Stockholm, Sweden ARN/ESSA

Stockholm, Sweden

ILS 01L & R
LOC 08
ILS 19L & R
ILS 26

ALTERNATES: Stockholm Stanksta (preferred ALT), ESGG Gotengborg Landuetter, ESMS Malmo Sturup, EMFK Helsinki, EVRA Riga, EETN Tallinn.
 – Check that Metric conversion table is on trip kit (need when flying through USSR)
 – Check escape routes via IRAK if overflying MEast

TERRAIN:  high obstacle 2200Ft Southeast of Airport

ARRIVAL: Check Altitude and speed constraints 250 kts below 10,000′, turning base leg 180 kts, 160 kts to “OM”.
Expect “XILAN” ARR, prepare RNAV, if RWY 26 in use expect XILAN 5V (RNAV STAR), ATC will give you vectors to fly direct to the LOC (Check ALT / DIST).
After Landing vacate RWY via:
• 01R= W5-W6-W7-W8 19R= Y5-Y3-Y1 26= X3,  taxi to the  gate
• 01L= Y6-Y8-Y10-Y09 19L= W4-W3
QATAR AIRWAYS uses terminal “F” gate 36R follow taxiway “Y” and “Z”

1. FOR P/B call clearance delivery inform A/G type, Stand, ATIS #, QNH
2. Expect “BABAP 2G” from RWY 19R
3. Taxi out Z-ZL-Y to RWY 19R


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Durban King Shaka, South Africa DUR/FALE

Durban King Shaka, South Africa

ILS 06/24

SIDS/STARS available
Flights arriving from west/south plan for a descent with strong tail winds.
Inbound flights use JNB as an alternate.
Inbound Durban clearance will be given upon initial contact with Johannesburg centre.

Heavy rains and low visibility during summer thunderstorms can be expected.

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Cape Town, South Africa CPT/FACT

Cape Town, South Africa

Flights inbound from the north:
Expect straight in RWY19  or Expect RH downwind RWY01 (follow star then RV)
If visual approach in use for RWY 19 flights inbound from the east usually fly a LH visual inside the Tygerberg Mountain (turning finals at 3.4 miles out).
Expect inbound clearance Cape Town upon initial contact with Cape Town Centre.

Flights arriving from east: Mountains are at around 7000 ft so if complying with the visual 19, expect to be high.

Call Cape Town Apron during the descent to confirm your gate number.
After landing, switch to ground 121.900

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Erzurum, Turkey ERZ/LTCE

Erzurum, Turkey


The airport lies in an E/W valley with considerable terrain to the N and S. The elevation is 5,765ft. At 9 nm finals on RWY 26L/R there is a spot height of nearly 8,050ft amsl just 2 nm north of the extended centreline.


CAUTION: Due to high aerodrome elevation, consideration should be given to earlier accomplishment of the Descent and Approach Procedures.


ILS RWY 26R steeper than normal.


RWY 26L/08R is 30m wide!
RWY 26L PAPIs steeper than normal.


Caution: Bird hazard.

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Dushanbe, Tajikistan DYU/UTDD

Dushanbe, Tajikistan


The airport lies in an E/W river valley with terrain rising steeply to the N and S. The airport is situated on the N bank of the river in the S outskirts of the city. The 4,000ft contour lies just 3nm N and 6nm to the S.


Expect radar vectors to final approach. ATC may expect the aircraft to make its own turn onto final approach and may not issue a clearance. Clearance to land is given once the crew has confirmed that the landing gear is down.

Caution: Approaches normally flown on QFE at this airport. Request an approach on QNH.


The threshold of RWY 27 is considerably inset because of local terrain.
Precision approach to RWY 09 only.

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Bali, Indonesia DPS/WADD

Bali, Indonesia


The airport lies 7nm S of the town of Denpasar and is located on a narrow piece of land joining the main part of the island of Bali with a peninsula to the S. Terrain to the N is flat until 9nm where it then rises steadily reaching 7,500ft amsl by 25nm N and over 10,300ft by 31nm NE of the airport. High ground on the peninsula reaches 750ft amsl by 5nm S of the airport.


There is an ILS approach to RWY 27 and a VOR/DME approach to both runways.
VOR/DME 09 descent angle is shallower than that of the RWY 09 PAPIs.


Caution: Birds congregate on the runway leading to a high bird-strike risk.


Northbound SIDs require a high ROC to clear the high ground.

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Djanet, Algeria DJG/DAAJ

Djanet, Algeria


Located in the SE corner of Algeria close to the Libyan border the airport is 3169 ft amsl with terrain to the W, NW and N rising to 3900ft amsl within 5nm and 5158ft amsl within 6nm to the NE.


