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(10) Rock Sound, Bahamas. The weather is very similar to Nassau (see subparagraph (7).
(11) San Juan, Puerto Rico. The warmest month is September, with an average maximum of 86 Fahrenheit degrees, and the coolest months are January, February and March, each reporting an average minimum of 70 Fahrenheit degrees. The average annual precipitation is 61 inches. The seasonal range is not as great as other Caribbean stations. Fog is not a factor at San Juan, and when it does form on very infrequent occasions, it burns off soon after sunrise.
Low ceiling and visibility conditions are very infrequent, and occur mostly in heavy shower activity of very brief duration.
(12) Santo Domingo, Dominican Republic. July, August, and September are the warmest months with daily maximums of 88 Fahrenheit degrees and January and February are the coolest, reporting daily minimums of 66 Fahrenheit degrees. The average annual rainfall is 56 inches. There is a marked rainy season (May through October) where the average monthly rainfall exceeds 6 inches, and a dry season (December through March) when the average is 2 inches. Fog is very rare, occurring on an average of only two days per year. Ceilings may be lower than 1,000 feet on average of 22 days per year and visibility to be less than 1 mile on 7 days per year.
8-12. SOUTH AMERICA WEATHER INFORMATION. You will not find a pilot experienced in South American operations who has not had an unexpected and violent encounter with thunderstorms at altitude. On a moonlit night with the stars clearly visible and the cockpit lights properly dimmed, visual contact with weather is not difficult. On a moonless night, operating in a hazy layer of cirrus, even with the radar on, it may even surprise pilots. The area of greatest risk lies between lat. 10ºN. and lat. 10ºS. This area surrounding the equator is known as the ITCZ. Even thunderstorms of modest vertical development can produce substantial turbulence when operating in the vicinity. The following are some considerations in South America flying:
• ATC weather advisories do not exist.
• Use the radar frequently when operating over the South American continent, even when not anticipating weather. In the vicinity of the ITCZ, especially when in IMC conditions, there are dry top thunderstorms. Tilt the radar 2° or 3° down on MID or MAX gain in the 40 to 80 mile range. Avoid anything that paints no matter what intensity.
• Change radar ranges and sweep tilt from low to high when operating in conditions of low visibility or near known areas of thunderstorm activity.
• Listen carefully to broadcasts made on 123.45 by aircraft preceding your flight on the airways.
• Request weather information from opposite direction flights.
• Report weather encounters via in-the-blind broadcasts on 123.45.
• Send reports of weather to dispatch via company communications.
• Look through the windshield periodically.
a. Deviation. If a significant deviation around weather becomes necessary, request a clearance as you would normally do from ATC. If ATC does not respond on a VHF frequency, try to make contact on an HF frequency such as 8855, 5526 or as noted or the en route chart for the applicable ATC facility. ATC should unconditionally approve your request. If ATC does not answer your call, use good judgment. Any lateral deviation must include a broadcast of your position and extent of the off-course deviation on 123.45. Another aircraft may be able to relay your situation to ATC. Turn on exterior lights until returning to on-course. Be very conservative regarding the use of the seat belts sign.
b. Fog. Fog is not a weather problem here. Thunderstorms are reported on an average of 76 days per year, primarily in the months June through October with January and February the only months free of them. Most of the precipitation is a result of this thunderstorm activity.
During a 5-year period of record, visibilities 1 mile or less occurred on an average of 12 days per year and ceilings of 1,000 feet or less occurred on an average of 56 days.
c. Airports.
(1) Asuncion, Paraguay. The warmest month is January with an average daily maximum of 95 Fahrenheit degrees while the coldest months are June and July with average daily minimums of 53 Fahrenheit degrees. The average annual precipitation is about 52 inches a year. This amount is distributed evenly over 8 months of the year with about 6 inches a month and a definite dry season of June through September with about 2 inches a month. Snow and freezing precipitation (except hail) does not occur. Poor operational weather at Asuncion is primarily the result of polar front activity, which causes low ceilings and visibility due to rain, fog, and thunderstorms. The most severe weather type is the slow moving cold front or pre-cold frontal squall line with associated thunderstorm activity. This weather type produces some of the worst flying weather in all of South America due to the violence and severity of the squall line thunderstorms. Thunderstorms occur about 45 days out of the year, mainly in the long summer season of October through April when air mass, as well as frontal type thunderstorms, may occur. Most fogs are associated with frontal systems. They may occur at any time of the day.
