OM Part C AIRFIELD BRIEFINGS Section 2 Page |1 ... - Astra Airlines

LIST OF AIRPORTS 

AIRFIELD BRIEFINGS – A 

ABAKAN 

AJACCIO 

AKUREYRI 

ALESUND 

ALEXANDROUPOLIS 

ALGHERO 

ALMERIA 

ALTA 

ANCONA 

ANKARA 

ANTALYA 

AQABA 

ARAXOS 

ASTRAKHAN 

ASTURIAS 

AIRFIELD BRIEFINGS – B 

BANAK 

BARCELONA 

BARNAUL 

BASLE 

BASTIA 

BEIRUT 

BELGRADE/NIKOLA TESLA 

BELGOROD 

BERGAMO 

BERGEN 

BILBAO 

BODO 

BOLSHOYE SAVINO 

BRATISLAVA 

BRINDISI 

BRYANSK 

BUCHAREST/OTOPENI 

BURGAS 

AIRFIELD BRIEFINGS – C 

CAIRO 

CATANIA 

CHAMBERY 

CHELYABINSK 

CHIOS 

CHISINAU 

COLOGNE 

AIRFIELD BRIEFINGS – D 

DALAMAN (MUGLA) 

DNIPROPETROVS'K 

DONETSK 

DUBROVNIK 

OM 

Part C 

AIRFIELD BRIEFINGS 

Section 2 

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© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 3 Feb. 2012

AIRFIELD BRIEFINGS – E 

ELEFSIS 

AIRFIELD BRIEFINGS – F 

FAGERNES 

FIGARI 

FRANKFURT 

FUERTEVENTURA 

FUNCHAL 

AIRFIELD BRIEFINGS – G 

GENEVA 

GENOA 

GERONA 

GIBRALTAR 

GRANADA 

GRAZ 

GRENOBLE 



AIRFIELD BRIEFINGS – H 

HELSINKI 

HARSTAD/NARVIK (EVENES) 

HERAKLION (IRAKLION) 

AIRFIELD BRIEFINGS – I 

IOANNINA 

IZMIR (ADNAN MENDERES) 

AIRFIELD BRIEFINGS – K 

KALAMATA 

KARPATHOS 

KASTORIA 

KATOWICE 

KAZAN 

KEFALLINIA 

KEMEROVO 

KERKYRA 

KHANIA 

KHARKIV 

KIEV (BORISPOL) 

KIEV/ZHULIANY 

KLAGENFURT 

KOS 

KOSICE 

KRAKOW 

KRASNODAR, PASHKOVSKY 

KRASNOYARSK 

KRISTIANSAND 

KRK ISLAND (RIJEKA) 

KURUMOCH/SAMARA 



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AIRFIELD BRIEFINGS – L 

LASHAM 

LAJES (TERCEIRA ISLAND) 

LA CORUNA 

LAMEZIA TERME 

LANZAROTE (ARRECIFE) 

LA PALMA 

LEEDS BRADFORD 

LJUBLJANA 

LUXOR 

LUHANSK INTERNATIONAL 

L'VIV 

AIRFIELD BRIEFINGS – M 

MADRID/BARAJAS 

MAGNITOGORSK 

MALAGA 

MARSEILLE 

MIKONOS 

MILAN/MALPENSA 

MITILINI 

MOSCOW/DOMODEDOVO 

MOSCOW/SHEREMETIEVO 

MUNICH 

AIRFIELD BRIEFINGS – N 

NAPLES 

NICE 

NIZHNY NOVGOROD 

NOVOSIBIRSK 

NURNBERG 

AIRFIELD BRIEFINGS – O 

ODESA 

OLBIA 

OMSK TSENTRALNY 

ORAN 

ORENBURG 

OSLO/GARDEMOEN 

OVDA 

AIRFIELD BRIEFINGS – P 

PALERMO 

PALMA 

PERPIGNIAN 

PLOVDIV 

PISA 

PODGORICA 

POPRAD 

PORTO SANTO 

PRAGUE 

PREVEZA 

PULA 





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AIRFIELD BRIEFINGS – R 

REYKJAVIK 

RHODES 

RIGA 

RIJEKA 

RIMINI 

ROSHCHINO 

ROSTOV 



AIRFIELD BRIEFINGS – S 

SAINT PETERSBURG 

SALONIKA (THESSALONICA) 

SALZBURG 

SAMOS 

SANKT-PETERBURG 

SANTA MARIA 

SANTANDER 

SANTORINI (THIRA) 

SARATOV/TSENTRANLY 

SHARM EL/SHEIKH 

SKIATHOS 

SKOPJE 

SOCHI 

SOFIA 

SPLIT 

STUTTGART 

SYLT 

AIRFIELD BRIEFINGS – T 

TARBES (LOURDES) 

TBILISI 

TENERIFE NORTH 

TENERIFE SOUTH 

TRABZON 

TRIESTE 

TROMSO 

TRONDHEIM 

TURIN 

AIRFIELD BRIEFINGS – U 

UFA 

ULYANOVSK 

AIRFIELD BRIEFINGS – V 

VALENCIA 

VARNA 

VERONA 

VITORIA 

VNUKOVO 

VOLGOGRAD/GUMRAK 

VORONEZH/CHERTOVITSKOYE 



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AIRFIELD BRIEFINGS – W 

WARSAW 

AIRFIELD BRIEFINGS – Y 

YAROSLAVL 

YEKATERIBURG 

YEREVAN 

AIRFIELD BRIEFINGS – Z 

ZAKINTHOS 

ZURICH 





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INTENTIONALLY LEFT BLANK 


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AIRFIELD BRIEFINGS – A 

ABAKAN 


CATEGORY A AIRFIELD DATE: 10/02/11 

NAME: ABAKAN COUNTRY: RUSSIA 

RUNWAYS: 02R/20L (3.250M) AIRFIELD CODES 

AIDS: ILS 02R/20L-RADAR IATA: ABA ICAO: UNAA 

ELEVATION: 831 FT MSA.5300 FT 

LT=UTC+7HR (Winter), UTC+8HR (Summer) 

AD category for fire fighting category 8 

TERRAIN 

4.5 km NW of the centre of Abakan 


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AIR TRAFFIC CONTROL 

In case of emergency on board after take-off and if unable to carry out approach procedure along the 

established route the crew shall execute a procedure turn and land on RWY reciprocal landing heading 

or on one of the emergency landing sites by ATC controller’s recommendation. 

It is allowed to carry out take-off and landing on RWY when friction coefficient is 0.3 and more. 

- the distance of the initial turn is not less than 5km by DME; 

- climb gradient to CRP BALAR, INBER, DILRI and RELNA is 4%; to CRP NARBI, GUMRO and KEKIT is 

5.2%. 

If unable to comply with the climb gradient, the flight crew shall carry out the initial turn climbing in 

the traffic circuit. 

SPECIAL CONSIDERATIONS 

Apron. Taxiing during winter conditions 

The taxi guide lines may be invisible because of snow. Assistance from the “FOLLOW ME” vehicle may 

be requested via the taxiing controller. 

A marshaller shall guide the parking of aircraft onto the stand. 

WEATHER 

Temperature 

Over the course of a year, the temperature typically varies from -24°C to 27°C and is rarely below - 

34°C or above 32°C. 

The warm season lasts from May 11 to September 13 with an average daily high temperature above 

19°C. The hottest day of the year is July 12, with an average high of 27°C and low of 15°C. 

The cold season lasts from November 28 to February 24 with an average daily high temperature 

below -6°C. The coldest day of the year is January 31, with an average low of -24°C and high of - 

13°C 

Clouds 

The median cloud cover is 91% (mostly cloudy) and does not vary substantially over the course of the 

year 

Precipitation 

The probability that precipitation will be observed at this location varies throughout the year. 

Precipitation is most likely around July 13, occurring in 69% of days. Pre Over the entire year, the 

most common forms of precipitation are light rain, light snow, thunderstorms, and moderate snow. 






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Light rain is the most severe precipitation observed during 31% of those days with precipitation. It is 

most likely around September 8, when it is observed during 31% of all days. 

Light snow is the most severe precipitation observed during 26% of those days with precipitation. It is 

most likely around January 5, when it is observed during 34% of all days. 

Thunderstorms are the most severe precipitation observed during 25% of those days with 

precipitation. They are most likely around July 12, when it is observed during 46% of all days. 

Moderate snow is the most severe precipitation observed during 16% of those days with precipitation. 

It is most likely around December 22, when it is observed during 20% of all days. 

During the warm season, which lasts from May 11 to September 13, there is a 60% average chance 

that precipitation will be observed at some point during a given day. When precipitation does occur it 

is most often in the form of thunderstorms ( 54% of days with precipitation have at worst 

thunderstorms) and light rain (42%). 

During the cold season, which lasts from November 28 to February 24, there is a 48% average chance 


is most often in the form of light snow (63% of days with precipitation have at worst light snow) and 

moderate snow (34%). 

Snow 

The likelihood of snow falling is highest around December 22, occurring in 53% of days. The season 

in which it is relatively likely for snow to fall spans from October 19 to April 17 

Wind 

Over the course of the year typical wind speeds vary from 0.0 m/s to 6.1 m/s (calm to moderate 

breeze), rarely exceeding 10.6 m/s (fresh breeze). 

The highest average wind speed of 3.3 m/s (light breeze) occurs around May 7, at which time the 

average daily maximum wind speed is 6.1 m/s (moderate breeze). 

The lowest average wind speed of 1.4 m/s (light air) occurs around January 16, at which time the 

average daily maximum wind speed is 2.3 m/s (light breeze). 

GROUND FACILITIES 

Mass migrations of birds across TMA are not observed. 

Flights of birds may be observed at heights up to 150 m over Krasnoyarsk reservoir from May to 

October. 

Hovering of eagles and hawks is observed up to heights 1500-3000 m over the mountains in the 

northern part of the aerodrome area in summer period. The concentration of small birds is observed 

over Kalinin settlement adjoining the territory of the aerodrome on the north-eastern and eastern 

sides. Migration of birds across the airfield takes place in the vicinity of the runway centre in evening 

and morning hours at a height up to 1000 m. 

During mentioned periods the pilots are recommended to switch on landing lights when flying in the 

aerodrome area, during take-off, approach-to-land and also during climbing and descending. 

ATS unit personnel shall provide a visual control, assess the ornithological situation at the aerodrome 

and inform the crews about the concentrations and migrations of birds. 


AJACCIO 




CATEGORY C AIRFIELD DATE: 01/09/04 

NAME: AJACCIO COUNTRY: FRANCE 

RUNWAYS: 02/20 AIRFIELD CODES 

AIDS: ILS RWY 02, NO RADAR IATA: AJO ICAO: LFKJ 

ELEVATION: 16 FT M.S.A. 10 200FT 


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The airfield is situated on the edge of a bay on the West coast of Corsica, 5m East of the town. 

TERRAIN 

The airfield is almost surrounded by high ground, the only clear section being to the SW. High ground 

on the headland to the West reaches nearly 2700ft AMSL at 5nm NW. 4nm NE the terrain reaches just 

over 2900ft AMSL and by 10nm NE there is terrain to over 5000ft AMSL. 5nm E the terrain reaches 

over 22ooft AMSL with higher terrain beyond. Instrument approaches to RWY 02 are flown with high 

ground to over 2300ft AMSL immediately to the right of the extended centreline. Inland there is 

further high ground with the highest point on the island, Mount Rotondo, reaching nearly 8700ft AMSL 

20nm NNE. At 1nm finals on RWY 20 there are obstructions both to 807ft AMSL, 1 nm on each side of 

the approach path. 


Joint Military/Civil airfield. 

Instrument let downs to RWY 02 only, due to terrain with high ground immediately to the right of the 

approach path at 11nm finals. The missed approach procedure is a left turn taking the aircraft out of 

the bay from approximately 5nm finals, there is a maximum speed published for the left turn to keep 

the aircraft clear of high ground. 

Take off RWY 02 is prohibited. 

Circling (RH) to RWY 20 is flown in close proximity to high ground, landing RWY 20 is day only. On 

the visual circuit it is possible to loose sight of the runway due to intervening high ground. Terrain 

warnings are likely if the correct tracks are not adhered to. Beware wind effects on the downwind and 

final approach; the prevailing westerly wind will give a high ground speed towards high ground. There 

is a possibility of moderate to severe turbulence on approach. 

Parachuting activity takes place beyond the Western edge of the airfield. There is considerable light 

air traffic. 






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Note Operational Requirements for Foreign or National Commercial Operators 

1) the pilot in command should be familiar with the terrain or or should have training in a flight 

simulator provided with a specific range of vision approved for this purpose. 

2) Take-Off rwy 02 

3) Operators of aircraft with more than 30 passenger seats have to submit to the DAC/SE documents 

pertaining to the general requirements of use, the take -off with all engines running and with one 

engine out, the operational limitations and the associated meteorological conditions. Prior 

authorization will be necessary. 

4) All operators must establish precise rules for a balked landing at rwy 02. 

The existence and the application of these rules may be subject to verification during the DGAC's 

operational controls. 

5) DAC/SE: Direction de I' Aviation Civile du Sud-Est 

1 Rue Vincent Auriol F-13617 Aix en Provence CEDEX 1 TEL: 04 42 33 78 78 FAX: 04 42 33 79 58 or 

04 42 33 77 83 

WEATHER 

SUMMER - most fine weather but thunderstorms a possibility to the E over high ground. 

WINTER - poor weather associated with passing depressions. Risk of early morning fog. Expect 

extreme turbulence in the lee of high ground with winds from NW through N to SE. 


Flashing buoys on either side on centre line at 1.5nm finals RWY 02. 

PAPIS installed on RWYs 21 are set at 3.7°. There is a short runway (10/28) used by light aircraft. 


AKUREYRI 




CATEGORY B AIRFIELD DATE: 01/09/04 

NAME: AKUREYRI COUNTRY: ICELAND 

RUNWAYS: 01/19 (1.940M) AIRFIELD CODES 

AIDS: OFFSET LLZ/DME 02 RADAR I ATA: AEY ICAO: BIAR 

ELEVATION: 6FT MSA. 


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TERRAIN 

The airfield is situated on the N coast of Iceland deep in a fjord, the Eyja Fjordur, with high ground all 

around. 

The terrain rises to nearly 4,800ft asl 6nm W of the airfield reaching nearly 1,800ft asl within 3nm W. 

To the E the ground rises to nearly 2.500ft asl at 3nm and over 3.000ft asl at 9nm E. 

There is a peak to nearly 5,100ft asl 7nm SW. 

The fjord, with steeply rising sides, runs out to sea to the N. 


The instrument let down to RWY 01 is a 25° offset LLZ/DME approach. There is Breakcloud Procedure, 

defined by two NDBs, within the steep sides of the fjord to the N. This procedure is radar monitored 

and speed is limited to 160kt. 

Circling is to the E only within the steeply rising high ground. Large Westerly variation. 

TURBULENCE AND ALTIMETER ERRORS MAY BE EXPECTED WHEN WINDS IN EXCESS of20KT BLOW 

OVER THE SURROUNDING TERRAIN. 

WEATHER 

Iceland has a maritime climate modified by the warming effect of the gulf stream. Average 

temperatures are -3° in Jan and +13° in Jul. Low cloud is present most of the time. Precipitation 

occurs on more than 2 days out of 3 throughout the year, with snow from Nov to Mar. 

Icy runways during the cold months. Fog is frequent particularly Jun to Nov. Poor visibility due to 

blowing snow in Jan & Feb. 

There can be very strong winds exceeding 50kts in winter and 35kts in summer; thus crosswinds and 

turbulence can be a problem. 

Prevailing wind is NE in winter and SE in summer. 


The runway has gravel strips down each side. No taxiways so back tracking will be necessary. 

There are lead-in lights to runway 01 at 5000m and 1600m from threshold. No approach lighting to 

either runway. 


ALESUND 





NAME: ALESUND COUNTRY: NORWAY 


AIDS: ILS25/RADAR IATA: AES ICAO: ENAL 

ELEVATION: 69 FT M.S.A. 6300FT 


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TERRAIN 

The airfield is located on the relatively flat vigra island, very close to the coast, some 6nm north West 

of the city. The island is surrounded by a number of other islands with the open sea to the West. 

Terrain rises in a sector NE-S-SW within the 10nm with heights in excess of 1000ft amsl. Note 

particularly the hill to 1625ft to North West of the om, and the mountain 5nm east to over 3000ft 

amsl. 


Air traffic control: Radar available. Except routing via TAT beacon for ILS 25. Overhead via vigra 

VOR/DME or DMEarcfor R/W 05. 

Note also the localiser is offset by 11.5°. 

There are two VOR approaches for R/W 05, one offset by 22 degrees and the other 18 degrees. Try to 

locate the mast (describe below) as soon as possible and expect the runway to be to the left. 

There is a small hill left of the threshold that may hide the runway. 

Circling is permitted only to the North. 


There is a hazardous radio mast 810ft high 1.5nm to the South West of the airfield, just right of the 

RWY 07 centreline, marked with a flashing light. 

Braking action can fluctuate rapidly with changing temperatures. 

Severe turbulence with southerly winds with strong up and downdraughts. 

WEATHER 

The climate is of a maritime type with rather cool summers and relatively mild winters. Summer 

weather is generally good but rainfall is plentiful. Calm weather encourages the formation of sea fog 

during early morning. In winter there is bad frontal weather with West to Northwesterly winds, snow 

showers and low ceilings. Very strong northwesterly winds can occur, but generally; lasts for a few 

hours only. It is possible for the wind to vary markedly with altitude. 


Limited approach lighting to RWY 25. RWY 07 PAPIS off set to the North and only for use within 3nm 

of threshold. 

Narrow taxiways. 


ALEXANDROUPOLIS 





NAME: DIMOKRITOS COUNTRY: GREECE 

RUNWAYS: 07/25 ( 2582 M) AIRFIELD CODES 

AIDS: VOR DME /NDB 07 IATA: AXD ICAO: LGAL 

ELEVATION: 24 FT M.S.A. 6300 FT 


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TERRAIN 

The airfield is situated E of city of Alexandroupolis, with hills north and east from the field, with 

highest obstacle at 2060 ft. 

Turkish borders lies within 8 NM from the field. 


Instrument let down is for VOR/DME or NDB for rwy 07. 

Circling to the south only. Remain within 4 nm of ALX if circling for 25. 

Use minimum engine power when turning on apron and engine exhaust is directed 

towards terminal building. Circling not authorized north of the airport. 

Turns on rwy, should be made on turning circles on either end of rwy. 

WEATHER 

Typical Mediterranean weather. Expect windshear with northerly gusty winds. 

Birds in the vicinity of the airport. 


ALS and PAPI to both runways. 


ALGHERO 





NAME: ALGHERO COUNTRY: ITALY 


AIDS: ILS 21. NO RADAR IATA: AHO ICAO: LIEA 

ELEVATION: 88FT M.S.A. 4200 


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TERRAIN 

The airfield lies on the W side of a NE - SW valley of the NW corner of Sardinia and 4.5nm NW of the 

city. The island of Sardinia is very mountainous, and the airfield is surrounded by high ground. 

In the sector S to W to N there are hills close to the airfield and close to the approaches to the 

runway. The ground rises within 0.5nm of the 03 threshold with obstructions to nearly 600ft asl 1nm 

W and nearly 1,500ft asl 2nm W. 3.5nm W of the OM RWY 21 is high ground to nearly 1,600ft asl. In 

the sector NE to S the terrain is relatively flat until at range 5nm the mountains of the interior begin to 

rise reaching nearly 2 - 400ft asl at 12nm SE and 6000ft asl beyond. The track between Alghero and 

Olbia to the NE crosses terrain to nearly 5,000ft asl. 


RWY 03 LANDING DAY ONLY. 

RWY 03 only has a Breakcloud Procedure. 

Circling to the E due terrain. 

Call for clearance 10 minutes before start up (see Start - up Procedures in the Aerodrome Booklet). 

WEATHER 

Generally fine in summer but with occasional thunderstorms. Early morning fog spring and autumn. 

Dust haze with S winds (Scirocco). Prolonged rain and thick cloud layers with passing depressions in 

winter. 

Mean maximum temperature January 13°C Sept. 28° C 

Mean minimum temperature January 06° C Sept. 17°C 


The terminal is to the E of the runway. 

T VASIs are used. No approach lights RWY 03. 

Stray dogs on the runway. 


ALMERIA 





NAME: ALMERIA COUNTRY: SPAIN 


AIDS: ILS 26 NO RADAR I ATA: LEI ICAO: LEAM 

ELEVATION: 71 FT M.S.A. 10,300 FT 


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TERRAIN 

The terrain is situated on the south coast 5nm E of the city and is just to the south of coastal 

mountains, namely the Sierras Nevada and Gador. 

The high ground lies generally in a WSW-ENE direction immediately to the north of the airfield. The 

1,000ft asl contour runs 4nm N and notable spot elevations include high ground to nearly 4,600ft asl 

at 10nm N and nearly 7,2000ft asl at 25nm N. 

To the NW of the airfield notable spot elevation s include 2,400ft asl at 7nm and nearly 8,600ft asl at 

25nm. To the West notable spot elevations include one to nearly 5,000ft asl at 15nm and another to 

7,4000ft asl at 22nm. 

A NE-SW ridge lies 9nm SE reaching nearly 1,650ft asl 14nm E. 


RWY 08 has only a considerably offset BREAKCLOUD procedure. Circling is to the S only, due terrain. 

It is advisable to gain height before setting course towards the high ground to the North. 

WEATHER 

Occasional early morning fog throughout the year. There is a tendency for more cloud than at other 

Spanish coastal airfields. The surface wind is often from the E which can cause problems as RWY 08 

has only a BREAKCLOUD procedure. Strong wind combined with the terrain can give marked 

turbulence. Occasional cold fronts during winter with strong W-NW winds. Thunderstorm activity over 

the Sierras to the N. 

Mean maximum temperature January 16°C Sept. 29°C 

Mean minimum temperature January 08°C Sept. 20°C 


Restricting opening hours. 


ALTA 





NAME: ALTA COUNTRY: NORWAY 


AIDS: ILS11/VOR DME IATA: ALF ICAO: 

ELEVATION: 09 FT M.S.A. 5.000FT 


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TERRAIN 

The airfield is situated between the town of Alta and the shoreline at the head of a Fjord. The Fjord is 

orientated approximately N/S with high ground surrounding it. To the west of the airfield the ground 

rises to 3770 ft asl, to the N/E 2305 ft asl and to the S 1850 ft asl. On the instrument approach to 

RWY 12 the ILS and VOR DME procedures takes you close to terrain rising to over 3000 ft asl. 


Circling approaches only on RWY 30. Circling lights are available and the VASIs are set for a 4.5° 

approach. Note the missed approach procedures require an initial turn onto the 150° radial ATA VOR 

at a maximum of 160 kts in order to stay clear of the high ground. 


VASIs for RWY 30 are restricted for use along the inside of the circling lights and are set at 4.5°. On 

RWY 12 the VASIs are restricted to a maximum of 10nm. 

The circling lights are detailed on Jeppesen chart 11-1 


ANCONA 





NAME: ANCONA COUNTRY: ITALY 


AIDS: ILS22 & RADAR IATA: AOI ICAO: LIPY 

ELEVATION: 49FT M.S.A. 6,900 


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TERRAIN 

Airfield situated on the S bank of the river Esino and surrounded by high ground. To the E and S 

terrain rises from the river valley at about 1 nm reaching 669ft asl 2nm to the E. at 4,5nm E (by VOR) 

a mast to 1,129ft asl. A second mast on the coast 10nm ESE to 1,995ft asl. To the SE an 899ft asl hill 

at4nm and terrain to 1,200ft asl beyond. To the SW terrain to over 500ft asl at 3nm and then rising 

rapidly to 1,100ft asl. At about 12nrm SW the foothills of the Appenines with terrain rising rapidly to 

5,400ft asl at 18nm. There is a coastal ridge to 387 ft asl 0.5nm to the left of the RWY 23 approach 

within 1 nm of the threshold. 


Romagna Approach provides radar approach control for Ancona and a number of other airfields on the 

Italian E Coast. Descent on airways from Chioggia can be a problem. Preference is for landing on RWY 

23 and take off on RWY 05. The preferred ILS procedure to RWY 23 is from overhead the ANC VOR. 

WEATHER 

Industrial haze causes poor visibility. The low lying ground with the adjacent river causes FOG, 

particularly in winter. Thunderstorms are prevalent in summer Strong surface winds can be expected 

in the spring. 

Mean Maximum temperature January 08° C Sept. 27°C 

Mean Minimum temperature January 03° C Sept. 20° C 


Joint civil, military airfield. RWY thresholds inset due to arrester gear. T type VASIS An oil refinery and 

pier to the right of the RWY 23 approach path have lights that can be confused with the RWY 

approach lights. Sea birds can be a problem on the RWY 23 approach. The civil terminal is at the SE 

end of the airfield. 


ANKARA 





NAME: ANKARA (ESENBOGA) COUNTRY: TURKEY 

RUNWAYS: 03L/21R, 03R/21L AIRFIELD CODES 

AIDS: ILS. RADAR IATA: ESB ICAO: LTAC 

ELEVATION: 3.125FT M.S.A. 9.000FT 


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TERRAIN 

The airfield is 15nm NE of the city, on a plain surrounded by mountainous terrain. To the N are 

mountains extending to the Black Sea. 8nm NW is a peak to 5,384ft asl and by 30nm N there are 

peaks to nearly 7,000ft asl. ESE is a range reaching 5,000ft asl at 8nm peaking to 6,535ft asl at 14nm 

ESE. 5nm SW, just outside the RWY 03 OM is an escarpment to 3,740ft asl. The sudden drop to the 

plain can cause turbulence. 


Murted military airfield, 21 nm W, also has a RWY 03/21. Ankara, Etimeagut (RY 11/29) is 14nm SW. 

There have been reports of lengthy radar vectoring to the N with consequent uncertainty of terrain 

clearance. The ILS 03R glide path is unreliable. Emergency Turn Procedures are required. Call for start 

15 mins before departure (see Start Up page in Airfield Plates). 

WEATHER 

Hot Summers and cold Winters, with snow possible Nov to Apr. The frequency of FOG increases 

rapidly in late Autumn with an average of 6 days per month in Nov and 4 days per month from Dec- 

Apr. 

Mean Maximum temperature January 04° C Sept. 30°C 

Mean Minimum temperature January 05° C Sept. 15°C 


Parallel runway 03/12. Main landing runway is 03L/21R with good lighting. 


ANTALYA 





NAME: ANTALYA COUNTRY: TURKEY 

RUNWAYS: 18 L&R 36 L&R AIRFIELD CODES 

AIDS: RADAR ILS 36R IATA: AYT ICAO: LTAI 

ELEVATION: 177FT MSA. 12.000FT 


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TERRAIN 

Situated on a small coastal plain 2nm from the sea but surround by high ground. Terrain to 5,417ft asl 

14nm SW, 10,125ft 35nm SW, 9,131ft asl 25nm WSW, 5,456ft 15nm W through N to 8,219ft asl 30nm 

NNE to 6,575ft asl 19nm NE. The Performance Manual lists spot elevations closer in upto 725ft asl. 

There are numerous electricity cables adjacent to the airfield which 4nm E of the city. Approach to 

RWY 36 L&R is over a 200ft cliff, 2nm from the threshold. There is a waterfall into the sea which is on 

line with RWYs 36 centrelines. 

If transiting from Antalaya to Dalaman (98nm to the W) the terrain reaches over 10, 000ft asl within 

35nm. 


Military control which is correct and reliable. Use standard R/T. Initial descent is with Ankara control, 

Antalaya then give clearance to FL 100 at 10dme. Expect a procedural approach. Emergency term 

procedures are in the Performance Manual. The terrain, rising rapidly beyond 10nm to SW-N-E 

necessitates close attention to minimum safe altitudes during departure. 

WEATHER 

Poor visibility and haze affect this coast during all seasons. Heavy Cu and Cb are triggered by the 

adjacent terrain. During winter depressions from the W may bring strong wind, low cloud and rain. 


Joint civil/military airfield with the civil terminal at the NE corner; it is small with limited facilities. RWY 

18R/36L not usually used for civil aircraft. If it is necessary to visit the tower, transport is needed for 

the 2 mile journey by road. 


AQABA 





NAME: AQABA COUNTRY: JORDAN 

RUNWAYS: 01/19 (3,000m) AIRFIELD CODES 

AIDS: ILS 01 NO RADAR IATA: AQJ ICAO: OJAQ 

ELEVATION: 175 FT MSA. 8.000FT 


P a g e | 20 

TERRAIN 

Aqaba International is situated 4nm N of the town and harbour 1nm E of the Jordan/Israel border. 

The runway is orientated along a steep sided N-S valley with the 1 500ft asl contour only 3nm to the E 

and 6nm to the W. The terrain to the E rises to over 5,000ft asl within 6nm, while to the W the 

ground reaches 3,000ft asl by 10nm. On the extended centre line to the N the terrain reaches nearly 

400ft asl at 3nm and nearly 900ft asl at6nm. 


Cairo ATC provides procedural separation between aircraft approaching Aqaba and Eilat from the 

S.VHF ontact with Cairo may be lost while flying up the Gulf of Aqaba so early request for descent is 

advisable. The ILS installed for the RWY 01 "Funnels" the aircraft towards the runway with high 

ground to both sides and to the left Israeli airspace. No instrument let down to RWY 19. Circling is the 

E away from Eilat. There is little co-ordination with Israeli ATC at Eilat and it is important to remain 

within Jordanian airspace. The Jordanian AIP suggests that operations to Aqaba should be VFR. 

Possible VOR and DME fluctuations in the hold a BAKIR. 

It is necessary to positively identify Aqaba International because Eilat aerodrome in Israel has a 

similarly orientated runway only 5nm SW. 

TAKE OFF RWY 01 IS NOT PERMITTED FOR SOME AIRCRAFT TYPES. 

WEATHER 

Arid. Prevailing wind N 20 - 25kts. In winter occasional lows move E from the Mediterranean, passing 

North of Aqaba. The S or SE wind ahead of the lows frequently generates widespread dust storms. 


The Royal Jordanian Airline has scheduled services operating and therefore ground staff and 

equipment are available. 


ARAXOS 





NAME: ARAXOS COUNTRY: GREECE 

RUNWAYS: 18/36 (2990M) AIRFIELD CODES 

AIDS: NO ILS. NO RADAR IATA: GPA ICAO: LGRX 

ELEVATION: 46 FT MSA. 10000 FT 


P a g e | 21 

TERRAIN 

Araxos is situated some 115nm W of Athens on the NW coast of the Peloponnese. There is high 

ground from N through to E to S. The high ground to the N is on the Greek mainland and reaches 

over 3200ft asl at 18nm N and over 3400ft asl at 17nm NE. 9nm to the SE the terrain reaches nearly 

2400ft asl rising to 3170ft asl by 14nm SE and 5900ft asl at 23nm SE. 

A peak to over 6300ft asl is at 21 nm E. 

2/4 nm NW, between the airfield and the coast, is an isolated hill to 823ft asl. The island of Kefallinia 

with terrain to over 5500ft asl lies 35nm W. 


A joint civil/military airfield with approach control provided by Andravida which lies 15nm to the SW. 

SRA and PAR approaches are available to RWY 36, otherwise the only instrument let down is an offset 

VOR BREAKCLOUD procedure, also toward RWY 36. 

The angle of descent required on the VOR/DME 36 approach is steep, (3.7°). 

Emergency turn procedures may be required. 

WEATHER 

Isolated Cb in Spring and Summer. Widespread rain and thick cloud masses associated with 

depressions in Winter. Early morning mist Spring and Autumn. 

Mean Maximum temperature January 14°C Sept. 32°C 

Mean Minimum temperature January 10° C Sept. 25° C 


The short runway, 09/27, is closed; it is used as a taxiway to the terminal which is S of the former 09 

threshold. Caution subsidence on the centreline of the old RWY 09/29 approx. 100m before the left 

turn into the terminal apron. 

Arrester gear is used and RTOW calculations are based on the distance between the two wires. 

Limited parking facilities. 


ASTRAKHAN 





NNAME: ASTRAKHAN COUNTRY: RUSSIA 

RUNWAYS: 09/27 3200x45M 

GRASS RWY:11/29 

AIRFIELD CODES 

AIDS: ILS RWY 09/27 IATA: ASF ICAO: URWA 

ELEVATION: -65 FT MSA. 1900FT 

TERRAIN 

The airport is located 8 km S of the centre of Astrakhan. 

No significant terrain near the airport. 


P a g e | 22 


Radar service in the vicinity of the aerodrome shall be executed by “Approach” and “Radar” controller 

of Astrakhan airport. 


Birds are a hazard mostly during migration time. 

WEATHER 

Light to moderate snow in winter,some thunderstorms mostly early summer around June. 


Precision approach cat 1 lighting system with PAPI in both ends of the runway 

Handling ,fueling,de-icing available 24 hours. 


ASTURIAS 





NAME ASTURIAS COUNTRY: SPAIN 


AIDS: NO RADAR IATA: OVD ICAO: LEAS 



P a g e | 23 

TERRAIN 

Situated on the North coast of Spain some 15nm North West of the city of Oviedo. 

The ground rises quite rapidly to the South and West to more than 1,600ft asl 5nm South and more 

than 3,000 asl 10nm West. 

There is terrain to 1,201ft asl 2nm South of the centre line at 7nm finals RWY 29 and 1,414ft asl 

2.6nm South of the threshold RWY 29. 


Initial descent in French airspace to enter Spanish airspace. Expect light aircraft controlled in Spanish 

otherwise a relatively quiet airfield. 

Circling minima can be reduced for circuits North of the runway. 

WEATHER 

Coastal fog and low cloud is a problem in the Winter. Thunderstorms and precipitation occur 

throughout the year with a slightly higher incidence during the Winter months. 


Small terminal with limited facilities. Migratory bird concentrations Sep - Mar. 







P a g e | 24 




AIRFIELD BRIEFINGS – B 

BANAK 



NAME: BANAK COUNTRY: NORWAY 


AIDS:35ILS IATA: ICAO: ENNA 

ELEVATION: 25FT M.S.A. 5.000FT 


P a g e | 25 

TERRAIN 

Banak airfield lies on the shoreline of a fjord surrounded by high ground. To the south of the airfield 

the ground rises to 3735ft. The instrument approaches to runway 35 take you close to this area of 

high ground whereas approaches to runway 17 run down the fjord. 

Power transmission lines run down each side of the fjord in the proximity of the airfield. 


Circling approaches onto runway 17 are carried out to the east of the airfield. 


Circling lights are installed and shown on Jeppesen chart 11-11. Cables are installed on each end of 

the runway, before landing ask whether they are raised or not.(Raised; supported by rubber 

grommets). 


BARCELONA 





NAME: BARCELONA COUNTRY: SPAIN 

RUNWAYS: 02/20, 07/25 AIRFIELD CODES 

AIDS: 25/07ILS, RADAR IATA: BCN ICAO: LEBL 

ELEVATION: 12FT M.S.A. 5 700FT 


P a g e | 26 

TERRAIN 

The aerodrome is located on a small coastal plain 5.5nm SW of Barcelona City. Within 10nm from W 

through N to NE is considerable high ground reaching almost 2,200ft asl with 1,000ft asl contour at 

5nm range. The slopes of the Pyrenees start at 18nm. By 22nm the peaks rise to 3,500ft asl and 

further N to over 11,000ft asl. 

There is high ground between 12nm and 4nm on the approach to RWY 07 and only just left of the 

centre line. 

See special procedures page in Airway Manual for details of arrivals speed control and preferential 

runways. 

Use standard R/T phraseology. Other aircraft may be controlled in Spanish. There is considerable light 

VFR traffic following the coast. 

Arrivals from the N may have difficulty contacting Barcelona Control at the boundary. Ensure that 

clearances accepted comply with MSAs. 

Be prepared for radar for radar monitoring followed by clearance for a procedural approach. E.g. DME 

arc procedure to ILS 25. However radar vectors to the ILS are also used. 

Emergency turn procedures are published. Attention to high ground is also necessary whilst executing 

the SIDs. 

Departures are subject to flow control and it is essential that Captains consult ATC on arrival to obtain 

a departure slot time. 

WEATHER 

Summer - severe thunderstorms possible over the Pyrenees day and night. Fog may occur at the 

airfield after midnight. 

Winter and spring - early morning fog. Occasionally fog patches drift over the airfield with a NW wind 

before midnight to be followed by a temporary clearance before the fog becomes established. 

S winds produce low stratus. Strong N winds give turbulence and down draughts. 

Mean maximum temperature January 14° C Sept. 27° C 

Mean minimum temperature January 5° C Sept. 20° C 


RWY 07/25 has a hump at the mid point. 

There are wing span restrictions on the apron - see TAXI page in Airway Manual Gerona is a good 

alternate for Barcelona with good road communications. 


BARNAUL 





NAME: BARNAUL COUNTRY: RUSSIA 


AIDS: ILS 06/24-RADAR IATA:BAX ICAO: UNBB 

ELEVATION: 838FT MSA. 2900 FT 

LT = UTC+7HR 

AD category for fire fighting category 7, category 8 on request 

TERRAIN 

West of outskirts of Barnaul, 14 km W of the centre of Barnaul 


P a g e | 27 


During take-off onto track 059°MAG right turn is prohibited until reaching a distance of 15 km from 

RWY end in order to avoid flying over the city. 


The taxi guide lines may be invisible because of snow. Assistance of “Follow-me” vehicle can be 

requested via tower controller. 

WEATHER 

Temperature 





The cold season lasts from November 23 to March 3 with an average daily high temperature below - 

5°C. The coldest day of the year is January 11, with an average low of -21°C and high of -13°C 

Clouds 

The median cloud cover ranges from partly cloudy (61%) to mostly cloudy (89%). The sky is cloudiest 

on November 24 and clearest on July 30. The clearer part of the year begins around February 4. The 

cloudier part of the year begins around October 3. 

Precipitation 


Precipitation is most likely around December 6, occurring in 72% of days. Precipitation is least likely 

around August 25, occurring in 43% of days. 

Over the entire year, the most common forms of precipitation are light snow, moderate snow, light 

rain, thunderstorms, and moderate rain. 


most likely around December 16, when it is observed during 32% of all days. 


It is most likely around December 21, when it is observed during 32% of all days. 




precipitation. They are most likely around June 27, when it is observed during 31% of all days. 

Moderate rain is the most severe precipitation observed during 11% of those days with precipitation. 

It is most likely around September 2, when it is observed during 13% of all days. 






P a g e | 28 




thunderstorms), light rain (34%), and moderate rain (21%). 

During the cold season, which lasts from November 23 to March 3, there is a 65% average chance 


is most often in the form of light snow ( 44% of days with precipitation have at worst light snow), 

moderate snow (44%), and heavy snow (10%). 

