EHBK AD 2.1 AERODROME LOCATION INDICATOR AND NAME

EHBK - MAASTRICHT/MAASTRICHT AACHEN

EHBK AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1	ARP coordinates and site at AD	505457N 0054637E 081 DEG GEO 599 M from TWR.
2	Direction and distance from (city)	5 NM NE of Maastricht.
3	Elevation / reference temperature	ELEV: 375 FT AMSL / T: 21.7 °C
4	Geoid undulation at AD ELEV PSN	150 FT
5	MAG VAR / annual change	3° E (2025) / 0.2° E
6	AD operator, address, telephone, telefax, email address, AFS, URL	MAASTRICHT AACHEN AIRPORT P.O. BOX 1 6199 ZG MAASTRICHT AIRPORT THE NETHERLANDS TEL: +31 (0)43 358 9999 TEL: +31 (0)43 358 9750 (AIRPORT AUTHORITY) FAX: +31 (0)43 358 9977 (AIRPORT AUTHORITY) email: [email protected] URL: https://www.maa.nl
7	Types of traffic permitted (IFR/VFR)	IFR/VFR
8	Remarks	1. Airport for use by national and international civil air transport with all types of aircraft. 2. Upon request, contact airport authority on channel 131.505.

EHBK AD 2.3 OPERATIONAL HOURS

1	AD operator	0500-2200 (0400-2100)
2	Customs and immigration	H24
3	Health and sanitation	0500-2200 (0400-2100)
4	AIS briefing office	H24
5	ATS reporting office (ARO)	H24
6	MET briefing office	H24
7	ATS	0500-2300 (0400-2200)
8	Fuelling	0500-2200 (0400-2100)
9	Handling	0500-2200 (0400-2100)
10	Security	0500-2200 (0400-2100)
11	De-icing	0500-2200 (0400-2100)
12	Remarks	AD operator Daily 2200-2300 (2100-2200) for traffic in extension only. MIL flights PPR from airport authority. ACFT requiring maintenance need 6 HR PPR from airport authority. Customs and immigration Immigration: 0500-2200 (0400-2100). Health and sanitation 1 HR PN. MET briefing office Outside OPR HR: MWO De Bilt (see EHBK AD 2.11). Handling For details see EHBK AD 2.20 and EHBK AD 2.23. De-icing O/R. PN means permission from and/or in case of customs etc. notification other than by (VFR) flight plan to aerodrome authority as appropriate.

EHBK AD 2.4 HANDLING SERVICES AND FACILITIES

1	Cargo-handling facilities	All modern facilities.
2	Fuel / oil types	Fuel: JET A-1, AVGAS 100LL Oil: 80, W80, W100, 15W50.
3	Fuelling facilities/capacity	Unlimited
4	De-icing facilities	AVBL
5	Hangar space for visiting aircraft	O/R via contractors.
6	Repair facilities for visiting aircraft	Limited O/R.
7	Remarks	Cargo-handling facilities - For addresses and other details see EHBK AD 2.23.

EHBK AD 2.5 PASSENGER FACILITIES

1	Hotels	Unlimited in Maastricht and vicinity.
2	Restaurants	At the airport, in vicinity of the airport and in Maastricht.
3	Transportation	Bus and taxi.
4	Medical facilities	First aid treatment; hospitals in Maastricht (6 NM) and Sittard (8 NM).
5	Bank and post office	Bank: NIL Post: NIL
6	Tourist office	AVBL
7	Remarks	NIL

EHBK AD 2.6 RESCUE AND FIREFIGHTING SERVICES

1	AD category for firefighting	CAT 7
2	Rescue equipment	1 light truck (4x4) with rescue equipment and 1 all-terrain vehicle (on scene commander).
3	Capability for removal of disabled aircraft	Mobile jack for ACFT up to MTOM 2000 KG. Other equipment via contractors.
4	Remarks	AD category for fire fighting CAT 8-9 8-9-10 cargo flights AVBL. CAT 8-9 passenger flights after 48 HR prior request on email: [email protected]. 4 crash-tenders equipped with 700 litres of foam (AFFF) and 250 KG of dry chemical powder.

EHBK AD 2.7 RUNWAY SURFACE CONDITION ASSESSMENT AND REPORTING, AND SNOW PLAN

1	Types of clearing equipment	5 snow sweep combinations with plough, 2 snowblowers, 2 de-icing trucks.
2	Clearance priorities	RWY, TWY and apron simultaneously if possible.
3	Use of material for movement area surface treatment	Chemical treatment of runway surface by KAC.
4	Specially prepared winter runways	NIL
5	Remarks	Responsible authority: Airport Authority. Methods of snow removal: snowploughs and sweeping machines. Assessment and measuring of contamination: observation by own experienced staff. Runway condition is determined and reported according to the global reporting format and broadcast via ATIS. Information of the runway condition is published by: SNOWTAM via the international NOTAM office at Schiphol; RCR via ATIS and RTF on TWR COM channel.

EHBK AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

Apron designation, surface and strength

Designation	Stand	Surface	Strength
A		Concrete and asphalt	NIL
	A1	Concrete	PCR 700/R/B/W/T
	A2	Concrete	PCR 585/R/B/W/T
	A3	Concrete	PCR 575/R/B/W/T
	A4	Asphalt	PCR 890/F/B/W/T
Alpha South		Asphalt	PCR 860/F/A/W/T
B		Concrete	NIL
	B1	Concrete	PCR 850/R/A/W/T
	B2	Concrete	PCR 720/R/A/W/T
	B3	Concrete	PCR 850/R/A/W/T
	B4	Concrete	PCR 730/R/A/W/T
	B5	Concrete	PCR 730/R/A/W/T
	B6	Concrete	PCR 1060/R/B/W/T
	B7	Concrete	PCR 720/R/A/W/T
C		Concrete	NIL
C1		Concrete	PCR 1065/R/A/W/T
C2		Concrete	PCR 1065/R/A/W/T
C3		Concrete	PCR 1065/R/A/W/T
C4		Concrete	PCR 1065/R/A/W/T
C5		Concrete	PCR 1065/R/A/W/T
D		Concrete	NIL
	D3	Concrete	PCR 1000/R/B/W/T
	D4	Concrete	PCR 1000/R/B/W/T

Taxiway designation, width, surface and strength

Designation of TWY	Width	Surface	Strength
A	23.0 M	Asphalt	PCR 1850/F/A/W/T
E1	23.0 M	Asphalt	PCR 1330/F/B/X/T
E2	23.0 M	Asphalt	PCR 1330/F/B/X/T
E (BTN E1-E2)	23.0 M	Concrete	PCR 1320/R/A/W/T
E (S OF E2)	23.0 M	Asphalt	PCR 2000/F/B/W/T
W1	23.0 M	Asphalt	PCR 1368/F/B/X/T
W3	23.0 M	Asphalt	PCR 1086/F/B/X/T
W4	23.0 M	Asphalt	PCR 859/F/B/X/T
W (B-APRON)	23.0 M	Concrete	PCR 780/R/C/W/T
W (S OF B-APRON)	23.0 M	Concrete	PCR 490/R/A/W/T

Altimeter checkpoint location and elevation

Apron; A-apron; 375 FT AMSL.

VOR checkpoints

NIL

INS checkpoints

See aircraft parking / docking chart (APDC).

Remarks

Apron designation, surface and strength

A-apron: commercial PAX ACFT and general aviation ACFT. Jet ACFT with MTOM > 50 000 KG park nose-in.
B- and D-apron: cargo ACFT. Jet ACFT park nose-in.
C-apron: general aviation ACFT and all ACFT requiring maintenance.

Taxiway width, surface and strength

TWY W, W3 and W4: restricted to aircraft with MAX wingspan 36 M, except when instructed by ATC.
Due to insufficient TWY edge clearance on intersection E1, E2 and TWY E, aircraft types A346, A35F, A35K, and B77W shall use intersection W1 to aircraft stand B6.

EHBK AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1	Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system at aircraft stands	TWY guide lines follow-me cars are AVBL on request for guidance on aprons and TWYs. Visual docking/parking guidance system guidance to the parking position on all aprons is executed by marshallers.
2	RWY and TWY markings and LGT	RWY markings RWY 03: DTHR, designation, TDZ, aiming point, CL, edge, start position (dashed white line). RWY 21: DTHR, designation, TDZ, aiming point, CL, edge, turn pad marking. RWY LGT RWY 03: THR, CL, edge, RWY end. RWY 21: THR, TDZ, CL, edge, RWY end, turn pad blue edge and green CL. TWY markings CL. All HLDG positions: RWY HLDG position pattern A; information and mandatory instruction signs. Additional pattern B at stopbar TWY E2, W3 and W4. TWY LGT Green CL: BTN stopbar TWY E1 and RCL; BTN stopbar TWY W1 and RCL. from stopbars TWY E2, W3 and W4 for 90 M. Green/yellow CL on exits E1, E2, W1 and W4. Edge. RWY guard lights at E1 and W1.
3	Stop bars	Each active runway entry and ILS critical/sensitive area is safeguarded by a stop bar (see chart EHBK-ADC). Stop bars shall be illuminated during: Low visibility circumstances when visibility <= 2000 M, or RVR <= 1500 M and/or ceiling <= 300 FT. OPR HR at intensive runway crossings to avoid runway incursion in all visibility circumstances. Crossing of illuminated stop bars is prohibited. Aircraft and vehicles may cross stop bars only when ATC has given permission to proceed and the stop bar lights are switched off.
4	Remarks	RWY markings Start position marking see also EHBK AD 2.23.

EHBK AD 2.10 AERODROME OBSTACLES

Area 2
OBST ID / designation	OBST type	OBST position	ELEV/HGT (FT)	Markings / type, colour LGT	Remarks
1	2	3	4	5	6
NIL

Area 3
OBST ID / designation	OBST type	OBST position	ELEV/HGT (FT)	Markings / type, colour LGT	Remarks
1	2	3	4	5	6
EHBK001	Control tower	505454.0N 0054606.3E	473 / 97	NIL / Low intensity type A, R	NIL

For obstacles in take-off area see AOC type A RWY 03-21.
No obstacle data sets available for area 2 and 3.