Those that form at night usually clear or lift by mid-day. The prevailing surface wind is from the northeast except in October and December when southeast winds prevail. Average speeds are about 8 knots.
(2) Brasilia, Brazil. September is the warmest month with an average daily maximum of 86°F while July is the coolest month with an average daily minimum of 50 Fahrenheit degrees. The average annual precipitation is approximately 75 inches of which about 65 inches falls during the 6 month rainy season of October through March. The dry season of June through August produces less than an inch of rain per month. Snow and freezing precipitation are unknown. Good weather characterizes the dry season. Haze can occasionally cause marginal visibilities.
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(a) During the rainy season, the three following main weather situations can cause marginal or closed conditions at the airport:
1. One is an air-mass thunderstorm (usually in late afternoon) with associated rain and low scud but these seldom last for more than 30 minutes.
2. The second is a widespread continuous deck of low and middle clouds with rain caused by warm, moist unstable air moving along the plateau. Low ceilings and visibilities may prolong this condition.
3. The third comes with nocturnal clearing and light or calm winds after a period of rain resulting in the formation of ground fog, which usually dissipates rapidly after sunrise.
(b) During April and May, cold fronts often reach Brasilia, resulting in a brief return to the rain type regime and thunderstorms can occur. The surface wind is generally SE. to ESE.
during the dry season and varies from very light during the night, reaching its greatest speed during the afternoon. During the rainy season, they are usually light and variable.
(3) Buenos Aires, Argentina. The warmest month is January with an average daily maximum of 86°F and the coldest month is July with an average daily minimum of 44 Fahrenheit degrees. The average annual precipitation is 37 inches which falls in varying amounts each month ranging from 2 inches to 5.7 inches. The rainiest months are usually October through April. There is no true dry season. Snow and freezing precipitation are rare. The most frequent weather problem is fog. Fog is most frequent in June from 0400 to 0900 local time. Fog of 18 hours duration is not uncommon, beginning a few hours after sundown and lasting until early afternoon and 75 percent of all fog ends by 1000 local time. Fog may be of the radiation type with HF from May through August or of the frontal and postfrontal type, which can occur during any month at any time. Sea fog is uncommon at the airport but is often over the Rio de la Plata. The second most frequent cause of weather problems is the rapid development of temperate latitude frontal systems. These systems often produce thunderstorms, heavy rain and low stratus in addition to fog. On a yearly average, Porto Alegre is open 90 percent of the time and Montevideo is open 74 percent of the time when Buenos Aires is below 400 feet and/or 1 mile. The surface winds are primarily easterly from September through March and northerly during April through August. The average wind speed is about 6 knots.
(4) Caracas, Venezuela. September is the warmest month with an average maximum of 90 Fahrenheit degrees, and January and February are the coolest months averaging a minimum temperature of 72 Fahrenheit degrees. Maiquetia receives an average of 24.4 inches of rainfall per year. This varies from 0.6 inches for April to a maximum of 4.3 inches for February.
In spite of this great spread, there does not seem to be a generally wet or dry season as in most other tropical stations. Fog is not a weather factor at Maiquetia. Thunderstorms are very rare, occurring only on an average of about four days per year, and confined to the months of August, September, and October. Thunderstorms do form frequently over the mountains to the south of the station but have little effect upon the local weather other than some cloudiness and brief shower activity. Ceilings below 800 feet are reported only two-tenths of 1 percent of the time, and 1/3 of these cases last for only 1 hour or less.
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(5) Maracaibo, Venezuela. The months of July, August and September are the warmest with maximum temperatures averaging 94 Fahrenheit degrees while January and February are the coolest with average minimums of 73 Fahrenheit degrees. Maracaibo receives
22.7 inches of rainfall per year. The wetter season, May through November, accounts for 21 inches of the total with the balance spread over the remaining months.
