^ 8000 5000
15
5539 3000
100^
CONTOUR
INTERVALS
10 9 7600
10
12
181^
.4
10,600 92 280^
5.0
33
5
7^
4.9
LOST COMMS LOST COMMS LOST COMMS CC631 271^ CC6~1
Set transponder code 7600. MAX
MAX 210 KT
LOST COMMS
LOST COMMS

230 KT 10 2600
is higher, until next compulsory 3700 NM
0
0^

04

Close-in Obstacle
These SIDs require minimum climb gradient of 316

6600
5

restriction only. 18-30
Gnd speed-KT 75 100 150 200 250 300
5.2% V/V (fpm) 395 527 790 1053 1316 1580
99-00

5 0 5 10 15 20 25

NOT TO SCALE 19-00
98 1036 Contact Chiang Mai RADAR on 129.6 after take-off.
MAE HONG SON 1A (MHS 1A), MAE HONG SON 1B (MHS 1B)
D6
DEPARTURES
VTCC/CNX
8.
0 (ALL RWYS)
MAE HONG SON
CHANGES: Chart reindexed.

11000
.W.9.
D Climb runway heading until 3500 or above, then turn RIGHT heading 320^ to
115.5 MHS
CHIANG MAI INTL
MHS MAE HONG SON 1A 18 cross CMA R255 not below 6500, then intercept and proceed on CMA R299
not above 11000. EXPECT RADAR control.
29 MAE HONG SON 1B 36 cross CMA R130 not below 6500, turn RIGHT heading 310^ to intercept and
9^ proceed on CMA R299 not above 11000. EXPECT RADAR control.
21 JAN 22
180^
7000 7800
D
CHIANG MAI 2500
116.9 CMA
92
10-3K
CMA
10 9
SON 1B
180^ hdg
JEPPESEN
MAE HONG
090^ 270^
.Eff.27.Jan.
^
7000 255
6500 13
0^
5000
SON 1A
6500
MAE HONG
31
6070 3000 0^
hd
CONTOUR 9600 g 6600
INTERVALS
C MA
3500
32
V OR
0^
hd
360^
98-30 99-00
| JEPPESEN, 2018, 2022. ALL RIGHTS RESERVED.

.SID.

CHIANG MAI INTL 21 JAN 22 10-3L .Eff.27.Jan. .SID.
PHITSANULOK 1A (PSL 1A)

PHITSANULOK 1B (PSL 1B)
DEPARTURES
(ALL RWYS)
180^
25
7000 7800
5539
170^
2500
CMA
h
CHIANG MAI
dg
D
116.9 CMA
20
090^ 270^
PHITSA
7000
2000
147
^
5000
NULOK
110
3000
^ hdg
15
1B
CONTOUR
11000
PH
INTERVALS
IT S
9600 6600
AN
U
LO
K1
10 9 92
A
10
11000
5
.W.9.
18-30
360^
NOT TO SCALE
0
D1
42
CM
VO A
R 99-00
D
PSL
PHITSANULOK
114.1 PSL
5
PHITSANULOK 1A 18 intercept and proceed on CMA R147 not above 11000. EXPECT RADAR control.
PHITSANULOK 1B 36 intercept and proceed on CMA R147 not above 11000. EXPECT RADAR control.

5 0 5 10 15 20 25

7000 7800 1036 Contact Chiang Mai RADAR on 129.6 after take-off.
7000
14
180^
5539
PHRAE 1A (PR 1A), PHRAE 1B (PR 1B)
0^
5000 DEPARTURES
hd
2500
g
VTCC/CNX
CHIANG MAI 3000 (ALL RWYS)

D
116.9 CMA SID RWY INITIAL CLIMB
CONTOUR

CMA INTERVALS Climb runway heading until 2000 or above, then turn LEFT heading 080^ to
PHRAE 1A 18
CHIANG MAI INTL
intercept and proceed on CMA R119 not above 11000. EXPECT RADAR control.
PH
090^ 270^ PHRAE 1B 36 intercept and proceed on CMA R119 not above 11000. EXPECT RADAR control.
RA
E 1B
11
9^
2000
1A
PHRAE
21 JAN 22
hdg
080^
11000
10-3M
9600 6600
R
JEPPESEN
10 9 92 11000
VO
.Eff.27.Jan.
CMA
.W.15
.
360^
99-30
NOT TO SCALE
PHRAE
18-30 D7 340 PR
9.
0
99-00

PR
.SID.

5 0 5 10 15 20 25

7000 1036 Contact Chiang Mai RADAR on 129.6 after take-off.
7800
180^
7000
15
5539
UTTAR 1A (UTTAR 1A) [UTTA1A], UTTAR 1B (UTTAR 1B) [UTTA1B]
2500
0^
h
5000
DEPARTURES
dg
VTCC/CNX
CHIANG MAI (ALL RWYS)

D
3000
116.9 CMA SID RWY INITIAL CLIMB

CMA CONTOUR Climb runway heading until 2000 or above, then turn LEFT heading 090^ to
UTTAR 1B
UTTAR 1A 18
CHIANG MAI INTL
INTERVALS
intercept and proceed on CMA R126 not above 11000. EXPECT RADAR control.
090^ 270^ UTTAR 1B 36 intercept and proceed on CMA R126 not above 11000. EXPECT RADAR control.
12
2000 6^
UTTAR 1A
21 JAN 22
090^ hdg
11000
10-3N
9600 6600
R
JEPPESEN
10 9
VO
92 11000
.Eff.27.Jan.
MA
.W.16
.
C
360^
NOT TO SCALE
18-30 D1
06 UTTAR

99-00 99-30
.SID.