Snow 

The likelihood of snow falling is highest around December 21, occurring in 72% of days. The season 


During peak snow season, accumulation at this location is likely. The chances of there being snow on 

the ground are highest around February 2, occurring 73% of the time. The season in which snow is 

relatively likely to be on the ground spans from November 1 to April 14 

The snow is typically at its deepest on March 2, with a median depth of 44.8 cm; the depth exceeds 

62.9 cm only one year out of ten 

Wind 



The highest average wind speed of 32.0 m/s (violent storm) occurs around April 6, at which time the 


The lowest average wind speed of 2.4 m/s (light breeze) occurs around July 19, at which time the 

average daily maximum wind speed is 4.7 m/s (gentle breeze). 


The ornithological situation in the vicinity of the aerodrome is conditioned by seasonal and daily birds 

migration. The majority of birds migrate at heights 10-450 m AGL. 

Nesting locations of waterfowl are water meadows of the Ob river with many watercourses and lakes. 

Availability of city refuse dump located at 6 km from the airport stimulates crows concentration. 

Morning, evening and seasonal birds migrations are the most hazardous. 

For providing ornithological safety of flights tower controller shall organize visual observation in 

aircraft take-off and landing sectors, estimate ornithological situation in the vicinity of the aerodrome 

and, if necessary, give instructions for taking measures on dissipation of birds concentrations in takeoff 

and approach-to-land area and instruct crews how to avoid birds concentrations. 

During above mentioned periods crews are recommended to increase caution, to switch on onboard 

landing lights on final approach path for dissipation of birds concentrations and also to inform the ATC 

controllers about flying birds flocks. 

Measures on dissipation of birds concentrations include the airport territory observation, the 

abolishment of conditions stimulating birds concentration at the aerodrome, birds dissipation by flare 

and gun shots, birds shooting. The registration and analysis of all cases of aircraft collisions with birds 

are also carried out. 


BASLE 





NAME: BASLE COUNTRY: SWITZERLAND 


AIDS:16ILS RADAR IATA: BSL ICAO: LFSB 



P a g e | 29 

TERRAIN 

The airfield is located in the Rhine Valley 3.5nm NW of Basle. 7nm S is an E-W range with peaks to 

2,750 ft asl. Further S the terrain continues to rise giving 25nm SSA of 7,200ft. The terrain rises 

steadily to the E and NE reaching over 3,000ft asl within 10nm with further peaks to 5,000ft asl 

beyond. To the NW there is high ground beyond about 17nm rising to 4,700ft asl. A mast to 2,432ft 

asl lies 6nm E of the airfield. 2.5nm S of the threshold RWY 34 is an obstruction to 1,289ft asl and 

obstructions to over 1,400ft asl beyond. 

There are obstacles to nearly 1500ft asl under LH base turn onto finals for RW34 (see indirect 

approach page in Airway Manual). 


The airfield is in France but is jointly administered by the French and Swiss. Low stratus in spring, 

summer and autumn in the early hours of the morning. Summer brings thunderstorm activity. Basle 

has a slightly better record than Zurich and is frequently clear when Zurich has fog. 

Mean maximum temperature January 6°C Jul: 26°C 

Mean minimum temperature January -1°C Jul: 14°C 


After landing RWY 16 the preferred taxiway for clearing is the last taxiway before the intersection with 

RWY 08/26. When taxiing at night keep a look out for deer. 


BASTIA 




CATEGORY B AIRFIELD DATE: 01 /09/04 

NAME: BASTIA COUNTRY: FRANCE 


AIDS: ILS 34, NO RADAR IATA: BIA ICAO: LFKB 



P a g e | 30 

TERRAIN 

Poretta Airport is on the NE coast of the mountainous island of Corsica. The town of Bastia is 9nm N. 

The terrain rises rapidly inland reaching 1,500ft asl by 3nm W and nearly 3,700ft asl at 4nm W. The 

terrain continues to rise steadily inland with the highest point on Corsica reaching nearly 9,000ft asl at 

26nm SW. 

The N/S ridge, with peaks to nearly 4,400ft asl, obstructs the approach to RWY 16 beyond 6nm. 

The final approach to RWY 16 is over a lagoon which is separated from the sea by a narrow strip of 

land. 


Local traffic controlled in French. 

Approaching from W of the high ground Bastia DME will not be received until about range 30nm. 

Instrument let downs to RWY 34 only due terrain. An approach to RWY 16 may be made via the ILS 

34 to break cloud or via a considerably offset Breakcloud procedure VOR/DME 16. 

The Breakcloud procedure VOR.DME 16 will deliver the aircraft at MDA/Circling Minimum (1100ft 

QNH) approximately 4,6D Bastia VOR, this is after descent using advisory altitudes on a 3.6° descent 

profile.The MAP for this approach is 3.0D Bastia VOR which equates to just under 4nm to touch down 

RWY 16 and is a suitable point to re-configure for landing. 

BIRDSTRIKES have occurred over the lagoon during final approach RWY 16. 

Parachuting takes place to the NW. 

Circling is prohibited W of the airfield. 

See performance manual for emergency turns procedures. 

WEATHER 

Summer - mostly fine weather but thunderstorms a possibility over the high ground to the SW. 

Winter - poor weather conditions associated with passing depressions. 

Expect turbulence in the lee of the high ground with winds having a westerly component. 

Mean Maximum Temperature January 13°C Sept. 28°C 

Mean Minimum Temperature January 5°C Sept. 18°C 


RWY 16 PAPI offset 5° from runway centreline, due high ground to the west. Birds are a hazard on 

and around the airfield. 


BEIRUT 





NAME: BEIRUT COUNTRY: LEBANON 

RUNWAYS: 03L/21 (3.180M) 18/36 

17/35 (3395M) 

(3.130M) 


AIDS: ILS 18/17/03/21. RADAR IATA: BEY ICAO: OLBA 

ELEVATION: 85FT M.S.A. 11 100FT 


P a g e | 31 

TERRAIN 

The airport is on the coast on the southern outskirts of the city. There is considerable high ground 

inland. The following spot elevations are rounded up to the nearest 50ft. 

025°T 3 1 /2nm 700ft asl 095°T 11 1 /2nm 4850ft asl 

050°T 13 1 /2nm 3400ft asl 110°T2nm 1200ft asl 

050°T 18nm 4800ft asl 135°T5nm 3000ft asl 

070°T 12 1 /2nm 4250ft asl 145°T 16nm 6100ft asl 

070°T 22 nm 8650ft asl 175°T3nm 1000ft asl 

085°T 15 1 /2nm 6900ft asl 175°T 5nm 1900ft asl 


Landings RWYs 21 & 36 at night not permitted due terrain. 

Arrivals from the KARIATAIN VOR to RWY 18 ILS route via points CHEKKA and BYBLO. The distance 

CHEKKA to BYBLO is only 15nm with 7,000ft to descent. The distance BYBLO to touchdown RWY 18 is 

18nm with 6,000 ft to descend. 

Instrument approaches to RWY 18 only. Circling is to the W over the sea, away from the high ground. 

Aircraft making visual approaches to RWY 21 must maintain at least 1100ft QNH until established on 

the centre-line for finals, due obstruction 025°T 3 1 /2nm 700ft asl. 

WINDSHEAR frequent on approach to RWY 18. 

Check performance Manual for emergency turns procedures. 

Call for clearance 5 mins prior to engine start. 

For departures to the NW expect clearance direct BALMA or clearance to intercept airway B15 to 

BALMA. SIDs BEIRUT 1 and BEIRUT 2 are for EASTBOUND departures ONLY. 

Call Beirut control before passing 2,000ft on departure. 

WEATHER 

Summer Fine weather. 

Winter Some heavy Cb activity. Squalls with winds above 25kts may give rising dust/sand, reducing 

visibility on occasion to less than 100m. Fog is unknown. 




Lighted highways either side of RWY 18 may make runway identification difficult at night. 

Rapid changes in Radio Altimeter indications may be experienced on the approach to RWY 18 just 

before the threshold due to ravine. 

Some taxiways closed to wide body aircraft, see Aerodrome Booklet. New runways 03R/21L and 17/35 

are under construction. Birds are a problem. 

GENERAL 

There is no requirement for females to cover their heads or faces; however discretion should be 

exercised with regard to dress in public. As usual during Ramadam, it is required that nothing is eaten 

or drunk in public between sunrise and sunset. 


BELGRADE 





NNAME: BELGRADE/NIKOLA TESLA COUNTRY: SERBIA 

RUNWAYS: 12/30 3400/45 M AIRFIELD CODES 

AIDS: ILS ON BOTH RWYS IATA: BEG ICAO: LYBE 


TERRAIN 

Highest obstacle 902 FT ,6 NM ,SW of the airport. 


Expect radar vectors for landing. 


Visual and circling approaches not authorized North-East of the airport. 

Flock of birds frequently on the airport. 

WEATHER 

Early morning fog or snow on winter and CB's on summer may be expected. 


24 hours available. 

Runway 12 is cat 3b. 


P a g e | 32 


BELGOROD 





NNAME: BELGOROD COUNTRY: RUSSIA 

RUNWAYS: 11/29 2300x42 M AIRFIELD CODES 

AIDS: ILS RWY 29 IATA: EGO ICAO: UUOB 

ELEVATION: 740 FT MSA. 1700 FT. 


P a g e | 33 

TERRAIN 

The airport is located 6.5 km N of the centre of Belgorod. No special terrain near by the airport. 


Radar vectoring shall be executed by ATS unit which provides a direct control over aircraft 

movement.. For air traffic flow management the controllers of ATS units shall give instructions to 

reach definite flight levels (heights) and also set courses to the crews for the purpose of providing 

separation necessary for carrying out landing taking into account aircraft characteristics. 

Radar vectoring charts are not published. 


Birds are a hazard. 


Fueling 0430−1900 winter 0330−1800 summer. Handling 0430−1900 winter 0330−1800 summer 

De icing 0430−1900 /winter 0330−1800 summer 

Simple approach lighting system in both runways 


BERGAMO 





NAME: BERGAMO COUNTRY: ITALY 


AIDS: ILS 29, NO RADAR IATA: BGY ICAO: LIME 



P a g e | 34 

TERRAIN 

The airfield is situated on the SE edge of the city and some 20nm NE of Milan. The Alps lie 

immediately N and rise too more than 10,000ft asl within 28nm. The RWY 29 approach lies very close 

to the mountains. To quote a crew report, "The Mountains are horribly close and with a strong S wind 

great care is required to prevent drifting N of the centreline". Specifically there is a hill 2,200ft asl 1 

nm N of the extended C/L at 10nm. Terrain to over 2,000ft asl 2nrm N of the OM. 300m W of RWY 11 

threshold is a main road often with high sided vehicles. 


Instrument approaches to RWY 29 only, due terrain. 

Considerable light aircraft traffic using the small runway to the N. Helicopter training takes place on 

the aerodrome. Aircraft are radar vectored by Milan and then handed over to Orio Tower. The arrivals 

procedures include speed limits which reduce with reducing range. There are speed limits associated 

with some of the approach procedures. The SIDs differ if the local VORs are unserviceable.Request 

clearance 10 mins before start giving destination and stand number. 

WEATHER 

Bergamo has a high incidence of fog in winter. However the Katabatic effect due to the mountains to 

the N normally ensures better visibility than other Po valley aerodromes. Severe icing with the 

passage of warm fronts in winter with "double" freezing levels. Turbulence and low level WINDSHEAR 

especially with N winds. Heavy Cu and Cb over the Alps. 




Apron rapidly becomes congested when diversions in progress. No engineering facilities. Good 

motorway link with Milan. 

The terminal building is small with limited handling facilities to process large numbers of passengers. 

Help from aircraft crew may be needed by passengers to retrieve baggage and locate buses to Milan. 


BERGEN 





NAME: BERGEN COUNTRY: NORWAY 


AIDS: ILS. RADAR IATA: BGO ICAO: ENBR 



P a g e | 35 

TERRAIN 

The airfield is on the coast of Norway 5.5nm SW of the city. To the W are rocky islands with a hill and 

mast to 1,279 ft asl only 3nm W of the 17 threshold. To the E the terrain is mountainous. 1.5nm E of 

the ILS 17 OM is a peak to 1,322ft asl (OM altitude 1,450ft QNH). 

The 2,000ft asl contour lies generally 6nm E with a peak to 3,240 ft asl at 12nm ENE. 


Numerous helicopter movements mainly concerned with offshore activities. Joint civil/military airfield 

complete with fighter returning with low fuel reserves. ILS 18 glide path is limited for use to 5° either 

side of localiser. VOR/DME 18 procedure gives a 4° angle of descent. 

CIRCLING IS THE W ONLY BUT NOTE THE HILL AND MAST TO 1.279ft asl AT 2NM W ofTHE 17 

THRESHOLD, 

Emergency turn procedure is required. Noise abatement page in the airfield plates. 

WEATHER 

Early morning fog and low stratus Mar to Aug. 

Frequent low cloud winter and spring. Thunderstorms Jun to Nov. 

Strong winds induce turbulence due rugged terrain. 

When circling the cloud base may be lower over the sea (to the W) than overhead the airfield. 

WINDSHEAR may be encountered on short finals to R/W 17 and R/W 35 with winds from 200° - 340° 

in excess of 12 knots. 


Jet barrier and arrester gear may be in use. 

White wing bars each side of concrete stopways can give the impression of being an extra VASI in 

conditions of poor visibility. 

RWY 35 has an initial 0.5% upslope followed by a pronounced dip and then 0.9% upslope for the last 

900m. There is a marked upslope to the ramp. 

Migrating birds mainly over the coast and below 1,500ft Apr to May and Aug to Oct. Seabirds on or 

near the runway all seasons. Deer may be encountered on the airfield particularly in winter. 


BILBAO 




CATEGORY C AIRFIELD DATE: 01 /09/04 

NAME: BILBAO COUNTRY: SPAIN 

RUNWAYS: 10/28 (2.000M) 12/30 (2.600M) AIRFIELD CODES 

AIDS: ILS 30. NO RADAR IATA: BIO ICAO: LEBB 



P a g e | 36 

TERRAIN 

The airfield is 7nm S of the N coast in a narrow SE-NW valley 3nm across. The end of the valley is 

closed by terrain rising initially to 2,000ft asl. The hills on the N side of the valley rise to 1,200ft asl 

and those on the S side to almost 1,600ft asl. These hills have unlit power lines and masts. Highest 

point within 10nm is a 3,280ft asl mountain 7.5nm SW. mount Oiz topped by a mast gives an 

obstruction of 3,540ft asl only 2,5nm N of the RWY 30 extended C/L and 14nm from touchdown. A 

ridge with power cables runs across the approach to RWY 12 giving obstructions to 340ft asl 1nm 

from the threshold. 

There is also a ridge with obstructions across the approach to RWY 10 which reaches 372ft asl 

1.25nm from RWY 10 threshold. The city lies just S of the airfield. Shipbuilding and heavy industry on 

the river to the W and NW within 2nm. 


Local traffic controlled in Spanish. English is often poor, use standard R/T. Approaching from the N, if 

descent is made for a visual to RWY 12 do not confuse the first inlet but use the 'B' locater as a track 

guide. If using ILS RWY 30 consider carrying out the full procedure from overhead the airfield to avoid 

GPWS problems due to the ridge N of the C/L. 

At 6d on the VOR/DME approaches to RWYs 10 and 12 the aircraft will be passing close to high 

ground. See "Visual approaches 12/30" in the Airway Manual, which shows the terrain well. 

LONG DELAYS may occur when several aircraft are waiting to land. 

On departure take care to be on track before entering French airspace. 


RESTRICTED USE of RWYs AT NIGHT due to required visual reference. Visual circuits DAY ONLY are 

to the N of the airfield. 


BODO 





NAME: BODO COUNTRY: NORWAY 


AIDS: ILS RADAR IATA: BOO ICAO. ENBO 



P a g e | 37 

TERRAIN 

Bodo is situated on the tip of a peninsular on the Norwegian coast some 170nm SW of Tromso. The 

town is immediately to the N of the airfield. There is high ground from N through E to SW. To the N is 

a peak to nearly 2,700ft asl on an island at range 8nm. To the NE is a NE/SW ridge reaching over 

1,200ft asl at range 3nm and over 2,600ft asl at 11 nm. To the SE terrain reaches nearly 3,900ft asl at 

range 10nm and to the SW nearly 2,200ft asl at range 8nm. The approach to RWY 07 is over the sea. 

However the approach to RWY 25 is offset along a fjord with high ground only 1/4nm to the N at 

range 12nm from the 25 threshold. 


A well equipped military airfield. STARs are published and a STAR clearance also includes a clearance 

to make an instrument approach. 

ILS 25 - LLZ is offset 10° to bring the aircraft down a fjord clear of high ground. 

Note that there is a maximum speed of 140kt outbound in the procedure turn. 

Circling is to the S of the airfield only. The performance manual contains emergency turn procedures. 

WEATHER 

Disturbed weather with frontal activity from the W. 


Mean minimum temperature January -5°C Sept. 11°C 


The PAPIs installed for RWY 25 are offset to be aligned with the 25 LLZ; they are not unstable below 

200ft above threshold elevation. 

Arrester gear is used. 

The runway is slippery when wet and slow to drain. Lead-in lights are provided for the RWY 25 

approach 


BOLSHOYE SAVINO 





NAME: BOLSHOYE SAVINO COUNTRY: RUSSIA 

RUNWAYS: 21/03 (3200x49) AIRFIELD CODES 

AIDS: ILS CAT I 21/03 IATA: PEE ICAO. USPP 

ELEVATION: 123M M.S.A. 3.100 FT 

TERRAIN 

NIL 



P a g e | 38 

Taxiing of ACFT in the dark hours shall be carried out only after the “Follow-me” vehicle. 

Radar vectoring in TMA is executed by ATS unit which provides a direct control over aircraft 

movement. 

For air traffic flow management the controllers of ATS units give instructions to reach definite flight 

levels (heights) and also inform the crews about the necessity to deviate from the establishe d tracks 

for the purpose of providing the intervals necessary for carrying out landing taking into account 

aircraft characteristics. 


Equipment for removal of foreign-made ACFT is not AVBL at AD. 

Mentioned equipment for removal of disabled ACFT shall be provided by ACFT operator (airline). 

The ornithological situation in TMA is conditioned by seasonal and daily bird migration. The majority of 

birds migrate at heights from (100) to (600)m above ground level. Separate kinds of birds may fly at 

heights up to (3000)m. 

The Kama river conditioning the presence and migrations of gulls (April -October) flows from the 

North-East to the West at 8 km from the aerodrome. 

The main migration ways have two flows from south to north in spring and in the opposite direction in 

autumn embracing the runway area. 

When it gets warmer (April -May) or colder (Septem ber-October) mass migration of birds increases 

especially intensively when the precipitation is absent, the wind is weak, the cloud ceiling is high in 

the morning and evening time. 

During above mentioned periods the pilots are recommended to switch on landing lights during takeoff, 

approach, when flying in the aerodrome area and also during climbing and descending 

procedures. 

WEATHER 

NIL 


AD category for firefighting H24, CAT 7. Cleaning of apron and TWY is carried out till the centre line is 

visible. 


BRATISLAVA 





NAME: STEFANIK COUNTRY: SLOVAKIA 

RUNWAYS: 04/22 - 13/31 AIRFIELD CODES 

AIDS: ILS/ VOR/NDB IATA: BTS ICAO: LZIB 



P a g e | 39 

TERRAIN 

Airport lies east of the city. Terrain is flat, except hills that rising immediately to the north, with MSA 

of 3600 ft. With north-westerly winds, mountain waves create severe windshear on rwy 22. Proximity 

of Danube river, produces fog conditions. 


Generally all STAR and SID are under radar control. Flight Levels are in feet, but wind velocity is given 

in meters per second, ( a quick rule of thumb is: double the velocity minus 10 percent) . No approach 

aids for rwys 04 and 13. 

Circling not authorized west of the airfield. 

WEATHER 

Typical continental weather, with snow and fog during winter 


PAPI on all instrument runways. Expect full facilities on ground. 


B R I N D I S I 





NAME: CASALE COUNTRY: ITALY 

RUNWAYS: 13/31 05/23 AIRFIELD CODES 

AIDS: ILS/VOR/NDB IATA: BDS ICAO: LI BR 



P a g e | 40 

TERRAIN 

Joint military civil airport, lies on the coast, north of the city. Terrain is flat, but some turbulence and 

windshear may be expected. 


STAR or SID published. Expect hand over to Brindisi FIR and the to the airport. Circling to south for 

05/23 prohibited. Captain's only landing at 05/23 

WEATHER 

Typical Mediterranean. 


All runways have PAPI. BRD VOR is located 5 nm south east of the field. Caution advised with the 

presence of ships with mast. 


BRYANSK 





NNAME: BRYANSK COUNTRY: RUSSIA 

RUNWAYS: 17/35 2400x42 AIRFIELD CODES 

AIDS: ILS RWY 35 IATA: BZK ICAO: UUBP 


TERRAIN 

The airport is located 14 km SW of Bryansk. 


P a g e | 41 


Radar vectoring in TMA is executed by ATS unit, which provides a direct control over aircraft 

movement. For air traffic flow management the controllers of ATS units give instructions to reach 

definite flight levels (heights) and also set courses to the crews for the purpose of providing 

separation necessary for carrying out landing taking into account aircraft performances . 

Radar control over aircraft flights in TMA is provided by TAR. 



birds migrate at heights from 100 to 600 m above ground level. Separate kinds of birds may fly at 

heights up to 3000 m. 

Pilots are recommended to switch on landing lights when flying in the vicinity of the aerodrome, 

during takeoff, approach and also during climbing and descending. 

WEATHER 

Generally the most common kind of weather is light rain, changing to moderate snow in winter 

and some thunderstorms around early summer. 


Handling ,fueling,de icing available 24 hours. 

Simple approach lighting system on both ends of the runaway 


BUCHAREST 





NNAME:BUCHAREST/OTOPENI COUNTRY: ROMANIA 

RUNWAYS: 08L/26R 3500/45 M 

08R/26L 3500/45 M 


AIDS: ILS TO ALL RWYS. IATA: OTP ICAO: LROP 



P a g e | 42 

TERRAIN 

Highest obstacle 942 FT 9NM north of the airport 

The airport lies in relatively flat land in the S part of Romania of the Danube Delta. The surrounding is 

generally flat ,rising from about 30 NM north of the airport towards the Carpathian mountains 

approximately 60 NM to the north, peaks up to 8000ft. 


Expect radar vectoring to all runways. 


There are restricted, prohibited and danger areas south of the airport 

Circling approach not authorized south of the airport due to LOBS. 

WEATHER 

Expect heavy cold weather operations on winter, with snow and low visibilities. 

Taxiways are reported slippery on freezing conditions. 


24 hours ops. De icing takes place at the stand. 


BURGAS 





NAME: BURGAS COUNTRY: BULGARIA 


AIDS:22ILS VOR DME NDB. RADAR IATA: BOJ ICAO: LBBG 

ELEVATION: 135FT MSA. 3,300 FT 


P a g e | 43 

TERRAIN 

Burgas is situated on the Black Sea coast. The terrain to the north and west rises to over 1500ft. The 

minimum safe altitude within 25nm of the airfield has not been published. Care should be exercised 

when letting down towards Burgas. 


See Air Traffic Control - Bulgaria. 

Note - Altimetry - vertical position at or above transition level shall be expressed as flight levels in 

feet. Vertical position of aircraft at or below "Transition HEIGHT" (term used instead of Transition 

Altitude) shall be expressed in terms of height above aerodrome elevation (QFE) in METERS e.g. 

height 300 meters. QFE is used for take off and landing under normal circumstances. 

Also note regulations concerning overflying the state border. 

The minima for radar approaches are expressed as TAR minima - Terminal area surveillance radar 

minima - and these are to be found in the terminal pages of the Jeppesen. 

Page 10-4 of Jeppesen details noise procedures and departure gradients of climb required on runway 

22. 

GENERAL 

The Jeppesen plates have a feet/meters conversion table for the various procedures but a conversion 

table will be required for flights into this airfield. 







P a g e | 44 




AIRFIELD BRIEFINGS - C 

CAIRO 



NAME: CAIRO COUNTRY: EGYPT 

RUNWAYS: 05L/23R (3300M) 05R/23L (4000M) 

16/34 (3133M) DAY AND VMC ONLY 


AIDS: ILS 05L, 05R, 23L, 23R, RADAR IATA: CAI ICAO: HECA 



P a g e | 45 

TERRAIN 

Located 13nm NE of Cairo city, the airfield site, and the terrain to the S, slope up towards an 

escarpment at 6nm S. This has elevations to over 1,100ft asl at range 7nm. To the W lies the River 

Nile, running S to N at 9nm range. 


Radio aids sometimes unserviceable and/or unreliable. Wide VHF coverage, but the quality of 

reception can be very poor. This gives ample scope for confusion and misunderstanding although the 

use of the area radar has improved the ATC environment considerable. 

Expect radar vectors to final approach. ILS 04R reported erratic to the extent that during an autoapproach 

the autopilot may disconnect. VOR CVO reported to be unstable. 

Quoted RVRs should be ignored and met vis requested for factorization. 

RWY 16/34 is only approved for use in daylight and VMC; there is no instrument let down to this 

runway. 

Well-lit duel carriageway and boundary fence lighting may make night identification of TWYs 05L & R 

difficult. 

Call for ATC clearance before pushback to avoid delay. 

WEATHER 

SUMMER - Risk of early morning FOG forming just after sunrise but clearing within about 2 hours. Low 

stratus may form during the night but normally clears by 1000L. Prevailing wind Wly. 

WINTER - Depressions from the W bring gusty conditions with rising dust and SANDSTORMS. In 

advance of depressions strong S-SW winds (Khamsin) cause sandstorms Dec to May. Visibility is worst 

2 to 4 hours before the passage of the cold wind front and may reduce to less than 200m for periods 

of up to 4 hours. This is usually followed by squally rain showers which quickly improve visibility. Light 

SW winds may bring smoke from the city towards the airfield. Fog is more frequent than during the 

summer and is more persistent. Prevailing wind S to Swly. 


There have been reports of discrepancies between ILS Glideslope and PAOI's. The use of advisory 

altitudes against DME ranges (published for all approaches) is advised. 

The airfield site slopes up towards the S with a marked difference between threshold elevations. Large 

power settings are required if taxiing uphill, increasing the risk of engine ingestion of the considerable 

amounts of debris, sand and stones lying on and around taxiways. Increase the separation between 

taxiing aircraft at all times. Taxiing downhill required constant braking which may cause BRAKE 

OVERHEAT. Taxiway lighting is poor. 

Terminal 2. Keep all engines running until reaching the apron due uphill taxiways. There are notes in 

the Aerad covering stand entry guidance. The Optical Stopping System described is for use from LH 

seat only; the stop position as seen from the RH seat is 4 - 5 feet too soon. 

GENEBAL 

Due to poor communications between Cairo and London, crews should contact Air Cordial Operations 

on HF when airborne. 


CATANIA 





NAME: CATANIA COUNTRY: ITALY 


AIDS:08ILS RADAR IATA: CTA ICAO: LICC 

ELEVATION: 40 FT M.S.A. 13,300FT 


P a g e | 46 

TERRAIN 

Situated on the E coast of Sicily 2nm S of the city. To the S and W the ground rises gently for 10nm 

and then more steeply with 2,310ft asl 20nm W and 3,655ft asl 23nm S. To the NW small hills start at 

2nm. Mount Etna 10,902ft asl is 17nm N and this dominates procedures into and our of Catania. Risk 

of volcanic cloud up to 20,000ft around Mt Etna depending on wind direction. Sigonella military airfield 

7nm SW with a runway nearly parallel to Catania. 


STARs and SIDs specify minimum navigational equipment required. WINDSHEAR may be experienced 

on approach to RWY 26 with strong W winds. Start up procedures are detailed in the aerodrome 

booklet. 

WEATHER 

Fine in summer but unsettled in winter. S or SE winds (Scirocco) give poor visibility due to dust haze 

from the Sahara. Risk of radiation fog at night. Cloud base below 1,000ft is rare. Strong winds from N 

and NW give unpredictable winds over the Catania Plain with rapid changes of direction and speed. 

Reports indicate that RVRs are not measured along the runway and should be used with caution. 


There are no approach lights to either runway. Numerous light/military aircraft are parked and use the 

airfield in VMC. 


CHAMBERY 





NAME: CHAMBERY COUNTRY: FRANCE 


AIDS:18ILS, NO RADAR IATA: CMF ICAO: LFLB 


SITUATION 

The airfield is situated towards the head of a deep valley at the head of a lake. 


P a g e | 47 

TERRAIN and HAZARDS 

There is high ground on either side of the airfield with a steep ridge, parallel to the approach to RA/V 

18 up to 6200ft amsl just 2nm to the E. 3nm to the W the ground rises to 8300 ft amsl. 

To the N another ridge is situated 12nm from the field, rising to 4500 and also lies N/S. 

The eastern ridge broadens to the south of the field and effectively blocks the approach to RA/V 36 at 

a range of 6nm. All approaches are therefore to be made to RA/V 18, descending over the lake and 

between high ground. If RAA/ 36 is in use the RAA/18 missed approach procedure should be followed 

to point BRAVO followed by a RH visual circuit to landing. 

The main body of the Alps lie some 45nm to the S and E, with Monte Blanc at 15,782ft. 

The mountainous nature of the local terrain gives rise to turbulence on all approaches, particularly 

when the surface wind-speed exceeds 15 knots. Mountain wave effect can be expected at medium 

and higher altitudes, 

Fog can be a persistent hazard in winter. 

Operations from a light aircraft grass strip which runs parallel with the main runway may sometimes 

constitute a hazard. 

GENERAL 

Operational restrictions are announced in NOTAMs. 




CHELYABINSK/Balandino 



NAME: CHELYABINSK COUNTRY: RUSSIA 


AIDS: ILS 09/27-RADAR IATA: CEK ICAO: USCC 


LT = UTC+5HR (Winter), UTC+6HR (Summer) 


TERRAIN 

18 km NE of Chelyabinsk 


P a g e | 48 


Radar guidance (vectoring) in controlled airspace. is carried out for vectoring the aircraft to final 

approach along the established descent patterns. For regulation of air traffic, the ATS unit controllers 

give instructions to reach specified flight levels (heights) not below the safe ones and also assign flight 

courses to the flight crews, in case of necessity – the speeds for aircraft, for the purpose of maintain 

the intervals necessary for carrying out a landing taking into account the aircraft performances. 

The last assigned flight course shall be established for vectoring the aircraft to final approach at an 

angle of not more than 45° and at least at 2 km to IAF. At the same time, when issuing the last 

assigned course the ATS unit controller shall advise the position of aircraft to the flight crew and issue 

the clearance for the chosen approach procedure. Radar guidance (vectoring) shall terminate at the 

moment of corrective turn of aircraft to the final approach or getting the clearance for visual 

approach. 


If TWY centre line is not quite visible, aircraft may be escorted by “Follow-me” vehicle requested by 

crew via TWR controller. The crews are notified of movement area condition by SNOWTAM 

WEATHER 

Temperature 





The cold season lasts from December 8 to March 4 with an average daily high temperature below - 

4°C. The coldest day of the year is February 17, with an average low of -19°C and high of -10°C. 

Clouds 

The median cloud cover ranges from mostly cloudy ( 84%) to mostly cloudy (95%). The sky is 

cloudiest on November 19 and clearest on April 26. The clearer part of the year begins around 

February 5. The cloudier part of the year begins around September 14. 

Precipitation 



around April 27, occurring in 29% of days. 

Over the entire year, the most common forms of precipitation are moderate snow, light rain, light 

snow, and thunderstorms. 


It is most likely around January 21, when it is observed during 33% of all days. 






P a g e | 49 









is most often in the form of light rain ( 43% of days with precipitation have at worst light rain), 

thunderstorms (38%), and moderate rain (15%). 

During the cold season, which lasts from December 8 to March 4, there is a 57% average chance that 

precipitation will be observed at some point during a given day. When precipitation does occur it is 

most often in the form of moderate snow ( 51% of days with precipitation have at worst moderate 

snow), light snow (35%), and heavy snow (11%). 

Snow 

The likelihood of snow falling is highest around January 13, occurring in 60% of days. The season in 

which it is relatively likely for snow to fall spans from October 13 to April 13 

Wind 

Over the course of the year typical wind speeds vary from 0.3 m/s to 5.1 m/s (light air to gentle 


The highest average wind speed of 3.5 m/s (gentle breeze) occurs around April 25, at which time the 


The lowest average wind speed of 2.0 m/s (light breeze) occurs around January 14, at which time the 



If TWY centre line is not quite visible, aircraft may be escorted by “Follow-me” vehicle requested by 

crew via TWR controller. The crews are notified of movement area condition by SNOWTAM. 

The ornithological situation in TMA is conditioned by seasonal and daily birds migration. 

In winter the migration intensity is minimal and it is mainly represented by pigeons migrations to 

feeding and night’s lodging areas. 

In spring the migration intensity increases noticeably especially in April – May, in summer the 

migration intensity peak is in July – August. In autumn the migration intensity peaks are in October. 

The majority of birds migrate at the heights up to 200 m. Some birds varieties migrate above 200 m 

in May and October. 

Availability of sufficient feeding areas and of large forest around the aerodrome stimulates 

concentration of more than 20 birds varieties. 

The main birds concentrations are in the morning and in the evening near the aerodrome buildings 

and the large forests west to the aerodrome. 

During above mentioned time periods pilots are recommended to switch on onboard landing lights 

while flying in the vicinity of the aerodrome and carrying out take-off and approach as well as while 

climbing and descending. 

The aerodrome services take measures on dissipation of birds concentrations, on liquidation of 

favorable birds living conditions. 

The ornithological situation is not critical. 


CHIOS 





NAME: CHIOS COUNTRY: GREECE 


AIDS: VOR DME / NDB IATA: JKH ICAO: LGHI 

ELEVATION: 15 FT M S A . 5300 FT 


P a g e | 50 

TERRAIN 

Chios airport lies on the east the coast of the island, just south of the city of Chios. High terrain exist 2 

miles to the west at 1 302 ft, and 7miles to northwest at more than 3000 ft. 

The Turkish borders lies to the east at 2 nm. 


Athens control descent clearance is to a level above FL100. Upon contact with Chios, expect VOR/DME 

01 approach, for rwy 01, or circling for rwy 19. 


Remarkable turbulence exists even with light winds. 

a) When the winds blow from 250° to 300° Max crosswind wind component is 20kt for Take 

off and Landing 

b) When the R/W condition is wet MAX crosswind component is 15kts for Take off and 

Landing 

c) When the rwy condition is contaminated Takeoff and Landing is prohibited. 

Performance limitations exist to both runways. Exercise caution. Captain's only landing. 

WEATHER 

Expect strong winds during summer. Some thunderstorms and marginal conditions may be expected 

during spring and fall. At winter expect rain and reduced visibility. 


There is no approach light system. Both runways have PAPI. 


CHISINAU 





NAME: CHISINAU COUNTRY: MOLDOVA 


AIDS: ILS 08/26-RADAR IATA: KIV ICAO: LUKK 

ELEVATION:399 FT MSA. 2400 FT 


TERRAIN 

120º, 13KM (7.0NM) from CHISINAU city center 


P a g e | 51 


Radar vectoring is executed for ILS/DME approach RWY 08/26 for glide path entering altitude (FAP) 

2500FT. Aircraft vectored for final approach will be given a heading or a series of headings calculated 

to close with the final approach track. 

The final vector shall enable the aircraft to be established in level flight on the final approach track 

1.5NM prior to FAP/FAF RWY 08/26 and should normally provide an intercept angle with final 

approach track of 30 degrees (maximum angle 45 degrees). 

WEATHER 

Temperature 





The cold season lasts from November 28 to March 6 with an average daily high temperature below 

6°C. The coldest day of the year is December 30, with an average low of -5°C and high of 0°C. 

Clouds 

The median cloud cover ranges from partly cloudy (67%) to overcast (98%). The sky is cloudiest on 

December 22 and clearest on August 15. The clearer part of the year begins around May 13. The 


Precipitation 


Precipitation is most likely around January 7, occurring in 71% of days. Precipitation is least likely 

around September 11, occurring in 42% of days. 

Over the entire year, the most common forms of precipitation are light rain, thunderstorms, light 

snow, moderate snow, and moderate rain. 


most likely around October 6, when it is observed during 27% of all days. 






P a g e | 52 








It is most likely around November 5, when it is observed during 11% of all days. 




thunderstorms), light rain (36%), and moderate rain (9%). 




moderate snow (29%), light rain (17%), and moderate rain (9%). 

Snow 


which it is relatively likely for snow to fall spans from November 15 to March 31 

Wind 



The highest average wind speed of 4.1 m/s (gentle breeze) occurs around March 15, at which time 

the average daily maximum wind speed is 7.0 m/s (moderate breeze). 

The lowest average wind speed of 2.7 m/s (light breeze) occurs around August 23, at which time the 



Bird concentrations in the vicinity of the airport 

The take-off and landing area is under evening movement of rooks, birds of prey, storks and swallows 

from the fields to the settlements Airport and Codru for the night time spending. In the morning the 

same activity takes place in the opposite direction. Their routs partially are altered, depending on 

weather conditions, but generally remain constants. Intensive activity of flocks proceeds about 1 hour 

in the morning since rather good visibility and 1 hour before twilight. At this time thousands of birds 

fly the take-off and landing area at altitudes up to 150M. The western region of the airport especially 

isornithological unfavourable 

As far as practicable, Aerodrome Control will inform pilots of this bird activity and the estimated 

heights AGL. 

During the above periods pilots of aircraft are advised, where the design limitations of aircraft 

installations permit, to operate landing lights in flight, within the terminal area and during take-off, 

approach-to-land and climb and descent procedures. 

Dispersal activities include occasional playing back of distress calls from tape together with the firing 

of shell crackers, supplemented by scaring the birds away using the ammunition or signal rockets. 

Modifications of the environment are underway to reduce, if not eliminate, the hazard. They comprise 

better methods of garbage disposal and drainage, elimination of hedge and ground cover and 

cessation of farming activity. 


COLOGNE 





NAME: COLOGNE-BONN COUNTRY: GERMANY 

RUNWAYS: 32R/14L(3815x60) - 24/06 (2459x45) 

- 32L/14R (1865x45) 


AIDS: ILS CAT IIIB 32R/14L - ILS CAT I 24 - 

IATA: CGN 

RNAV 06 

ICAO: EDDK 

ELEVATION: 301FT M.S.A. 3800 FT 

TERRAIN 

Highest Obstacle 1434ft 15NM NE of the airport 


P a g e | 53 

High ground and obstructions up to 720ft are beneath the approach path to RWY 24 at approximately 

2 to 3nm from the threshold (between 2.5 and 3.5DME KBO). 


The preferred landing runway is 14L. At busy times aircraft may also be using RWY 07/25 for takeoff 

or landing and very occasionally all three runways can be operational at the same time. 

Visual and Circling approaches are not approved for aircraft greater than 5.7 tonnes due to 

environmental reasons. Automatic frequency change required once airborne. 