Approach to RWY 02 steeper than normal.
Non precision approach to RWY 02 and 13 only.


No PAPIs available.

Caution: If backtracking or departing RWY 20 ensure there is no traffic on approach to RWY 13/31.

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Da Nang, Vietnam DAD/VVDN

Da Nang, Vietnam


During 2010, Da Nang will be undergoing major works to improve facilities; this will include the lengthening of one RWY from 3048-3500m, improving RAMP and TWY, and the building of a new Terminal – check NOTAMs for last data.

Da Nang is a busy joint civil/military airfield. RWY 17L/35R is for use by civil aircraft, RWY 17R/35L is for military use, and can only be made available in special cases on request.

There are two danger areas to the E and W of the airfield at a range of 15nm and 13nm respectively up to FL 230; these will be notified as active by ATC.


Da Nang is a major port on the E coast of Vietnam. The airfield has an elevation of 33ft and is situated on flat, sandy ground 3nm SW of the city. An isthmus and headland reach nearly 2300ft asl 7nm to the NE of the airfield. Inland, the terrain rises rapidly reaching nearly 1200ft asl within 4nm to the W, nearly 3,700ft asl at 11nm to the W, and over 5,600ft asl 22nm to the W. In line with the RWY extended centre lines to the N, is a promontory that reaches nearly 800ft asl at range l0nm from the RWY17 thresholds. Inland from the promontory, the terrain rises rapidly to over 5,000ft asl at a point 16nm NW of the airfield. S of the airfield the terrain is flat for about l2nm and then rises reaching nearly 3,200ft asl 19nm to the S. The highest MSA within 25nm is 7700ft to the W.


Da Nang is in a typical tropical monsoon zone, with high temperature and equable climate. There are two seasons; the wet season lasts from Aug-Dec, and the dry season from Jan-Jul. Cold spells are occasional in winter, but they are not severe and are short. Annual average temperature is 26deg C. Average humidity is 83.4% with the highest being in Oct and Nov (85.67% – 87.67%). Average rainfall is 2500mm per year with the highest being in Oct and Nov (550-1000mm). CB activity is most frequent from Apr-Oct.


The airport is H24 (UTC+7) and RFFS CAT 8.

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Canberra, Australia CBR/YSCB

Canberra, Australia


The airport is located on the eastern edge of the city and sits at 1886ft amsl. Ridges of high ground surround the city leading to MSAs of 4600ft amsl to the N and 7500ft amsl to the S.


There is an ILS approach to RWY 35 and a VOR approach to RWY 17 & 35. Circling to the W of the airport is limited to 4nm to avoid overflying the Australian Parliament Buildings.

Caution: During strong westerly winds, severe turbulence may be experienced in the touchdown zone of RWY 35.


ATC TWR hours of operation are 20:00 – 13:00UTC although this can alter depending on planned traffic movements. Outside of ATC hours, Canberra Airport has a Common Traffic Advisory Frequency (CTAF) 118.7 to facilitate communication between aircraft operating in the area. Arriving aircraft must broadcast their aircraft type, ETA, intended runway for landing and planned circuit entry procedure. This frequency also operates the Pilot-Activated lighting.

If departing out of ATC hours, Melbourne Centre Flight Information Area frequency (FIA) 125.9 must be contacted to confirm flight plan, controlled airspace joining airway/position and ETA. Departure intentions should be transmitted on the CTAF and flap retraction delayed until clear of traffic area.

Note: Several runway turning and taxiway restrictions are detailed on airport chart.

Airport Fire Service Frequency 131.0, callsign “Canberra Fire”.


Caution: Bird Hazard exists.

Numerous Noise Abatement procedures exist for this airport.

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Bratsk, Russia BTK/UIBB

Bratsk, Russia


The airport lies to the W of the Angara River in the northern Irkutsk region of Siberia some 13nm NE of Bratsk city. To the E and NE, on the opposite bank of the river are low hills reaching nearly 2,710ft asl at 12nm. To the N is a smaller hill reaching almost 2,310ft asl at 5nm. Terrain to the W is reported as low and uneven with no obstructions.

Careful attention is needed, both on arrival and departure, to ensure that the correct altimeter setting is used; QFE may be given on the ATIS. Airfield elevation is 1,610ft asl.

Use standard R/T as the understanding of English may be limited.


Clearance to intercept the final approach may not be given, the aircraft being expected to make the last turn onto finals without specific instructions. Clearance to land is given after the crew have reported “undercarriage down”.

The runway is 60m wide which may create an unusual perspective on approach.


Fuel available is TS-1, which is equivalent to Jet A-1.

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