VTCC/CNX
1036'
Apt Elev
JEPPESEN CHIANG MAI, THAILAND
21 JAN 22 10-9 .Eff.27.Jan. CHIANG MAI INTL
N18 46.3 E098 57.8
ATIS CHIANG MAI Ground Tower
127.2 121.9 118.1

98-57 98-58 98-59
Elev 1036'
18-47 18
181^ 18-47
A
01^W
C
CAUTION: High terrain west of P
airport
D P1
All aircraft wishing to operate at P2
Chiang Mai Intl Apt shall adhere to
the following procedures: P3
-- All flights, including those using P North Apron
Chiang Mai as an alternate airport, P4
shall have a handling agent at Control Tower
E
Chiang Mai airport. ARP
11,155'
-- The Airport Authority must be Q
Passenger
informed and approval must be
Terminal
received 5 workdays before any P
operations.
P5
-- Nose-in parking is applicable to South Apron
3400m
all aircraft. VOR Q 18-46

-- Aircraft ready to taxi out shall Cargo Terminal
P6
prepare their own tow bars.
P FOR PARKING
NOTE: Aircraft below code letter
POSITIONS
"C" are allowed to self-maneuver
F F SEE 10-9A
but first must inform Chiang Mai
Ground Control. Also, aircraft
below code letter "C" must be
A
correctly bonded and use correct
grounding procedures. P
Birds in vicinity of airport.
Elev 1007' H
36
001^
Feet 0 1000 2000 3000 4000 5000
18-45 18-45
Meters 0 500 1000 1500
98-57 98-58 98-59
ADDITIONAL RUNWAY INFORMATION

USABLE LENGTHS
LANDING BEYOND
RWY Threshold Glide Slope TAKE-OFF WIDTH
18 RL SSALF PAPI-B (angle 3.0^) 148'
10,171' 3100m 45m
36 RL SSALF PAPI-B (angle 3.0^) RVR 9094' 2772m 10,171' 3100m
.Std. TAKE-OFF
RL & RCLM RL RL or RCLM Adequate Vis Ref
DAY NIGHT DAY DAY NIGHT
R300m R400m R/V500m NA
CHANGES: New AOM concept. | JEPPESEN, 2002, 2022. ALL RIGHTS RESERVED.

21 JAN 22 10-9A .Eff.27.Jan. CHIANG MAI INTL
18-46.4 P
P4
NORTH
APRON
CONTROL
18-46.3
TOWER
E
Q
1
2
3
3A
18-46.2
4
RWY 18-36
PASSENGER
P 5 TERMINAL
Q
6
18-46.1
7
SOUTH
P5 APRON
8
9
18-46.0 10
11
12
P6 13
14 CARGO
15 TERMINAL
16
17
18-45.9 18
P 19
Q
20L
20
98-57.7 98-57.8 98-57.9 20R 98-58.1 98-58.2
PARKING STAND COORDINATES Stands 3, 4, 5, 6, 7, 8 available with safe gate

docking system.
STAND No. COORDINATES Stands 2 thru 20 available with fuel hydrant system.
1 N18 46.3 E098 58.0

2, 3, 3A, 4 N18 46.2 E098 58.0
5, 6 N18 46.1 E098 58.1
7 N18 46.1 E098 58.0
8 thru 15 N18 46.0 E098 58.0
16 thru 19 N18 45.9 E098 58.0

20L, 20, 20R N18 45.8 E098 58.0
CHANGES: None. | JEPPESEN, 2008, 2017. ALL RIGHTS RESERVED.

28 AUG 15 10-9B CHIANG MAI INTL
SAFEGATE DOCKING SYSTEM

-IN SYSTEM AT CHIANG MAI INTL AIRPORT
1. INTRODUCTION
1.1 The SAFEGATE Docking System-in system is installed at bays 3, 4, 5, 6, 7
and 8.
1.2 The system enables the pilots seated on the left of the cockpit to position
his aircraft on the correct stand centerline and stop position.
2. PILOT OPERATING INSTRUCTION
2.1 Safety Procedure
a.) General warning
The DGS system has a built-in error detection program to inform the
aircraft pilot of impending dangers during the docking procedure.
If the pilot is unsure of the information, being shown on the DGS
display unit, he must immediately stop the aircraft and obtain further
information for clearance.
b.) Item to check before entering the stand area
Warning: The pilot shall not enter the stand area, unless the docking
system first is showing the vertical running arrows. The pilot must not
proceed beyond the bridge, unless these arrows have been superseded
by the closing rate bar.
Warning: The pilot shall not enter the stand area, unless the aircraft
type displayed is equal to the approaching aircraft/The Correctness of
other information, such as 'door 2', shall also be checked.
c.) The SBU message
The message STOP SBU means that docking has been interrupted and
has to be resumed only by manual guidance. Do not try to resume
docking without manual guidance.
WAIT
2.2 START OF DOCKING
The system is started by pressing one of the aircraft type
buttons on the operator panel. When the button has been
pressed, WAIT will be displayed.
2.3 CAPTURE
The floating arrows indicate that the system is activated B747
and in capture mode, searching for an approaching aircraft.
It shall be checked that the correct aircraft type is displayed.
The lead-in line shall be followed.
The pilot must not proceed beyond the bridge, unless the
arrows have been superseded by closing rate bar.
CHANGES: Docking System bays. | JEPPESEN, 2011, 2015. ALL RIGHTS RESERVED.