Rwy 06 slippery when wet. Only RNAV Approach on Rwy 06 

WEATHER 

NIL 


Operating hours H24 







P a g e | 54 




AIRFIELD BRIEFINGS – D 

DALAMAN (MUGLA) 



NAME: DALAMAN (MUGLA) COUNTRY: TURKEY 


AIDS: ILS RWY 01, RADAR IATA: DLM ICAO: LTBS 



P a g e | 55 

TERRAIN 

The airfield is located on the S coast of Turkey 3nm of the town and surrounded by high ground 

except to the SW. Just E of the airfield a ridge runs N-S. This ridge starts only 1 nm E of the airfield 

and reaches 1,200ft asl 2,25nm SSE only 0.5nm E of the RWY 01 visual approach. A second, higher 

ridge lies parallel and just to the E with peaks to 1,824ft asl 4,5nm SSE and 2,054ft asl 3nm ENE. To 

the W of the airfield the high ground reaches 1,935ft asl 7.5nm N, 3,074ft asl at 13nm NW, 7,165ft asl 

at 17nm NE and 7,526ft asl 22nm N. If transiting from Dalaman to Antalya (98nm to the E) the terrain 

is over 10,000ft asl within 35nm. 


Initial VHF contact may be difficult due to the terrain. Instrument approaches to RWY 01 only (there is 

a small island on the RWY 01 centre line at 5nm); however there is a breakcloud procedure towards 

RWY 19. Circling is only possible to the W, so that if RWY 19 is in use for landing a RH visual circuit 

will be required after breaking out of cloud. GPWS activation on a visual approach to RWY 19 is likely. 


RWY 19 - NIGHT LANDING NOT AUTHORISED. 

RWY 01 requires a high ceiling and good visibility for take off. RWY 19 is preferable for take off, 

particularly at night. 

WEATHER 

Summer - temperatures exceed 30°C isolated Cbs overhighground. Poor visibility due to haze a 

possibility.Winter - mild, some fog. Rainfall 20 to 30 inches. 

Depressions from the W bring strong winds and heavy rain. 


Joint military/civil airfield. Arrester gear is used. Birds are a problem. 


DNIPROPETROVS’K 





NAME: DNIPROPETROVS’K 

COUNTRY: UKRAINE 


AIDS: ILS 08/26-RADAR IATA: DNK ICAO: UKDD 


AD category for Fire fighting category 6 

TERRAIN 

13,5 km SE from centre of Dnipropetrovs’k 



P a g e | 56 


When approach to land with magnetic course of landing for RWY26, at final approach, at the altitude 

from 300m AMSL to 200m AMSL can be short-term actuation of GPWS, due to relief specialties. 

WEATHER 

Temperature 




25°C. The hottest day of the year is August 9, with an average high of 31°C and low of 18°C. 

The cold season lasts from December 2 to March 9 with an average daily high temperature below 5°C. 

The coldest day of the year is January 9, with an average low of -7°C and high of -2°C. 

Clouds 

The median cloud cover ranges from mostly cloudy (81%) to overcast (96%). The sky is cloudiest on 

December 24 and clearest on August 13. The clearer part of the year begins around April 2. The 


Precipitation 



around August 13, occurring in 30% of days 

Over the entire year, the most common forms of precipitation are light rain, thunderstorms, moderate 

snow, and moderate rain. 


most likely around April 18, when it is observed during 24% of all days. 








P a g e | 57 




It is most likely around November 5, when it is observed during 1 During the warm season, which 

lasts from May 21 to September 7, there is a 38% average chance that precipitation will be observed 

at some point during a given day. When precipitation does occur it is most often in the form of 

thunderstorms (63% of days with precipitation have at worst thunderstorms) and light rain (32%). 



most often in the form of moderate snow ( 37% of days with precipitation have at worst moderate 

snow), light snow (20%), light rain (15%), and moderate rain (12%). 

Snow 


which it is relatively likely for snow to fall spans from November 16 to March 23 

Wind 

Over the course of the year typical wind speeds vary from 0.0 m/s to 4.2 m/s (calm to gentle breeze), 

rarely exceeding 8.0 m/s (fresh breeze). 

The highest average wind speed of 3.3 m/s (light breeze) occurs around February 17, at which time 

the average daily maximum wind speed is 4.0 m/s (gentle breeze). 

The lowest average wind speed of 2.2 m/s (light breeze) occurs around June 19, at which time the 



Birds migrations are observed in the vicinity of the aerodrome. 


DONETSK 





NAME: DONETSK COUNTRY: UKRAINE 

RUNWAYS: 08/26 8202 FT AIRFIELD CODES 

AIDS: IATA: DOC ICAO: UKCC 


TERRAIN 

Airport is situated northwest of the city of Donetsk. Terrain is generally flat 


P a g e | 58 


Expect ILS or vectors to both runways. Use standard R/T, as the understanding of English is limited. It 

is standard practice on the C.I.S. not to give final intercept clearance. The aircraft is expected to turn 

onto final, without being so instructed from the 90° base heading. 

WEATHER 

Cb's are expected May through October. 

Local industry produces fog conditions throughout the year 


ALS to both runways. No PAPI exists. 


DUBROVNIK 





NAME: DUBROVNIK COUNTRY: CROATIA 


AIDS: ILS 12 . NO RADAR IATA: DBV ICAO: LDDU 



P a g e | 59 

TERRAIN 

The airfield is on the coast 8nm SE of the coastal city of Dubrovnik. 

There is a ridge along the coast which rises to nearly 1,900ft asl at 6nm SE, just to the left of RWY 30 

C/L. All along this coast the terrain rises rapidly towards the mountainous interior with the 1.500ft asl 

contour only 1 nm NE of the runway. 

At 5nm finals RWY 12 and only 4nm left on the C/L the terrain reaches nearly 3,000ft asl. 

Only 2.5nm to the right of the RWY 30 approach at 2.5nm finals the terrain reaches over 4,000ftasl. 

12nm E of the airfield is a peak to nearly 6,400ft asl. 

The circling approach chart in the aerodrome booklet shows the terrain well. 


Instrument let downs to RWY 12 only, due terrain. There is steeply rising terrain at range 1 nm inland. 

It is this terrain into which a USAF CT-43A crashed during the winter of 95/96 following significantly 

rushed approach. There is a convenient gap in the coastal ridge for a visual base leg to RWY 30. 

Check performance manual for emergency turn procedures. 


RESTRICTED USE ofRWYs AT NIGHT due terrain. Circling prohibited at night. Max crosswind 15kts 

permitted for take off/landing. Beware of turbulence at all times due local wind effects and terrain. 

WEATHER 

Temperature climate with mild winter and hot summer Low pressure areas in the Adriatic sea in 

conjunction with a high pressure cell inland causes low cloud and large amounts of rain. This condition 

occurs mainly in the winter and drops the temperature by as much as 20°C. 

The surface wind is from the E in winter, from the SE in spring, from the NW or SE in summer and 

from the SE in the autumn. 

The cold, squally "BORA" NE wind (Katabatic) which is most frequent during the winter months causes 

extreme TURBULENCE. 

Low stratus/fog forming in the early morning during autumn and winter usually lifts or clears by noon. 

Except thunderstorm activity over the high ground inland during summer. Summer maximum 

temperature 20°C Winter minimum temperature 5°C. 


Some military activity. Unlit aircraft parked at night. The RWY slopes up from both thresholds towards 

the middle, particularly in the RWY 30 direction (1.24%). The NW end of the RWY is on a man made 

ridge, and there is a marked rise up to the RWY 12 threshold 12 threshold on short finals. 







P a g e | 60 




AIRFIELD BRIEFINGS – E 

ELEFSIS 



NAME: ELEFSIS COUNTRY:GREECE 


AIDS: NO ILS NORADAR IATA: EFS ICAO: LGEL 

ELEVATION: 143FT M.S.A. 7500FT 


P a g e | 61 

Elefsis is 14nm NW of the old Athens airport. There is high terrain in all quadrants, especially in the 

sector W through N to E, beginning to rise only 2nm from the airfield. The following spot elevations, 

rounded up to the nearest 50ft, give an indication of the terrain and obstructions: - 

N 

000°T 6nm 2 950ft asl 

330°T 3nm 1,300ft asl 005°T3nm 2,250ft asl 

295°T 16nm 4,650ft asl 050°T9nm 4,800ft asl 

257°T 7nm 2,200ft asl 

W 090°T 15NM 3,650ft asl E 

260°T 20nm 4,750ft asl 120°T 13nm 3.400ft asl 

255°T 5nm 1.600ft asl 145°T 5nm 1,550ft asl 

200°T 8nm 1,350ft asl 

190°T 22nm 1,750ft asl 

S 


Elefsis. A military airfield, is in the Athens control zone; handover is between Elefsis tower and Athens 

approach who provide radar vectors. Instrument approach to RWY 36 only, due terrain. The NDB 36 

let down passes directly over an island with a peak to 1 350ft asl at 8nm from the threshold. 


Elefsis is approved for use by company aircraft as follows;-LANDINGS ONLY ON RWY 36 AND ONLY 

BY DAY TAKE OFFS ONLY ON RWY 18 AND ONLY BY DAY 

WEATHER 

Mild winters and hot, dry summers. Most of the annual rainfall occurs between Oct. and Apr. 

Thunderstorms are infrequent, with most occurring in spring and autumn. 



The runway slopes up 1.2% in the RWY 36 direction. Taxiways vary in width from 12nm to 20m. 

Limited facilities, aircraft may have to wait for services to be driven over from Athens airport. 







P a g e | 62 




AIRFIELD BRIEFINGS – F 

FAGERNES 



NAME: FAGERNES COUNTRY: NORWAY 


AIDS: LOCDME 33 / NO RADAR IATA: VDB ICAO: ENFG 



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TERRAIN 

Fagernes airfield is situated at the head of a river valley in mountainous terrain with Strand fjord 

about 5nm to the SW. There is a ridge of high ground which runs parallel with the last 10nm of the 

approach to RW 33 with the 3000ft contour within 4nm of the ILS centreline to DME 4 and within 2nm 

for the last 4nm of the approach. There is a spot height of 3265 ft (528ft asl) just beyond the turn in 

the missed approach procedure for this runway. Because of this, there is no direct instrument 

approach procedure for runway 15 - the NDB procedure is offset by 20°. 

Further spot heights within 10nm include 3470 ft (773ft asl) to the S at 8nm, 3735ft (1038 ft asl) to 

the SW at 7nm, a lit obstruction at 9.5nm to the W, an unlit obstruction at 10nm just S of W, 4160 

and 4415ft (1563 & 1718ft asl). 6 & 7nm to the N and 3515ft (818ft asl) to the NE. 

There are unlit obstructions, 1690 & 2363ft at 5nm to the W of the field, either side of a small hill. 


The main instrument approach is localiser only, no glidepath. Note restricted approach lighting. 

Circling to the W only. 

See noise procedures in airfield plates for initial climb out details. 

WEATHER 

Fagernes is protected to some extent by W'ly winds and associated weather. Precipitation is spread 

evenly throughout the year falling as snow in winter. Thunderstorms in summer. Fog and low stratus 

can persist in the valley due to the presence of the river and lake. 

Turbulence can always be expected on the approach to RWY 33 in winds of 15kt or more. Beware of 

mountain wave effect when the winds are easterly or north - easterly. 


PAPIs to 15 at 3.8° due terrain and should not be used beyond 3 DME. PAPI to 33 at 3.30° due 

terrain. 

Note the reduced landing and take-off distances available for category C aircraft. Note the restricted 

ramp area, which can get very congested. 


FIGARI 





NAME: FIGARI COUNTRY: CORSICA, FRANCE 


AIDS:23 ILS, RADAR IATA: FSC ICAO: LFKF 



P a g e | 64 

TERRAIN 

The airfield for Figari is on the S tip of Corsica. A SW to NE ridge, with peaks to over 4500ft asl, lies 

3nm to the N at it closest point The approach to R/W 23 is over a saddle with the ridge to RH with 

terrain to nearly 1100ft asl to the left Mount Caldarello, 387ft asl, is on the centreline of the approach 

to RAA/ 0.5 at 1.7 nm and low hills to over 500ft asl lie to the left and right of the approach to R/W 05 

within 2% miles of the threshold. 

The visual routes chart (Airway Manual) shows the terrain well. 

The highest point in Corsica reaches nearly 8900ft and lies 55nm N of the field. 


Local traffic is controlled in French. INITIAL approach is via Ajaccio VOR. 

The VOR/DME approach to 05 is considerably offset, requiring a 20° R turn on short finals when near 

Mount Caldarello (387ft asl). See above. 

The ILS to RA/V 23 is slightly offset. DME arc procedures are used. CIRCLING approaches are 

permitted BY DAY ONLY Circling is PRHIBITED to the NW of the airfield. Take-off from RAA/ 05 is 

PROHIBITED BY NIGHT. 

WEATHER 

In the summer the weather is mainly fine with the possibility of thunderstorms over the high ground 

to the N. 

In winter poor weather associated with passing depressions prevails. 

Expect turbulence in the lee of the high ground when winds have a N'ly component. 


The PAPI for RAA/ 05 is set to 3°. This does NOT give the standard clearance over Mount Caldarello, 

See above. 

Backtracking is necessary for take-off and usually for landing. 


FRANKFURT 





NAME: MAIN COUNTRY: GERMANY 

RUNWAYS: 25L/07R (4000x45) 

(4000x60) - 36/18 (4000x45) 

- 25R/07L 


AIDS: IATA: FRA ICAO: EDDF 


TERRAIN 

Generally flat terrain. A hill is located north of the aerodrome. 



P a g e | 65 

Rwy 18 is used only for departures (TORA 3970m).Expect to clear runway 25L/R via HST and C. Hold 

short before crossing runway 25R. 

LDG direction 25 will preferably be assigned. 


At times moderate traffic requires a speed reduction to minimum clean speed at 100 nm out. Expect 

holding over Spessart or Charlie VOR. Pilots are advised to uplift extra fuel in order to anticipate traffic 

delays. 

WEATHER 

Turbulence expected with southerly winds (160-200 deg) >15kts. 

Apr-May CB 

activity is quite frequent, Dec-March possibility of Fog. 


Transponder 

Mode-A during Ground and Taxi operations. 


FUERTEVENTURA 





NAME: FUERTEVENTURA COUNTRY: CANARY ISLES 


AIDS: 01ILS. RADAR IATA: FUR ICAO: GCFV 



P a g e | 66 

TERRAIN 

The airfield is situated on the E coast of the island with high ground immediately inland from N 

through W to S. The terrain reaches over 1,900ft asl within 5nm and 2.400ft at 11 nm W. At 2.5nm 

finals RWY 01 (just past the OM) and only just left of the centreline is a hill to 630ft asl/ 

Lanzarote with high ground to nearly 2,200ft asl is 25nm NNE. 


Initial control is canary's radar located on Grand Canaria. 

Disused airfield - Los Estacos - 4nm to the NW. 

Instrument approaches to RWY 01 only due to terrain. 

Visual circuits to be over the sea to the E, i.e. RH circuit for RAA/ 01. 

Note that emergency turn procedure may be required. 

Before departure check flight plan has been received and ask for clearance early to obtain slot. 

WEATHER 

An arid island 

Prevailing wind is Ely which can be strong presenting crosswind difficulties. Thunderstorm activity in 

winter. 




Backtracking is required to enter the small apron. "Follow-me" truck is available. Treat marshalling 

assistance with extreme caution. 


FUNCHAL 





NAME: FUNCHAL COUNTRY: MADEIRA 


AIDS: NO ILS, NO RADAR IATA: FNC ICAO: LFPU 



P a g e | 67 

TERRAIN 

Engineered out of the side of a hill Funchal has a single RWY 05/23. The ends of the RWY are built on 

man made culverts over the roads below. The ground rises rapidly inland to the W & NW reaching 

over 2,500ft asl within 3nm and over 6,000asl within 9nm. The Aerad visual charts depict the terrain 

well. 

The island of Porto Santo, 30nm to the NE, provides a diversion as well as a possibly necessary 

refuelling stop on the return flight to the European mainland. 


1. Steep rising ground, wind variation and turbulence create operating limitations not common at 

other airfields. 

2. ALL TAKE OFFS & LANDINGS require VMC (NIGHT operations are limited to TAKE-OFF ON 

3. RAA/ 05 ONLY). 

4. Wind reports are transmitted for a point 1nm finals RWY 05 (called ROSARIO) and at the 

5. Tower itself. Comparison of the 2 winds assist in anticipation the level of turbulence on finals. 

6. RWY 23 has 1% downslope but on approach it appears to slope up. 

7. When landing RWY 05 it is recommended that aircraft approach GELO (2nm to run to threshold on 

a curved track and identified visually by large white banana packing sheds) on approx. 360°m in order 

to facilitate early line up and to avoid rising terrain. (Note the curved approach lights on poles: these 

should be on the left of the aircraft as a W'ly limit) 

There is a large white hotel which can be mistaken for RWY 23when on approach in poor visibility. 

The performance manual contains all engines and emergency turn procedures. 

GPWS activation is a possibility. 


The main difficulties are CROSSWINDS, turbulence and WINDSHEAR. The Aerad visual charts contain 

the DIFFERING WIND LIMITATIONS FOR TAKE OFF AND LANDING. 

Due to the nature of construction of the runway extension, expect and updraught on short finals RWY 

23 with S'ly winds. 

The PAPI are set at 3° for both RWY 05 and 23. Maintain the 3° approach angle and aim to touch 

down without delay. 

The normal touch down area is illuminated for night landings. An overshoot is mandatory if landing is 

not achieved in the touchdown area. See airfield plates for detailed procedures. 

For night take off and landing, the illuminated distance to go markers must be lighted. 

Consider using a VI for wet conditions unless the runway is absolutely dry. 

Funchal is an airfield which must not be underestimated. The Portuguese impose minimum experience 

levels and training requirements, details are maintained by the training manager. 

WEATHER 

With the prevailing Wly winds the airfield is in the lee of high ground and this gives the hazards of 

crosswinds, down draughts and turbulence on finals. All met reports give winds for the tower, Rosario 

point (1 nm finals RWY 05) and the thresholds of each runway. 








P a g e | 68 


If crosswinds preclude landing or the apron is congested consider landing at Porto Santo & contacting 

Funchal by telephone. 

GENERAL 

On departure due to the short taxi time Cabin Crew should be reminded to commence the passenger 

briefing as soon as the doors close. 

Pilots are urgently requested to report: 

1. Approach turbulence or wind shear. 

2. Any deficiency in the lighting system. 




AIRFIELD BRIEFINGS – G 

GENEVA 


CATEGORY B AIRFIELD DATE 01/09/04 

NAME: GENEVA COUNTRY: SWITZERLAND 


AIDS: ILS RADAR IATA: GVA ICAO: LSGG 

ELEVATION: 1,411 FT M.S.A. 10.600FT 


P a g e | 69 

TERRAIN 

The airfield is situated at the SW end of Lake Geneva; the city itself is 2nm SE. With the exception of 

the area the lake to the NE, high ground surrounds the airfield from N, through W, to E. Within 7nm 

to the NW the MSA has reached 7,200ft and within 7nm to the SW the MSA has reached 5,600ft. The 

Alps are to the S and E with Monte Blanc, 15,782 ft asl, 40nm SE. 


Expect radar vectors. Note that there have been several reports of false localiser capture on ILS 

approaches to runway 23. ATC speed and altitude requests may lead to a steep, fast approach. Note 

maximum speeds and bank angles published for instrument procedures due high ground. Expect 

turbulence in the area of PAS VOR on final approach RWY 05, especially with NE winds. The airfield 

plates have extensive notes covering start up and push back, night restrictions and noise abatement. 

Emergency turn procedures are published. The parallel grass runway generates considerable light 

aircraft traffic, particularly at weekends. 

WEATHER 

Winter - Frontal activity is aggravated by high ground with Cb and winds of 40 to 50 kts giving 

turbulence. Average snow fall 7-8cm per month. During high pressure periods fog is frequent, 

particularly in December. 200 - 400ft cloud base to be expected with NE winds. 

Summer - Generally good weather. Thunderstorms fairly frequent. Expect turbulence in final approach 

RWY 05 with NE winds. 


Vacate RWT 23 normally via taxiways D or E. Parking is by a system of stop lines. "Follow-me" vans 

are available. For towing or push back a general authorisation only will be given to the flight deck 

crew. Detailed instructions will be transmitted directly to the tug driver. 


GENOA 





NAME: GENOA COUNTRY: ITALY 


AIDS:29ILS RADAR IATA: GOA ICAO: LIMJ 



P a g e | 70 

TERRAIN 

The airfield is situated on the coast in the heart of a busy dock area and is almost completely 

surrounded by sea. The runway is a strip of reclaimed land with shipping channels to the S and W. To 

the N the ground rises to over 3,000ft asl within 4nm and over 6,000ft asl further inland. There is high 

ground to over 3,000ft asl to the right of the ILS 29 centreline. Ships in the dock area may have masts 

to over 170ft asl. 6nm W the coast curves to the SW, the terrain rising steeply inland with a peak to 

4,222ft asl 12nm W. 


Expect radar vectors. Instrument approaches to RWY 29 only. The localiser ILS 29 is offset. If RWY 11 

is in use expect radar vectors to down wind for visual. Coastline lights make runway lights difficult to 

see. Request ATC to increase light intensity. Start up procedures is in the aerodrome booklet. Confirm 

with ATC that the take off area is clear of shipping. The SIDs include an initial climb towards the S 

away from terrain and obstructions; N bound SIDs specify high minimum en route levels.Emergency 

turn procedures are necessary. If Genoa VOR U/S there are special SIDs arrivals published. 

SPECIAL CONSIDERATION 

EXTREME TURBULENCE is likely with NW to E winds even if the surface wind is comparatively light. 

(See weather below). Beware flocks of birds at airport. 

WEATHER 

Fog is rare and low stratus less than 400ft only occurs on a few days each winter. Severe 

thunderstorms over the mountains in summer. Wind is the main problem with N to NE winds over the 

high terrain causing the most turbulence on approaches. With NE winds, particularly, there are 

marked variations in both strength and direction. On approach RWY 11 a slight tailwind often 

becomes a brisk head wind on short finals followed by a calm at touchdown. Three anemometer 

readings are available; one at each end of the runway and a centre one used for met reports. 




The runway has a tendency to ponding. RWY 29 threshold is considerably inset due obstructions in 

the dock area. Duty flocks of seabirds surround the airfield. 


GERONA 





NAME: GERONA COUNTRY: SPAIN 


AIDS: 20 ILS. NO RADAR IATA: GRO ICAO: LEGE 



P a g e | 71 

TERRAIN 

The airfield is located in a NNE - SSW valley between the foothills of the Pyrenees and a line of coastal 

hills. It is 7.5nm SW of the city of Gerona. The terrain rises rapidly inland and the 2,000ft asl contour 

lies 6nm to the W. There are peaks to the W, 2,802ft asl at 7nm and 3,950ft asl at 10nm. To the SW, 

1,913ft asl at 7nm and 5,604ft asl at 15nm. To the N & NW, the Pyrenees proper, with a 5,076ft asl 

peak at 24nrm NW and peaks to over 11,000ft asl beyond. To the E the terrain rises more gently to a 

NW-SE ridge with peaks to 1,591ft asl at 8nm NE and 1,745ft asl at 10nm E. This ridge curves round 

to the S of the aerodrome reaching a maximum of 2,503ft asl at 14nm SSW. The approach to RWY 20 

has significant high ground to the R of the C/L and finals is over a tree covered down slope. 

Emergency turn procedures may be published. 


A seasonal airfield with few movements in winter. The airfield is served by Barcelona radar. Arrivals 

from the N may have delayed descent due to the proximity of both the France/Spain boundary and 

the high terrain. 

False ILS LLZ and G/P signals have been experienced on the RWY 20 ILS. 

WEATHER 

Frequent Cb and thunderstorm activity over the Pyreneese. The weather in Gerona is not as good as 

most Spanish destinations. There is frequent cloud cover. In particular, S winds may produce low 

stratus below 600ft. Early morning FOG is fairly frequent in winter and spring. Fog may occur in 

summer after midnight. 


Gerona is a good alternate for Barcelona with good road communications. The France/Spain 

motorway passes 1nm E of the airfield. The appearance of the airfield differs between seasons. It is 

set in lush green in winter and parched brown in summer. 


GIBRALTAR 





NAME GIBRALTAR COUNTRY: GIBRALTAR 


AIDS: NO ILS . RADAR IATA: GIB ICAO: LXGB 



P a g e | 72 

TERRAIN 

The airfield is at the N end of Gibraltar peninsular and only just S of the Spanish border. The rock 

extends 

approx. 2nm N-S and reaches 1.440ft asl. The runway is 640m N of the N face of the rock, which rises 

Imost vertically to 1,352ft asl. 200m N of the 27 threshold is a 280 ft asl mast just inside Spanish 

territory. The wn and docks area are to the W of the rock facing Algeciras Bay, with Algeciras itself 

3nm across the bay. La Linea is the Spanish town immediately N of the Spain/Gibraltar border. At 

night the lights of the pier 

at La Linea can be mistaken for RWY 09. Terrain rises to nearly 2800ft within 10nm SW and to nearly 

4800ft asl 21 nm NE. 

There is a radiation hazard up to 6,650ft immediately to the S of the rock. 


Contact with Gibraltar should be made by 50nm range. All approaches are made under radar. The 

pattern to RWY 09 has a steady turn from 3nm to short finals. Visular decision points (VDPs) are used 

at 3nm on both the 09 and 27 approaches, however radar advisory information will continue to be 

passed. 

There are extensive notes in the Airfield Plates covering: 

WIND EFFECTS, TURBULENCE AND WINDSHEAR 

MISSED APPROACH 

COMMUNICATIONS FAILURE 

LIGHTING AND MARKER BUOYS Pilot must report to ATC before departure. 

SPECIAL CONDITIONS 

Operations to Gibraltar are demanding because: 

1. S'ly winds cause extremely turbulent conditions in the vicinity of the RWY in the lee of the Rock. 

3. The terrain and political situation of Gibraltar necessitate radar patterns involving a late turn Onto 

finals RWY 09 and a large turn during the missed approach RWY 27. 

WEATHER 

Apart from the difficult wind conditions already mentioned the E'ly "Levanter" wind is frequent from 

Jul to Oct and in Mar. It is moist and produces the characteristic banner cloud (st) which extends from 

the rock a mile or more to leeward. FOG is frequent in these conditions especially after dawn and dusk 

in the first 2 or 3 days of a Laventer spell. The wind most favourable for FOG is a light NE'ly. There is 

a dust haze with S'ly winds in summer. The sea breeze from the S to SW is frequent from Apr to Sep 

and may reach speeds greater than 20kts. 

A Gibraltar TAF may include a turbulence group.eg: - 

520002 where 5 = Turbulence group indicator 

2 = Degree of turbulence; scale 0-9. 000 = Base of turbulence in hundreds of feet. 

2 = Thickness of the turbulence layer in thousands of feet. 






P a g e | 73 


RWY 27 has a 7ft dip in the first 300m; standing water possible. The road from Gibraltar to La Linea 

crosses the runway near the Control Tower and in controlled by traffic lights. Chain arrested gear is 

used. There are storm drains parallel to the runway and also in the ramp area. 

Manoeuvring on the apron is tight. 

GENERAL 

Spanish airfields should not be used for diversion except in an emergency. Spanish ATC may request 

aircraft to use specific airfields. If a diversion to Spain is made the aircraft cannot file for Gibraltar but 

must return to the UK. 


GRANADA 





NAME: GRANADA COUNTRY: SPAIN 


AIDS: ILS. NO RADAR IATA: GRX ICAO: LEGR 

ELEVATION: 1.860FT M.S.A. 13,4 00FT 


P a g e | 74 

TERRAIN 

The airfield is on 9nm W of the town in an E - W valley between 2 mountain ranges. The 3,000ft asl 

contour lies about 4nm N of the RWY 09 approach. 7nm N of RWY 09 OM the terrain has reached 

nearly 5,300ft asl. To the S of the airfield the ground is initially flatter but 20nm SE is a peak to over 

11,400ft asl on high ground which extends across the RWY 27 approach. 


Instrument approaches to RWY 09 only, due terrain. There are maximum speeds for both procedure 

turns and turns during missed approach. Departure is preferable from RWY 27, due to terrain. 

WEATHER 

Turbulence can be expected in high winds because of the terrain. The airfield altitude and the valley 

situation result in a Winter fog hazard, particularly in the mornings. The annual rainfall of 16.4 inches 

falls mainly from Oct to May. Thunderstorms are a possibility throughout the year. 




Approach lights to RWY 09 only. No parallel taxiway. Turning at runway ends only. Limited facilities, 

but a good alternate for MALAGA & ALMERIA because of a different weather factor and good road 

communications. 


GRAZ 





NAME: GRAZ COUNTRY: AUSTRIA 

RUNWAYS: 17C/35C (3.000M) AIRFIELD CODES 

AIDS: ILS 35C RADAR IATA: GRZ ICAO: LOWG 



P a g e | 75 

TERRAIN 

The airfield lies 5nm S of the city of Graz in Austria. The Slovenia border is 17nm to the S of the 

airfield, The river Mur runs parallel to and 2nm E of the runway. Graz lies in a valley on the E side of 

the Austrian Alps. To the NW the terrain reaches nearly 1,900ft asl at 1.5nm and over 2,299ft asl at 

3nm. The Alps rise 8nm to the W and N reaching over 3,600ft asl 12nm SW, 3,800ft asl 12nm N and 

over 7,000ft asl beyond 20nm in the sector SW to NE. 


RWY 35C preferred for landing and RWY 17C for take off due terrain and noise. It may be necessary 

to climb in the hold overhead to gain altitude before setting course. Maximum speeds in turns 

published in SIDs. Emergency turn procedures are published in the performance manual. Glider flying 

and parachute jumping takes place W of the airfield. 

WEATHER 

Anticyclonic conditions in winter give low cloud and persistent fog. Showers and thunderstorms 

predominate in summer. 


Mean minimum temperature January -8 C Sept. 13°C 

GRΟUND FACILITIES 

No approach lights RWY 17C. 

Parallel grass runways (17L/35R & 17R/35L) on either side of the main runway. 


GRENOBLE 





NAME: GRENOBLE COUNTRY: FRANCE 


AIDS: ILS 09, NO RADAR IATA: GNB ICAO: LFLS 



P a g e | 76 

TERRAIN 

The airfield is 19nm NW of the city of Grenoble and 23nm SSW of Lyon (Satolas) It lies in an E - W 

valley, in the foothills of the Alps, which rise to nearly 13,500ft asl by 50nm SE. To the W is the Massif 

central rising to 5,750ft asl at 55nm SW. 

The valley narrows considerably just E of the airfield affecting the RWY 27 approach. The indirect 

approach 27 page in the airfield plates shows the ground rising to N and S with runway lying in the 

saddle so formed. The approach to RWY 27 lies over a tree covered down slope. 


Considerable light aircraft controlled in French. Radar available at Lyon (Satolas) - Radar Vectoring 

Area Lyon (Satolas) in the aerodrome booklet. No instrument let downs to RWY 27 due terrain, see 

indirect approach 27 chart in the aerodrome booklet. Parachuting takes place at the aerodrome. ATC 

at Grenoble reported as being very good with landing RWY 09 and take off RWY 27 preferred. 

Missed approach procedures RWY 09 include maximum speeds. 

WEATHER 

Cb over the mountains in summer. Early morning fog spring and autumn. Strong winds and 

turbulence associated with the Mistral. 




Caution - Taxiway width 20m. Use EXTREME CARE, particularly on corners. Two grass runways for the 

considerable light aircraft traffic. 0.8% upslope in the RWY 09 direction. 

Bird concentrations on the airfield are a problem. 




AIRFIELD BRIEFINGS - H 

HELSINKI 



NNAME:HELSINKI/ VANTAA 

RUNWAYS: 04L/22R 3060/60 M 

COUNTRY: FINLAND 

04R/22L 3440/60 M 

15/33 2901/60 M 


AIDS: ILS IATA: HEL ICAO: EFHK 

ELEVATION: MSA. 2300 

TERRAIN 

Highest obstacle 1227FT 12NM SW of the airport 


NIL 


P a g e | 77 


Due to jet blast hazard,ACFT DEP RW 22L from taxiway Y or ZD intersection shall use idle power until 

CLR for departure has been issued. 

Special loss of communication procedure apply. 

WEATHER. 

Expect extreme cold weather operations during winter. 


Restrictions apply on the use of APU on the ground. 

Transponder mode A during ground operation . 




HARSTAD/NARVIK (EVENES) 



NAME: HARSTAD/NARVIK (EVENES) COUNTRY: NORWAY 


AIDS:17ILS, NO RADAR IATA: EVE ICAO: ENVE 



P a g e | 78 

TERRAIN 

The airfield is situated in a narrow valley between two small lakes. Langvatn and Lavangsvatn, 8nm 

SW from the City of Narvik. A deep fjord (Ofotfjord) lies roughly E to W immediately to the S of the 

airport. 

There is mountainous terrain in all directions, rising steeply on both sides of the runway and 

approaches. Spot headlights off from 805ft to 1605ft within 5nm to the W of the threshold of RWY 17. 

Within 10nm there are spots of 2915 ft to the SW, 3315ft to the W, 3590ft to the NW, 4285ft to the 

NE & 2745ft to the S. 


Call EVENES tower and approach. Circling to the W of the airfield only. 

Parts of the pushback area are out of sight of the tower - pushback subject to tower approval. 

To detect windshear wind is measured at Kvantodden, 2.4nm NE of the threshold of RWY 17 and at 

1360ft asl. In windshear conditions the Kvantodden wind measurements will be included in METARS's. 

Exercise extreme caution in the Kvantodden wind is reported to be above 40kts. 

The approach lighting to RWY 35 is non standard. Be aware of X bars on the over run edges short of 

the 36 threshold maybe mistaken for VASI's. 

WEATHER 

The local climate is of the maritime type with rather cool summers and relatively mild winters. Climate 

is a mixture of coastal and inland, with a showery type of weather prevailing throughout the year. 

During winter, heavy snowfalls can be expected. 

The prevailing winds are from the SW which may cause slight to moderate turbulence. When the wind 

is from the E severe turbulence may be expected. 

Fog is rare. 


Joint civil/military airfield. 

Note taxiways A, B, E, F & Y are 21m in width. 

Advise the refuelling company as early as possible whether fuel is required or not, Note restricted 

times of fuel availability, 04.30 - 22.00, Monday to Friday, 07.00 - 17.30 Saturday, 09.30 - 22.00 

Sunday. 

De-Icing frequency 121.77. 

Although the airfield is fenced, moose can stray across the airfield, especially in the winter. 




HERAKLION (IRAKLION) 



NAME: HERAKLION (IRAKLION) COUNTRY: GREECE 


AIDS: NO RADAR, NO ILS IATA: HER ICAO: LGIR 



P a g e | 79 

TERRAIN 

The airfield is located on the N coast of Crete and has cliffs (approx. 80ft high) to the N & E. To the S 

the ground rises rapidly to 1,000ft asl within 2nm and over 2,600ft asl within 6nm. The highest 

ground lies to the SW and SE with a peak to 8,058ft asl (the highest in Crete) at 21 nm WSW and a 

peak to 7,048ft asl at 20nm SE. 

6nm W of the airfield is a headland, with a peak to 2,628ft asl at 8nm on the approach to RWY 09. 

There is a small island 880ft asl at 7nm NNE 

The final approach RWY 09 is made over the town: note the church 250nm short of the runway and 

the considerably displaced threshold. 

The approach RWY 27 is over the sea but there is high ground over the sea immediately to the L of 

the centreline. 


The routing is generally via Milos. 

The only instrument let downs are a VOR/DME and a considerably offset BREAKCLOUD procedure. 

Visual circuits are flown over the sea to the N of the airfield, inside the 880ft asl inland. 

The airfield plates have a special procedures page highlighting local problems to be expected in strong 

winds. Because of the local terrain, take off weather limits are high. 

Heraklion is joint civil/military and arrester barrier, installed towards the 09 end of RWY 09/27, is 

frequently raised. There is an emergency turn procedure for take off RWY 13. 


Night landings on RWY 31 are NOT APPROVED due to terrain. 

Night landings RWY 09 only approved with serviceable VASI's and minimum visibility of 5nm. 

RWY 27 has a marked upslope for the first 500m which gives a strange perceptive. With NW winds 

intermittent down draughts on short finals increase the difficulty. Aircraft relying on radio altimeter 

check calls will find that there is a sudden decrease in radio height at about 300ft radio height, as the 

aircraft crosses the cliffs. 

WINDSHEAR on short finals RWY 27 when calm surface wind is associated with NW to N 2,000ft wind. 

With winds blowing from 150° to 220° exceeding 25 kt, operations are not 

allowed. 

With northerly or southerly winds exceeding 10 kt, expect downdrafts at both runways. 

Also, runways becoming slippery due to seawater. Exercise caution on approach to 09 , as the 

obstacle 

( church ), which is 57 ft AGL and located approx. 250 m from rwy axis, is been cleared by 100 ft. 

WEATHER 

Generally good but some Cb in summer. Strong winds with depressions in winter. Dust haze, 

associated with air masses originating in Africa, prevalent in Spring. Strong winds cause marked 

turbulence - see airfield plates. 


Marked upslope for first 500m of RWY 27 followed by slight downslope. RWY 13 has pronounced 

upslope 

RWY 09/27 arrester barrier - see air traffic control paragraph above. Concentrations of birds on and 

around the airfield. 







P a g e | 80 




AIRFIELD BRIEFINGS -I 

IOANNINA 



NAME: KING PIRROS COUNTRY: GREECE 


AIDS: VOR IATA: IOA ICAO : LGIO 

ELEVATION 1558 FT M.S.A. 9700FT 


P a g e | 81 

TERRAIN 

Airport surrounded by high terrain, with peaks at 7530 ft. Mitsikeli mountain is to the east of the field, 

within 2 nm, sharply rising to 5638 ft. 


loannina airport has no radar, so a full approach must be conducted. 

Approach itself has difficulties as you need to strictly follow heights, radials and DME. 


With winds from 020° to 090° degrees exceeding 20 kt .takeoff and landing is 

prohibited due to associated severe turbulence. During night operations, all obstruction 

lights in the area must be serviceable.Night landing on rwy 14 is prohibited. 

WEATHER 

Expect thunderstorms during summer. In winter low stratus clouds with rain and low temperatures . 


No approach lights system. PAPI to both runways. Circling not authorized north of the field. 




IZMIR (ADNAN MENDERES) 



NAME: IZMIR ( ADNAN MENDERES) COUNTRY: TURKEY 


AIDS: ILS 34 RADAR IATA: ADB ICAO: LTBJ 



P a g e | 82 

TERRAIN 

Situated in a valley 9nm S of the city of Izmir. Terrain rises rapidly to the W reaching over 3,000ft asl 

within 7nm. There is further high ground from 12nm N reaching over 4,000ft asl. Terrain reaches 

nearly 5,000ft asl at 10nm E. Close in there is a ridge running E - W 3nm S of the threshold to RWY 

34 which rises to 800ft asl. To the W of the airfield there is a railway line and a motorway running 

roughly parallel to the RWY, which may make useful landmarks on the approach. 