EHBK AD 2.11 METEOROLOGICAL INFORMATION PROVIDED

1	Associated MET office	DE BILT
2	Hours of service MET office outside hours	Hours of service H24 MET office outside hours NIL
3	Office responsible for TAF preparation Period of validity	De Bilt 30 HR
4	Trend forecast Interval of issuance	TREND 0455-2155 (0355-2055)
5	Briefing/consultation provided	Self-briefing; briefing on request from MWO-De Bilt by telephone after self-briefing. TEL: 0900 202 3341 Briefing low level flights (IFR/VFR). TEL: 0900 202 3343 Briefing IFR flights above FL 100. TEL: 0900 202 3340 Briefing balloon flights within Amsterdam FIR. Weather bulletin (Dutch language) and METARs via Dutch public television 'Teletekst' page 707.
6	Flight documentation Language(s) used	Reports, forecasts, charts. English, Dutch.
7	Charts and other information available for briefing or consultation	S, P, W, T
8	Supplementary equipment available for providing information	WXR, APT
9	ATS units provided with information	Beek TWR, Beek APP
10	Additional information (limitation of service, etc.)	Briefing/consultation provided - charge for TEL briefings and consultations is € 0,50/MIN.

EHBK AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

RWY designation	True BRG	Dimensions of RWY (M)	Strength (PCN) and surface of RWY and SWY	THR coordinates RWY end coordinates THR GUND	THR ELEV and highest ELEV of TDZ of precision APCH RWY
1	2	3	4	5	6
03	032.62°	2750 x 45	RWY: 88/F/B/X/T PCR 832/F/B/X/T Asphalt SWY: NIL	THR: 505406.65N 0054536.21E RWY end: 505514.79N 0054645.21E THR GUND: 150.0 FT	THR: 365.5 FT TDZ: 369.4 FT
21	212.63°	2750 x 45	RWY: 88/F/B/X/T PCR 832/F/B/X/T Asphalt SWY: NIL	THR: 505507.97N 0054638.31E RWY end: 505359.84N 0054529.31E THR GUND: 150.0 FT	THR: 370.7 FT TDZ: 377.0 FT

RWY designation	Slope of RWY-SWY	SWY dimensions (M)	CWY dimensions (M)	Strip dimensions (M)	RESA dimensions (M)	Location and description of arresting system	OFZ
1	7	8	9	10	11	12	13
03	NIL	NIL	NIL	2870 x 300	240 x 150	NIL	AVBL
21	NIL	NIL	NIL	2870 x 300	240 x 150	NIL	AVBL

RWY designation	Remarks
1	14
03	- When temperature is 18°C or above, 180° turn not allowed on RWY 03/21 for ACFT with MTOM >= 50 000 KG. - Jet ACFT doing a 180° turn on turn pad must keep power setting below breakaway thrust to avoid jet blast on the adjacent public road. - ACFT doing a 180° turn on turn pad shall turn anticlockwise.
21	- When temperature is 18°C or above, 180° turn not allowed on RWY 03/21 for ACFT with MTOM >= 50 000 KG. - Jet ACFT doing a 180° turn on turn pad must keep power setting below breakaway thrust to avoid jet blast on the adjacent public road. - ACFT doing a 180° turn on turn pad shall turn anticlockwise. - Some types of aircraft, including the B747-400, could have the propensity to land long on RWY 21 due to the shape of the runway slope.

EHBK AD 2.13 DECLARED DISTANCES

For determination of the datum line for intersection take-offs, see EHBK AD 2.23.
For local aerodrome restrictions on intersection take-offs, see EHBK AD 2.20.

RWY designator	TORA (M)	TODA (M)	ASDA (M)	LDA (M)	Remarks
1	2	3	4	5	6
03	2500	2500	2500	2500	DTHR 250 M.
03	1152	1152	1152	NIL	Take-off from intersection with TWY: W4
21	2500	2500	2500	2500	DTHR 250 M.
21	1963	1963	1963	NIL	Take-off from intersection with TWY: E2
21	1624	1624	1624	NIL	Take-off from intersection with TWY: W3
21	1221	1221	1221	NIL	Take-off from intersection with TWY: W4

EHBK AD 2.14 APPROACH AND RUNWAY LIGHTING

RWY designator	APCH LGT type length INTST	THR LGT colour WBAR	VASIS location/slope MEHT	TDZ LGT length	RWY CL LGT length spacing colour INTST
1	2	3	4	5	6
03	CAT I 608 M LIH	G NIL	PAPI Left side/3.0° 64 FT	NIL	2500 M 15 M W LIH
21	CAT II/III 855 M LIH	G NIL	PAPI Left side/3.0° 64 FT	900 M	2500 M 15 M W LIH

RWY designator	RWY edge LGT length spacing colour INTST	RWY end LGT colour WBAR	SWY LGT length colour	Remarks
1	7	8	9	10
03	2500 M 60 M W LIH	R NIL	NIL	RWY CL LGT Colour: white from THR to 900 M from RWY-end; white/red from 900 M from RWY-end to 300 M from RWY-end; red from 300 M from RWY-end to RWY-end. RWY edge LGT Colour: red BTN beginning of RWY pavement and DTHR; white BTN DTHR and 600 M from RWY-end; last 600 M to RWY-end yellow. RWY end LGT For landing, RWY end LGT are situated at the end of LDA. LED LGT LED lights used for APCH, PAPI, THR, CL, edge and end lights.
21	2500 M 60 M W LIH	R NIL	NIL	RWY CL LGT Colour: white from THR to 900 M from RWY-end; white/red from 900 M from RWY-end to 300 M from RWY-end; red from 300 M from RWY-end to RWY-end. RWY edge LGT Colour: red BTN beginning of RWY pavement and DTHR; white BTN DTHR and 600 M from RWY-end; last 600 M to RWY-end yellow. RWY end LGT For landing, RWY end LGT are situated at the end of LDA. LED LGT LED lights used for APCH, PAPI, THR, TDZ, CL, edge and end lights.

EHBK AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

1	ABN/IBN location, characteristics and hours of operation	NIL
2	LDI location and LGT Anemometer location and LGT	LDI: NIL Anemometer: 370 M FM THR, along RWY 03, at 105 M FM centre line near TDZ; 355 M FM THR, along RWY 21, at 112 M FM centre line near TDZ.
3	TWY edge and centre line lighting	See EHBK AD 2.9.
4	Secondary power supply Switchover time	AVBL 0 seconds
5	Remarks	NIL

EHBK AD 2.16 HELICOPTER LANDING AREA

1	Coordinates TLOF or THR of FATO Geoid undulation	NIL
2	TLOF and/or FATO elevation	NIL
3	TLOF and FATO area dimensions, surface, strength, marking	NIL
4	True BRG of FATO	NIL
5	Declared distances available	NIL
6	APCH and FATO lighting	NIL
7	Remarks	NIL

EHBK AD 2.17 AIR TRAFFIC SERVICES AIRSPACE

Designation and lateral limits

Vertical limits

Airspace classification

ATS unit
call sign
language(s)

Transition altitude

Hours of applicability

Remarks

MAASTRICHT CTR
(EHBK)

510201N 0055238E along
Dutch-German border -
505442N 0060506E -
505445N 0055840E -
505125N 0055513E along
clockwise arc (radius 6.5 NM,
centre 505457N 0054637E) -
504829N 0054538E -
504637N 0054343E -
504724N 0054146E along
Dutch-Belgian border -
505956N 0054601E -
510317N 0054932E -
510201N 0055238E.
Part in Amsterdam FIR. For details in Langen FIR and Brussels see AIPs Germany and Belgium.

3000 FT AMSL

GND

Beek Tower
English

3000 FT AMSL

0500-2300 (0400-2200)

NIL

EHBK AD 2.18 AIR TRAFFIC SERVICES COMMUNICATION FACILITIES

Service designation	Call sign	Channel(s)	SATVOICE NR	Logon address	Hours of operation	Remarks
1	2	3	4	5	6	7
APP	Beek Approach	123.980	NIL	NIL	0500-2300 (0400-2200)	PRI
		340.850	NIL	NIL	0500-2300 (0400-2200)	NIL
		120.205	NIL	NIL	0500-2300 (0400-2200)	O/R or at ATC discretion.
TWR	Beek Tower	119.480	NIL	NIL	0500-2300 (0400-2200)	PRI VDF, bearings class B.
		362.875	NIL	NIL	0500-2300 (0400-2200)	NIL
		119.705	NIL	NIL	NIL	Guard O/R or at ATC discretion.
	Beek Delivery	121.830	NIL	NIL	0500-2300 (0400-2200)	Start-up control and clearance delivery. Pre-flight information. IFR/VFR traffic (incl. training flights). VDF, bearings Class B.
ATIS	Maastricht Information	124.580	NIL	NIL	0500-2300 (0400-2200)	NIL

