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

1.2.3 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 Beek ATC.

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.
  • The EH-waypoints shall not be used in RTF procedures.
  • 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

1. Pilots unable to comply with the crossing condition 2.5 MAS 250 at or above 3500 ft AMSL, have to inform Beek ATC before departure. The minimum climb gradient of 10.3 percent is required due to glider activities in ATZ Schinveld.
2. Pilots unable to comply with the crossing condition ULPEN at FL 060, have to inform Beek ATC before departure. The minimum climb gradient of 5.8 percent (OLNO 2A) or 6.6 percent (OLNO 2B) is required due to the airspace structure.
3. Only for aircraft with destination EHGG, MAX FL 095.
4. Only for aircraft with destination EHAM, MAX FL 075.
5. Only for aircraft with destination EDDK.

1.4.3 SIDs RWY 03

See chart AD 2.EHBK-SID-03.

1.4.4 SIDs RWY 21

See chart AD 2.EHBK-SID-21.

2.1.1 Specific remarks

1. MODRU STAR only for departures from EDLN.
2. OSGOS STAR only for departures within Amsterdam FIR.
3. RUMER STAR only for departures from EHGG.

2.2.1 Inbound clearance

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

1. Standard arrival route (STAR, see AD 2.EHBK-STAR.1 and AD 2.EHBK-STAR.2).
2. Level (flight level or altitude).
3. Approach instructions (see paragraph 2.3.2).
4. Expected approach time (EAT), when a delay of 30 minutes or more is expected.

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:

1. Additional instructions with respect to clearance limit, route and level.
2. Approach procedure.
3. Runway in use1).
4. EAT, if holding procedures are applied.
5. QNH.
6. Transition level1).
7. MET information1).
8. Runway condition1).

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.

2.4.1 RNAV approach procedures

Special approaches based on RNAV can be initiated by ATC in order to reduce noise nuisance, fuel consumption, and to provide flexible and efficient ATC dispatch.

2.4.2 General

The RNAV operations in the Maastricht TMA are developed in accordance with ICAO PANS-OPS criteria with the following safeguards:

• The RNAV section of the inbound route is situated above the initial segment of the initial approach procedure above MSA/MFA/MRVA.
• The RNAV part is complete on entering the intermediate segment in which ILS-LOC interception takes place.
• The operations are strictly radar monitored by ATC.

2.5.1 Final approach procedure

In principle the final approach will be conducted on the ILS of the main landing runway.

2.5.2 Instrument approaches

Instrument approaches to RWY 03 and 21 can be made with the assistance of ILS, LOC or NDB.

2.5.3 ILS operations

2.5.4 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.

2.5.5 Visual approach

A visual approach will only be allowed or offered if visibility >= 5 km and ceiling >= 1500 ft AMSL. 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.

2.5.6 Circling approach

For each available landing runway at Maastricht Aachen Airport a circling approach may be allowed or offered. For OCA (OCH) see relevant instrument approach chart AD 2.EHBK-IAC-xx.x.

2.6.1 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.

2.6.2 Missed approach procedure during instrument approach

See relevant instrument approach chart AD 2.EHBK-IAC-xx.x.

2.6.3 Missed approach procedure during visual approach

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

1. When visual:
   • remain visual and inform ATC or
2. When unable to remain visual:
   • climb to 2000 ft AMSL and inform ATC.

2.6.4 Missed approach while circling to land

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

2.7.1 General

The pilot of an IFR flight shall follow the general procedures for IFR flights (see ENR 1.3 paragraph "Communication Failure"). In addition, for arriving flights, the following communication failure procedures apply.

2.7.2 Inbound clearance not received

• Proceed according the current flight plan to locator NW.
• Maintain the last cleared and acknowledged flight level.
• After arrival over locator NW, intercept the holding pattern.
• Commence descent to 3000 ft AMSL (transition altitude) as near as possible to the ETO over locator NW.
• After reaching 3000 ft AMSL leave locator NW and carry out an instrument approach procedure to the received and acknowledged runway, or to the landing runway according ATIS (see AD 2.EHBK-IAC-xx.x).

2.7.3 Inbound clearance received

2.7.4 Missed approach procedure in case of communication failure

2.7.4.4 Missed approach while circling to land

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 locator NW. Cross locator NW at 3000 ft AMSL and hold or execute the instrument approach procedure again.

2.8.1 General remarks

Between the IAF and RNAV procedure or interception of the final approach, navigation is based on radar vectors provided by ATC.

2.8.2 Instrument approach segments

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

1. RWY 03: righthand circuit at 1300 ft AMSL.
2. RWY 21: lefthand circuit at 1300 ft AMSL.

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

1. RWY 03: righthand circuit at 1800 ft AMSL.
2. RWY 21: lefthand circuit at 1800 ft AMSL.

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

4.5.4 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 ILS areas of RWYs 03 and 21 and proceed to an appropriate aerodrome.