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General Information

Location: PARIS FRAICAO/IATA: LFPG / CDGLat/Long: N49 00.58', E002 32.87'Elevation: 392 ft

Airport Use: PublicDaylight Savings: ObservedUTC Conversion: -1:00 = UTCMagnetic Variation: 0.0 E

Fuel Types: Jet A-1, Jet 4Repair Types: Minor Airframe, Minor EngineCustoms: YesAirport Type: IFRLanding Fee: YesControl Tower: YesJet Start Unit: NoLLWS Alert: NoBeacon: No

Sunrise: 0728 ZSunset: 1553 Z

Runway Information

Runway: 08LLength x Width: 13589 ft x 148 ftSurface Type: concreteTDZ-Elev: 338 ftLighting: Edge, ALS, Centerline, REIL, TDZ

Runway: 08RLength x Width: 8858 ft x 197 ftSurface Type: bituTDZ-Elev: 336 ftLighting: Edge, ALS, Centerline, REIL, TDZ

Runway: 09LLength x Width: 8858 ft x 197 ftSurface Type: asphaltTDZ-Elev: 378 ftLighting: Edge, ALS, Centerline, REIL, TDZ

Runway: 09RLength x Width: 13780 ft x 148 ftSurface Type: asphaltTDZ-Elev: 371 ftLighting: Edge, ALS, Centerline, REIL, TDZ

Runway: 26LLength x Width: 8858 ft x 197 ftSurface Type: bituTDZ-Elev: 317 ftLighting: Edge, ALS, Centerline, REIL, TDZ

Runway: 26RLength x Width: 13589 ft x 148 ftSurface Type: concreteTDZ-Elev: 318 ftLighting: Edge, ALS, Centerline, REIL, TDZ

Displaced Threshold: 1725 ft

Runway: 27LLength x Width: 13780 ft x 148 ftSurface Type: asphaltTDZ-Elev: 387 ftLighting: Edge, ALS, Centerline, REIL, TDZDisplaced Threshold: 1969 ft


Communication Information

ATIS: 128.225 Non-EnglishATIS: 127.130De Gaulle Tower: 125.325 SecondaryDe Gaulle Tower: 119.625 SecondaryDe Gaulle Tower: 123.605De Gaulle Tower: 120.900De Gaulle Tower: 120.650 SecondaryDe Gaulle Tower: 118.655De Gaulle Tower: 119.250De Gaulle Ground: 119.625 SecondaryDe Gaulle Ground: 120.650 SecondaryDe Gaulle Ground: 121.610De Gaulle Ground: 121.780De Gaulle Ground: 121.810De Gaulle Ground: 121.980De Gaulle Ground: 125.325 SecondaryDe Gaulle Traffic Ramp/Taxi: 121.640De Gaulle Traffic Ramp/Taxi: 121.680De Gaulle Traffic Ramp/Taxi: 121.880De Gaulle Traffic Ramp/Taxi: 121.930De Gaulle Traffic Ramp/Taxi: 125.325 SecondaryDe Gaulle Traffic Ramp/Taxi: 121.580Fedex Traffic Ramp/Taxi: 131.605De Gaulle Clearance Delivery: 121.840De Gaulle Clearance Delivery: 121.730De Gaulle Approach: 118.150De Gaulle Approach: 119.850De Gaulle Approach: 121.155De Gaulle Approach: 125.830De Gaulle Approach: 126.430De Gaulle Approach: 126.575 SecondaryDe Gaulle Approach: 136.275De Gaulle Departure: 133.380De Gaulle Departure: 131.200De Gaulle Departure: 126.575 SecondaryDe Gaulle Departure: 124.355De-Icing Operations: 121.560De-Icing Operations: 121.590De-Icing Operations: 121.630De-Icing Operations: 121.660De-Icing Operations: 121.690De-Icing Operations: 121.710De-Icing Operations: 121.790De-Icing Operations: 121.830De-Icing Operations: 121.860De-Icing Operations: 135.705De-Icing Operations: 129.490De-Icing Operations: 129.480De-Icing Operations: 121.990

General Information





Runway Information







Airport Information For LFPGPrinted on 06 Dec 2017Page 1(c) JEPPESEN SANDERSON, INC., 2017, ALL RIGHTS RESERVED

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General Information





Runway Information

















Airport Information For LFPGPrinted on 06 Dec 2017Page 2(c) JEPPESEN SANDERSON, INC., 2017, ALL RIGHTS RESERVED

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PARIS, FRANCELFPG/CDGCHARLES-DE-GAULLE .AIRPORT.BRIEFING.

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1.1. ATISD-ATIS 127.130

128.225 (French)

1.2. NOISE ABATEMENT PROCEDURES1.2.1. RESTRICTIONS FOR JET ACFT AS DEFINED PER ICAO ANNEX 16, VOL I,

PART II, CHAPTER 2 AND FOR CHAPTER 3 JET ACFT WITH ACCUMULATED MARGIN LESS THAN 5 EPNDBThese jet ACFT are banned, captains may deviate from this only if absolutely nec-essary for safety reasons.

1.2.2. NIGHTTIME RESTRICTIONS FOR JET ACFT AS DEFINED PER ICAO ANNEX 16, VOL I, PART II, CHAPTER 3 WITH ACCUMULATED MARGIN LESS THAN 8 EPNDBThese jet ACFT may not land or leave the parking stand for take-off 2200-0600LT.Captains may deviate from this only if absolutely necessary for safety reasons.

1.2.3. FROM MARCH 30, 2014: NIGHTTIME RESTRICTIONS FOR JET ACFT AS DEFINED PER ICAO ANNEX 16, VOL I, PART II, CHAPTER 3 WITH ACCUMULATED MARGIN LESS THAN 10 EPNDB These jet ACFT may not land or leave the parking stand for take-off 2200-0600LT.Captains may deviate from this only if absolutely necessary for safety reasons.

1.2.4. BANNING OF UNSCHEDULED NIGHT TAKE-OFFSTake-off 0000-0459LT off-blocks is prohibited unless subject to allocation ofdeparture slot (COHOR) within given time segment.

