EGBB — BIRMINGHAM
1 |
ARP coordinates and site at AD |
Lat: 522714N
Long: 0014453W
Centre point of Runway intersection with Taxiways Lima/Tango. |
2 |
Direction and distance from city |
5.5 NM ESE of Birmingham. |
3 |
Elevation / Reference temperature / Mean Low Temperature |
339 FT / 18 °C / - |
4 |
Geoid undulation at AD ELEV PSN |
162 FT |
5 |
Magnetic Variation / Annual Change |
0.13°W (2022 ) / 0.20°E |
6 |
AD Administration |
BIRMINGHAM AIRPORT. |
Address |
Birmingham Airport, Birmingham B26 3QJ. | |
Telephone |
0871-222 0072 (Airport) 0121-767 1235 (ATC) 0121-767 7139 (Airfield Duty Manager) 0121-767 1260 (ATC ATIS) 0121-767 1210 (ATC Watch Manager) | |
Telefax |
0121-782 8802 (Airport) 0121-767 1239 (ATC) | |
AFS |
EGBBYDYX | |
E-mail address |
ADM@birminghamairport.co.uk (Airfield Duty Manager) | |
Telex |
337537 EGBB (CAA) | |
7 |
Type of Traffic permitted (IFR/VFR) |
IFR/VFR |
8 |
Remarks |
All calls to ATC will be recorded. |
1 |
AD Administration |
H24 |
2 |
Customs and immigration |
H24 |
3 |
Health and sanitation |
H24 |
4 |
AIS Briefing Office |
H24 (Automated self-briefing, Main Terminal). |
5 |
ATS Reporting Office (ARO) | |
6 |
MET Briefing Office |
H24 (Automated self-briefing, Main Terminal). |
7 |
ATS |
H24 See also AD 2.18. |
8 |
Fuelling |
World Fuel Services, H24. Shell, 0500-0200 (0400-0100). Blue City Aviation and Signature by arrangement (Elmdon Apron). |
9 |
Handling |
H24 (Blue City, Marshalls, Swissport). 0600-2359 (0500-2300) (Signature) - H24 by arrangement. |
10 |
Security |
H24 |
11 |
De-icing |
H24 |
12 |
Remarks |
1 |
Cargo handling facilities |
Pallet and container handling. Nearest siding Stechford, 3 NM. |
2 |
Fuel and oil types |
AVTUR JET A-1 100. , W80, W100, 100 |
3 |
Fuelling facilities/capacity |
Bowser facility. |
4 |
De-icing facilities |
Available. Check with handling agents. |
5 |
Hangar space for visiting aircraft |
Limited. By arrangement with local companies. |
6 |
Repair facilities for visiting aircraft |
Minor only. |
7 |
Remarks |
Mandatory handling for all visiting Business and General Aviation aircraft. Handling agencies are: |
1 |
Hotels |
Hotels in vicinity. |
2 |
Restaurants |
Available on site. |
3 |
Transportation |
Buses, taxis, trains and hire cars. Nearest railway station, Birmingham International. |
4 |
Medical facilities |
Limited first aid treatment. |
5 |
Bank and Post Office |
Bureau de Change. |
6 |
Tourist Office | |
7 |
Remarks |
1 |
AD category for fire fighting services |
RFF Category A9 RFF Category 10 aircraft accepted under remission. |
2 |
Rescue equipment |
Details available on request from aerodrome. |
3 |
Capability for removal of disabled aircraft |
MTWA 10000 kg (equipment for heavier aircraft could be made available. Tel: 0121-782 0707 (Airport Fire Station). |
4 |
Remarks |
1 |
Type of clearing equipment |
Mechanical - Chemical de-icing. |
2 |
Clearance priorities |
Standard. See AD 1.2.2. |
3 |
Remarks |
ATC snow state and clearance programme 0121-767 1235. Snow Control 0121-767 7152. |
1 |
Apron surface and strength |
ELMDON Surface: Asphalt PCN 25 /F /C /X /T ELMDON/GA Surface: Concrete PCN 30 /R /C /W /T TERMINAL Surface: Concrete PCN 75 /R /B /W /T |
2 |
Taxiway width, surface and strength |
Taxiway A : 23 M Surface: Concrete and asphalt PCN 75 /R /B /W /T |
Taxiway B : 23 M Surface: Asphalt PCN 75 /R /B /W /T | ||
Taxiway C : 23 M Surface: Concrete PCN 75 /R /B /W /T | ||
Taxiway D : 23 M Surface: Concrete and asphalt PCN 75 /R /B /W /T | ||
Taxiway E : 23 M Surface: Concrete and asphalt PCN 75 /R /B /W /T | ||
Taxiway F : 23 M Surface: Concrete PCN 30 /R /B /W /T | ||
Taxiway G : 18 M Surface: Asphalt PCN 25 /F /C /W /T | ||
Taxiway H : 23 M Surface: Concrete PCN 29 /R /C /W /T | ||
Taxiway J : 23 M Surface: Asphalt PCN 84 /F /B /W /T | ||
Taxiway L : 45 M Surface: Asphalt PCN 93 /F /C /W /T | ||
Taxiway S : 23 M Surface: Asphalt PCN 89 /F /C /W /T | ||
Taxiway T : 23 M Surface: Concrete and asphalt PCN 53 /R /C /W /T | ||
Taxiway U : 23 M Surface: Concrete PCN 53 /R /C /W /T | ||
Taxiway V : 23 M Surface: Concrete and asphalt PCN 75 /R /B /W /T | ||
Taxiway W : 23 M Surface: Asphalt PCN 75 /F /B /W /T | ||
Taxiway Y : 23 M Surface: Concrete PCN 75 /R /B /W /T | ||
3 |
Altimeter checkpoint location and elevation |
Terminal Apron 325 FT Elmdon GA Aprons 325 FT |
4 |
VOR checkpoints | |
5 |
INS checkpoints |
See Ground Movement/Parking/Docking Chart. |
6 |
Remarks |
1 |
Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands |
Taxiing guidance signs: Taxi-holding position; Guide lines at apron. |
2 |
Runway and taxiway markings and lighting |
Runway marking aid(s): 15/33 : Designation, runway edge, threshold, centre-line, TDZ. |
Taxiway light(s): Green centre-line lighting (15 M spacing) plus blue edge on curves and red stop bars. | ||
3 |
Stop bars and runway guard lights (if any) |
Stop bars at runway entrance points are in operation H24. |
4 |
Other runway protection measures | |
5 |
Remarks |
Safedock visual docking guidance may be used from either seat. |
