EGBB Charts

| JEPPESEN, 2011. ALL RIGHTS RESERVED.
BIRMINGHAM, UK EGBB/BHX
BIRMINGHAM
JEPPESEN +
.AIRPORT.BRIEFING.
1.1. ATIS
ATIS 136.02
1.2. NOISE ABATEMENT PROCEDURES
1.2.1. General
All ACFT 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 ACFT using the aerodrome shall ensure at all times that ACFT are
operated in a manner calculated to cause the least disturbance practicable in areas
surrounding the aerodrome.
Unless on radar vectors, ACFT 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.
1.2.2. Night Jet Restrictions/Allocations
Birmingham APT operates a night jet Policy restricting operations of certain types
of ACFT during the periods between 2300-0600LT (0800LT Sundays). Full details are
available from the Operations Duty Manager.
ACFT with a noise classification of 96 EPNdB or more must not operate during the
night period. Dispensation to do so within strict guidelines must be sought from the
Operations Duty Manager.
All movements recording a level above 102 EPNdB, 6.5 km from 'start of roll' during
the night period will be subject to a RWY surcharge.
Records of night infringements are available on request from the Birmingham Airport
Environment Unit.
1.2.3. Run-up Tests
Restrictions are imposed on the ground running of engines in the interests of noise
abatement and operators are advised to contact the Operations Duty Manager (0121-
767 7153).
1.2.4. Auxiliary Power Units (APUs)
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 ACFT activities involving the running of APUs shall take
place on the aprons between 2300-0600LT, unless such activities are necessary in the
case of an ACFT which has landed at the aerodrome before 2330LT.
1.3. LOW VISIBILITY PROCEDURES
1.3.1. GENERAL
During CAT II/III operations, special ATC procedures (ATC Low Visibility
Procedures) will be applied. Pilots will be informed via ATIS or RTF when these
procedures are in operation.
1.3.2. ARRIVAL
Pilots should delay the call "Runway vacated" until ACFT is clear of amber and green
coded section of TWY lead-off lights.
ACFT should note that all appropriate RWY exits are illuminated.
Pilots should select the first convenient exit unless advised by ATC.
1.3.3. DEPARTURE
ATC will require ACFT to use CAT II/III holding points.
10-1P 5 AUG 11
1. GENERAL 1. GENERAL 1. GENERAL 1. GENERAL
BIRMINGHAM
JEPPESEN +
.AIRPORT.BRIEFING.
1.4. TAXI PROCEDURES
1.4.1. GENERAL
Use MIM power setting when manoeuvring.
Marshalling is mandatory for all ACFT parking on the Elmdon Apron.
Code E ACFT will be provided with Follow-me guidance when entering TWY F.
Use of TWY C is prohibited during RWY 33 operations.
TWY D adjacent to stands 42L and 54R MAX wingspan 138'/42m.
1.4.2. A380 ACFT OPERATIONS
Use of APT as an alternate for A380 operations is also subject to UK CAA approval
on an individual airline basis.
Follow-me will be provided for all movements.
MAX push-back capability is 394000 kg (ACFT above this weight will have to
complete fuelling after push-back).
Departing ACFT must use CAT III RWY holds at all times.
1.5. PARKING INFORMATION
1.5.1. GENERAL
All stands are nose-in/push-back.
1.5.2. AUXILIARY POWER UNIT (APU)
Fixed Electrical Ground Power must be used whenever available and serviceable. Use
of APUs and diesel Ground Power Units is subject to strict controls as set out in
published APT regulations. APUs should be shut down as soon as practicable
following arrival and not restarted until 30 min prior to departure.
1.5.3. DOCKING GUIDANCE SYSTEMS
Stands 1 thru 4 have directional information provided by SAFEDOCK docking guidance
system.
Stands 5 thru 7 and 10 thru 12 have directional information provided by mirror.
Stand 8C has directional information provided by marshaller's instructions and is
provided with an apron drive airbridge.
Stands 8L and 8R have directional information provided by AGNIS and mirror and are
Stand 13 has directional information provided by AGNIS and mirror.
Stands 14 thru 16 have directional information provided by AGNIS and PAPA and are
Stands 20 thru 25 and 62 thru 86R will be under marshaller's instruction.
Stands 40, 41C, 42C, 54C thru 56C, 56R, 57C, 57R, 58 and 59 have directional
information provided by SAFEDOCK docking guidance system and are provided with
an apron drive airbridge.
Stands 41L, 41R, 42L, 42R, 56L and 57L have directional information provided by
SAFEDOCK docking guidance system.
Stands 60 and 61 have directional information provided by AGNIS and PAPA.
Pilots of light ACFT not using full stand facilities should await marshaller's
instructions before proceeding onto stand.
Mirror, AGNIS and PAPA stand entry guidance are all calibrated for use from the
LEFT hand seat.
Safedock Visual Docking Guidance may be used from either seat.
1.6. OTHER INFORMATION
Birds in vicinity of APT.
RWY 33 right-hand circuit.
WARNING: Unauthorised ground based laser lights have been directed towards ACFT
in vicinity of APT. All incidents should be reported immediately via Tower to
Airport Authority.
10-1P1 5 AUG 11
1. GENERAL 1. GENERAL 1. GENERAL 1. GENERAL
| JEPPESEN, 2011, 2012. ALL RIGHTS RESERVED.
BIRMINGHAM
JEPPESEN +
.AIRPORT.BRIEFING.
2.1.1. General
All ACFT inbound or outbound from this AD 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 ACFT using the AD shall ensure at all times that ACFT are
surrounding the AD.
and Balsall Common to the Southeast of the AD and Dorridge, Knowle and Hockley
Heath to the Southwest of the AD.
2.1.2. ILS Approaches
Unless otherwise instructed by ATC, ACFT using the ILS in IMC or VMC shall not
descend below 2000 before intercepting the GS nor fly below the GS thereafter. An
ACFT 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 ACFT using the ILS GS.
2.1.3. Visual Circuits Approaches
2.1.3.1.Propeller driven ACFT MTWA 5700 kg or less
For ACFT in this category, the minimum altitude for joining the final approach track
shall be 1330 for all approaches
2.1.3.2.All other ACFT
All ACFT carrying out visual circuits/approaches to RWYs 33 and 15 shall not, unless
instructed by ATC, descend below 2510 on the downwind legs until they are abeam
the AD, after which a continuous rate is to be maintained.
ACFT must not join the final approach track to any RWY at an altitude of less than
1830, except when carrying out a right hand visual circuit to RWY 33 when the
minimum altitude for joining the final approach track will be 1230.
2.1.4. Reverse Thrust
To minimise disturbance in areas adjacent to the AD, captains are requested to
avoid the use of reverse thrust after landing, consistent with safe operation of the
ACFT, especially between 2300-0700LT.
2.1.5. Continuous Descent Approach (CDA)
Turbo-jet and turbo-prop ACFT are expected to apply continuous descent, low power,
low drag approach techniques at all times.
Subject to ATC instructions, inbound ACFT are to maintain as high an altitude as
practical and adopt a low power, low drag, CDA 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 GP at the appropriate height for the
distance without level flight.
To facilitate these techniques ACFT should be flown no faster than 250 KT from the
SLP and below FL100 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.
CDAs will commence from 6000. 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.
2.2. CAT II/III OPERATIONS
RWYs 15 and 33 approved for CAT II/III operations, special aircrew & ACFT
certification required.
10-1P2 9 MAR 12
2. ARRIVAL 2. ARRIVAL 2. ARRIVAL 2. ARRIVAL
BIRMINGHAM
JEPPESEN +
.AIRPORT.BRIEFING.
2.3. RWY OPERATIONS
After landing on RWY 15 and vacating onto TWY C, no ACFT is to proceed beyond C2
without specific ATC instructions.
2.4. OTHER INFORMATION
WARNING: When landing on RWY 15 or 33, building induced turbulence and wind
shear effects possible.
3.1. SPEED RESTRICTIONS
MAX 250 KT below FL100 unless cleared otherwise. ATC removes limitations by the
phrase 'No ATC speed restriction '. This phrase must not be interpreted as relieving
the pilot of his responsibility for the observance of any speed-power limitations due
to noise abatement procedures.
3.2.1. General
All ACFT inbound or outbound from this AD 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 ACFT using the AD shall ensure at all times that ACFT are
surrounding the AD.
and Balsall Common to the Southeast of the AD and Dorridge, Knowle and Hockley
Heath to the Southwest of the AD.
3.2.2. Take-off and Missed Approaches
Every jet ACFT using the AD shall, after take-off or 'go-around' attain as soon as
safety permits, a rate of climb of at least 500 per minute at power settings which
will ensure progressively decreasing noise levels at points under the flight path.
3.2.3. Noise Preferential Routings
The Noise Preferential Routeings 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
ACFT and by all other ACFT with a maximum certified weight not 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 altitude of 830
before initiating any turn. The obligations of Noise Preferential Routeings cease
when an altitude of 3000 or above has been reached.
Take-off RWY 15:
Climb straight ahead to IBIR 1 DME or 830, whichever is later, then turn RIGHT,
170^ track, then
- LEFT turn to a track of less than 060^: at IBIR 2 DME turn LEFT as instructed by ATC
- LEFT turn to a track of greater than 060^: at IBIR 4 DME turn LEFT as instructed by
ATC
- RIGHT turn: at IBIR 4 DME turn RIGHT as instructed by ATC
Aerodrome DME out of service:
Climb straight ahead to HON 5 DME or 830, whichever is later, then turn RIGHT,
170^ track, then
- LEFT turn to a track of less than 060^: at HON 4 DME turn LEFT as instructed by ATC
- LEFT turn to a track of greater than 060^: at HON 2 DME turn LEFT as instructed by
ATC
- RIGHT turn: at HON 2 DME turn RIGHT as instructed by ATC
10-1P3 9 MAR 12
2. ARRIVAL 2. ARRIVAL 2. ARRIVAL 2. ARRIVAL
3. DEPARTURE 3. DEPARTURE 3. DEPARTURE 3. DEPARTURE
BIRMINGHAM
JEPPESEN +
.AIRPORT.BRIEFING.
Take-off RWY 33:
Climb straight ahead to IBM 2 DME or 830, whichever is later, then
- either LEFT or RIGHT turn out: at IBM 2 DME turn as instructed by ATC
Aerodrome DME out of service:
Climb straight ahead to HON 9 DME or 830, whichever is later, then
- either LEFT or RIGHT turn out: at HON 9 DME turn as instructed by ATC
Directions of turn onto course shall be such that as far as possible the surrounding
built-up areas will be avoided.
Speed Limit - Take-off RWY 15: for Trent and Whitegate SIDs, a speed limit no
greater than 210 KT must be maintained until established on HON R-018. If ACFT are
unable to comply please advise ATC for alternative instructions.
Except in emergency and for safety reasons no ACFT movements or activities
involving the running of ACFT engines shall take place on or along the first 100m of
RWY 15, TWY A or TWY B North of Hold A6 between 2300-0700LT, unless the ACFT
landed at the APT before 2300LT and is proceeding to the aprons. Pilots should note
that in such circumstances RWY 15 TORA/ASDA/TODA will be reduced by 150m.
10-1P4 9 MAR 12
3. DEPARTURE 3. DEPARTURE 3. DEPARTURE 3. DEPARTURE
JEPPESEN
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EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
ATIS
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Apt Elev
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Aircraft inbound from the FIR will normally be cleared by BIRMINGHAM
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Aircraft inbound from the FIR will normally be cleared
by BIRMINGHAM ATC to BHX.
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
ATIS
136.02 328'
Apt Elev
2500'
2500'
2500'
Trans alt raised.
Direct distance from CHASE to:
11 NM Birmingham
3
3
1
^
.STAR.
10-2A
MANCHESTER
113.55 MCT
N53 21.4 W002 15.7