1.2.5. NIGHT TIME RESTRICTIONS FOR ACFT EXCEEDING SPECIFIC NOISE LEVELSACFT for which the certified noise level at the overflight reference noise measur-ing point is more than 99 EPNdB are not permitted to take off 0000-0459LT offblocks, and ACFT with more than 104.5 EPNdb at approach point are not allowedto land 0030-0529LT of arrival on the stand.The authorization to operate movements during these time slots may be grantedby the minister in charge of Civil Aviation, if a reproducible operating methodprovides an equivalent environmental impact.

1.2.6. EXEMPTIONS FROM REGULATIONS OF 1.2.1. THROUGH 1.2.5.Following flights are exempted on an exceptional basis:- Sanitary or humanitarian missions;- Emergencies;- ACFT mentioned in 2nd subparagraph of article L.6100-1 of the Transport code;- Government flights.

1.2.7. RUN-UP TESTSEngine run-ups above 5 min and above taxiing power may only be carried out atpredetermined points and according to Procedures as defined by APTs de Paris.Between 2200-0600LT run-ups are forbidden. Derogations can be granted between2200-2300LT and 0500-0600LT under exceptional circumstances for safety reasonsby the minister in charge of civil aviation, requested by the Flight supervisor,owner, technical or commercial operator of the ACFT.

1.2.8. AUXILIARY POWER UNITS (APUS)RestrictionsUse of APU is restricted, except for duly justified safety reasons. The use offixed alternative means (400 Hz or 50 Hz power supply and PCA) or when unavail-able, alternative mobile means (GPU and ACU) provided to the operator ismandatory, except in case of system failure or technical incompatibility.

20-1P15 JUL 16 .Eff.21.Jul.

1. GENERAL

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- Use of APU on stands when fixed or mobile alternative means are available- for arriving flights

5 minutes plus the time required to connect to these means, after the timeof arrival on stand;

- for departing flights10 min prior to scheduled start-up time.

- Use of APU on stands when fixed or mobile alternative means are NOT available- for arriving flights

30 minutes or the required time to disembark all passengers, offload thecargo haul and perform all operations related to the arrival;

- for departing flights60 minutes for ACFT with MTOW below 140t, 80 minutes for ACFT withMTOW 140t or above.

EXEMPTIONSThe captain may waive the durations specified above for safety reasons.

In case of air pollution alerts Aeroports de Paris will inform all operators and handling agents so that the crewcan limit the use of APU as much as possible.

1.3. LOW VISIBILITY PROCEDURES (LVP)1.3.1. SPECIFIC MEASURES ABOUT LVP PROCEDURES

Pilots will be informed about application of LVP via ATIS.Depending on the actual weather conditions on each pair of RWYs, LVP may be inuse on one pair only, the 2nd pair operating CAT I approach.RWYs, for either arrival or departure, are allocated according to objective crite-ria of air traffic optimization.Crews are requested to comply with the RWY assigned on first contact with DEGAULLE, the only exemption would be given for flight safety reasons.

1.3.2. GROUND MOVEMENTTWYs unusable in LVP are equipped with red lights instead of Wig Wag CAT IIIand with permanent stop bar with 2 red lights on each side of TWY.Holding points CAT I and CAT III are in use H24 in alternative mode:

Out of LVP Conditions:- CAT III signs are off (lighting box, Wig Wag and stop bar),- CAT I signs are in use (lighting box and Wig Wig) in LVP conditions.

In LVP Conditions:- CAT I signs are off (lighting box and Wig Wag).- CAT III signs are in use (lighting box, Wig Wag and controlled stop bar).- On TWYs unusable in LVP, red lights and permanent stop bar are in use.

1.3.3. LANDING CLEARANCERead-back of landing and RWY clearance is mandatory.When LVPs are not in force, clearance to land is given using anticipated separa-tion on first contact with the tower.A maximum of four ACFT can receive this type of clearance. The tower ensuresvisually and/or by radar tracking that the RWY safety area has been vacated bythe preceding traffic.With LVPs in force, the landing clearance may be delayed until the ACFT onapproach is 1NM from the RWY threshold.The landings are simultaneous and independent. The same is valid for take-offs.

20-1P115 JUL 16 .Eff.21.Jul.

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1.4. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM1.4.1. USE OF MODE S TRANSPONDER ON THE GROUND

1.4.1.1. GENERALThis system using Mode S transponder improves the accuracy and the reliability ofthe ground movement monitoring system.

1.4.1.2. ACFT EQUIPPED WITH MODE S TRANSPONDERACFT operators shall ensure that Mode S transponders are able to operate whenACFT is on the ground.

Outbound ACFT:Upon request for push-back or taxiing from a parking stand whichever comesfirst:- Enter, using either FMS mode or transponder control unit, the flight identifica-

tion as specified in item 7 of the ICAO flight plan (ex.: BAW123, AFR456,SAS945) or enter in the absence of flight identification, the ACFTregistration.

- Select XPNDR or its equivalent in relation to specifications on the installedmodel.

- Select AUTO mode if function is available.- Do not select the OFF or STDBY functions.- Set Mode A code assigned by ATC.

Inbound ACFT:After landing and until complete standstill at parking stand:- Maintain XPNDR or its equivalent in relation of specifications of the installed

model.- Maintain AUTO mode selected if function available.- Do not select the OFF and STDBY functions.- Maintain Mode A code assigned by ATC.When ACFT is at standstill at parking stand, select OFF or STDBY.

Other Cases of Taxiing ACFT:- Select XPNDR or its equivalent in relation to specifications of the installed

model.- Select AUTO mode if function is available.- Do not select the OFF and STDBY functions.- Set Mode A code to 2000.

1.4.1.3. ACFT NOT EQUIPPED WITH MODE S TRANSPONDER OR WITH ANUNSERVICEABLE MODE S TRANSPONDEROutbound ACFT:Maintain Mode A + C transponder in the OFF position until lining up.

Inbound ACFT:Set Mode A + C transponder to OFF as soon as RWY is vacated.

Other Cases of Taxiing ACFT:Maintain the Mode A + C transponder in the OFF position all through taxiing.

20-1P28 SEP 17 .Eff.14.Sep.

