Archive for category Europe

Brussels, Belgium BRU/EBBR

Brussels, Belgium
BRU/EBBR

• Expect SLOTs on SUNDAYs FM 23:00 to MONDAY 05:00
• Strictly adhere to SID, very noise sensitive APT
• Check Hot SPOTS
• DO NOT CROSS the STOP BARS EVEN if they are no LITED/Specific clearance is needed to cross RWYS

ARRIVAL

Expect RV to RWY 25 L/R via “BATTY two A” sometimes they will RV direct to “OM” Check Speed/ALT    (NO CIRCLE TO LAND)
FOR RWY operations check table on Jeppesen according to landing times.
RWY25 R/L…westerly OPS ​Simultaneous APPs.
RWY02 ………EASTERLY OPS.
RWY07 L/R…For landing in exceptional cases.
After Landing remain on TWR frequency until instructed to change to GND.
TAXIWAYS: K-R1-R2-U-V1-W1-W2 not authorized for A330….STRIPS ‘0” to “4” not authorized for A330.
TAXI IN RWY 25L vacate C5-C6-INNER-T to stand 217L terminal 2 or B……APU use is restricted.

DEPARTURE

See APT briefing in Jeppesen for time before asking the CPDLC clearance normally 5 Min before departure time.
For departure expect RWY25R, TAKE OFF is from B1, if RWY 07R is in use plan TAKE OFF from “H”, no full length available due to jet blast
restrictions.
PERFORMANCE 1700/3200/1700
SID: ‘SOPOK 3C”
TAXI OUT: “T”
–OUTER-HOLDING POINT B1-RWY 25R

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Chambery, France CMF/LFLB

Chambery, FranceCMF
CMF/LFLB

ILS 18/CIRC 36
ILS 18 Steep glidepath 4.46°
Terrain!

NOTE

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!

VIDEO

ILS RWY 18 – Starting from around 1000′

Circling RWY 36 – Starting from around 2500′

OVERVIEW

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).

DESCENT

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.

APPROACH AND LANDING

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

LANDING RWY 18CMF_ILS_18

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.

MISSED APPROACH – LANDING RWY 18

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.

LANDING RWY 36CMF36

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.

RUNWAY AND AIRPORT FACILITIES

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.

TAKE-OFF AND DEPARTURE

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 TAKE-OFF

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).

WEATHER & WIND

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.

Note:

  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.

 

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Rostov-Na-Donu, Russia ROV/URRR

Rostov-Na-Donu, Russia
ROV/URRR

ILS 04/ILS 22

OVERVIEW

Rostov-Na-Donu is situated in the South West corner of Russia on the River Don near the Sea of Azov. The airport is situated approximately 10km to the North East of the city. The airport is situated in a flat part of the country, the MSA being 2000 ft for all sectors. The airport elevation is 279 ft.
In winter the airport is to be used with caution during icy conditions.
Standard R/T should be used at all times as understanding of English may be limited.

DESCENT & APPROACH

The Jeppesen charts contain numerous warnings about Heavy Turbulence, Downdrafts and Windshear on all approaches.

RUNWAY & AIRPORT

The airport is operational H24.

TAKE-OFF & DEPARTURE

The first 328 ft/100M of each Rwy is unusable for Take-off.

OTHER INFORMATION

This airport is generally used as an en-route adequate airport for flights transitting Russia.

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Santa Maria, Azores SMA/LPAZ

Santa Maria, Azores
SMA/LPAZ

ILS 18/VOR 36
Glideslope ILS 18 2.8 degrees.

RUNWAY AND AIRPORT FACILITIES

RFF 5 qualifies Santa Maria as an ETOPS Suitable Enroute Alternate. Up to Cat 9 is available by prior arrangement with airfield operations. For planned operations, suitable RFF capabilty can be arranged.

Runway 18/36 slopes up from either end and is about 30 feet higher in the centre.

WEATHER

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Trabzon, Turkey TZX/LTCG

Trabzon, Turkey
TZX/LTCG

ILS 11/Circling 29
Steep glideslope ILS 11 of 3.3 degrees.

OVERVIEW

Trabzon is on Turkey’s Black Sea coast; the town is immediately to the W of the airfield. Terrain rises steeply inland with the 1,000ft asl contour only 1nm S of the runway. The terrain reaches nearly 2,300ft by 3nm S and continues to rise steadily reaching just over 10,000ft asl by 28nm S of the airfield.
There is normally thunderstorm activity during the summer months; however most of the annual 21″ rainfall occurs during the winter.

DESCENT AND APPROACH

There is no radar facility. The ILS to Runway 11 is the preferred approach with a 3.3 degrees glideslope. The instrument approach to rwy 29 is considerably offset (180 degres) due to terrain and brings the aircraft to 2,300ft at a range of 5nm; this leaves an impracticable 4.7 degrees angle of descent to the 29 threshold.
Circling is to the North of the airfield over the sea.

 RUNWAY AND AIRPORT FACILITIES

Both runways are fitted with PAPIs set to 3.5

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Preveza, Greece PVK/LGPZ

Preveza, Greece
PVK/LGPZ

VOR 07L/VOR 25R

OVERVIEW

There is high ground rising to the South.
There is a hill rising to 480 ft amsl 3 nm to the NE just over 1 nm to the right of the VOR approach paths to RWY 25R.
Surface winds can be strong due to the funneling effect of the hills. Most thunderstorm activity occurs during early summer and autumn.