(6) Montevideo, Uruguay. The warmest month is January with an average daily maximum of 83 Fahrenheit degrees and the coldest months are June, July and August with average daily minimums of 43 Fahrenheit degrees. The average annual precipitation is 37 inches which is quite evenly distributed throughout the year. The weather is the result of both continental and maritime influences. The major operational problems come from a high frequency of radiation fog, frontal and postfrontal fog and sea fog. The peak of the radiation fog season comes in June when Carrasco reports below minimums in fog over a quarter of the time during the early morning hours and 16 percent of the observations for the month on a 24-hour basis are below 600-2 elevation. Often the airport closes or is marginal due to continuous fog for periods up to 3 days. October and November are the preferred months for sea fog while the frontal type fogs may occur in any month. The passage of cold fronts is common during the entire year. While thunderstorms occasionally occur during these frontal passages, they are more likely to occur as summer air-mass thunderstorms in January and February, although overall thunderstorm frequency is not great. The prevailing surface winds are northerly during the months January through August and southeasterly during August through December. The average wind speed is about 11 knots. Sea breezes are common during summer days and override the prevailing direction.
(7) Río de Janeiro, Brazil. The warmest month is February with an average daily maximum of 85°F while July is the coolest with an average daily minimum of 63 Fahrenheit degrees. The average annual precipitation is 43 inches with the monthly amounts varying from 1 1/2 inches in the dry season month of July to 5 1/2 inches in the rainy season month of December. Rio’s rainfall pattern is tropical with heavy summertime afternoon and evening showers and thunderstorms providing most of the precipitation.
(a) Rio de Janeiro has a subtropical climate with influences of both a continental and maritime nature. Except for the mid-summer months of December through February, the airport experiences weather either influenced by the polar front or by actual polar front passages.
While occurring most frequently in the winter, frontal passages may occur at any time of the year.
(b) The weather usually remains operational except when thunderstorms are present or when post-frontal fog occurs. Thunderstorms at, or in the vicinity of, the airport occur primarily in the summer months of October through April, reaching maximum occurrence in February when nearly 10 percent of the observations at 1700 local time report thunderstorms.
This late afternoon maximum, which prevails throughout the summer, is indicative of the air mass and orographic nature of most Rio thunderstorms. However, they can occur during the other months, usually in association with polar frontal passages. These thunderstorms are usually severe and their occurrence is random with regard to time of day. Hail is not uncommon, particularly to the NW. of the airport near the mountains.
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(c) There is a fairly high incidence of fog from mid-April to mid-July. This fog is both radiation and advective in nature, forms with clear skies and light winds usually in the early morning, and dissipates about 2 hours after sunrise. This is a mid-winter phenomena reaching a maximum in July at 0800 local time when over 1/3 of the observations report fog with conditions below 300 feet and/or 1/4 of a mile. Fog often forms over the harbor and drifts over the airport with northerly winds. Whether or not the fog reaches and covers the airport, it presents a difficult problem in forecasting. Haze often lowers visibility to 2 miles or less for days at a time. This phenomenon is most pronounced during the dry season.
(d) The prevailing surface wind is southeast with average speeds of 8 knots. The most significant feature of the surface wind is its land and sea breezes. In a normal diurnal pattern, the wind is light or calm or will be from the north with low wind speeds. The sea breeze takes over about noon and continues as a southeast wind until late afternoon or early evening.
(8) Sao Paulo, Brazil. The warmest months are September and October with average daily maximums of 86 Fahrenheit degrees. The coldest months are June and July with average daily minimums of 57 Fahrenheit degrees. The average annual precipitation is 59 inches with about 8 inches falling in the peak summer months and about 1 1/2 inches during mid-winter.
Thunderstorms account for most of the summer rain and frontal passages produce lesser amounts in the winter. Snow or frozen precipitation is unknown. Poor weather at Viracopas results from several weather situations among which are thunderstorms (air mass or associated with polar frontal passages), fog and low stratus with rain. The summer (October through March) is the preferred season for thunderstorms. Thunderstorms are most frequent between the hours of 1700 and 2100 local time. Most air-mass thunderstorms form to the NW. of the airport and move across the field from NW. to SE., or pass north or south of the field. The less frequent frontal-type thunderstorms may approach the airport from the SW. quadrant.
8-13. COMMUNICATION. When compared to voice communications, particularly to HF, Future Air Navigation System (FANS) 1/A data link provides a significant communications benefit in terms of error reduction and efficiency. Although communications problems were experienced initially, the system now achieves the desired level of performance. The improvement in communications performance is primarily due to work done in the South Pacific finding and resolving problems, and in developing and adopting procedures that ensure maintenance of system performance.