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1.5. TAXI PROCEDURES1.5.1. GENERAL

Strictly follow marked TWY guidance line or TWY centerline lights. A turn fromone TWY into another is forbidden, if it is not marked or lighted on the ground. TWYs G3, G4, P3 and TB2 marked with blue and orange guidelines are restrictedto MAX wingspan less than 118/36m.TWYs C1, C2, E9 thru E12, P4 and P5 are restricted to MAX wingspan less than118'/36m.TWYs G1 and G2 are restricted to MAX wingspan less than 108'/33m.TWY BM1 restricted to MAX wingspan less than 89'/27m.ACFT equipped with optional devices (winglets or sharklets) and exceed wingspanof basic model have to state their ACFT type at the first contact on apronfrequencies.TWY FN4 prohibited for ACFT heavier than 80 tons.

Prohibited Progress around Terminal 1:- Taxi between two satellites to join TWY A from TWY A3;- Taxi between two satellites to join TWY A3 from TWY A;- 180^ turn on stands in noise-in required;- Circumvent standing ACFT;- Indirect departure between two satellites (straight compulsory).

1.5.2. CAUTIONStrictly follow RWY crossing clearance.Read-back of all holding instructions before RWY crossing is mandatory.It is recommended to the A340-600 and B777-300 pilot to taxi with CAUTIONespecially in the curve. It is recommended to use the oversteering technique.A380, B748, A124 and C5: To avoid risk of blast on parking stands, flight crewmust taxi on taxilanes with a thrust distributed on four engines.For A380, B748, A124 and C5 taxi routes see charts 20-9C1 and 20-9C2.

1.5.3. TRAFFIC CONFIGURATION

1.5.3.1. EAST CONFIGURATIONTraffic on TWY T must give priority to arrival traffic leaving the South ParallelRWYs via TWYs T9, T10 and T11. Arrival traffic leaving the South Parallel RWYs via TWYs T9, T10 and T11 havepriority over the traffic coming on TWY T. Traffic on TWY Q must give priority to arrival traffic leaving the North ParallelRWYs via TWYs Q2, Q3 and Q4. Arrival traffic leaving the North Parallel RWYs via TWYs Q2, Q3 and Q4 have pri-ority over the traffic coming on TWY Q.

1.5.3.2. WEST CONFIGURATIONTraffic on TWY T must give priority to arrival traffic leaving the South ParallelRWYs via TWYs T4, T5 and T6. Arrival traffic leaving the South Parallel RWYs via TWYs T4, T5 and T6 have pri-ority over the traffic coming on TWY T. Traffic on TWY D must give priority to arrival traffic leaving the North ParallelRWYs via TWYs D4, D5 and D6. Arrival traffic leaving the North Parallel RWYs via TWYs D4, D5 and D6 have pri-ority over the traffic coming on TWY D.

20-1P38 SEP 17 .Eff.14.Sep.

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1.6. OTHER INFORMATION1.6.1. GENERAL

Permanent wildlife strike hazard.For diversion to LFPO it is necessary to plan an additional amount of fuel, com-pared to the minimum required, to reflect increased waiting times.

1.6.2. SPECIFIC INSTRUCTIONS FOR A225Landing and take-off only on RWYs 08L/26R and 09R/27L.

Landing: Join holding point linked to respective RWY by last TWY and wait for ATCclearance.

Turn-off TWY:- Landing RWY 08L: leave R1 to join TWY R1 before RP15.- Landing RWY 26R: leave T1 to join TWY UT1 between TWYs T and C.- Landing RWY 09R: leave Q6 to join TWY Q abeam QB8.- Landing RWY 27L: leave D1 to join TWY D abeam BD4.

Holding point:- RWY 08L: TWY R1 before RP15.- RWY 26R: TWY UT1 between TWYs T and C.- RWY 09R: TWY Q abeam QB8.- RWY 27L: TWY D abeam BD4.

Taxiing:Follow-me car mandatory.

Risks of blast:Taxi on taxilanes with thrust distributed on four engines.

20-1P46 OCT 17 .Eff.12.Oct.

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2.1. SPEED RESTRICTIONSWithin PARIS class A TMA (parts 2 to 10), the speed is limited to MAX 250 KTbelow FL 100 except with explicit clearance by ATC.For ACFT which cannot maintain MAX 250 KT for technical reasons or flight qual-ity, a higher speed is possible after ATC clearance.

2.1.1. TACTICAL SPEED INSTRUCTIONSSpeed instructions during approach are issued by ATC for safety and efficiencypurposes and are to be flown accurately.Pilots should advise immediately if circumstances necessitate a change of speedfor ACFT performance reasons.Pilots should typically expect to be given the following speed restrictions:- 220 KT on base leg and until intercepting the LOC; - Between 200 KT and 180 KT by capturing the GS;- Then 160 KT on final approach until 4 NM DME.If speed restrictions are not necessary, ATC will announce clearly: "No speedrestriction".

2.2. NOISE ABATEMENT PROCEDURESPilots must perform their approach so as to maintain the last assigned altitude byATC until ILS glide slope interception. The final approach must then be performedwithout flying below GS.RNAV initial approach OKIPA 4E not permitted when overflying MOSUD between2220-0700LT.Pilots can only derogate from the rule above mentioned if they consider it abso-lutely necessary for safety reasons or if they have received a clearance deliveredby ATC for safety reasons.

2.3. INITIAL APPROACH PROCEDURES "NIGHT"2.3.1. RESTRICTION FOR USE

All initial approach procedures "NIGHT" are strictly forbidden out of the slot0030-0500LT, time of IAF overflight and are usable only on ATC instruction andduring the slot between 0030-0500LT. During this slot, the "NIGHT" proceduresmay be suspended at any time by ATS.Do not overshoot final approach course.All flight crews that would detect the chance of overshooting the LOC on reachingthe IF, at the end of a "NIGHT" procedure are not allowed to use "NIGHT" proce-dures and must advise ATC of this inability as soon as IAF overflight.

2.3.2. RADAR VECTORINGRadar vectoring for ACFT using a "NIGHT" procedure remains possible at anytime, for arrival sequencing needs for example.On such a situation, it is absolutely necessary to keep RNAV points of "NIGHT"procedure in the navigation system (FMS), then to be able to rejoin the "NIGHT"procedure if instructed by ATC (direct-to clearances).