EHBK AD 2.19 RADIO NAVIGATION AND LANDING AIDS

Type of aid MAG VAR Supported OPS ILS CAT GBAS facility (VOR/ILS/MLS declination)	ID	Frequency CH Service provider Reference path ID	Hours of operation	Position of transmitting antenna	DME: ELEV transmitting antenna GBAS: ELEV ellipsoid height reference point SBAS: ellipsoid height LTP/FTP	GBAS reference point service volume radius	Remarks
1	2	3	4	5	6	7	8
VOR/DME (03° E) (decl.: 3°E)	MAS	108.600 MHz CH 23X		505819.0N 0055737.5E	300 FT	NIL	40 NM/250 FL in sector 000°-360° MAG
L (02° E)	NW	373 kHz	H24	510109.7N 0055242.0E	NIL	NIL	NIL
DME 03	BKZ	CH 52Y	H24	505520.6N 0054647.2E	400 FT	NIL	NIL
GP 03	BKZ	332.750 MHz	H24	505417.4N 0054539.8E	NIL	NIL	NIL
LOC 03 (03° E) ILS CAT I/C/1 (decl.: 3°E)	BKZ	111.550 MHz	H24	505519.4N 0054649.9E	NIL	NIL	NIL
DME 21	BKN	CH 52Y	H24	505520.6N 0054647.1E	400 FT	NIL	NIL
GP 21	BKN	332.750 MHz	H24	505502.1N 0054625.1E	NIL	NIL	NIL
LOC 21 (03° E) ILS CAT III/E/4 (decl.: 3°E)	BKN	111.550 MHz	H24	505356.7N 0054526.2E	NIL	NIL	NIL
GPS	NIL	L1 1575.42 MHz	H24	NIL	NIL	NIL	NIL
EGNOS	NIL	L1 1575.42 MHz	H24	NIL	NIL	NIL	See EHBK AD 2.22 for FAS data block

EHBK AD 2.20 LOCAL AERODROME REGULATIONS

1 RESTRICTIONS

1.	Flights with non noise certificated aircraft are not allowed.
2.	So called "short approaches" to RWY 21 are not allowed within a distance of 4 NM.
3.	ATC is not allowed to approve deviations from the SIDs except:
	a. In emergency.
	b. When the aircraft has reached an altitude of 3500 FT AMSL for propeller aircraft and FL 060 for jet aircraft.
4.	Flights during night hours 2200-0500 (2100-0400) are not allowed without prior permission from the airport authority.
5.	Visual approaches are not allowed during night hours 2200-0500 (2100-0400). ATC may allow or offer a visual approach:
	a. In case of emergency.
	b. If no instrument approach is available.
	c. In exceptional cases to avoid a complicated air traffic flow.
6.	180° turn not allowed on RWY 03/21 for ACFT MTOM >= 50 000 KG at OAT >= 18°C (according to METAR).
7.	180° turn not allowed on RWY 03/21 for ACFT CODE D/E/F.
8.	Due to clearance requirements, aircraft types A346, A35F, A35K, B77W are restricted to park on stand B6 only.

2 TRAINING FLIGHTS

Military training flights not allowed.
Circuit training only allowed MON-FRI 0800-1800 (MON-FRI 0700-1700), excluding HOL.
Additionally, circuit training for propeller powered aircraft with a MTOM <= 6000 KG, is allowed on MON-FRI 1800-2200 (MON-FRI 1700-2100), excluding HOL, after prior permission from airport authority.
Local IFR training flights shall file in item 15 the route description: DCT NOWIK.

3 BANNER TOWING FLIGHTS

Dropping or picking-up banners is not allowed.

4 FORMATION TAKE-OFFS AND LANDINGS

Formation take-offs and landings are not allowed except with a pre-arranged operational agreement with ATC. Contact [email protected] for such an agreement.

5 TAXI PROCEDURES

Before starting their engines pilots shall request start-up clearance from Beek Delivery.
Pilots of aircraft intending to taxi on the taxiways shall obtain a clearance from Beek TWR.
Aircraft not maintaining two-way radio communication and intending to taxi on the apron must obtain prior permission from the airport authority.

6 RESTRICTIONS FOR INTERSECTION TAKE-OFF

In general, an intersection take-off via TWY E2, W3 and W4 is only allowed for operational reasons. Furthermore the following restrictions apply for an intersection take-off via TWY W3 and W4:

RWY 03 (W4) or RWY 21 (W3 and W4):

Single engine MTOM <= 6000 KG. No push propeller or jet engine (turbo fan).
Multi engine MTOM <= 2000 KG. No push propeller.

7 GROUND HANDLING

Due to security reasons, handling is compulsory for all non based aircraft at Maastricht Aachen Airport. For handling companies see EHBK AD 2.23 paragraph 4.

8 USE OF APU

The use of auxiliary power units (APU) is strictly controlled by Airport Authority at all aircraft stands. Flight crew are urgently requested to limit use of the APU as much as possible to reduce environmental and noise burden.
The APU should be shut down as soon as practicable following actual in block time (AIBT), but not later than 5 MIN after parking brakes set. Departing aircraft may start the APU not earlier than 15 MIN prior to actual off-block time (AOBT) in order to start engines. If the TOBT is delayed by more than 20 MIN the APU must be turned off again.

For cooling and heating purposes (zero emission) pre-conditioned air units (PCA) can should be used on D-apron (fee applicable).

Exceptions:
- When it is necessary to use the APU to ensure safety on board, at captain responsibility. Report to airport authority TEL: +31 (0)43 358 9750 as soon as practicable.
- When the outside temperature is below -5°C or above +25°C (according to METAR) the APU should not be restarted until actual start boarding time (ASBT).
- When it is necessary to use an APU to diagnose and/or rectify aircraft faults (for technical/maintenance reasons). Prior permission required from the Airport Authority, TEL: +31 (0)43 358 9750.

The use of aircraft engines for air-conditioning purposes on the apron is not allowed.

For contacting the Airport Authority: TEL +31 (0)43 358 9750. Do not use the Beek TWR channel or airport authority channel (131.505).

9 USE OF TRANSPONDER

Aircraft identification should be entered before the transponder is activated (see also ENR 1.6 paragraph 2.1.1). Pilots must use the ICAO defined format as specified in ENR 1.10 paragraph 3.2.1 for entry of the aircraft identification.

All pilots shall select the assigned mode A (squawk) code and activate the mode S transponder:

from request of push-back or taxi whichever is earlier;
after landing, continuously until the aircraft is fully parked on stand. The transponder shall be deactivated immediately after parking.

Note: activation of the mode S transponder means selecting AUTO mode, ON, XPNDR, or the equivalent according to specific installation. Selection of the STAND-BY mode will NOT activate the mode S transponder. Depending on the hardware configuration, selecting ON could overrule the required suppression of SSR replies and mode S all-call replies when the transponder is on the ground.

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 receiving the clearance to line up. For arriving aircraft, TCAS should be deselected as soon as possible after vacating the runway.

10 MAINTENANCE FLIGHTS PPR

Due to limited parking availability all air carriers and aircraft operators planning to conduct non-scheduled flights for the purpose of carrying out maintenance (unscheduled/scheduled maintenance, repaint and/or parking/storage) on the aircraft require a PPR for that specific flight.

The coordination of PPR is performed at least 24 hours before scheduled time of arrival of the flight. Without approved PPR by Airport Authority no landing clearance will be provided by local ATC.

Requests for PPR shall be submitted to [email protected] including:- Operator
- Aircraft registration
- Type of Aircraft
- MTOW
- Noise certificate
- Flight number
- Date/time of inbound flight
- Date/time of outbound flight
- Responsible maintenance provider at Maastricht Aachen Airport

11 DEVIATIONS FROM EASA REGULATIONS

11.1 Commission Regulation (EU) No 139/2014 - Certification Specifications

Reference	Deviation	Related AIP section
1	2	3
Longitudinal slope changes on runway
CS ADR-DSN.B.065 (c)(1)	At RWY 03 and 21 the longitudinal slope locally exceeds 0.1% per 30 M.	EHBK AD 2.12
Sight distance for slopes on runways
CS ADR-DSN.B.070 (b)(1)	From start of RWY 21 no unobstructed line of sight at 3 M.	EHBK AD 2.12
Distance between slope changes on runways
CS ADR-DSN.B.075	Deviation on curve is smaller than requirement due to geographical position of the aerodrome.	EHBK AD 2.12
Transverse slopes on runway
CS ADR-DSN.B.080 (b)(1)	At RWY 03 and 21 the concrete part of the transverse slope is less than 1%.	EHBK AD 2.12
CS ADR-DSN.B.080 (d)	At RWY 03 and 21 where concrete meets asphalt no even slope will be maintained. Will change from 1,5% for asphalt to ~1% for concrete.	EHBK AD 2.12
Slopes on runway turnpads
CS ADR-DSN.B.100	The slope on runway turnpad is sufficient for the drainage of water. However the slope of the turnpad is opposite to that of the runway pavement surface.	EHBK AD 2.12
Objects on runway strips
CS ADR-DSN.B.165 (a)	Public roads and frangible airport fences are located in the runway strip.	EHBK AD 2.24
CS ADR-DSN.B.165 (a)	Bird scaring cannons are located in the runway strip.	EHBK AD 2.24
Longitudinal slopes on runway strips
CS ADR-DSN.B.180 (b)(1)	The longitudinal slope on third-party territory along a portion of the strip exceeds 1.5%.	EHBK AD 2.24
Objects on runway end safety areas
CS ADR-DSN.C.220	Frangible airport fence, public road and service road are located in the runway end safety area of RWY 21.	EHBK AD 2.12
General – Colour and conspicuity
CS ADR-DSN.L.520 (a)	To denote the 2500 M point to the pilot MAA has placed a dashed white line on the beginning of RWY 03.	EHBK AD 2.9
Precision approach Category I lighting system
CS ADR-DSN.M.630 (b)(1)	Total length of lighting system is 608 M instead of 900 M.	EHBK AD 2.14
Precision approach Category II and III lighting system
CS ADR-DSN.M.635 (a)(1)	Total length of lighting system is 855 M instead of 900 M.	EHBK AD 2.14
CS ADR-DSN.M.685 (b)(1)	Runway end lights are not positioned at the end of the runway.	EHBK AD 2.14
Electrical power supply systems
CS ADR-DSN.S.880 (d)(5)	Apron lights are not connected to the emergency power supply.	EHBK AD 2.15
CS ADR-DSN.S.880 (d)(6)	Apron lights are not connected to the emergency power supply.	EHBK AD 2.15
Electrical systems – Monitoring
CS ADR-DSN.S.890 (d)	No automatic relay to maintenance crew. Relay is via ATC.	NIL
CS ADR-DSN.S.890 (e)	No automatic relay to maintenance crew. Relay is via ATC	NIL

EHBK AD 2.21 NOISE ABATEMENT PROCEDURES

1 ARRIVALS

1.1 Continuous descent operation

Inbound aircraft shall adopt a continuous descent profile - to the greatest possible extent compatible with safe operation of the aircraft - by employing minimum engine thrust, ideally in a low drag configuration, prior to the FAF/FAP.
When cleared to descend via a standard arrival route, execute the lateral, vertical and speed profiles of the arrival procedure. In this case, the pilot is free to optimize descent and speed within the constraints as laid down in the procedure. The objective is to establish a low noise continuous descent approach.