8-14. NAVIGATION. The navigation element has been the least problematic of the functions.
There have been few reports of problems to date and the system consistently delivers highly-accurate navigation solutions, improving efficiency and safety.
8-15. SURVEILLANCE. The airborne Automatic Dependent Surveillance (ADS) application will provide an ATS system with information on the present position of the aircraft. ADS can also provide short and long-term intent, local meteorological data, and occurrence of certain events. ADS contract requests from the ATS provider via data link determine the ADS reporting rate, triggering events, and groups of data to report. The system has the potential to deliver additional oceanic capacity through separation reduction as well as improved safety
(e.g., weather avoidance) through near-real-time surveillance.
8-16. CAR-SAM ROUTES.
a. Takeoffs. Unless specified on the airport pages or stated in the Aeronautical Information Publication (AIP), departures from South American stations do not require the ICAO noise abatement takeoff profile. Mexico, depending on the runway, may require an ICAO takeoff profile.
b. Transponder. The TCAS system depends upon signals from the transponders of other aircraft and vice versa. Some foreign carriers actually turn their transponders off when they leave a Caribbean or South American radar environment. The International Air Transport Association (IATA) is making an effort to correct this situation. This is another reason to maintain extra vigilance during night operations. Look for instructions on the Latin America/South America High Altitude Chart. In South America, there are no alternate instructions in the AIP. Therefore, use code 2000 when beyond radar coverage if there is no specification for another code.
c. Dispatch.
(1) Sample Routing. For the purpose of training, we will use a South American route, as we know to use the same procedures in the Caribbean.
FIGURE 9. MIAMI TO SAO PAULO 1
CONTACT
PORT AU PRINCE
SANTO DOMINGO
CURACAO
CONTACT
PORT AU PRINCE
SANTO DOMINGO
CURACAO SHORT CUT SHORT CUT
MAIQUETIA
CONTROL
MAIQUETIA
CONTROL MM 14
MIAGRU02J MIA SKIPS BR53V SWIMM A315 PJG G446 REPIS UG446 MIQ UA315 MAN U\N9 CPN STN GRU (CLASS 1 FOR RNAV AIRCRAFT FOR ENTIRE ROUTE) (SINGLE LONG RANGE NAV SYS PERMITTED IF DUAL ADF), (2 HF REQD) GRUMIA01J GRU BGC UW2 BRS LIA312 TIM UA324 POS UG449 ANADA G449 DDP A555 ZQA RESIN FOWEE 3 MIA (SINGLE LONG RANGE NAV SYS PERMITTED IF DUAL ADF EQUIPPED) (2 HF REQD), (CLASS 2 NAV FOR RNAV AIRCRAFT FROM STM TO KOXAM) Par 8-16 Page 97
(2) South American Route Validation.
(a) The above represents typical routing between Miami and Sao Paulo. If this route requires a South American route validation, the FAA check airman should look for the following:
• Areas of Class II navigation.
• Areas of in-the-blind broadcasts.
• Areas of critical terrain depressurization escape routes.
• FIRs.
• Notes associated with FIR crossings.
• Critical terrain areas.
• ATC communication boxes.
• Emergency airports.
(b) In this example, different southbound and northbound routes are required to achieve variety. Below is a presentation of the normal sequence of events along a specific route (02J) from Miami to Sao Paulo.
d. Southbound Flights. The first flight to receive a clearance will get the best altitude.
Therefore, call clearance early and request your highest available FL for your weight. Flights tend to arrive at South American destinations at the same time. Holding may be necessary since the acceptance rate may be quite low compared to domestic airports.
e. Miami Center. Normal VHF with radar coverage until into the Port-au-Prince FIR.