2.3.3. LEVELS AND SPEEDS ON "NIGHT" APPROACHLevel and speed of all ACFT are subject to ATC instructions.Once cleared to descend to 4000' (or 5000') QNH:Endeavour to carry out descent as continuously as possible in order to minimizelevel legs before final descent ('VNAV' mode in preference of 'Level Change'mode).Flight crews are responsible for maintaining their flight in controlled airspace(A-class Paris TMA) and must comply with level constraints published at IAF.

20-1P56 OCT 17 .Eff.12.Oct.

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2.4. CAT II/III OPERATIONSAll RWYs approved for CAT II/III operations, special aircrew and ACFT certifica-tion required.

2.5. REDUCTION OF WAKE TURBULENCE SEPARATION MINIMAThe RECAT-EU specification, which includes six ACFT categories depending ontheir wake turbulence, is in force in the airspace managed by CDG. On the basisof this new classification, new separation minima based on distance are usedduring arrivals and departures, while the ACFT is airborne.In order to fully benefit from this reduction of wake turbulence separationminima, crews must strictly respect the assigned speeds and minimize RWY occu-pancy time. If unable to maintain these speeds, the crew has to report it to aircontrol services as soon as possible.The filling of the flight plan boxes and the phraseology remain unchanged.

2.6. RWY OPERATIONS2.6.1. RWY USE

Outer RWYs 08R/26L and 09L/27R are mainly used for arrivals.To minimize the risk of confusion between RWYs during final approach:- The inner RWY ILS is "off" most of the time (except when RVR less than 150m,

for the need of LVP departures); - The inner RWY approach lighting system and TDZ are switched off.

2.6.2. MINIMUM RWY OCCUPANCY TIME (MROT)Pilots are requested to vacate the RWYs 08R/26L or 09L/27R in the shortest possi-ble time, except in LVP conditions, by using the earliest high speed turn-offavailable in compliance with safety.After fully vacating RWY, ACFT have to hold short of inner RWY at holding pointallocated by Tower (hold short CAT III holding point in LVP and/or if requested).Systematic and full read-back of instruction to hold before inner RWY ismandatory.Arriving ACFT waiting before inner RWY must remain on Tower frequency.ACFT vacating RWY 08R/26L or 09L/27R after landing must NEVER cross RWYs08L/26R or 09R/27L without ATC clearance.Once clear to do so, pilots should cross rapidly, perpendicular to the inner RWY.Contact the Ground frequency only after the inner RWY has been crossed andvacated.

2.6.3. HIGH INTENSITY RWY OPERATIONS (HIRO)HIRO are in force at Paris Charles-de-Gaulle APT. HIRO are active between0700-1230LT and 1900-2000LT. During these operations, pilots are expected toensure Minimum RWY Occupancy Time (MROT). During the arrival select an appro-priate and achievable HST to ensure MROT.

Pilots should clear the RWY completely (holding point markings) before decelerat-ing to taxi speed and hold short of the inner RWY at the holding point allocated byControl Tower.

DISTANCE FROM THR TO HST *

08L W4: 4787' (1459m) W5: 6903' (2104m) W6: 8743' (2665m)26R W3: 4774' (1455m) W2: 6811' (2076m) W1: 8684' (2647m)08R V5: 4619' (1408m) V6: 6398' (1950m) V7: 7910' (2411m)26L V4: 4685' (1428m) V3: 6785' (2068m) V2: 8264' (2519m)09L Z5: 4688' (1429m) Z6: 6453' (1967m) Z7: 7940' (2420m)27R - Z3: 6463' (1970m) Z2: 8117' (2474m)09R Y4: 4787' (1459m) Y5: 6549' (1996m) Y6: 8652' (2637m)27L Y3: 4793' (1461m) Y2: 6555' (1998m) Y1: 8691' (2649m)

* Distances calculated to begin turn-off at 50 KT.

20-1P621 APR 17 .Eff.27.Apr.

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2.7. TAXI PROCEDURES2.7.1. GENERAL

The design speed of HSTs is 50 KT when exiting the RWY.TWY T6: 3% slope between RWY 08L/26R and TWY T.

2.7.2. HOLDING POINTSSome taxi holding points located at 295/90m and 353/107.5m from RWY axisare marked on way in and crossing TWYs. Except in LVP conditions, pilots shalltaxi up to the 295'/90m holding point without any request on ATC frequencies.

2.8. PARKING INFORMATIONPilots should not enter a stand unless under instruction from marshaller or fol-lowing indications from an operational visual docking guidance system. In theother situations, the ACFT should hold PSN on the TWY/taxilane centerline aheadof the parking stand lead-in line, notify Ground Movement Control and requestassistance.

2.9. OTHER INFORMATION2.9.1. PROCEDURE BY DEFAULT WITHOUT ATC INSTRUCTION

The lack of ATC clearance to perform the initial approach may be caused by a lateACC/APP handover (at or after the IAF), and/or by an overloaded frequency.In such situation, on reaching the IAF, do not join the holding pattern, but per-form by default the initial approach procedure, at the last assigned level whichhas been acknowledged.This rule has to be followed in all configurations, for all arrivals going to LFPGand using the IAF MOPAR, MOBRO (propeller ACFT), LORNI, VEBEK (facing Westat LFPG), OKIPA and BANOX handled by DE GAULLE Approach.

2.9.2. INDEPENDENT PARALLEL APPROACHESIndependent parallel approaches to RWYs 26L, 26R, 27L and 27R of PARIS-Charlesde Gaulle and RWY 27 of PARIS-Le Bourget or RWYs 08L, 08R, 09L and 09R ofPARIS-Charles de Gaulle take place in all weather conditions. According to thearrival or departure traffic from PARIS-Charles de Gaulle and PARIS-Le Bourgetand in the event of missed approaches on RWYs 08L, 08R, 09L, 09R, 26L, 26R, 27Land 27R, ATC may issue non-standard missed approach instructions in order toturn at or above 800' and climb to 1500' minimum initially.RWY allocation will be confirmed when intercepting the ILS.Any excessive deviation from localizer centerline and/or malfunction of localizeror decision to initiate a missed approach must be relayed immediately toApproach Control. Pilots should maintain a rate of descent not less than1300/min until cleared altitude, except during speed reduction phases.

2.9.3. PROCEDURES TO GUARD AGAINST OVERSHOOTING OF THE RWY CENTERLINE WITHOUT ATC INSTRUCTIONAfter the pilot has been given a radar vector converging the assigned RWY cen-terline at an angle of less than 70^, pilots will take the initiative to intercept theILS localizer or any replacement approach aid unless they have previously beeninstructed to cross RWY centerline by ATC.