D
POLE HILL
112.1 POL
N53 44.6 W002 06.2

D
BEGAM
N54 09.4 W002 07.3
CROFT
N53 37.6 W002 32.3
DESIG
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N53 31.6
W001 53.6
FROM NORTH & NORTHEAST
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1 CHASE 2G also available
for traffic entering con-
trolled airspace at POL.
speed applies.
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including FL140, above
FL140 ICAO holding
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BHX Lctr
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MAPLE
N52 31.1 W001 49.2
3
2
9
^
1
4
9
^
406 BHX
N52 27.3 W001 45.1
BIRMINGHAM
N52 23.6 W001 40.9
D
(110.1) IBIR
(110.1) IBM
D
ILS DME
BIRMINGHAM
N52 27.3 W001 45.1
*
*
D4.0 IBIR
D4.0 IBM
NOT TO SCALE
CHASE
N52 36.8 W001 55.0
D
113.65 HON
HONILEY
1
5
1
^
2
2
5
^
1
1
SLP
HONILEY
N52 21.4 W001 39.8
ARRIVALS
CHANGES:
Speed Limit Point SLP
SPEED RESTRICTION
Cross SLPs or 3 Min before
holding facility at 250 KT or less.
Do not proceed beyond CHASE
without ATC clearance.
WARNING
DESCENT PLANNING/ATC REQUIREMENTS
ACTUAL DESCENT CLEARANCE WILL BE AS
DIRECTED BY ATC.
When determining top of descent point, pilots
should plan for possible clearance as follows:
Pilots unable to comply must notify ATC as soon
as possible.
N52 44.8 W001 43.2
CHASE 3B [CHAS3B]
CHASE 2F [CHAS2F]
CHASE 2G [CHAS2G]
CHASE 2H [CHAS2H]
FL200 by MCT,
FL190 or below by D10 MCT,
FL280 by VEGUS,
FL200 by MCT,
FL80 by SLP.
CHASE 3B, 2F:
CHASE 2H:
ALL STARS:
JEPPESEN
3
3
1
^
R
1
5
1
^
B
I
G
1
1
5
.
1
1
1
5
.
7
T
N
T
R
2
8
5
^
D
D
D
5
6
.
9
D
4
2
.
8
D
5
5
.
8
D
3
0
.
6
D
1
0
.
0
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
ATIS
136.02 328'
Apt Elev
Aircraft inbound from the FIR will normally be cleared by BIRMINGHAM
ATC to BHX.
D
i
r
e
c
t

d
i
s
t
a
n
c
e

f
r
o
m

G
R
O
V
E

t
o
:
B
i
r
m
i
n
g
h
a
m
8

N
M
.STAR.
10-2B
W
E
L
I
N
B
U
Z
A
D
N
5
1

5
6
.
5

W
0
0
0

3
3
.
1
N
5
2

1
4
.
8
W
0
0
0

5
1
.
1
G
R
O
V
E

1
C
2
6
9
^
F
L
7
0
1
A
C
T
U
A
L

D
E
S
C
E
N
T

C
L
E
A
R
A
N
C
E

W
I
L
L

B
E

A
S
D
I
R
E
C
T
E
D

B
Y

A
T
C
.
E
B
O
N
Y
N
5
2

2
0
.
5
W
0
0
2

0
3
.
5
O
L
N
E
Y
1
M
A
A

F
L
7
0
1
0
5
^
M
A
X

2
1
0

K
T

u
p

t
o

a
n
d

i
n
c
l
u
d
i
n
g
h
o
l
d
i
n
g

s
p
e
e
d

a
p
p
l
i
e
s
.
s
o
o
n

a
s

p
o
s
s
i
b
l
e
.
N
5
2

0
7
.
7

W
0
0
0

4
4
.
1
1
4
.
6
(
D
T
Y

R
-
1
0
5
/
D
1
4
.
4
)
M
A
A
F L 1
7 0
F
L
8
0
F
L
8
0

b
y

S
L
P
.
F
L
1
4
0
,

a
b
o
v
e

F
L
1
4
0

I
C
A
O
Trans alt raised.
Q
4
1
2
7
0
^
360^
2
5
0
0
'
2
2
0
0
'
M
S
A
3
2
9
^
N
5
2

2
3
.
6

W
0
0
1

4
0
.
9
1
4
9
^
2
5
0
0
3
2
9
^

2
5
0
0
N
5
2

3
1
.
1

W
0
0
1

4
9
.
2
1
4
9
^
B
H
X

L
c
t
r

2
5
0
0
3
2
9
^ 1
4
9
^
D
(
1
1
0
.
1
)

I
B
I
R
(
1
1
0
.
1
)