Expect clearance direct to ACMEE (not on LEGS page), direct JOSES.
f. Port-au-Prince Control. Contact at JOSES with standard position report. They will clear you direct Cabo Rojo (CRO) if requested.
g. Santo Domingo Control. Contact at least 10 minutes (VETMO) prior to FIR (CRO) for ATC clearance.
h. Curacao Control. Contact 5 minutes prior to VESKA. Request VESKA direct Cabo Codera (CBC). Expect change to Maiquetia Control east of Curacao (PJG) at the RR (REPIS).
i. Maiquetia Control. Has radar but normally requires position reports. Radar coverage extends from 150 miles north to 30 miles south of Maiquetia VOR (MIQ). Set one HF to Maiquetia Radio on 8855, 5526 or 10096 (SAM-2). Use Maiquetia Radio for ATC position reports if assigned VHF frequencies do not respond. Report LODIR, Canaima (CMA) and ISANI. Critical terrain escape routes exist in the vicinity of CIMA.
j. Manaus Center. Contact on VHF or above HF frequency. Expect the use of both VHF and HF ATC frequencies. Operations from TEPIM to TESAL require IFBP reports. You may lose VHF ACARS. Company communication is possible via SATCOM Voice or HF.
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k. Brasilia Center. Contact at TESAL. Expect radar contact south of TESAL. Brasilia Center controls flights all the way to Sao Paulo (GRU). Expect normal VHF handoffs.
l. FIR Boundaries. Unlike the United States, when crossing into airspace controlled by different countries, controlling agencies do not do handoffs efficiently or at all. It may be necessary to make a call in advance to the ATC facility for the national airspace you are approaching. The procedures for this communication are on the Jeppesen high charts for Miami, Port-au-Prince, Santo Domingo and Curacao. Identify the FIR boundaries on the chart. Then, locate the procedure associated with crossing. In most cases, a 10-minute advance call is adequate. Call on the proper frequency and give your estimate for the boundary fix and your FL.
For example: “Curacao control, Aircraft 983 estimating VESKA at 0725, flight level 370.”
Curacao replies: “Aircraft 983, report VESKA.” Make a full position report to the new facility when passing over that boundary fix.
(1) Contact New Facility. After making a position report to the old facility at the boundary fix, you will receive instructions to contact the new facility (the one you made the advance call to) on the appropriate frequency. As mentioned above, another position report will be necessary. Occasionally, a frequency change will be issued prior to reaching the boundary fix.
In that case, wait until passing the boundary fix before giving a position report. A common practice is to advise the old facility prior to reaching the boundary that you are in contact with the new facility: “Santo Domingo control, Aircraft 983 estimating VESKA at 0725 and we are talking to Curacao.” This statement may accelerate the handoff.
(2) Complete Position Reports at Compulsory/Reporting Points. Some FIRs have radar. However, it is best to assume that they do not. Even when radar is available, the controllers may still expect you to make position reports. Unless instructed to omit all position reports or reports at specific fixes, make complete position reports at each compulsory/reporting point. Listen carefully to instructions from the controller as to which position to report next, if any.
m. ATC Separation. In South America, in a non-radar environment, separation between aircraft at the same altitude is based upon position reports to maintain 15 minute spacing. There is movement in getting the countries to work with 10 minute separation standards using certain RNAV routes. Expect this to be the standard in the future.
n. Northbound Flights. Once an operator files a flight plan in South America, it is very difficult to change. Call early for clearance so that there will be time to request any route changes if a delay or a low cruise altitude is assigned. For language problems, ask local operations for assistance. The first flight to receive a clearance will get the best altitude. If the departure SID does not agree with the flight plan, ask for clarification.
o. Low Altitude Cruise. Northbound flights are more likely to receive a cruise altitude clearance well below the optimum cruise altitude than southbound flights. This is the result of fewer converging airways in South America and the never-ending language difficulties with Spanish and Portuguese speaking air traffic controllers.
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p. Navigation. Circle Class II waypoints on the master Flight Plan Forecast. Then, check them against waypoints on the control display unit (CDU) LEGS page. Two independent verifications of course and distance “to each waypoint in Class II airspace” are required before entry. Do a position check within 2 minutes prior to each waypoint by comparing the FMC position with the Flight Plan Forecast waypoint latitude/longitude coordinates. Accomplish another verification of course and distance as you pass each waypoint with a line drawn through circled waypoints. When ATC announces, “radar contact,” it may suspend Class II navigation procedures. South America does not require position plotting. All southbound and northbound flights, regardless of the flight planned route, should have pre-departure and en route Class II navigation checks accomplished on them. En route NOTAMs may reveal NAVAIDs out of service, which can quickly change a Class I route into a Class II route. Use the following Class II checklist for South American operations:
• HF and SELCAL check.
• Compass deviation check.
