Bratsk, Russia BTK/UIBB
Posted by Tailstrike737 in Europe on 05/01/2014
Bratsk, Russia
BTK/UIBB
OVERVIEW
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.
APPROACH
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.
SPECIAL CONSIDERATIONS
Fuel available is TS-1, which is equivalent to Jet A-1.
Banda Aceh, Indonesia BTJ/WITT
Posted by Tailstrike737 in Asia on 05/01/2014
Banda Aceh, Indonesia
BTJ/WITT
OVERVIEW
Much rebuilding has taken place at Banda Aceh since the tsunami of December 2004. The terminal, runway, taxiways and apron have been renewed and the airport infrastructure is significantly better than most Indonesian airports.
The security situation has improved in recent years but Foreign Office and company security advice should be checked before operating through Banda Aceh.
There is uncertainty over terrain and spot height information close to the airport and discrepancies in the Jeppesen airport layout chart.
DESCENT
25nm MSAs over 7,400 feet amsl to south, 7000ft to NE, 3200ft to NW, and there are grid MORAs over 12,000 feet amsl near by..
APPROACH
No radar; the nearest is at MEDAN. Instrument approaches only to RWY 17. There is a displaced Threshold of 300m for RWY 17 with co-located PAPI.
Preferred landing RWY 17. The ILS glideslope for this runway is unreliable during the latter part of the approach – use LOC ONLY procedure (LOC and V/S modes) and minimums.
Circling to RWY 35 only to the West. There is significant terrain just outside the Category D circling area, ensure the aircraft remains within the circling area. There is uncertainty over terrain and spot height information and the charted circling minima after ILS, VOR and VOR/DME RWY 17 should be treated with caution. Note that the NDB circling minima is over 2,000 feet.
RUNWAY AND AIRPORT FACILITIES
A new taxiway runs from the southeast corner of the apron to the threshold of RWY 35 but PCN restrictions apply.
ATC can be contacted on HF, callsign ‘Banda Aceh Radio’ on frequencies 6589, 8070, 5188 kHz.
TAKE-OFF AND DEPARTURE
Expect Departures to the E via DUAMO 1A/B SIDs.
Depart on 35 when performance allows. If departing RWY 17, expedite climb through 1,500 feet amsl.
Bahir Dar, Ethiopia BJR/HABD
Posted by Tailstrike737 in Africa on 05/01/2014
Bahir Dar, Ethiopia
BJR/HABD
OVERVIEW
Bahir Dar Airport is located 5nm NW of the town of Bahir Dar near Lake Tana, the source of the Blue Nile. The airport sits at 5976ft amsl amongst high terrain with a MSA of 14,000ft to the S and 11,000ft to the N.
DESCENT
Only RNAV STARS are available. Procedural approaches can be carried out to either runway from overhead the BDR VOR.
APPROACH
A Localiser/DME approach is published for RWY 22 and a VOR/DME approach for RWY 04.
RUNWAY AND AIRPORT FACILITIES
Note: Limited airport opening hours 0300-1700 GMT (GMT +3) daily and restricted refuelling and handling facilities available.
RWY22 slopes upwards by 100ft from the threshold to the far end. There is no evidence of whether PAPIs are fitted at either end of the runway.
SPECIAL CONSIDERATIONS
Caution: Reports of large flocks of birds crossing approach and departure paths.
Bergen, Norway BGO/ENBR
Posted by Tailstrike737 in Europe on 05/01/2014
Bergen, Norway
BGO/ENBR
OVERVIEW
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.
APPROACH
Circling is prohibited to the E of the airport for Cat D aircraft.
RUNWAY AND AIRPORT FACILITIES
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.
SPECIAL CONSIDERATIONS
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.
Banjarmasin, Indonesia BDJ/WAOO
Posted by Tailstrike737 in Asia on 05/01/2014
Banjarmasin, Indonesia
BDJ/WAOO
OVERVIEW
There is work in progress to renew the runway, section by section, but the whole length should be available for Hajj operations.
Caution – smoke due to forest burning can reduce visibility significantly. Actual visibility may be below landing minima. ATC may not be aware of the reduced visibility.
DESCENT
Banjarmasin is close to the coast of Southern Kalimantan, the immediate area is flat, but terrain to the North is high with Grid MORA indicating incomplete survey of the terrain. Based on the BDM VOR/DME, within 25nm, the highest MSA is 5000ft to the SE, 3000ft to the NE, 2500ft to SW and 1500ft to NW.
APPROACH
ILS and non-precision approaches are available for RWY 10. There are no instrument approaches available to runway 28.
The NDB is described as ‘unreliable’.
The runway is reported as rough.
RUNWAY AND AIRPORT FACILITIES
There is a half turning circle to the north of the RWY 28 threshold not shown on the Jeppesen 11-1 chart. The ‘old’ half circle located about 300m from the RWY 28 threshold is in very poor condition – do not use.
The Jeppesen airport chart does not show parking positions.
Hajj and other jet transport aircraft are parked on the apron served by taxiways C and D.
Taxiway C is in very poor condition – do not use.