DESCENT & APPROACH

Expect routing to the PAK NDB or AKT VOR for a visual approach or the VOR approach for RWY 07L/25R.
Circling is authorized to the North of the airfield only.

RUNWAY & AIRPORT FACILITIES

Rwy 07L/25R (45 m wide): Arrester gear is reported at both ends of the runway. This does not, however, affect the TORA or LDAs.
Rwy 07R/25L (30 m wide) is usually used as a taxiway, reported in poor condition.

No centerline marking on the apron or taxiways. Some taxiways are unsuitable for heavy aircraft. The apron has been extended but the Jeppesen chart does not reflect this. The terminal has limited capacity and only one set of passenger steps may be available.

TAKEOFF & DEPARTURE

RWY 25R Preferential RWY.

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Yerevan, Armenia EVN/UDYZ

Yerevan, Armenia
EVN/UDYZ

ILS 09/VOR 27

This airfield has non-standard taxiway widths and is situated in a very mountainous area with SSAs rising to 14,700ft in the north and 18,100ft in the south.

DESCENT

When arriving from Turkish airspace expect the INDUR arrival. The arrival has a height restriction at INDUR (FL 160 or above) which then requires a higher than normal rate of descent to achieve a stabilised approach. The other arrivals have no such descent rate problems.

Although clearances are given in metres, clearances in feet referenced to QNH may be requested from ATC. QNH is available on ATIS, which broadcasts alternatively in English and Russian.

APPROACH

ATS is professional with a good standard of English.
The main instrument runway is RWY 09, which is equipped with ILS.
RWY 27 has a NDB VOR DME approach, which has restrictive minima.

TAKE-OFF AND DEPARTURE

It may be prudent to consider larger flap settings for takeoff to minimise the takeoff roll as the runway is very rough indeed.

RUNWAY AND AIRPORT FACILITIES

The runway is very rough.

Expect to park remote. Be vigilant whilst taxiing as wing tip clearance is not assured on the marked centrelines.

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Ankara, Turkey ESB/LTAC

Ankara, Turkey
ESB/LTAC

ILS 03L/R & ILS 21L/R

The airfield has an elevation of 3,125ft, is 15nm to the NE of the city and lies on a plain surrounded by mountainous terrain. Extending to the N and NW of the airfield as far as the Black Sea are mountains which reach over 5000ft asl within 7nm NW, and nearly 7000 ft asl by 30nm N. To the SE of the airfield is a range reaching 5,000 ft asl at 8nm and just over 6,500 ft asl at 14nm. At 5nm SW of the airfield, just outside the RWY03L/R OMs, there is an escarpment to 3,700 ft asl The sudden drop to the plain can give rise to turbulence and windshear.

DESCENT

Cross-check descent clearance against the Radar Minimum Altitudes Chart; unsafe radar descent clearances have been reported.

RUNWAY AND AIRPORT FACILITIES

RWY03R/21L is 60m wide.

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Dubrovnik, Croatia DBV/LDDU

Dubrovnik, Croatia
DBV/LDDU

ILS 12/Circling 30

High ground rises to over 4,000 ft amsl about 5 nm east of the airport, and over 6,000 ft about 10 nm east. Additionally there are obstructions within the circuit area and further high ground to the south east.

Considerable turbulence and downdrafts may be expected in strong winds, particularly northerly winds. Turbulence is most noticeable on approach to Rwy 12 as the ground rises steeply from the coast. Local pilots advise landing on Rwy 30 in these conditions when the wind component permits.

RUNWAY AND AIRPORT FACILITIES

Runway slopes up from both thresholds towards the centre. The northwest end of the runway is on a man made ridge. The ground slopes up markedly to the threshold of Rwy 12.

TAKE-OFF AND DEPARTURE

Rwy 12 is preferential departure runway for noise abatement reasons although Rwy 30 may be better for performance.

CIRCLING 30

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Catania, Italy CTA/LICC

Catania, Italy
CTA/LICC

ILS 08/VOR 26
Terrain & volcanic ash contingency procedures

Airport is in very close proximity of Mount Etna and has volcanic ash contingency procedures.

Catania Fontanarossa is on the east coast of Sicily 2nm south of the city.

Mount Etna rises to nearly 11,000ft amsl, 17nm north of the airfield. There is a risk of volcanic ash up to 20,000 ft around Mt Etna depending on wind direction; careful attention to SIGMET charts and NOTAMs is essential.

Be aware that Sigonella military airfield is just 7nm southwest with a runway of similar direction.

DESCENT

Radar vectoring may be expected to either runway, but should be carefully monitored due to the proximity of Mount Etna.

APPROACH.

Circling is authorised to the South only. Windshear may be experienced on approach to RWY 26 with strong Westerly winds. It is reported that numerous light/military aircraft use the airfield in VMC.

SPECIAL CONSIDERATIONS

Contingency procedures for arrivals, approaches and departures are available should airspace around the airport be affected by volcanic ash. See Jeppesen page 10-1P and 10-1P1 for full details.

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