In Approach/Take-off areas | ||||||
---|---|---|---|---|---|---|
Obstacle ID/ Designation | Obstacle Type | Obstacle Position | Elevation/Height | Obstruction Lighting Type/Colour | Remarks | |
1 | 2 | 3 | 4 | 5 | 6 | |
33/APPROACH 15/TAKE-OFF |
Pylon |
522545.64N 0014254.67W |
475 FT |
No | ||
33/APPROACH 15/TAKE-OFF |
Pylon |
522526.42N 0014258.4W |
476 FT |
No |
In circling area and at aerodrome | ||||||
---|---|---|---|---|---|---|
Obstacle ID/ Designation | Obstacle Type | Obstacle Position | Elevation/Height | Obstruction Lighting Type/Colour | Remarks | |
1 | 2 | 3 | 4 | 5 | 6 | |
TV Mast |
523602.21N 0015001.97W |
1358 FT |
800 FT |
Yes |
Obstacles lighted and flashing. | |
Aerial on Block of Flats |
522948.56N 0014421.64W |
472 FT |
No | |||
GPO Tower |
522900.79N 0015415.35W |
935 FT |
528 FT |
Yes |
Obstacles lighted and flashing. | |
Aerial on Block of Flats |
522854.47N 0014818.9W |
528 FT |
No | |||
Pylon |
522847.36N 0014308.45W |
481 FT |
No | |||
Church Spire |
522828.32N 0014810.28W |
555 FT |
No | |||
Pylon |
522811.19N 0014240.74W |
468 FT |
Yes | |||
Pylon |
522755.86N 0014229.56W |
480 FT |
No | |||
Aerial on Block of Flats |
522754.79N 0014831.77W |
482 FT |
No | |||
Office Block with aerial |
522744.37N 0014859.78W |
577 FT |
No | |||
Pylon |
522723.38N 0014234.95W |
471 FT |
No | |||
Mast |
522718.99N 0013719.56W |
785 FT |
No | |||
Building |
522656.64N 0014450.25W |
378 FT |
Yes | |||
Pylon |
522648.36N 0014240.78W |
483 FT |
No | |||
Aerial on Block of Flats |
522646.54N 0014851.9W |
508 FT |
No | |||
Floodlight |
522646.15N 0014405.70W |
373 FT |
Yes | |||
Floodlight |
522640.94N 0014351.15W |
436 FT |
Yes | |||
Pylon |
522622.01N 0014246.6W |
488 FT |
No | |||
Spire |
522621.50N 0014328.72W |
487 FT |
Yes |
Obstacles lighted and flashing | ||
Aerial |
522608.1N 0014632.53W |
504 FT |
No | |||
Transmitter |
522533.51N 0014624.70W |
580 FT |
Yes | |||
Pylon |
522518.41N 0014341.27W |
483 FT |
No | |||
Chimney |
522459.38N 0014626.68W |
545 FT |
No | |||
Pylon |
522456.69N 0014304.09W |
486 FT |
No | |||
Spire |
522440.99N 0014633.29W |
619 FT |
No | |||
Pylon |
522434.58N 0014308.37W |
534 FT |
No |
1 |
Associated MET Office |
MET OFFICE EXETER |
2 |
Hours of service MET Office outside hour |
H24 |
3 |
Office responsible for TAF preparation Periods of validity |
MET OFFICE EXETER 24 Hours. |
4 |
Trend forecast Interval of issuance | |
5 |
Briefing/consultation provided |
Self briefing/Telephone. |
6 |
Flight documentation Language(s) used |
Charts abbreviated plain language text. TAFs and METARs. English |
7 |
Charts and other information available for briefing or consultation | |
8 |
Supplementary equipment available for providing information | |
9 |
ATS units provided with information |
BIRMINGHAM |
10 |
Additional information (limitation of service, etc.) |
Designations RWY Number |
True bearing |
Dimensions of RWY | Surface of RWY/ SWY/ Strength (PCN) |
THR co-ordinates/ THR Geoid undulation | THR elevation/ Highest elevation of TDZ of precision APP RWY | Slope of RWY/ SWY |
---|---|---|---|---|---|---|
1 | 2 | 3 | 4 | 5 | 6 | 7 |
15 |
145.81° |
3052 x 45 M |
RWY surface: Asphalt , Grooved PCN 65 /F /B /W /T |
522748.52N 0014531.43W 162 FT |
THR 303 FT | |
33 |
325.82° |
3052 x 45 M |
RWY surface: Asphalt , Grooved PCN 65 /F /B /W /T |
522646.58N 0014422.56W 162 FT |
THR 328 FT |
SWY Dimensions | Clearway Dimensions | Strip Dimensions | RESA Dimensions, Overshoot / Undershoot | Location/description of arresting system | OFZ | Remarks |
---|---|---|---|---|---|---|
8 | 9 | 10 | 11 | 12 | 13 | 14 |
RWY 15 | ||||||
RWY 33 |
Runway designator |
TORA |
TODA |
ASDA |
LDA |
Remarks |
---|---|---|---|---|---|
1 | 2 | 3 | 4 | 5 | 6 |
15 |
3003 M |
3063 M |
3003 M |
2580 M | |
33 |
3003 M |
3196 M |
3003 M |
2449 M | |
15 |
2448 M |
2508 M |
2448 M |
Take-off from intersection with Taxiway B. | |
15 |
1440 M |
1500 M |
1440 M |
Take-off from intersection with Taxiways L and T. | |
15 |
1220 M |
1280 M |
1220 M |
Take-off from intersection with Taxiway G. | |
33 |
2551 M |
2743 M |
2551 M |
Take-off from intersection with Taxiway E. | |
33 |
2180 M |
2373 M |
2180 M |
Take-off from intersection with Taxiway C. | |
33 |
2093 M |
2286 M |
2093 M |
Take-off from intersection with Taxiway F. | |
33 |
1768 M |
1961 M |
1768 M |
Take-off from intersection with Taxiway G. | |
33 |
1559 M |
1752 M |
1559 M |
Take-off from intersection with Taxiways L and T. |
RWY | Approach lighting Type/ Length/ Intensity | Threshold lighting Colour/ Wing bars | VASIS/ MEHT/ PAPI/PAPI Dist from THR | TDZ,lightingLength | Runway Centre LinelightingLength/ Spacing/Colour/ Intensity | Runway edge lighting Length/ Spacing/Colour/ Intensity | Runway end lighting Colour/ Wing bars | Stopway lightingLength/Colour | Remarks |
---|---|---|---|---|---|---|---|---|---|
1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 |
15 |
Coded centre-line with five crossbars. 914 M Light intensity high |
Light intensity high
Uni-directional |
PAPI Left /3 ° 60 FT 406 M |
900 M |