28 AUG 15 10-9C CHIANG MAI INTL
2.4 TRACKING
When the aircraft has been caught by the laser, the floating B747
arrow is replaced by the yellow centerline indicator.
A flashing red arrow indicates the direction to turn.
The vertical yellow arrow shows position in relation to the
centerline. This indicator gives correct position and azimuth
guidance.
2.5 CLOSING RATE
Display of digital countdown will start when the aircraft is B747
20 meters from stop position. 10.0M
When the aircraft is less than 12 meters from the stop
position, the closing rate is indicated by turning off one row
of the centerline symbol per 0.5 meters, covered by the
aircraft. Thus, when the last row is turned off, 0.5 meters
remains to stop.
B747
2.6 ALIGNED TO CENTER 8.0M
The aircraft is eight meters from the stop position. The
absence of any direction arrow indicates an aircraft on
the centerline.
SLOW
2.7 SLOW DOWN
If the aircraft is approaching faster than the accepted
DOWN
speed, the system will show SLOW DOWN as a warning
to the pilot.
2.8 AZIMUTH GUIDANCE

B747
4.0M
The aircraft is four meters from the stop position. The
yellow arrow indicates an aircraft to the right of the
centerline, and the red flashing arrow indicates the
direction to turn.
STOP
2.9 STOP POSITION REACHED
When the correct stop-position is reached, the display will
show STOP and red lights will be lit.
OK
2.10 DOCKING COMPLETE
When the aircraft has parked, OK will be displayed.
TOO
2.11 OVERSHOOT FAR
If the aircraft overshoots the stop-position, TOO FAR
will be displayed.
STOP OK
2.12 STOP SHORT
If the aircraft is found standing still but has not
reached the intended stop position, the message STOP
OK will be shown after a while.
CHANGES: None. | JEPPESEN, 2011. ALL RIGHTS RESERVED.

15 APR 11 10-9D CHIANG MAI INTL
2.13 WAIT
If some object is blocking the view toward the approaching
aircraft or the detected aircraft is lost during docking, before
12 meters to STOP, the display will show WAIT. The docking
will continue as soon as the blocking object has disappeared WAIT
or the system detects the aircraft again.
As the aircraft is approaching the stop position, the aircraft
geometry is being checked. If, for any reason, aircraft
verification is not made 12 meters before the stop-position,
the display will show WAIT, STOP and ID FAIL. The text will
be alternating on the upper two rows of the display.
"WAIT" message has been superseded by the closing rate bar.
2.14 BAD WEATHER CONDITION
During heavy fog, rain or snow, the visibility for the docking
system can be reduced. B747
When the system is activated and in capture mode, the display
will deactivate the floating arrows and show DOWN GRADE. DOWN
This message will be superseded by the closing rate bar, as
soon as the System detects the approaching aircraft.
DOWN GRADE text has been superseded by the closing rate
bar.
2.15 AIRCRAFT VERIFICATION FAILURE
During entry into the stand, the aircraft
geometry is being checked. If, for any
reason, aircraft verification is not made 40
meters before the stop-position, the display STOP ID FAIL
will first show WAIT and make a second
verification check. If this fails STOP and
ID FAIL will be displayed. The text will be
alternating on the upper two rows of the
display.
The pilot must not proceed beyond the
bridge without manual guidance, unless the
WAIT message has been superseded by the
closing rate bar.
2.16 GATE BLOCKED
If an object is found blocking the view from
the DGS to the planned stop position for
the aircraft, the docking procedure will be WAIT GATE BLOCK
halted with a GATE BLOCK message. The
docking procedure will resume as soon as
the blocking object has been removed.
closing rate bar.
2.17 VIEW BLOCKED
If the view towards the approaching
aircraft is hindered for instance by dirt on
the window, the DGS will report a view WAIT VIEW BLOCK
block condition. Once the system is able to
see the aircraft through the dirt, the
message will be replaced with a closing
rate display.
closing rate bar.
2.18 SBU-STOP STOP SBU

Any unrecoverable error during the docking procedure
will generate an SBU condition. The display will show
red stop bar and the text STOP SBU.
A manual backup procedure must be used for docking
guidance.
CHANGES: New procedure. | JEPPESEN, 2011. ALL RIGHTS RESERVED.

