Chambery, France CMF/LFLB

Chambery, FranceCMF

ILS 18/CIRC 36
ILS 18 Steep glidepath 4.46°


Chambery is a very tricky airfield that requires serious preparations. Most companies will write their own specific procedures so the following briefing notes are for info ONLY!


ILS RWY 18 – Starting from around 1000′

Circling RWY 36 – Starting from around 2500′


The airport lies at the southern end of Lac du Bourget. There is significant terrain to the east and west of approach, with further terrain south of the airport at the southern end of the valley. Some approach, departure and engine failure procedures require visual manoeuvring.

Alpine weather and winds can change rapidly – be prepared to use either runway.
Be aware of late ATC approach clearances and late changes of landing runway.

At the planning stage pilots should consider both the planned landing weight, and the requirement for extra fuel due to traffic co-ordination in to and out of the valley as well as the possibility of holding with flaps extended (due to holding speed restrictions).


Altimeter corrections might be required with cold temperatures!

Coming from the North: Descent clearance and speed control is normally coordinated by Geneva control. Expect inbound clearance via the “Y55 Transition” followed by a “SALEV 7R” i.e. routing via LIRKO / GVA / COLLO / CBY. Holding at NIMEX and/or VIRIE may be required to facilitate other traffic. To enter hold at VIRIE, ensure routing via CBY, then R-233 to D8.0, followed by a right turn. NIMEX is an overflow holding pattern – after NIMEX holding expect vectors towards VIRIE. Note max holding speed might require holding with flaps extended. Higher max holding speeds may be available from ATC – be aware of possible airframe icing conditions with flaps extended!

When approaching COLLO be aware of late ATC straight-in approach clearance.


Straight-in landing RWY 18 Minima is dependent on Missed Approach Climb Gradient and approach speed.


Expect a straight-in approach for ILS RWY 18, unless traffic requires routing via CBY VOR.

Before commencing the approach check with ATC that RWY 18 is in use for landing. There have been occasions when ATC has cleared aircraft for the ILS RWY 18, then later in the approach, asked them to circle to RWY 36.

The ILS glideslope is steep at 4.46° and runway perspective will appear high.

EGPWS “SINK RATE” alerts are possible.

The glideslope touchdown point is approximately 600ft beyond the threshold. This results in a threshold crossing height of approximately 50ft.


Note a speed limitation of 160 kts. Depending on aircraft type this could mean a delay in flap retraction until established northbound (outbound) on 357° from CH.


Fly the ILS approach, at MDA level off and continue to MAP. If sufficient visual reference exists at MAP, continue to ‘Point A’.
Max IAS 150 kts from ‘Point A’. At ‘Point A’, commence a left turn to track 136° towards ‘Point B’. Turn right for downwind before the A43 motorway and keep the motorway on the left side of the aircraft for the initial part of the downwind leg. Between the motorway and the airport there is a ridge at 576’ aal (marked by two hazard beacons).
Fly downwind aiming for the hi-rise buildings, approx track should be 176°. The ridge (hazard beacon of ‘Les Monts’) of high ground must be to the left of the extended centreline. Approximately abeam the RWY 36 threshold, cross the A43 motorway (motorway ‘S’ bend).
Turn onto base leg approx abeam the autotoll/peage on the right, and initiate a descent, intercepting 4° PAPI glide path just north of CH NDB.

Caution: The visual glide path is 4° and will require a higher than normal rate of descent.

Missed Approach: In the event of a missed approach (go-around prior to MAP) follow the missed approach procedures, as per RWY 18.

Baulked Landing: If the necessary visual reference is lost on the 136° track, commence a right turn towards the airport initially with max IAS 150 kts. If the necessary visual reference is lost on the downwind (176°) leg, commence an immediate right turn towards the airport initially with max IAS 150 kts. In either case establish on the ‘CH’ 357° / LOC backcourse (do not overshoot this course) and follow standard missed approach procedure.


The apron is small and often congested. Marshaller guidance is required for all stands and may be non-standard. Taxi-in and taxi-out delays are common due to coordination of traffic. In freezing conditions apron and taxiways may be slippery due to lack of de-icing.


RWY 18 DEPARTURES (ground visual contact required)

Procedure: Maintain runway track to CH NDB. At CH turn left 80° followed immediately by a 260° turn to the right to the CH. During the 80/260° turn the ‘Train Turntable’ should pass close to on the left side of the aircraft. Approximately halfway around the 80/260° turn, the ‘Cement Factory’ should be passed on the far left side of the aircraft. The ‘S Shape Buildings’ should pass to the right side of the aircraft. At CH track 357° north and join published SIDs. Turn speed limitation (200 kt) at BANEK may require flaps 1. Climb at 200 kt, clean speed or max angle climb speed until reaching 6500’.

During the 80/260° turn, use minimum 25° bank, and max speed 165 kt.

Retain ground visual contact and depending on aircraft type, do not accelerate and retract flaps until tracking 357° north from CH. Therefore, with cloud cover over the airport it may be necessary to maintain level flight with take-off flaps extended until the procedure turn is complete and tracking 357° north from CH.


RWY 36 is preferred for take-off.
Backtrack required for most aircraft.
Climb on the LOC back course at V2 + 15-25 kt. At 2300ft (1500ft aal) select climb thrust, climb to 3800ft and accelerate and retract flaps, subject to speed restriction at BANEK (may require flaps 1).


Generally good with cloud base usually in excess of 2000ft aal. Possibility of early morning or late evening mist. Winds are generally light except during Mistral or frontal conditions.


  1. Windshear is possible on finals (5 nm to threshold) to RWY 18 with winds from N and NW.
  2. Severe downdraughts are possible between motorway and threshold to RWY 36 with winds from N and NW.
  3. Severe turbulence (rotor winds) around and to the south of CH locator with winds from S and SW.
    Note: Effects of turbulence may be minimised by levelling at 3000ft until north of CH.
  4. Expect moderate turbulence abeam Col du Chat (approx D3.0 CY on finals RWY 18) with winds more than 30 kt from W.
  5. Temperature difference between lake and land may cause IAS loss on short finals to RWY 18.
  6. When CB cloud is present on the ‘La dent du Chat’ (spot height 5112ft approx. 2 nm NW of airport) or to the west of the airport, crosswind gusts of 20-50 kt, may occur.


  1. #1 by Tailstrike737 on 03/12/2012 - 21:32

    During the winter the warmer temperature of the lake may occassionally lift the ceiling of the clouds and improve the visibility above the Tower observations. An approach might succeed even though the reported weather would make it marginal to become visual during the approach.

  2. #2 by Siegbert Haas on 26/01/2018 - 10:36

    Thanks for this very good briefing

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