20-1P721 APR 17 .Eff.27.Apr.

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2.9.4. REDUCED RADAR SEPARATION ON FINAL APPROACHThe minimum radar separation on final approach can be reduced to 2.5NM underthe following conditions:- The leading ACFT's weight category according to the wake turbulence classifi-

cation is the same or less than the category of the ACFT following it.- Reduced separation does not apply, when following heavy ACFT, A380 or B757.

2.9.5. VISUAL SEPARATION CLEARANCEWhen there is a risk that the minimum required radar separation between twoACFT established on the same final approach can no longer be maintained, a con-troller may suggest a visual separation clearance to the ACFT which is closing inon a preceding ACFT.The conditions for applying this visual separation are:- daytime;- the pilot can see the preceding ACFT;- the pilot can see the airfield.If he accepts the visual separation clearance, the pilot is then responsible for hisseparation from the preceding ACFT; the controller will issue a wake turbulencerisk warning. If the pilot loses sight of the preceding ACFT, or if an additionalseparation clearance is judged necessary, the pilot will contact ATC to communi-cate his requirements.Throughout, the controller continues to monitor the radar, and remains responsi-ble for separation on the RWY.N.B: To avoid any possible conflict with ACFT on simultaneous parallel approach,a crew maintaining visual separation must not deviate from the RWY centerline.

2.9.6. CIRCLING ON CLOSE PARALLEL RWYSThe published circling minimums are to be considered only for axis changesbetween close parallel RWYs (08R to 08L or 08L to 08R or 09R to 09L or 09L to 09Ror 26L to 26R or 26R to 26L or 27L to 27R or 27R to 27L). Do not overshoot landingRWY centerline.

2.9.7. TRAINING OF CAT III APPROACHES AND AUTOMATIC LANDINGS OUTSIDE THE LVP PROTECTION SCOPEPilots shall imperatively observe the requested procedure within the defined timeramges and weather conditions; within these time ranges, if so required by cer-tain circumstances (safety, traffic...), ATC may however reject such request orinterrupt the current procedure.Training is possible and may be requested by crews only within the following timeranges: 1300-1700LT, 2100-0700LT.Training is possible only when the following meteorological conditions are met:horizontal visibility 5km, ceiling 600ft.The pilot shall check that meteorological conditions allow him to return to ACFThandling at any time.

2.9.8. PILOT REPORTS (PIREPS) DURING WINTER TIMEATC will request PIREP after landing. PIREPs must be made on TWR frequenciesusing the appropriate words: GOOD, MEDIUM-GOOD, MEDIUM, MEDIUM-POOR,POOR and ZERO.Crews shall also mention the type of ACFT.

20-1P816 JUN 17 .Eff.22.Jun.

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3.1. DESCRIPTION OF DEPARTURE OPERATIONAL PROCEDURE3.1.1. DATALINK DEPARTURE CLEARANCE (DCL)

The following time parameters apply:

3.1.2. DEFINITIONSAPT is an A-CDM (APT-Collaborative Decision making) since November 2010. Thedeparture procedure is based on a local system calculating and managing anoff-block pre-departure sequence. This system is linked to Network ManagerOperation Center.At Charles-de-Gaulle, A-CDM system and associated procedures are called CPDS(Collaborative Pre-Departure Sequencing).SOBT (Scheduled Off-Block Time) is that time relating to APT slot.ED (Estimated Departure) is that target time set by airline itself as off-blockdeparture time.TOBT (Target Off-Block Time) is the translation by A-CDM system (PDS) of theED.TSAT (Target Start-up Approval Time) is off-block departure approved time, cal-culated by A-CDM system.

3.1.3. GENERALAPT-CDM is based on flight information and constraints shared by partners (air-port operators, aircraft operators/ground handlers and ATS unit) workingtogether more efficiently and transparently.PDS makes continuous calculation for best off-block departure sequence, provid-ing for each flight an optimized off-block departure time based on TOBT.TOBT and its updates improve predictability during the turn-round process ofACFT. By using variable taxi times, the link between off-block times and take-offtimes becomes transparent to all partners, and a proper prediction of take-offtimes is then communicated to the Network Manager Operation Center as an inputfor the management of European network.For each flight, in nominal situations as well as in disrupted situations, the PDScalculates a TSAT, thus providing an off-block sequence, enabling ATS unit tooptimize the use of available capacity.At Charles-de-Gaulle PDS is directly connected with the Network Manager Opera-tion Center for data exchange (Collaborative Management of Flight Updates).Data are automatically exchanged through DPI messages which include targettake-off times, taken into account by Network Manager Operation Center forEnroute traffic prediction and for slot allocations. In sequenced mode manage-ment, the update of TOBT and/or EOBT is a benefit for airlines whose CTOTcalculation gets better optimized, the priority order list in PDS still remainingbased on APT schedule (SOBT).DPI are of different types:- Early Departure Planning Information (E-DPI);- Target Departure Planning Information (T-DPI);- ATC Departure Planning Information (A-DPI).The REA message is no longer to be used, as it is replaced by DPI messages sys-tematically and automatically sent.

ti 10 min before start-up timett 3 min before start-up timet1 10 min

20-1P916 JUN 17 .Eff.22.Jun.

3. DEPARTURE




+ JEPPESEN

3.1.4. SOBT AND EOBTSOBT serves as reference source to set flight priority when allocating position inoff-block departure sequence.Upon receipt of flight plan (normally 3 hours or more prior to EOBT), EOBT andSOBT should be coherent: EOBT must be greater or equal to SOBT, otherwise theairline must file a new flight plan.