15 APR 11 10-9E CHIANG MAI INTL
2.19 TOO FAST

If the aircraft approaches with a speed
higher than the docking system can handle, STOP TOO FAST
the message STOP (with red squares) and
TOO FAST will be displayed.
The docking system must be re-started or
docking procedure completed by manual
guidance.
STOP
2.20 EMERGENCY STOP
When the emergency stop button is pressed, STOP is
displayed.
CHOCK
2.21 CHOCKS ON
CHOCK ON will be displayed, when the ground staff has put
ON
the chocks in front of the nose wheel and pressed the
"Chocks On" button on the operator panel.
ERROR
2.22 ERROR
If a system error occurs, the message ERROR is displayed
3
with an error code. The code is used for maintenance
purposes and explained elsewhere.
2.23 SYSTEM BREAKDOWN

In case of a severe system failure, the display will go black,
except for a red stop indicator. A manual backup procedure
must be used for docking guidance.
2.24 POWER FAILURE
In case of a power failure, the display will be completely
black. A manual backup procedure must be used for docking
guidance.

15 APR 11 10-9F CHIANG MAI INTL
ALLOCATION OF AIRCRAFT PARKING BAYS

All aircraft parking bays are allocated by the Ground/Apron controller with regard
to the aircraft type involved and the prevailing or anticipated traffic situation.
AIRCRAFT MARSHALLING AND TOWING SERVICES

The marshalling of scheduled, non-scheduled and private aircraft into the bays,
either manually or by the aid of the SAFEGATE Docking System, and the pushing out of
aircraft for departure shall be under the responsibility of the aircraft operator or it's
appointed ground handling agency.
TAXIING PROCEDURES
a. Arriving Aircraft
Aircraft entering the aprons are to follow closely to the taxiway and apron center-
lines so as to avoid reducing safe distances between themselves and other aircraft.
b. Departing Aircraft
When start-up clearance is issued by ATC, aircraft are then to be pushed out onto
the apron centerline.
START-UP PROCEDURES
All IFR aircraft are to call Ground Control 5 minutes prior to start-up to request
ATC clearance. Pilots are to inform Ground Control of their call sign (and proposed
flight level if different from the flight plan) when making the call. Once the flight
level is accepted by the pilot, and an ATC clearance is issued, the aircraft must
be ready to taxi within 5 minutes from the time ATC clearance is accepted, otherwise
the ATC clearance will be cancelled.
CHANGES: Chart reindexed. | JEPPESEN, 2011. ALL RIGHTS RESERVED.

CHIANG MAI INTL 21 JAN 22 11-1 .Eff.27.Jan. ILS or LOC Z Rwy 36
ATIS CHIANG MAI Approach (R) CHIANG MAI Tower Ground
127.2 129.6 118.1 121.9
LOC Final CC362 ILS
TM
Apt Elev 1036'

ICMA Apch Crs MANDATORY DA(H)
BRIEFING STRIP
^
8000
220
109.9 001^ 3300' (2293') Refer to Minimums Rwy 1007'
8800
100^
MISSED APCH: At MAP turn RIGHT, climb on track 014^ to CC~~4, 7600 280^
then turn RIGHT to CC2~4, continue to PUKAT, then proceed to 1
M
10 N
RIGTA at minimum 6600' and hold or as directed by ATC.
^
6600
040
No turn before MAP. MAX 200 KT until after turn.
RNAV1 required. Alt Set: hPa Rwy Elev: 36 hPa Trans level: FL130 Trans alt: 11000' MSA ARP
1. GNSS or DME/DME/IRU required. 2. RADAR required. 3. DME required. 110,600
18-50 5539' 5.0 CC2~4 VT(D)-41
50
3331'
20
MAX 200 KT
00
CC~~4 091^
00
2448'
VT(R)-5 MAX 200 KT
20
4000 NOT TO SCALE

30 3000
00 300
0 2000
014.7^
8
4000
2000 3144'
3111'
CC361 3000
15
D2.0 ICMA
ICMA
ILS DME
001^ 109.9 ICMA
181^
26.0
18-40 3321'
CC362 3000
10
D7.3 ICMA
3610'
300
0 LASOX 2205'
00
00 D10.2 ICMA
20
30
0
20 0
3472'
5
001^
0 00
VT(D)-42 200
30
18-30 RECOMMENDED
(IF) ALTITUDES
RIGTA MAX LOC (GS out)
D19.5 ICMA 210 KT ICMA DME ALTITUDE
0
MAX 210 KT 2038' (IAF) FAF 3300'

(IAF)
7.0 6600 7.0 PUKAT 7.0 3205'
ENRIS 6.0 2890'
091^ MAX 220 KT
MAX 220 KT 271^
181^
1776' MAX 8000 5.0 2575'

8000
6600
2000 3000 4.0 2260'

001^
3.0 1940'
98-50 99-00 3574' 99-10 2.0 1630'
5
RIGTA CC362
D19.5 ICMA LASOX
MAX 210 KT D7.3 ICMA
D10.2 ICMA GS 3300'
6600' 001^ MANDATORY CC361
3300' D2.0 ICMA
3700'
3100' 3100'
001 ^ TCH 54'
9.3 2.9 MDA 5.3 1.8 Rwy 1007'