Colour coded 15 M spacing Light intensity high |
Variable intensity bi-directional Light intensity high |
Red | ||
33 |
Coded centre-line with five crossbars. 914 M Light intensity high |
Light intensity high
Uni-directional |
PAPI Left /3 ° 59 FT 370 M |
900 M |
Colour coded 15 M spacing Light intensity high |
Variable intensity bi-directional Light intensity high |
Red |
1 |
ABN/IBN location, characteristics and hours of operation | |
2 |
LDI location and lighting Anemometer location and lighting |
Anemometer: Runway 33: 522652.90N 0014437.40W; Runway 15: 522736.3N 0014525.4W. |
3 |
TWY edge and centre line lighting | |
4 |
Secondary power supply/switch-over time |
Yes/1 second. |
5 |
Remarks |
1 |
Coordinates TLOF or THR of FATO, geoid undulation | |
2 |
TLOF and/or FATO elevation | |
3 |
TLOF and FATO area dimensions, surface, strength, marking, lighting | |
4 |
True BRG of FATO | |
5 |
Declared distance available | |
6 |
APP and FATO lighting | |
7 |
RMK |
Helicopters to approach using active runway and land as instructed by ATC. |
Designation and lateral limits | Vertical Limits | Airspace Class | ATS unit callsign/ language | Transition Altitude | Hours of applicability | Remarks |
---|---|---|---|---|---|---|
1 | 2 | 3 | 4 | 5 | 6 | 7 |
BIRMINGHAM CTR 523507N 0014154W - 522626N 0013203W thence clockwise by the arc of a circle radius 8 NM centred on 522722N 0014502W to 521933N 0014740W - 522835N 0015758W thence clockwise by the arc of a circle radius 8 NM centred on 522722N 0014502W to 523507N 0014154W |
Upper limit: 4500 FT ALT Lower limit: SFC |
D |
BIRMINGHAM APPROACH English |
6000 FT |
Birmingham ATC is the Controlling Authority for that part of the Daventry Control Area which overlies the Birmingham CTR and CTA up to and including FL 80. | |
BIRMINGHAM ATZ A circle, 2.5 NM radius, centred at 522722N 0014502W on longest notified runway (15/33) |
Upper limit: 2000 FT Lower limit: SFC |
D |
BIRMINGHAM APPROACH English |
6000 FT |
Birmingham ATC is the Controlling Authority for that part of the Daventry Control Area which overlies the Birmingham CTR and CTA up to and including FL 80. |
Service | Callsign | Channel(s) | SATVOICE number(s) | Logon Address |
Hours of Operation | Remarks |
---|---|---|---|---|---|---|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
APP |
BIRMINGHAM APPROACH |
123.980 MHz DOC 25 NM/20,000 FT |
H24 |
ATZ hours coincident with Approach hours. | ||
131.005 MHz DOC 40 NM/20,000 FT |
As Directed by ATC | |||||
TWR |
BIRMINGHAM DELIVERY |
121.930 MHz |
H24 |
GMC outside operating hours use freq 118.305 MHz | ||
BIRMINGHAM GROUND |
121.500 MHz Emergency frequency. |
OR | ||||
121.805 MHz |
As Directed by ATC | |||||
BIRMINGHAM TOWER |
118.305 MHz DOC 25 NM/4,000 FT |
H24 | ||||
RADAR |
BIRMINGHAM DIRECTOR |
131.005 MHz DOC 40 NM/20,000 FT |
As directed by ATC | |||
BIRMINGHAM RADAR |
123.980 MHz DOC 25 NM/20,000 FT |
H24 | ||||
131.330 MHz DOC 40 NM/20,000 FT |
As directed by ATC | |||||
ATIS |
BIRMINGHAM INFORMATION |
136.030 MHz DOC 60 NM/20,000 FT |
H24 |
Also available by telephone: | ||
OTHER |
BIRMINGHAM FIRE |
121.600 MHz Non-ATS frequency. |
Available when Fire vehicle attending aircraft on the ground in an emergency |
Type of Aid CAT of ILS/MLS (For VOR/ILS/MLS, give VAR) | Ident | Frequency | Hours of Operation | Position of transmitting antenna coordinates | Elevation of DME transmitting antenna | Remarks |
---|---|---|---|---|---|---|
1 | 2 | 3 | 4 | 5 | 6 | 7 |
ILS/LLZ III 0.13°W (2022 ) |
IBIR |
110.100 MHz |
HO |
522631.39N 0014405.58W |
(RWY 15) | |
ILS/GP |
IBIR |
334.400 MHz |
HO |
522736.78N 0014527.95W |
3° ILS Ref Datum Hgt 55 FT. | |
ILS/LLZ III 0.14°W (2022 ) |
IBM |
110.100 MHz |
HO |
522800.19N 0014544.42W |
(RWY 33) | |
ILS/GP |
IBM |
334.400 MHz |
HO |
522652.33N 0014437.92W |
3° ILS Ref Datum Hgt 54 FT. | |
DME |
IBM |
38X 110.100 MHz |
HO |
522714.10N 0014505.52W |
354 FT |
(RWY 33) |
DME |
IBIR |
38X 110.100 MHz |
HO |
522714.10N 0014505.52W |
354 FT |
(RWY 15) |
NDB (L) 0.13°W (2022 ) |
BHX |
406.000 kHz |
H24 |
522716.37N 0014508.59W |
On AD. Range 25 NM. | |
VOR/DME 0.12°E (2022 ) 0.90°W (2016 ) |
DTY |
111X 116.400 MHz |
H24 |
521048.51N 0010649.64W |
600 FT |
VOR/DME DOC: 60 NM/50000 FT (75 NM/50000 FT in Sector R286-346). |
Unless by prior agreement aircraft arriving or departing on international flights must clear Customs on stands 1-86.
Slots for all commercial air transport movements must be cleared with Airport Co-ordination Ltd: SITA: LONACXH; e-mail: lonacxh@acl-uk.org; Tel: 020-8634 0636, Fax: 020-8564 0691.
Diversion Procedure – Operators are required to have made arrangements for ground handling prior to arrival. Nothing in this procedure shall however, prevent an aircraft that has declared an emergency from landing.
The wearing of high visibility clothing by all employed on the apron including flight crew and attendants is mandatory. It is the responsibility of the aircraft captain to ensure passengers are escorted by aircrew or ground staff at all times when on foot in external areas of the Aerodrome.