3.1.5. TOBTTOBT (Target Off-Block Time) is that target time set by airline itself as off-blockdeparture time:- ACFT doors closed;- Boarding bridge removed;- Push-back available (if required);- ACFT ready to taxi/push-back upon clearance.TOBT is the translation by PDS of the ED transmitted by the airline to the APTinformation system SARIA. It informs PDS system of time before which departurefrom block is not feasible.Failing this and with no notice of TOBT from the airline, PDS shall consider thatthe earliest possible departure time is SOBT.An ED shall be sent by the airline operation as soon as the flight is delayed fromits SOBT scheduled time, or if its target time (TOBT) changes by 5 minutes ormore (later or earlier). The ED shall be addressed to CDGSJXH. Whenever theflight is ahead of schedule, TOBT cannot be moved earlier than SOBT-15.Any new ED shall be at least superior to current time and to SOBT-15. The updat-ing time for a new ED is to be done not later than before previous ED value orbefore SOBT when no ED is available. There is no limitation on the number of EDssent for one single flight.The airline or handling agent is in charge of providing a flight ED.ED is transmitted either thru direct link between airline systems and ADP, or byMVT message thru SITA network with allocation of delay code.ED advising of delay due to ATC constraints shall not be sent to PDS system.It is still mandatory, in sequenced or non-sequenced mode, to update flight planswith a DLA message when EOBT is modified by more than 15 minutes. When thedifference between TOBT and EOBT is greater than 15 minutes, an alarm is trig-gered and displayed by PDS.However, it must be underlined that ED and Flight Plans are processed differ-ently: an ED can always be improved or delayed, whereas flight plan EOBTimprovement is no longer possible once DLA has been sent to DNM. As a result, itis important that each airline manages its own procedure for flight plan updatingaccording to ED.Usual ICAO procedures for updating flight plans remain the same: transmission ofDLA message when TOBT/SOBT is more than [EOBT+15 min]. Airline is stillrequired to:- Update flight plan by sending DLA to avoid FLS triggered by FAM process;- Comply with CTOT.

20-1P1024 FEB 17 .Eff.2.Mar.

3. DEPARTURE




+ JEPPESEN

3.1.6. TSATTSAT is off-block departure approved time, calculated by PDS system taking intoaccount available departure capacity at APT, flights program, TOBT and NetworkManager Operation Center slots. TSAT are sorted in sequence according to refer-ence times of flights (SOBT).TSAT is the time the ACFT has to leave the block after receiving start-up andpush-back or taxi clearance from ATS unit.TSAT are calculated for every scheduled flight with departure taking place withinthe next 4 hours.In order to optimize the off-block sequence, TSAT are constantly calculated andmay therefore be improved or delayed at any time.A flight may be put out of the sequence (blocked) if TSAT is not complied with.When a flight gets blocked by PDS, its TSAT is no longer valid and it is no longercleared for departure (on-screen TSAT is not updated). The only way to getsequenced again is to send an ED, which will provide:- A new priority time reference in PDS based on time of the ED reception;- A new TOBT;- A new TSAT.Any flight may be blocked by ATS unit if not complying with current departureprocedure.Conditions for flight blocking are as follows:- Flight has not received departure clearance at TSAT+3 min;- Flight has not left parking stand after TSAT+5 min;- Flight has been blocked manually at ATC request for non-compliance with

procedure;- Flight has been suspended by Network Manager Operation Center as a result,

for example, of destination APT closure. (In this case the airline must send aDLA message.)

As long as airline informs of an ED change before flight is blocked by PDS, flightshall keep its priority in the sequence based upon SOBT. If information arrivesafter, flight shall lose its priority and its new reference is the ED reception time.

3.1.7. DEPARTURE PROCEDURE WITH ATC IN SEQUENCED MODETOBT and TSAT Communication:TOBT and TSAT for all flights are accessible at the following:- CDM's website https://www.cdmcdg.net (access on request to ADP);- Current professional TV monitor displays;- Via PDS data flow for airlines and handlers with prior request (in this case,

cost of use and visualization of PDS data is borne by applicant);- On DMAN HMI (Departure Manager), specific interface for ATS unit, which

supports controllers for departure sequence application.Airline or handler shall make sure that TOBT is known by all stakeholders of ACFTturn-round at all times.Any alteration to TSAT is to be communicated by airline or handler to flight crew(by physical contact, radio- or data-link). Communication of TSAT to crew shallbe handled with same priority as Network Manager Operations Center slot, whichis taken into account in TSAT calculation.Status of blocked flight and various alarms issued from PDS will also be accessi-ble on CDM's website.

20-1P1124 FEB 17 .Eff.2.Mar.

3. DEPARTURE




+ JEPPESEN

Start-up:Pilot shall contact Clearance Delivery or perform RCD (Request for DepartureClearance Downlink) to request departure clearance at TOBT-15 min (or SOBT-15if no TOBT). Pilot is supposed to know its current TSAT when contacting ClearanceDelivery.ATC will then give the pilot all parameters of Departure Clearance (Enrouteclearance), will put the flight on hold and will ask the pilot to call back whenfully ready to depart. When pilot calls back ready to depart, two options mayarise in relation to flights TSAT:- If TSAT = TOBT, Clearance Delivery hands over the flight to Ground or Apron

frequency where start-up and push-back clearances will be given via radio;- If TSAT is greater than TOBT, Clearance Delivery controller informs he will

call the pilot back when clock time gets closer to TSAT. The pilot shall keepmonitoring the frequency as TSAT may improve at any time.

It is then via radio only that a few minutes before TSAT Clearance Delivery callsthe pilot back to hand over the flight to Ground or Apron where start-up andpush-back will be given.It is implied that when controller approves start-up, this is issued for positiveparking departure at TSAT.Pilot shall not request start-up on Clearance Delivery again when he is put on holdas he would crowd frequency unnecessarily. If pilot is in doubt when no furthercall comes from Clearance Delivery frequency, he shall contact his operations orhis handler first to confirm current TSAT and be advised of a possibly downgradedTSAT. Calling Clearance Delivery again is acceptable when current time getslater than TSAT.All data are automatically transmitted to the network via DPI and REA messageis no longer in use at CDG.If first call takes place too early, Clearance Delivery will ask the pilot to callagain at TOBT-15 min. In case of a RCD, no reply is to be expected beforeTOBT-15 min.If pilot calls or performs RCD too late (after TSAT+3) flight will be blocked byCPDS and clearance will be denied. Flight shall not be unblocked until new ED(TOBT) has been sent by airline.