• Air data inertial reference unit (ADIRU)/FMC gross error check.
• Navigation source validation.
• LDOC.
• VHF 123.45/121.5.
• Transponder 2000.
• Re-dispatch message RDA/IRU.
q. Miami Radio. A facility located at the Miami airport can now provide a strong HF and SELCAL check while at the gate in Miami. Use the following frequencies: 6637, 10033, 21964.
r. Caribbean Airports.
(1) El Salvador, San Salvador. The airport is at sea level and is right off the coast.
Plan on flying the 15 distance measuring equipment (DME) arc to Runway 07. The airport lies among some agricultural fields and it might be hard to see until within 7 DME. Expect tower to clear you for the visual once you have the airport in sight. There is high mountainous terrain east of the airport.
(2) Freeport, Bahamas. Freeport International Airport (elevation 7 feet) is on Grand Bahamas Island. The island is relatively flat. However, there is an airspace restriction (MY (R)-3000) located 25 miles east of Freeport consisting of a tethered balloon, which rises to 15,000 feet.
(3) Georgetown, Paramaribo. The airport (elevation 95 feet) is 25 miles south of Georgetown. The land is low, marshy jungle with numerous small rivers. The terrain rises Page 100 Par 8-16
gradually away from the airport to the south and west reaching elevations of approximately 1,200 feet 60 miles to the south and 1,400 feet 55 miles to the west.
(4) Guatemala City, Guatemala. This is a special airport that requires an entry and an exit for part 121 operations before you can use it. The airport lies in a bowl with high terrain rising all around it. Good SA is imperative to a safe operation. For RWY 01, plan on using the instrument landing system (ILS) DME Arc. Proper speed control is necessary for executing a good approach, so do not exceed 170 knots. The FAA recommends using the autopilot (AP) for this approach. When making the final turn on from the 177 radial of AUR, turn initially to a heading of 330° and keep your track line just outside Vilan on the ND. If you turn too far inside Vilan, you cannot start down until you have the localizer. You will not get the localizer until well inside the final approach fix (FAF). The RWY 01 has a huge down slope at the approach end starting roughly 2,200 feet down the runway. If the airplane has not touched down by this point, execute a missed approach. You will be too far down the other end of the runway before you touch down and will not have enough room for stopping. Visually, there is a crevice at the approach end of RWY 01, giving the illusion that you are too low. For all the non-precision approaches, you must calculate a visual descent point (VDP). The minimum descent altitude (MDA) is usually reached at the VDP for a safe landing.
(5) Kingston, Jamaica. The airport (elevation 10 feet) is just south of Kingston on a narrow peninsula across the harbor. The highest elevation on Jamaica is approximately 7,400 feet and lies 13 miles ENE. of the airport.
(6) Mexico City, Mexico. The airport (elevation 7,341 feet) is on the central peninsula of Central America. The airport is in a bowl-like area with very high terrain rising rapidly around it. There is also an active volcano. SA is critical to a safe operation. The controllers speak English but will speak Spanish to Latin carriers. Expect to be at 250 knots when within 30 DME below FL 180. Arriving into Mexico City from the north or south, expect to have your Standard Terminal Arrival Route (STAR) and approach change frequently. Be careful not to be heads down on glass airplanes when it might be easier to fly raw data and avoid many changes to the FMC. If landing 5R, plan on going over System Management Office (SMO) VOR at a maximum speed of 200 knots for the arrival. From Mateo in-bound, a speed of 160 knots works well for the approach. You will be slowing down and going down at the same time so plan accordingly. ATS may ask you to maintain a higher speed until SMO. Remember you do not accept any clearance you cannot comply with. Give them an option (e.g., “Aircraft XXX maintain 250 knots until Mateo VOR.”) response: “Mexico City, Aircraft XXX cannot maintain two five zero knots until Mateo VOR. I can give you two zero zero knots until Mateo.” The controllers will comply with what you give them. You will also have a higher true airspeed (TAS) due to the elevation and climate. The turn to the final approach course is 110° and false localizer capture can occur. The FAA recommends capturing the localizer via raw data before arming the approach. Runway 5R has a displaced threshold and there is a tendency to dive for the runway. Stay on glide slope as long as possible. Tower may issue you a sidestep maneuver to 5L. Stabilized approach criteria are limits so be cautious accepting this clearance too low. Use maximum reverse thrust when able.