Aircraft not able to communicate with ATC by radio will not be accepted.
Fixed Electrical Ground Power (FEGP) must be used whenever available and serviceable. Use of aircraft Auxiliary Power Units (APUs), and diesel Ground Power Units is subject to strict controls as set out in published airport regulations. APUs should be shut down as soon as practicable following arrival and not restarted until 30 minutes prior to departure.
It is a requirement that every airline using Birmingham Airport must have local orders compatible with Birmingham Emergency Orders. Airlines, General Aviation operators and Flying clubs should also note that it is their responsibility to recover disabled aircraft and aircraft wreckage. They must have appropriate arrangements in place, and confirmed in writing to Birmingham Airport, before commencing flying operations into the aerodrome. Birmingham Airport will act as coordinating body throughout the recovery operation and has only limited equipment which may be used to assist in the recovery of aircraft
Clearance Delivery
ATC Clearances may be obtained by Voice RTF or Datalink Departure Clearance Service (DCL). Pilots should not request their clearance or SID information earlier than EOBT-15 minutes.
Voice RTF
Pilots of departing aircraft are to call Birmingham Delivery on 121.930 MHz for ATC clearance stating aircraft type, stand number and code letter of latest ATIS received. All operators are to report ready for start with Birmingham Delivery and then proceed as directed by ATC.
Data link Departure Clearance (DCL)
Pre-departure clearance by datalink is available at Birmingham for suitably equipped aircraft. Details of the DCL service may be obtained from ATC Operations on +44 (0)121-767 1235.
DCL service is available from EOBT -15 minutes.
DCL Clearances will not be issued if requested earlier than EOBT -15 minutes. If requested early, a standby message will be delivered and the clearance will automatically be delivered at EOBT -15 minutes.
Successful clearances must be ACCEPTED within 10 minutes of receipt or a ‘revert to voice’ message will be received.
If any data errors are detected by the system a ‘revert to voice’ message will be received.
If the attempt to obtain a clearance is unsuccessful the aircraft should revert to voice RTF.
Departing aircraft must report their aircraft type, stand number and code letter of latest ATIS received. All operators are to report ready for start with Birmingham Delivery and then proceed as directed by ATC.
Birmingham Airport is equipped with an Advanced Surface Movement Radar utilising Mode-S.
Aircraft operators intending to use Birmingham Airport shall ensure that Mode-S transponders are able to operate when the aircraft is on the ground.
Flight crew shall:
Select AUTO mode and the assigned Mode-A code.
If AUTO mode is not available Select ON (e.g. XPNDR) and assigned Mode-A code:
(aa) From the request for push back or taxi whichever is earlier;
(bb) After landing, continuously, until the aircraft is fully parked on stand.
When fully parked on stand select STBY.
Whenever the aircraft is capable of reporting Aircraft Identification (i.e. call sign used in flight), the Aircraft’s Identification should also be entered from the request for push back or taxi whichever is earlier (through the FMS or the Transponder Control Panel). Flight Crew must use the ICAO defined format for entry of the Aircraft Identification.
To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised; TCAS should not be selected before approaching the holding point. It should then be deselected after vacating the runway.
Aircraft taxiing without flight plan should select Mode A code 2000.
All operators requesting tow are to contact Birmingham Ground on 121.805 MHz.
Taxiing with engine(s) shut down: The Airport Company will, where possible, facilitate operators wishing to taxi to or from the terminal with less than all engines running. Operators that would like to undertake taxiing with less than all engines operating should in the first instance contact the Airfield Operations Manager, with details of the particular aircraft types involved and likely schedule times.
Elmdon Apron:
Marshalling is mandatory for all aircraft parking on the Elmdon Apron;
Pilots are advised that parking on the Elmdon apron is under marshaller guidance only. Care should be exercised due to the proximity of other aircraft when manoeuvring. Code E aircraft will be provided with follow-me guidance when entering taxiway Foxtrot due to reduced main gear wheel to paved edge clearance on the bend.
pilots are reminded of the need to maintain unobstructed access to the hangars at all times.
Due to restrictions, Taxiways T, U and Stands 81-86 inclusive may not be used during the period Mon-Sat 2300-0700 (2200-0600), Sun 2300-0800 (2200-0700); except in extenuating circumstances as defined in the night flying policy.
Aircraft commanders are asked to use minimum power settings when manoeuvring.
Self-manoeuvring on Terminal Apron Stands is prohibited at all times unless approved by Airfield Operations.
Taxiway C Restrictions:
After landing on Runway 15 and vacating onto Taxiway C, no aircraft is to proceed beyond C2 without specific ATC instructions.
A380 Aircraft Operations:
Operators of A380 aircraft may designate Birmingham as a nominated diversionary aerodrome subject to prior agreement with the Head of Airfield Operations Tel +44 (0)121-767 7384 and assessment of facilities at Birmingham by the Airline. The use of Birmingham as an alternate for A380 operations is also subject to UK CAA approval on an individual airline basis.
Maximum of 3 A380s can be handled at any time (subject to stand availability).
Only one A380 can move around the aerodrome at any time. If 2 or more aircraft are handled at the same time, one must be on stand at all times whilst the other is moving or stationary on Taxiway Tango/Uniform.
Follow-me may be requested via ATC if required.
Departing aircraft must use the CAT III runway holds at all times, irrespective of weather conditions.
Diverting A380 aircraft will be provided with RFF Category 9 in accordance with UK CAA CAP 168 Chapter 8.
Runways 15 and 33, subject to serviceability of the required facilities, are suitable for Category ll/lll operations by operators whose minima have been accepted by the Civil Aviation Authority.
During Category ll/lll operations, special ATC procedures (ATC Low Visibility Procedures) will be applied. Pilots will be informed by ATIS broadcast or by RTF when these procedures are in operation.
Departing aircraft: ATC will require departing aircraft to use the Category II/III holding points located at A2, AL1 and S2 and the Category I/II/III holding points located at E1 and F1 as appropriate.
Arriving aircraft: Pilots should delay the call 'Runway vacated' until the aircraft is clear of the amber and green coded section of the taxiway leadoff lights.
Arriving aircraft should note that all appropriate runway exits are illuminated. Pilots should select the first convenient exit unless advised by ATC
Taxiway D between D4 and D5 is restricted to aircraft with a maximum wingspan of 42 M. Aircraft with a wingspan exceeding 42 M will be routed via Taxiway E.