Push-back:As well as for start-up approval, push-back will be given by Ground or Apron con-troller from TSAT-5 min, flight being ready for push-back/off-block departure.This contact should allow push-back/off-block departure at TSAT.Push-back approval is valid for 1 min. Push-back is therefore to begin promptlyafter approval. Flight lays open to being blocked by ATC and having to redo wholeof departure procedure if rule is not observed.If off-block departure did not occur at TSAT+5 min, flight will be blocked by PDSuntil transmission of new TOBT (ED).All through departure procedure, if after controller call, a flight on hold does notacknowledge or states it is not ready for start-up or push-back, this flight isblocked manually in PDS by controller. Flight is then to redo the whole departureprocedure (transmission of new TOBT, Clearance Delivery call, etc.).

20-1P1224 FEB 17 .Eff.2.Mar.

3. DEPARTURE




+ JEPPESEN

3.1.8. DEPARTURE PROCEDURE IN NON-SEQUENCED MODECommunicating Off-block Time:In case technical or operational issues make it impossible to use off-blocksequence calculated by PDS, APT may be led to switch to non-sequenced mode.Alarm message is distributed via systems:- On CDM website https://www.cdmcdg.net;- On existing professional TV monitor displays.In this case, on CDM web site and TV monitor TSAT display will be suspended- Via CPDS data flow for airlines and handlers using it;- On DMAN, specific interface for ATS unit.Automatic calculation of departure sequence is no longer in force, but a departureprocedure of same type is manually applied.ED (TOBT) are still to be updated by airlines, as well as EOBT for flight plans inrelation to those ED. ATS unit will calculate an off-block time, confirmed on fre-quency upon pilots call at TOBT-15 minutes. It is equal to:- EOBT of flight plan for a non-regulated flight;- COBT (calculated off-block time = CTOT - local default taxiing time) for regu-

lated flights.

Start-up in Non-sequenced Mode:Pilot shall contact Clearance Delivery or perform RCD to request Departure Clear-ance at TOBT-15.ATC will then give the pilot all parameters of Departure Clearance (EnrouteClearance) and will ask the pilot to call back when fully ready to depart. Whenpilot calls back ready to depart, two options may arise in relation to the flightsATC off-block time:- If off-block time is close, Clearance Delivery hands over the flight to Ground

or Apron frequency where start-up and push-back clearances will be given viaradio;

- If off-block time is much later, Clearance Delivery controller confirmsexpected off-block time and tells he will call the pilot back when clock timegets closer. The pilot shall keep monitoring the frequency.

It is then via radio only that a few minutes before off-block time ClearanceDelivery calls the pilot back to hand over the flight to Ground or Apron wherestart-up and push-back will be given.If pilotss call takes place too early, Clearance Delivery will ask him to callagain at TOBT-15 minutes. In case of a RCD, no reply is to be expected beforeTOBT-15 minutes.The call or RCD has to ensure that departure will occur at EOBT+/-15 minutes orbefore COBT+10 minutes, otherwise flight will be blocked by ATC until flightplan is updated by a DLA.

Push-back in Non-sequenced Mode:As well as for start-up approval, push-back will be given by Ground or Apron con-troller, flight being ready for push-back/off-block departure. This contact shouldallow push-back/off-block departure at EOBT+/-15 or before COBT+10 ifregulated.Push-back approval is valid for 1 minute. Push-back is therefore to begin shortlyafter approval. Flight lays open to being blocked by ATS unit and having to redothe whole departure procedure if rule is not observed.

20-1P1324 FEB 17 .Eff.2.Mar.

3. DEPARTURE

| JEPPESEN, 2016. ALL RIGHTS RESERVED.



+ JEPPESEN

3.2. DE-ICING3.2.1. GENERAL

One hour prior to departure, Airline Ops have to request or cancel de/anti-icingby SITA message. Without SITA message request, de-icing operation might bedelayed. At gate, 15 minutes prior to departure, contact ATC on delivery fre-quency and advise that ACFT de-icing is required.De-icing request via Flight Data (Cpt) frequency.Frequencies for de-icing:At stand: 121.660 MHz.For frequencies of de-icing pads see chart 20-9C.

3.2.2. ACCESS TO DE-ICING PADSWhen approaching the designated facility, ATC confirms VHF transfer to theGround De-icing Coordinator (GDC) located in the de-icing control center and thede-icing pad frequency.Access to de-icing pads is subject to clearance from the control unit, assigningthe appropriate frequency and the name of the de-icing pad where the ACFT is tobe de-iced. Once contact established on assigned frequency, the pilot complieswith the information supplied by de-icing operator who provides taxi and stopguidances into the de-icing pad (taxiing, slow and stop).

3.2.3. DE-ICING PAD ENTRYLine of red flush lights for limited operation pad:SWITCHED ON: Access prohibited.SWITCHED OFF: Access permitted.

3.2.4. PAD ROMEO NORTH AND SOUTH

3.2.5. PADS JULIETT NORTH AND SOUTH

3.2.6. RWY AREA

3.2.6.1. GENERALDe-icing areas 08L, 09R, 26R and 27L:Presence of de-icing intermediate holding points. The de-icing intermediate hold-ing point in service is the holding point whose lighting is switched on (3 flushyellow lights). The ACFT taxiing to de-icing pad must stop at the switched-onholding point.

3.2.6.2. DE-ICING AREAS THR 08L AND THR 09RPad NW4 active: TWY DY closed.

3.2.6.3. DE-ICING AREAS THR 26R AND THR 27LPad(s) SE1 and/or SE2 active: TWY R closed to the East of RT11.Pad(s) SE3 and/or SE4 active: TWY R closed to the East of RT13.

Entry: Access by a single entry, from TWY F or N depending on traffic directionsin force. Follow the orange centerline (green centerline flashing light).

Exit: The end of de-icing/anti-icing is announced on frequency by de-icingmanager.Taxiing is done after control instruction only.

Entry: From TWY P4, follow the orange line.Juliett North: MAX wingspan 94.32'/28.75m, MAX length 126.9'/38.7m.Juliett South: MAX wingspan 112.04'/34.15m, MAX length 123.3'/37.6m.

Exit: The end of de-icing/anti-icing is announced on frequency by de-icingmanager.Taxiing is done after control instruction only.

20-1P146 OCT 17 .Eff.12.Oct.