Arrivals are over IMR VOR which is situated on a hill in the middle of a military radar complex. The 

safety altitude over the IMR VOR is 5,000ft QNH. ATC quality is good but the need for standard 

phraseology to BA standards. Circling is to the E only. Call for start 15 mins before departure. See 

start up procedures in airfield plates. Emergency turn procedures are published. Intensive VFR military 

light aircraft activities from Gaziemir airfield situated 2nm NE. 

SPECIAL CONSIDERSTIONS 

Some of the SIDs are applicable during VMC only, and must not be used because as published as they 

only give terrain clearance of 500ft. 




AIRFIELD BRIEFINGS – K 

KALAMATA 



NAME: KALAMATA COUNTRY: GREECE 


AIDS: NO ILS. NORADAR IATA: KLX ICAO: LGKL 



P a g e | 83 

TERRAIN 

The airfield is 3nm from the S coast of the Peloponnese. The town of Kalamata is 5nm to the SE. 

There is high ground from SW through E to NNE. A narrow valley leads to the N. the approach to the 

airfield is over a bay to the S. Notable high points: 

11nm SW 3.147FT ASL 4.5NM NE 4.459FT ASL 

13NM NW 3.777FT ASL 9NM E 5.282FT ASL 

6.5NM NNW 2.435FT ASL 9NM ESE 4,501 FT ASL 

6NM NNE 3,911 FT ASL 11NM SE 4.888FT ASL 


Kalamata is a military airfield providing facilities for civil movements. Instrument approaches to RWY 

35 only, due to terrain. 

Circling to the W only. 

Kalamata (Triodhon) airfield is 2nm NW. 

WEATHER 

Summer - Fine with occasional thunderstorms. 

Winter - Mainly fair with occasional frontal passage. 

Expect turbulence with strong winds due to the surrounding terrain. 

Fog is a possibility throughout the year. 

Extremes temperature range from -01° in January to + 32°C in Sept.. 


Jet barriers and arrester nets are used. 


KARPATHOS 





NAME: KARPATHOS COUNTRY: GREECE 


AIDS: NO ILS-NO RADAR IATA: AOK ICAO: LGKP 



P a g e | 84 

TERRAIN 

The Greek Island of Karpathos lies between Crete to the SW and Rhodes to the NE. The airfield is on 

the southern tip of the island. High ground to the N reaches 1,700ft asl at range 3nm with higher 

terrain beyond. The highest point on the island reaches nearly 4,000ft asl 10nm N of the airfield. The 

nearby island of Kasos has a high point of nearly 2,000ft asl at range 8nm to the W. 



There is no formal ATC at Karpathos; advisory information is passed by an assistant. The NDB let 

down to RWY 30 is the only instrument approach available. 

WEATHER 

Summer - generally good weather conditions but some Cb activity possible. Winter - strong winds with 

passing depressions. 

Dust haze, associated with air masses originating in Africa, prevalent in Spring. 


First 60% of RWY 30 slopes 1% down followed by 0.5% up. 

Details of airfield lighting not published but crews reports PAPI's, RWY & TWY lighting installed. 

Unmarked ditches either side of some TWY's. 

There is a parallel RWY of similar length to the published RWY, it is to the S and is used by the 

military. Availability of fuel very limited. 


KASTORIA 





NAME: ARISTOTELIS COUNTRY GREECE 


AIDS: VOR/DME IATA: KSO ICAO: LGKA 

ELEVATION: 2183FT M S A . 10700 FT 


P a g e | 85 

TERRAIN 

Airfield lies to the south east of Kastoria city, surrounded by high terrain, with peaks at more than 

7000 ft. 


Tower has no radar , and initial descent is given by Athens control, or Larisa military control. Only 

circling approach, and operations are restricted to day only. 

WEATHER 

Low temperatures during winter and low stratus clouds. At summer thunderstorms and isolated Cb's 

are common 


Airport has limited ground facilities. No fuel is available 


KATOWICE 





NAME: PYRZOWICE COUNTRY: POLAND 


AIDS: ILS/VOR IATA: KTW ICAO: EPKT 



P a g e | 86 

TERRAIN 

Airport is located at south central Poland, 36 miles north west of Krakow. Terrain is fairly flat, with 

MSA at 3300 ft. 


Expect radar vectors from Krakow approach, and hand over to Katowice tower. Rwy 27 is mainly used 

with ILS approach, or 09 with Lctr approach. 

WEATHER 

During winter expect snow and low temperatures. At summer, some rain may be expected with 

temperatures topping at 22°C. 


ALS for 27. PAPI to both runways. 

De-icing facilities at stand 18 next to taxiway F. Positioning with Follow me guidance only. 


KAZAN 





NAME: KAZAN COUNTRY: RUSSIA 

RUNWAYS: 

(3724x45) 

29L/11R (2498x45) - 29R/11L 


AIDS: ILS CAT II 29R- ILS CAT I 11L IATA: KZN ICAO: UWKD 

ELEVATION: 126,2M M.S.A. 2800FT 

TERRAIN 

NIL 



P a g e | 87 

Radar vectoring in TMA is carried out by ATS unit which provides a direct control over aircraft 

movement. For air traffic flow management the S units controllers instruct aircraft crews to reach 

specified flight levels (heights) and also assign co urses to follow in order to provide separation 

necessary for carrying out landing taking into account aircraft characteristics. 


The ornithological situation in the vicinity of the aerodrome is conditioned by seasonal and daily bird 

migration. 

Spring (March, April, May) and autumn (September, October) present the greatest hazard. Migration 

of birds passes along the Volga river and crosses approach pattern at heights 100-350 m. 

During the above mentioned periods pilots are recommended to switch on landing lights when flying 

in the vicinity of the aerodrome, during take-off, approach and also during climbing and descending 

procedures. 

WEATHER 

NIL 


AD category for fire fighting H24, CAT 8 

Taxi guide line may be invisible because of snow. 

Assistance for escorting by a “Follow-me” vehicle may be requested via the taxiing controller. 


KEFALLINIA 





NAME: KEFALLINIA COUNTRY: GREECE 


AIDS: NO ILS, NO RADAR IATA: EFL ICAO: LGKF 

ELEVATION: 60FT M.S.A. 8,000FT 


P a g e | 88 

TERRAIN 

Kefallinia is around 70nm S of Corfu. The airfield is on the SW coast. There is high ground in the 

sector NW to E. The 1000ft asl contour lies 2.5nm NE, beyond which the terrain rises rapidly, reaching 

2000ft asl at 3.5nm NE. The highest peak is 5570ft asl 8nm E. 4nm NW is a rocky peninsula with a 

1427ft asl peak at range 8.5nm. 

1,000m NE of the RWY 15 threshold is a hill to 794ft asl. AT 1.5nm finals RWY 15 and only just left of 

the centreline is a mast reaching 702ft AGL. 

The island of Zakinthos is SE with terrain to 2480ft asl. 


Kefallinia only offers an advisory service and should be contacted 15 mins. Before landing. 

Approach control is provided by ANDRAVIDA (40nm ESE) with some radar cover. 

Reception from Andravida is poor; obtaining clearances may be difficult. When inbound from the W it 

is recommended that initial descent to the FIR boundary is obtained from Rome. 

BREAKCLOUD procedure ONLY. 

If delayed, check the airfield hours of operation. 

Emergency turn procedures are published. 


SEVERE TURBULENCE when winds of 050° to 130°, 15kts or more, giving awkward crosswind 

conditions. With winds from 050° to 130° more than 25 kt, for dry runway, operations are 

not allowed 

WEATHER 

Isolated CB in spring and summer. Wide spread rain and thick cloud masses associated with 

depressions in winter. Early morning mist spring and autumn. 

Severe turbulence with NE winds (see special considerations above), 


There are runway lights but no approach lights. PAPI's RWY 32 only, there is no approach lighting. 

The first 800m of RWY 14 at the first 300m of RWY 32 are not visible from the tower. Terminal 

facilities are poor. Bird considerations Aug to Sept. 


KEMEROVO 





NAME: KEMEROVO COUNTRY: RUSSIA 


AIDS: ILS 23-RADAR IATA: KEJ ICAO:UNEE 

ELEVATION: 873FT MSA.3100 FT 

LT= UTC+7HR 


TERRAIN 

5 km SE of the outskirts of Kemerovo and 11 km from its centre 


P a g e | 89 


Initial turn shall be carried out at a height not less than (400) m on take-off heading 226°MAG and 

departing to GINEL, GISAD, NALED, NATIR and on take-off heading 046°MAG departing to GISAR, 

NALED. 


The taxi guide line can be invisible due to snow. The assistance of “Follow me” vehicle can be 

requested via the controller. 

There are no special pads for de-icing treatment of aircraft with de-icing fluids, de-icing treatment is 

carried out on the stands. 

Taxiing of aircraft under own engines power on the snow-covered apron shall be carried out at 

minimum speed. 

WEATHER 

Temperature 






8°C. The coldest day of the year is January 26, with an average low of -23°C and high of -16°C. 

Clouds 


October 11 and clearest on February 3. The clearer part of the year begins around December 24. The 

cloudier part of the year begins around February 27. 

Precipitation 



around February 6, occurring in 40% of days. 

Over the entire year, the most common forms of precipitation are light rain, moderate snow, light 









P a g e | 90 






precipitation. They are most likely around July 8, when it is observed during 28% of all da During the 

warm season, which lasts from May 15 to September 13, there is a 48% average chance that 


most often in the form of light rain ( 52% of days with precipitation have at worst light rain), 




most often in the form of light snow ( 46% of days with precipitation have at worst light snow), 

moderate snow (45%), and heavy snow (8%). 

Snow 

The likelihood of snow falling is highest around December 2, occurring in 74% of days. The season in 


Wind 


rarely exceeding 58.4 m/s (hurricane). 

The highest average wind speed of 3.5 m/s (gentle breeze) occurs around May 8, at which time the 






migration. 

The seasonal migration is divided into spring migration, which begins at the end of March and ends in 

June and autumn migration, which begins at the end of July and ends before the end of October. The 

most intensive migrations occur in spring till the middle of May and in autumn from the beginning of 

September to the middle of October. 

Bird migration height is from several tens of metres up to 9-10 km. The majority of birds migrate at 

heights 400-500 m. The second migration height subject to the intensity peak is the height of 1500 m, 

the third is about 3000 m. 

Migration height value depends on meteorological conditions (cloud ceiling, precipitation, wind 

direction and speed), terrain relief and the time of the day. As a rule migrations occur below clouds by 

day and at night. 

The daily migration occurs in the morning and in the evening with take-off and landing area crossing. 

For safety reasons crews are recommended to switch on onboard landing lights during take-off, 

approach as well as during climbing and descending. 


KERKYRA 





NAME KERKYRA COUNTRY: GREECE 


AIDS: NO ILS, NO RADAR IATA: CFU ICAO: LGKR 



P a g e | 91 

TERRAIN 

Airfield located on the E coast of CORFU, amongst high ground. 8nm N spot height 2,989ft. 3nm SW 

spot height 1,890ft. 2nm S of RWY 35 threshold and less than 1 nm L of RWY 35 centreline, spot 

height 944ft Further obstructions up to 206ft to within 0.5nm of RWY 35 threshold and only just L of 

the centreline. Obstructions and a ridge up to 226ft to the R of RWY 35 threshold obscuring the RWY 

35 threshold at the start of RWY 35 offset VOR/DME/NDB approach. At 0.5nm end only just to the R 

of RWY 35 centreline and island to 90ft. Masts to 558ft 0.5nm to the W of the airfield and in line with 

RWY 35 offset VOR/DME/NDB overshoot. N of RWY 17 threshold ground rises to 183ft at 0.5nm. Up 

to about midnight local, bars and road lighting along the coast give a good indication of the coastal 

line and hence the high ground on RWY 35 approach. High ground to over 4,000ft 12nm E. 


ALBANIAN airspace 5nm NE. 

A busy airfield in summer. Arriving aircraft may have to HOLD due to ramp congestion. Descent 

clearance often delayed. Local traffic control in Greek. 

ATIS available Apr to Oct. 

Maximum IAS published for base turns RWY 35. 

Pilots must ensure that the ATC clearance to RWY 35 specifies the procedure to be used - e.g. 

KRK/VOR-DME/NDB 35 or GAR/TVOR-DME 35. 

See start up procedures in Airway Manual. 

SID's include maximum IAS during turns, due to the terrain. 


GPWS WARNINGS possible after GAR 7DME inbound on the BREAKCLOUD procedure unless aircraft 

flown level. Note that the breakclouds procedure commences at GAR260R/15DME. At night instrument 

approaches should be flown, with the captain carrying out the landing. 

RWY 17 requires a visual approach after circling in to the E of the field. 

WEATHER 

Heavy turbulence in strong winds. Gusting NW & N winds result in severe WINDSHEAR at 500ft on 

finals RWY35.ln light winds, wind direction may reverse along the runway. Frequent thunderstorms in 

winter. 

Early morning MIST/FOG in spring, late summer and autumn generally clears by 08.30 (06.30Z). 


Frequent ramp congestion. 

Heavy rain leaves STANDING WATER on RWY not easily seen from cockpit. 180° turns on southern 

turning circle only. 

Traffic on road 60m N of the RWY and pedestrians/cyclists on the causeway running through the 

approach lights to RWY35. RWY surface is over 20cm above the shoulders. 

RWY 17 has a considerably inset threshold. 


KHANIA 





NAME KHANIA/ DASKALOGIANNIS COUNTRY: GREECE 


AIDS: NO ILS. RADAR IATA: CHQ ICAO: LGSA 



P a g e | 92 

TERRAIN 

Airfield is situated on a peninsula on the N coast of Crete amongst high ground. The town of Khanin is 

5nm to the W. Only just over 1 nm to the N of RWY 29 threshold there is a hill to 2,017ft asl. To the S 

the mainland terrain raises steeply with peaks to 2,001ft asl 4.5nm SSW and 1,736ft 6nm SE. Further 

S the terrain reaches over 8,000ft asl at 14nm. There is a 400ft asl cliff which is crossed on the RWY 

29 approach. The outbound leg of RWY 29 VOR/DME let down passes 1nm NE of the 1,736ft asl peak. 

17nm W a rocky headland stands at 2,454ft asl and projects 10nm out to sea. 


Inbound via MILOS direct KHANIA. During military exercises routing MILOS-HERAKLION-KHANIA to be 

expected. Normally a MILOS SID. 

WEATHER 

Depressions from the W give strong winds with rain and low cloud during winter. North African 

depressions may produce dust haze especially in spring. In summer light E or NE winds can bring poor 

visibility in haze. Occasional thunderstorms. The prevailing wind is NW and this is funnelled by high 

ground either side of the RWY so crosswinds are seldom a problem. Strong winds, especially from the 

S, and mountainous terrain produce severe turbulence. 


With southerly winds from 160° to 220° exceeding 35 kt, operations are not allowed. 

With northerly winds from 340° to 020° more than 15 kt expect turbulence. 


A joint civil/military airfield. The N & S parallel TWY's are built as full width RWY's. The S one has 

RWY markings and lighting. RWY 29 VASIS appear to be set at only 2° instead of published 3°. The 

first 250m of RWY 11 not available to civil traffic. There is a published CIVIL THRESHOLD. Avoid 

trampling the ARRESTER NUTS at the RWY ends. Arrester wires on the RWY may be trampled. The 

civil terminal is to the NW. 


KHARKIV 





NAME: OSNOVA INTERNATIONAL COUNTRY: UKRAINE 

RUNWAYS: 25/07 (2500x45) 

26/08 (1500x45) 


AIDS: ILS CAT II 25/07 - ILS CAT I 26 IATA: KRK ICAO: UKHH 

ELEVATION: 532 FT M.S.A. 2.700 FT 

TERRAIN 

NIL 


P a g e | 93 


Arriving ACFT shall be met and escort by “Follow me” vehicles to the designated stand, setting ACFT 

to stand. 


The basic kinds of birds in the vicinity of the aerodrome are: crows, starlings, rooks, doves, swallows 

and sparrows. 

The greatest danger to air safety represents the morning and evening bird migration. The intense 

activity of birds takes place in the evening and in the morning during spring and summer period, and 

during autumn and winter period from early morning till late night, and early in the morning the 

number of birds is much greater, than during the day. 

There are many rare bird congestion during the dark time and it increases the danger of collision. 

Height varies from 100 m to 600 m. 

During the above mentioned periods pilots are recommended to switch on landing lights when flying 

in the vicinity of the aerodrome, during take-off, approach and during climbing and descending. 

WEATHER 

Kharkiv has a humid continental climate with warm summers and no dry season. 

The season in which it is relatively likely for snow is from November to April . 


AD category for Firefighting CAT 7 


KIEV (BORISPOL) 





NAME: KIEV (BORISPOL) COUNTRY: UKRAINE 

RUNWAYS: 18R/36L (3.500M) 18L/36R (UNDER 

CONSTRUCTION 1998) 


AIDS: ILS 18R.36L RADAR IATA: KBP ICAO: UKBB 



P a g e | 94 

TERRAIN 

The airfield is just to the W of the town of Borispol, 20nm SSE of Kiev, which lies on the southern 

edge of a large reservoir. Some 50nm N of Kiev is the town Chernobyl. 

The terrain does not present any difficulty, however there are some masts in the NW quadrant, the 

nearest being 10nm from the airport. 


See the separate brief on C.I.S. procedures for details of metric system used. 

Use standard R/T as the understanding of English is limited. Communications may take place through 

an interpreter causing delays to clearances. Arriving aircraft are usually stepped down gradually with 

numerous level checks. It is advisable to accept descent clearance when given to avoid being to high 

when close in. All approaches are radar vectored. Outermarkers may be referred to as "Inner 

Markers". It is standard practice in the C.I.S. not to give final intercept clearance. The aircraft is 

expected to make the last turn onto finals without being so instructed from the 90° base heading. 

Clearance to land will only be given after the gear is reported down. PAR control can be very poor, the 

information may be given as deviation from the centreline and glidepath in meters, the pilot being left 

to make his own corrections. Departure ATC clearance reported to be sometimes disjointed with 

prompts required for climb clearance. Below transition level QFE in MB is given to foreign operators. 

Kiev weather available in English on ZHULYANY METEO (VOLMET) - 126.8 MHZ, see Airway Manual 

supplement. 

Note transition height of 1,970ft giving a derived transition altitude of 2,400ft. 


There are no close diversions. 

WARSAW & ODESSA should be considered before: 

MINSK(MSQ/UMMS RWY 13/31) is 230NM NNW. (Balarus) or LVOV(LWO/UKLL RWY 13/31) is 250NM 

WSW - EMERGENCY ONLY 

WEATHER 

Cb activity most frequent June to Sept., severe and wide spread at times with heavy hail. 

In winter light S winds give advection fog or very low cloud, particularly in Nov & Dec. 

Some precipitation throughout the year falling as snow Nov to Mar. 

Mean maximum temperature January -3°C Sept. 26°C 



RWY's reported as rough and uneven. On arrival expect a "Follow-Me" car to the ramp & on departure 

as far as the parallel TWY. 

The ramp surface is very uneven. Keep a good look out for manhole covers standing proud of the 

surface 


KIEV (ZHULIANY) 





NNAME: KIEV/ZHULIANY COUNTRY: UKRAINE 


AIDS: ILS IATA: IEV ICAO: UKKK 

ELEVATION: 587 FT. MSA. 3000 FT 

TERRAIN 

The airport is located 8 kn SW from the centre of the city. 

The area around the airport is flat only some obstructions towards the city to the NE. 


Radar vectors should be expected for approach and departure. 


P a g e | 95 


Don't mistake lighted highway 

Noise abatement procedures in use both for arrival and departure 

Birds are a hazard especially: 

During spring migration of birds (March-May) there is a danger of their collision with the ACFT. The 

most dangerous are rooks, pigeons and gulls. 

WEATHER 

During winter time moderate snow can de expected with early morning fog,in summer time expect 

CB's mostly early afternoon hours. 


Handling,fueling,de icing 24 hours. 

Cat 1 approach lighting system to both runways, PAPI also available 

Taxing is only performed with follow me car. 


KLAGENFURT 




CATEGORY B AIRFIELD DATE01/09/04 

NAME: KLAGENFURT COUNTRY: AUSTRIA 


AIDS: ILS 28.RADAR IATA: KLU ICAO: LOWK 

ELEVATION: 1470FT M.S.A 10900FT 


P a g e | 96 

TERRAIN 

Klagenfurt in Austria is surrounded by high ground. To the N are the foothills of the Austrian Alps with 

terrain reaching 8,000ft within 25nm. To the S, along the Austria/Slovenia border, is a ridge to 7,000ft 

asl within 10nm a higher beyond. The city is immediately S of the airport. 

There are numerous peaks and obstructions close to the airfield. Notably: - 

4nm NW 3451ft asl 1 1 /2nm N 2546ft asl 

3nm W 2201ft asl 2nm NE 2320ft asl 

5nm SW 2490ft asl 3 1 /2nm S 2638ft asl 

See visual approach 10 chart in the Airway Manual which shows the difficulties well. 


Procedures are based on a maximum speed of 185kt below 8,500ft (QNH) due terrain. Klagenfurt is 

noise sensitive; landing RWY 28 and take off RWY 10 preferred. 

Instrument approaches to RWY 28 only, due to terrain. RH circling approached to RWY 10 - a visual 

approach 10 chart is published showing the procedure to follow after a let down towards RWY 28. A 

note to avoid overflying the city below 3,000ft agl is included which, if adhered to, renders the 

procedure unsuitable for airline operations. 

ake off RWY 28 may not be possible for some aircraft types due to terrain/rate of climb 

considerations. In the SID's there is a minimum bank angle and a speed limit of 205kt to FL100. The 

Slovenia border is 13nm 

S. 

WEATHER 

Summer - thunderstorms fairly frequent and may continue well into the night. Winter - Frequent fog 

and low stratus. Rain and snow with passing depressions. Expect severe turbulence with strong winds. 


Mean minimum temperature January - 9°C Sept. 12°C 


Approach lighting to RWY 28 only. Then PAPI's to RWY 10 set at 3.5°. Back - tracking required for 

take off. Consideration of birds can be a problem. 


KOS 





P a g e | 97 


NAME: IPPOKRATIS COUNTRY: GREECE 


AIDS: VOR/NDB IATA : KGS ICAO : LGKO 


TERRAIN 

Airfield lies to the southern part of Kos island. High terrain exist north with peaks at 2766 ft. 


Rwy 32 is mainly used, because of prevailing wind conditions, with the associated VOR approach. 

When surface wind direction is between 340° to 020° exceeding 15 kt, turbulence and downdrafts 

observed during final approach to rwy 32. During night operations, PAPI lights must be serviceable. 

WEATHER 

Cb's are common during spring summer and fall. Winter with frontal system may produce marginal 

weather. Bird activity is common. Birds in the vicinity. 


Basic lighting facilities with PAPI to both runways 


KOSICE 





NAME: KOSICE COUNTRY: SLOVAK REPUBLIC 


AIDS: ILS 01-RADAR IATA: KSC ICAO:LZKZ 


AD category for fire fighting category 6 or category 7 up to 1hour 

TERRAIN 



P a g e | 98 


According to instructions of TWR pilot is taxiing to designated stand by assistance of guide lines. 

When ACFT is bigger than stands for particular CAT ACFT,by assistance of marshaller. By assistance of 

marshaller when guide lines not visible 

WEATHER 

Temperature 





The cold season lasts from November 29 to March 4 with an average daily high 

temperature below 5°C. The coldest day of the year is February 1, with an average low of 

- Clouds 


December 21 and clearest on July 13. The clearer part of the year begins around April 10. The 


Precipitation 



around September 15, occurring in 38% of days 

. Over the entire year, the most common forms of precipitation are light rain, thunderstorms, 

moderate snow, light snow, and moderate rain. 










P a g e | 99 






It is most likely around October 24, when it is observed during 8% of all days. 



is most often in the form of light rain ( 44% of days with precipitation have at worst light rain), 




is most often in the form of moderate snow (32% of days with precipitation have at worst moderate 

snow), light snow (26%), light rain (26%), and drizzle (7%). 

Snow 


which it is relatively likely for snow to fall spans from November 14 to March 25. 

Wind 


breeze), rarely exceeding 10.8 m/s (strong breeze). 

The highest average wind speed of 4.1 m/s (gentle breeze) occurs around March 15, at which time 


The lowest average wind speed of 2.3 m/s (light breeze) occurs around January 8, at which time the 



NIL 


KRAKOW 





NAME KRAKOW COUNTRY: POLAND 

RUNWAYS:08/26 (2550M) AIRFIELD CODES 

AIDS: ILS 26 -NO RADAR IATA: KRK ICAO: EPKK 



P a g e | 100 

TERRAIN 

The city of Krakow is 6nm to the E. the airfield is on the N side of the river valley running E-W. There 

are low hill to the N & S; in particular there are hills and obstructions to nearly 1,400ft asl immediately 

to the N of the extended centreline after a take off from RWY 26. Beyond 12nm S the terrain begins 

to rise to nearly 3,000 ft asl at 18nrm and too nearly 5700ft asl at 13nm S. 


RWY 08 IS NOT AVAILABLE FOR NIGHT LANDINGS. 

The standard of spoken English is reported good. Instrument approaches to RWY 26 only. Surface 

wind may be passed in km per hour, see conversion table below. The maximum speed in the holding 

pattern/racetrack is 185kt for cat C, D< aircraft. 

SID's are not published: climb straight ahead to 2400ft QNH after take off on RWY 26 before setting 

course (see terrain paragraph below). 

Altimeter settings are in the western Europe, QNH in nms and altitudes in feet, but occasional meters 

may be used below the transition altitude. 

ALTIMETRY 

As for Western Europe 

METRIC UNITS 

If required, approx. conversions. 

WIND Km/hr/2 =knots 

M/sec x2 = knots 

ROC/ROD m/sec x 200 = ft/min 

See conversion tables in flight guide supplement. 

WEATHER 

MAR - APR temperature rises rapidly causing rapid melt of winter ice and snow. Frequent low stratus, 

MAY-AUG. occasional thunderstorms afternoon and evening. Occasional morning fog. SEPT - OCT. 

temperature falls rapidly. Morning fog slow to clear. 

NOV - FEB snow. Weather depends on Siberian high. Krakow usually on the W of the circulation and 

Gets S'ly winds. Frequent low cloud and persistent fog. N'ly winds bring intense cold. 




The area immediately N of the RWY is used as an emergency strip.RWY 26 approach lights have a 

curved vertical profile due undulating terrain. This together with a 60m wide EWY makes the approach 

angle difficult to judge, especially at night. A part of the parallel taxiway is not visible from the control 

tower. Only the TWY links at the RWY ends are reported useable. RWT 26 has white RWY alignment 

lead in lights. 

GENERAL 

Refuelling with pax on board is not permitted. 




KRASNODAR, PASHKOVSKY 



NNAME: KRASNODAR COUNTRY: RUSSIA 

RUNWAYS: 05R/23L 3000x45 m 

05L/23R 2200x49 m 


AIDS: ILS 05R/23L IATA: KRR ICAO: URKK 


TERRAIN 

The airport is located 15kn east of the city. 


P a g e | 101 


Radar vectoring in TMA is not applied. For air traffic flow management the controllers of ATS units 

give instructions to reach definite flight levels (heights) and, if necessary, set courses for the crews for 

the purpose of providing separation necessary for carrying out landing taking into account aircraft 

characteristics. 


During landing on both headings the crews, as far as possible, shall not apply reverse thrust 

especially in the night time. 

The ornithological situation in the vicinity of the aerodrome Krasnodar/Pashkovsky is conditioned by 

seasonal and daily bird migration. 

Birds are a hazard especially in the morning and afternoon. 

WEATHER 

Normal weather expected according to seasons. 


Handling,de icing,fueling available 24 hours. 

Marking of RWY threshold, TDZ, centre line, fixed distances, edge, landing magnetic track value, and 

taxi holding positions; taxiway centre line on all taxiways. 

Rwys 05R and 23L have precision approach CAT 1 lighting system.. 




KRASNOYARSK/YEMELYANOVO 



NAME: KRASNOYARSK COUNTRY: RUSSIA 


AIDS: ILS 11/29-RADAR IATA: KJA ICAO: UNKL 


LT = UTC+8HR 


TERRAIN 

27 km NW of Krasnoyarsk 


Take-off of aircraft with a tail-wind component up to 

5 m/sec is allowed under the following conditions: 

- RWY is dry or damp; 

- friction coefficient is 0.5 or more; 

- cross-wind component is not more than 5 m/sec. 


NIL 

WEATHER 


P a g e | 102 

Temperature 





The cold season lasts from December 1 to February 27 with an average daily high 

temperature below -8°C. The coldest day of the year is January 13, with an average low 

Clouds 


November 2 and clearest on January 27. The clearer part of the year begins around December 25. 

The cloudier part of the year begins around March 2 

Precipitation 


Precipitation is most likely around November 20, occurring in 80% of days. Precipitation is least likely 

around February 5, occurring in 42% of days 

Over the entire year, the most common forms of precipitation are light rain, light snow, moderate 









P a g e | 103 









is most often in the form of light rain ( 55% of days with precipitation have at worst light rain) and 

thunderstorms (39%). 

During the cold season, which lasts from December 1 to February 27, there is a 55% average chance 


is most often in the form of light snow (53% of days with precipitation have at worst light snow) and 

moderate snow (44%). 

Snow 

The likelihood of snow falling is highest around November 29, occurring in 76% of days. The season 


Wind 


rarely exceeding 7.7 m/s (moderate breeze). 

The highest average wind speed of 2.6 m/s (light breeze) occurs around May 9, at which time the 


The lowest average wind speed of 1.1 m/s (light air) occurs around January 8, at which time the 



The ornithological situation in TMA has no well defined forms of bird concentration and migration due 

to conditions of the aerodrome location. A visual and radar observation is organized over the 

appearance of separate birds, sometimes groups. 

As a result of the observations a controller shall: 

- report to the aerodrome service which takes measures for frightening away of birds; 

- inform the crews about the presence of birds in approach area (take-off area). 

On receiving the information about the dangerous ornithological situation the aircrew shall keep a 

good look-out and follow the controller’s instructions. The crew shall switch on landing lights for 

frightening away of birds. 


KRISTIANSAND 





NAME: KRISTIANSAND COUNTRY: NORWAY 


AIDS: ILS. NO RADAR IATA: KRS ICAO: ENCN 



P a g e | 104 

TERRAIN 

The airfield is up a Fjord on the rugged S coast of Norway 4nm N of the city. The RWY lies parallel to 

a narrow inlet, terrain and obstructions rising on all sides. Within 2nm to the NW, N & NE the terrain 

has reached nearly 700ft asl. This adversely affects approaches to RWY 22. A 649ft asl obstruction 

NW of the RWY 22 centreline and 1.1 nm from the 22 threshold penetrates the 4° VASI clearance 

surface. The "Light A/C VFR Routes" chart in the Bottlang manual shows the terrain well. 


Area radar is available from Oslo control/ ILS 22 has a 3.6° G/P due terrain ILS 04 has a 3.4° G/P due 

terrain. 

See performance manual for aircraft type configuration required to join glidepath. Circling RWY 22 is 

to the E: there are circling guidance lights downwind LH and around finals. 

See noise procedures in Airfield Plates for initial climb out details. 


KRISTIANSUND also in Norway, is some 300nm to the N. 

WEATHER 

Kristiansand is protected to some extent from Wly winds and associated weather. Precipitation is 

spread evenly throughout the year falling as snow in the winter.Thunderstorms in summer. Fog and 

low stratus from seaward. Turbulence in strong winds due terrain. 




PAPIs RWY 04 set to 3.4°, PAPIs RWY 22 set to 3.5°, due terrain. RWY reported to be slippery when 

wet. 

The RWY has a small hump by the 22 threshold and a dip by the 04 threshold. The first 300m of RWY 

22 is not visible from the control tower. Sequence flashing lights to RWY 04. 


KRK ISLAND (RIJEKA) 





NAME: KRK ISLAND (RIJEKA) COUNTRY: CROATIA 


AIDS:14ILS NDB IATA: RJK ICAO: LYRI 



P a g e | 105 

TERRAIN 

KRK island itself is fairly low lying but the ground on the mainland rises to over 5,000ft to the NE of 

the airfield. The terrain on the mainland is high consequently the safety altitude is 6,900ft and 5,600ft 

depending upon which sector you are in. 


The departure routes require rates of climb better than a gradient of 5.4%. Procedural approaches 

only are available. No Radar. 


KURUMOCH 





P a g e | 106 


NAME: SAMARA COUNTRY: RUSSIA 

RUNWAYS: 23/05 (2556x60) 33/15 (3003x45) AIRFIELD CODES 

AIDS: ILS CAT I 33/15 - ILS CAT I 23 IATA: KUF ICAO: UWWW 

ELEVATION: 145,4 M.S.A. 3.400 FT 

TERRAIN 

NIL 


The taxi guide lines may be invisible because of snow. Assistance of the “Follow-me” vehicle may be 

requested from the taxiing controller. 


A safe overflying of obstacles for all departure directions is provided when climb gradient during takeoff 

is standard and equal to 3.3%. 

GPWS may be brought into operation of short duration during approach on RWY 05 at the beginning 

of turn on final. 


migration. 

Morning (0500-0900 local time) and seasonal migrations of birds present the greatest hazard. 

The majority of birds migrate at heights 100-600 m. 

The main directions of bird migration are from south-west to north-east in spring and vice versa in 

autumn. 

Radar control over bird migration is provided when the ornithological situation is complicated. 

All information is broadcasted via ATIS to the crews carrying out take-off and approach-to-land and, if 

required 

- via ATC controller. 

On receiving the information about the dangerous ornithological situation the crews shall increase 

caution and follow the instructions of the operations duty manager (controller), switch on landing 

lights. 

WEATHER 

NIL 


AD category for firefighting H24, CAT 7 - RWY 05/23, CAT 8 - RWY 15/33 




AIRFIELD BRIEFINGS – L 

LASHAM 



NAME: LASHAM COUNTRY: U.K. 


AIDS: RADAR IATA: QLA ICAO: EGHL 



P a g e | 107 

TERRAIN AND OBSTRUCTIONS 

The airfield is situated on high ground 5nm to the S of Basingstoke. Farnham is 8nm to the E. 

There are 2 radio masts 275ft above airfield elevation 2nm from the threshold of RWY 27, % mile S of 

the centreline Note this obstruction may be shown to the N of the centreline on the Aerad chart. 

There is a large " Golf Ball" aerial housing on the airfield, V*mile S of the RWY. 

Do not descend below the indicated 3° glidepath on the PAPI's, and to touchdown in the touchdown 

zone markings, 1,000ft from the threshold. 

Departing aircraft with light fuel will not be affected by obstructions, but if any load is carried the 

following should be considered: 

RWY 09 obstacle at 118 ft above threshold at 6,869ft from reference zero 

RWY 27 obstacle at 113 ft above threshold at 6,421ft from reference zero 


The airfield is operated by the Lasham gliding society who allow a limited number of aircraft 

movements to ATC Lasham, limited and their customers. Surveillance radar approaches are available 

for both RWY's, talk down terminating at 2nm from touchdownAircraft will normally be positioned onto 

the SRA by Farnborough radar but may self position onto the SRA in Farnborough radar is not 

available. 

If Lasham radar is not available, Farnborough radar will assist by positioning aircraft for a straight - in 

approach to RWY 27 or to the RH down wind leg for RWY 09. 

All circuits and manoeuvring are to be to the S of the RWY. 

The base of the London TMA over Lasham is 5500ft, just to the E the TMA base is 3,500ft. 

Inbound aircraft from Gatwick at low level are normally directed by Farnborough radar from handover 

to Lasham on a SRA approach. Other approaches are published in Aerad. When Farnborough's radar 

is not available, Southampton radar may help with positioning and traffic surveillance. Should 

Southampton's assistance be required it must be pre arranged with Lasham ATC. 

Departures are normally to turn towards midhurst on reaching 2020ft QNH or following radar 

instructions onto the CODEY departure if joining airways. 

When departing from LGW when Farnborough is closed LGW will allocate a transponder code to be 

set before departure from Lasham. 


Gliding takes place at Lasham's throughout the year with gliders operating within a 10nm radius of the 

field. When aircraft movements are planned gliders will remain to the N of the airfield. 

Gliding does not take place at night or when visibility is less than 5km or when the cloud base is below 

1000ft. 

Note the proximity of Farnborough, 11 nm to the E and RAF Odiham, 5nm to the N. The odiham RWY 

is parallel to that at Lasham. 

There is a marked upslope at the start of RWY27 for the first 500ft. The full RWY length is available 

for landing. Aircraft taking off are to position to the white line painted across the RWY 500ft from the 

threshold before applying take-off power. 

There is no stop way on either RWY. 

Only the TWY between RWY 09 threshold and the ATC (Lasham). Engineering pan is authorised for 

use by aircraft. 






P a g e | 108 


3.0° PAPI's on both RWY's. No approach lights. 6 pairs of sodium lights can be positioned in the 

touchdown zone of either RWY to assist approaches in poor visibility. 

Portable low intensity RWY lighting is available consisting of omnidirectional RWY lights, red stop end 

lights, green threshold lights and blue taxi lights from the 09 threshold to the engineering apron. 

Fuel supplies at Lasham's are limited. It is recommended that the aircraft arrive with sufficient fuel for 

a 2-hour flight departing Lasham, No more, to avoid risk of embarrassment to the engineering work. 




LAJES, TERCEIRA ISLAND 



NAME LAJES, Terceira Island. COUNTRY: AZORES 


AIDS: ILS 15, 33. RADAR IATA: TER ICAO: LPLA 

ELEVATION: 180FT M.S.A. 


P a g e | 109 

TERRAIN 

ajes is on the NE corner of the mountainous island of Terceira in the Azores. The terrain rises steadily 

to the SW reaching a peak and obstruction of nearly 3,700ft asl at 10nm W. The 1,000ft contour is 

just within 2nm to the SW. 

There is terrain to over 400ft asl, just to the R of centreline at 1 nm finals RWY 33. 0.5 nm to the R of 

the RWY 33 approach lights is terrain and a mast to nearly 480ft asl. This is the highest obstruction on 

a ridge running between the airfield and the coastline. 


Military ATC with good radar coverage. A Santa Maria area chart is published which shows the ATC 

organisation of the Azores group; the departure procedures for all the islands are on this chart. 

Circling is to the NE away from the high ground. When flying downwind (LH) for RWY 15 the RWY 

may not be visible due to the coastal ridge. 

Expect large heading corrections and WINDSHEAR on final approach during strong winds. Large 

westerly variation. 

WEATHER 

WINTER - Low ceiling and poor visibility associated with passing fronts. Strong NWly winds frequent 

after passage of a cold front. 

SUMMER - Fine settled weather, 




Well-equipped military airfield with engineering cover and passenger handling facilities. Jet barriers 

and arrester gear are used. Seabirds are a problem. Cattle may stray close to RWY 15/33. 


LA CORUNA 





NAME: LA CORUNA COUNTRY: SPAIN 


AIDS: ILS NO RADAR IATA: LCG ICAO: LECO 



P a g e | 110 

TERRAIN 

Situated on the NW coast of Spain, 3nm SE of the city, at the E end of a low ridge which rises quite 

sharply to 722ft asl within 1 nm. The river runs to the E of the airfield and round to the S. The ground 

rises sharply beyond the valley to more than 2,000ft asl within 4nm S. 