Pilots of long-wheelbase aircraft such as B777-300 should exercise caution when negotiating taxiway curves and intersections as main-gear to pavement edge clearance may be limited.
Due to runway orientation relative to prevailing winds, pilots should anticipate crosswinds and may experience building induced turbulence and wind shear on aerodrome in strong winds.
Pilots are warned that there is a possibility of Pigeons crossing the runway up to 100 FT AGL. Bird dispersal including the use of pyrotechnics in operation H24.
Pilots are warned that unauthorised ground based laser lights have been directed towards aircraft in the vicinity of the airfield. All incidents should be reported immediately via the Tower to the Airport Authority.
Operators should note that Birmingham Airport is unable to accept A340-600 aircraft due to limitation on taxiway curves.
Aircraft requiring to back-track along the runway must be capable of turning within the runway width of 46m.
Visual/light signals from ATC are not available.
The Alpha Loop taxiway adjacent to the Runway 15 threshold is authorised for use by aircraft of Code A-C inclusive only.
Pilots are warned that when the runway surface condition is broadcast as wet, standing water could be encountered on the runway edge between taxiways Foxtrot and Bravo.
Helicopters to arrive and depart as instructed by ATC. All helicopters should expect to land on and depart from the main runway.
Preferential Runway.
Runway 33 will be selected as the preferred runway for departures and arrivals when the runway surface is dry and the mean surface wind speed as displayed from Runway 33 anemometer site is 5 KT or less. Aircraft requiring the use of Runway 15 must advise ATC and state that is for operational reasons.
Use of the aerodrome for training purposes is subject to the approval of the Airport Chief Executive and the following conditions:
Training aircraft must climb straight ahead to 1000 FT QFE before turning, unless otherwise instructed by ATC;
Aircraft above 5700 KG MTWA taking off from Runway 15 must climb straight ahead to 1.5 NM DME I BIR or 500 FT QFE whichever is later then turn as instructed by ATC;
Training flights by aircraft not based at Birmingham or RAF Brize Norton, including ILS ‘go around’, are not permitted;
Jet aircraft above 5700 KG require prior approval; contact: 0121-767 1210.
Circuits
Circuits by jet aircraft of more than 5700 KG MTWA on training flights will be carried out at 2500 FT QNH. Descent below this altitude should not take place until abeam the airfield on the downwind leg usually:
Runway 33 – right hand circuits;
Runway 15 – left hand circuits.
Direction may be varied for environmental reasons.
Procedural Instrument Training
All procedural instrument training for non-turbo-jet aircraft of 5700 KG or less will require approval from ATC and is subject to prevailing traffic.
Noise Preferential Routeings and Procedures - all aircraft inbound or outbound from this aerodrome are required to conform to the following procedures; notwithstanding that these may at any time be departed from to the extent necessary for avoiding immediate danger.
Every operator of aircraft using the aerodrome shall ensure at all times that aircraft are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the aerodrome.
Unless on radar vectors, aircraft shall avoid the congested areas of Hampton-in-Arden and Balsall Common to the southeast of the aerodrome and Dorridge, Knowle and Hockley Heath to the southwest of the aerodrome.
Crews of RNAV1 capable aircraft routing south from Runway 15 should expect ATC to issue COWLY 2Y, CPT 2Y, DTY 2Y or WCO 2Y departure clearances as appropriate.
Every jet aircraft using the aerodrome shall, after take-off or 'go-around' attain as soon as safety permits, a rate of climb of at least 500 FT per minute at power settings which will ensure progressively decreasing noise levels at points under the flight path.
Unless otherwise instructed by ATC, aircraft using the ILS in IMC or VMC shall not descend below 2000 FT QNH before intercepting the glidepath nor fly below the glidepath thereafter. An aircraft approaching without assistance from ILS or radar shall follow a descent path which will not result in its being at any time lower than the approach path which would be followed by an aircraft using the ILS glidepath.
Turbo-jet and turbo-prop aircraft are expected to apply continuous descent, low power, low drag approach techniques at all times.
Subject to ATC instructions, inbound aircraft are to maintain as high an altitude as practical and adopt a low power, low drag, continuous descent approach profile. ATC will provide estimated track distance to touchdown to allow pilots to descend at a rate they judge best suited to achieve continuous descent without using more power or drag than necessary. The object will be to join the glidepath at the appropriate height for the distance without level flight.
To facilitate these techniques aircraft should be flown no faster than 250 KT from the Speed Limiting Points and below FL 100 and 250 KT-210 KT during the intermediate approach phase. Thereafter speed should be managed so as to achieve a continuous descent using as little power or drag as possible. ATC may impose speed control if required for separation purposes. ATC will impose a speed of 180 KTS or less inside 10 DME I-BM/I-BIR.
CDAs will commence from ALT 6000 FT QNH.
ATC will provide regular range checks. Pilots who require additional track mileage to facilitate a successful CDA should inform ATC as soon as the requirement is apparent.
Propeller driven aircraft MTWA 5700 KG or less
For aircraft in this category, the minimum height for joining the final approach track shall be 1000 FT QFE for all approaches.
All aircraft except those excluded in paragraph 5 a
All aircraft carrying out visual circuits/approaches to Runways 33 and 15 shall not, unless instructed by ATC, descend below 2500 FT QNH (2175 FT QFE) on the downwind legs until they are abeam the aerodrome, after which a continuous rate is to be maintained.
Aircraft must not join the final approach track to any runway at a height of less than 1825 FT QNH (1500 FT QFE), except when carrying out a right hand visual circuit to Runway 33 when the minimum height for joining the final approach track will be 1225 FT QNH (900 FT QFE).
To minimise noise disturbance to congested urban areas adjacent to the aerodrome, base turns to visual circuits to Runway 15 and 33 are shown in the map at AD 2-EGBB-4-1. These should be flown whenever possible.
To minimise disturbance in areas adjacent to the aerodrome, captains are requested to avoid the use of reverse thrust after landing, consistent with safe operation of the aircraft, especially between 2300-0700 (2200-0600).
The Noise Preferential Routings given below are compatible with ATC requirements and shall apply in both VMC and IMC. The tracks are to be flown by all departing jet aircraft and by all other aircraft with a maximum certified weight exceeding 5700 KG unless otherwise instructed by ATC or unless deviations are required in the interests of safety. The use of the route is supplementary to noise abatement take-off techniques. After take-off, pilots should ensure that they are at a minimum height of 500 FT QFE before initiating any turn. The obligations of NPRs for Runway 33 cease when the aircraft is at an altitude of 3000 FT or above. The obligations of NPRs for Runway 15 northbound departures cease when the aircraft is at an altitude of 3000 FT or above. The obligations of NPRs for Runway 15 southbound departures (including COWLY, CPT, DTY, WCO) cease when the aircraft is at an altitude of 4000 FT or above.
