Naples, Italy NAP/LIRN

Naples, Italy

ILS 06/ILS 24
ILS 06 offset 3 degrees & steep glideslope 3.5 degrees.
ILS 24 steep glideslope 3.3 degrees.
Upslope rwy 24 & downslope rwy 06.


Naples is a noise sensitive airport. Strict adherence to arrival/departure routings is essential. The airport is surrounded by high ground and obstructions which influence all stages of the descent, approach and circling procedures. Positioning by radar must be closely monitored by all other available aids.


Depending on airways routing, expect the following arrival clearances:

RWY 24 – From TEA VOR via Bento for ‘ILS-Zulu’. From Akamovia BENTO for ‘ILS-Zulu’.
RWY 06 – From TEA VOR or from PNZ VOR; expect TEA 2D arrival via ISKIA, for ‘ILS Yankee’, ‘ILS Zulu’ or LOC Rwy 06.


Be aware of confusion between the ILS DME altitudes and POM VOR/DME altitudes annotated on several approach charts. In particular, the ILS ‘Y’ and ILS ‘V’ for RWY 24 both utilise the POM VOR/DME for distance reference. The POM VOR/DME is co-located with the POM Locator and indicates D4.3 at RWY 24 threshold and D5.4 at RWY 06 threshold.

RWY 06

ILS, LOC and VOR/DME approaches available. For these approaches the descent gradient from ISKIA to the FAF is shallower than normal, then beyond the FAF the gradient increases to 6.1% or 3.5° requiring higher than normal descent rates. The ILS localiser is offset 3° (RWY centerline 056°). Be alert to the unusual visual perspective due to the steep approach angle combined with the significant down slope of the RWY, offset localiser and displaced RWY threshold. When wind conditions dictate a landing on RWY 06, expect significant wind directional changes and possible wind shear during the approach, due coastal effect and the local terrain. The VOR Approach for RWY 06 is based on the POM VOR/DME starting at ISKIA (D27 POM) which is 21.6 nms to the displaced threshold. The MDA for the VOR/DME approach RWY 06 effectively requires a slant visibility of 10 Kms. It is mandatory to use the 3.5° PAPI’s below the MDA. Note the additional visual requirements prior to descending below 2000′ for the 1746′ obstruction.

RWY 24

ILS and VOR approach available. The Descent Gradient for both approaches is approx 5.8% or 3.33°. The ILS glideslope is unreliable beyond 10nm. The G/S touch down point for RWY 24 is 1106’ from the beginning of RWY 24 but only 483’ from the displaced threshold. This combined with the upslope of the RWY and the steep G/S angle (3.33°) can result in the perception of being significantly high on final approach.


The RWYs have displaced thresholds at both ends and there is a significant slope. The parking area is small and congested. TWY markings are not clear. There is a one-way TWY system in operation on apron 1, not clearly annotated on the Jeppesen charts. The TWY loop between ‘B’, ‘BC’, stand 11 and stand 16, should be navigated in a clockwise direction unless otherwise authorised by ATC.


For RWY 06 departures via TEANO initially expect a TEA 6A departure; once airborne this may be changed to, or you can ask for, a TEA 6B. ATC is sometimes imprecise. Strict adherence to the Initial Climb Procedures for both RWYs required due noise sensitivity. On departure from RWY 24, the initial turn (heading 222 Deg) must be executed at DER, the next turn (heading 180 Deg) must then be executed promptly at 1200ft to avoid noise violations. Minimum flap retraction height is 3000 ft aal for noise abatement.

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