Archive for category Europe

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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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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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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Bergen, Norway BGO/ENBR

Bergen, Norway


The airport is situated on the Norwegian coast, 5.5nm SW of the city. There is high ground to the W, with a mast on a hill, 1293ft, at 3nm W of RWY 17 threshold. Mountainous terrain to the E rises to 3200ft at 12nm, with a peak of 1322ft 1.5nm E of RWY 17 ILS OM.

Concentrations of sea birds are present at all times near/ on the airport. Deer may be encountered on the airport, particularly in winter.

There is significant helicopter activity at the airport.


Circling is prohibited to the E of the airport for Cat D aircraft.


RWY 35 has a 0.5% initial upslope, followed by a pronounced dip, and then a 0.9% upslope for the last 900m.
There is a marked upslope to the ramp.


Windshear may be encountered on short finals to RWYs 17 and 35, with wind direction between 200º and 340º, with speeds in excess of 12kt.

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Batman, Turkey BAL/LTCJ

Batman, Turkey


Batman Airport is a joint military and civil airport located 2nm NW of the city and sits at 1818ft amsl amongst high terrain with a MSA of 9,000ft amsl in the NE and 7,000ft amsl in the remainder of the sectors. It lies 40nm E of Diyarbakir Airport and 50nm N of the Syrian border.

There is high ground within 15nm surrounding the airport, most notably to the SE where the terrain reaches 4,249ft amsl.


Non-precision VOR/DME and NDB/DME approaches are available to RWY 02 but only circling approaches are available to RWY 20. Owing to the proximity of the terrain, circling is only permitted to the W. The circling minima is 1132ft agl (2950ft amsl) for Cat C & D.

The approach gradient to RWY 02 is slightly steeper than the PAPIs.


Airport layout is unusual in that the parallel taxiway is E of the runway whilst the terminal and parking apron are to the NW. The parallel taxiway is of a similar length to the runway increasing the risk of visual mis-identification. Parking space on the Terminal Apron is limited however remote parking spaces may be available.

There is no approach lighting system for RWY 20.


Note: Airport operational hours are by NOTAM.

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Paris Charles de Gaulle CDG/LFPG

Paris Charles de Gaulle

The Outer Runway 08R/26L & 09L/27R preferred Runway for Arrivals. Rushed approaches occur and expect reduced track miles and delay in descent so plan your descend with using High Speed or using Speed Brakes accordingly.

Option A
TINIL 5W FOR R/W 26L/R or 27L/R, TINIL 5E FOR R/W 08L/R  0r 09L/R
After Approaching TINIL radar usually fly direct to OMAKO or INKAK then Direct to CLM.
After CLM expect Radar vectors direct to D11.2 or D14.2
Also use speed brakes to descend as you have to be 4000ft by D11.2(R/W08R)

Option B
VEDUS 4E via LORTA for R/W 09L OR O8R
In this arrival from LORTA usually get Radar Vectors till BONOR for R/w 09L.
After BONOR we get Radar Vector to Intercept Localizer for R/W 09L.

WEST must give priority to arriving traffic leaving RWY via S1-S2-S3
08L vacate via W4-W6-W7-W9-W10-W11
08R via V5-V6-V7
09L via Z5-Z6-Z7
09R via Y6-Y8-Y10-Y11
26L via V4-V3-V2
26R via W5-W3-W2-WB-WA
27L via  Y7-Y5-Y2-Y1
27R  via  Z3-Z2.

Taxiways S3- S4 very pronounced up slope (do not stop A/C)

TAXI IN:   After Landing Vacate R/W with First Exit usually taxi via V6, S7 then cross R/W 08L W9 or 26L V3-S3 cross 08L
–T-N-A-B, GATE “W7”.

CDG-to the sout east:

Noise Abatement procedure as per Jepessen. Depending on Runway in use SIDs “BUBLI 1B” or “LANVI 1B”, 1E”.
Parking at Z7, Z8, Z9 taxi via INNER CIRCLE A and then as cleared by ATC for R/W 26L/R or 27L/R, depending on R/W in use.
ATC Controllers usually ask of change of R/W for departure, good practice to prepare LPC calculations for Both R/Ws on Data Card.
After Departure usually get radar Vectors.
CALL “DEGAULLE FLIGHT DATA”10min P/B state: 1.- call sing, 2.-Destination, 3.- Parking position, 4.- ready to start in 10’.

PERFORMANCE: 1900/3400 1900 EXPECT 08L/26R and 09R/27L for departure.

TAXI OUT: A- inner, F-R-W11-26R

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Madrid, Spain MAD/LEMD

Madrid, Spain

Madrid is 2000′ elevation.

Need to be 250 at 7000ft, and speed limit is 250 below 10,000′.
ASBIN 220KTS at 5000 FT….12 NM 180KT…6NM 160 KT

ARRIVAL: Expect for RWY 33L/R is early morning ARR will be 18 R/L check airport INFO Jeppesen.