Take-off – Runway 15:
Climb straight ahead to 1.5 NM DME I BIR or 500 FT QFE whichever is later then:
Take-off Runway |
Routing |
Procedure |
---|---|---|
15 |
Left turn to a track of less than 060° |
Turn left as instructed by ATC |
Left turn to a track of 060° or greater |
At 2 DME I-BIR turn left as instructed by ATC | |
Right turn out (non-MOSUN/LUXTO) |
At 4 DME I-BIR turn right as instructed by ATC | |
MOSUN/LUXTO |
At 2 DME I-BIR track 165° to 4 DME I-BIR | |
Unable RNAV |
At 2 DME I-BIR track 165° to 4 DME I-BIR |
Take-off – Runway 15 Aerodrome DME Out of Service:
Climb straight ahead to 4.5 NM DME HON or 500 FT QFE whichever is later then:
Take-off Runway |
Routing |
Procedure |
---|---|---|
15 |
Left turn to a track of less than 060° |
Turn left as instructed by ATC |
Left turn to a track of 060° or greater |
At 1.5 DME HON turn left as instructed by ATC | |
Right turn out (non-MOSUN/LUXTO) |
At 1.5 DME HON turn right as instructed by ATC | |
MOSUN/LUXTO |
Track 165° to 2 DME HON | |
Unable RNAV |
Track 165° to 2 DME HON |
Take-off – Runway 33:
Climb straight ahead to 2 NM DME I BM or 500 FT QFE whichever is later. Then either
Take-off Runway |
Routing |
Procedure |
---|---|---|
33 |
Left or right turn out° |
At 2 NM DME I BM turn as instructed by ATC |
Take-off – Runway 33 Aerodrome DME out of service:
Climb straight ahead to 9 NM DME HON or 500 FT QFE whichever is later. Then either:
Take-off Runway |
Routing |
Procedure |
---|---|---|
33 |
Left or right turn out |
At 9 NM DME HON turn as instructed by ATC |
Note 1: Directions of turn onto course shall be such that as far as possible the surrounding built-up areas will be avoided.
Except in emergency and for safety reasons no aircraft movements or activities involving the running of aircraft engines shall take place on or along the first 100 M of Runway 15, Taxiway A or Taxiway B north of Hold A6 between the hours of 2300-0700 (2200-0600), unless the aircraft landed at the Airport before 2300 (2200) and is proceeding to the aprons. Pilots should note that in such circumstances Runway 15 TORA/ASDA/TODA will be reduced by 150 M.
Except for stands not equipped with a serviceable Fixed Electrical Ground Power Unit, APU must be shut down immediately on arrival on stand and not restarted more than 30 minutes prior to departure without permission from the aerodrome operator.
Except in an emergency, no aircraft activities involving the running of APU's shall take place on the aprons between the hours of 2300-0600 (2200-0500), unless such activities are necessary in the case of an aircraft which has landed at the aerodrome before 2330 (2230).
Birmingham Airport operates a noise policy restricting the operation of certain types of aircraft during the night period of 2330-0600 (2230-0500). Full details are available from Airport Co-ordination Limited or the Airfield Duty Manager.
Aircraft with a noise classification of 93 EPNdB or more are not permitted to be scheduled during the night period. Aircraft with a noise classification of 93 EPNdB or more may be permitted to operate in exceptional circumstances subject to prior approval by the Airfield Duty Manager.
All movements recording a level above 83 dB(A) Lmax on departure at the noise monitors located 6.5 KM from ‘start of roll’ during the night period will be subject to a runway surcharge.
Records of night infringements are available on request from the Birmingham Airport Sustainability Team.
Restrictions are imposed on the ground running of engines in the interests of noise abatement and operators are advised to contact the Airfield Duty Manager (0121-767 7139).
To minimise noise disturbance to urban areas adjacent to the airport, helicopters should, except in the case of an emergency, avoid overflying the noise sensitive area at less than 500 FT AAL. This area extends between 230° and 290° from the Western end of stand 506, to a distance of 0.5 NM
In the event of complete radio failure in an aircraft the pilot is to adopt the appropriate procedures notified at ENR 1.1.3, with the exception described below.
Inbound Aircraft
When complete communications failure occurs in the aircraft before ETA, or before EAT when this has been received and acknowledged, the aircraft will:
fly to the appropriate holding point (GROVE or CHASE);
hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given;
descend to the lowest whole flight level which gives at least 1000 FT separation from the Transition Altitude. When level transit from the appropriate holding point (GROVE or CHASE) to the BHX holding point;
when established in the BHX hold commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).
If complete radio communications failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will:
hold at the last assigned level at GROVE or CHASE until:
(aa) ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later; or
(bb) EAT when this has been received and acknowledged;
descend to the lowest whole flight level which gives at least 1000 FT separation from the Transition Altitude. When level transit from the appropriate holding point (GROVE or CHASE) to the BHX holding point;
when established in the BHX hold commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).
When complete radio communication failure occurs during intermediate or final approach under radar control the procedures to be followed are detailed at AD 2-EGBB-5-1.
When complete radio communication failure occurs in the aircraft following a missed approach the aircraft will:
fly the appropriate missed approach procedure to BHX NDB(L);
complete at least one holding pattern at 2500 FT;
then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually)
The routes and levels to be used when leaving the Zone or Holding Area in accordance with the procedures given at ENR 1.1.3 are shown in the table below:
Position at time of decision |
Route |
---|---|
BHX NDB(L) |
Track 270°T at last assigned altitude |
GROVE | |
CEDAR | |
CHASE | |
MAPLE |
Outbound Aircraft
Aircraft departing under radar control from Birmingham may be instructed by the radar controller, via aerodrome control, to maintain specific headings.
If, after having been instructed to maintain a specific heading after take-off, a pilot experiences radio failure, he shall climb on the assigned heading to the first altitude detailed in the clearance, maintain this heading and altitude for two minutes, and then proceed in accordance with the published radio failure procedures.
Birmingham-MOSUN Procedures
The Birmingham-MOSUN Procedure is only available to turbo-prop aircraft joining or leaving MOSUN FL 160 or below between Mon-Fri 0900-1700 (0800-1600) excluding public holidays.