The approach to RWY 22 is over a small peninsular and a factory. 


Descent clearance can be difficult due to over flying traffic. Missed approach procedures include 

maximum speeds in turns. All engines and emergency turn procedures are published. 

WEATHER 

NWly winds bring low cloud and sea fog. 

Turbulence and windshear can be expected with surface winds in excess of 10 knots. 


A small, mainly domestic terminal. 

Backtracking is necessary to and from both RWY ends. 

Migratory birds are a problem in the Spring and Autumn. 


LAMEZIA TERME 





NAME: LAMEZIA TERME COUNTRY: ITALY 

RUNWAYS: 10R/28L ONLY IN USE AIRFIELD CODES 

AIDS:28L.ILS. NO RADAR IATA: SUF ICAO: LICA 



P a g e | 111 

TERRAIN 

Situated in a valley on the W coast of Italy. The ground rises rapidly to the N with 3,291ft asl at 5nm 

and 4,370ft asl at 7nm. To the NE 3,944ft asl 9nm and 3,0006ft asl at 9nm SE. 


SID's and STARs are published but climb/descent clearance can be difficult due to over flying traffic. 

Visual circuits can be flown to the S. Because of the terrain the ILS to RWY 28 requires additional 

check heights with radials from CDC or DME ranges from LMT. 

WEATHER 

Low stratus is a risk with Wly winds. Local wind affects and turbulence associated with the proximity 

of the high ground. Similarly Cu activity can be expected. 




Check on arrival that return ATC flight plan has been received. 




LANZAROTE (ARRECIFE) 



NAME: LANZAROTE (ARRECIFE) COUNTRY: CANARY ISLANDS 


AIDS: ILS RWY 03, NO RADAR IATA: ACE ICAO: GCRR 



P a g e | 112 

TERRAIN 

Situated on the SE coast of the island 3nm WSW of the town of Arrecife. Considerably high ground 

from W to N to NE with the highest peak 2,198ft asl 10nm NE. 3nrm from RWY 21 threshold and 5m 

NW of the centreline is a 1,455ft hill. This initially slopes down steeply in the direction of the airfield 

but levels off at about 400ft asl, maintaining this just to the R of the centreline until 1 nm range. From 

this point the ground falls steeply to the threshold. 

The terrain rises steeply to the W reaching 2,044ft asl at 5nm. The high terrain to the N & W restricts 

the use of RWY 21. 


Initial control by Canaries radar located on Gran Canaria. Instrument approaches to RWY 03 only due 

to high terrain. The ILS 03 is in line with the runway but the non -precision approaches to RWY 03 are 

considerably offset. 

The performance page gives emergency turn procedures. 

The VOR/DME 21 approach is 13° offset. See special considerations for RWY 21 below. 


Landings on RWY 21 - DAY ONLY 

With high ground falling steeply within 1nm of RWY 21 threshold, GPWS warnings can be expected. 

Windshear is likely with winds between NW & N; be prepared for severe windshear on short finals 

RWY 3, go - around if necessary. Headwinds have been reported to suddenly increase from light (or 

zero) to 20 -25 knots in clear air. 

WEATHER 

An arid island. Strong E surface winds prevail with poor visibility in rising sand with the wind in the 

NE.There is a risk of thunderstorm activity in winter. 




RWY 21 equipped with 3.9° VASI's and flashing lead-in lights. Note RWY 21 landings by DAY only. 

Joint civil/military airfield with the civil ramp liable to congestion. 


LA PALMA 





NAME: LA PALMA COUNTRY: SPAIN 

RUNWAYS:01/19 (2.200M) AIRFIELD CODES 

AIDS: NO ILS NO RADAR IATA: SPC ICAO: GCLA 



P a g e | 113 

TERRAIN 

The airport is situated on the SE side of the island. There is high ground to the W rising rapidly to 

over 6,000ft asl within 5nm. The highest point on the island is nearly 8.000ft asl 10nm NW. 50nm SE 

is Tenerife with terrain to nearly 12.200ft asl. 


Local traffic is controlled in Spanish. English is sometimes poor, use standard R/T. Instrument let 

down (offset NDB/DME) TO RWY 01 only, due terrain. 

Circling to RWY 19 LH over a bay, inside the high ground to the W & N; circling is not permitted in the 

sector 197° clockwise to 359° i.e. to the W. During a visual RH base for RWY 01 the aircraft will be 

heading for steeply rising terrain; GPWS activity may be a possibility. The RWY is difficult to see until 

established on finals even in good weather: it may be preferable to fly the full instrument approach to 

RWY 01. Strong winds blowing over surrounding high ground may cause turbulence on the approach. 

Check performance manual for emergency turn procedures. 

WEATHER 

Summer haze can give poor visibility. Thunderstorms a possibility over the high ground. If diverting 

due to low cloud then alternate Tenerife S may be similarly affected. 


There are no approach lights to RWY 19. The RWY surface is asphalt. 180° turns on the RWY are 

permitted only on the turning pads at the RWY ends. 


LEEDS BRADFORD 





NAME: LEEDS BRADFORD COUNTRY:UNITED KINGDOM 


ILS 14, 32, RADAR IATA: LBA ICAO: EGNM 



P a g e | 114 

TERRAIN 

Situated in the W Yorkshire industrial complex. The terrain reaches towards the Pennine hills reaching 

1.320ft asl at 6nm NW and nearly 1,700ft asl at 15nm NW. The approach to RWY 14 is over the high 

ground. Masked to nearly 1 300ft asl 6nm N. Mast to 262ft AAL at 2nm finals on RWY 14 approach. 

The vale of York military flying area 5nm NE. Ground falls away at the RWY 32 threshold giving 

WINDSHEAR and downdraughts. 


There is a radar vectoring area chart in the aerodrome booklet. Preferential landing RWY 14 with take 

off RWY 32 due noise. There are 2 warnings promulgated from RWY 14: - 

'Glide path fluctuations may be indicated between 3.5 and 1.5nm from THR RWY 14' 

'Possible GPWS operational nuisance activation at 2nm touchdown' 

The terrain on the approach to RWY 14 may give rise to ILS glide path fluctuations and, more 

importantly, GPWS activation. 

WEATHER 

Poor visibility due to industrial haze may occur in settled conditions as well as radiation fog. 

Depressions and fronts bring low cloud and strong winds, the latter often give a substantial CROSS 

WIND on RWY 14/32. 

Being high up on the other side of the Pennines to Manchester, Leeds Bradford may be clear while 

Manchester and Liverpool are in fog. 


The PRONOUNCED DOWN SLOPE (>0.8%) in the expected area of touchdown on RWY 14, requires 

caution. This pronounced down slope from the 14 end of the RWY is not visually obvious when 

operating on RWY 14/32. The landing thresholds of both RWY's 14 & 32 are considerably inset. Short 

RWY 10/28 ( 1100m). 


LJUBLJANA 





NAME: LJUBLJANA COUNTRY: SLOVENIA 

RUNWAYS:13/31 (3,300M) AIRFIELD CODES 

AIDS: ILS 31. RADAR IATA: LUJ ICAO: LJLJ 



P a g e | 115 

TERRAIN 

The airfield lies in a NW/SE valley 9nm N of the city of Ljubljana in Slovenia From N to NE, mountains 

rise sharply to over 6,000ft asl within 5nm, and to nearly 8,400ft asl at 9nm NE. 

To the SW, the 2,000ft asl contours lies at range 5nm, with terrain rising to over 3,300ft asl within 

9nm. Due W there are hills giving elevations of nearly 2,800ft asl at 6nm and nearly 5,200ft asl at 

15nm. To the WNW the terrain reaches nearly 9,400ft asl at range 27nm. 



Circling is only carried out to the S of the RWY, extended centreline. The RH circuit for RWY 13 is 

flown inside a hill, which reaches nearly 2,150ft asl at a range of 4.5nm from the 13 threshold; it is lit 

at night. Also lit at night is a church on the centreline at VA finals; it reaches 166ft above RWY 13 

threshold elevation. 

Transition altitude is 9,000ft. 

If the surface wind allows, a departure on RWY 13 permits an easier climb out, which will often be 

simplified by the ATC to a climb straight ahead to 5,000ft. 

Emergency turn procedures are in the performance manual. 

WEATHER 

Radiation fog in the winter can be persistent. Hot summer spells of dry weather are broken by heavy 

thunderstorms. 

Precipitation throughout the year but heaviest from June - October Expect turbulence in strong N to 

NE winds due terrain Extremes of temperature range from 27° in Sept. to -5° in January. 


Backtracking will be necessary to and from the eastern end of the RWY. No approach lights on RWY 

13. 


LUXOR 





NAME: LUXOR COUNTRY: EGYPT 


AIDS: ILS 20. RADAR IATA: LXR ICAO: HELX 



P a g e | 116 

TERRAIN 

The airfield is 3.5nm SE of Luxor and 5nm E of the River Nile. Cairo is 270nm to the N. the terrain W 

of Nile rises abruptly, reaching nearly 1,700ft asl 3nm beyond the river. (The valley of the Kings exter 

westwards from the Nile in this region). To the S & SE of the airfield are hills reaching 1,000ft asl by 

5nn and just under 2,000ft asl by 7bn S. 


Radio aids sometimes unserviceable and/or unreliable. Quality of VHF reception can be poor. ATC may 

keep aircraft high during descent and approach. 

Circling is to the W and LH base leg for RWY 02 flown inside the hills to the S: there is a locator 

beacon on these hills. 


WEATHER 

MAY - SEPT. - Hot and dry; temperatures reaching 40° to 45°. FOG and low stratus in the Nile valley 

around dawn. Wind light and variable. 

OCT - APR generally fine weather; temperature reaching 28° to 35°. In advance of depressions strong 

S/SW winds (khamsin) cause sandstorms Feb to March, reducing visibility co nsiderably. Squally rain 

showers may follow which quickly improve visibility. 


The parallel TWY's has, at times, been used as a RWY. 

Taxi with caution on the ramp as chocks and other objects are often left running around. 


LUHANSK 





NAME: LUHANSK INTERNATIONAL COUNTRY: UKRAINE 


AIDS: ILS CAT I 27/09 IATA: VSG ICAO: UKCW 


TERRAIN 

NIL 


NIL 



P a g e | 117 

1. Bird congestion and migration of small birds is observed in the vicinity of aerodrome. 

The intense activity of birds takes place during the warm season in the morning from 07.00 till 10.00 

and in the evening from 18.00 till 20.00 local time at height H=10 – 15 m (30 – 500 ft) in north and 

south directions. 

2. If necessary Aerodrome Control takes steps for decreasing bird congestion and frightening them off 

by signal rocket, ATC controller informs the airmen. 

3. On descent after entering glide path and taking off to height H=200 m crew should turn the landing 

lights on. 

WEATHER 

Luhansk has a humid continental climate with warm summers and no dry season. 

The season in which it is relatively likely for snow is from November 13 to March 29. 


Parking is performed by instructions of marshaller 

AD category for Firefighting CAT 6 


L'VIV 





NNAME: L'VIV COUNTRY: UKRAINE 


AIDS: ILS ON BOTH RWYS. IATA: LWO ICAO: UKLL 


TERRAIN 

The airport is located 6 KM.SW of the city. Higher terrain is to SW of the airport. 


Radar vectors available 

Preferential runway for landing 31 


Noise abatement procedures apply for arriving and departing. 



P a g e | 118 

WEATHER 

Most common weather phenomena is light rain to light snow depending on season ,CB's are not 

uncommon mostly on early summer. 


Handling, fueling, de icing, 24 hours. 

Cat 1 approach lighting system to runway 31.No PAPI 




AIRFIELD BRIEFINGS – M 

MADRID/ BARAJAS 



NAME: MADRID/ BARAJAS COUNTRY: SPAIN 

RUNWAYS: 18L&R/36L&R, 15/33 AIRFIELD CODES 

AIDS: ILS 18L&R.36R & 33, RADAR IATA: MAD ICAO: LEMD 



P a g e | 119 

TERRAIN 

The airfield is on the Spanish plain 4nm E of the city of Madrid. There is high ground up to 9,000ft 

only 28nm from the field, with some smaller isolated hilly areas to the NE, NW & SW. 


Preferential RWY's are 36 for take off & 33 for landing. No landings on RWY 15. Strict noise 

abatement procedures to be observed, Madrid is a noise sensitive city. 

Note the proximity of danger areas D17A and 17B within 10nm to the NW, D94 15nm to the E and 

restricted areas R62 and R64 about 8 nm W of the airfield. 

Lack of parking, due ATC delays on departing aircraft's, may cause delay to arriving aircraft. Consider 

carrying extra holding fuel. 

Staring up procedures and preferential use of RWY's as described in Airway Manual. The military 

airfield, Madrid/Torrejon, is 5nm to the R when on short finals to RWY 33. 

WEATHER 

Fog can be a problem in winter at all times of the day. 

Low level WINDSHEAR and TURBULENCE even in light winds, especially from the N. Heavy Cb 

buildups in summer particularly in the N 


MAGNITOGORSK 





NAME: MAGNITOGORSK COUNTRY: RUSSIA 


AIDS: ILS 01/19-RADAR IATA:MQF ICAO: USCC 

ELEVATION: 1.431 FT MSA. 5400 FT 

LT= UTC+6HR 


TERRAIN 

14 km W of Magnitogorsk 


P a g e | 120 


Radar vectoring in TMA is executed by ATS unit, which provides a direct control over aircraft 

movement. For air traffic flow management ATC controllers give instructions to reach definite flight 

levels (heights) and also set courses for the crews for the purpose of providing separation necess ary 

for carrying out landing taking into account aircraft characteristics. 


The taxi guide lines may be invisible due to snow. Assistance from “FOLLOW ME” vehicle may be 

requested via the tower controller. 

WEATHER 

NIL 


The ornithological situation in TMA is conditioned by seasonal and daily birds migration. The existence 

of lakes, plant cover and climate conditions favour the concentration of different species of birds in 

TMA. Local migration of birds for feeding takes place in the following periods of time: the morning 

from 0600 to 1300, the maximum activity from 0900 to 1000, the evening migration to the lodging for 

the night staying from 1800 to 2100 (local time). Separate flocks of birds may appear during all 

daylight hours near the RWY. Seasonal birds migrations periods are between the 25th of April and the 

15th of May, the 20th of September and the 10th of October. The majority of birds migrate at heights 

from 100 to 400 m. The main migration routes are: from the North to the West and from the East to 

the West in autumn, and vice versa in spring. During the above mentioned periods pilots are 

recommended to switch on landing lights when flying in TMA, during take-off, approach and also 

during climbing and descending. In case of dangerous ornithological situation the tower controller 

shall notify the crew of birds existence in the approach and climbing sectors, advise the crew of how 

to avoid birds concentrations, take all possible measures on avoidance of collisions of the aircraft with 

birds including aircraft directing to the alternate aerodrome or the temporary stopping the flights. 


MALAGA 





NAME: MALAGA COUNTRY: SPAIN 

RUNWAYS: 14/32, RADAR AIRFIELD CODES 

AIDS: ILS RADAR IATA: AGP ICAO: LEMG 

ELEVATION: 52 FT M.S.A. 9,000FT 


P a g e | 121 

TERRAIN 

The airfield is on the Mediterranean coast 4nm SW of the town. High ground surrounds the airfield 

except to the SE. To the SW the terrain reaches nearly 2.000ft asl by 2nm and nearly 3.900ft asl at 

8nm. 

5nm NW is an outcrop of hills reaching just over 1,400ft asl. 12nm NW the terrain becomes more 

mountainous with a 4,232ft asl peak at range 18nm. To the N the 1,000ft asl contour lies at 4nm 

range. Beyond this the terrain becomes more rugged with a peak to 1,873ft asl at 6nm N. Further N & 

NW the terrain becomes more mountainous giving a 25nm SSA of 9,000ft. 50nm ENE is the Sierra 

Nevada with peaks to nearly 11,500ft asl. 


Speed control may be in force, see special procedures for Malaga in Airway Manual. 

Arrival routing is usually via MARTIN VOR (3nm NW) where the published minimum altitude is 5,500ft, 

however we recommend a minimum of 6,000ft. Maintain the 6,000ft altitude until established localiser 

inbound if joining the straight in ILS 14. Descent before intercepting the glidepath ILS 14 may result 

in GPWS activation. The hills just to the NW of the OM have been known to activate the GPWS when 

the aircraft is not in the landing configuration. Localiser indications during the straight in ILS 14 may 

be erratic. Circling is only to the E of the 14/32 centrelines. Maximum speeds during procedural turns 

are published due terrain's. 

To avoid delay crews should obtain the departure slot from ATC on arrival. The take off minima RWY 

32 require good visibility and a high cloud base. 

RWY 14 preferred for take off. RWY 32 preferred for landing. 


RWY 14 NIGHT LANDING - initiate approach only if the ILS or the LLZ/DME and VASI's are operating 

normally. 

WEATHER 

Generally fine weather in summer, but Cb build up over the high ground sometimes produces severe 

thunderstorms. Cold front activity during winter. Early morning fog and low stratus Autumn and 

Winter. 


Parallel TWY used as a RWY in the event of closure of the main RWY. Standing water after heavy rain. 


MARSEILLE 





NAME: MARSEILLE COUNTRY: FRANCE 

RUNWAYS: 14L/32R (3,500) 14R/32L(2.370M) AIRFIELD CODES 

AIDS: ILS 14L, 32R. RADAR IATA: MRS ICAO: LFML 



P a g e | 122 

TERRAIN 

The airfield is 15nm W of the city of Marseille on the E shore of the Etang de Berre, a lake just inland 

from the Mediterranean coast. There is high ground in the sector N to SE;' the terrain reaches 2,500ft 

asl by 10nm SE. 3.5nm SE of the thresholds of RWY 32L R is a ridge of hills with numerous 

obstructions up to nearly 1,000ft asl. The ridge causes severe turbulence in mistral conditions. The 

radar vectoring area chart in the aerodrome booklet illustrates the local terrain well. 


Local traffic is controlled in French. Restricted areas to the N & W mainly concerned with military and 

test flying Civil airfield of Aix les Milles 8nm NE. Istres military airfield 14nm NW has numerous 

movements as does Salon 12nm N. Considerably light aircraft traffic along the coast to the S. The 

instrument letdowns to RWY's 32L and R result in a 4° finals approach angle. Careful handling is 

required to avoid GPWS activity during approaches to RWY's 32L & R. Some missed approach 

procedures have maximum speeds in turn due terrain. Emergency turn procedures are in the 

performance manual. 

Marseille is noise sensitive. The preferential landing direction is 14; Preferential take off direction is 

32. A comms failure SID page is in the aerodrome booklet. 

See special conditions for RWY 32L & R (below). 

WEATHER 

SUMMER - Mainly fine weather but occasional thunderstorm may be severe, Early morning mist. 

WINTER - Fog and low stratus forms with light winds from the S aggravated by smog from nearby oil 

refineries NW & SE of the airfield. Passing depressions bring cloud and rain. 

The Mistral (strong N wind) blows at any time of the year but is most frequent in winter. Expect 

turbulence in Mistral conditions. 




The instrument - let downs to RWY's 32 result in a 4° approach angle; careful handling is required to 

avoid GPWS activity. The difficulty of these approaches is aggravated by tail wind conditions and after 

a steeper than normal approach the considerably inset landing threshold on RWY 32R further 

complicates the assessment of the flare and landing. Rushed approaches and very firm landings have 

been reported. Consider configuring the aircraft for landing before leaving 2,000ft on the glidepath. 


PAPI's to RWY 32L & R set at 4. The RWY 32R landing threshold is considerably inset. In wet 

conditions use caution clearing the RWY; See note in aerodrome booklet. See aerodrome booklet for 

stand Azimuth & stopping guidance. 


MIKONOS 





NAME: MIKONOS COUNTRY: GREECE 


AIDS: NO ILS, NO RADAR IATA: JMK ICAO: LGMK 



P a g e | 123 

TERRAIN 

The Island of Mikonos is 90nm SE of Athens. The highest terrain of the island reaches 1,224ft asl 3nm 

N of the airfield, only just E of the extended centreline. There is a peak to 902ft asl 1 nm E of the 

RWY. This high ground to the E can cast shadows, which affects the pilot's perspective of the RWY. All 

circuits are flown to the W. 10nm NW of the island of Tinos is terrain to nearly 2,400ft asl. 


Due to congestion in the Athens area descent clearance is difficult to obtain and may involve early 

descent or descent in the Mikonos holding pattern. Approach to RWY 16 is from the RH base leg over 

a valley, and to RWY 34 is LH over slowly rising ground. Clearance passed by Mikonos tower are 

advisory only. 



Landing on runway 16 during night is prohibited. Landing on runway 34 at night ,only with 

fully operational PAPI. 

Expect winshear even if wind is less than 10 kt. 

WEATHER 

Wind is very variable and may back or veer by 30° in a minute. Terrain profile causes marked local 

effects particularly with winds from NNE. 

Summer - Fine with occasional thunderstorms. 

Winter - Mainly fair with occasional frontal passage. 


The RWY has been extended by nearly 500m at the 34 end (1997). 

Fuel is available at Mikonos but is expensive. Unless confirmation is received that fuel is available do 

not land unless there is sufficient fuel for the next sector which may only be to a refuelling stop. 

Terminal facilities are limited. 


MILAN/MALPENSA 





NAME: MILAN/MALPENSA COUNTRY: ITALY 


AIDS: ILS17L/35R. 35L. RADAR IATA: MXP ICAO: LIMC 



P a g e | 124 

TERRAIN 

The airfield is 4nm NW of Milan City. The Alps commence 13nm N, with 300ft contour line within 

3.5nm to the N. Over flying the city of Milan is prohibited. Numerous radio masts, not all lit, in the 

general vicinity, of the airfield, up to 869ft asl. 


Local R/T in Italian. 

Lack of parking, due to ATC delays on departing aircraft, may cause delay to arriving aircraft. Consider 

carrying extra holding fuel. 

Start up procedures described in Airway Manual. 

WEATHER 

High incidence of FOG in winter all times of the day. It forms in a " cool pool" of stagnant air at the W 

end of the Po valley and often persists through the passage of a depression when heavy rain or snow 

falls through the fog. Severe icing with a double freezing level may be anticipated with the passage of 

warm front in winter. Low level WINDSHEAR & TURBULENCE even in light winds, especially from the 

N. Heavy Cb builds up in summer particularly in the N. 


Diversion of charter flights may not be accepted due to congestion expected in emergency. 


MITILINI 





NAME: MITILINI COUNTRY: GREECE 


AIDS: RADAR, NO ILS IATA: MJT ICAO: LGMT 



P a g e | 125 

TERRAIN 

The airfield is on a narrow plain on the SE corner of the island of Lesbos. 3nm SE of the town of 

Mitilini. The RWY is parallel and close to the coast. Lesbos is mountainous with the highest terrain 

reaching 3,460ft asl 11 nm W of the airfield, Closer in there is a ridge, parallel to the RWY, rising 

rapidly to 1,795ft asl by 1.5nm W. the RWY has been extended to the S by flattening a hill; this gives 

rise to difficult conditions with NE'ly winds. 

The Turkish border is only 5nm E and the hills on the Turkish mainland rise from 12nm E. 


A sensitive military airfield which opened to foreign civil traffic in 1986. Turkish airspace is only 5nm E. 

Military radar is available but arrivals and departures are procedural with initial descent clearance from 

Athens sometimes delayed. Instrument approaches to RWY 15 only. Circling of RWY 33 is to the E, 

over the sea, due high ground immediately L of the final approach path. 


With winds from 220° to 290° exceeding 20 kt, for dry runway, operations are not 

allowed 

Expect turbulence with southerly winds. Night operations only with full lighting facilities. 

WEATHER 

Summer - Generally fine with occasional thunderstorms. Visibility may be reduced in haze. Prevailing 

wind is N'ly. Maximum temperature is 31°C. 

Winter - Some frontal activity bringing rain and low cloud. Radiation fog is a possibility. Prevailing 

wind is S to SW'ly. Minimum temperature is 08°C. 


Limited facilities with a small terminal. RWY 33 landing threshold considerably inset. Noticeable up 

slope at N end of RWY. No approach lights. 




MOSCOW (DOMODEDOVO) 



NAME: DOMODEDOVO COUNTRY: RUSSIA 

RUNWAYS: 14L/32R(3793x53)14R/32L(3500x60) AIRFIELD CODES 

AIDS: ILS CAT I 32L/14L-ILS CAT III 32R/14R IATA: DME ICAO: UUDD 


TERRAIN 

NIL 


P a g e | 126 


Aircraft completely ready for departure means that all passengers are on board, the entrance and 

cargo doors are closed, the stairs are taken away (the aerobridge is disconnected and is in a retracted 

position), a tow bar is connected (when towing is required), ground personnel is ready for towing 

(taxiing) and has established radio contact with the flight crew. 

On first radio contact with “Domodedovo Clearance Delivery”, “Domodedovo-Apron” and 

“Domodedovo Tower” controllers the flight crew of aircraft, having the controller category of 

turbulence wake as heavy, shall pronounce the word “Heavy” after the callsign of the aircraft. The 

controller may not pronounce the word “Heavy” in his reply. 

Arriving aircraft shall be directed along STAR routes. STAR route can be changed by means of vectoring 

to maintain the approach sequence as well as safe intervals between the aircraft. 



The taxi guide lines may be invisible because of snow. Assistance from “Follow-me” vehicle may be 

requested via “Apron” controller. 


migration. Domodedovo aerodrome is surrounded on three sides by large forest and on RWY 32L 

approach segment – by fields. 

Intensive migrations of birds are observed during ploughing works and ripening of grass-and-legume 

cultures. During the whole summer rooks, pigeons, starlings fly in for feeding in separate or small 

flocks. In autumn period (September -October) rooks and starlings gather in flocks numbering up to 

100 birds. It is the most probable period of aircraft collision with the birds in take-off and landing 

areas at 50-100 m. 

During this period measures on observation of birds and their frightening away and also increasing 

crew’s caution during aircraft take-off and landing. 

When the ornithological situation is complicated, the aerodrome operations duty manager can take a 

decision on temporary stopping of flights at the aerodrome. 

WEATHER 

Expect Extreme Cold Weather operations during Winter. Expect Bad Rwy condition and slippery when 

wet Surface wind speed is given in m/sec (W and usually quite strong) an d cloud height in metres. 

Cloud amount may be given in tenths. Seasonal weather conditions generally offer no problems. Most 

of the weather activity consists of CBs or line squalls. 





AD category for fire fighting H 24, CAT 9. 



P a g e | 127 

Marking of RWY THR, TDZ, centre line, fixed distances, edge, landing magnetic track value, taxi 

holding position. 

Threshold lights, touchdown zone lights, runway centre line lights, runway edge lights, RWY 

designation signs, position signs. 

Taxiway centre line on all taxiways. Taxiway centre line and edge lights, position signs, direction 

signs. 




MOSCOW/SHEREMETIEVO 



NAME: MOSCOW/SHEREMETIEVO COUNTRY: RUSSIA 


AIDS: ILS - RADAR IATA: SVO ICAO: UUEE 



P a g e | 128 

TERRAIN 

The city lies 15nm SE and airspace over the city is prohibited. TV Mast 2.306ft asl 10nm SE. 


Use standard R/T as understanding of English is limited. 

Careful attention is needed both on arrival and departure to ensure the correct altimeter is used; ATC 

use the term "Height" (QFE) but do not usually use the term "Flight level" (1013.2). QNH, if required, 

is given on the ATIS and HF broadcast. 

See the area brief in the manual. "FORMER USSR - FLIGHTS AS FAR EAST AS MOSCOW", which 

includes details of the METRIC system used. Use standard R/T as understanding of English is limited 

Communications may take place through an interpreter causing delays to clearances. 

STAR'S are used, followed by radar to final approach. Descent clearance, which may be delayed, will 

be given by radar and may not conform to the STAR. QNH is given on the ATIS and HF broadcast. 

THE RADAR CONTROLLER MAY NOT GIVE THE LAST TURN ON TO THE ILS LLZ. MAKE THIS TURN 

USING BEARINGS FROM LOCATORS WITHOUT FURTHER INSTRUCTIONS. CLEARANCE TO LAND 

GIVEN AFTER CREW HAS REPORTED UNDER CARRIAGE DOWN. 

BA crews have reported (in 1998) that during a manual ILS to RWY 07L the glide path gave an 

erroneous 1.5 dot fly down indication for the last 400ft of the approach. There have been reports of 

erroneous glide path signals on RWY 25L during 1998 also. 

On take off, clearance to a particular SID may not be given, ATC assuming the SID specified in that 

ATIS will be followed. Information on initial cleared altitude may be promulgated on ATIS and is likely 

to be different from each RWY 

It is important to call airborne immediately after take off because an initial clearance to only 500m or 

900m should be expected. 

WEATHER 

Cb's in summer, severe and widespread at times, thunderstorms with heavy hail. In winter light S 

winds give advection FOG or very low cloud, particularly Nov - Dec. Adverse in-flight weather should 

be reported to ATC. Some precipitation can be expected throughout the year, falling as snow Nov - 

Mar. 




Don't confuse parallel TWY with RWY 07R/25L. 

Some reports indicate that breaking action may be worse than reported. 

RWY 07L/24R, the TWY's and apron are in poor condition. Keeping all engines running & exercise 

caution. Approach to stand 21 is so uneven that considerable power may be required. 

Stand guidance systems unreliability, poor marshalling and snow obscured apron markings may make 

parking difficult. Do not go past the stand guidance " STOP" bar unless under positive marshalling 

control. 

RWY's usually kept clear of snow but TWY's and apron let hard packed. 






P a g e | 129 

GENERAL 

Engineering cover normally available. British Airways will usually help (call SPEEDBIRD MOSCOW with 

ETA and fuel required). Do not reply on requesting latest actual weather on company frequency, as 

communication and/or language difficulties are likely. Diversion to MOSCOW (Vnukovo) or ST. 

PETERSBURG may incur problems due to lack of ground equipment and/or FUEL. HELSINKI may be 

preferable. Only divert to TVER (Kalinin) as last resort; there are no passenger handling facilities. 


MUNICH 





NNAME: MUNICH COUNTRY: GERMANY 

RUNWAYS: 08L/26R 4000/60 M 

08R/26L 4000/60 M 


AIDS: ILS TO ALL RWYS IATA: MUC ICAO: EDDM 



P a g e | 130 

TERRAIN 

Flat terrain with some obstructions (towers) surrounding the airport .High terrain is located to the 

south. 

Highest obstacle 2628 FT 12 NM SW. 


NIL 


Expect early descent from Vienna, and due to ATC congestion, expect to reduce to minimum clean 

speed early. 

Birds in the vicinity of the airport 

WEATHER 

June-September: Expect CB activity. 

Sept – Nov :increasing presence of fog. 

Dec -March:Expect low visibilities due to fog. 


Transponder mode A during ground and taxi operations 

Special loss of communications procedure apply 

CAT III B in all runways. 




AIRFIELD BRIEFINGS - N 

NAPLES 



NAME: NAPLES COUNTRY: ITALY 


AIDS:24 ILS RADAR IATA: NAP ICAO: LIRN 



P a g e | 131 

TERRAIN 

The airfield is in the N outskirts of the City of Naples. High ground runs from NW round to the SE. 

Most notably Mt. Vesuvius 4,203 ft asl, 7nm ESE and a ridge, with peaks to 5,243ft asl, crossing the 

RWY 24 approach at 13nm with a 3,625ft asl peak just S of the centreline. 

To the W & SW are hills and obstructions to over 900ft asl within 3nm. At a range of 4nm WSW and 

only 0,75nm N of the RWY 06 approach path is a mast to 1,745ft asl. These hills and obstructions 

indicate the steep approach to RWY 6 and the turn on to a S'ly heading after the take off RWY24. 


SEE SPECIAL CONSIDERATIONS FOR LANDING ON RWY 06. 

RWY 24 should be used where possible for landing and RWY 06 for take off due noise and terrain. 

The RWY 24 ILS glide path accuracy is suspected beyond 10nm. Joining the glide path from above. 

Beware of a false glide path at about 6°. 

Arrivals are normally radar vectored but it is necessary to monitor aircraft position and MSA. In the 

past an aircraft, receiving radar vectors for a landing RWY 06, was left in an impossible position to 

complete the landing without activating the GPWS. Local NDB's have been reported unreliable. 

RWY 24 - THE MISSED APPROACH POINT DEFINITION VARIES WITH THE APPROACH PROCEDURE 

FLOWN. TO AVOID ERODING TERRAIN CLEARANCE WITH MOUNT VESUVIUS DO NOT COMMENCE 

TURN INTO MISSED APPROACH PROCEDURE BEFORE POM 5.4 DME. IF POM DME NOT RECEIVED 

COMMENCE TURN AT MM. 

On missed approaches to either RWY are restricted in speed to 180 knots. Check emergency turn 

procedures. 

Call for start up before ready to start engines. The airfield plates. 


RWY 06 - NIGHT LANDING - the VOR/DME procedure must be used and the PAPI's (set at 3.5°) must 

be operative. The visual chart and airfield plates (Aerad) show the difficulty well. At night the RWY is 

difficult to pick out against the background lights. MORE IMPORTANT, THE MAST TO 1,745FT 

REFERRED TO IN THE VOR/DME 06 AND ABOVE IN "TERRAIN" IS DIFFICULT TO SEE AT NIGHT 

EVEN THOUGH IT HAS RED HAZZARD LIGHTS. BECAUSE OF THIS, AIRCRAFT MUST NOT BE 

ALLOWED TO DRIFT TO THE L OF THE RWY 06 EXTENDED CENTRE LINE. 

VOR/DME approach to RWY 06 - expect radar vectors for feed into the VOR/DME 06 profile. The rate 

of descent on the profile is 300ft/nm to the MAP. After the MAP the rate of descent must be increased 

to fly the 3.5° PAPI's. Careful handling is needed to avoid GPWS activation. BA crews report (1997) 

that radar vectors for RWY 06 are often tight giving ample scope for a very rushed approach. 

WEATHER 

Occasionally early morning FOG, mainly in spring. Visibility often reduced by smoke haze. Occasional 

frontal weather, but ceilings below 600ft are rare. 

Strong winds procedure turbulence and windshear due to terrain. 








P a g e | 132 


Joint civil/military airfield. T - type VASI's are installed for RWY 24. 

The PAPI's for RWY 06 are set at 3.5°. There is flashing white guidance lights at 1,6nm finals for RWY 

06. The landing threshold to RWY 06 is considerable inset due to terrain. 

APPROACH RWY 06 

The approach is as per the plate, using an 11 % or 6° gradient; the MDH is 911 ft QFE using a LH 

circle to land technique. 

LANDING RWY 06 

There is a solitary circling light on the approach, and the building adjacent to it is 400ft above the 

threshold. The RWY has VASI's set at 3.6° but no approach lighting. The RWY has a gradient of -1 %. 

MISSED APPROACH RWY 06 

The missed approach has a maximum speed of 180 knots, climbing to 1,800ft on the QNH before 

initiating a L turn to the NPL NDB. 

TAKE OFF AND DEPARTURE 

RWY 24, 

Only available on request. Immediate L turn on to 180°, it is advised to remain VMC until passing 

2,300ft and thence with ATC clearance. 

RWY 06 

Using a maximum speed of 230 knots and a minimum gradient of 5% ensuring a L turn before 4 DME 

from NPL DME. 


NICE 





NAME: NICE COUNTRY: FRANCE 

RUNWAYS: 04L/22R (2.570M) 04R/22L (2,960M) AIRFIELD CODES 

AIDS: ILS 04L, 04R, RADAR IATA: NCE ICAO: LFMN 



P a g e | 133 

TERRAIN 

Situated on the coast 2nm SW of the City of Nice. High ground along the coast & inland. Rapidly rising 

ground to NE of RWY's 22L & R thresholds, 837ft asl at 3.5nm and 1,991ft asl at 5nm. Peaks to 

4,157ft asl 9nm NW and nearly 4,500 ft asl 11 nm NE. 

The visual circuit to RWY's 22 L&R takes the aircraft very close to, and inside the high ground, which 

passes out of the Captain's field of vision during the finals run. An "Indirect Approach" RWY's 22 

charts are published which include a warnings GPWS activation if the downwind leg is extended. 

Strong winds and large drift angles will increase the difficulty. To the SW the terrain is flatter but rises 

to 935ft asl at 9nm. The "Visual" chart shows well the terrain surrounding Nice. 


Local radar cover is mainly to seaward due to terrain. Communications to the N are restricted for the 

same reason. 

Fast, high approaches to RWY's 04 L&R have resulted from delayed descent clearance and/or 

shortened inbound routing. 

Considerably offset "Riviera" breakcloud Procedures are published and may be referred to by ATC as 

Noise Abatement Procedures; in good weather conditions crews should be prepared to use these 

breakcloud procedures if requested to assist in the local noise abatement programme. The airfield 

plates contain lengthy notes on noise abatement. 

There is much local light aircraft traffic and helicopter traffic (controlled in French) which may restrict 

initial climb clearance; ATC do call for (Challenging) level-offs at 1,000ft during go around and SID's. 

WEATHER 

Summer is hot and dry with occasional thunderstorms. 

Winter depressions can give prolonged rain and occasional thunderstorms. 

Prevailing winds are E to SE in summer and N to NE in winter. Sea haze can be a problem but fog is 

rare. Turbulence and WINDSHEAR occur due to local topography. With strong N winds turbulence 

encountered at circuit height. Strong W winds give a marked downdraught at the thresholds to RWY's 

22 L&R. Sea breeze effects produce significant changes of wind direction at low level. 




PAPI information is degraded by salt spray during strong winds. 


NIZHNY NOVGOROD 





NAME: NIZHNY NOVGOROD COUNTRY: RUSSIA 

RUNWAYS: 36R/18L (2509x45) – 

36L/18R (2805x45) 


AIDS: ILS CAT I 36L/18R IATA: GOD ICAO: UWGG 

ELEVATION: 257FT MSA. 2.800 FT 

TERRAIN 

NIL 


P a g e | 134 


Radar vectoring in TMA shall be executed by ATS unit, which provides a direct control over aircraft 

movement. 

Radar vectoring charts are not published. Radar control over aircraft flights in TMA is provided by 

TAR. 


RWY 36L/R is noise preferential and shall be used to the greatest possible extent. 

The ornithological situation in TMA is conditioned by seasonal and daily bird migration. 

A close existence of rivers, marsh and river branches attracts a large number of both nesting birds 

and birds of passage creating large colonies in immediate proximity to the airport. The most 

dangerous periods of the ornithological situation are spring and autumn. Morning and evening hours 

are the most dangerous within a twenty-four-hours period. 

During above mentioned periods the pilots are recommended to switch on landing lights when flying 

in TMA, during take-off, approach-to-land and also during climbing and descending procedures. 