I
B
M
D
I
L
S

D
M
E
B
I
R
M
I
N
G
H
A
M
N
5
2

2
7
.
3

W
0
0
1

4
5
.
1
**
4
0
6

B
H
X
N
5
2

2
7
.
3

W
0
0
1

4
5
.
1
B
I
R
M
I
N
G
H
A
M
M
A
P
L
E
D
4

I
B
M
C
E
D
A
R
D
4
.
0

I
B
I
R
N
O
T

T
O

S
C
A
L
E
CHANGES:
2
8
D
1
2

H
O
N
S
L
P
1
1
D
1
2

H
O
N
S
L
P
D
1
1
6
.
4

D
T
Y
D
A
V
E
N
T
R
Y
N
5
2

1
0
.
8

W
0
0
1

0
6
.
8
3
2
2
^
R
1
4
2
^
3
3
5

W
C
O
W
E
S
T
C
O
T
T
N
5
1

5
1
.
2

W
0
0
0

5
7
.
8
1
2
D
1
2

H
O
N
S
L
P
R
1
2
0
^
1
2
3
0
0
^
R
1
0
4
^
1
2
2
8
4
^
8
1
3
ARRIVALS
G
R
O
V
E

1
B
D
E
S
C
E
N
T

P
L
A
N
N
I
N
G
/
A
T
C

R
E
Q
U
I
R
E
M
E
N
T
S
D
H
O
N
I
L
E
Y
1
1
3
.
6
5

H
O
N
N
5
2

2
1
.
4

W
0
0
1

3
9
.
8
1
2
[GROV1A]
[GROV1B]
[GROV1C]
R
1
2
7
^
G
R
O
V
E

1
A
3
0
7
^
G
R
O
V
E
N
5
2

2
3
.
6
W
0
0
1

5
5
.
7
W
h
e
n

d
e
t
e
r
m
i
n
i
n
g

t
o
p

o
f

d
e
s
c
e
n
t

p
o
i
n
t
,

p
i
l
o
t
s
s
h
o
u
l
d

p
l
a
n

f
o
r

p
o
s
s
i
b
l
e

c
l
e
a
r
a
n
c
e

a
s

f
o
l
l
o
w
s
:
P
i
l
o
t
s

u
n
a
b
l
e

t
o

c
o
m
p
l
y

m
u
s
t

n
o
t
i
f
y

A
T
C

a
s
S
p
e
e
d

L
i
m
i
t

P
o
i
n
t
S
L
P
S
P
E
E
D

R
E
S
T
R
I
C
T
I
O
N
C
r
o
s
s

S
L
P
s

o
r

3

M
i
n

b
e
f
o
r
e
h
o
l
d
i
n
g

f
a
c
i
l
i
t
y

a
t

2
5
0

K
T

o
r

l
e
s
s
.
D
o

n
o
t

p
r
o
c
e
e
d

b
e
y
o
n
d

G
R
O
V
E
w
i
t
h
o
u
t

A
T
C

c
l
e
a
r
a
n
c
e
.
W
A
R
N
I
N
G
2
5
.
2
GROVE 1A
GROVE 1B
GROVE 1C
F
L
2
2
0

b
y

H
E
M
E
L
,
G
R
O
V
E

1
C
:
A
L
L

S
T
A
R
S
:
1
8
.
6
JEPPESEN
R
2
9
7
^
D
D
3
6
.
2
D
3
3
.
2
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
ATIS
136.02 328'
Apt Elev
Direct distance from OLIVE to:
Birmingham 8 NM
BUZAD
R
1
2
7
^
1
F
L
7
0
3
0
7
^
N51 56.5
W000 33.1
1
ICAO holding speed applies.
.STAR.
10-2C
M
A
A
F
L
1
7
0
(115.1 BIG
R-331/D42.8)
MAX 210 KT up to and in-
cluding FL140, above FL140
Trans alt raised.
Q
4
1
FOR OLIVE STARS FROM NORTHWEST REFER TO CHART 10-2D
1
4
9
^
3
2
9
^
1
4
9
^
2
5
0
0

2
5
0
0
N52 23.6 W001 40.9
3
2
9
^
270^
3
6
0
^
2500'
2200'
MSA
BHX Lctr

2
5
0
0
3
2
9
^
1
4
9
^
D
(110.1) IBIR
(110.1) IBM
D
ILS DME
BIRMINGHAM
N52 27.3 W001 45.1
*
*
406 BHX
N52 27.3 W001 45.1
BIRMINGHAM
N52 31.1
W001 49.2
CEDAR
D4.0 IBIR
MAPLE
D4.0 IBM
NOT TO SCALE
ARRIVALS
OLIVE
N52 24.2
W001 56.2
1
1
7
^
EBONY
N52 20.5
W002 03.5
SLP
D23 DTY 1
4
3
0
3
2
4
^
335 WCO
WESTCOTT
N51 51.2 W000 57.8
N52 14.6
W001 28.6
9
D
DAVENTRY
N52 10.8 W001 06.8
116.4 DTY
TO BE USED WHEN HON VOR OR DME UNSERVICEABLE
O
L
I
V
E

1
B
O
L
I
V
E

3
A
CHANGES:
2
8
8
^
FROM SOUTHEAST
SPEED RESTRICTION
Do not proceed beyond OLIVE
WARNING
2
5
.
2
1
3
.
2
[OLIV3A]
[OLIV1B]
OLIVE 3A
OLIVE 1B
ACTUAL DESCENT CLEARANCE
WILL BE AS DIRECTED BY ATC.
Pilots unable to comply must
notify ATC as soon as possible.
When determining top of descent
point, pilots should plan for pos-
sible clearance as follows:
DESCENT PLANNING/
ATC REQUIREMENTS
FL220 by HEMEL,
FL80 by SLP.
OLIVE 3A:
ALL STARS:
JEPPESEN
R
2
9
7
^
1
9
7
^
1
4
7
^
R
3
1
4
^
D
T
Y
1
1
6
.
4
D
T
Y
1
1
6
.
4
D
1
5
.
4
D
3
7
.
6
D
5
8
.
2
D
4
0
.
3
D
3
3
.
2
1
9 O
L
I
V
E

2
F
1
5
4
^
O
L
I
V
E

2
D
1
F
L
9
0
W001 51.8
N52 35.1
.STAR.
ATIS
136.02 328'
Apt Elev
.STAR.
10-2D
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
1
3
4
^
1
0
D10 MCT
2
M
A
A

F
L
8
0
2
7
.
6
(DTY D58.2)
9
.
3
Trans alt raised. | JEPPESEN, 2003, 2011. ALL RIGHTS RESERVED.
1
ICAO holding speed applies.
MAX 210 KT up to and in-
cluding FL140, above FL140
(TNT R-241/
D27.1)
L
1
0
NOT TO SCALE
D
115.7 TNT
TRENT
N53 03.2 W001 40.2
1
8
1
4
7
^
SLP
D28 TNT
SLP
D28 TNT
5
N52 33.4 W001 52.4
1
OLIVE
1
1
7
^
F
L
7
0
STAFA
O
L
I
V
E

2
C
SKINA
D
113.55 MCT
N53 21.4 W002 15.7
MANCHESTER
CHANGES:
N52 31.1
W001 49.2
1
4
9
^
3
2
9
^
1
4
9
^
2
5
0
0

2
5
0
0
CEDAR
MAPLE
3
2
9
^

2
5
0
0
3
2
9
^
1
4
9
^
270^
3
6
0
^
2500'
2200'
MSA
CREWE
2
N52 49.1
W002 18.5
N52 51.7
W002 14.6
SLP
D39 DTY
SPEED RESTRICTION
DESCENT PLANNING/ATC REQUIREMENTS
ACTUAL DESCENT CLEARANCE WILL BE AS
DIRECTED BY ATC.
When determining top of descent point, pilots
should plan for possible clearance as follows:
Pilots unable to comply must notify ATC as
soon as possible.
ARRIVALS
TO BE USED WHEN HON VOR
OR DME UNSERVICEABLE
FROM NORTHWEST
Do not proceed beyond OLIVE
WARNING
BHX Lctr
N52 24.2 W001 56.2
N52 48.3 W001 46.4
D
(110.1) IBIR
(110.1) IBM
D
ILS DME
BIRMINGHAM
N52 27.3 W001 45.1
*
*
406 BHX
N52 27.3 W001 45.1
BIRMINGHAM
N52 23.6 W001 40.9
[OLIV2C]
[OLIV2D]
[OLIV2F]
OLIVE 2C
OLIVE 2D
OLIVE 2F
1
2
.
6
FL200 by MCT,
FL200 abeam WHI,
FL80 by SLP.
OLIVE 2D:
OLIVE 2F:
ALL STARS:
D4.0 IBIR
D4.0 IBM
JEPPESEN
R
3
1
8
^
1
6
5
^
D
D
4
7
Apt Elev
.SID.
328'
EGBB/BHX
Trans level: By ATC Trans alt: 6000'
BIRMINGHAM
BIRMINGHAM, UK
118.05
10-3
D
D
BIRMINGHAM
Radar
N52 25.0 W001 29.8
CPT 4D
D
R
3
4
5
^
R
3
5
3
^
1
3
8
^
1
7
3
^
D20 DTY
D26 DTY
6
C
P
T

4
D
2
5
3
N52 27.3 W001 45.1
406 BHX
N52 27.3 W001 45.1

1
6
9
^
I
B
I
R

4
DME
IBIR
1 DME
C
P
T

2
E
4
4
3
I
BM 2
D
M
E
1. After passing 2000' contact BIRMINGHAM Radar as soon as possible.
4000'
6000'
5000'
6000'
6000'
6000'
Trans alt raised; SIDs renumbered.
MSA
BHX Lctr
NOT TO SCALE
75 100 150 200 250 300
304' per NM 380 506 760 1013 1266 1519
292' per NM 365 486 729 972 1215 1458
This SID requires minimum climb gradients
of approximately
purposes.
270^
3
6
0
^
2500'
2200'
CHANGES:
Gnd speed-KT
D11 HON
116.4 DTY
DAVENTRY
N52 10.8 W001 06.8
113.65 HON
HONILEY
N52 21.4 W001 39.8
D7 HON
SID
33
15
CPT 4D
CPT 2E
RWYS 33, 15 DEPARTURES
UNLESS OTHERWISE AUTHORIZED
MAX 250 KT BELOW FL100
RWY
114.35 CPT
N51 29.5 W001 13.2
COMPTON
ILS DME
BIRMINGHAM
*
D
(110.1) IBM
(110.1) IBIR
*
D
830'
whichever is later
or
At IBIR 1 DME
D53 CPT
D16 DTY
D55 CPT
D18 DTY
2. All SIDs include noise preferential routes.
5. Do not climb above SID level until cleared by ATC.
4. Cruising levels will be issued after take-off by LONDON Control.
3. Initial climb straight ahead to 830'.
830'
whichever is later
or
At IBM 2 DME
AVERAGE TRACK MILEAGE
CPT 4D:
CPT 2E:
ROUTING/ALTITUDE
71 NM to CPT.
57 NM to CPT.
COMPTON 4D (CPT 4D)
COMPTON 2E (CPT 2E)
WARNING: Do not climb above
6000' until cleared by ATC.
292' per NM (4.8%) up to 5000', then
304' per NM (5%) up to 6000' for ATC
Climb to IBM 2 DME or 830', whichever is later, turn RIGHT, intercept
Climb to IBIR 1 DME or 830', whichever is later, turn RIGHT, 169^
DTY R-318 inbound by D26 DTY, at D20 DTY turn RIGHT, intercept CPT
R-353 inbound, cross D55 CPT/D18 DTY at or above 5000' (MAX 6000'),
D53 CPT/D16 DTY at 6000', then to CPT.
track, at IBIR 4 DME turn LEFT, intercept HON R-165 (CPT R-345
inbound), cross D7 HON/D47 CPT at or above 4000' (MAX 6000'),
D11 HON/D43 CPT at 6000', then to CPT.
SPEED:
JEPPESEN
R
3
5
3
^
R
3
1
8
^
1
5
6
^
D
4
9
.
7
.SID.
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
D
D
N52 25.0 W001 29.8
1
3
8
^
1
7
3
^
D20 DTY
D26 DTY
6
2
2
3
N52 27.3 W001 45.1
406 BHX
N52 27.3 W001 45.1