1.2 Landing

Full reverse thrust should not be used due to noise abatement. Full reverse thrust shall only be used when required for safety reasons.

EHBK AD 2.22 FLIGHT PROCEDURES

1 INSTRUMENT DEPARTURE PROCEDURES

1.1 Introduction

The instrument departure procedures are based on ICAO Annex 2 and on ICAO Documents 4444-ATM/501 (PANS-ATM), 7030 (SUPPS) and 8168-OPS/611 (PANS-OPS). With respect to procedures extending outside the Maastricht TMA 1, special arrangements have been made between Beek APP/TWR and the appropriate German and Belgian ATC units.

1.2 Instrument departure procedures

1.2.1 Start-up permission

Pilots of aircraft must have obtained start-up permission from ATC before starting their engines. A request for start-up shall be made to Beek Delivery after all preparations for departure have been made (doors closed etc.) and shall include:

aircraft identification (e.g. TRA2345).
position (e.g. opposite tower).
ATIS information (e.g. information "J").
flight rules (e.g. IFR).
destination (e.g. Malaga).
request start-up (request start-up).

Due to the short flying time to the FIR boundary, pilots of aircraft departing direction Belgium and Germany may request start-up permission before all preparations have been made, indicating the time at which they will be ready to start engines: "...... destination ..... ready to start engines at ......".

Permission for start-up will be issued as soon as possible after the request has been made to Beek Delivery. The pilot shall be able to comply with the start-up and taxi permission, since ATC planning of outbound traffic (involving en-route clearance and co-ordination with adjacent ATC units) is based on the start-up time. Any delay in start-up or taxiing shall be immediately reported to ATC. In case of indefinite delay the probable duration of the delay will be given.

During the hours of the ATIS broadcast no MET information will be issued to departing aircraft except RVR (see EHBK AD 2.18).

1.2.2 En-route clearance

1.2.2.1 Contents

The en-route clearance will be issued after start-up clearance has been given by Beek Delivery. An en-route clearance contains:

Clearance limit: airport of destination.
Standard instrument departure (SID).
Level instructions if applicable.
SSR code.
Departure instructions if applicable.
CTOT if applicable.

Example of an en-route clearance: "TRA2345 cleared to Malaga, OLNO 2A Departure, squawk 0121, slot 25".

1.2.2.2 Standard instrument departures

The instrument departure procedures are laid down in standard instrument departures (SIDs). SIDs are designated in accordance with ICAO Annex 11. SID designation is composed of the following elements:

a basic indicator, i.e. a significant point.
a validity indicator, i.e. a number from 1 to 9 indicating the valid version of a specific SID.
a route indicator, i.e. a letter representing the runway where the SID begins.

SIDs are published for RWY 03 and 21.

1.2.2.3 Departure instructions (paragraph 1.2.2.1, item e.)

Instructions containing deviations from the standard instrument departure may be added to the en-route or take-off clearance. These instructions may comprise an opposite turn after take-off, maintaining a specified heading or temporary altitude restrictions; they amend the relevant part of the SID only.

1.2.2.4 General instructions

Climb as rapidly as practicable to at least 2000 FT AMSL.
VOR radial interception angle: in principle 45°. If the indicated angle exceeds 45° initiate turn in due time in order not to overshoot the radial.

1.2.3 Taxi procedures

Aircraft shall request taxi clearance on the TWR channel (see EHBK AD 2.18).

1.2.4 En route communication

Pilots shall contact the adjacent ATC unit as soon as possible after they have been so instructed by ATC.

1.3 Communication failure

For the general procedures for IFR flights, see ENR 1.3 paragraph "Communication Failure".
Additionally, for departing flights, the following communication failure procedure applies:
- If a clearance to climb or re-routing instructions has not been given, comply with the route and altitude limitations detailed in the allocated standard instrument departure procedure or the departure instructions provided at take-off until the last waypoint has been reached.

1.4 SID descriptions

1.4.1 General remarks

Transition altitude: 3000 FT AMSL.
Pilots of departing aircraft shall remain on the TWR channel until passing 2000 FT AMSL . When passing 2000 FT AMSL pilots shall change to the APP channel and report the altitude in order for ATC to verify mode C.
Initiate turns in due time in order not to overshoot radials.
Turn radii based on a 25° bank angle.
Radial interception angle: 45°.
The SIDs are based on an average climb rate of 2000 FT/MIN.
SIDs have to be considered as minimum noise routings which shall be strictly adhered to.
MAX 250 KIAS below FL 100 unless otherwise instructed.
RNAV: The Netherlands encourages the use of RNAV routes stored in a pre-programmed navigation database on board of aircraft. Although there may be differences between the RNAV and conventional description of a route (vertically: turn altitudes and/or laterally: turn anticipation effects), the resulting flight paths are considered identical by ATC. Therefore, flying the route using the RNAV coding from the navigation database will not result in route violations.
Furthermore:
- Connect FMS as early as possible.
- Turn anticipation is mandatory for all waypoints except those which are underlined, these waypoints shall be overflown.
- The navigation aid (e.g. VOR) mentioned in the column "Expected path terminator" is for selection of MAG station declination only.

1.4.2 Specific remarks

Pilots unable to comply with the crossing condition BK317 (2.5 MAS R-248) at or above 3500 FT AMSL, have to inform ATC before departure. The minimum climb gradient of 10.3 percent is required due to glider activities in ATZ Schinveld.
Pilots unable to comply with the crossing condition at or above FL 045 or FL 060, have to inform ATC before departure. The minimum climb gradient is required due to the airspace structure.
Only for aircraft with destination EHGG and EHLE, MAX FL 095.
Only for aircraft with destination EHAM, MAX FL 075.
Only for aircraft with destination EDDK.
RNAV 1 required.
SIDs RWY 21: early autopilot connection might result in turn initiation below 760 FT AMSL. If applicable, continue on track 210° MAG beyond 9.5 MAS to prevent turning below 760 FT AMSL.

1.4.3 SIDs RWY 03

See chart SID RWY 03.

LNO 4A [LNO4A]	See paragraph 1.4.2 specific remark: 2. Minimum climb gradient: 5.8% to FL 060. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CA	-	-	030 / (032.8)	-	-	R	+ 750	-	-	RNAV 1
002	DF	BK316	N	-	-	-	-	+ 2000	- 220	-	RNAV 1
003	TF	BK318	N	155 / (157.3)	-	10.7	-	-	-	-	RNAV 1
004	TF	ULPEN	N	217 / (219.6)	-	2.3	-	+ FL 060	-	-	RNAV 1
005	TF	LNO	N	216 / (219.2)	-	13.1	-	-	-	-	RNAV 1
Conventional description		Lateral: Track 030° MAG. At 750 FT AMSL turn right to track 044° MAG. At 5.6 MAS turn right to track 155° MAG (MAX 220 KIAS) to intercept LNO R-036 inbound to LNO VOR.
Conventional description		Vertical: Cross 5.6 MAS at or above 2000 FT AMSL; 13.1 LNO at or above FL 060.

NETEX 2A [NETE2A]	See paragraph 1.4.2 specific remark: 1, 2. Minimum climb gradient: 10.3% to 3500 FT AMSL and 5.8% to FL 060. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CA	-	-	030 / (032.8)	-	-	R	+ 750	-	-	RNAV 1
002	DF	BK315	N	-	-	-	-	-	-	-	RNAV 1
003	TF	BK317	N	067 / (070.3)	-	3.6	-	+ 3500	-	-	RNAV 1
004	TF	MAS	N	068 / (070.3)	-	2.5	-	-	-	-	RNAV 1
005	TF	PIMIP	N	026 / (028.7)	-	4.7	-	+ FL 060	-	-	RNAV 1
006	TF	NETEX	N	026 / (028.7)	-	19.7	-	-	-	-	RNAV 1
Conventional description		Lateral: Track 030° MAG. At 750 FT AMSL turn right to track 044° MAG to intercept MAS R-248 inbound to MAS VOR to intercept MAS R-026 to NETEX (24.4 MAS).
Conventional description		Vertical: Cross 2.5 MAS R-248 at or above 3500 FT AMSL; 4.7 MAS R-026 at or above FL 060.