WEATHER 

NIL 



De-icing facilities AVBL 


NOVOSIBIRSK 





NAME: TOLMACHEVO COUNTRY: RUSSIA 


AIDS: 

ILS CAT I 25/07 - ILS CAT I 34 - ILS CAT II 16 

IATA: OVB ICAO: UNNT 

ELEVATION: 112,1M MSA. 3.000 FT 

TERRAIN 

NIL 


P a g e | 135 


Emergency landing shall be carried out on the runway-in-use on the runway-in-use heading or on the 

reciprocal heading depending on the arisen situation. Grass field, located north of RWY 07/25 and 

directly adjoining it, is available for landing on grass with retracted landing gear. 


The aerodrome area is characterized by the existence of marshy territories and the flood plains. The 

Ob river is located at 12 km on the north-eastern side. It conditions a large concentration of birds in 

TMA and their seasonal migrations. The birds cross the airfield at heights up to 300 m. During 

seasonal migrations (spring, autumn) the birds cross the aerodrome in the northbound and 

southbound directions at heights up to 3500 m 

When the concentrations of birds are detected, the information shall be immediately transmitted to 

the crew. 

On receiving the information about the concentration of birds the pilot-in-command shall switch on 

landing lights, increase caution. 

WEATHER 

NIL 



When marking is invisible (due to ice-covered ground, snowfall) movement of aircraft on the apron is 

available only after escorting vehicle. 


NURNBERG 





NNAME: NURNBERG COUNTRY: GERMANY 

RUNWAYS: 10/28 2700/45 M AIRFIELD CODES 

AIDS: ILS ON BOTH RWYS IATA: NUE ICAO: EDDN 


TERRAIN 

Flat terrain with some towers surrounding the airport. 

Highest obstacle 2716 FT ,12NM, SE of the airport. 


Expect radar vectoring for landing. 

Noise abatement procedures and speed restrictions apply on arrival and departure. 


NIL 

WEATHER 

No significant weather phenomena. 


Runaway 28 is cat3b. 

24 hours service. 


P a g e | 136 




AIRFIELD BRIEFINGS – O 

ODESA 



NNAME: ODESA COUNTRY: UKRAINE 


AIDS: ILS BOTH RWYS. IATA: ODS ICAO: UKOO 


TERRAIN 

The airport is located 7,5 KM ,SW of the city near the coast line of black sea. 

No special terrain near by the airport. 


Radar vectors should be expected for landing. 




P a g e | 137 

WEATHER 

During winter time the most common phenomena is light rain to light snow,in early summer 

CB's are not uncommon. 


Handling,fueling,de icing 24 hours. 

Cat 1 approach lighting system to both runways,PAPI also available. 


OLBIA 





NAME: OLBIA COUNTRY: ITALY 


AIDS:06ILS, RADAR IATA: OLB ICAO: LIEO 



P a g e | 138 

TERRAIN 

Costa Smeralda airfield lies on the NE coast of Sardinia 2nm S of Olbia. The island of Sardinia is very 

mountainous and the airfield is surrounded by high ground including to seaward where there are 

rocky headlands and islands. To the SE the terrain rises to 1,050ft asl within 3nm. To the S the terrain 

begins to rise at 2.5nm reaching 2,100ft asl at 6nm and over 3,000ft asl beyond. 1.5nm SW from the 

RWY 06 threshold is a hill to 272ft asl and a 1,033ft hill at 4nm SW. The terrain then rises rapidly to 

over 3,500ft asl. To the W and NW the terrain reaches 2,468ft asl at 11nm. 4nm N is a hill to 1,378ft 

asl. There is a 1,198ft asl hill 7nm from RWY 24 threshold and 1 nm R of the centreline. E of the 

airfield is a headland reaching 719ft asl 4nm range. Further E at 7nm is Tavolara island with a 1,851ft 

asl peak. 


Venafiorita disused airfield is 1.5nm SW with a similar RWY layout. 

The RWY 24 missed approach specifies a maximum speed in the turn to avoid high ground. Circling is 

to the S only and is prohibited in IMC at night. Call 10 mins before start up. 

WEATHER 

Prevailing wind NNW. May - Sept - strong, gusting sea breezes from the NE. When low stratus lies 

over the sea it sometimes drifts over the airfield at night with E winds. Weather generally fine in 

Summer but unsettled in Winter. Early morning fog most likely in spring. 


Hours for refuelling are restricted. 

Note the displaced landing thresholds to both RWY 06 & 24. 


OMSK 





NAME: TSENTRALNY COUNTRY: RUSSIA 


AIDS: ILS IATA: OMS ICAO: UNOO 

ELEVATION: 94,97M M.S.A. 2400 FT 

TERRAIN 

NIL 


P a g e | 139 


Radar vectoring in TMA shall be executed by the circuit control unit. For air traffic flow management 

the controller of the circuit control unit gives the instruction to reach definite flight levels (heights) and 

also sets courses to the crews for the purpose of providing separation necessary for carrying out 

landing taking into account aircraft characteristics. 


Radar control over aircraft flights in TMA is provided by ATC automated system. Radar control is 

provided by terminal area surveillance radar (TAR) on final in sector 15 from RWY centre line at a 

distance of 30 km from RWY extremities. 



birds migrate at heights from (100) m to (600 )m above ground level. Separate kinds of birds can fly 

at heights up to 3000 m. 

Morning, evening and seasonal migrations of birds present the greatest hazard. In dark hours birds 

usually create large dispersed concentrations that increases the hazard of collision with them. 

The pilots are recommended to switch on landing lights during take-off from RWY 07 and approach to 

RWY 25, and also during climbing and descending procedures. 

WEATHER 

NIL 



The taxi guide lines may be invisible because of snow. “FOLLOW ME” vehicle may be requested by the 

crew from the taxiing controller. 


ORAN 





NAME: ORAN COUNTRY: ALGERIA 


AIDS:25 ILS, RADAR IATA: ORN ICAO: DAOO 

ELEVATION: 295FT M.S.A. NOT PUBLISHED 


P a g e | 140 

TERRAIN 

Oran, Algeria is on the coast, 200nm W of Algiers. To the N of the airfield high ground reaches 2,231ft 

asl at 7nm NW and 2,005ft asl 10nm NE. These hills run along the coastline. 

2.5nm S of the RWY 25-centre line high ground reaches 1,096ft asl at 7nm finals. Further to the S the 

terrain reaches 2,395ft asl at 13nm SSE. 



Instrument approaches to RWY 25 only. 

Tafaraoui airfield lies 6nm SE with a RWY of similar orientation. 

WEATHER 

Winter- mild and cloudy. Prevailing winds N'ly & E'ly. Occasional thunderstorms, about 2 inches of rain 

each month Nov to Mar. 

Summer - hot and dry, prevailing winds S'ly to W'ly. Reduced visibility in rising sand, occasional 

thunderstorms. 

Fog is possible in Spring & Summer. 




Military area to the N of RWY 07/25. Disused N/S RWY Bird can be a problem. 


ORENBURG 





NAME: ORENBURG 

COUNTRY: RUSSIA 


AIDS: ILS 08/26-RADAR IATA: REN ICAO: UWOO 


LT = UTC+6HR 


TERRAIN 

28 km E of Orenburg 


P a g e | 141 


Noise abatement procedures are not applied at Orenburg aerodrome as it is located far from 

residential areas. 


The taxi guide line may be invisible because of snow. 

Assistance from “Follow-me” vehicle may be requested via the Tower controller. 

WEATHER 

Temperature 







Clouds 


on January 13 and clearest on August 5. The clearer part of the year begins around April 21. The 


Precipitation 



around August 5, occurring in 25% of days 

Over the entire year, the most common forms of precipitation are moderate snow, moderate rain, 

thunderstorms, and light rain. 




It is most likely around October 8, when it is observed during 17% of all days. 






P a g e | 142 








thunderstorms), moderate rain (31%), and light rain (19%). 

During the cold season, which lasts from December 3 to March 11, there is a 51% average chance 



snow) and light snow (20%). 

Snow 


which it is relatively likely for snow to fall spans from November 1 to April 5 

Wind 


rarely exceeding 64.4 m/s (hurricane). 

The highest average wind speed of 3.8 m/s (gentle breeze) occurs around July 14, at which time the 


The lowest average wind speed of 2.1 m/s (light breeze) occurs around October 15, at which time the 




birds migrate at heights from ground surface up to 600 m above ground level. Separate kinds of birds 

may fly at heights up to 3000 m. 

The presence of the closely located flood plains of the Ural and Sakmara rivers and large fields with a 

forest shelterbelt, adjoining the TMA, creates favorable conditions for concentration of both migratory 

birds and birds of the native population. 

Morning, evening and seasonal migrations of birds (April-October) in the north-west and south-east 

directions present the greatest hazard. The main concentrations of birds early in the morning and in 

the evening are observed chiefly in the south and south-east of ARP. Separate groups of pigeons can 

appear near the runway during the daylight hours. In winter a great hazard is presented by partridges 

who can fly near the ground surface (0-10m) at any time of the day. 

During the abovementioned periods pilots are recommended to switch on landing lights when flying in 

TMA, during take-off, approach and also during climbing and descending. When it deemed necessary, 

it is possible to carry out the missed approach. 


OSLO/GARDERMOEN 





NAME: OSLO/GARDERMOEN COUNTRY: NORWAY 


AIDS: ILS RWY's 01L/19R, 01R/19L, RADAR IATA: GEN ICAO: ENGM 


SITUATION 

The airfield lies in a valley 15nm NE of the city of Oslo with high ground on all sides. 


P a g e | 143 

TERRAIN AND HAZARDS 

High ground - spot heights within 10nm include 2370ft asl to the NW, 2,145ft and 2,205ft asl to the 

W, and 1296ft to the SE and 1,370 ft asl to the NE. 

Study approach charts carefully for general features, noting the close proximity of danger area D107. 

Monitor procedures carefully using every available facility. 


See STAR pages for arrival procedures including speed limit points. Radar vectoring for ILS 

approaches to all RWY's. 

WEATHER 

Extreme weather often experienced in winter. TWY's can be very slippery when ice and snow lays on 

the ground. 

GENERAL 

Remote de-icing procedures in use. See manual for procedures. 


OVDA 





NAME: OVDA COUNTRY: ISRAEL 

RUNWAYS: 02L/20R (2.600M), 02R/20L (3.000M) AIRFIELD CODES 

AIDS: NO ILS NO RADAR IATA: VDA ICAO: LLOV 

ELEVATION: 1.492FT M.S.A. 6600FT 


P a g e | 144 

TERRAIN 

Situated 25nm N of the head of the Gulf of Aqaba between Israeli borders with Egypt to the W and 

Jordan to the E. There is high ground to the E reaching nearly 4,700ft asl at 15nm SE and higher 

ground beyond. To the S is terrain reaching 2,400ft asl within 5nm, which restricts approaches to 

RWY's 02L & R. 


The Egyptian border is only 8nm to the W and the Jordanian border is only 7nm to the E. The only 

instrument let down is VOR/DME 20R which is considerably offset. The circling approach chart 

however is a useful guide. Circling altitude is 3,500ft asl (QNH). Note the minimum altitude of 3,000ft 

(QNH) on the base legs for RWY 02 due to the terrain to the S. The turn onto finals RWY's 02, from 

the published base legs 5 DME OVDA VOR/DME. Careful handling is required when circling LH for 

RWY's 02 to avoid GPWS activation. Circling is limited to a maximum of 2nm W of the airfield only. 

RWY 02R/20L is normally for military use only. 

WEATHER 

Arid. In winter occasional lows move E from the Mediterranean, The S or SE wind ahead of the lows 

may generate dust storms. 

Mean temperature January 15°C Sept. 33°C 


A military airfield to be used for charter flights and diversion only. Limited parking space and handling 

facilities. The civil apron is in the NW corner. 

RWY threshold markings are not ICAO standard and are not intended for civil use. Arrester gear is 

used on both RWY's. 

There is a note on the ramp page in the aerodrome booklet advising that marshaller's instructions 

may deviate from painted lines according to the aircraft type. 




AIRFIELD BRIEFINGS – P 

PALERMO 



NAME: PALERMO COUNTRY: ITALY 


AIDS:20/25ILS RADAR IATA: PMO ICAO: LICJ 



P a g e | 145 

TERRAIN 

The airfield is on the N coast of Sicily with high ground immediately to the S & SE. The terrain rises to 

approx. 3,000ft asl within 1nm S and nearly 4,000ft asl within 9nm. Hazard lights are installed on 

peaks within 5nm. 15nm across the bay to the SW is a N-S range of mountains up to 6,650ft asl. 


VHF comms with Rome may be difficult at lower flight levels. However Palermo App will relay. Expect 

late and/or changed ATC instructions. 

ILS 20 Localiser usable only from 9nm range. 

Circling to the NW only, due to terrain. 

Call for start up 10 mins before ETD. 

Emergency turn procedures published, 

Boccadifalco Aerodrome is 12nm SE of Punta Raisi with a RWY orientated 17/35. 


With winds in the sector 090°m through S to 200°m, turbulence caused by the mountain to the S can 

be severe. It is possible to have winds diametrically opposed at the 2 ends of the same RWY. 

WEATHER 

Generally fine in summer with Cu & Cb building during the day. Occasional frontal passage in winter 

bringing thick cloud cover and prolonged rainfall thunderstorm mainly occur Oct. to Feb. Fog is rare. 




T type VASI's installed. Sea birds are a problem, particularly around the RWY 20 approach lights. 

Stray cattle may wander onto the RWY. 


PALMA 





NAME: PALMA COUNTRY: SPAIN 

RUNWAYS: 06L/24R .06R/24L .06C/24C AIRFIELD CODES 

AIDS: ILS 06L, 24L, 24R. RADAR IATA: PMI ICAO: LEPA 



P a g e | 146 

TERRAIN 

The airfield is 5nm SE of Palma City. There is a mountainous range running NE - SE parallel with the 

NW coast of the island. The highest peak in this range stands nearly 4,750ft asl at 15nm NE; there are 

further peaks to the NW, the highest reaching nearly 3,400ft asl at 12nm NW. To the NE the terrain 

rises gradually to 1,050ft asl at 5nm. There is a peak to nearly 1,800ft asl 8nm E. 

Son Bonet Aerodrome lies 3nm N with a RWY also orientated 06/24. 

NOTE: RWY24L & R approaches - 1,050ft asl hill at approx. 4.5nm finals, 1 nm N of the 24R 

Centreline. Glide slope altitude here is approx. 1,450ft asl. 

RWY 06L & R approaches - terrain to nearly 1,700ft asl at approx. 5.5nm finals, 4nm N of the 06 

centreline. 


Departures are subject to flow control and it is essential that Captains consult ATC and/or 

representative on arrival to either re file or obtain a SLOT time for departure. 

Circling/visual approaches are limited to the sector 051° M through S to 249° M. 

There has been a report of a go around from a 24 approach, necessitated by a 15kt tailwind persisting 

to 100ft on finals, while the surface wind was consistently 330° 10 to 15kts 

WEATHER 

Stratus associated with NE winds often covers mountains to the W. 

Winter - Disturbed weather due to Mediterranean depressions, especially late autumn. Cu & Cb 

predominate, Frontal cloud can be thick and widespread with prolonged rain. The cloud base is not 

often below 1,000ft except with S winds. Fog may occasionally form in the early hours of the morning. 

Summer - generally good weather apart from occasional thunderstorms and haze. 




Northern parallel TWY available as emergency RWY 06C/24C (2.500M) Apron can be congested in 

summer. Follow me van normally operated. 


PERPIGNAN 





NAME: PERPIGNAN COUNTRY: FRANCE 


AIDS: ILS 33 RADAR IATA: PGF ICAO: LFMP 



P a g e | 147 

TERRAIN 

The airfield is 7nm from the Mediterranean coast, 2nm N of the town. The terrain rises rapidly to the 

W & NW reaching 1,100ft asl at 4nm NW and nearly 1,900ft asl by 8nm NW. To the W is an outcrop 

1,670ft asl at range 7nm. At greater ranges the terrain becomes very mountainous. 13nm S a spur 

from the Pyrenees stretches E to the coast with peaks along the spur to 4,800ft asl. 

The Pyrenees to the SW reach over 9,100ft asl within 20nm. 

A line of pylons passes down the E perimeter of the airfield and then curves SW across the RWY 33 

approach. 

The Spanish border is 16nm to the S. 


INSTRUMENT APPROACHES TO RWY 33 ONLY, due terrain. 

See indirect approach 15 chart showing a LH circuit inside the high ground. Circuits E of the RWY 

15/33 only. A visual cue is given by a large water tower, shaped like an upturned horn, sited on the N 

side of the airfield. Considerable light aircraft traffic. The short RWY, 13/31, is used by light aircraft5 

only. A radar vectoring area chart is published. Parachute jumping takes place to the E of the airfield. 

There has been a report that flying a SIJAN 1 SID from RWY 33 can be confusing. With light aircraft 

and/or strong N'ly wind the aircraft will be turning almost overhead the VOR making the 050° 

intercept track for the 009° VOR radial unnecessary. Emergency turn procedures are in the 

performance Manual, together with Initial Terrain clearance details. 

WEATHER 

Poor weather conditions are associated mainly with winter depressions. A strong N to NW'ly local wind 

(the mistral) is a feature most common during winter and early spring. Severe turbulence is a 

possibility after take off from RWY 33 in such condition. 

Summer gives long periods of hazy weather during which the airfield is difficult to find amid fairly arid 

terrain. Heavy thunderstorms are common in summer. Severe turbulence is a possibility after take off 

RWY 33 during Mistral conditions. 




Concentrations of migratory birds are a problem 


PLOVDIV 





NAME: PLOVDIV COUNTRY: BULGARIA 


AIDS: 30ILS NO RADAR IATA: PDV ICAO: LBPD 



P a g e | 148 

TERRAIN 

The airfield lies on the Southern edge of the wide EA/V valley of the River Maritsa. The outskirts of the 

city are 5nm NW of the airfield. 

Terrain rises rapidly to the S; the 2,000ft contour being reached within 3.5nm and by 5nm the terrain 

has reached over 4,000ft asl. By 20nm there are peaks over 6,000ft. 

There is also high ground on the N side of the valley but nothing of not within 21 nm. 


See Air Traffic Control - Bulgaria. Uses standard R/T phraseology. 

The instrument procedures for RWY 30 involve descent over the high ground to the S. On then 

outbound track at a range of 15nm there is a peak just over 5,000ft asl within 1 5nm. At this point the 

aircraft should be just over 7,000ft asl in the procedure. 

Circling is to the N of the airfield. ALTIMETRY 

Vertical position at or above transition level shall be expressed as flight levels in feet. 

Vertical position of aircraft at or below "transition height" (term used instead of Transition Altitude) 

shall be expressed in terms of height above Aerodrome elevation (QFE) in METERS e.g. Height 300 

meters. QFE is used for take off and landing under normal circumstances. 

QNH is available on request but altitude (QNH) is not used for reporting vertical position. Aerad shows 

vertical dimensions in feet. Confirm setting in use - QNH or QFE. 

METRIC UNITS 

Height - QFE - in metres. 

Distances - km and metres. 

Speeds and Upper wind speeds in km per hour. 

Surface winds - metres per second. 

Pressure settings - mb to foreign operators (mm of Hg may be used locally) Conversion tables (metres 

to feet, etc, are in the Aerad flight information supplement. 

Approximate conversions: Speed km/hr + 2 = knots 

Wind m/sec x 2 = knots 

Vert Speed m/sec x 2 = knots 

WEATHER 

Disturbed weather with passing fronts. Cb activity over the high ground in summer. Fog a possibility in 

the winter. 

Prevailing wind, north - Westerly 




The apron and terminals are adjacent to the RWY 12 threshold. There is a grass strip to the NE of the 

main RWY. 


PISA 





NAME: PISA COUNTRY:ITALY 

RUNWAYS: 04R/22L (2.993M) (04L/22R normally 

used as a Taxiway) 


AIDS: ILS 04R. RADAR IATA: PSA ICAO: LIRP 



P a g e | 149 

TERRAIN 

The airfield is located on the Coastal plain of the R Arno in the SW suburbs of Pisa. There is 

mountainous terrain to the N. More importantly there is high ground to the NE which reaches nearly 

3,500ft asl by 7nm NE and affects approach RWY's 22 and take off RWY's 04. 


Local traffic usually controlled in Italian. Italian Air Force training flights operate from Pisa. Aircraft 

may be held high by Milan Control due to conflicting traffic. 

Expect landing RWY 04 and take off RWY 22IL up to 10kt tailwind. 

ILS 04R may have fluctuations. 

There are no instrument let downs to RWY 22. There is a large marble quarry showing up as a white 

scar on the hills to the NE. This makes an excellent aiming point when flying downwind LH for RWY's 

22. A very vide, Winding River runs E-W close to and just before the quarry. Turn L base across the 2 

major loops to the L of the downwind leg; this gives 2.5nm final. RWY's 22L & R are difficult to see 

through the smog from the city, particularly when landing PM towards the sun. 

A Visual Circuit at night to RWY 22L presents difficulty; the Aerodrome Booklet "Indirect Approach 

22L" assumes the aircraft will be at about 1,000ft at the end of the downwind leg and will be lined up 

on finals at about 400ft. The lack of RWY 22L approach lights and difficulty distinguishing the RWY 

lights from General City lighting compounds the problem. 

Call 10 mins. Before start up (see special procedures in the Aerodrome Booklet). The initial climb 

procedures have maximum speeds in the turn. Emergency turn procedures are in the Performance 

Manual. 

WEATHER 

Shallow morning fog during spring and autumn. 

During winter low-pressure systems over the Gulf of Genoa bring poor conditions. 




No approach lights to RWY 22L. RWY 22L has a displaced threshold. 

Avoid mistaking the brightly-lit highway to the E of the airfield for RWY 22L. RWY 40L/22R has blue 

edge lights and is normally used as a TWY. Some TWY's are military only. 

Met and AIS are 1nm from the civil apron in the military area. Flocks of birds are often a problem. 


PODGORICA 





NAME: PODGORICA COUNTRY: MONTENEGRO 


AIDS: 36ILS RADAR IATA: TGD ICAO: LYPG 

ELEVATION: 118FT M.S.A. 10,900' 


P a g e | 150 

TERRAIN 

The airfield lies in a valley 5nm S of the town. 4nm E the ground rises rapidly to nearly 2,200ft asl. 

This mountain range extends N-S with peaks to 4,000ft asl at 8nm NE and higher peaks beyond giving 

a 25nm SSA to the E of 11,400ft. 

W and NW of the airfield the terrain rises more gently. AT 8nm NW there is a peak to 2,303ft asl. 

Further W the terrain forms a mountain range between the airfield and the Adriatic Sea giving 25nm 

SSAs of 9,000ft to the NW and 7,300ft to the SW. Lake Soutari lies S of the airfield. 


The ALBANIAN BORDER is only 7nm SE of the airfield. During a procedural approach the aircraft will 

come with 3nm of the border. 


The missed Approach Procedure has a maximum speed in the turn due terrain. Circling to the East of 

the airfield only, an indirect approach to runway 18 is available. Some SIDs also specify maximum 

speeds for turns. 

WEATHER 

SUMMER - Mainly fine weather but thunderstorms fairly frequent which can be severe. 

WINTER - Passing fronts give heavy rainfall and associated thick cloud cover. The tower may pass 

wind in kph. Kph/2 = kts. 

Expect turbulence in strong wind conditions. 


Gradient 0.43U in the RWY 36 direction. 

Runway lighting is yellow for the last 600m in both directions. 


POPRAD 





NAME: POPRAD COUNTRY: SLOVAK REPUBLIC 


AIDS: 27ILS NDB IATA: TAT ICAO: LZTT 



P a g e | 151 

TERRAIN 

Poprad airfield is set in a high valley in the Slovak Republic. Its elevation is 2,356ft and the ground 

rises to 8,711ft within 10nm to the NW. High ground surrounds this airfield consequently accurate 

tracking is required during the approach and in particular the missed approach in order to remain in 

the lower valley area. 


For ILS approaches we may use chart 11-2, minima based upon a minimum climb gradient of 4.0%. 

The ILS back beam is usable for tracking during a missed approach towards the PW NDB. 

Altimetry: See Air Traffic Control, Rules and Procedures for Czech and Slovak republics (Airway Manual 

Flight Information Supplement). 


PORTO SANTO 





NAME: PORTO SANTO COUNTRY: PORTUGAL 


AIDS: NO ILS, NO RADAR IATA: PXO ICAO: LPPS 

ELEVATION: 341 FT MSA. 3.000FT 


P a g e | 152 

TERRAIN 

The island of Porto Santo is some 40nm NE of Madeira. The airfield is situated in a saddle in the 

middle of the island. There is a low hill reaching 807ft asl 0.8nm W of the RWY. The terrain rises 

steeply to the E reaching 1,470ft asl within 0.8nm and nearly 1.800ft asl at 1.2nm E. 2.5nm SW is a 

peak to nearly 900ft asl. 


Some difficulty in obtaining descent clearance is possible due to over flying aircraft. Circling is to the 

W, but beware of low hills downwind. 


RWY 19 - Due to excessive closure rate with cliffs along the shoreline it may be necessary to trip the 

GPWS circuit breaker. 

WEATHER 

Heavy Cu to be expected: the main hazards are crosswinds and windshear in all wind conditions due 

terrain. 

Visibility often poor in haze but fog is rare. 


Backtracking necessary for take off and usually landing. The RWY slopes down 1° in the 19 direction. 

There a drop a few feet each side of the Rwy at the southern end. 

GENERAL 

There are some hotels on the island in the event of a diversion, but it is not a major resort island. 


PRAGUE 





NAME: PRAGUE COUNTRY: CZECH REPUBLIC 

RUNWAYS: 06/24 (3,715M) 13/31 (3,250M) 04/22 


(2.120M) 

AIDS: ILS 06,24,31, RADAR IATA: PRG ICAO: LKPR 



P a g e | 153 

TERRAIN 

The city is 3nm E of the airfield, which is noise sensitive. An adjacent airfield, Kladno, is 6nm W. 


In general the controllers speak good English. Expect radar vectors. The preferential RWY is 06/24. 

Call clearance delivery frequency 10 mins before start-up. ALTIMETRY 

The Czech Republic now conforms to normal W European practices. 

WEATHER 

Prevailing wind Wly. Thunderstorms during the afternoon in summer. Worst months for snow are Feb 

and Mar. Fog may close in rapidly during winter. 




RWY 13/31 degraded braking action in wet conditions. "Follow Me" vehicle available. 


PREVEZA 





NAME: PREVEZA COUNTRY: GREECE 

RUNWAYS:07L&R/25L&R AIRFIELD CODES 

AIDS: NO RADAR IATA: PVK ICAO: LGPZ 



P a g e | 154 

TERRAIN 

Preveza is some 150nm NW of Athens. The airfield is situated on low ground on an isthmus separating 

a large landlocked inlet from the Ionian Sea. The ground rises to nearly 1,700ft asl by 7nm S and to 

over 3,800ft asl 12nm S on the Island of Levkas. To the SE terrain reaches 1,500ft asl at 4nm, with 

terrain to over 5,000ft by 12nm SE. More importantly, there is a 480ft asl hill 3nm to the NE, only just 

over 1nm right of the offset NDB approach path to RWY's 25. 


A military airfield with limited opening hours. 

Initial descent is under Kerkyra Approach. 

Visual circuits should be flown N of the airfield, due to terrain. 

The 07L ILS is offset and the profile is shallow - glide slope 2.7°, Localiser Only Procedure 2.45°. 

SID's are published. 


RWY 07R/25L Only 30m wide. Check crosswind limit. 

RWY 07L/25R is preferred, is 45m wide and has PAPI's, but is DAY USE only. Emergency turn RWY's 

07L/R 

The thresholds to RWY's 07R/25L are 200m inset due Arrester Gear. 

WEATHER 

Surface winds can be quite strong due to the funnelling effect of the hills. Thunderstorms can be 

expected on summer afternoons. Prevailing wind NW'ly in summer. SE'ly in winter. 




The narrow width of RWY 07R/25L gives a difficult perspective on the approach. 

The civil terminal is located at the SW corner of the airfield. The TWY to the small apron is very 

narrow. TWY's on the military complex to the end of the airfield are too narrow for B737 aircraft or 

larger 

The apron is very small and relies on self-manoeuvring. 


PULA 





NAME: PULA COUNTRY: CROATIA 


AIDS: ILS RWY27, NO RADAR IATA: PUY ICAO: LDPL 



P a g e | 155 

TERRAIN 

Situated at the S end of the peninsular, the ground rises to 1,742ft asl 10nm NE. The approach to 

RWY 27 is over an island rising to 1,595ft asl. Marked down slope on the E third of the RWY which 

poses perspective problems when landing on RWY 27. 


Initial descent under Zagreb ATC. RWY 27 is preferred for landing up to "Light" tailwind conditions. 

WEATHER 

Prevailing Ely winds often strong with the Bora. 

W'ly sea breeze early afternoon in summer. 

Fairly frequent thunderstorms during the summer months. 

Fog in the winter months especially during DEC. to Feb, 


Considerably more TWY's than shown on the Aerodrome chart due to the joint civil/military nature of 

the airfield. 







P a g e | 156 




AIRFIELD BRIEFINGS - R 

REYKJAVIK 



NAME: REYKJAVIK COUNTRY: ICELAND 

RUNWAYS:02/20 AIRFIELD CODES 

AIDS: ILS NDB, NO RADAR IATA: REK ICAO: BIRK 



P a g e | 157 

TERRAIN 

The airfield lies on a bay to the S of the town of Reykjavik, on the SW corner of Iceland. There is high 

ground from the SE through E to the N of the field, up to nearly 2,800ft asl at 8nm to the NE. 


Circuits are to be to the W of RWY 02/20. Instrument approaches are on RWY 14 & 20 only. Note the 

large Wly variation. Keflavik is 20nm to the SW. 

Reykjavik is very noise sensitive - see special procedures in Airway Manual. 

WEATHER 

Iceland has a maritime climate modified by the warming effect of the Gulf Stream. The average 

temperature is -3°C in January and 13°C in Sept.. Low cloud is present most of the time. 

Precipitation occurs on 2 out of 3 days throughout the year, with snow from Nov. to Mar. 

Beware of icy runways during the winter months, with possibly poor vision due to blowing snow 

prevalent in January and February. 

Fog is frequent between June and November. 

The prevailing wind is NE in summer and SE in winter. Strong winds, exceeding 35kts in summer and 

50kts in winter will give rise to turbulence and possibly crosswind problems. 


RWY 02/20 is the longest but the available length is only 5,738ft (1,749m) AND IS FURTHER 

RESTRICTED FOR LARGE AIRCRAFT 

Approach lighting on RWY 20 only. 

RWY 02/20 rises about 20ft from each threshold to a hump of 45ft asl in the middle. 


RHODES 





NAME: RHODES / DIAGORAS COUNTRY: GREECE 


AIDS: ILS 25 RADAR IATA: RHO ICAO: LGRP 



P a g e | 158 

TERRAIN 

Situated on the NW coast of the island 8nm SW of the city of Rhodes. The island is very mountainous; 

the highest peak is 3,989ft asl 17nm SW of the airfield. There are hills to over 1,500ft asl within 5nm 

to the S & SW. The approaches to both RWY's are along the coast. At 1.5nm finals RWY 25 and 1 nm 

S of the centreline is a hill to 890ft asl. 

1,000m S of the RWY is an outcrop of high ground 905ft asl that causes difficult local wind effects. 

See special considerations. 

To the N & NW is the Turkish mainland with terrain to over 2,000ft asl within 10nm. 


Rhodes (Maritsa) lies 1.5nm SE of Rhodes (Diagoras). 

With the airways system overhead, difficulty may be experienced obtaining climb or descent 

clearance. Emergency turn procedures are published. 


The outcrop of high ground immediately to the S of the RWY causes difficult local wind effects. Winds 

from the S & SE of 10-15kts cause WINDSHEAR and turbulence. 

Aircraft wind limitations may be restrictive. 

Winds from the S & SE of more than 15kts cause; - 

Wind direction & speed may vary along the RWY at a given time (horizontal windshear). 

Wind direction & speed to continuously change at a given point on the RWY (turbulent 

Windshear) 

Severe turbulence in the final approach, take off and initial climb areas. With winds from 110° to 

180° over 15 kt, landing and take off is not allowed Report windshear and turbulence to ATC. 

WEATHER 

Winter- persistent St/Sc is unusual. Cu/Cb predominates giving heavy showers. Summer- fine 

weather. Occasional Cb. 




Large flocks of seagulls over the RWY are often a problem. 


RIGA 





NAME: RIGA INTERNATIONAL COUNTRY: LATVIA 


AIDS: ILS CAT II 36 - ILS CAT I 18 IATA: RIX ICAO: EVRA 

ELEVATION: 36 FT M.S.A. 2.300 FT 

TERRAIN 

NIL 



P a g e | 159 

When arriving aircraft is being sequenced under radar vector,that part of approach between RIA D25 

NM and the final approach track will be flown under vector from the controller. 

Once the aircraft is under jurisdiction of "Riga Approach" changes of heading of flight level/altitude 

will be made only on the instruction from the controller except in the case of radio communication 

failure in the aircraft or the ATS Unit. 


The airport is located in the place with the intense bird migration path. 

The autumn migration over the airport is less intense. 

WEATHER 

Riga has a humid continental climate with warm summers and no dry season. 

The season in which it is relatively likely for snow is from November 5 to April 10. 

Thunderstorms are more likely to occur during summer, specially around July. 


AD category fire fighting Within AD HR A8 


RIJEKA 





NAME: RIJEKA COUNTRY: CROATIA 


AIDS: ILS RWY 14, NO RADAR IATA: RJK ICAO: LDRI 



P a g e | 160 

TERRAIN 

The town of Rijeka is on the coast 70nm SW of Zagreb. The airport is on the N tip of the island of Krk. 

The terrain rises steeply inland reaching over 3,000ft asl within 5nm NE and over 5,000ft asl at 13nm 

N. 17nm NW and close to the RWY 14 approach path, the terrain reaches nearly 3,100ft asl. 

The Istra peninsular is 13nm to the W with high ground to over 4,700ft asl. 

6nm S of Krk, is a peak to nearly 1,100ft asl. The highest point on Krk is nearly 1,900ft asl at 13nm S. 


The disused airfield for Rijeka is 10nm N. Circling is the SW only. 

WEATHER 

Prevailing wind is NE'ly all year. Thunderstorms occur during all months and average 37 per year. In 

winter the strong NE'ly Bora wind blows without warning, often with low cloud and heavy rain. 

However, flying conditions are very good from Apr to Oct. and are good 90% of the time from Nov. to 

Mar. 

Expect severe turbulence with NE winds, even with light surface winds, due to the mountainous 

terrain. 




Backtracking required for take off. 


RIMINI 





NAME: RIMINI COUNTRY: ITALY 


AIDS: ILS RWY 31. RADAR IATA: RMI ICAO: LIPR 



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TERRAIN 

The airfield is on the W coast of the Adratic 2nm SE of the industrial city of Rimini. Inland the terrain 

rises rapidly reaching 2,421ft asl at 8nm and 2,736ft asl at 12nm. Further inland the Appenine 

Mountains reach nearly 5,500ft asl. 

Only 1 nm R of the RWY 13 approach and only 2nm out is an obstruction to nearly 900ft asl. 


Traffic operating from Ancona, Cervia & Forli may impose restrictions. 

Military radar available on 5 mins. Request. There are 2 sets of SID's and STAR'S, 1 based on the 

VOR and the other based on the NDB, which is some distance away. 

Noise abatement and start up procedures are in the Airway Manual 

All circuits are to be flown E of the RWY. 

WEATHER 

Winter - some fog particularly early morning. 

Depressions give low cloud and rain but persistent ST/Sc rare, Cu, Cb predominates. Summer - some 

thunderstorm activity, but much less cloud than in winter. 


ROSHCHINO 





NAME: TYUMEN COUNTRY: RUSSIA 


AIDS: ILS CAT I 21/03 IATA: TJM ICAO: USTR 

ELEVATION: 115,4M M.S.A. 2.600 FT 

TERRAIN 

NIL 


P a g e | 162 


There are no deviations from flights requirements and rules, established on the territory of Russia. 


Ornithological situation in the vicinity of Roshchino AD has peculiarities, connected with relief of 

terrain, availability of the Tura river fluvial plain with numerous lakes and agricultural lands (cultivable 

fields) and large forest of long extension. Seasons and climate conditions influence the ornithological 

situation. 

Periods of birds migration are: March - July in spring, July – September in autumn. 

Birds migration routes pass along the Tobol river and the Tura fluvial plains. 

The measures on dissipation of birds concentrations are taken in the vicinity of the airfield: cutting of 

grass around RWY, cutting down of fruticetum within aerodrome territory, efficient birds frightening 

off the strip using the signal pistol and fire arm flashing beacon loudspeaker meteorological 

information. 

WEATHER 

NIL 



When visibility is less than 400 m, taxiing aircraft shall be escorted by the “Follow-me” vehicle. Class 1 

and 2 aircraft shall be escorted by special tow tractors, equipped with lighting signal system and radio 

station, at night and in the daytime, if marking signs are not visible. Other aircraft are escorted on 

crew’s request. 


ROSTOV-NA-DONU 





NAME: ROSTOV-NA-DONU COUNTRY: RUSSIA 


AIDS: ILS 04/22-RADAR IATA: ROV ICAO: URRR 


LT= UTC+4HR 


TERRAIN 

East outskirts of Rostov-na-Donu, 8 km from the centre of the city 


P a g e | 163 


Noise abatement procedures during take-off and climbing phase shall be executed by crews of all 

aircraft during take-off on heading 219°MAG. 

Take-off of aircraft with a tail-wind component is allowed to carry out when the speed value of a tailwind 

component corresponds to the norms established in the Aeroplane Flight Manual for the 

specified aircraft type. 

For take-off procedure on heading 039°MAG and exit from aerodrome terminal area via CRP BEREG 

(47 34 24N 040 01 57E) after climbing straight ahead to (700) m left turn shall be executed towards 

CRP BEREG with climb gradient not less than 4.1% till crossing CRP BEREG. 

For take-off procedure on heading 219°MAG and exit from aerodrome terminal area via CRP SLAVA 

(47 30 29N 039 50 08E) after climbing straight ahead to (250) m left turn shall be executed towards 

LOM with radius not less than 2.7 km, with climb gradient not less than 7.7% till crossing LOM. 

For take-off procedure on heading 219°MAG and exit from aerodrome terminal area via right turn 

after climbing straight ahead to (550) m right turn shall be executed with radius not less than 4.9 km. 

Special procedures on take-off heading 219°MAG 

During the phase of take-off and climbing to (450) m: 

- at (200) m or above aircraft shall turn with a 25° bank. 

- engines power shall be reduced to a rated power while positive rate of climb is maintained. 

- climbing shall be executed at IAS of V2+20÷40 km/h. 

At (900) m: aircraft shall accelerate to IAS of wing devices retraction; wing devices shall be retracted; 

further climbing shall be carried out at a speed recommended in the Aeroplane Flight Manual. 