EXPECT: TERMINAL 4 S (satellite), Better for landing will be 33L (Shorter Taxi time)
During approach ATC change RWYs many times prepare Primary 33 L and secondary 33R.
ATC will keep you high. At 6000FT, G/S capture altitude when you are cleared for the ILS approach is 4000ft. For RWY 18 they normally keep you high and fast because of high terrain.

TAXI IN: After landing take first taxi way to the left (on RWY 33L) TAXI via KA3/KA2/KA1/GATE 14/ EB2 or EB6 to the stand.

PARKING:  stands 544 to 580 or any gate in the remote area around Terminal 4 S

DEPARTURE: Cross check with clearance delivery The SID, normally is NANDO 2A or NANDO 3R

TAXI OUT: Via EB2/NY11/NY12/NY13/Y1 toY4 for RWY 36R

EOSID: RWY 36 L/R. at 8 NM “BRA” LT to “GE” 421 (Hold 048 inbound RT)
SET 13000ft on FCU.

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Antalya, Turkey AYT/LTAI

Antalya, Turkey


There are a significant number of STARs and approaches available to each RWY.
Be alert to variable ATC standards.

High terrain exists to the N and W of the airport, but there is no significant terrain within the circling area. There is a 200ft cliff 2nm S of the APT.


All RNAV arrivals into Antalya require GPS. Advise ATC if operating non-GPS aircraft.

The STAR given by ATC may be different to the STAR on the OFP. Pilot reports indicate that ATC favour a KOZLU RNAV arrival followed by radar positioning to final approach. Monitor all radar descent clearances carefully and cross check position with Radar Minimum Altitude chart 10-1R.

Refer to Jeppesen 10-1P for details on the Preferential RWY System. Reports have been received that the landing RWY allocated by Antalya Approach may be different to the landing RWY indicated on the ATIS. In addition, subsequent controllers may issue a further RWY change.

ATC radar vectoring may be poor with late descent clearances. RWY changes may result in reduced track mileage to final approach.


The VOR DME LOC approach for RWY 18L utilises the LRA DME which reads 2.0D at the threshold.

Due the large number of similar approaches utilising different aids, extra vigilance is required in the selection, identification and use of all aids.


Antalya has three parallel RWYs with long parallel TWYs along RWY18L/36R and 18/36C.

Caution: Scope for confusion of landing surface.

Two VOR DMEs operate at this airport; ensure use of the correct navigation aid for approach if a late change of RWY is given.

TWY marking and signage is poor in places. Lighting has also been reported as poor; particular care should be taken when turning from TWY „G‟ onto TWY „Y‟ at night.

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Manchester, UK MAN/EGCC

Manchester International, UK


Height: 257ft above sea level.

Birds are commonly seen and the ATIS often reports that pilots should use caution due to this.

There are three terminals. With a total of 103 aircraft stands, 46 have airbridges.

Runways: 05L/23R – 10000ft, 05R/23L – 10007ft. Pilots should note that only 05R/23L has grooved asphalt, so on 05L/23R standing water may be present, therefore a danger of aquaplaning is increased.

Taxiways: Alpha, Bravo, Charlie, Delta, Foxtrot, Golf, Hotel, Juliet, Kilo, Lima, Mike, November,
Quebec, Sierra, Tango, Victor, Whiskey, Yankee, AG, BD, AE, AF, JF, JE, NA

Frequency’s: Tower 118.625, 119.400, Ground 121.850, 125.375, Delivery 121.700, Fire 121.600, ATIS 121.975, 128.175.

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Leeds Bradford, UK LBA/EGNM

Leeds Bradford, UK

ILS 14/32LBA

Runways: 14, 32 both are equipped with ILS and VOR. Both runways are normally subject to heavy crosswinds of above 15kts, take caution below 1500ft. Runway 32 has direct access to the apron from taxiway Alpha however heavy jets above the size of a 737-800/A320 are often required to backtrack. Runway 32 has a high slope which means the end of the runway is hard to see, incidents have occurred in the past due to this. The terrain 2nm from runway 14 may cause glideslope fluctuations and occasional GPWS activations. There are 24 stands.

The height of the airfield is 681ft (highest in UK)

Taxiways: Alpha, November, Delta and Holding Point Echo 1 & 2

Frequency’s: Delivery 121.800  Ground/Tower 120.300  Radar 133.125

Departures Rwy 32 : Polehill One Whiskey, Wallasey One Whiskey, Dopek Two Whiskey, Lamix Two Whiskey, Fiwud
Two Whiskey, Nelsa Two Whiskey

Departures Rwy 14: Dopek Two X-Ray, Lamix Two X-Ray, Polehill One X-Ray, Wallasey One X-Ray, Fiwud Two X-Ray, Nelsa Two


Due to noise monitoring, ensure accurate tracking for all SIDS from runway 32.


Pilots should expect wind shear and turbulence when the surface wind is between 190° and 280° above 20 kt. Some variations to reported wind readings may also occur.

Caution: Bird hazard. Aircraft may be delayed whilst birds are cleared.


Spectacular crosswind landing as found on Youtube.

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