Taxiway D has recently been rebuilt and is in good condition, consisting of a concrete central taxiway with asphalt shoulders, totalling 23m.
Caution – The runway edge lights are set between 1.5m and 2m outside the runway edge lines.
TAKE-OFF AND DEPARTURE
The RWY surface has been extensively patched but remains somewhat rough. Consider using flaps 20 and not fully reducing thrust.
SPECIAL CONSIDERATIONS
ATC can be contacted via HF, callsign ‘Banjarmasin Information’ on frequencies 8882, 9002, 3416, 5574, 6577, 11309 kHz.
Abu Dhabi (Al Bateen), UAE AZI/OMAD
Posted by Tailstrike737 in Asia on 05/01/2014
Abu Dhabi (Al Bateen), UAE
AZI/OMAD
OVERVIEW
Al Bateen Executive Airport is located 9nm W of Abu Dhabi International Airport on the eastern outskirts of the city.
Caution: There are several obstacles surrounding the airport most noticeably to the SE where the Sheikh Zayed Mosque is located 800m from the RWY 31 threshold reaching 384ft amsl.
APPROACH
Approaches and PAPIS have a descent angle of 3.50°.
No circling minima published. All visual circuits are to be flown to the W of the RWY.
TAKE-OFF AND DEPARTURE
Caution: Early consideration of take-off performance prior to loading final fuel is essential. T/O performance is limited from RWY 13 due to the location of the Mosque. A Tailwind departure from RWY 31 offers improved performance.
RUNWAY AND AIRPORT FACILITIES
Both RWY thresholds are significantly displaced.
Batman, Turkey BAL/LTCJ
Posted by Tailstrike737 in Europe on 05/01/2014
Batman, Turkey
BAL/LTCJ
OVERVIEW
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.
APPROACH
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.
RUNWAY AND AIRPORT FACILITIES
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.
SPECIAL CONSIDERATIONS
Note: Airport operational hours are by NOTAM.
Paris Charles de Gaulle CDG/LFPG
Posted by Tailstrike737 in Europe on 01/01/2014
Paris Charles de Gaulle
CDG/LFPG
ARRIVAL PROCEDURES:
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.
STAR:
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.
EAST CONFIGURATION: Traffic on TWY S9.
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.
AFTER LANDING LEAVE TRANSPONDER IN “AUTO”
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:
DEPARTURE PROCEDURE:
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
Bermuda BDA/TXKF
Posted by Tailstrike737 in North America on 01/01/2014
Bermuda
BDA/TXKF
OVERVIEW
The airport is located at the NE end of the island. A ridge runs NE/SW 100m short of the threshold to RWY 12 with obstructions up to 145ft amsl. To the N of the approach lights to RWY 30 there is another ridge with a lighthouse standing 223ft amsl.
DESCENT
Minimum altitude for jet aircraft flying over the Bermuda Islands Restricted Area (R3017) is 5,000 feet amsl.
APPROACH
Caution: Expect turbulence on approach. Strong winds from various directions are not uncommon; winds in excess of 45 knots are most common from 080 to 130. Winds from the N can produce marked windshear and downdraughts on approach to RWY 30.
ILS DME IDBA reads D0.2 at the threshold on approach to RWY 30.
RUNWAY AND AIRPORT FACILITIES
Pilot control of airport lighting is available outside of ATC hours. On frequency 122.8 MHz, keying the PTT switch 3, 5 or 7 times within 5 seconds will activate the airport lighting as follows:
7 times within 5 seconds – Highest intensity
5 times within 5 seconds – Medium intensity
3 times within 5 seconds – Lowest intensity
The lights will remain illuminated for 15 minutes after the last keying operation. It is recommended that initially the PTT switch is keyed 7 times, to turn on all available lights at maximum intensity. As the airport is approached, the intensity of some of the lights may be reduced if desired by keying 5 or 3 times as appropriate. Some of the lights will illuminate only at a fixed intensity. A further keying operation should be made prior to final approach to ensure the lights remain illuminated during the approach and landing.
RWY 12 PAPIs steeper than normal.
TAKEOFF AND DEPARTURE
Departure clearance procedures can be found on Jeppesen chart 10-9.
Aruba, Aruba AUA/TNCA
Posted by Tailstrike737 in North America on 01/01/2014
Aruba, Aruba
AUA/TNCA
DESCENT
Initial routing is normally towards the BEA VOR followed by radar vectors or visual for left base RWY 11. During busy periods traffic maybe routed towards the overhead for right hand downwind.
APPROACH
Note on RWY 11 approach chart reads “WARNING: Procedure not authorised when tall vessels are transiting approach area.”
RUNWAY AND AIRPORT FACILITIES
RWY 11 has a noticeable upslope giving the illusion of being high on approach.
TAKEOFF AND DEPARTURE
Note the noise abatment procedures hidden on Jeppesen chart 10-9A, and use of the Apron Management Unit frequency (Jeppesen 10-9B refers).
SPECIAL CONSIDERATIONS
Caution: Birds in the vicinity of the airport.