Note: Between 2300-0700 local time (Moscow time), when appropriate meteorological and air 

conditions are available, take-off of aircraft shall be carried out from RWY 04 and landing of aircraft 

shall be carried out on RWY 22 

Of approach sequence: 

- Holding area 1 over RWY 04 LOM, race-track pattern, right turns. Lower flight level is FL050, upper 

flight level is FL180. 

- Holding area 2 over RWY 22 LOM, race-track pattern, left turns. Lower flight level is FL120, upper 

flight level is FL180. 

- Holding area 3 over Sambek NDB, inbound track 098°, the lower holding flight level is FL070, the 

upper – FL180. 






P a g e | 164 

- Holding area 4 over Krasny Sulin NDB, inbound track 166°, the lower holding flight level is FL080, 

the upper - FL180. 

- Holding area 5 over Bagayevskiy NDB, inbound track 252°, the lower holding flight level is FL050, 

the upper - FL080. 

- Holding area 6 over Manychskiy NDB, inbound track 330°, the lower holding flight level is FL050, the 

upper - FL080. 

- Holding area 7 over CRP SOKOL, inbound track 313°, the lower holding flight level is FL050, the 

upper − FL180. 

- Holding area 8 over geo point VOGAK 47 16 00N 039 53 25E, inbound track 254°, height (100-300) 

m. 

- Holding area 9 over geo point BRENK 47 12 17N 039 46 36E, inbound track 044°, height (100-300) 

m. 

Holding areas 2, 4, 5 and 8 are left-hand and holding areas 1, 3, 6, 7 and 9 are right-hand. 

For the purpose of regulation of intervals between aircraft ATC controller is allowed to select the mode 

of forward and (or) vertical speeds within the limits permissible by the Aeroplane Flight Manual for 

specified aircraft type. 


The taxi guide line may be invisible because of snow. 

Assistance from “Follow-me” vehicle may be requested via the taxiing controller. 

WEATHER 

Temperature 






6°C. The coldest day of the year is January 27, with an average low of -6°C and high of -0°C. 

Clouds 


January 10 and clearest on August 3. The clearer part of the year begins around May 6. The cloudier 

part of the year begins around September 30. 

Precipitation 



around September 4, occurring in 33% of days. 

Over the entire year, the most common forms of precipitation are light rain, thunderstorms, light 

snow, and moderate snow. 






P a g e | 165 









Snow 


which it is relatively likely for snow to fall spans from November 14 to March 31. 

Wind 

Over the course of the year typical wind speeds vary from 0.7 m/s to 6.5 m/s (light air to moderate 

breeze), rarely exceeding 11.7 m/s (strong breeze). 

The highest average wind speed of 4.4 m/s (gentle breeze) occurs around January 31, at which time 


The lowest average wind speed of 2.9 m/s (light breeze) occurs around August 24, at which time the 



The ornithological situation in the vicinity of the aerodrome has specific features connected with 

terrain relief, the proximity of the Sea of Azov, the existence of a great number of rivers, artificial 

water reservoirs, lakes which create favourable conditions for nesting and stopping during seasonal 

migrations of many water and other kinds of birds. 

Migrations of birds in the vicinity of the aerodrome take place during the whole year. Seasonal 

migrations take place in spring (the third ten-day period of February - the second ten-day period of 

May) and autumn (September-December) periods. The main direction of the migration in spring is to 

the North, North-East; in autumn - to the South, South-West. From October seasonal migrations are 

added by daily migrations of flocks of rooks and jackdaws passing the winter in Rostov-na-Donu city. 

Morning migration begins from dawn and ends at 0930 (local time) in the morning. Evening migration 

lasts from 1600 (local time) till late twilight. 

The most dangerous periods concerning birds are: 

- June-July - the time of flying out of young growth; 

- September-November - the time of mass migration. 

On receiving the information about the dangerous ornithological situation the crew shall keep a good 

lookout and follow the instructions of the aerodrome operations duty manager. For frightening away 

of birds the crews shall switch on landing lights before take-off and after turn on final. 







P a g e | 166 




AIRFIELD BRIEFINGS – S 

SAINT PETERSBURG 



NAME: SAINT PETERSBURG COUNTRY: RUSSIA 


AIDS: ILS - RADAR IATA: LED ICAO: ULLI 



P a g e | 167 

TERRAIN 

The city is 8nm N, 1,056 asl mast at 10nm N. 2 disused aerodromes to the S & SW. 2 military 

aerodromes - 1 approx. 10nm W and the 2 nd approx. 10nm SW. 


See "FORMER USSR - PROCEDURES", which includes details of the METRIC system used. Use 

standard R/T as understanding of English is limited. Communications may take place through an 

interpreter causing delays to clearances. Arriving aircraft usually stepped down gradually with 

numerous level checks. Advisable to accept descent clearance when given to avoid being too high 

when closer. Approach patterns are radar vectored. CLEARANCE TO INTERCEPT THE FINAL 

APPROACH WILL PROBABLY NOT BE GIVEN, THE AIRCRAFT BEING EXPECTED TO MAKE THE LAST 

TURN ONTO FINALS WITHOUT SPECIFIC INSTRUCTIONS. CLEARANCE TO LAND GIVEN AFTER CREW 

HAVE REPORTED UNDERCARRIAGE DOWN. PAR control poor - information may be given as deviation 

from C/L and G/P in metres, corrective action being left to the pilot. All markers modulated at 3000Hz 

- airways lamp activates. 

The VOR on the aerodrome is available on request. 

Departure may consist of short stepped climbs with several requests for passing levels. 

WEATHER 

In winter - snow storms. Dec to Mar frequent FOG. 

In summer - thunderstorms, mainly in the afternoon. Early morning FOG in high summer. 




Very bright road lighting between the RWY's may be confused with RWY lighting. Snow clearance - 

RWY's usually kept clear by TWY's and apron left hard packed. 

GENERAL 

Although the 3-letter IATA code for St. Petersburg is still LED, avoid referring to St. Petersburg as 

Leningrad during on board PA. 




SALONIKA (Thessalonica) 



NAME: SALONIKA (Thessalonica) COUNTRY: GREECE 

RUNWAYS:10/28 (2.440M) 16/34 (2.4000M) AIRFIELD CODES 

AIDS: ILS 16- RADAR IATA: SKG ICAO: LGTS 

ELEVATION: 22FT M.S.A. 5500 


P a g e | 168 

TERRAIN 

Situated on the N coast of the Gulf of Salonika high ground extends around the airfield from N 

through E to S. to the NE terrain reaches over 2,400ft asl within 5nm. The highest peak in the vicinity 

is nearly 4,100ft asl at 7nm NE To the S & SE the ground rises to 1,350ft asl at 4nm, severely 

affecting the approach RWY 34 and take off RWY 16. 


Joint civil/military airfield. Sedes (2.5nm NE) traffic is coordinated by Salonika. 

The procedures aligned with RWY 34 are over high ground close in - see special considerations below. 

Circling not authorised in sector 344°M through N & E to 102°M. 

With RWY 16/34 closed and an ATC clearance to carry out at VOR 34 approach with a break right to 

land on RWY 28 at night,exercise extreme caution due to terrain. 

Call for start up 10 mins. Before departure to allow ATC co-ordination. 



RWY 34 has significant high ground in the approach path reaching nearly 900ft asl at 3.5nm range 

The Greek AIP draws attention to this saying that pilots should themselves determine the most 

appropriate touchdown point applicable to their aircraft. 

PAPI's for RWY 34 set at 3.8°. 

Exercise caution when circling at night for rwy 28. 

WEATHER 

Low stratus or fog drifts in from the sea early morning during autumn and winter. In summer isolated 

Cu & Cb are the most common conditions. Often strong N'ly winds mid Jun to Aug.necessitating use 

of RWY 34 and its associated difficult approach. 




PAPI's for RWY 34 set at 3.8° - see special considerations above. Birds in the vicinity of the airport. 


SALZBURG 





NAME: SALZBURG COUNTRY: AUSTRIA 


AIDS: ILS 16- RADAR IATA: SZG ICAO: LOWS 

ELEVATION: 1,411 FT MSA. 10.000FT 


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AUDIO VISUAL WITH VISIT (OR CAA APPROVED SIM EQUIVALENT) FOR INITIAL QUALIFICATION 

AUDIO VISUAL FOR REVALIDATION 

TERRAIN 

The airfield is located in the Western outskirts of Salzburg, at the S end of a short deep valley. There 

is mountainous terrain close to the airfield. Terrain rises nearly 5,900ft asl within 6nm W, 6,100ft asl 

4nm S and 4,600ft asl at 4nm E. To the N & NW the terrain is relatively flat but there are hills to 

2,800ft asl 7nm N. 

There is an aerial cableway approx. 800ft agl, 3nm S of the airfield, leading E from a 5,961ft asl peak 

just W of the RWY centre line. 

The visual approach chart in the aerodrome booklet shows this detail together with the visual 

manoeuvring area. Note the SW sector within this area is not to be used for visual manoeuvring. 


All departures and arrivals are to the NNW of the field because of terrain. This results in delays due to 

conflictions. Additionally there is much general aviation traffic. 

B757 aircraft and larger should expect landing RWY 16 with tailwind up to 6kts. Instrument 

approaches are made to RWY 16 only. In addition to the normal ILS 16 there are "Special ILS/DME 16 

procedures" which have lower limits but are dependent on special authorisation. Please refer to the 

type specific performance manual and the Aerad charts for details. 

All go arounds to RWY 16 have speed and back angle restrictions. 

The range of the SU locator may be seriously reduced in winter due to snow and ice on the antenna. 

To land RWY 34, a circling pattern must be flown from a Rwy 16 approach: the aerodrome booklet 

contains details including missed approach from the visual segment. 

Standard SIDs require visual initial terrain clearance, however "Special Performance" SIDs are 

published allowing take off in poor visibility. See aerodrome booklet for details of authorisation. 


LANDING RWY 34 DAY ONLY. TAKE OFF RWY 16 DAY ONLY. 

All procedures include frequent reference to speeds, gradients, back angles and acceleration altitudes 

due terrain. 

FMS equipped aircraft - USE MAP DISPLAY information with CAUTION due to possibility of image shift. 

WEATHER 

Cb activity in summer. Local weather can change very rapidly affecting cloud base and/or visibility and 

causing wind reversals. The terrain frequently causes turbulence on RWY 34 approaches. Radiation 

fog winter. 2 ceilometers are positioned in the visual manoeuvring area (see visual approach chart) 




White flashing lights to both RWY's. 

If the full length of RWY 16 is required for take off, inform ATC 15 mins. Before departure;they will 

coordinate the closure of a road crossing the undershoot of RWY 16. 


S A M O S 





NAME: ARISTARCHOS COUNTRY : GREECE 


AIDS: VOR/NDB IATA: SMI ICAO: LGSM 



P a g e | 170 

TERRAIN 

Airfield situated by the coast at the southern-east part of the island. 

High terrain exist all around the field, with peaks at north of 4724 ft, which makes the approach and 

landing demanding. 


Only circling approach available. 


Approach and landing is demanding both with the late positioning of the aircraft for landing, and the 

associated severe turbulence with northerly winds. 

With winds from 340 to 020 of more than 25 kt for dry runway, operations are not 

allowed. 

Airplane has to be fully configured for landing before reaching the coast. 

Join right hand circuit for 09 as wide as possible using continuous right descending 

turn to align the airplane with the threshold. Prefer landing at 09 , even with tailwind, 

at captain's discretion, due to severe windshear and turbulence at the approach end of 

27. PAPI at 09 are limited to 2 nm due to terrain. 

Captain's only landing. 

Night operation is prohibited. 

After takeoff , turn immediately to the south to avoid turbulence and windshear. Avoid Turkish 

territory east of the field at 2.5 nm. 

WEATHER 

Stratus clouds and northerly winds during winter. 

Cb's during summer, with velocity peaking during noon. 


Hazard beacons are spread around the field. Fuel is available at the airport 


SANKT-PETERBURG 




CATEGORY C AIRFIELD DATE 10/02/11 

NAME: SANKT-PETERBURG COUNTRY : RUSSIA 

RUNWAYS: 28L/10R (3780x60) 

28R/10L (3397x60) 


AIDS: ILS CAT I 28L/10R-ILS CAT III 28R/10L IATA: LED ICAO: ULLI 

ELEVATION: 24M M.S.A. 2600FT 


P a g e | 171 

TERRAIN 

The AD is located in a flat uncultivated surrounding in the inner bay of the Gulf of Finland 8nm to the 

SSW of the city of Sankt Peterburg. Several lighted smokestacks and OBST in the built-up areas 

particular to the NE along the river Neva. 


Radar vectoring shall be applied for the provision of separation between the aircraft, regulation of the 

approach sequence, speeding-up of the air traffic and minimization of the time of the aircraft being 

within TMA. 

Under radar vectoring for the visual approach the aircraft shall be vectored to position from which the 

flight crew can visually detect the aerodrome of landing. Radar vectoring in this case shall be 

terminated by permission for visual approach, after that the flight crew shall descend and change the 

track at its own discretion. 


The routes of daily migrations of different kinds of birds pass through Pulkovo CTR. The majority of 

bird migrations take place at heights 1.5 – 600 m. 

During flight the flight crews must carry out the recommendations, decreasing the probability of 

collision of aircraft with the birds, in case of collision – transmit the required data. Prior to making a 

decision for departure a pilot-in-command must take into account the available information about the 

ornithological situation in TMA. On line-up position a pilot-in-command shall estimate the possibility to 

execute a take-off and shall execute a take-off with switched on lights. When approaching the 

aerodrome, the flight crew shall increase caution, switch on the lights and windshield heating, 

increase the control over the parameters of engines operation, if necessary – go around. 

WEATHER 

Extreme Cold weather on Winter and local CB and thunder occurs on Summer. Heavy precipitation 

with tops in JUL/AUG 


AD category for fire fighting 7 H24 

During simultaneous operation of two runways, category 8 of the required fire fighting level is 

provided for RWY available for aircraft arrival/departure, category 7 of the required fire fighting level 

is provided for the other RWY. 


requested via the taxiing controller. 


SANTA MARIA 





NAME: SANTA MARIA COUNTRY: AZORES 

RUNWAYS: 18/36 (3,048M) AIRFIELD CODES 

AIDS: ILS 18- NO RADAR IATA: SMA ICAO: LPAZ 

ELEVATION: 308FT M.S.A. 


P a g e | 172 

TERRAIN 

The island of Santa Maria is the Southern most island in the Azores. The airfield is on the W coast only 

a short distance from 300ft high cliffs, which run parallel with the main RWY; as a result, turbulence 

in crosswinds is often reported. To the E the terrain rises steadily at first, but reaches over 2,000ft asl 

within 4nm. The island of Ponta Delgada is 50nm to the N with terrain to nearly 3,400ft asl. 


A Santa Maria area chart is published which shows the ATC organisation of the Azores group; the 

departure procedure for all islands are on this chart 

Circling is to the W away from high ground. 

Discrepancies have been reported between wind speed provided by ATC and wind speed experienced 

by pilots on final approach. 

Lajes AFB 150nm NW provides an alternative airfield in the Azores group. Lajes has, at times, better 

engineering cover than Santa Maria; consider contacting both airfields. 

Large Westerly variation. 

WEATHER 

WINTER - Low ceiling and poor vis associated with passing fronts. Strong NWly winds with rain may 

give difficult crosswind conditions on RWY 18/36. (The runway at Lajes AFB is 15/33) 

SUMMER - Fine settled weather. 




RWY 18/36 slopes up from each end and is about 30ft higher at the centre. 

Caution due GP installation 50ft Wof TWY between disused RWY 22 and threshold RWY 18. 

Seabirds are a problem. 


SANTANDER 





NAME: SANTANDER COUNTRY: SPAIN 


AIDS:29 VOR DME ILS IATA: SDR ICAO: LEXJ 



P a g e | 173 

TERRAIN 

The airfield is situated on the N coast of Spain. The RWY parallels the coast at the head of a rocky 

inlet. High ground to the S of the airport with a minimum safe sector altitude rising to 8,700ft within 

25nm. In the winter this area is subject to frequent gales and poor visibility. 


Santander VOR is positioned 3nm to the NW of the airport and the NDB is 12nm to the SE. The 30 ILS 

is the main aid. The procedure turn requires accurate tracks for given speeds. There is a 4,626ft hill 5 

miles to the S on completion of the turn. All approaches have a 1,500ft acceleration height on go 

around. 


On approach to RWY 11 aircraft must be on the extended RWY centre line by 2nm finals due to a 

mast, nearly 500ft asl in height at a position 1 75 NW of the RWY 11 threshold. Because of this mast 

and because of the high ground to the S of the airfield, a FULL INSTRUMENT LETDOWN WOULD BE 

PRUDENT, regardless of the RWY in use. 

On RWY 29, a 200ft hill positioned 1nm from the threshold may activate the GPWS. The final 

approach to RWY 29 is over water; ships may be a hazard. Birds are a problem, 

WEATHER 

Met information can be obtained on request from Madrid Radio or Santander towers. 

On either RWY in strong wind conditions turbulence can be experienced associated with wind-shear 

when the wind is coming out of the mountains to the S, With the wind from the W in winter the 

visibility can drop rapidly, and the airfield is prone to fog in spring. 

Summer haze and smog will give rise to poor visibility. 

If diverting due to low cloud, alternates Bilbao & Biarritz will be similarly affected. 


No approach lights. VASI's on both RWY's with green threshold lights and high intensity white RWY 

lights changing to yellow for last 2,000ft. Last 1,000ft of centre-line lights are red. Backtracking 

required for centre TWY. 


SANTORINI (THIRA) 





NAME: SANTORINI (THIRA) COUNTRY:GREECE 

RUNWAYS: 34R/16L AIRFIELD CODES 

AIDS: VOR DME IATA: JTR ICAO: LGSR 



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TERRAIN 

Situated on a small flat peninsular on the E side of the island. The ground rises rapidly to the W & SW. 

All circuits are to the E over the sea with a spot height of 2,142ft asl 1 5nm L of the approach to RWY 

34 at 1.5nm finals. 


A joint civil/military airfield, which is quiet except when military exercises, are in progress. Circling is 

to the E, over the sea. 

RWY 16 has no approach lighting, but does have 2 strobes situated at the landing threshold. 


When the wind is between 180° and 300° more than 20 kt, operations are not allowed. 

Be prepared for reduced braking action when runway is wet. 

Whenever volcanic dust accumulation on the runway is reported, operations are not allowed. 

WEATHER 

Winter has frontal cloud, rain and low ceilings. Summer has isolated Cu Nimb with some showers. 

Wind shear and turbulence may be expected on finals RWY 34 especially with Wly winds. 


Small civil terminal with limited facilities. Military parking is surrounded by earth banks. Arrester gear 

is used. 


SARATOV 





NNAME: SARATOV/TSENTRANLY COUNTRY: RUSSIA 


AIDS: ILS RWY 12/30 IATA: RTW ICAO: UWSS 


TERRAIN 

The airport is located N outskirts of the city of Saratov, 3 km from the centre of the city. 


Expect radar vectoring. 



WEATHER 

Moderate snowfalls in winter time, some thunderstorms occur in early summer. 


P a g e | 175 


Precision approach cat 1 lighting system for runway 12, simple approach lighting system for runway 

30 




SHARM EL - SHEIKH 





NAME: SHARM EL - SHEIKH COUNTRY: EGYPT 

RUNWAYS: 04L/22R (3.080M) 04R/22L (3.080M) AIRFIELD CODES 

AIDS: ILS RWY 04L - RADAR IATA: SSH ICAO: HASH 

ELEVATION: 143FT M.S.A.10100 


P a g e | 176 

TERRAIN 

The airfield is situated on the E coast of the Sinai Peninsular. An island to the E has a peak to nearly 

1,600ft asl at range 7nm. 

Inland to the NW, the terrain rises steadily reaching nearly 3,000ft asl within 8nm and nearly 6,000ft 

asl within 16nm. Mount Sinai (8,650ft asl) is 40nm to the NW. 


Use standard R/T to assist communication. 

Final descent will be made using the VOR or NDM; ATC is procedural, 

No instrument let downs to RWY 22; Circuits are made to the SE over the sea. 

On departure give the number of PAX on first contact with tower. 

Terrain clearance height should be achieved by an orbit to the S before setting course on a route to 

the N. Climb to MSA before setting course to the W but avoid Saudi Arabian Airspace to the E. 


RWY 04R/22L usually closed. 

At night confirm with Sharm El Sheikh tower that the approach and RWY lights are serviceable and 

turned on. Fly a standard instrument let down, not below MSA until in the hold. 

Be aware of Map shift on EFIS aircraft. 

WEATHER 

Hot humid summers. Mild winters, Average annual rainfall 1 inch, mostly during winter. Prevailing 

wind S'ly. 

Sand and dust storms occur all seasons but are most common March to August, otherwise visibility 

generally good. 


On finals, RWY layout can be confusing as parallel TWY is very prominent and RWY 04R/22L is 

difficult being sandy in colour. 

Use low power when taxiing to minimise sand ingestion. 

Use taxiways with caution, they have poor surfaces and are quite narrow. 

TWY lighting and markings are poor. 


SKIATHOS 





NAME; SKIATHOS COUNTRY: GREECE 


AIDS: NO ILS-NO RADAR VOR/NDB IATA: JSI ICAO: LGSK 



P a g e | 177 

TERRAIN 

The airfield is situated across an Isthmus 1 nm NE of the town. The terrain rises on both sides of the 

RWY reaching 492ft asl by 0.5nm E and 1,421ft asl by 1.7nm W. The island of Skopelos is 4nm E with 

terrain to 1,155ft asl 5nm E and 2,231ft asl at 8nm ESE. 


Expect difficulty in obtaining descent; initial descent in the Salonika TMA is recommended. There is no 

control tower at Skiathos and advisory information is passed by an assistant who cannot see the RWY. 

Circling to the E only. 

Before departure check flight plan has been received. 


Due to pavement strength considerations, the MAXIMUM PERMITTED WEIGHT FOR TAKE OFF 

AND/OR LANDING may be restricted. 

LANDING AND TAKE OFF DAY ONLY. For night operations a prior written approval from Flight 

Operations Manager or Chief Pilot is required. 

For landing RWY 20, if the aircraft is positioned inbound towards RWY 20, on the Skopelos DME arc, 

at 3° approach path is achieved by crossing the Skopelos 300°R at 850ft (QNH). As the cliffs are 

crossed on short finals RWY 20, the S end of the RWY disappears due increased RWY down slope. 

Further down the RWY. Don't delay putting the aircraft down as the RWY will begin to fall away from 

the aircraft after about 450M. There is a possibility of a disconcerting mirage effect of boats and 

shipping appearing to be at the other end of the RWY. 

The circuit to RWY 02 should be flown outside the offshore islands (See Visual Chart) the descent 

adjusted to cross Tsoungriaki Island at 850ft (QNH) for a 3° approach path. This point is important 

because the RWY 02 up slope, combined with the narrowness of the RWY, gives a very misleading 

perspective. 

The visual minima are based on closely defined sectors of approach:- 

RWY 02 120° to 210° through S (Hdg 298°m to 028°M) 

RWY 20 340° to 070° through N (Hdg 158°M to 248°M) 

With NW (290°-340°) and SW(220°-250°) winds, more than 15 kt, expect turbulence and downdrafts. 

Plan to land at the first 1000 ft or the rwy. 

Captain’s only landing 

WEATHER 

Generally a light N;ly wind with isolated Cb in summer. Visibility sometimes poor in haze. 


Fuel is available to a limited extent but is very expensive. Fuel loaded ex UK should ideally be 

sufficient for flight to Skiathos and onto the tech stop homeward bound without refuelling at Skiathos. 

The Rwy slopes up steeply (1.5%) for the 1 st 1,100M RWY 02. This, referred to under special 

considerations. There are turning circles at both ends of the RWY. Aircraft are required to make LH 

turns, with reduced power, on the 02 threshold turning circle due to close proximity of the public 

road. 


SKOPJE 





NAME; SKOPJE COUNTRY: FYROM 


AIDS: ILS-VOR IATA: SKP ICAO: LWSK 



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TERRAIN 

Skopie airfield is located East of the town of Skopje. High terrain exist all around the airport with MSA 

of 10,400 to the southwest. 


Except ILS approach for runway 34 No circling authorized during night for runway 16. There is no 

approach procedure for runway 16. Approach for runway 34 needs to be flown precisely. 

WEATHER 

The prevailing wind is W to NW. CB activity associated with frontal conditions in May and June. 

Thunderstorms build up locally from May to August especially over the mountains. Frequent fog from 

October to March. 


Runway is 8,038 feet long. Some repair facilities exist at the airport. 


SOCHI 





NNAME: SOCHI COUNTRY: RUSSIA 

RUNWAYS: 06/24 2890X45 M 

02/20 2200X49 M 


AIDS: ILS 06/02 IATA: AER ICAO: URSS 



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TERRAIN 

The airport is located 2 km NE of Adler, by the sea; it is near the borders of Russia and Georgia. 


Radar vectoring in SOCHI TMA shall be executed by ATS unit which provides a direct control over air 

traffic. 

For air traffic flow management the ATS units controllers give instructions to reach specified flight 

levels (heights) and also assign courses fo r flight crews in order to provide separation necessary to 

carry out landing taking into account aircraft characteristics. 

Radar control shall be provided by precision approach radars (PAR) on final in sector ±15¡ from RWY 

centre line at a distance of 30 km from RWY thresholds. 


Approach and landing shall be carried out only on RWY 06 and RWY 02. 

Take-off shall be carried out only from RWY 24 and RWY 20. 

Heavy turbulence and downdrafts should be expected on the approach to both runways. 

Birds are a hazard especially in March-April and November-December. 

WEATHER 

Expect snow in winter time. 


Fuelling facilities/capacity AVBL, without limitation 



Precision approach lighting system for runways 06, 02 


SOFIA 





NAME: SOFIA COUNTRY: BULGARIA 


AIDS: ILS 27 - RADAR IATA: SOF ICAO: LBSF 

ELEVATION: 1,742 FT M.S.A. 11,000 FT 


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TERRAIN 

The airfield is located immediately E of the city with high ground in all quadrants. To the SW the 

terrain rises to 7,500ft asl at 10nm. To the NE the terrain rises to over 5,550ft asl at range 13nm. 

There are masts and obstructions in the City to nearly 700ft AAL. 


There is a note on STAR and approach plates in the aerodrome booklet not to fly N of BOZ NDB 

270°M (i.e. 5nm N of the airfield) during approach or missed approach. For the VOR/DME approach to 

RWY 09 there is a warning not to fly S of the SOFIA VOR 270° Radial, due terrain to the S. These 

warnings are terrain avoidance. 

In the light of recent reports ATC clearances should be carefully monitored/checked. 

The DME range/altitude/height information, supplied by the Aerad for VOR/DME 09 approach, is 

limited; it is useful to have pilot interpreted DME/Altitude checks prepared. 

The performance manual contains emergency turn procedures. In addition the SID pages of the 

aerodrome booklet contain notes relating to maximum speeds and radius of turn together with a 

frequency change immediately after take off. 

Call ATC 5 mins. Before start. 

Reasonable English spoken but use standard phraseology. 

ALTIMETRY 

At or above TL : FL in feet. 

At or below transition HEIGHT : Ht in metres (i.e. QFE). 

Vertical dimensions in aerodrome booklet are in feet. 

At ATIS gives pressure settings in mm of Hg and Mb for both QNH & QFE 

ATC may give clearances below transition level in feet on QNH. 

METRIC UNITS 

Height (QFE) - metres. Distance - Km & metres. Speed & Upper wind - Km per hr. Surface wind - 

metre per sec. 

Pressure settings - Mb to foreign operators (mm of Hg may be used locally). 

Approx. conversions, SPEED Km/hr 12 =knots (DIST Km/2 = mm) 

WIND m/sec x2 =knots 

ROC/ROD m/sec x200 =ft/min. See conversion tables in flight guide supplement 

WEATHER 

The prevailing wind is W to NW. Cb activity associated with frontal conditions in May & June. 

Thunderstorms build up locally from May to August especially over the mountains. Frequent fog from 

October to March. 




Parallel grass RWY to N of main RWY. 

PAPI's report difficult to see until close in. RWY has been reported slippery when wet with evidence of 

standing water in heavy rain. 

"Follow Me" vehicles are used. 

The ground crew bringing aircraft steps are required as not approaching the aircraft until doors have 

been opened. 


SPLIT 





NAME: SPLIT COUNTRY: CROATIA 


AIDS: 05 ILS - RADAR IATA: SPU ICAO: LDSP 



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TERRAIN 

The airfield is located on the NE shore of the Adriatic 105nm NW of Dubrovnik. The city and harbour 

lie 6nm E across a bay. The terrain rises rapidly inland from W to N to E. There is high ground 

immediately to the L of the ILS 05 approach path; 500M NW of the MM is a hill to 472ft asl and just 

over 1nm from the 05 threshold and 0.75nm L of the centre line is a peak to 1,496ft asl. 4nm NW is a 

peak to 2,523ft asl. NE of the airfield the terrain rises rapidly reaching 2,123ft asl 2.5nm N of RWY 23 

threshold. To the E there are peaks to 2,421ft asl at 6nm NW, 4,951ft asl 16nm NE and 4,396ft asl 

13nm E. 

The VOR is situated on the 722ft asl hill just S of the airfield and there is further high ground to the S 

& SE. A circling approach 23 chart is published which shows the local terrain well. 


Instrument approaches to RWY 05 only. The RWY 05 missed approach involves a R turn inside the 

rapidly rising terrain to the NE. 

Emergency Turn Procedure. 


LANDING RWY 23 BY DAY ONLY 

TAKE OFF RWY 05 NOT APPROVED AT NIGHT 

WEATHER 

Cb frequent over the mountains in summer. Due to the proximity of the high ground turbulence to be 

expected with strong winds. Cloud base often down to 600ft or less during winter. 




Backtracking required for take off and usually after landing. 

The RWY has a pronounced dip at the NE end and a hump at the SW end. 


STUTTGART 





NAME: STUTTGART COUNTRY: GERMANY 


AIDS: ILS - RADAR IATA: STR ICAO: EDDS 

ELEVATION: 1267FT M.S.A. 4,800 FT 


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TERRAIN 

The airfield is situated 5nm S of the city in wooded, hilly terrain. To the SE at range 10nm there is a 

ridge running NE - SW reaching about 3,000ft asl within 18nm. 4nm N in the city outskirts is a mast to 

2,295ft asl. The RWY 07 approach path is obstructed by a hill, the WEIDACHER HOHE, at a range of 

2.5nm and reaching 500ft above airfield elevation (1,800ft asl). See special considerations below. 


Expect radar vectors which may considerably reduce track miles to run. Continuous descent 

approaches, the "Special Procedures" page in Airway Manual Flight Guide for Stuttgart has details. 

Normally 21 Okt on radar vectors until long finals. Call STUTTGART RADAR after take off, frequencies 

at top of SID pages. An airways clearance with a cleared cruising level does not clear the aircraft 

above the SID altitude. Specific clearance is required. Intense gliding activity in the area See 

restrictions to night operations on 'Noise Procedure' page in Airway Manual. Stuttgart is very noise 

sensitive. 


The 07 approach is obstructed by a hill, the WEIDACHER HOHE, at a range of 2.5nm and reaching 

500ft above airfield elevation (1,800ft asl); the summit is slightly to the L (N) of the 07 centre line. 

There is also a lighted mast 340ft above airfield elevation (1,640ft asl) on the 07 centre line at 2nm. 

A LLZ/DME 07 approach is published, but this procedure is available only to category A or B aircraft. 

Take particular care when 'going visual' on RWY 07 because the down gradient (1.03%) and the 

terrain under the approach gives misleading visual cues and they may lead to excessive rates of 

descent. Weights for TAKE OFF RWY 25 are restricted by the WEIDACHER HOHE. These hills may give 

strong down draughts with a SW wind, which pose sufficient problems to departing aircraft. 

Particularly twin engine aircraft after engine failure. 

The 1 through instruction on the WEIDACHER HOHE" required by Stuttgart airport authority is 

considered to be satisfied by company airfield briefing procedures. 

WEATHER 

Radiation fog in winter which is likely to affect alternates also. Snow is a possibility Nov-Mar. Snow 

clearance when snow is 3cm deep. Snow banks are kept below level of elevated lighting. 

Summer gives thunderstorms. 

Prevailing wind SW. 

Expect TURBULENCE during calm of light winds 6nm E of airfield over power plant cooling tower. 




Pronounced slope 1.03% DOWN in the RWY 07 direction. No VASI's to RWY 07. Some TWY's suitable 

for light aircraft only. However arriving aircraft should wait for a "Follow me" car at the "hold for 

follow me" indicator board (Lighted). 


SYLT 





NAME: SYLT COUNTRY: GERMANY 

RUNWAYS: 15/33 (06/24 - SHORT RWY) AIRFIELD CODES 

AIDS: ILS RWY 33 - NO RADAR IATA: GWT ICAO: EDXW 



P a g e | 183 

TERRAIN 

Sylt is in the N Frisian chain off the W coast of Germany near the border with Denmark. The area is 

generally flat apart from 3 significant obstructions: 

Mast 654ft asl 6nm SSW. 

Mast 319ft asl 1nm, in Westerland itself 

Lighthouse 225ft asl 2nm N. 

There is a bird sanctuary in the lagoon 3nm S. 


Bremen radar will give assistance. Intense VFR light aircraft activity especially at weekends and public 

holidays. 

Considerable, military traffic in the Sylt area. Instrument approaches are to RWY 33 only. Sylt is very 

noise sensitive. 


RWY 06/24 NOT APPROVED FOR NIGHT LANDING OR TAKE OFF. 

RWY 06/24 IS ONLY TO BE USED, for landing and take off, IF CROSSWINDS PRECLUDE the use of 

RWY 15/33. 

The nearby bird sanctuary poses a hazard. 

WEATHER 

High incidence of sea fog and low stratus. Prevailing winds W. but E winds are frequent during spring. 




The RWY's are black and difficult to pick out. There is a light coloured disused RWY which however 

does stand out. White flashing lights are reported installed at the threshold RWY 15. 

The ramp is by the control tower with access via RWY 06 threshold. 

Use minimum thrust due to light aircraft near the parking are. 

There are TWY restrictions but a "Follow-Me" car is usually provided. ATC request minimum APU 

running due to noise. 







P a g e | 184 




AIRFIELD BRIEFINGS - T 

TARBES (LOURDES) 



NAME: TARBES (LOURDES) COUNTRY: FRANCE 


AIDS: 20 ILS - RADAR IATA: LDE ICAO: LFBT 



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TERRAIN 

The airfield is 4.5nm N of Lourdes and 4nm SW of Tarbes in a valley running NE from Lourdes. 

Parallel to the RWY are lines of hills rising to 1,700ft asl within 2nm on either side. Immediately to the 

S the ground rises rapidly reaching 2,123ft asl at 2.5nm S which affects approaches RWY 02 and take 

off RWY 20. Further S the ground descends towards Lourdes but then becomes more mountainous 

with a peak to over 3,000ft asl at 5.5nm S and higher terrain of the Pyrenees beyond. 

Power lines cross the approach lights RWY 20. The approach RWY 02 has pylons to 571ft above touch 

down only just L of centre line at 1.3nm finals. The "Indirect Approach 02" chart shows the obstacles 

under and around finals RWY 02. 


Restricted airspace 2nm W of the RWY. Intense helicopter activity on the W part of the airfield with 

entry/exit lanes to the W and to the NE. Instrument approaches to RWY 20 only, due terrain. There 

are speed restrictions in procedural turns and during missed approach due terrain. 

INDIRECT APPROACH 02 - for CAT C & D aeroplanes the turn on R base is over a valley running NW 

from Lourdes with a main road and a string of villages. The continuous turn onto finals shown on the 

Indirect Approach Chart takes the aircraft 1nm N of Lourdes. The highest obstacles in this area are 

over 2,200ft asl (1,000ft above aerodrome level). The approach to RWY 02 follows a parallel road and 

railway from Lourdes to the village of Ade. Ade is 2nm from the beginning of the RWY. E of Ade the 

ground rises rapidly. 


LANDING RWY 02 DAY ONLY. TAKE OFF RWY 20 DAY ONLY. 

WEATHER 

Wind shear and turbulence due to the terrain. The barrier formed by the Pyrenees may cause low 

cloud and fog to become trapped with N'ly winds. Heavy Cb in unstable conditions. 




RWY 20 has a marked upslope giving the illusion of being high on the approach. RWY 02 has a 

considerably inset threshold. TWY's are narrow. Limited parking. Turn-around time for pilgrim flights 

may become protracted is a large number of handicapped people need to disembarked/boarded. 


TBILISI 





NAME: TBILISI COUNTRY: GEORGIA 

RUNWAYS: 13R/31L AIRFIELD CODES 

AIDS: ILS VOR/NDB DME IATA: TBS ICAO: UGTB 

ELEVATION: 1,624FT M.S.A. 8.700FT 


P a g e | 186 

TERRAIN 

Tbilisi airport is located East of the town of Tbilisi. High terrain exist all around the airport 

with MSA of 8,700 to the South. 


Expect ILS approach for both runways. Flying the approach on 31L, turbulence and 

windshear may be encountered. Do not confuse Tbilisi airport with the military airport of 

Vazjanj, located three (3) miles southeast of the Tbilisi, just to the right of the approach. 

WEATHER 

Expect hot summers with CB activity during afternoon hours. 


Runway is 8,700 feet long. Major repair facilities exists at the airport. 


TENERIFE NORTH 





NAME: TENERIFE NORTH COUNTRY: CANARY ISLANDS 


AIDS: ILS 12& 30- RADAR IATA: TFN ICAO: GCXO 

ELEVATION: 2,073FT M.S.A. 14.500FT 


P a g e | 187 

TERRAIN 

The airfield is over 2,000ft asl while the 4nm finals for ILS 30 is at sea level. The perspective of the 

RWY is peculiar. Terrain rises to both N & S of the RWY. W of the airfield there are several old volcano 

craters ising to 2,200ft asl before the terrain drops sharply to the sea. 5nm NE is a peak to 3,360ft asl. 

A ridge to the S starts at 3,982ft asl 3nm SW, rising to Mount Teide 12,198ft asl 20nm SW. The 

approach to RWY 12 is deceptive because of distorting shadows (particularly in moonlight) due to the 

craters. The town of Santa Cruz is 12nm E. 


Spoken English from ATC is not very good. During an ILS 30 approach false LLZ signals may be 

received until established and the glidepath may fluctuate. Circling in sector 290 0 clockwise to 128° 

only. 

WEATHER 

Fairly even climate throughout the year. The prevailing N to NW wind and the high terrain give low 

cloud at, and sometimes below, airfield level. This can be slow to clear in the morning particularly 

during the winter. Due to the exposed location wind speeds are frequently high resulting in 

WINDSHEAR and turbulence associated with the high ground. 


RWY 30 has a pronounced upslope for the centre portion and then levels out. The last 800m are not 

visible on touchdown. The main airport is Tenerife South where the weather is usually better. Birds 

may be a problem. 