1
6
9
^
I
B
I
R

4
DME
N51 59.0 W001 21.6
10-3A
D
D30 CPT
4
C
O
W
L
Y
2
E
COWLY 3D
I
BM 2
D
M
E
IBIR
1 DME
C
O
W
L
Y
3
D
Apt Elev
328'
118.05
BIRMINGHAM
Radar
4000'
6000'
5000'
6000'
6000'
6000'
3
8
.
7
MSA
BHX Lctr
COWLY
N51 37.0
W001 03.9
NOT TO SCALE
75 100 150 200 250 300
304' per NM 380 506 760 1013 1266 1519
292' per NM 365 486 729 972 1215 1458
This SID requires minimum climb gradients
of approximately
purposes.
270^
3
6
0
^
2500'
2200'
CHANGES:
Gnd speed-KT
116.4 DTY
DAVENTRY
N52 10.8 W001 06.8
113.65 HON
HONILEY
N52 21.4 W001 39.8
SID
33
15
RWY
ILS DME
BIRMINGHAM
*
D
(110.1) IBM
(110.1) IBIR
*
D
830'
whichever is later
or
At IBIR 1 DME
114.35 CPT
N51 29.5 W001 13.2
COMPTON
COWLY 3D
COWLY 2E
D11 HON
D7 HON
830'
whichever is later
or
At IBM 2 DME
D53 CPT
D16 DTY
D55 CPT
D18 DTY
COWLY 3D:
COWLY 2E:
ROUTING/ALTITUDE
67 NM to COWLY.
56 NM to COWLY.
COWLY 3D
COWLY 2E [COWL2E]
[COWL3D]
292' per NM (4.8%) up to 5000', then
DTY R-318 inbound by D26 DTY, at D20 DTY turn RIGHT, intercept CPT
R-353 inbound, cross D55 CPT/D18 DTY at or above 5000' (MAX 6000'),
D53 CPT/D16 DTY at 6000', at D30 CPT intercept HON R-156 to COWLY.
track, at IBIR 4 DME turn LEFT, intercept HON R-156, cross D7 HON at
or above 4000' (MAX 6000'), D11 HON at 6000', then to COWLY.
SPEED:
JEPPESEN
R
1
9
0
^
T
N
T
1
1
5
.
7

3
2
5
^
DTY 5D:
DTY 3E:
DTY 4F:
.SID.
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
10-3B
N52 37.5 W001 45.3
D
N52 27.3 W001 45.1
406 BHX
N52 27.3 W001 45.1

I
B
I
R

4
DME
D26 TNT
0
1
0
^
1
1
9
^
R
3
2
8
^
R
3
1
8
^ R
3
0
2
^
4
3
9
9
9
9
D
T
Y

3
E
D
T
Y
4
F
1
2
2
^
D16 DTY
D9 DTY
D9 DTY
D12 DTY
1
8
M
A
A

F
L
1
5
0
1
3
8
^
D26 DTY
8
1
6
9
^
D
T
Y

5
D
D27 DTY
1
4
8
^
I
BM 2
D
M
E
IBIR
1 DME
Apt Elev
328'
118.05
BIRMINGHAM
Radar
4000'
6000'
5000'
6000'
5000'
6000'
6000'
5000'
6000'
6000'
L
1
0
MSA
BHX Lctr
DTY 5D
DTY 3E
DTY 4F 33
1
Only usable when BIRMINGHAM Radar not available.
75 100 150 200 250 300
474' per NM 592 790 1185 1580 1975 2370
316' per NM 395 527 790 1053 1317 1580
372 496 298' per NM 744 992 1241 1489
292' per NM 365 486 729 972 1215 1458
These SIDs require minimum climb gradients
of approximately
ATC purposes.
ATC purposes.
ATC purposes.
Gnd speed-KT
270^
3
6
0
^
2500'
2200'
CHANGES:
SID
33
15
RWY
1
NOT TO SCALE
116.4 DTY
DAVENTRY
N52 10.8 W001 06.8
ILS DME
BIRMINGHAM
*
D
(110.1) IBM
(110.1) IBIR
*
D
830' or
At IBM
2 DME
whichever
is later
830' or
At IBIR
1 DME
whichever
is later
D18 DTY
DTY 5D:
DTY 3E:
DTY 4F:
35 NM to DTY.
29 NM to DTY.
50 NM to DTY.
ROUTING/ALTITUDE
DAVENTRY 5D (DTY 5D)
DAVENTRY 3E (DTY 3E)
292' per NM (4.8%) up to 5000' for
316' per NM (5.2%) up to 4000', then
298' per NM (4.9%) up to 6000' for
474' per NM (7.8%) up to 5000' for
DTY R-318 inbound by D26 DTY, cross D18 DTY at or above 5000' (MAX
6000'), D9 DTY at 6000', then to DTY.
track, at IBIR 4 DME turn LEFT, intercept DTY R-302 inbound, cross
D16 DTY at or above 4000' (MAX 6000'), D12 DTY at or above 5000'
(MAX 6000'), D9 DTY at 6000', then to DTY.
TNT R-190 inbound to D26 TNT, turn RIGHT, 119^ track, cross DTY
R-325 at or above 5000' (MAX 6000'), intercept DTY R-328 inbound by
D27 DTY, cross D9 DTY at 6000', then to DTY.
DAVENTRY 4F (DTY 4F)
SPEED:
JEPPESEN
.SID.
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
10-3C
R
1
9
0
^
4
1
9
D19 TNT
N52 27.3 W001 45.1
406 BHX
BHX
N52 27.3 W001 45.1
2
DM
E
0
1
0
^
Apt Elev
328'
118.05
BIRMINGHAM
Radar
6000'
6000'
5000'
Trans alt raised; SID TNT 3D renumbered 4D.
MSA
BHX Lctr
TNT
D
115.7 TNT
TRENT
N53 03.2 W001 40.2
75 100 150 200 250 300
358' per NM 448 597 896 1195 1494 1792
Gnd speed-KT
270^
3
6
0
^
2500'
2200'
CHANGES:
NOT TO SCALE
purposes.
This SID requires a minimum climb gradient of
approximately
RWY 33 DEPARTURE
D23 TNT
IBM
ILS DME
BIRMINGHAM
*
(110.1) IBM
D
4. Cruising levels will be issued after take-off by MANCHESTER Control.
830'
whichever is later
or
At IBM 2 DME
ROUTING/ALTITUDE
35 NM to TNT.
TRENT 4D (TNT 4D)
358' per NM (5.9%) up to 5000' for ATC
Climb to IBM 2 DME or 830', whichever is later, turn RIGHT, intercept TNT R-190 inbound,
cross D23 TNT at or above 5000' (MAX 6000'), D19 TNT at 6000', then to TNT.
SPEED:
JEPPESEN
3
2
1
^
0
1
8
^
D
T
Y
1
1
6
.
4
N52 36.0 W001 44.0

Apt Elev
.SID.
328'
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
118.05
BIRMINGHAM
Radar
10-3D
N52 27.3 W001 45.1
406 BHX
N52 27.3 W001 45.1

R
1
9
0
^
R
1
7
8
^
2
8
1
8
1
2
3
D18 TNT
3
5
8
^
D9 HON
0
1
0
^
D34 DTY
8
T
N
T

4
E
D
IBIR
1 DME
1
6
9
^
I
B
I
R
2
D
M
E
N52 30.1 W001 36.0
3
8
D6
HON
1
1
MAX 210 KT
until established
on HON R-018
If unable to comply
advise ATC for
alternative instructions
6000'
5000'
6000'
6000'
T
N
T

