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AATMP-23
NATO nations and the service providers that produce their terminal approach, departure and aerodrome charts
AATMP-23 sets the minimum information and format for NATO terminal approach charts, departure charts and aerodrome diagrams, agreed by nations under STANAG 3970.
AATMP-23 is a NATO Allied Air Traffic Management Publication. It fixes the minimum information and the format for three chart products: terminal high/low instrument approach charts, standard instrument departure (SID) charts, and aerodrome diagrams/layouts. It does not set a single house style; it lists what every chart must carry and where, and leaves room for national publishing conventions to accommodate the minor differences between member nations' own publishing specifications. This is the current edition, Edition A, Version 2, effective on receipt and superseding Edition A, Version 1.
AATMP-23 is written to whoever produces flight information publications (FLIP) for a NATO nation: national aeronautical or military publishing authorities, and the NATO Led Service Providers that implement it at existing or planned airfields and during deployed operations. It does not address a manufacturer or a certification body.
It binds through STANAG 3970: nations agree to use AATMP-23 by ratifying that STANAG, can ratify with reservations, and then implement the content and format requirement domestically. A company producing charts meets AATMP-23 when a national authority, or a contract with one, requires it, not because the document exists in the abstract.
Every terminal approach chart needs a communications list, a plan view, a minima block and, where appropriate, an aerodrome sketch, with the authorising agency, the aerodrome name and ICAO indicator, and the procedure type each fixed to a specific corner outside the frame. A fourth label, top left, states which design criteria the underlying procedure was built to: TERPS, MIPS (implemented by AATCP-1), PANS-OPS, or a national criteria set. The aerodrome sketch has to carry runway dimensions, taxiways, arrester gear, lighting, elevations, relevant navigation facilities and the aerodrome beacon. Minima are portrayed to AATCP-1, and coordinates are given in decimal minutes with the geodetic datum identified where known.
SID charts follow the same communications-list, plan-view and labelling rules, with a written departure route description added: every turn, altitude, heading, distance, facility and route to the terminating fix, plus lost-communication procedures where they exist. Aerodrome diagrams carry full runway and taxiway data, navigational facilities, the control tower, and any features a national authority requires, with an accurate position reference system and a stated datum.
AATMP-23 governs only what a chart shows and where. It does not set the flight-safety mathematics behind it, such as obstacle clearance or minima calculation, which come from the design methodology a chart's own corner label names (TERPS, MIPS, PANS-OPS or a national equivalent). It assumes that capability already exists, and, for operational or deployed airfields, that full safety surveys under STANAG 4720 are carried out separately.
AATMP-23 describes no certification, accreditation or third-party audit. A nation's ratification and any reservations are recorded in the document itself. Before taking on an airfield or a deployment, a NATO Led Service Provider reviews suitability, currency and ratification status itself, and determines whether existing facilities and procedures already comply - a self-review, not an external one. The document's own safety mitigation is an independent, qualified check of a chart before it is released for operational use.
AATMP-23 is an operational and technical standard: the work is chart design and chart checking, done by aeronautical publishing and procedure-design specialists, not by software. ComplyTrain supports the paperwork around that work: a documented procedure describing how your organisation designs and formats terminal approach, SID and aerodrome charts against AATMP-23's minimum-information list; training records showing chart designers and checkers know the current edition's requirements; and the record of the independent, qualified check the standard's safety annex expects before a chart is released, against which edition, and what it found.
ComplyTrain does not design instrument approach procedures, calculate minima, verify geodetic coordinates, or carry out the independent, qualified-designer check itself, and it does not run safety surveys under STANAG 4720. That work stays with your procedure-design and airfield-survey capability.
Which tier of NATO aviation documentation applies to a contract, and what comes with it, is set by the contract and the customer's quality clause. Use the standards explorer to see what sits alongside AATMP-23, and talk to us about the evidence trail around it.
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Only where a contract or a national authority says so. AATMP-23 binds through STANAG 3970, which a NATO nation ratifies and then implements domestically; a chart producer meets it because a tender, contract or national mandate requires it, not because the document exists.
STANAG 3970 is the agreement by which NATO nations commit to use AATMP-23. AATMP-23 is the technical content itself: the minimum information and format for terminal approach, departure and aerodrome charts.
No. AATMP-23 describes no certification, accreditation or notified-body scheme. The compliance checks described in the document are carried out by the implementing service provider itself, and by an independent, qualified check before a chart is released.
Edition A, Version 2, dated August 2026. It is effective on receipt and supersedes Edition A, Version 1.
From the NATO Standardization Document Database, or through your national standardization authority. NATO documents are free of charge; we do not sell or host copies.
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