TENERIFE SOUTH 





NAME: TENERIFE SOUTH COUNTRY: CANARY ISLANDS 


AIDS: ILS 08/26-RADAR IATA: TFS ICAO: GCTS 



P a g e | 188 

TERRAIN 

The airfield is on the SW corner of the island of Tenerife on the Canary Islands. The island is volcanic 

in origin and rises steeply from the coast to the central peak of 12,198ft asl which is 14nm N of the 

airfield. The 1,000ft asl contour is 1nm N of the airfield. There is a hill 561ft asl just over 1nm S of the 

RWY 26 threshold; its position is indicated on the approach charts by a green cross. 

The RWY 08 approach is over relatively flat ground but rising to the N. The RWY 26 approach is over 

undulating ground which induces turbulence and wind shear; the ground rises steeply to the N. 

1,300m short of the RWY 26 threshold is a line of pylons. 36nm W is Gomrea Island which has a peak 

to nearly 4,900ft asl. 53nm E is Gran Canaria has a peak to nearly 6,400ft asl. 


Canaries Control provides radar coverage. The normal arrival is Via ARACO & GANTA. Note that the 

hand over approach is in this are, and that radar and radio coverage from the airfield can be 

screened, approaching GANTA from the N, by Mount Teide, (this also prevents radio contact with 

handling agents until very late). Use of aircraft radar to confirm position when descending below SSA 

is recommended; all the islands stand out well. Gomera island is SW of GANTA and is a useful feature, 

but note GPWS caution included in letdown procedures to RWY 08. The usual RWY in use is 08. 

Circling is the S only, due to high ground, but note the 561ft asl hill S of the RWY as described under 

terrain. The normal SID is via TERFE to KONBA. Note the FL requirements at TERFE, it is also 

recommended to be at cruising level with Canaries airspace, as further climb in Casablanca airspace is 

often not available. 


Due to proximity of high ground WIND SHEAR can be expected, especially when the 2,000ft wind is 

between 260° through N to 060° and the surface wind is calm and light S'ly. Moderate turbulence 

between 1,000ft and 3,000ft should be anticipated. 

The wind on the surface is often different from the wind above 1,000ft; consider requesting the take 

off RWY direction to avoid an increasing tailwind just after rotation. Making a note of the conditions 

experienced when inbound would obviously be useful. 


TRABZON 





NAME: TRABZON COUNTRY: TURKEY 


AIDS: ILS 11 - NO RADAR IATA: TZX ICAO: LTCG 



P a g e | 189 

TERRAIN 

Trabzon is on Turkey's Black Sea coast. The town is immediately to the W of the airfield. Terrain rises 

steeply inland with 1,000ft asl contour only 1 nm S of the RWY's. By 3nm S the terrain has reached 

nearly 2,300ft asl and continues to rise steadily reaching just over 10,000ft asl by 28nm S. 


The instrument approach towards to RWY 29 is considerably off set due to terrain and brings the 

aircraft to 2,300ft aal at range 5nm; this leaves an impracticable 4.7° angle of descent to the 29 

threshold. Circling is to the N over the water. 

WEATHER 

Thunderstorm activity occurs during the summer months; however most of the annual 21" rainfall 

occurs during the winter. 




VASI's is to RWY 29 set at 3.5°. 


TRIESTE 





NAME: TRIESTE COUNTRY: ITALY 


AIDS: ILS 09- NO RADAR IATA: TRS ICAO: LIPQ 



P a g e | 190 

TERRAIN 

Situated in the NW outskirts of Monfalcone some 15nm NW of Trieste. The Yugoslav border is 3.5nm 

E. The terrain rises rapidly to the N & E reaching 900ft asl at 4nm and 1,522ft asl at 5nm E with 

further mountainous terrain beyond. 


The airfield lies within a prohibited area associated with the Italian border. Close attention to track 

keeping during arrival and departure is required. DME arc procedures may be used. 

Instrument approaches to RWY 09 includes a turn away from high ground and the Yugoslav border 

with a speed restriction in the turn. 

Start up procedures are in the aerodrome booklet. 


WEATHER 

Radiation fog is a problem during winter. 

Daytime Cu and Cb is a feature of summer. 

Frontal cloud with embedded Cb particularly dense in spring. 




T type VASI's installed. 

Refuelling hours are limited except by prior arrangements. Birds can sometimes be a problem. 


TROMSO 





NAME: TROMSO COUNTRY: NORWAY 

RUNWAYS: 01/19 (2,400) AIRFIELD CODES 

AIDS: ILS 01& 19 - NO RADAR IATA: TOS ICAO: ENTC 



P a g e | 191 

TERRAIN 

The airport is situated on a small island within a Fjord system, in the high latitudes of Norway. There 

is high ground in all quadrants. The following spot elevations, rounded up to the nearest 50ft, give an 

indication of the nature of the terrain: - 

N 

320° T 4nm 2,600ft asl 035°T 12nm 3,250ft asl 

295°T 7nm 3,450ft asl 

W 090°T 12nm 3,800ft asl E 

125°T 16nm 4,550ft asl 

240°T 10nm 3,150ft asl 130°T 6nm 4,100ft asl 

215°T 14nm 3,450ft asl 160°T 15nm4,350ft asl 

S 

On the island itself is a N/S ridge which is to the E and parallel with the RWY: it reaches nearly 500ft 

asl within 1nm. On the other side of the RWY (to the W) are masts to nearly 450ft asl within Vinm. 

The town lies on the eastern side of the island. 


STAR'S are published which require DME arcs to be flown. A STAR clearance also includes a clearance 

to make an instrument approach. Because of the terrain both the ILS 01 and ILS 19 have 4° GP's; 

careful handling is important to avoid GPWS activation. Some instrument missed approach procedures 

have restrictive maximum speeds, due terrain. The use of RWY 19 PAP is restricted to a maximum of 

3.8nm from the threshold due terrain. Circling is published as "East of airfield only". However LH 

circling guidance lights are provided for both 01 and 19. Thus those for RWY 01 provide guidance to 

aircraft turning base leg from W of the ridge described under terrain above. The performance manual 

contains all engines and engine out emergency turn procedures. 

Full take off and climb power is to be used for all departures. 

WEATHER 

Surface wind from SW on 75% of occasions, however during spring surface winds are mainly W to 

NW'ly winds often exceed 15kts giving crosswind difficulties. Turbulence maybe expected during 

approach, particularly around the 5,000ft altitude. An area particularly prone is 10 - 16nm S of the 

airfield between 5,000 & 6,000ft. Sudden severe icing conditions are possible during the greater part 

of the year. Rapid weather changes predominate. Showers with low cloud base are common. Fog is 

rare. 

Mean maximum temperature January -0.5°C Sept. 15°C 

Mean minimum temperature January -5.5°C Sept. 10°C 

During approach to RWY 19 a N'ly wind may occur N of OM with windshear common at OM and a Sly 

wind from OM to touchdown. 

WINDSHEAR may occur on short finals 01 & 19 with surface wind from 200° to 270° above 200kts 


RWY 19 has considerably inset threshold due terrain. 

See limitations on use of RWY 19 PAPI's under AIR TRAFFIC CONTROL above. 

Backtracking almost certainly necessary after landing. 

Snow clearance may take up to 2 hours in adverse conditions. 


TRONDHEIM 





NAME: TRONDHEIM COUNTRY: NORWAY 


AIDS: 09&27 ILS DME NDB- RADAR IATA: TRD ICAO: ENVA 



P a g e | 192 

TERRAIN 

Trondheim is situated on the edge of a Fjord with an elevation of 55ft. The surrounding terrain rises 

to 2,000ft to the SE but is high in all directions. The safety altitude is 5,800ft to the SE of the TRM 

VOR. 


Arrivals from the N route via Eidet from the S via Tolga/Rambu. Minimum on route altitudes are 

published and must be observed at all times. The ILS approach to RWY 27 is offset by 2.8° from the 

RWY centre line and has a 4° glide scope. Circling approaches are to be carried out to the S of the 

aerodrome. Circling lights for RWY 27 are available. 


T U R IN 





NAME: TURIN COUNTRY: ITALY 


AIDS: ILS 36- RADAR IATA: TRN ICAO: LIMF 



P a g e | 193 

TERRAIN 

The airfield is situated 6nm N of Turin on level terrain. The foothills of the Alps rise abruptly 6nm W 

and 10nm N with peaks to over 5,000ft asl. There are peaks to over 13,000ft asl 25nm to the W & 

NW. Monte Blanc, 15,782ft asl, is 50nm NW. Monte Rosa, is 15,200ft asl is 45nm NNE. 

9nm SE there is a range of hills reaching nearly 2,600ft asl. The Alps curve around to give high 

ground beyond 25nm to the S. Power lines and obstructions on the approach to RWY 18 necessitate a 

considerably inset threshold and VASI's set to 4°. 


RWY 36 is the preferred RWY for landing and take off. 

Expect radar vectors approaching VOR TOP. This may result in a shortened approach leaving the 

aircraft high and fast. 

Instrument approaches to RWY 36 only, the ILS having a frequency paired DME. The localiser is 

limited to 15 0 on the R of the centre line. 

Circling to the E only due to terrain. 

The aerodrome booklet gives details of start up procedures and note the altitude restrictions for 

terrain for clearance on the SID's. 

Aerltalia airfield 7nm S generates light aircraft traffic. There is intense military traffic in the local area. 

WEATHER 

Winter brings a high incidence of fog but the weather record is slightly better than Milan. It is usually 

for Turin & Milan to be " out" at the same time. Cb's in summer, generated over the Alps. A NW Fohn 

wind can reach gale force with severe turbulence and WIND SHEAR. 


Both RWY's have displaced thresholds, RWY 18 considerably. 

When low visibility procedures are in force, a "follow me" vehicle is required for taxi out & taxi in 

from/ to the apron area. 

There is a depression running along the RWY centre line which gives rise to standing water and deep 

deposits of snow and particularly slush. A visual inspection may be required - see performance 

manual. 

Birds may sometimes be a problem. 







P a g e | 194 




AIRFIELD BRIEFINGS - U 

UFA 



NAME: UFA COUNTRY: RUSSIA 

RUNWAYS: 14L/32R( 2.516M) 

14R/32l (3.761M) 


AIDS: ILS 14L/32R,14R-RADAR IATA: UFA ICAO:UWUU 


LT=UTC+5HR (Winter), UTC+6HR (Summer) 


TERRAIN 

15 km SW of the city of Ufa 


P a g e | 195 


If deemed necessary, for example, in case of aerodrome congestion, arriving aircraft may be 

instructed to hold in one of the holding areas (Shafranovo NDB, M.Gorky NDB, CRP TAN, LOM). 


The taxi guide lines may be invisible because of snow. Assistance from “FOLLOW ME” vehicle may be 

requested via taxiing controller. 

WEATHER 

Temperature 





The cold season lasts from November 18 to March 10 with an average daily high temperature below - 

1°C. The coldest day of the year is February 12, with an average low of -18°C and high of -8°C 

Clouds 


December 12 and clearest on July 29. The clearer part of the year begins around March 27. The 

cloudier part of the year begins around September 12. 

Precipitation 



around August 10, occurring in 45% of days. 

Over the entire year, the most common forms of precipitation are moderate snow, light rain, light 

snow, heavy snow, thunderstorms, and moderate rain. 


It is most likely around February 4, when it is observed during 29% of all days. 






P a g e | 196 





Heavy snow is the most severe precipitation observed during 15% of those days with precipitation. It 

is most likely around January 8, when it is observed during 26% of all days. 





Snow 



During peak snow season, accumulation at this location is about as likely as not. The chances of there 

being snow on the ground are highest around February 16, occurring 54% of the time. The season in 

which snow is relatively likely to be on the ground spans from November 13 to April 20. 

Wind 



The highest average wind speed of 3.4 m/s (gentle breeze) occurs around March 2, at which time the 





The ornithological situation in TMA is conditioned by terrain relief, availability of many rivers and lakes 

and also by weather conditions. 

All this creates conditions for birds nesting and stopping of many waterfowl and other birds varieties 

during passages in spring and autumn critical periods. 

The main birds migration directions are in spring from the South to the North and in autumn from the 

North to the South. Paths of birds passages pass along the Belaya, the Ufa, the Dema, the Urshak 

rivers. Birds passage periods are in spring from March 25 to June 10, in autumn from August 25 to 

September 5. Passage height is of 500-600 m, speed is of 70-100 km/h, time is by day and night. 




ULYANOVSK/VOSTOCHNY 



NAME: ULYANOVSK COUNTRY: RUSSIA 


AIDS: ILS 02/20-RADAR IATA: ULY ICAO: UWLW 

ELEVATION: 253 FT MSA.2800 FT 

LT = UTC+4H 


TERRAIN 

30 km NE from Ulyanovsk 


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Take-off of aircraft with tail-wind component up to 5 m/sec is allowed under the following conditions: 

- take-off from RWY beginning; 

- friction coefficient is 0.4 or more; 

- cross-wind component is not more than 5 m/sec. 

The change of aircraft flight direction (course) after take-off is permitted only after reaching flight 

height of (100) m AAL. 

Turn of aircraft at flight height of (200) m AAL or above shall be executed with 25° bank or with 

angular rate of turn 3°/sec. 

The minimum indicated air speed of steady climb shall not be less than that prescribed in the 

Aeroplane Flight Manual. 

The maintaining of minimum indicated air speed during climb is not required if it brings to exceeding 

of the minimum permissible angle of attack. 

The reduction of engines power shall not be applied until take-off flight path provides the crossing of 

all obstacles located under flight path with sufficient clearance both when all engines are operating 

normally and also taking into account possible one engine failure and time period necessary for the 

rest engines to develop full power. 


The taxi guide lines may be invisible because of snow. Assistance from ”Follow-me” vehicle may be 

requested via taxiing control unit controller. 

WEATHER 

Temperature 












P a g e | 198 

Clouds 


on November 21 and clearest on July 20. The clearer part of the year Precipitation 



around July 20, occurring in 24% of days. 

Begins around April 8, the cloudier part of the year begins around September 12. 

Over the entire year, the most common forms of precipitation are light rain, light snow, and moderate 

snow. 









is most often in the form of light rain ( 59% of days with precipitation have at worst light rain) and 

thunderstorms (38%). 

During the cold season, which lasts from December 1 to March 10, there is a 55% average chance 



moderate snow (28%), heavy snow (11%), and light rain (6%). 

Snow 


which it is relatively likely for snow to fall spans from November 10 to April 6 

Wind 


rarely exceeding 11.5 m/s (strong breeze). 

The highest average wind speed of 3.0 m/s (light breeze) occurs around November 4, at which time 

the average daily maximum wind speed is 4.2 m/s (gentle breeze). 

The lowest average wind speed of 1.8 m/s (light breeze) occurs around March 4, at which time the 







P a g e | 199 



migration. The majority of birds migrate at heights from 50 to 250 m above ground level. Certain 

kinds of birds can fly at heights up to 1000 m. 

There is the Kuibyshevskoye water reservoir at 8 km NW of aerodrome with large forest along the 

bank, where gulls, jackdaws, crows, starlings and other kinds of birds dwell in. 

There is Cherdakly settlement at 6 km SE of aerodrome, where there is an elevator, which favour the 

large concentration of pigeons and raven birds. 

Seasonal migrations of birds occur along the Volga river above forest surface at lower heights. 

Morning and evening migrations of birds via Ulyanovsk/Vostochny CTR from the Kuibyshevskoye 

water reservoir to the elevator in Cherdakly and backwards present the greatest hazard. 

During the above mentioned periods pilots are recommended to switch on aircraft landing lights when 

flying within CTR, during take-off, approach and also during climbing and descending. 







P a g e | 200 




AIRFIELD BRIEFINGS - V 

VALENCIA 



NAME: VALENCIA COUNTRY: SPAIN 


AIDS:30 ILS - RADAR IATA: VLC ICAO: LEVC 



P a g e | 201 

TERRAIN 

he Spanish airfield is situated 8nm from the coast on the W edge of the city. A mountain range runs 

along the coast and the airfield lies in an area of lower ground on the E side of this range. 1 nm W the 

ground rises rapidly to 774ft asl at 3nm, 1.083ft 5nm SW, 1,132 ft asl at 7nm WNW and 1,013ft asl at 

9nm NW, At 25nm W the terrain is in excess of 4,000ft asl. To the N & NE are further hills with 

2,976ft asl at 15nm N and 1,595ft asl at 11 nm ENE. 5nm to the SW is a small peak to nearly 1100ft 

amsl. There are numerous masts close to the airfield. 


RWY 30 is the only instrument approach RWY. The SIDs contain a caution to ensure adequate terrain 

clearance departing RWY 30. Emergency turn procedures are published 

WEATHER 

Cb activity over the Pyrenees may continue after dark in the summer. Cb's encountered with the 

passage of cold fronts in winter. Early morning fog is a problem, particularly in winter. Risk of low 

Stratus with E winds. 




The ground at the airfield is undulating with the civil apron considerably lower than the RWY's. A large 

area of the civil apron is not visible from the control tower. 

The airfield is joint civil/military. 


VARNA 





NAME: VARNA COUNTRY: BULGARIA 


AIDS: 09 ILS VOR DME -RADAR IATA: VAR ICAO:LBWN 



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TERRAIN 

The minimum safe altitude is in the proximity of Varna airfield has not yet been published. 

Topographical charts/Airway Manual route charts, should be consulted to ensure terrain clearance 

requirements are met. 


See "Bulgaria" ATC regulations for altitude settings procedures etc. 


V E R O N A 





NAME: VERONA COUNTRY: ITALY 


AIDS:05ILS- RADAR IATA: VRN ICAO: LIPX 



P a g e | 203 

TERRAIN 

Situated at the foot of the Italian Alps on the N side of the Italian plain. The city is to the SE of the 

airfield but terrain dictates RH circuits for RWY 05. 


Because of the high ground to the N, descents and departure pose problems. Arrival routes are via 

SARONNO & ELTAR to the GAZOLDO NB which is 15nm on the LLZ to RWY 05. Descent in the holding 

pattern is usually required. Normal landing RWY is 05, note the immediate R turn on the missed 

approach. 

Instrument approaches to RWY 05 only, due to terrain. 

Circling to the SE 

Call for clearance 10 mins. Before starting engines. 

Preferred take off is RWY 23. Note the minimum altitudes and flight levels in the SID's. 

WEATHER 

Poor visibility is the characteristic of the Po valley in winter. Proximity of high ground causes CuNimb 

activity in the summer. 




A joint military/civil airfield with the civil apron on the NE corner. There are jet barriers installed, 

which have been considered in determining take off weights. 

Ttype VASI's installed. 

Jet barriers are installed. 

"Follow me" vehicles are used. 


VITORIA 





NAME: VITORIA COUNTRY: SPAIN 


AIDS:04ILS-NO RADAR IATA: VIT ICAO: LEVT 



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TERRAIN 

The airfield is situated 3nm NW of Vitoria city, approx. 30nm SSE of Bilbao. The old and now disused 

aerodrome is in the NE suburbs of Vitoria. There is high ground to over 3,000ft asl, in all quadrants, 

but there is a shallow valley extending some 8nm E of the airfield. 

Notable peaks are: - 

4,879ft asl 9nm N 

3,871ft asl 10nmSE 

3,274ft asl 6nmSSE 

3,419ft asl 6nmSSW 

Only 1,25nm from RWY 22 threshold and only just L of the centre line is a hill 430 ft above threshold 

elevation. In poor visibility this could present difficulties if the surface wind dictates a visual circuit and 

landing on RWY 22. 


The minimum take off RVR is low but there is requirement to maintain visual contact with the high 

ground. 

WEATHER 

Winter - Cold front type weather associated with depressions to the N is common giving Cu and Cb 

activity. Light to moderate amounts of snow. Mist and early morning FOG anti - cyclonic conditions 

Summer - Hot and Dry. Occasional thunderstorms late afternoon. Risk of FOG early morning. 


T - type VASI's installed. 

Good road communications with Bilbao - travelling time approx. 45 mins. 


VNUKOVO 





NAME: VNUKOVO COUNTRY: RUSSIA 

RUNWAYS: 01/19 (3.060M) 

06/24 (3.000M) 


AIDS: ILS 01/19,06/24-RADAR IATA: VKO ICAO: UUWW 


LT=UTC+4HR 


TERRAIN 

12 km W of Moscow 


Noise abatement procedures during take-off and climbing phase Restrictions 


P a g e | 205 

Take-off of aircraft with a tail-wind component of up to 5m/sec is allowed under the following 

conditions: 

- runway is dry or damp; friction coefficient is 0.5 or more; 

- cross-wind component is not more than 5m/sec. 

A displacement of the runway threshold shall not be used as a noise abatement measure. 

A change of flight (course) direction after take-off is allowed only after reaching 120 m AAL. 

The aircraft turn from 120m to 300m AAL shall be carried out with a 15° bank, from 300m (1000ft) to 

900m (3000 ft) – with a 20° bank. 

The aircraft turn from 900m AAL shall be carried out with a 25° bank or at angular speed of 3° /sec. 

The minimum steady climb speed shall not be less than V2 + 20 km/h (10 knots) or less than that 

prescribed in the Aeroplane Flight Manual if it has greater value. 

Maintaining the minimum climb speed is not required if it brings to exceeding the minimum 

permissible angle of attack. 

The reduction of engines power shall not be applied 

until: 

- the aircraft reaches 240m (800ft) AAL; 

- the established standard power mode enables with the maximum certified take-off mass to maintain 

the steady climb gradient of not less than 4% at a speed specified above; 

- take-off path provides overflying all obstacles located under the flight path with sufficient clearance 

both when all engines are operating normally and also taking into account possible engine failure and 

the time period necessary for the rest engines to develop full power. 

Noise abatement procedures, which envisage takeoff with reduced engines power, shall not apply 

under the following unfavourable operating conditions: 

- if RWY is covered with snow, ice, slush, water, mud, rubber, oil or other substances and the friction 

coefficient at this is 0.4 or less; 

- when horizontal visibility is less than 1800m (1 mile); 

- when a cross-wind component on the runway (including gusts) exceeds 7m/sec (15 knots); 

- when a tail-wind component on the runway is more than 2.5m/sec (5 knots); 

- when wind shear is forecasted or reported or a thunderstorm situation is expected. 






P a g e | 206 


Arriving aircraft shall be met and escorted by “FOLLOW ME” vehicles to the designated stand. 

Movement of aircraft about the aerodrome shall be controlled by the controller of the Taxiing Control 

Unit on the following frequencies: Vnukovo-Taxiing-1 120.450 (119.450) MHz (outside the area of 

responsibility of Vnukovo-Taxiing-2) or Vnukovo-Taxiing-2 121.700 (119.450) MHz (the apron of 

Vnukovo III, TWY 13, TWY 14, segment of RWY 06/24 from RWY 06 extremity to intersection with 

RWY 01/19). Taxiing and towing without permission of taxiing controller are prohibited. 


requested via the taxiing controller. 

WEATHER 

Moscow has a humid continental climate with warm summers and no dry season. The area within 40 

km of this station is covered by croplands (75%), built-up areas (19%), and grasslands (6%). 

Temperature 







Clouds 


December 12 and clearest on June 23. The clearer part of the year begins around March 16. The 


Precipitation 



around April 22, occurring in 61% of days. 

Over the entire year, the most common forms of precipitation are moderate snow, moderate rain, 

light snow, light rain, and thunderstorms. 






most likely around February 4, when it is observed during 28% of all days. 






P a g e | 207 








thunderstorms), moderate rain (33%), and light rain (26%). 




snow), light snow (30%), and heavy snow (13%). 

Snow 



Wind 



The highest average wind speed of 4.2 m/s (gentle breeze) occurs around December 12, at which 

time the average daily maximum wind speed is 6.1 m/s (moderate breeze). 

The lowest average wind speed of 2.8 m/s (light breeze) occurs around July 24, at whThe wind is 

most often out of the south west (15% of the time), south (14% of the time), west (14% of the 

time), and south east (10% of the time). The wind is least often out of the north east ( 4% of the 

time). ich time the average daily maximum wind speed is 5.2 m/s (gentle breeze). 



migration. The existence of agricultural lands and large forest favour the dwelling of raven birds which 

as the majority of other birds migrate at heights from 100 to 600 m, especially during morning and 

evening hours of the day. That is why during the above mentioned periods the pilots are 

recommended to switch on aircraft landing lights when flying in the vicinity of the aerodrome, during 

take-off, approach-to-land and also during climbing and descending. 


VOLGOGRAD 





NNAME: VOLGOGRAD/GUMRAK COUNTRY: RUSSIA 


AIDS: ILS RWYS 11/29 IATA: VOG ICAO: URWW 

ELEVATION: 147 MT MSA. 2800 FT 


P a g e | 208 

TERRAIN 

The airport is located 12 km NW of Volgograd, a city near by the river. No special terrain around the 

airport. 


Radar vectoring shall be carried out providing a direct control over aircraft movement. For air traffic 

flow management ATS units controllers instruct aircraft crews to reach specified flight levels (heights) 

and also assign courses to follow in order to provide separation intervals necessary for carrying out 

landing taking into account aircraft characteristics. 

Radar vectoring charts are not published 

Radar control in TMA is provided by ATC automated system. Radar control shall be provided by 

precision approach radars (PAR) on final in the sector ±15 o from RWY centre line at a distance of 30 

km from RWY thresholds. 


Birds are a hazard especially early in the morning and in the afternoon. 

The majority of birds migrate at heights from 100 up to 600 m AGL. Some bird varieties migrate at 

heights up to 3000 m. 

There are several places of local birds and birds of passage concentration within TMA. 

The beginning of seasonal bird migrations from the South to the North within TMA occurs in the 

middle of March and terminates in the first half of April. Backward bird migrations to south regions 

occur in September and October. As a rule mass seasonal bird migrations occur at night and at 

twilight, during daylight hours birds are landing on ponds and fields, with the exception of rooks and 

starlings migrating during daylight hours as well as at night. 

Daily bird migrations are the most hazardous. 

In case of visual detection of birds or in case of receiving controller’s information about presence of 

birds along flight course, crews are recommended to take the following appropriate measures to avoid 

eventual collision with birds: 

- to reinforce discretion while observing airspace; 

- to fly around or over birds; 

- to carry out missed approach; 

- to switch on onboard landing lights. 

WEATHER 

Expect snow on winter. 


Fueling, handling, de icing, available 24 hours. 

Precision approach CAT 1 lighting system in both runways with PAPI 

D category for firefighting H24, CAT 7 


requested via tower controller. 


VORONEZH 





NNAME: VORONEZH/CHERTOVITSKOYE. COUNTRY: RUSSIA 


AIDS: ILS RWYS 13/31 IATA: VOZ ICAO: UUOO 



P a g e | 209 

TERRAIN 

The airport is located 18 km N of the centre of Voronezh .No special terrain near by the airport 

vicinity. 


Radar vectoring shall be provided. 


Take-off of aircraft with a tail-wind component up to 5 m/sec is allowed under the following 

conditions: 

- RWY is dry or damp; 

� friction coefficient is 0.5 or more; 

� Cross-wind component is not more than 5 m/sec. 

Special RWY 13/31 approach procedures 

The approach-to-land procedure is as follows: descending for landing shall be carried out, as a rule, 

straight-in, proceeding into the area of base and final turns. The crews shall commence descending 

estimating to cross NDB of entry corridors at flight levels: 

Terbuny - 4500 m 

Zadonsk - 3900 m 

Petrovskoye - 4200 m. 

When approaching from direct routes the crews shall cross 70 km from ARP, TAR, PAR at flight levels 

not above 4500 m. In case of restrictions approach for landing is possible from Terbuny NDB - 5100 

m, from Zadonsk NDB - 4500 m on landing heading 305° MAG, from Petrovskoye NDB - 4800 m on 

landing heading 125° MAG, without carrying out flight rectangular APCH traffic pattern. To prevent 

possible deviations from the established forward and vertical speeds flight level at a distance of 35 km 

from ARP, TAR, PAR shall not exceed the transition level. 

Birds are a hazard all year around. 

WEATHER 

You can expect moderate snow in winter time and thunderstorms in summer time. 


Handling, fueling, de icing 24 hours available 

Simple approach lighting system to both runways 







P a g e | 210 




AIRFIELD BRIEFINGS - W 

WARSAW 



NAME: WARSAW COUNTRY: POLAND 

RUNWAYS:11/29 (2.800M) 15/33 (3,690M) AIRFIELD CODES 

11&33 ILS-RADAR IATA: WAW ICAO: EPWA 



P a g e | 211 

TERRAIN 

Warsaw (Okecie) is 5nm SW of the city. N & E of the airfield are obstructions, the nearest is 4nm N 

and reaches nearly 1,200ft asl. 6nm SW there is an obstruction to nearly 1,600ft asl. Power lines cross 

short finals RWY 33. 


Babice airfield is 5nm NW on the extended centre line of RWY 33. 

Expect direct routings inbound. See Aerad Plates for preferred RWY systems. 

Circling is prohibited in the sector 338 0 through N to 103. 

IF TANKERING fuel inbound to Warsaw with a full passenger load BEWARE ARRIVING ABOVE MAX. 

LANDING WEIGHT AS ATC have given many direct routings across Europe. 

An A320 that overran the RWY in September 1993 was passed a headwind of 160 °/10kts when the 

actual conditions were a tailwind of 280 °/20kts at touchdown; however surface winds have since 

been reported as accurate. 

A departure slot may be required; check with handling agent. Be prepared for a lengthy ATC 

clearance delivered at speed. Aircraft are usually climbed under radar. Warsaw is noise sensitive. 

ALTIMETRY 

As in Western Europe. 

METRIC UNITS 

If required, approx. conversions are: - 

WIND Km/hr/2 =knots 

M/sec x2 =knots 

ROC/ROD m/sec x 200 =ft/min 

See conversions table in flight guide supplement. 

WEATHER 

MAR-APR Temperature rises rapidly causing rapid melt of winter ice & snow. Frequent low st MAY- 

AUG Occasional thunderstorms afternoon & evening. Occasional morning fog. SEP-OCT Temperature 

falls rapidly. Morning fog slow to clear. 

NOV-FEB Snow. Weather depends on Siberian high. Warsaw usually on the NW of the circulation and 

gets Sly winds. Frequent low cloud & persistent fog. N'ly winds Bring intense cold. 




RWY 29 has a considerably inset landing threshold. Elements of airfield lighting often unserviceable. 

RWY's reported slow to drain. 

If the surface wind exceeds 20m/sec (40kts) all ramp staff are withdrawn and no loading, unloading, 

Catering or fuelling operations are allowed. 







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AIRFIELD BRIEFINGS - Y 

YAROSLAVL (TUNOSHNA) 



NAME: YAROSLAVL COUNTRY: RUSSIA 


AIDS: ILS 23-RADAR IATA: IAR ICAO: UUDL 


LT=UTC+3HR (winter), UTC+4HR (summer) 


TERRAIN 

12 km SE outskirts of Yaroslavl 


P a g e | 213 


1. Climb on take-off heading 233°MAG to (250) m shall not be further than 10 km from RWY 23 

extremity. 

2. When radar control is not provided RWY 05/23 approach-to-land procedure shall be carried out via 

LOM (RWY 23). 



requested via the taxiing controlle 

WEATHER 

NIL 


The ornithological situation in the vicinity of the aerodrome is conditioned by the presence of several 

colonies of birds, mainly the gulls. The places of bird nesting are located in different parts of the city, 

suburban groves, planted trees and large water surfaces. The routes of birds’ flying in the morning 

and in the evening lie across the runway from the North to the South at heights 10-50 m and with 

mass landing on the whole runway during the operating hours of the airport. 

The autumn mass migration of birds begins in September and terminates at the end of October. The 

spring migration begins in the middle of March and continues till the early May, flying heights are 100- 

800 m. 

During these periods of the year the crews are recommended to switch on landing lights during the 

flight in the vicinity of the aerodrome, take-off, approach-to-land and also during climb and descent 

procedures. 


YEKATERIBURG 





NAME: KOLTSOVO COUNTRY: RUSSIA 

RUNWAYS: 26R/08L (3004x45) 

26L/08R (3026x53) 


AIDS: ILS CAT I 26R/08L - ILS CAT I 26L/08R IATA: SVX ICAO: USSS 

ELEVATION: 233,6M MSA. 3.400 FT 


P a g e | 214 

TERRAIN 

The territory of the aerodrome is a dry short grass meadow, which is surrounding the artificial 

aerodrome surfaces. The agricultural fields, forest outliers, the Iset river, motor and railway roads, 

town buildings are located in close proximity to the territory of the aerodrome. 


Radar vectoring in TMA shall be executed by ATS unit, which provides a direct control over aircraft 

movement. For air traffic flow management the controllers of ATS units shall give instructions to reach 

specified flight levels (heights) and also set courses to the crews for the purpose of providing 

separation necessary for carrying out landing taking into account aircraft characteristics. 


Radar control over aircraft flights in TMA is provided by ATC automated system “Alpha”. 


The period of complicated ornithological situation connected with the mass concentration of birds in 

the vicinity of Yekaterinburg (Koltsovo) aerodrome takes place from the end of March till the end of 

October. 

During the period of complicated ornithological situation the flight crew must: 

� take into account the information of ATS unit about the ornithological situation in the vicinity 

of the aerodrome and en-route before taking a decision for departure; 

� evaluate the possibility of performing a flight before carrying out a take-off, having obtained 

the information of ATS unit about complication of the ornithological situation (the appearance 

of the flock of birds on the runway or on the airfield territory adjoining the runway). Take-off 

under these conditions shall be carried out with switched on lights; 

� avoid the birds or fly above them in case of their detection on the flight path; 

WEATHER 

NIL 


AD category for firefighting H24, CAT 8 

CAT 9 shall be provided only by prior coordination and at least four days prior to the intended flight. 


YEREVAN 





NAME: YEREVAN COUNTRY: GREECE 


AIDS: ILS- V O R / N D B D M E - IATA: EVN ICAO: UDYZ 



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TERRAIN 

Yerevan airport is located West of the town of Yerevan. High terrain exist all around the airport with 

MSA of 18100 to the South. 


Expect ILS approach for runway 09. Runway 27 has NDB VOR DME approach only. Circle to the South 

of the airfield. Visual for runway 27, only for aircrafts on A or B category only. Do not confuse Yerevan 

airport with Erebuni airport which is located 2,7 miles southeast of Yerevan. 

WEATHER 

Expect hot summers with CB activity during afternoon hours. 


Runway is 12600 feet long. Minor repair facilities exist at the airport. 







P a g e | 216 




AIRFIELD BRIEFINGS - Z 

ZAKINTHOS 



NAME: ZAKINTHOS COUNTRY: GREECE 


AIDS: NO ILS- N O RADAR- IATA: ZTH ICAO: LGZA 



P a g e | 217 

TERRAIN 

The airfield is situated on the S coast of the island of Zakinthos some 140nm W of Athens. The town 

is 3nm NE. A ridge running NW/SE lies 4nm to the W. the highest point on the ridge rises to 2,480ft 

asl 9nm NW of the airfield Closer in, are spot elevations, reaching: 

748ft asl 1,9nm N 1,614ft asl 1.9nm E 

646ft asl 3,7nm NW 

There is high ground to nearly 5,600ft asl, 27nm NW, on nearby Kefallinia. 


Difficulty may be experienced in obtaining initial descent clearance from ATHENS ATC. Expect a 

handover to ANDRAVIDA from Athens ATC. There is a modern control tower at Zakinthos but only 

advisory information is passed. English is adequate but care should be taken to use correct 

phraseology. 

RWY 16 RH circuits. 


Night operations not permitted unless PAPI's and RWY edge lighting serviceable. Make full use of 

PAPI's and DME altitude cross checks. 

WEATHER 

Isolated Cb in spring & summer. Wide spread rain and thick cloud associated with depressions in 

winter. Proximity of high ground gives turbulence on finals particularly with crosswinds. 

Mean Temperature January 11°C Sept. 26°C 


Backtracking necessary for take off and usually after landing. Bird concentrations sometimes a 

problem. The terminal and apron are small, facilities are limited. 


ZURICH 





NAME: ZURICH COUNTRY: SWITZERLAND 

RUNWAYS: 10/28(2,500M) 

16/34(3,700M) 

14/32(3,300M) 


AIDS: 14& 16 ILS - RADAR IATA: ZRH ICAO: LSZH 



P a g e | 218 

TERRAIN 

The airfield is in a shallow valley with low hills on all sides, 3nm S is the City of Zurich with the lake 

beyond. At 4nm S the terrain reaches nearly 2,400ft asl and at 7nm SW there is terrain to nearly 

2,600ft asl To the W, in line with extended centre line of RWY 28, is a range or hills reaching nearly 

3,000ft asl with 5nm. The Alps are just over 30nm to the S. 


5nm SE is Dubendorf military aerodrome. There is much general aviation traffic in the Zurich area. 

Instrument approaches to RWY 14, 16 and 28 only due to terrain. False localiser capture and glide 

path signal disturbance have been reported on ILS 16. Expect vectors normally to RWY's 14 & 16; 

speed and altitude requests by ATC may lead to a steep, fast approach. Don't confuse RWY's 14 & 16; 

they may both be in use for alternate landings. An ILS SIDESTEP procedure is published (see Airway 

Manual plates). ATC also use "Swing over" landing procedure RWY's 14 & 16 and hold short 

operations RWY 28 which allow smaller aircraft to land on the first part of RWY 28 holding short of the 

intersecting RWY 16/34 - see special procedures page in Airway Manual booklet. Note maximum 

speeds in turns during missed approach procedures. Take off is normally from RWY 10/28. For start 

up procedure see special procedure which also contains lengthy notes on noise abatement. Zurich is 

very noise sensitive. The SID's contain max. speeds in some turns. Certain SID's are not available to 

some aircraft types. 


To avoid GPWS ACTIVATION during RWY 14 approach achieve landing configuration y 3,500ft QNH. 

The approach to RWY 14 passes over undulating terrain and at 5nm final the glide slope is only 8t 

above ground level. There is a straightforward VOR/DME approach to RWY 28 which is preferable to a 

visual approach to landing on RWY 28. However if a visual approach to RWY 28 is required after an 

instrument approach to 14 or 16 a LEFT HAND BASE LEG should be requested to avoid possible GPWS 

problems. ATC will normally offer a RH circuit over undulating terrain because circling is prohibited to 

the SW of the airfield. However if the airfield is over flown after the instruments approach RWY 14 or 

16, a left base turn can be made (inside the rising terrain and Dubendorf military aerodrome) without 

straying to the prohibited SW 

EXTREME TURBULENCE should be expected with strong W winds when positioning for a visual landing 

RWY 28 

WEATHER 

Winter 2 to 3" of rain or snow per month. During well established high pressure periods persistent 

FOG is a problem. 

Summer 4 to 5" rain per month. Thunderstorms fairly frequent and may continue well into the night 

Mean max temperature - Jan: 3°C Jul: 22°C Mean min temperature - Jan: 01°C Jul: 14 °C. 


PAPI's RWY 10 & 28, set at 3.5 0 & 3.7 0 respectively. Service movement radar and "follow me" 

vansare available. Some stands are multi-designated for both narrow & wide-bodied aircraft; ensure 

correct centre line used.

OM Part C AIRFIELD BRIEFINGS Section 2 Page |1 ... - Astra Airlines

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