2
G
Trans alt raised; SIDs renumbered. | JEPPESEN, 2004, 2011. ALL RIGHTS RESERVED.
MSA
BHX Lctr
75 100 150 200 250 300
286' per NM 357 476 714 952 1190 1428
Gnd speed-KT
D
115.7 TNT
TRENT
N53 03.2 W001 40.2
270^
3
6
0
^
2500'
2200'
CHANGES:
NOT TO SCALE
ILS DME
BIRMINGHAM
*
(110.1) IBIR
D
RWY 15 DEPARTURES
D30 TNT
113.65 HON
HONILEY
N52 21.4 W001 39.8
830'
whichever is later
or
At IBIR 1 DME
267' per NM 334 446 668 891 1114 1337
TNT 2G:
TNT 4E:
ATC purposes.
ATC purposes.
of
TNT 4E:
TNT 2G:
48 NM to TNT
44 NM to TNT
267' per NM (4.4%) up to 6000' for
286' per NM (4.7%) up to 5000' for
TRENT 4E (TNT 4E), TRENT 2G (TNT 2G)
TNT 4E
TNT 2G
2
Only usable when BIRMINGHAM Radar not available.
SID
2
ROUTING/ALTITUDE
Climb to IBIR 1 DME or 830', whichever is later, turn RIGHT, 169^ track to
IBIR 2 DME, turn LEFT, intercept HON R-018 by D6 HON, at D9 HON turn LEFT,
intercept TNT R-178 inbound, cross D30 TNT at or above 5000' (MAX 6000'),
D18 TNT at 6000', then to TNT.
Climb to IBIR 1 DME or 830', whichever is later, turn RIGHT, 169^ track to
IBIR 2 DME, turn LEFT, intercept HON R-018, intercept DTY R-321 to D34
DTY cross at 6000', turn RIGHT, intercept TNT R-190 inbound to TNT.
SPEED:
JEPPESEN
R
3
1
8
^
WCO 5D
WCO 4E
Apt Elev
.SID.
328'
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
118.05
BIRMINGHAM
Radar
10-3E
IBM 2
D
M
E
IBIR
1 DME
1
6
9
^
I
B
I
R

4
DME
N52 27.3 W001 45.1
406 BHX
N52 27.3 W001 45.1

W
C
O

5
D
D26 DTY
1
3
8
^
6
D20 DTY
N52 25.0 W001 29.8
D
2
2
1
5
2
^
3
5
D
1
4
2
^
7
4
5
2
4
6000'
5000'
D16 DTY
6000'
W
C
O

4
E
4000'
6000'
6000'
5000'
6000'
M
A
A

F
L
8
0
1
4
2
^
R
3
2
2
^
Q
4
1
MSA
BHX Lctr
WCO 4E
75 100 150 200 250 300
310' per NM 387 516 775 1033 1291 1549
304' per NM 380 506 760 1013 1266 1519
365 486 292' per NM 729 972 1215 1458
273' per NM 342 456 684 911 1139 1367
of approximately
Gnd speed-KT
335 WCO
WESTCOTT
N51 51.2 W000 57.8
purposes.
purposes.
270^
3
6
0
^
2500'
2200'
CHANGES:
SID
15
RWY
ILS DME
BIRMINGHAM
*
D
(110.1) IBM
(110.1) IBIR
*
D
116.4 DTY
DAVENTRY
N52 10.8 W001 06.8
D18 DTY
830' or
At IBIR
1 DME
whichever
is later
113.65 HON
HONILEY
N52 21.4 W001 39.8
D7 HON
D16 HON
D11 HON
WCO 5D:
WCO 4E:
56 NM to WCO
46 NM to WCO
WESTCOTT 5D (WCO 5D)
WESTCOTT 4E (WCO 4E)
292' per NM (4.8%) up to 5000', then
310' per NM (5.1%) up to 4000', then
292' per NM (4.8%) up to 5000', then
273' per NM (4.5%) up to 6000', for ATC
WCO 5D 33
ROUTING/ALTITUDE
NOT TO SCALE
DTY R-318 inbound by D26 DTY, at D20 DTY turn RIGHT, cross D18 DTY
at or above 5000' (MAX 6000'), intercept 152^ bearing, cross D16 DTY
at 6000', then to WCO.
track, to IBIR 4 DME, turn LEFT to HON, HON R-142, cross D7 HON at
or above 4000' (MAX 6000'), D11 HON at or above 5000' (MAX 6000'),
D16 HON at 6000', then to WCO.
SPEED:
JEPPESEN
3
2
1
^
0
1
8
^
D
T
Y
1
1
6
.
4
3
2
8
^
Apt Elev
.SID.
328'
EGBB/BHX
BIRMINGHAM
BIRMINGHAM, UK
118.05
BIRMINGHAM
Radar
10-3F
D34 DTY
8
D
IBIR
1 DME
1
6
9
^
I
B
I
R
2
D
M
E
N52 30.1 W001 36.0
1
1
W
H
I

4
E
4
8
IBM 2
D
M
E
N52 27.3 W001 45.1
406 BHX
N52 27.3 W001 45.1

3
5
3
4
1
2
W
H
I

4
D
D13 IBM
D20 IBM
1
1
MAX 210 KT
until established
on HON R-018
If unable to comply
advise ATC for
alternative instructions
4000'
6000'
6000'
6000'
5000'
6000'
MSA
BHX Lctr
of
75 100 150 200 250 300
286' per NM
267' per NM
357 476 714 952 1190 1428
334 446 668 891 1114 1337
Gnd speed-KT
368.5 WHI
N53 11.1 W002 37.4
WHITEGATE
CHANGES:
NOT TO SCALE
113.65 HON
HONILEY
N52 21.4 W001 39.8
WHI 4E:
WHI 4D:
ATC purposes.
ATC purposes.
ILS DME
BIRMINGHAM
*
D
(110.1) IBM
(110.1) IBIR
*
D
830'
whichever is later
or
At IBIR 1 DME
830'
whichever is later
or
At IBM 2 DME
D17 IBM
WHITEGATE 4D (WHI 4D)
WHITEGATE 4E (WHI 4E)
WHI 4D:
WHI 4E:
54 NM to WHI
68 NM to WHI
286' per NM (4.7%) up to 6000' for
267' per NM (4.4%) up to 6000' for
WHI 4D
WHI 4E
SID
33
15
RWY ROUTING/ALTITUDE
Climb to IBM 2 DME or 830', whichever is later, intercept HON R-328,
cross D13 IBM at or above 4000' (MAX 6000'), D17 IBM at or above
5000' (MAX 6000'), D20 IBM at 6000', then to WHI.
track, to IBIR 2 DME, turn LEFT, intercept HON R-018, intercept DTY
R-321, cross D34 DTY at 6000', then to WHI.
270^
3
6
0
^
2500'
2200'
SPEED:
JEPPESEN
EGBB/BHX
27 JUL 12
TEMPORARY MINIMUMS DUE TO SHORTENING OF HIALS RWY 33
New temporary page.
10-8
A
B
C
D
DA(H)
ILS
STRAIGHT-IN LANDING RWY
ALS out
MDA(H)
CIRCLE-TO-LAND
ALS out
LOC (GS out)
Max
Kts
135
180
205
100
(482')
(592')
3600m
2400m
1600m
1500m
(200')
1500m
1500m
(414')
1200m
810'
920'
(752')
526' 740'
1080'
1180'
33
RVR
RVR
RVR
VIS
(852')
750m RVR
.Standard.
1900m RVR
DA/MDA(H)
CDFA
11-2: NDB ILS DME Rwy 33
FULL
800'
A
B
C
D
ALS out
MDA(H)
CIRCLE-TO-LAND
Max
Kts
135
180
205
100
3600m
2400m
1600m
1500m
2200m 1800m
1500m
(474')
STRAIGHT-IN LANDING RWY33
VIS
RVR CMV
RVR
(482')
(592')
810'
920'
(752') 1080'
1180'(852')
.Standard.
CDFA
DA/MDA(H)
16-2: NDB DME Rwy 33
REFER ALSO TO SUP 030/2012
RVR CMV
CMV
A
B
C
D
CIRCLE-TO-LAND
MDA(H)
Max
Kts
100
135
180
205
VIS
STRAIGHT-IN LANDING
(562')
(592')
890'
920'
(752') 1080'
1180'(852')
MDA(H) VIS
(512')
(592')
840'
920'
(752') 1080'
1180'(852')
CMV CMV
CMV CMV CMV
.Standard.
non-CDFA non-CDFA
18-1: SRA All Rwys
CHANGES:
BIRMINGHAM, UK
BIRMINGHAM