NVO 3A [NVO3A]	See paragraph 1.4.2 specific remark: 2, 5, 6. Minimum climb gradient: 7.0% to 2000 FT AMSL and 5.5% to FL 060. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CA	-	-	030 / (032.8)	-	-	R	+ 750	-	-	RNAV 1
002	DF	BK316	N	-	-	-	-	+ 2000	- 220	-	RNAV 1
003	TF	BK319	N	155 / (157.3)	-	8.8	-	-	-	-	RNAV 1
004	TF	ELBED	N	084 / (086.5)	-	4.3	-	+ FL 060	-	-	RNAV 1
005	TF	NVO	N	086 / (089.1)	-	22.0	-	-	-	-	RNAV 1

OSGOS 2A [OSGO2A]	See paragraph 1.4.2 specific remark: 1, 6. Minimum climb gradient: 10.3% to 3500 FT AMSL. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CA	-	-	030 / (032.8)	-	-	R	+ 750	-	-	RNAV 1
002	DF	BK315	N	-	-	-	-	-	-	-	RNAV 1
003	TF	BK317	N	067 / (070.3)	-	3.6	-	+ 3500	-	-	RNAV 1
004	TF	MAS	N	068 / (070.3)	-	2.5	-	-	-	-	RNAV 1
005	TF	OSGOS	N	350 / (352.5)	-	12.8	-	+ FL 060	-	-	RNAV 1

PESER 4A [PESE4A]	See paragraph 1.4.2 specific remark: 1, 4, 6. Minimum climb gradient: 10.3% to 3500 FT AMSL. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CA	-	-	030 / (032.8)	-	-	R	+ 750	-	-	RNAV 1
002	DF	BK315	N	-	-	-	-	-	-	-	RNAV 1
003	TF	BK317	N	067 / (070.3)	-	3.6	-	+ 3500	-	-	RNAV 1
004	TF	MAS	N	068 / (070.3)	-	2.5	-	-	-	-	RNAV 1
005	TF	OSGOS	N	350 / (352.5)	-	12.8	-	+ FL 060	-	-	RNAV 1
006	TF	SOPVI	N	350 / (352.4)	-	4.0	-	-	-	-	RNAV 1
007	TF	EHOJI	N	302 / (304.7)	-	23.1	-	-	-	-	RNAV 1
008	TF	BREDA	N	283 / (285.5)	-	21.0	-	-	-	-	RNAV 1
009	TF	PESER	N	283 / (285.1)	-	12.7	-	-	-	-	RNAV 1

TENLI 2A [TENL2A]	See paragraph 1.4.2 specific remark: 1, 3, 6. Minimum climb gradient: 10.3 % to 3500 FT AMSL. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CA	-	-	030 / (032.8)	-	-	R	+ 750	-	-	RNAV 1
002	DF	BK315	N	-	-	-	-	-	-	-	RNAV 1
003	TF	BK317	N	067 / (070.3)	-	3.6	-	+ 3500	-	-	RNAV 1
004	TF	MAS	N	068 / (070.3)	-	2.5	-	-	-	-	RNAV 1
005	TF	OSGOS	N	350 / (352.5)	-	12.8	-	+ FL 060	-	-	RNAV 1
006	TF	SOPVI	N	350 / (352.4)	-	4.0		-	-	-	RNAV 1
007	TF	RUMER	N	356 / (358.4)	-	22.3		-	-	-	RNAV 1
008	TF	BASGU	N	353 / (355.8)	-	17.6		-	-	-	RNAV 1
009	TF	NIHOF	N	065 / (068.3)	-	15.9		-	-	-	RNAV 1
010	TF	TENLI	N	358 / (000.4)	-	14.2	-	-	-	-	RNAV 1

1.4.4 SIDs RWY 21

See chart SID RWY 21.

LNO 3B [LNO3B]	See paragraph 1.4.2 specific remark: 2, 7. Minimum climb gradient: 6.6% to FL 060. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CF	BK321	N	210 / (212.8)	MAS	-	-	-	-	-	RNAV 1
002	TF	BK323	N	105 / (108.1)	-	10.9	-	-	-	-	RNAV 1
003	TF	ULPEN	N	217 / (219.5)	-	3.8	-	+ FL 060	-	-	RNAV 1
004	TF	LNO	N	216 / (219.2)	-	13.1	-	-	-	-	RNAV 1
Conventional description		Lateral: Track 210° MAG. At 9.5 MAS turn left to track 105° MAG. At LNO R-025 turn right to intercept LNO R-036 inbound to LNO VOR.
Conventional description		Vertical: Cross 13.1 LNO at or above FL 060.

NETEX 2B [NETE2B]	See paragraph 1.4.2 specific remark: 2, 7. Minimum climb gradient: 4.5% to FL 060. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CF	BK320	Y	210 / (212.8)	MAS	-	-	-	-	-	RNAV 1
002	CF	MAS	N	036 / (038.7)	MAS	-	-	+ FL 045	-	-	RNAV 1
003	TF	PIMIP	N	026 / (028.7)	-	4.7	-	+ FL 060	-	-	RNAV 1
004	TF	NETEX	N	026 / (028.7)	-	19.7	-	-	-	-	RNAV 1
Conventional description		Lateral: Track 210° MAG. At 9.5 MAS turn left to intercept MAS R-216 inbound to intercept MAS R-026 to NETEX (24.4 MAS).
Conventional description		Vertical: Cross MAS at or above FL 045; 4.7 MAS R-026 at or above FL 060.

NVO 3B [NVO3B]	See paragraph 1.4.2 specific remark: 2, 5, 6, 7. Minimum climb gradient: 6.4% to FL 060. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CF	BK321	N	210 / (212.8)	MAS	-	-	-	-	-	RNAV 1
002	TF	BK319	N	105 / (108.1)	-	9.1	-	-	-	-	RNAV 1
003	TF	ELBED	N	084 / (086.5)	-	4.3	-	+ FL 060	-	-	RNAV 1
004	TF	NVO	N	086 / (089.1)	-	22.0	-	-	-	-	RNAV 1

OSGOS 2B [OSGO2B]	See paragraph 1.4.2 specific remark: 2, 6, 7. Minimum climb gradient: 4.2% to FL 045. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CF	BK320	Y	210 / (212.8)	MAS	-	-	-	-	-	RNAV 1
002	CF	MAS	N	036 / (038.7)	MAS	-	-	+ FL 045	-	-	RNAV 1
003	TF	OSGOS	N	350 / (352.5)	-	12.8	-	+ FL 060	-	-	RNAV 1

PESER 4B [PESE4B]	See paragraph 1.4.2 specific remark: 2, 4, 6, 7. Minimum climb gradient: 4.2% to FL 045. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CF	BK320	Y	210 / (212.8)	MAS	-	-	-	-	-	RNAV 1
002	CF	MAS	N	036 / (038.7)	MAS	-	-	+ FL 045	-	-	RNAV 1
003	TF	OSGOS	N	350 / (352.5)	-	12.8	-	+ FL 060	-	-	RNAV 1
004	TF	SOPVI	N	350 / (352.4)	-	4.0	-	-	-	-	RNAV 1
005	TF	EHOJI	N	302 / (304.7)	-	23.1	-	-	-	-	RNAV 1
006	TF	BREDA	N	283 / (285.5)	-	21.0	-	-	-	-	RNAV 1
007	TF	PESER	N	283 / (285.1)	-	12.7	-	-	-	-	RNAV 1

TENLI 2B [TENL2B]	See paragraph 1.4.2 specific remark: 2, 3, 6, 7. Minimum climb gradient: 4.2% to FL 045. Passing 2000 FT AMSL contact Beek APP 123.980. After departure climb to FL 060.
Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	CF	BK320	Y	210 / (212.8)	MAS	-	-	-	-	-	RNAV 1
002	CF	MAS	N	036 / (038.7)	MAS	-	-	+ FL 045	-	-	RNAV 1
003	TF	OSGOS	N	350 / (352.5)	-	12.8	-	+ FL 060	-	-	RNAV 1
004	TF	SOPVI	N	350 / (352.4)	-	4.0	-	-	-	-	RNAV 1
005	TF	RUMER	N	356 / (358.4)	-	22.3	-	-	-	-	RNAV 1
006	TF	BASGU	N	353 / (355.8)	-	17.6	-	-	-	-	RNAV 1
007	TF	NIHOF	N	065 / (068.3)	-	15.9	-	-	-	-	RNAV 1
008	TF	TENLI	N	358 / (000.4)	-	14.2	-	-	-	-	RNAV 1

2 INSTRUMENT APPROACH PROCEDURES

2.1 Introduction

The arrival, instrument approach and holding procedures are based on ICAO Annex 2 and on ICAO Documents 4444-ATM/501 (PANS-ATM), 7030 (SUPPS) and 8168-OPS/611 (PANS-OPS). During initial and intermediate approach to Maastricht Aachen Airport radar services may be provided by Beek APP. With respect to procedures extending outside the Maastricht TMA 1, special arrangements have been made between Beek APP/TWR and the appropriate German and Belgian ATC units.

2.2 Arrival

2.2.1 Inbound clearance

Upon initial contact at or before entering the Maastricht TMA 1, Beek APP will issue an inbound clearance containing:

Standard arrival route (STAR, see charts STAR RWY 03 and STAR RWY 21).
Level (flight level or altitude).
Approach instructions (see paragraph 2.3.2).
Expected approach time (EAT), when a delay of 30 minutes or more is expected.

When cleared to descend via a standard arrival route (STAR), establish a continuous descent path.

2.2.2 STAR descriptions

2.2.2.1 Specific remarks

RNAV 1 required.
Only for flights DEP EDLN.
Only for flights DEP within Amsterdam FIR.