19.3 1.8 0
Gnd speed-Kts 70 90 100 120 140 160 PAPI CIRCLE-TO-LAND
SSALF
GS 3.00^ 372 478 531 637 743 849 on 014^ CC~~4 No Circling
RT track
MAP at CC361
001^
.Std. STRAIGHT-IN LANDING

ILS LOC (GS out) 18
When missed apch climb gradient
CDFA
mim 4.0% (243 FT/NM) can be
achieved until CC2~4 1 DA/MDA(H) 36
181^
DA(H) 1240'(233') DA(H) 1420'(413') 1630'(623')

Max
FULL ALS out FULL ALS out ALS out Kts MDA(H)
A 100 2030' (994') V1500m
R1500m R1500m
B 135 2030' (994') V1600m
R800m R1200m R1500m
C 180 2220' (1184') V2400m
R1900m R2400m
D 205 2420' (1384') V3600m
1 VNAV DA(H) in lieu of MDA(H) depends on operator policy.

CHIANG MAI INTL 21 JAN 22 11-2 .Eff.27.Jan. ILS or LOC Y Rwy 36
127.2 129.6 118.1 121.9
LOC Final CC362 ILS Apt Elev 1036'
TM
ICMA Apch Crs MANDATORY DA(H)

BRIEFING STRIP
^
8000
220
109.9 001^ 3300' (2293') Refer to Minimums Rwy 1007'
100^ 8800
MISSED APCH: Climb STRAIGHT AHEAD to CC18~, then turn RIGHT to 7600
280^
intercept outbound CMA VOR R-010 to DUMUX, then follow 12 DME Arc 1
M
10 N
CMA VOR until intercept outbound CMA VOR R-120 and proceed to
^
040
6600
PUPIK, then follow 22 DME Arc CMA VOR to RIGTA at minimum 6600'
and hold or as directed by ATC. No turn before MAP. MAX 200 KT until after turn. MSA CMA VOR
Alt Set: hPa Rwy Elev: 36 hPa Trans level: FL130 Trans alt: 11000'
VOR, DME required. 1 10,600
30
3144' 20 2451' HOLDING FIX
30
[D~1~L] 00
00
3134' DUMUX MAX 230 KT
12
0^
2000
R-010/D10.0 CMA
3000
NOT TO SCALE MAX 200 KT MHA 8000

VT(D)-41
18-50 30
4000
25
1608' 0^
3331'
5539' CC18~
R-007 CMA
Arc C
CMA
12 D
D0.9 CMA 2448' CHIANG MAI
VT(R)-5 (IAF) 116.9 CMA
30
C
116.9MCMA
A
CHIANG MAI
ME
00
MA
20
D
4000
4000
2000 3144'
8000 4121'
CC361
00
3111'
120
20
D2.0 ICMA
^ 300
0
15
3154' 3163'
18-40 [D12~L] 3321'
CC362 3000 PUPIK 3501'
ICMA
ILS DME
D7.3 ICMA
2000
R-120/D20.0 CMA
0 3610' 001^ 109.9 ICMA
10
3 00
LASOX [D12~V]
D10.2 ICMA 2205'
00
3472'
20
3000
99-20
VT(D)-42
RECOMMENDED
5
001^
18-30 (IF)
4450' ALTITUDES
2000
1703'
RIGTA A LOC (GS out)
176^
40
CM
3000
00
D19.5 ICMA 2038' ICMA DME ALTITUDE

c
R-181/D20.1 CMA
Ar FAF 3300'
ME
MAX 210 KT
181^
7.0 3210'
0
6600 1776' D
22 6.0 2895'
[D181V] 5.0 2575'
MAX 210 KT 3180'
6600
001^
0 0 4.0 2260'
3574' 3000 20 3.0 1945'
98-40 98-50 2000 2451' 99-00 3000 99-10 2.0 1630'
5
RIGTA
D19.5 ICMA LASOX CC362
R-181/D20.1 CMA
MAX 210 KT
D10.2 ICMA D7.3 ICMA VOR
GS 3300'
6600' 001^ MANDATORY
CC361
3700' 3300' D2.0 ICMA
001^ TCH 54'

3100' 3100'
9.3 2.9 MDA 5.3 1.8 Rwy 1007'
Gnd speed-Kts 70 90 100 120 140 160 PAPI CIRCLE-TO-LAND

SSALF
GS 3.00^ 372 478 531 637 743 849 No Circling
to CC18~
MAP at CC361
001^

ILS LOC (GS out) 18
When missed apch climb gradient
CDFA
mim 4.0% (243 FT/NM) can be
achieved until CC18~ 1 DA/MDA(H) 36
181^
DA(H) 1240'(233') DA(H) 1420'(413') 1630'(623')

Max
FULL ALS out FULL ALS out ALS out Kts MDA(H)
A 100 2030' (994') V1500m
R1500m R1500m
B 135 2030' (994') V1600m
R800m R1200m R1500m
C 180 2220' (1184') V2400m
R1900m R2400m
D 205 2420' (1384') V3600m