SRA 15 SRA 33
MDA(H) 860'(557') MDA(H) 830'(504')
ALS out ALS out
2700m
2700m
2900m
3600m
2000m 2100m
2300m
2600m
2600m
2800m
3600m
2700m 2600m
2800m 2900m 2200m
After SRA 15 After SRA 33
JEPPESEN
EGBB/BHX
Apt Elev Apt Elev
10-9
370'
52-27 52-27
52-28 52-28
01-44
01-44
01-45
01-45
01-46
01-46
0
2
^
W
COMPASS
BASE
11 MAY 12
Apron. Helipad withdrawn.
BIRMINGHAM, UK
ARP
F1
G
H
412'
Control
Tower
3
3
3
2
8
^
TERMINAL
V2
E
E6
E4
E3
Lctr
K1
K
F
F
F
G
A
A6
D3
D
D
U
E
D4
V
W
Y
E1
E2
Elev
328'
8
5
2
7
'
2
5
9
9
m
B
1
4
8
^ 1
5
B
A
A2
A1
Elev
305'
A3
AL1
AL2
A4
A5
L1
Y2
T1
W
328'
BIRMINGHAM
Tower
118.3 121.8 136.02
N52 27.2 W001 44.9
ATIS
CHANGES:
T
T2
V1
D6
D7
T4
U2
T3
D5
Y1
D2
D1
E7
U1
T5
382'
T6
378'
C
E5
C1
C2
TERMINAL
APRON
L
T
500 2000 2500
800 600 200
Feet
Meters
0
0 1000
3000 1000 1500
400
436'
For AIRPORT BRIEFING refer to 10-1P pages
*Ground
397'
K2
ELMDON
APRON
FOR DETAILS
SEE 10-9B
JEPPESEN
2
TAKE-OFF RUN AVAILABLE
2
(15m)
1
grooved
RWY 15: RWY 33:
8428'
6608'
4675'
3301'
2579'
EGBB/BHX
8511'
7293'
7008'
5942'
5256'
3802'
(2594m)
(2223m)
(2136m)
(1811m)
(1602m)
(1159m)
1
From rwy head
twy B int
twy K int
twy L/T int
twy G int
From rwy head
twy C int
twy F int
twy G int
twy L/T int
twy K int
(2569m)
(2014m)
(1425m)
(1006m)
(786m)
.Standard.
11 MAY 12
RWY
ADDITIONAL RUNWAY INFORMATION
Threshold
LANDING BEYOND
USABLE LENGTHS
WIDTH TAKE-OFF Glide Slope
15
33
151'
46m
RVR
7477'
7533'
2279m
2296m
HIRL CL
CHANGES:
BIRMINGHAM
BIRMINGHAM, UK
10-9A
A
B
C
D
& multi. RVR req
RVR 250m
RVR 400m
TAKE-OFF
RVR 150m
RVR 200m RVR 150m
RVR 125m
1
1
HIRL, CL
Approved Operators
& multi. RVR req
RL, CL
RL, CL
RVR 200m
RVR 250m
LVP must be in Force
or RL
RCLM (DAY only)
(DAY only)
NIL
or RL
RCLM (DAY only)
RVR 300m
RVR 500m
6379' 1944m
HIALS-II TDZ PAPI-L(3.0^)
6383' 1946m
Operators applying U.S. Ops Specs: CL required below 300m; approved HUD required below 150m.
Usable lengths.
JEPPESEN
10-9B
52-27.2
01-44
01-44.1
EGBB/BHX
01-44.6
01-44
01-44.3
5 AUG 11
R
W
Y

1
5
/
3
3
52-27.3
52-27
52-27.3
52-27.1 52-27.1
52-26.9
BIRMINGHAM
BIRMINGHAM, UK
CHANGES:
U
U2 01-44.6 01-44.4 01-43.9
T
D2
T6
V1
E
E6
E5
E3
TERMINAL
E
1
D
D
D
V
W
Y
D4
W
Y2
V2
D7
D6
01-44.4 01-43.9 01-44.1
Blast
screen
D5
D3
Y1
U1
C
E4
C1
C2
TERMINAL
APRON
T
T2
E7
E
2
3
4
5
6
7
8L
10
11
12
13
14
15
16
20
21
22
23
24
25
40
58
59
60
61
62
71
72
73
74
75
76
77
80
81
82
86R
86C
86L
85R
85C
85L
84R
84C
84L
83L
83C
83R
56R 56C
56L
57L
57C
57R
55R
55C
55L
54L
54C 54R
70R
70L
70C
42L
42C 42R
41R
41C
41L
8C
8R
screen
Blast
INS COORDINATES
COORDINATES STAND No. STAND No. COORDINATES
1 thru 3
4 thru 8
10, 11
12
13, 14

15, 16
20, 21
22
23 thru 25
40

41L
41C/R
42C
42L
42R
N52 27.0 W001 44.0
N52 27.0 W001 44.1
N52 27.0 W001 44.2
N52 27.0 W001 44.1
N52 27.1 W001 44.1

N52 27.1 W001 44.0
N52 27.0 W001 43.9
N52 27.0 W001 44.0
N52 26.9 W001 44.0
N52 27.2 W001 44.1

N52 27.1 W001 44.2
N52 27.2 W001 44.2
N52 27.1 W001 44.2
N52 27.1 W001 44.3
N52 27.1 W001 44.2
N52 27.2 W001 44.3
N52 27.2 W001 44.2
N52 27.2 W001 44.1
N52 27.2 W001 44.2
N52 27.3 W001 44.1

N52 27.2 W001 44.1
N52 27.3 W001 44.0
N52 27.4 W001 44.1
N52 27.2 W001 44.4
N52 27.3 W001 44.4

N52 27.3 W001 44.3
N52 27.3 W001 44.2
N52 27.4 W001 44.2
N52 27.4 W001 44.3
N52 27.3 W001 44.3

N52 27.3 W001 44.4
N52 27.2 W001 44.5
54L/C/R
55L/C/R
56L
56C/R
57L

57C/R
58 thru 61
62
70L/C/R
71

72 thru 74
75 thru 80
81
82
83L/C/R

84C thru 85R
86L/C/R
Notes transferred to 10-1P pages.
JEPPESEN
3
0
6
^
3
1
6
^
3
2
3
^
2 2
3
D6.7
D1.0
D0.0
IBIR
IBIR
IBIR
10
3^
28
3^
1
0
5
^
2
8
5
^
1
MISSED APCH:
0
5
5
1
0
11-1
P
A
N
S

O
P
S

4
*Ground
121.8
BIRMINGHAM Tower
118.3
BIRMINGHAM Approach (R)
118.05 136.02
ATIS
IBIR D9.0
Gnd speed-Kts 70 90 100 120 140 160
377 485 539 647 755 862
3.00^
MAP at D0.0 IBIR
A
B
C
D
DA(H)
ILS
ALS out
MDA(H)
CIRCLE-TO-LAND
ALS out
LOC (GS out)
Max
Kts
135
180
205
100
(482')
(592')
3600m
2400m
1600m
1500m
(200')
1500m
1400m
(447')
FULL
1200m
810'
920'
(752')
503'
2100m
750'
1080'
1180'
15
550m RVR RVR RVR
RVR
CMV
VIS
CHANGES:
BIRMINGHAM
BIRMINGHAM, UK
PAPI
RT
169^ 1000'
1
52-30
01-50 02-00 02-10
52-25
52-35
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
EGBB/BHX
NDB ILS DME Rwy 15
(852')
HIALS-II
1
5
1
^
3
3
1
^
3
LOC Descent Angle
ILS GS or
.Standard.
750m RVR
Limited
*110.1
IBIR
LOC
148^
Apch Crs
Final GS
CEDAR
1630'(1327') 503'(200')
ILS
DA(H)
Apt Elev 328'
303' RWY
3 FEB 12
.Eff.9.Feb.
DA/MDA(H)
CDFA
Procedure.
Climb STRAIGHT AHEAD to 1000', then turn RIGHT
onto 169^ to 3000', then as directed.
Trans alt: 6000'
D
113.65 HON
HONILEY
1
4
8
^
ILS DME
148^ *110.1 IBIR
I B I R
GROVE
D16.0

2
5
0
0
4
5
0
0
D
I
R
E
C
T
A
R
R
I
V
A
L
3
2
8
^
BIRMINGHAM
B H X
406 BHX
3
2
8
^
CAT A & B 319^
0
0
3
0
When established on
LOC descend to 2500
H O N
1
6
9
^
MHA
2500
Alternative Procedure:
intercept LOC.
Extend outbound leg of CEDAR holding
HON
D10.0 HON

1
8

D
M
E

A
r
c

H
O
N

to D9.0 IBIR. Then turn RIGHT to
INTERMEDIATE
PROCEDURE
AFTER HOLDING
7
0
F
L
ILS:
Acft unable to receive DME
advise ATC. Radar ranges will
be provided at 9 NM outbound
and 4 NM inbound.
LOC
(GS out) ALTITUDE
2.0 3.0 4.0
1640' 1320' 1000'
IBIR DME
Alt Set: hPa Trans level: By ATC Rwy Elev: 11 hPa
MSA
BHX Lctr
270^
3
6
0
^
2500'
2200'
5.0
1960'
6.0
2280'
303'
D6.7
RWY 15
1
4
8
^
2500'
2.7 3.0 1.0
2500'
D1.0
680' GS
D0.0
Lctr CAT A & B
319^
313^
CAT C & D
IBIR
IBIR
IBIR
GS1630'
TCH displ
thresh 55'
CHASE
to CEDAR
inbound LOC 6.7 2500
3
1
3
^
C
A
T

C

&

D
IBIR
D9.0
935'
777'
1358'
1035'
1501'
1493'
837'
912'
801' 1108'
785'
955'
CEDAR
D4.0 IBIR
CEDAR
D4.0 IBIR
788'
751'
860'
Procedure MAX 185 KT.
ILS DME reads zero at
rwy 15 displ thresh .
MDA
JEPPESEN
3
0
6
^
3
1
6
^
3
2
3
^
2
2
3
3
D1.0
D6.7
IBIR
IBIR
10
3^
28
3^
1
0
5
^
2
8
5
^
1
0
5
5
1
0
BIRMINGHAM, UK
BIRMINGHAM
LOC
*110.1
IBIR
Final
Apch Crs
148^
GS
1630'(1327')
Apt Elev 328'
RWY 303'
11-1A
P
A
N
S