2.2.2.2 STARs RWY 03

LNO 1T	See paragraph 2.2.2.1 specific remark: 1.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[LNO1T]	LNO	LNO	IF	N
[LNO1T]	To BERIR at or above 3000 FT AMSL	BERIR [A3000+]	TF	N

MODRU 1T	See paragraph 2.2.2.1 specific remark: 1, 2.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[MODR1T]	MODRU	MODRU	IF	N
[MODR1T]	To ANZUL at or above 3500 FT AMSL	ANZUL [A3500+]	TF	N

NVO 1T	See paragraph 2.2.2.1 specific remark: 1.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[NVO1T]	NVO	NVO	IF	N
	To BAXIM at or above 4000 FT AMSL	BAXIM [A4000+]	TF	N
	To ANZUL at or above 3500 FT AMSL	ANZUL [A3500+]	TF	N

NETEX 1T	See paragraph 2.2.2.1 specific remark: 1.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[NETE1T]	NETEX	NETEX	IF	N
	To BOBMO	BOBMO	TF	N
	To ANZUL at or above 3500 FT AMSL	ANZUL [A3500+]	TF	N

OSGOS 1T	See paragraph 2.2.2.1 specific remark: 1, 3.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[OSGO1T]	OSGOS	OSGOS	IF	N
	To BOGRU	BOGRU	TF	N
	To ANZUL at or above 3500 FT AMSL	ANZUL [A3500+]	TF	N

RUMER 1T	See paragraph 2.2.2.1 specific remark: 1.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[RUME1T]	RUMER	RUMER	IF	N
	To SOPVI	SOPVI	TF	N
	To OSGOS	OSGOS	TF	N
	To BOGRU	BOGRU	TF	N
	To ANZUL at or above 3500 FT AMSL	ANZUL [A3500+]	TF	N

2.2.2.3 STARs RWY 21

LNO 2M	See paragraph 2.2.2.1 specific remark: 1.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[LNO2M]	LNO	LNO	IF	N
	To BERIR	BERIR	TF	N
	To DINAK at or above 4000 FT AMSL	DINAK [A4000+]	TF	N

MODRU 2M	See paragraph 2.2.2.1 specific remark: 1, 2.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[MODR2M]	MODRU	MODRU	IF	N
[MODR2M]	To BOGRU at or above 3000 FT AMSL	BOGRU [A3000+]	TF	N

NVO 3M	See paragraph 2.2.2.1 specific remark: 1.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[NVO3M]	NVO	NVO	IF	N
	To BAXIM	BAXIM	TF	N
	To DINAK at or above 4000 FT AMSL	DINAK [A4000+]	TF	N

NETEX 2M	See paragraph 2.2.2.1 specific remark: 1.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[NETE2M]	NETEX	NETEX	IF	N
	To BOBMO	BOBMO	TF	N
	To BOGRU at or above 3000 FT AMSL	BOGRU [A3000+]	TF	N

OSGOS 2M	See paragraph 2.2.2.1 specific remark: 1, 3.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[OSGO2M]	OSGOS	OSGOS	IF	N
[OSGO2M]	To BOGRU at or above 3000 FT AMSL	BOGRU [A3000+]	TF	N

RUMER 3M	See paragraph 2.2.2.1 specific remark: 1.
ARINC designator	Formal description	Abbreviated description	Expected path terminator	Fly-over required
[RUME3M]	RUMER	RUMER	IF	N
	To SOPVI	SOPVI	TF	N
	To OSGOS	OSGOS	TF	N
	To BOGRU at or above 3000 FT AMSL	BOGRU [A3000+]	TF	N

2.3 Initial and intermediate approach

2.3.1 Holding and entry procedures

Holding and entry procedures and the calculations of the associated protected areas are in accordance with PANS-OPS Volume II, part 4. Since separation is based on the calculated areas, compliance with these in-flight procedures is essential.

2.3.2 Approach instructions

Approach instructions are included in the inbound clearance issued on initial contact (see paragraph 2.2.1). Approach instructions will contain as applicable:

Additional instructions with respect to clearance limit, route and level.
Approach procedure.
Runway in use ¹⁾.
EAT, if holding procedures are applied.
QNH.
Transition level ¹⁾.
MET information ¹⁾.
Runway condition ¹⁾.

¹⁾ during the hours of ATIS broadcast (see EHBK AD 2.18), item may be omitted as far as it is included in the ATIS broadcast.

2.3.3 Conventional ILS approaches

Navigation in the initial and intermediate approach segments is primarily based on vectors provided by ATC. Conventional initial and intermediate approach procedures to RWY 03 are available and will be used during COM failure or at ATC discretion.

There is no ILS approach with conventional initial and intermediate approach segment available to RWY 21. Non-RNAV 1 traffic should expect vectors provided by ATC to the final approach published on the chart IAC CDO approaches to ILS X CAT II & III or LOC X RWY 21.

2.3.4 ILS approaches with RNAV 1 segments

2.3.4.1 General

Navigation in the initial and intermediate approach segments is primarily based on RNAV 1, followed by an ILS final approach. These can be initiated by ATC in order to reduce noise nuisance, fuel consumption, and to provide flexible and efficient ATC dispatch. The following ILS approaches with RNAV 1 segments are available:

ILS X or LOC X RWY 03 (CDO);
ILS X or LOC X RWY 21 (CDO).

These procedures are developed in accordance with ICAO PANS-OPS criteria with the following safeguards:

The RNAV segments are situated above MSA/MFA/MRVA;
ILS-LOC interception takes place in the intermediate segment;
The operations are strictly radar monitored by ATC.

2.3.4.2 Approach clearances and altitudes

These approaches start at the IAF of the procedure and provide a lateral route onto the final approach. Altitudes and IAS will be as instructed by ATC. The approach clearance includes clearance to execute the ILS approach and intercept the glide path from the last instructed altitude. Further details are published on the relevant instrument approach charts.

2.3.4.3 Non-RNAV 1 equipped aircraft

Aircraft unable to meet the mentioned requirements shall react with the phraseology "UNABLE RNAV" if instructed to fly RNAV approach segments. These aircraft will be guided by vectors or rerouted via conventional navigation aids.

2.3.5 RNP approach

2.3.5.1 General

RNP approaches to LNAV, LNAV/VNAV and LPV minima are available for RWY 21.

2.3.5.2 Aircraft requirements

For the use of an RNP approach it is required that the operator holds an RNP APCH operations approval issued by their State of registry. The approval should be compliant with EASA PART-ACNS or equivalent.

2.3.5.3 Non-RNP approach equipped aircraft

Aircraft unable to meet the mentioned requirements shall react with the phraseology "UNABLE RNP (APCH)" if instructed to fly RNP approach procedures. These aircraft will be guided by vectors, rerouted via ILS approaches or via conventional navigation aids

2.4 Final approach

Note: an aircraft vectored to intercept final approach shall report to ATC when established on the final approach track (ICAO Doc 4444-ATM/501 (PANS-ATM) chapter 8.9.4.1).

2.4.1 Instrument approaches

In principle the final approach will be conducted on the ILS of the main landing runway. Instrument approaches to RWY 03 and 21 can be made with the assistance of ILS, LOC, NDB (RWY 03 only) or RNP (RWY 21 only).

2.4.2 ILS operations

2.4.2.1 Clearances

ATC will apply safeguards and procedures for ILS operations in relation to weather conditions to facilitate CAT I, CAT II and CAT III operations. However, it will be applied irrespective of the actual category of operations flown, which is on pilot's decision. As a consequence the approach clearance provided by ATC is based on traffic only. During the approach pilots will be informed of:

any known unserviceabilities of aids and/or downgrading when applicable.
significant changes in surface wind (speed and direction).
changes in RVR.

2.4.2.2 Practice ILS approaches

Pilots who wish to practise ILS CAT II or CAT III approaches have to request this on initial contact with Beek APP using the phrase: "Request practice CAT II or CAT III approach".

2.4.3 Approach angle RWY 21

Due to possible roof top damage caused by aircraft on short final RWY 21, it is emphasized that no instrument and/or visual approach shall be made at an angle less than the ILS glide path or less than 5.2% (3.0 DEG) if no ILS is available.

2.4.4 Visual approach

To minimise noise nuisance, aircraft executing a visual approach shall intercept the final approach leg at an altitude of at least 1400 FT AMSL, unless residential areas can be avoided. Visual approaches during night hours are not allowed, see EHBK AD 2.20 paragraph 1.

2.4.5 Circling approach

For each available landing runway at Maastricht Aachen Airport a circling approach may be allowed or offered. For OCA (OCH) see the relevant instrument approach chart.

2.5 Missed approach procedure

2.5.1 General

All turns shall be the shortest turn and in case of a 180° turn that turn shall be to the left, unless otherwise specified below or instructed by ATC.

2.5.2 Missed approach procedure during instrument approach

See the relevant instrument approach chart.

2.5.3 Missed approach procedure during visual approach

Turn to the intended landing runway, intercept the runway track MAG of that runway while:

When visual:
- remain visual and inform ATC or
When unable to remain visual:
- climb to 2000 FT AMSL and inform ATC.

2.5.4 Missed approach while circling to land

Note: this procedure is different from ICAO Doc 8168 Volume I (PANS-OPS).

1. Inform ATC immediately.
2. Start climbing and complete the turn to the intended landing runway (see figure).
3. Intercept the MAG track of that runway while climbing to 2000 FT AMSL.

2.6 Communication failure

2.6.1 General

The pilot of an IFR flight shall follow the general procedures for IFR flights (see ENR 1.3 paragraph "Communication Failure"). Additionally, the below communication failure procedures apply for RNAV 1 traffic (paragraph 2.7.2) and non-RNAV 1 traffic (paragraph 2.7.3). See also paragraph 2.7.4 for missed approach procedures in case of communication failure.

2.6.1.1 All traffic via IAF or IF

Traffic cleared inbound an IAF or IF or cleared for an ILS or RNP APCH shall proceed to the IAF or IF and execute the approach procedure in accordance with the applicable instrument approach chart.

2.6.2 RNAV 1 traffic

2.6.2.1 Inbound clearance not received

Proceed direct to NOWIK and hold. Maintain the last cleared and acknowledged flight level.
Commence descent to 3000 FT AMSL (transition altitude) as near as possible to the ETO over NOWIK.
After reaching 3000 FT AMSL, leave NOWIK and proceed direct to the IAF or IF of an instrument approach procedure to the received and acknowledged runway, or to the landing runway according to ATIS (see the relevant instrument approach chart).
Carry out the instrument approach procedure.

2.6.2.2 Inbound clearance received

2.6.2.2.1 Traffic via standard arrival route

Proceed direct to NOWIK. Maintain the last cleared and acknowledged flight level.
Commence descent to 3000 FT AMSL (transition altitude) at the EAT last received and acknowledged.
When no EAT has been received and acknowledged, commence descent to 3000 FT AMSL at or as near as possible to the ETO over NOWIK.
After reaching 3000 FT AMSL, leave NOWIK and proceed direct to the IAF of an instrument approach procedure to the assigned runway, or to the landing runway according to ATIS (see the relevant instrument approach chart).
Carry out the instrument approach procedure.