CHIANG MAI INTL 21 JAN 22 12-1 .Eff.27.Jan. RNP Rwy 18
127.2 129.6 118.1 121.9
TM
Final CC181 LNAV/VNAV
Apt Elev 1036' 8000
RNAV Apch Crs MANDATORY DA(H)
BRIEFING STRIP
0^2
3400'(2364') 1560'(524') Rwy 1036'
C MA 2
181^ 2
100^ 7600
MISSED APCH: Climb on track 181^ to 5000', then turn LEFT direct 1 280^
10 N M
to RAXOM at minimum 8400' and hold as directed by ATC. 6600
0^
04
Alt Set: hPa Rwy Elev: 37 hPa Trans level: FL130 Trans alt: 11000' MSA CMA VOR
RNP Apch Baro-VNAV not authorized below 10^C. 1 10,600 2 8800
20 0 20 300 4000
0 00 0
20 (IF) 3000
00
PILEX 091^ MAX 220 KT
20
MAX 210 KT
8.9 8.9 8400
(IAF)
40
091^ 271^
00
SANRA 3000 (IAF) 271^
181^
00 MAX 220 KT MESUX
40
8400 MAX 220 KT 3088'
8400
30
19-00 3000
00
4692'
15
3000
4013' 3065'
00
00 3000
30
30
20
00
4000
00
40
30
00
3144' CC181
10
300
0 20
300
3134' 00 VT(D)-41
300
0
20
0
00
0
400
1608'
00 1274'
3331' 50
5539'
5
00
30
2000
VT(R)-5 2448'
3000 CC18~ 99-10
300 1180' MISSED APCH FIX
0
3111'
D
CMA
CHIANG MAI
116.9 CMA
0
181^
1130' RAXOM MAX 220 KT

00
181^
3000 MAX 200 KT

40
181^
VT(D)-42 8400
0
8400
200
001^
00
00
20
18-40 98-50 99-00

30
5
NM to THR FAF 7.0 6.0 5.0 4.0 3.0 2.2

ALTITUDE 3400' 3300' 2980' 2665' 2350' 2035' 1780'
PILEX
MAX 210 KT
5500' MANDATORY
181^ 3400' CC181 CC18~
3.00^
3400'
MDA TCH 50'
8.8 5.1 2.2 Rwy 1036'

16.1 7.3 0
Gnd speed-Kts 70 90 100 120 140 160 PAPI
Glide Path Angle 3.00^ 372 478 531 637 743 849
SSALF 5000'
on
181^
MAP at CC18~
.Std. LNAV/VNAV
STRAIGHT-IN LANDING
LNAV
CIRCLE-TO-LAND
No Circling
CDFA
DA(H) 1560'(524') 1 DA/MDA(H) 1780'(744') Max
001^
ALS out ALS out Kts MDA(H)

A 100 2030'(994') V1500m 18
R1500m R1500m
B 135 2030'(994') V1600m
36
181^
C 180 2220'(1184') V2400m

PANS OPS
R2000m R2400m R2400m

D 205 2420'(1384') V3600m
CHANGES: Procedure revised, new AOM concept. | JEPPESEN, 2011, 2022. ALL RIGHTS RESERVED.

CHIANG MAI INTL 21 JAN 22 12-2 .Eff.27.Jan. RNP Rwy 36
127.2 129.6 118.1 121.9
TM
Final CC362 LNAV/VNAV
Apt Elev 1036'
DA(H)
BRIEFING STRIP
RNAV Apch Crs MANDATORY 8000
Rwy 1007'
0^
001^ 3300'(2293') 1500'(493')
2
AR P 2
2
MISSED APCH: At MAP, turn RIGHT climb on track 014^ to CC~~4, 100^ 7600
then turn RIGHT to CC2~4, continue to PUKAT, then proceed 1 10 N M 280^
to RIGTA at minimum 6600' and hold or as directed by ATC. 6600
0^
04
No turn before MAP. MAX 200 KT until after turn. MSA ARP
Alt Set: hPa Rwy Elev: 36 hPa Trans level: FL130 Trans alt: 11000' 1 10,600 2 8800
RNP Apch Baro-VNAV not authorized below 10^C.
18-50 4000
3331' 5539' CC~~4 5.0 CC2~4 VT(D)-41
3938' 3000 MAX 200 KT 091^ MAX 200 KT
3000 50 0
00 0
2448'
30 30 0
0 400
0
NOT TO SCALE
20
30
00 00
1180'
20
014^
8.7
4558' VT(R)-5 2000
1130'
30
3111'
40
00
00
00
CC361 20
15
3000
200
0
200
0
18-40 3321'
181^
26.0
3000
CC362
10
3610'
00
30 300
0 2205'
00
LASOX
30
00
2000
VT(D)-42 3472'
20
5
001^
18-30
98-40 (IF) 1703'
0
RIGTA
200
RECOMMENDED
MAX 210 KT 2038'
00
ALTITUDES
30
00
0
NM to THR ALTITUDE (IAF)