O
P
S

4
CAT II ILS
DA(H) 413'(110')
1
1
15
MISSED APCH:
BIRMINGHAM Approach (R) BIRMINGHAM Tower *Ground
D9.0 IBIR
ATIS
300m RVR
DA(H) 403'(100')
ABC
RA 98'
D
RA 106'
136.02 118.05 118.3 121.8
Refer to
Minimums
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
PAPI
RT
169^ 1000'
1
52-30
01-40 01-50 02-00 02-10
52-20
EGBB/BHX
1
5
1
^
3
3
1
^
HIALS-II
935'
777'
1035'
1501'
1358'
1493'
912'
801'
785'
1108'
837'
751'
CEDAR
Operators applying U.S. Ops Specs: Autoland or HUD required below RVR 350m.
955'
CAT II/III NDB ILS DME Rwy 15
CAT II &
IIIA ILS
.Standard.
50'
RVR 200m
DH
CAT IIIA ILS
3 FEB 12
.Eff.9.Feb.
D
113.65 HON
HONILEY
CHASE
1
4
8
^
ILS DME
148^ *110.1 IBIR

D16.0

1
8
D
M
E
A
r
c
H
O
N
2
5
0
0
2500
4
5
0
0

to CEDAR
BIRMINGHAM

406 BHX
3
2
8
^
CAT A & B 319^
0
0
3
0
When established on
LOC descend to 2500

1
6
9
^
MHA
2500
intercept LOC.
Extend outbound leg of CEDAR holding
HON
to D9.0 IBIR. Then turn RIGHT to
D
I
R
E
C
T
A
R
R
I
V
A
L
INTERMEDIATE
PROCEDURE
AFTER HOLDING
GROVE
D10.0 HON
inbound LOC 6.7
7
0
F
L
ILS:
and 4 NM inbound.
CHANGES:
Gnd speed-Kts 70 90 100 120 140 160
3.00^ 377 485 539 647 755 862 GS
Alt Set: hPa Trans level: By ATC Trans alt: 6000' Rwy Elev: 11 hPa
303' RWY 15
D6.7
1
4
8
^
2500'
2.7 3.0
1.0
2500'
D1.0
680' GS
Lctr
CAT A & B
319^
313^
CAT C & D
IBIR
IBIR
GS1630'
TCH displ
thresh 55'
Specific Aircrew & Acft Certification Required.
CEDAR
D4.0 IBIR
CEDAR
D4.0 IBIR
788'
MSA
BHX Lctr
270^
3
6
0
^
2500'
2200'
3
1
3
^
C
A
T

C

&

D
3
2
8
^
IBIR
D9.0
rwy 15 displ thresh.
Procedure.
JEPPESEN
Coventry
1
1
6
.4
D
T
Y
2
8
8
^
2
8
5
^
D0.0
D1.0
D5.1
IBM
IBM
IBM
CHANGES:
MISSED APCH:
0
5
5
1
0
BIRMINGHAM, UK
BIRMINGHAM
11-2
LOC
*110.1
IBM
Final
Apch Crs
328^
GS ILS
DA(H)
526'(200')
Apt Elev 328'
RWY 326'
P
A
N
S

O
P
S

4
Gnd speed-Kts 70 90 100 120 140 160
377 485 539 647 755 862
3.00^
MAP at D0.0 IBM
*Ground
121.8
BIRMINGHAM Tower
118.3
118.05 136.02
ATIS
PAPI
1650'(1324')
3
2
8
^
1
0
5
^
2
8
5
^
1
ILS:
and 4 NM inbound.
1
52-20
52-30
01-30 01-50 02-00
876'
935'
777' 837'
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
EGBB/BHX
NDB ILS DME Rwy 33
751'
785'
MAPLE
LOC Descent Angle
ILS GS or
955'
A
B
C
D
DA(H)
ILS
ALS out
MDA(H)
CIRCLE-TO-LAND
ALS out
LOC (GS out)
Max
Kts
135
180
205
100
(482')
(592')
3600m
2400m
1600m
1500m
(200')
1500m
1200m
(414')
FULL
1200m
810'
920'
(752')
526' 740'
1080'
1180'
33
550m RVR RVR RVR
RVR
VIS
(852')
750m RVR
Limited
.Standard.
1900m RVR
Climb STRAIGHT AHEAD to 3000', then as directed.
3 FEB 12
.Eff.9.Feb.
3000'
DA/MDA(H)
CDFA
Procedure.
D
113.65 HON
HONILEY
406 BHX
BIRMINGHAM
GROVE
3
2
8
^
1
5
4
^
1
0
.
0
2
5
0
0
t
o
M
A
P
L
E
CHASE
1
6
0
^
1
7
1
^
1
0
8
^

D7.0

328^ *110.1 IBM
2
5
0
0
3
2
8
^
1
4
8
^
MHA
2500
C
A
T

C

&

D
A
&
B
2
5
0
0
4
.0
8
.
0
Extend outbound leg of MAPLE holding to
Then turn LEFT to intercept LOC.
1
1
.
3
4
0
0
0
t
o

L
c
t
r
1
4
8
^
IBM
D10.0 HON
D22.0 DTY
ILS DME
TCH displ
thresh 54'
326' RWY 33
D0.0
D7.0
1.0 3.0 1.1
160^
171^
3
2
8
^
2500'
D5.1
Lctr
CAT A & B
CAT C & D
700' GS
D1.0
IBM
IBM
IBM
IBM
MSA
BHX Lctr
1020' 1330' 1650'
LOC
(GS out)
IBM DME
ALTITUDE
3.0 4.0 5.0
1970'
2.0
GS1650'
HIALS-II
D7.0 IBM descending to 2000'.
2000'
MAPLE
D4.0 IBM
MAPLE
D4.0 IBM
788'
270^
3
6
0
^
2500'
2200'
JEPPESEN
Coventry
2
8
8
^ 1
1
6
.4
D
T
Y
2
8
5
^
D1.0
D5.1
IBM
IBM
MISSED APCH:
0
5
5
1
0
BIRMINGHAM, UK
BIRMINGHAM
LOC
*110.1
IBM
Final
Apch Crs
328^
GS
Apt Elev 328'
RWY 326'
136.02
118.05
BIRMINGHAM Tower
118.3
11-2A
P
A
N
S

O
P
S

4
CAT II ILS
DA(H) 426'(100')
ABCD
1
1
33
RA 98'
*Ground
121.8
ATIS
300m RVR
1650'(1324')
3
2
8
^
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
1
0
5
^
2
8
5
^
1ILS:
and 4 NM inbound.
1
52-20
52-30
01-30 01-40 01-50 02-00
EGBB/BHX
876'
935'
777' 837'
751'
955'
785'
MAPLE
Operators applying U.S. Ops Specs: Autoland or HUD required below RVR 350m.
CAT II/III NDB ILS DME Rwy 33
Refer to
Minimums
CAT II &
IIIA ILS
50'
RVR 200m
DH
CAT IIIA ILS
.Standard.
3000'
3 FEB 12
.Eff.9.Feb.
D
113.65 HON
HONILEY
406 BHX
BIRMINGHAM
GROVE
3
2
8
^
ILS DME
1
0
.
0
2
5
0
0
t
o
M
A
P
L
E
CHASE
1
0
8
^

328^ *110.1 IBM
2
5
0
0
3
2
8
^
1
4
8
^
MHA
2500
8
.
0
4
.0
2
5
0
0
Extend outbound leg of MAPLE holding to
Then turn LEFT to intercept LOC.
1
1
.
3
1
4
8
^
4
0
0
0
t
o

L
c
t
r
D10.0 HON
D22.0 DTY
D7.0 IBM descending to 2000' (1675').
CHANGES:
Gnd speed-Kts 70 90 100 120 140 160
3.00^
MSA
BHX Lctr
377 485 539 647 755 862 GS
326' RWY 33
TCH displ
thresh 54'
D7.0
2000'
1.0
160^
171^
3
2
8
^
D5.1
2500'
Lctr
D1.0
700' GS
CAT A & B
CAT C & D
IBM
IBM
IBM
PAPI
Specific Aircrew & Acft Certification Required.
1
5
4
^
3.0 1.1
GS1650'
HIALS-II
MAPLE
D4.0 IBM
MAPLE
D4.0 IBM
788'
270^
3
6
0
^
2500'
2200'
1
7
1
^
1
6
0
^
A
&
B
C
A
T

C

&

D
D7.0 IBM
Procedure.
JEPPESEN
Coventry
CHANGES:
BIRMINGHAM, UK
BIRMINGHAM NDB DME Rwy 15
16-1
Lctr
BHX
Final
Apch Crs
153^ 2500'(2197')
Apt Elev 328'
RWY 303'
P
A
N
S

O
P
S

4
*Ground
121.8
BIRMINGHAM Tower
118.3
118.05 136.02
406
D6.7
MISSED APCH:
ATIS
A
B
C
D
ALS out
MDA(H)
CIRCLE-TO-LAND
Max
Kts
135
180
205
100
3600m
2400m
1600m
1500m
Gnd speed-Kts 70 90 100 120 140 160
MAP at D0.0
770'(467')
STRAIGHT-IN LANDING RWY 15
VIS
1500m
1500m
2200m RVR CMV
RVR
02-00 01-50 01-40 01-30
52-35
52-25
52-30
1
0
8
^
2
8
8
^
C
A
T