Operators intending their aircraft to make use of the MOSUN procedure on departure must ensure that the following addresses are added to the flight plan:
EGWDZQZX and EGFFZPZX and EGTTZFZC
Significant delays may be encountered in the event that these addresses are omitted.
MOSUN Departure Clearances
When Runway 15 is in use, aircraft departing towards MOSUN will be instructed to follow the MOSUN 15 procedure. For example: “Callsign, MOSUN 15 procedure, squawk XXXX”.
MOSUN 15 Procedure - Runway 15
At 2 DME, turn right to track 165 to 4 DME, then turn right cleared to leave controlled airspace on track MOSUN, climb to altitude 6000 FT.
When Runway 33 is in use, aircraft departing towards MOSUN will be issued with the UMLUX 1M SID.
UMLUX 1M Departure - Runway 33
The UMLUX 1M SID is available to turbo prop aircraft joining at MOSUN FL 160 or below between the hours specified in paragraph 2a.
During the hours when N92 is available:
When Runway 33 is in use, aircraft filing via N92 will receive an UMLUX1M departure.
When Runway 15 is in use, aircraft departing to join N92 at LUXTO will be instructed to follow the LUXTO 15 procedure. For example:
“Callsign, LUXTO 15 procedure, squawk XXXX”
LUXTO 15 procedure – Runway 15
At 2 DME, turn right to track 165 to 4 DME, then turn right direct LUXTO, climb to altitude 6000 FT.
Clearance to enter the CTR/CTA
Aircraft flying the Airways System will be cleared into the CTR/CTA without having to request a specific entry clearance.
Aircraft wishing to enter the CTR/CTA from the London FIR must obtain clearance from Birmingham Approach Control before entering Controlled Airspace.
Holding. Holding patterns are as follows:
Birmingham NDB(L) BHX |
Holding axis 147° MAG, turning right at the facility. (Lowest holding ALT 2500 FT) (See Note). |
GROVE |
Holding fix HON VOR/DME 284°/10 NM on an axis of 104° MAG turning right at the fix. Lowest holding level FL 70. Speed limit 210 KT. |
CEDAR |
Holding axis 147° MAG, turning right at the fix. (Lowest holding ALT 2500 FT) (See Note). |
CHASE |
Holding fix HON VOR/DME 330°/18 NM on an axis of 150° MAG turning right at the fix. Lowest holding level 5000 FT (See Note). Speed limit 210 KT. |
MAPLE |
Holding axis 327° MAG, turning left at the fix. (Lowest holding ALT 2500 FT) (See Note). |
Note: Aircraft holding at the above facilities may be required to do so above the upper limit of the Birmingham CTA, and within the Daventry CTA.
Missed Approaches
Loss of Radio Communications – The Birmingham Standard Missed Approach Procedures are detailed within the associated Instrument Flight Procedure Charts. The following procedures shall apply in the event of executing a missed approach with loss of radio communications:
Landing direction |
Procedure |
---|---|
Runway 15 |
Climb ahead to 1000 FT (QNH). Turn right onto track 166° MAG to 2500 FT or I BIR DME 4, whichever is the later, then turn left to NDB(L) BHX. |
Runway 33 |
Climb ahead to 2500 FT (QNH) or I BM DME 2, whichever is the later. Then procedure turn right to NDB(L) BHX. |
Non-Radar Procedures – The Birmingham Standard Missed Approach Procedures are detailed within the associated Instrument Flight Procedure Charts. The following procedures shall apply in the event of executing a missed approach during non-radar operations.
Landing direction |
Procedure |
---|---|
Runway 15 |
Climb ahead to 1000 FT (QNH). Turn right onto track 166° MAG to 3000 FT or I BIR DME 4, whichever is the later, then turn left to NDB(L) BHX. |
Runway 33 |
Climb ahead to 3000 FT (QNH) or I BM DME 2, whichever is the later. Then procedure turn right to NDB(L) BHX. |
Speed Control
Pilots should typically expect the following speed restrictions to be enforced:
220 KT from the holding facility during intermediate approach phase;
180 KT on base leg/closing heading to the ILS;
180-160 KT when first established on the ILS;
160 KT between 7 and 4 DME
These speeds are mandatory for applying standardised CDA approaches, optimizing departure flow and for ATC separation purposes. In the event of a new (non-speed related) ATC Clearance being issued (eg an instruction to descend on ILS), pilots are not absolved from a requirement to maintain a previously allocated speed. All speed restrictions are to be flown as accurately as possible. Aircraft unable to conform to these speeds should inform ATC and state what speeds will be used. In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as feasible within their own operational constraints, advising ATC if circumstances necessitate a change of speed for aircraft performance reasons.
After departure, aircraft shall remain on the Tower frequency until instructed.
Departure Speed Restriction: In order to optimise the departure flow and assist in the separation between successive departing aircraft a speed limit of 250 KT IAS below FL 100 is applicable until removed by ATC. ATC may remove the speed restriction by using the phrase No ATC Speed Restriction. Pilots are reminded that this phrase does not relieve the pilot of the responsibility to adhere to the ground track of the Noise Preferential Route, which may require a speed/power limitation.
If for any reason pilots are unable to comply with the 250 KT IAS speed restriction the pilot should immediately advise ATC and state the minimum speed acceptable. If a pilot anticipates before departure that they will be unable to comply with the speed restriction, they should inform ATC when requesting start-up clearance, stating the minimum speed acceptable. In this case the pilot will be informed before take-off of any higher speed limitation.
Pilots of departing VFR flights should expect departure via one of the following 4 designated VRPs closest to the required departure track, not above altitude 2000 FT:
M42 Junction 10 (Tamworth);
M6 Junction 3 (Bedworth);
M40/M42 Interchange;
Frankley Reservoirs.
Pilots should state requested VRP on first contact with ATC.
Special VFR clearances for flights within the Birmingham CTR may be requested and will be given whenever traffic conditions permit. These flights are subject to the general conditions laid down for Special VFR flights.
Aircraft may be given a radar service whilst within the CTR if, due to the traffic situation, ATC considers it advisable. It will remain the responsibility of the pilot to remain at all times in flight conditions which will enable him to determine his flight path and to keep clear of obstacles, and to ensure that he is able to comply with the requirements of SERA.3105 Minimum Heights, SERA.5010 Special VFR in control zones and ENR 1.2 paragraph 1.3(l). Pilots must inform the Radar Controller if compliance with the above entails a change of heading or height.
Clearance to make Special VFR flights below 1500 FT ALT will not be given in the sector of the Birmingham CTR enclosed by the bearings 240°T and 360°T.