7.0
20
0
7.0 20 0
FAF 3300' (IAF)
091^ 271^ PUKAT
6.0 2955' ENRIS MAX 220 KT
181^
5.0 2635' 1776'

6600
MAX 220 KT MAXIMUM

4.0 2320' 8000 8000
00
001^
3.0 2005'
30
2.0 1690' 3180'

MAX 210 KT 00
00
1.8 1630' 98-50 2000 3574' 99-10

30
20
5
RIGTA
MAX 210 KT
LASOX
CC361
CC362
MANDATORY
3700' 001^ 6600'
3300'
^
3.00
TCH 50' 3100' 3100'
MDA
Rwy 1007' 1.8 5.3 2.9 9.3
0 1.8 7.1 10.0 19.3
SSALF
Glide Path Angle 3.00^ 372 478 531 637 743 849
RT
on 014^ CC~~4
track
MAP at CC361
.Std. LNAV/VNAV
STRAIGHT-IN LANDING
LNAV
CIRCLE-TO-LAND
No Circling
CDFA
DA(H) 1500'(493') 1 DA/MDA(H)1630'(623') Max
001^
ALS out ALS out Kts MDA(H)

A 100 2030'(994') V1500m 18
R1500m R1500m
B 135 2030'(994') V1600m
36
181^
C 180 2220'(1184') V2400m

PANS OPS
R1800m R2300m R2400m

D 205 2420'(1384') V3600m

CHIANG MAI INTL 21 JAN 22 13-1 .Eff.27.Jan. VOR A Rwy 18
TM
127.2 129.6 118.1 121.9
VOR Final CC~82 MDA(H)
CMA Apch Crs
BRIEFING STRIP
MANDATORY Refer to Apt Elev 1036' 8000
0^
116.9 195^ 3400'(2364') Minimums
C MA 2
2
2
MISSED APCH: At MAP, turn LEFT to intercept outbound CMA VOR R-170, 100^ 7600
then proceed to 4000' and turn RIGHT to CMA VOR at minimum 8000' 1 10 N M 280^
and hold or as directed by ATC. 6600
0^
04
MSA CMA VOR
Alt Set: hPa Apt Elev: 37 hPa Trans level: FL130 Trans alt: 11000'
DME required.
1 10,600 2 8800
200 300
0 00
015^
0
60
[D~15S] 3000 6051'
021^
(IF) 5000
300
POTIV 19
200
0
D17.0 DM 40
0
00
MAX 210 KT 3000
EA
20
rc
20 0
1 95^
2622' 3088'
4692'
0
00
19-00 30
3000
3065'
40
[D~5~S]
00
30
CC~83
15
00
30 D12.1 2000 4912'

00 UPLAS
40
D17.0
00
8000
CC~82
200
D8.2
VT(D)-41
10
0
0 1608'
50 0
300
1274'
400
0^
18-50
0
5539'
05
0
VT(R)-5 2448'
3000
4000
CC~~9
D0.9
5
3000 1180'
300 (IAF)
0
05
0^
00 30
^ D
CMA
CHIANG MAI
116.9 CMA 2000
0
20
0
30
003144' 99-20
300
80 2
00
3111' RECOMMENDED
8000
0
20
ALTITUDES
MAX 230 KT 1130'
170^
CMA DME ALTITUDE

0
2000
0
200 FAF 3400'
8.0 3330'
18-40 3321' 7.0 3015'
6.0 2695'
3377' VT(D)-42
20 0
MAX 200 KT 30
00 5.0 2380'
0
4.0 2065'
3000 98-50 99-00 99-10 3.9 2030'
5
VOR CC~83 POTIV

D17.0
D12.1 MAX 210 KT
CC~82
D8.2 MANDATORY 4100'
CC~~9 3400' 195 5500'
^
D0.9 4100'
2700'
MDA
Apt 1036' 3.0 4.3 3.9 4.9
PAPI
SSALF CMA
LT
116.9
MAP at CC~~9 R-170
.Std. CIRCLE-TO-LAND No Circling
Max
Kts MDA(H)
001^
A 100 2030' (994') V1500m 18

B 135 2030' (994') V1600m
PANS OPS
36
C 180 2220' (1184') V2400m
181^
D 205 2420' (1384') V3600m


CHIANG MAI INTL 21 JAN 22 13-2 .Eff.27.Jan. VOR Rwy 36
127.2 129.6 118.1 121.9
TM
VOR Final CC364 Apt Elev 1036'
CMA Apch Crs DA/MDA(H)
BRIEFING STRIP
MANDATORY
8000
116.9 001^ 3300'(2293') 1630'(623') Rwy 1007'
0^2
C MA 2
2
MISSED APCH: Climb STRAIGHT AHEAD to CMA VOR, then turn RIGHT 100^ 7600
to intercept outbound CMA VOR R-010 to DUMUX, then follow 12 DME 1 280^
10 N M
Arc until intercept outbound CMA VOR R-120 and proceed to PUPIK,
6600
0^
then follow 22 DME Arc to RIGTA at minimum 6600' and hold or as
04
directed by ATC. No turn before MAP. MAX 200 KT until after turn. MSA CMA VOR
Trans alt: 11000' 1
10,600 2 8800
Alt Set: hPa Rwy Elev: 36 hPa Trans level: FL130
DME required.
MISSED APCH FIX
DUMUX
400
5539' 1274' [D~1~L]