2.6.2.2.2 Traffic outside standard arrival route

Proceed direct to NOWIK and hold.
Maintain the last cleared and acknowledged flight level.
Commence descent to 3000 FT AMSL (transition altitude), if applicable.
After reaching 3000 FT AMSL, leave NOWIK and proceed direct to the IAF of an instrument approach procedure to the assigned runway, or to the landing runway according to ATIS (see the relevant instrument approach chart).
Carry out the instrument approach procedure.

2.6.2.2.3 Traffic vectored to final approach

Maintain the last cleared and acknowledged level or climb to 3000 FT AMSL (minimum flight altitude), if applicable.
Proceed to NOWIK.
When over NOWIK, descend in the holding to 3000 FT AMSL (transition altitude), if applicable.
After reaching 3000 FT AMSL, leave NOWIK and proceed direct to the IAF of an instrument approach procedure to the assigned runway or to the landing runway according to ATIS (see the relevant instrument approach chart).
Carry out the instrument approach procedure.

2.6.3 Non-RNAV 1 traffic

2.6.3.1 Traffic vectored to final approach RWY 03

Maintain the last cleared and acknowledged level or MNM 3500 FT AMSL.
Proceed to MAS VOR/DME.
When over MAS VOR/DME descend, if applicable, to 3000 FT AMSL (transition altitude) while performing a left turn to intercept MAS R-214 and execute the instrument approach procedure again as depicted in chart IAC ILS Z or LOC Z RWY 03.

2.6.3.2 Traffic vectored to final approach RWY 21

Maintain the last cleared and acknowledged level or MNM 3000 FT AMSL.
Proceed to MAS VOR/DME.
When over MAS VOR/DME descend, if applicable, to 3000 FT AMSL (transition altitude) while intercepting MAS R-027 to DINAK (3.1 DME MAS).
Turn left track 300º MAG to BOGRU (5.1 DME MAS).
At BOGRU, turn left to execute the instrument approach procedure again.

2.6.4 Missed approach procedure in case of communication failure

2.6.4.1 General

All turns shall be the shortest turn and in case of a 180° turn that turn shall be to the left, unless otherwise specified below or instructed by ATC.

2.6.4.2 Missed approach procedure during instrument approach

See the relevant instrument approach chart.

2.6.4.3 Missed approach procedure during instrument approach RWY 21 (non-RNAV 1 traffic)

Track 210° MAG and climb to 3000 FT AMSL.
At 3.4 BKN beyond the runway turn left track 129° MAG.
When passing 2300 FT AMSL turn left to cross MAS VOR/DME at 3000 FT AMSL.
When over MAS VOR/DME intercept MAS R-027 to DINAK (3.1 DME MAS).
Turn left track 300º MAG to BOGRU (5.1 DME MAS).
At BOGRU turn left to execute the instrument approach procedure again.

2.6.4.4 Missed approach procedure during visual approach

Turn to the intended landing runway, intercept the runway track MAG of that runway while:

When visual:
- Remain visual and execute another circuit for that runway, or
When unable to remain visual:
1. Climb to 3000 FT AMSL.
2. When passing 2300 FT AMSL start the shortest climbing turn to NOWIK.
3. Cross NOWIK at 3000 FT AMSL and hold, or proceed direct to the IAF of an instrument approach procedure as depicted on the relevant instrument approach chart.
4. Carry out the instrument approach procedure.

2.6.4.5 Missed approach while circling to land

Note: this procedure is different from ICAO Doc 8168 Volume I (PANS-OPS).

Start climbing and complete the turn to the intended landing runway (see figure).
Intercept the MAG track of that runway while climbing to 3000 FT AMSL.
When passing 2300 FT AMSL start the shortest climbing turn to NOWIK.
Cross NOWIK at 3000 FT AMSL and hold or execute the instrument approach procedure again.

2.7 Instrument approach descriptions

2.7.1 Instrument approach segments

Note: recommended navaid for selection of MAG station declination only.

Note: for positions of BK waypoints see relevant instrument approach charts.

2.7.1.1 RWY 03

2.7.1.1.1 ILS X approach RWY 03 (CDO)

Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	IF	ANZUL	-	-	-	-	-	+ 3500	-	-	-
002	TF	BERIR	-	211 / (213.9)	-	5.1	-	+ 3000	-	-	RNAV 1
003	TF	BK302	-	302 / (304.8)	-	5.0	-	-	- 210	-	RNAV 1
004	CF	BK303	-	030 / (032.6)	BKZ	1.6	-	+ 1800	-	-	-
005	CF	THR 03	Y	030 / (032.6)	BKZ	4.4	-	-	-	-3.00 / 50	-
006	FM	-	-	030 / (032.6)	MAS	-	-	@ 2000	-	-	-

2.7.1.2 RWY 21

2.7.1.2.1 ILS X approach RWY 21 (CDO)

Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	IF	DINAK	-	-	-	-	-	+ 4000	- 185	-	-
002	CF	BOGRU	-	300 / (302.8)	-	3.9	-	+ 3000	- 185	-	RNAV 1
003	CF	BK306	-	210 / (212.6)	BKN	3.0	-	+ 2500	-	-	-
004	CF	THR 21	Y	210 / (212.6)	BKN	6.5	-	-	-	-3.00 / 50	-
005	FM	-	-	210 / (212.6)	MAS	-	-	@ 2000	-	-	-

2.7.1.2.2 RNP approach RWY 21

Serial number	Path descriptor	WPT ident	Fly-over	Course/Track °MAG / (°T)	Recom. navaid	Dist. (NM)	Turn	Altitude (FT / FL)	Speed (KIAS)	VPA (°) / TCH (FT)	NAV specification
001	IF	DINAK	-	-	-	-	-	+ 4000	- 185	-	-
002	TF	BOGRU	-	300 / (302.8)	-	3.9	-	+ 3000	- 185	-	RNP APCH
003	TF	BK201	-	210 / (212.7)	-	3.9	-	+ 2200	-	-	RNP APCH
004	TF	THR21	Y	210 / (212.7)	-	5.6	-	-	-	-3.00 / 50	RNP APCH
005	TF	BK202	-	210 / (212.6)	-	5.8	-	@ 2000	-	-	RNP APCH

2.7.1.2.3 FAS data block - RWY 21

3 LOW VISIBILITY PROCEDURES

During periods of limited visibility the overall ATC capacity is reduced. To guarantee aircraft safety and optimal use of ATC capacity, Maastricht Aachen Airport uses ATC low visibility procedures. These procedures are based on ICAO DOC 9476/1 (Surface Movement Guidance and Control Manual) and ECAC DOC 17 (Ground operations in limited visibility conditions).

The ATC low visibility procedures are categorised in four phases (A, B, C, and D), that are based on visibility or RVR values and ceiling. The ATC low visibility procedures become effective when the general visibility equals or drops below 2000 M or when the lowest RVR equals or drops below 1500 M and/or ceiling is equal to or less than 300 FT.

First, the minimum separation for arriving aircraft and the departure interval will be increased. Next, runway use will be restricted.

Pilots should not request start-up permission unless the RVR values for the take-off runway are above the take-off limits for the flight. Pilots should be informed about the RVR minima that apply to their flight, so that they can readily respond to requests about these minima.

If the runway stop bars are out of service, additional restrictions apply.

During LVP all runway entries and runway crossings are safeguarded by switchable (remote controlled) or fixed stop bars (see chart ADC). Crossing of activated stop bars is prohibited. Traffic may proceed only after ATC clearance and when the stop bar lights are switched off (ICAO Annex 2).

Phase	Conditions	Procedure
A	VIS <= 2000 M or 550 M <= lowest RVR <= 1500 M and/or 200 FT <= ceiling <= 300 FT	No conditional clearances. No intersection take-offs.
B	Lowest RVR < 550 M and/or ceiling < 200 FT
C	Lowest RVR < 350 M	One aircraft movement allowed at a time.
D	Lowest RVR < 200 M

4 VFR FLIGHT PROCEDURES AND REGULATIONS

Note: for visual procedures and visual traffic circuits see the charts VAC - VFR procedures and VFR TFC circuits.

4.1 General

All VFR flights within the Maastricht CTR and the Maastricht TMA 1 shall submit a flight plan (see ENR 1.10).
Flying within the Maastricht CTR and the Maastricht TMA 1 is restricted to aircraft maintaining two-way radio communication with ATC, unless prior permission from ATC has been obtained. Such permission will only be given in extraordinary cases.
Prior permission is required from Beek APP for all VFR operations in Maastricht TMA 1.
Prior permission is required from Beek TWR for all VFR operations in the Maastricht CTR.
VFR flights to and from Maastricht Aachen airport shall be carried out via the approach/departure routes unless otherwise instructed by ATC or when approved by ATC on pilot's request.
Noise abatement has been included in the procedures.
Built-up areas shall be avoided as much as possible.
Marked areas shall be avoided.
Schinveld ATZ is situated within the Maastricht CTR, for detailed information see ENR 5.1.
Schinveld sector B (situated within the Maastricht CTR) will during set time period subject to local agreement be used by motorised local participants exempted from the mandatory transponder usage. VFR flights within the CTR may be instructed to stay outside the Schinveld sector B.
IFR areas: VFR flights within the CTR may be instructed by ATC to stay clear of the specified IFR area. The IFR areas are indicated on the chart.
VFR traffic instructed by ATC to squawk a specific SSR transponder code, shall maintain this squawk within the lateral limits of Maastricht TMA 1.
VFR traffic following the Albert canal shall respect the Maastricht CTR boundary and contact Beek TWR for an entry clearance.
Under the part of the Liège TMA Two in the Amsterdam FIR, FIS is provided by Brussels Information 126.900.