Visual Reference Points are established for use by aerodrome and en-route traffic as follows:
VRP |
VOR/DME Fix |
---|---|
Frankley Reservoirs 522513N 0015955W |
HON 288°/12.9 NM |
Lichfield Junction 524110N 0014755W |
HON 347°/20.4 NM |
M6 Junction 3 (Bedworth) 522745N 0012939W |
HON 045°/8.9 NM |
M6 Hilton Park Services 523838N 0020323W |
HON 321°/22.5 NM |
M40/M42 Interchange 522055N 0014835W |
HON 266°/5.4 NM |
M42 Junction 10 (Tamworth) 523612N 0013833W |
HON 004°/14.8 NM |
Studley 521604N 0015353W |
HON 239°/10.1 NM |
Pilots operating in the vicinity of, but intending to remain outside Birmingham controlled airspace, clear of Coventry within the area defined by straight lines joining successively the following points and maintaining a listening watch only on Birmingham Approach frequency, 123.980 MHz, are encouraged to select SSR code 0010.
524800N 0015216W - 524216N 0021343W -
523130N 0021145W - 520515N 0014622W -
521600N 0011000W - 523440N 0013300W -
524800N 0015216W.
Selection of 0010 does not imply the receipt of an ATC service. Aircraft displaying the code are not expected to contact ATC under normal circumstances, remain responsible for their own navigation, separation, terrain clearance and are expected to remain clear of the controlled airspace at all times.
Whilst squawking 0010 pilots should be aware that Birmingham Approach may make blind transmissions in order to ascertain a particular aircraft's intentions/route.
When a pilot ceases to maintain a listening watch, code 0010 shall be deselected.
Not Applicable.
AERODROME CHART - ICAO |
AD 2.EGBB-2-1 |
AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING CHART - ICAO |
AD 2.EGBB-2-2 |
A380 GROUND MOVEMENT - ICAO |
AD 2.EGBB-2-3 |
VISUAL CIRCUIT RWY 15/33 - RECOMENDED TURNS TO BASE LEG |
AD 2.EGBB-4-1 |
CONTROL ZONE and CONTROL AREA CHART - VRPS |
AD 2.EGBB-4-3 |
ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO |
AD 2.EGBB-5-1 |
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 15 TNT 4G - ICAO |
AD 2.EGBB-6-1 |
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 15 TNT 1K - ICAO |
AD 2.EGBB-6-2 |
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 15 WCO 2Y - ICAO |
AD 2.EGBB-6-3 |
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 15 DTY 2Y - ICAO |
AD 2.EGBB-6-4 |
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 15 COWLY 2Y - ICAO |
AD 2.EGBB-6-5 |
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 15 CPT 2Y - ICAO |
AD 2.EGBB-6-6 |
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 15/33 LUVUM 1L 1M - ICAO |
AD 2.EGBB-6-7 |
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 33 DTY 4F - ICAO |
AD 2.EGBB-6-8 |
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 33 ADMEX 1M UNGAP 1M - ICAO |
AD 2.EGBB-6-9 |
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 33 UMLUX 1M - ICAO |
AD 2.EGBB-6-10 |
STANDARD INSTRUMENT DEPARTURE CODING TABLES RWY 15 TNT 1K |
AD 2.EGBB-6-11 |
STANDARD INSTRUMENT DEPARTURE CODING TABLES RWY 15 WCO 2Y |
AD 2.EGBB-6-12 |
STANDARD INSTRUMENT DEPARTURE CODING TABLES RWY 15 DTY 2Y |
AD 2.EGBB-6-13 |
STANDARD INSTRUMENT DEPARTURE CODING TABLES RWY 15 COWLY 2Y |
AD 2.EGBB-6-14 |
STANDARD INSTRUMENT DEPARTURE CODING TABLES RWY 15 CPT 2Y |
AD 2.EGBB-6-15 |
STANDARD INSTRUMENT DEPARTURE CODING TABLES - RWY 15 LUVUM 1L RWY 33 LUVUM 1M |
AD 2.EGBB-6-16 |
STANDARD INSTRUMENT DEPARTURE CODING TABLES - RWY 33 ADMEX 1M UNGAP 1M UMLUX 1M |
AD 2.EGBB-6-17 |
RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) FIGZI 1B - ICAO |
AD 2.EGBB-7-1 |
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) HEMEL 1B SILVA 1B - ICAO |
AD 2.EGBB-7-2 |
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) DOLOP 1B MAKUX 1B MALUD 1B AMPIT 1B WAL 1B - ICAO |
AD 2.EGBB-7-3 |
STANDARD ARRIVAL CHART - INSTRUMENT (STAR) CHASE 4B 3F 3G 3H - ICAO |
AD 2.EGBB-7-4 |
STANDARD INSTRUMENT ARRIVAL CODING TABLES FIGZI 1B HEMEL 1B SILVA 1B DOLOP 1B |
AD 2.EGBB-7-5 |
STANDARD INSTRUMENT ARRIVAL CODING TABLES MAKUX 1B MALUD 1B AMPIT 1B WAL 1B |
AD 2.EGBB-7-6 |
RNAV HOLD CODING TABLES GROVE CHASE |
AD 2.EGBB-7-7 |
INSTRUMENT APPROACH CHART ILS/DME/NDB(L) RWY 15 - ICAO |
AD 2.EGBB-8-1 |
INSTRUMENT APPROACH CHART LOC/DME/NDB(L) RWY 15 - ICAO |
AD 2.EGBB-8-2 |
INSTRUMENT APPROACH CHART RNP RWY 15 - ICAO |
AD 2.EGBB-8-3 |
INSTRUMENT APPROACH CHART NDB(L)/DME RWY 15 - ICAO |
AD 2.EGBB-8-4 |
INSTRUMENT APPROACH CHART ILS/DME/NDB(L) RWY 33 - ICAO |
AD 2.EGBB-8-5 |
INSTRUMENT APPROACH CHART LOC/DME/NDB(L) RWY 33 - ICAO |
AD 2.EGBB-8-6 |
INSTRUMENT APPROACH CHART RNP RWY 33 - ICAO |
AD 2.EGBB-8-7 |
INSTRUMENT APPROACH CHART NDB(L)/DME RWY 33 - ICAO |
AD 2.EGBB-8-8 |
INSTRUMENT APPROACH PROCEDURE CODING TABLES - RNP RWY 15 |
AD 2.EGBB-8-9 |
INSTRUMENT APPROACH PROCEDURE CODING TABLES - RNP RWY 33 |
AD 2.EGBB-8-10 |