010^
50
MAX 200 KT
0
VT(D)-41 D10.0
00
3000 1
VT(R)-5 20 MAX 200 KT
12
(IAF)
^ 1180'
CMA
CHIANG MAI
DM
010^
80 D
116.9 CMA
00
20
EA
00
30
MAX 230 KT
300 120 8000
r
120
c
CMA
^ 1130' ^ CHIANG MAI ^
00
116.9 CMA
20
CC363 [D12~L]
D2.6
0
200
200
PUPIK
15
0
18-40 D20.0
[D12~L]
3321' 00
30
30 3501'
00
CC364 PUPIK
D7.9
00
00 D20.0
30
20
10
00 [D12~V]
30
2205'
LINTI
D10.8
200
3472'
0
00
20
001^
5
18-30 4450'
1703'
00
30
00
(IF) MAX 210 KT 2000

40
RIGTA MHA 6600 rc

00
A RECOMMENDED
30
D20.1 2038' E ALTITUDES

DM
181^
MAX 210 KT
0
1776'
22 CMA DME ALTITUDE
FAF 3300'
[D181V]
00 7.0 3015'
001^
VT(D)-42 20 6.0 2700'

176^
3574' 3180'
5.0 2385'
200
0 00 4.0 2070'
30
2000
00
3.0 1750'
2451'
30
98-50 99-00 99-10 99-20 2.6 1630'

5
RIGTA
D20.1 LINTI VOR
MAX 210 KT D10.8 CC364
D7.9
6600' 001^ 3700' MANDATORY
CC363
3300' D2.6
3.00^
3100' 3100' TCH 54'
MDA
9.3 2.9 5.3 1.8 Rwy 1007'

SSALF CMA
Descent Angle 3.00^ 372 478 531 637 743 849 CMA
116.9 RT
116.9
MAP at CC363
R-010
CDFA
CIRCLE-TO-LAND No Circling
1 DA/MDA(H) (623') 1630' Max

ALS out Kts MDA(H)
001^
A 100 2030'(994') V1500m

V1500m 18
B 135 2030'(994') V1600m
C 180 2220' (1184') V2400m 36
PANS OPS
181^
V2400m
D 205 2420' (1384') V3600m

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Details for CHIANG MAI INTL

City CHIANG MAI

Print Date: 20 Jul 2022

98 FL150 90 Alt Set: hPa Trans level: FL130

RNAV 1 required GNSS or DME/DME/IRU required

6585 ATC in order to get RADAR guidance.

19-00 3. Pilot should plan for possible descend as depicted on

STAR, actual descend clearance will be given by ATC.

8800 KABMU 2A [KABM2A]

the most direct manner possible to rejoin the STAR

Proceed according to the STAR route to PILEX, descend

When an arriving aircraft is being RADAR vectored, if

clearance will be given by ATC.

direct manner possible to rejoin the STAR procedure

appropriate to its ATS route and landing direction and

98 8.9 271^ RNAV ARRIVALS

MAX 220 KT MONLO

CHIANG MAI INTL

CHIANG MAI, THAILAND

Print Date: 20 Jul 2022

if no transmissions are heard on the frequency in use

5000 if no transmissions are heard on the frequency in use

CHIANG MAI INTL

CHIANG MAI, THAILAND

Print Date: 20 Jul 2022

LAMUN 2A [LAMU2A], VISES 2A [VISE2A]

100^ MAX 230 KT

LOST COMMS LOST COMMS LOST COMMS LOST

A/C code 7600. 5000

Proceed according to the STAR route

When an arriving aircraft is being

RADAR vectored, if no transmissions

are heard on the frequency in use for

a period of two minutes, a radio

radio frequency check indicates a

manner possible to rejoin the STAR

procedure appropriate to its ATS route 18-30

with the procedures in item 2 above. RIGTA

Print Date: 20 Jul 2022

HOLDING POINT FOR RADAR SERVICE

Print Date: 20 Jul 2022

ADLUS 2N RNAV DEPARTURE

This SID requires a minimum climb gradient of 316

assigned level or MFA, whichever

Print Date: 20 Jul 2022

CHIANG MAI Apt Elev ADLUS

RNAV 1 required GNSS or DME/DME/IRU required L AM .A.W581.

1. Pilot should plan for possible climb as depicted on FL140

advise ATC when aircraft commences to pushback 10.

3. If unable to comply with SID or climb gradient, 10.0

CHANGES: Waypoint CC611 renamed to CC2~6.

2. For non-RNAV equipped aircraft, pilot shall inform

For non-RNP1 equipped aircraft, pilot shall inform 8800

ATC in order to get Departure instructions. 100^

ADLUS 2S [ADLU2S] CC613 92

assigned level or MFA, whichever

is higher, until next compulsory

5.4% V/V (fpm) 410 547 820 1094 1367 1641