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(7) Montego Bay, Jamaica. The airport (elevation 4 feet) lies directly parallel to the coast and on the shoreline in a locally swampy area. Hills rise gradually in all directions, except for the ocean area, reaching 1,300 feet to 2,000 feet within 10 miles.
(8) Nassau, Bahamas. Nassau International Airport, elevation 10 feet, has relatively flat terrain.
(9) Port-au-Prince, Haïti. The airport (elevation 109 feet) is on a sharp indentation of the western shore of the island of Hispaniola. Elevations of almost 7,500 feet are 14 miles south of the airport, 9,000 feet 23 miles SE. and 4,600 feet 15 miles to the ENE.
(10) Port of Spain, Trinidad. The airport (elevation 57 feet) is approximately 12 miles ESE. of Port of Spain. The terrain is generally quite flat except for a mountain ridge extending east/west along the northern portion of the island, with elevations of 2,400 feet 5 miles north of the airport and almost 3,100 feet some 9 miles NNE. of the airport.
(11) Rock Sound, Eleuthera, Bahamas. Rock Sound International Airport, elevation 10 feet, has relatively flat terrain.
(12) San Jose, Costa Rica. The airport has high mountainous terrain on all sides.
Expect to be held high on the approach with the runway visually sloping up. You will feel very high on the approach. Using 3:1 profile all the way down will let you know how high you are.
For RWY 07 there is a 6,000-foot mountain just off your right on the approach as you are passing 6,000 feet. Stay on the localizer and do not deviate. Approaching the gate, keep your power on as there is a small upslope. For alternate airports, San Salvador is the closest and best response time.
(13) San Juan, Puerto Rico. Puerto Rico International Airport (elevation 10 feet) is on the northeastern shore of Puerto Rico. The terrain is generally level along the immediate coastal section, but a range of hills up to about 500 feet lies about 3 miles directly south of the airport. About 5 miles south are the foothills of an east-west range of mountains. Thirty-five miles SSW. terrain rises to almost 4,400 feet.
(14) Santo Domingo, Dominican Republic. The airport (elevation 58 feet) is on the south coast of the island of Hispaniola. The terrain in the immediate vicinity and to the east of the airport is flat. However, mountains rise to the north and west.
s. South American Airports.
(1) Buenos Aires, Argentina. SAEZ (EZE) - Ezeiza International Airport.
(2) Barranquilla, Colombia. The airport (elevation 94 feet) is about 5 miles south of Barranquilla. The terrain to the south and west of the airport is relatively flat but mountains begin their rise some 40 miles east of the field, reaching almost 19,000 feet 65 miles east of the airport.
(3) Caracas (Maiquetía), Venezuela. The airport (elevation 235 feet) is on the northern coast of South America. A range of mountains running parallel to the coastline rises
abruptly from the airport with an elevation of approximately 9,100 feet 12 miles ESE. of the airport. There is also very high terrain immediately to the south, southeast and southwest of the airport. Use cockpit radar as a NAVAID backup during departures and arrivals.
(4) Maracaibo, Venezuela. The airport (elevation 213 feet) is on the western shore of the channel connecting Lake Maracaibo with the Gulf of Venezuela. The terrain in the vicinity of the airport is flat but mountains rise to an altitude of over 12,000 feet 90 miles west of the airport, and to over 6,500 feet 65 miles to the ESE. Terrain rises to almost 19,000 feet about 120 miles west of the airport.
(5) Montevideo, Uruguay. SUMU (MVD) - Carresco International Airport.
(6) Río de Janeiro, Brazil. The airport (elevation 30 feet) is on an island in the western extremity of a bay. It is in a bowl-like area, but immediately to the south, west and north, the terrain rises rapidly. To the SE., the mountain-ringed bay only provides one small opening to the sea. To the north of the airport at a distance of 20 to 30 miles lies a mountain barrier aligned east/west with peaks reaching 5,000 to approximately 8,000 feet.
NOTE: High terrain in this area requires close adherence to published procedures.
(7) Santiago, Chile. SCEL (SCL) - Arturo Merino Benitez International Airport.
(8) Sao Paulo, Brazil. SBGR (GRU) - Guarulhos International Airport Max gross weight departures from GRU will often require performance adjustments.
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