C

&

D
3
1
8
^
3
2
3
^
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
PAPI
RT
169^ 1000'
A

&

B
1
5
3
^
EGBB/BHX
HIALS-II
785'
837'
D
O

N
O
T

O
V
E
R
S
H
O
O
T

1
3

D
M
E

A
r
c
Descent Angle 3.03^
(482')
(592')
810'
920'
(752') 1080'
1180'(852')
Procedure Alt
.Standard.
375 482 536 643 750 858
DA/MDA(H)
(467') 770'
3 FEB 12
.Eff.9.Feb.
DA/MDA(H)
CDFA
ILS DME
BIRMINGHAM
B h x
406 BHX
*110.1 IBIR
I B I R
1
5
3
^
1
6
9
^
D0.0
3
2
8
^
D9.0
2
5
0
0
MSA
BHX Lctr
D4.0
D6.7
3.0
ALTITUDE
4.0 2.0
1640' 1320' 1000'
IBIR DME 5.0
1960'
6.0
2280'
5
0
5
1
0
INTERMEDIATE
PROCEDURE
AFTER HOLDING
935'
1358'
1493'
801'
821'
1035'
Lctr
2500'
4.0 RWY 15 303'
2500'
D4.0
D9.0
D0.0
CAT C & D
CAT A & B
323^
318^
D6.7
2.7
751'
777'
788'
955'
270^
3
6
0
^
2500'
2200'
860'
1. ILS DME reads zero at rwy 15 displ thresh.
2. Final apch track offset 5^ from rwy centerline.
3. Procedure MAX 185 KT.
MDA
Procedure.
JEPPESEN
Coventry
CHANGES:
MISSED APCH:
BIRMINGHAM, UK
BIRMINGHAM NDB DME Rwy 33
16-2
Lctr
BHX
Final
Apch Crs
324^ 2000'(1674')
Apt Elev 328'
RWY 326'
P
A
N
S

O
P
S

4
A
B
C
D
ALS out
MDA(H)
CIRCLE-TO-LAND
Max
Kts
135
180
205
100
3600m
2400m
1600m
1500m
2200m 1500m
1500m
Gnd speed-Kts 70 90 100 120 140 160
*Ground
121.8
BIRMINGHAM Tower
118.3
118.05 136.02
406
Minimum Alt
D5.1
MAP at D0.0
800'(474')
STRAIGHT-IN LANDING RWY 33
ATIS
3
2
4
^
PAPI
VIS
RVR CMV
RVR
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
3
2
4
^
EGBB/BHX
HIALS-II
785'
837'
751'
Descent Angle 3.00^ 372 478 531 637 743 849
(482')
(592')
810'
920'
(752') 1080'
1180'(852')
.Standard.
DA/MDA(H)
800'(474')
3 FEB 12
.Eff.9.Feb.
3000'
CDFA
DA/MDA(H)
C
A
T

C

&

D
3
2
4
^
1
5
6
^
1
6
8
^
C
A
T

A

&

B
ILS DME
I B M
*110.1 IBM
BIRMINGHAM
B H X
406 BHX
3.0
1330'
4.0
1650' ALTITUDE
52-20
52-30
02-00 01-50 01-40 01-30
3
2
8
^
D0.0
D7.0
IBM DME
326' RWY 33
Lctr
2500'
5.1
2000'
156^
168^
CAT A & B
CAT C & D
D7.0
D0.0
0
5
5
1
0
D5.1
2.0
1020'
D5.1
876'
935'
777'
MSA
BHX Lctr
5.0
1970'
955'
788'
270^
3
6
0
^
2500'
2200'
Missed approach.
2
5
0
0
1. ILS DME reads zero at rwy 33 displ thresh.
2. Procedure MAX 210 KT.
3. Final apch track offset 4^ from runway centerline.
JEPPESEN
Coventry
1590' 1270'
BIRMINGHAM, UK
BIRMINGHAM
18-1
Final
Apch Crs
P
A
N
S

O
P
S

4
Minimum Alt
SRA All Rwys
136.02
118.05
BIRMINGHAM Tower
118.3
*Ground
121.8 118.05
Missed Approach - See below
RADAR
By ATC
0
5
5
1
0
ATIS BIRMINGHAM Radar (SRA)
MDA(H)
Lighting-
Refer to
Airport
Chart
B
R
I
E
F
I
N
G

S
T
R
I
P
T
M
See
table below
EGBB/BHX
1580' 1260'
960'
940'
751'
1493'
785'
837'
Refer to
Minimums
RVR RVR
RVR
A
B
C
D
CIRCLE-TO-LAND
MDA(H)
Max
Kts
100
135
180
205
VIS
STRAIGHT-IN LANDING
Apt Elev 328'
326' RWY 33
RWY 15 303'
955'
Descent Angle 3.00^ 372 478 531 637 743 849
(562')
(592')
890'
920'
(752') 1080'
1180'(852')
MDA(H) VIS
(512')
(592')
840'
920'
(752') 1080'
1180'(852')
CMV CMV
CMV CMV CMV
.Standard.
3 FEB 12
.Eff.9.Feb.
non-CDFA non-CDFA
406 BHX
BIRMINGHAM
3
2
8
^
1
4
8
^
Gnd speed-Kts
Minimum Alt/NM 5.0 FAF
1900'
1900'
52-30
02-00 01-50 01-40 01-30
I B I R
I B M
148^ *110.1 IBIR
328^ *110.1 IBM
935'
777'
3
2
8
^
2
5
0
0
b h x
70 90 100 120 140 160
1.0 0:51 0:40 0:36 0:30 0:26 0:23
MISSED APPROACH:

Runway 15:
Runway 33:
SRA 4.0 2.0 3.0 RADAR FIX
Alt Set: hPa Trans level: By ATC Trans alt: 6000' Apt Elev: 12 hPa
CHANGES:
33
52-25
MSA
BHX Lctr
SRA
15
RADAR FIX 4.0 3.0 2.0
ALTITUDE
ALTITUDE
MAP 1NM from touchdown or
TMN 2 to MAP
ILS DME RWY 15
ILS DME RWY 33
SRA 15 SRA 33
MDA(H) 860'(557') MDA(H) 830'(504')
ALS out ALS out
2700m
2700m
2900m
3600m
2000m 1800m
2000m
788'
SRA 15 TMN 2.0 NM
SRA 33 TMN 2.0 NM
ILS DME reads zero at rwy 15 & 33 displaced thresholds.
270^
3
6
0
^
2500'
2200'
2600m
2600m
2800m
3600m
2700m 2600m
2800m 2900m 2200m
After SRA 15 After SRA 33
Missed approach.
169^ to 3000', then as directed.
Climb STRAIGHT AHEAD to 1000', then turn RIGHT onto
Coventry
2
4
1
^
0
6
1
^
EG(D)-213
Within the Radar Vectoring Area the minimum
initial altitude to be allocated by the radar
controller is:
1035'
CHANGES:
Further descent to 2000'/1800' may be given within the
2
5
0
0
'
2
5
0
0
'
2
5
0
0
'
2
0
0
0
'
2
0
0
0
'
2
0
0
0
'
2
0
0
0
'
1
8
0
0
'
1
8
0
0
'
2
5
0
0
'
2
0
0
0
'
1493'
850'
912'
2
5
0
0
'
2
0
0
0
'
approach areas shown when on 40^ leg or final approach.
2500' north of bearing 061^/241^ to BIRMINGHAM Lctr.
2000' south of bearing 061^/241^ to BIRMINGHAM Lctr.
EGBB/BHX
30 APR 04
.Eff.13.May.
MSA. | JEPPESEN SANDERSON, INC., 2000, 2004. ALL RIGHTS RESERVED.
955'
1108'
751'
1515'
3
2
9
^
1
4
9
^
BIRMINGHAM
Lctr
Lctr
COVENTRY
HONILEY
ILS DME
329^ *110.1 IBM
ILS DME
149^ *110.1 IBIR
1070'
935'
777'
900'
1119'
1501'
1038'
1358'
0
5
5
1
0
1
5
2
0
2
5
RADAR VECTORING AREA
LOSS OF COMMUNICATION PROCEDURE
PROCE-
DURE
ALL
Rwys
proceed to
ate final approach aid. If not possible
Continue visually or by means of an appropri- Continue visually or by means of an appropri-
ate final approach aid. If not possible
follow the Missed Approach Procedure to
MSA
2500'
MSA
2500'
MSA
2200'
52-10
52-20
52-30
52-40
02-10 02-00 01-50 01-40 01-30 01-20
MSA
2500'
LICHFIELD
NDB
last assigned level if higher.
BIRMINGHAM Lctr at 2500' or at
BIRMINGHAM Lctr.
725'
BIRMINGHAM
18-2
BIRMINGHAM, UK
JEPPESEN
INITIAL APPROACH INTERMEDIATE AND FINAL APPROACH
825'
795'
785'
837'
765'
876'
VOR DME

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