VFR reporting points positions:

VFR reporting point	Position
BRAVO	510327N 0054831E
GOLF	505526N 0054425E
HOTEL	505301N 0055235E
INDIA	505339N 0054222E
PAPA	504855N 0054129E
ROMEO	505308N 0054625E
SIERRA	505816N 0054500E
UNIFORM	505237N 0055724E
VICTOR	505133N 0053831E
ZULU	504638N 0054400E

Note: pilots operating outside the CTR should avoid crossing the final approach area of the instrument RWY 21 at altitudes at or near the initial approach altitude (3000 FT AMSL).

Note: pilots are urgently requested not to execute VFR flights in the vicinity of the published instrument arrival and departure routes within the Maastricht TMA 1, which are published in EHBK AD 2.24.

4.2 Visual departure procedures for light aircraft

Pilots must have obtained start-up clearance from ATC before starting engines. A request for start-up shall be made to Beek Delivery; clearance for start-up will either be issued immediately or at a specified time depending on traffic. A request for start-up shall include:
- aircraft identification and type (e.g. PHGON Cessna 172).
- position (e.g. hangar 1).
- ATIS information (e.g. information "P").
- flight rules (e.g. VFR).
- destination (e.g. Rotterdam).
- request start-up (request start-up).
Taxiing on taxiways: pilots of aircraft intending to taxi on the taxiways shall obtain a clearance from Beek TWR.
Taxiing on the apron: aircraft not maintaining two-way communication and intending to taxi on the apron must obtain prior permission from the airport authority.
Departing aircraft shall climb as soon as possible and do not turn before passing the departure end of the runway.

Leave the CTR via an indicated route at 1300 FT AMSL.

RWY 03	BRAVO Departure	After take-off turn left towards the canal and follow the VFR route to SIERRA and BRAVO.
	ZULU Departure	After take-off turn left and follow the VFR route via GOLF, INDIA, VICTOR, PAPA to ZULU. Do not report over GOLF unless otherwise instructed by ATC.
	UNIFORM Departure	After take-off turn right to follow the high tension line to HOTEL, then continue the route to UNIFORM.
RWY 21	BRAVO Departure	After take-off turn right and follow the VFR route via GOLF to BRAVO. Do not report over GOLF unless otherwise instructed by ATC.
	ZULU Departure	After take-off turn right towards the canal and follow the VFR route via INDIA, VICTOR, PAPA to ZULU.
	UNIFORM Departure	After take-off turn left and follow the VFR route via ROMEO to UNIFORM. Do not report over ROMEO unless otherwise instructed by ATC.

4.3 Visual approach procedures for light aircraft

1. Contact Beek TWR 2 minutes before reaching the controlled airspace boundary, for permission to enter Maastricht TMA 1 and CTR.
Note : Maastricht TMA 1 airspace class D; two-way radio contact and entry clearance required.
2. Enter the CTR at 1800 FT AMSL and maintain this altitude, proceed via an indicated VFR route (BRAVO, UNIFORM or ZULU) unless otherwise instructed.
3. Pilots may be instructed to hold over the points SIERRA, HOTEL or INDIA.
4. Join the circuit as instructed by ATC.
5. In case of a missed approach climb straight ahead to 1300 FT AMSL and inform ATC.

4.4 Visual traffic circuits

4.4.1 Visual traffic circuits for single-engine propeller aircraft (MTOM < 2000 KG)

RWY 03: righthand circuit at 1300 FT AMSL.
RWY 21: lefthand circuit at 1300 FT AMSL.

Note: western traffic circuit must be avoided as much as possible due to noise abatement; for traffic reasons pilots may be instructed to fly a western circuit.

4.4.2 Visual traffic circuits for small jets (MTOM < 5700KG) and multi-engine propeller aircraft

RWY 03: righthand circuit at 1800 FT AMSL.
RWY 21: lefthand circuit at 1800 FT AMSL.

4.5 Communication failure procedures

4.5.1 General

Select SSR code 7600.

4.5.2 VFR outbound

In case of communication failure adhere to the departure instructions if the departure instructions contain a clearance limit in the CTR, act in accordance with paragraph 4.5.4.

4.5.3 VFR inbound

4.5.3.1 Via BRAVO and ZULU Arrival

In case of communication failure before joining the circuit, leave the CTR according to the BRAVO or ZULU Departure and divert to an appropriate aerodrome.
In case of communication failure over or after a position from where to join the circuit (this is past the compulsory reporting point GOLF), execute a circuit for the last received and acknowledged runway as short as practicable. Make a full stop landing and vacate as soon as possible. In case of go-around execute a similar circuit (be aware of the fact that your flight path could interfere with the flight path of other aerodrome traffic).

4.5.3.2 Via UNIFORM Arrival

In case of communication failure before joining the circuit, leave the CTR according to the UNIFORM Departure and divert to an appropriate aerodrome.
In case of communication failure over or after a position from where to join the circuit (this is past compulsory reporting point ROMEO), act in accordance with paragraph 4.5.3.1, item b.

4.5.3.3 Via a different route to the aerodrome

In case of communication failure before joining the circuit, act in accordance with paragraph 4.5.4.
In case of communication failure over or after a position from where to join the circuit, act in accordance with paragraph 4.5.3.1, item b.

4.5.4 VFR crossing the CTR

In case of communication failure leave the CTR via the shortest route, maintain altitude until outside the CTR, do not cross runway centre lines or the IFR areas of RWYs 03 and 21 and proceed to an appropriate aerodrome.

EHBK AD 2.23 ADDITIONAL INFORMATION

1 CAUTIONS AND ADDITIONAL INFORMATION

Pilots shall be aware that in the vicinity of the aerodrome ATC gives priority to:
1. aircraft in state of an emergency;
2. hospital and police aircraft with the status priority or scramble;
3. aircraft engaged in SAR operations.
Bird-scare patrols are active 0500-2200 (0400-2100) and use various equipment, including remote control gas cannons, flare shell crackers, alternating bird dispersal guns and amplified cries of distress.
When lightning discharges are observed in the vicinity of the airport, the airport authority officer (AAO) will announce that all ground handling and re-fuelling operations are prohibited until further notice. When it is safe to do so, the AAO will declare that ground handling and re-fuelling operations can be resumed.
Aircraft making a 180° turn on the runway pavement shall ensure not to make a locked-wheel turn as this might result in runway pavement damage. In case the runway width is not sufficient, aircraft shall proceed to runway turn pad.
High visibility clothing is mandatory on airside. all aprons.
Airport operations at both the passenger and cargo terminals will be completely halted if a power outage occurs. If an aircraft has already landed outside daylight hours prior to this outage, ground handling will only occur once mobile lighting has been installed to allow passengers to move safely and responsibly through the designated area. After this has been resolved, airport operations will be suspended until power is restored.

2 DETERMINATION OF DATUM LINE FOR TAKE-OFF

2.1 Determination of datum line for start position take-off RWY 03

The datum line for take-off RWY 03 is located 150 M before threshold RWY 03. A dashed white line is placed 65 M in front of datum line to indicate starting position for take-off RWY 03. Aircraft shall not apply take-off thrust before passing the datum line.

2.2 Determination of datum line for intersection take-off

The datum line from which the reduced runway declared distances for take-off should be determined is defined by the intersection of the downwind edge of the specific TWY with the runway edge. The loss of runway length due to alignment of the aircraft prior to take-off shall be taken into account by the operators for the calculation of the aircraft's take-off mass (Annex 6, Part 1, paragraph 5.2.8).

3 RUNWAY TURN PAD

There is a runway turn pad situated at the runway extremity of RWY 21.
The turn pad is marked by a yellow guidance line, unidirectional green centre line lights and blue edge lights outside the edge of the turn pad. In the area of the turn pad, the edge of the runway is equipped with inset edge lights.

4 GROUND HANDLING COMPANIES

1. Commercial passengers and cargo
Post:	Maastricht Aachen Airport B.V. Handling Department Vliegveldweg 90 6199 AD Maastricht Airport
TEL:	+31 (0)43 358 9710
Email:	[email protected]
SITA:	MSTAPXH
Note:	Maastricht Handling 131.755.

2. Business and general aviation (equipped MAX 19 seats; handling compulsory for non-based aircraft)
Post:	ASL Group Vliegveldweg 150 6199 AD Maastricht Airport
TEL:	+31 (0)43 762 0808
Email:	[email protected]
Note:	handling requests shall be submitted prior to flight, via email or MyHandling (URL: cy.myhandlingsoftware.com).

5 CODE LETTER F AIRCRAFT RESTRICTIONS AND PROCEDURES

Operational restrictions on code letter F aircraft are shown on chart GMC B747-8F restrictions; see EHBK AD 2.24.
Operational restrictions are shown in the table below.

Restrictions
ILS landings
All RWYs: ILS landings shall be made with coupled autopilot or flight director mode to ensure maximum track-accuracy to the runway centre line (see ICAO Circular 301).

Taxiways and aprons
TWY A and TWY W: prohibited for use by B747-8F.
Apron A and C: prohibited for use by B747-8F.

Intersections
Intersection W3 and W4: prohibited for use by B747-8F.

Aircraft stands (related to parking purposes only)
B6, D3, D4: parking positions for arriving B747-8F.

Engine run-up facilities
Engine run-up area (towing only): no access due to wingspan restrictions.

EHBK AD 2.24 AERONAUTICAL CHARTS RELATED TO AN AERODROME

Charts	Pages
ADC
APDC
EHBK-GMC-B747
AOC type A RWY 03-21
PATC RWY 21
SID
SID RWY 03
SID RWY 21
STAR RWY 03
STAR RWY 21
ATCSMAC
IAC ILS Z or LOC Z RWY 03
IAC ILS Y or LOC Y RWY 03
IAC CDO approaches to ILS X or LOC X RWY 03
IAC NDB RWY 03
IAC CDO approaches to ILS X CAT II & III or LOC X RWY 21
IAC CDO approaches to RNP RWY 21
VAC - VFR procedures
VFR TFC circuits

EHBK AD 2.25 VISUAL SEGMENT SURFACE (VSS) PENETRATION

To be developed.