3. DEPARTURE




+ JEPPESEN

3.2.7. DE-ICING PROCEDUREContact GDC and confirm brakes set, ACFT configured, engines at idle, andde-icing requirements and/or instructions. Captains are requested to confirm thetreatment required (special de-icing procedures, areas to be de-iced, anti-icingrequirements).After de-icing completion and ACFT inspection, GDC confirms the ACFT is clean,provides a HOLDOVER start time, advises the types of fluids applied and confirmsthat all vehicles are in the safety zones. The person spraying the fluid has con-firmed that the surfaces treated are clear of ice, snow, frost and slush.

3.2.8. "AFTER DE-ICING/ANTI-ICING" CHECKLISTIn order to keep traffic moving around THR, pilots are requested to carry out theirchecklist after exiting de-icing pad.

3.3. RWY OPERATIONS3.3.1. GENERAL

Inner RWYs 08L/26R and 09R/27L preferentially used for departures.

3.3.2. HIGH INTENSITY RWY OPERATIONS (HIRO)HIRO are in force at Paris Charles-de-Gaulle APT. Pilots should be ready fordeparture when reaching the holding point, if not, advise GND.

3.3.3. LINE-UP AND TAKE-OFF CLEARANCEOn receipt of line-up or take-off clearances, pilots should ensure, commensuratewith safety, that they are able to proceed expeditiously.

3.4. NOISE ABATEMENT PROCEDURESGenerally the flight must be performed so as to reach 3400' as fast as possible.Pilots of turbo jets must follow initial climb procedures as follows:- Maintain a speed of V 2 + 10 KT, or as performance permits, up to 3400' with

flaps in take-off configuration;- Maintain take-off power up to 1900', then maximum climb power up to 3400';- At 3400' return to normal climb power and flap retraction schedules to enroute

climb.Westbound take-offs in line with the RWY can only be used by ACFT belonging tochapter 3 and must adopt a minimum climb gradient of 6.5%. If unable to comply advise DE GAULLE Preflight.Westbound between 0000-0500LT time of departure from parking area, departuresfollow special tracks in order to reduce noise pollution.

Between 2315-0600LT of Departure from Parking AreaThe noisy and the most noisy ACFT of Chapter 3 and ACFT not initially being cer-tified to a noise level group or those being licensed according to ICAO Annex 16,Volume I, Chapter 2 re-certified according to Chapter 3 and equipped with jetengines whose by-pass ratio is less than 3 must:- Be indicated as such to DE GAULLE Preflight during first radio contact;- Follow Z SIDs.Captains may only derogate from these rules, if considered as absolutely neces-sary for safety reasons or if they have received a clearance delivered by ATC forsafety reasons.

20-1P156 OCT 17 .Eff.12.Oct.

3. DEPARTURE




+ JEPPESEN

3.5. SPEED RESTRICTIONSRNAV SIDWithin PARIS class A TMA (parts 2 to 10), for RNAV SID departures, the speed islimited to MAX 250 KT below FL100 except with explicit clearance by ATC.For ACFT which cannot maintain MAX 250 KT for technical reasons or flight qual-ity, a higher speed is possible after ATC clearance.At or above FL100, speed is limited to MAX 280 KT for AGOPA - ERIXU - LATRA -OKASI - PILUL departures, ACFT can increase speed without any clearance onother SIDs.

3.6. OTHER INFORMATION3.6.1. SIMULTANEOUS PARALLEL DEPARTURE PROCEDURE

Simultaneous parallel departure procedures are conducted from all RWYs. Pilotsmust adhere strictly to the published initial climb segments.

20-1P1624 FEB 17 .Eff.2.Mar.

3. DEPARTURE



PGS VOR DME

BT VOR DME

HOL NDB

MLN VOR DMEMELUNEPR VOR DME

EPERNON

RBT VOR DMERAMBOUILLET

CREIL

CRL VORTAC

PON VORPONTOISE

BVS VORBEAUVAIS

TSU VORTOUSSUS

CGN VOR DME

CLM VOR DMECOULOMMIERS

POY DMEPOY NDB

20NM

40NM

60NM

40NM

60NM

20NM

40NM

60NM

20N

M

Paris(Charles-De-Gaulle)

LF(P)-25

LF(P)-21 LF(P)-31

LF(P)-23

Alt Set: hPaTrans level: By ATC Trans alt: 5000'

The quadrilateral defined byTHR 09L, 27R and THR 08R, 26Lis excluded.

CHARLES-DE-GAULLE

Apt Elev

392'

LFPG/CDG20-1R

PARIS, FRANCECHARLES-DE-GAULLE

3000

2500

2500

2000

1500

.RADAR.MINIMUM.ALTITUDES.

48-00

48-30

49-00

49-30

50-00

01-30 02-00 02-30 03-00 03-30

50NM

50NM

50

NM

3000

3000

3

3


The published minimum altitudes integrate a correction for low temperatures.

RADAR

010

2030

4050

10

JEPPESEN

23 MAY 14 .Eff.29.May.

BSN & OL decommissioned; POY DME & NDB commissioned.

1

1

2

2

CHANGES:

2300'


20-2B

20-2D

20-2F20-2G

20-2J20-2K20-2L20-2M20-2N20-2P20-2Q20-2S20-2T20-2T120-2T220-2U20-2V

REFER TO CHART

LFPG/CDG

RNAV STAR DESIGNATION

20-2PARIS, FRANCE

CHARLES-DE-GAULLE .RNAV.STAR.

20-2H

JEPPESEN


20-2W

DINAN 8J, 8W, VEDUS 8J, 8W

MATIX 8E, 8H, MOPIL 8E, 8H

DINAN 8E, 8H, VEDUS 8E, 8H

CONVENTIONAL HOLDING INFO

BIBAX 8D, 8EBIBAX 8V, 8W

EPINAL 8E, 8H, ROLAMPONT 8E, 8HEPINAL 8P, 8W, ROLAMPONT 8P, 8W

DIJON 8E, 8H, TINIL 8EDIJON 8P, 8W, TINIL 8W

MOULINS 8E, 8H, PIBAT 8E, 8H, TRO 8E, 8HMOULINS 8P, 8W, PIBAT 8P, 8W, TRO 8P, 8W

BIBAX 8PLUKIP 8D, 8ELUKIP 8V, 8W

LUKIP 8P

ROMGO 7E, SABLE 7E

20-2EROMGO 7P, 7W, SABLE 7P, 7WKEPER 7P, 7W, KOVAK 7P, 7W

20-2C

.Eff.12.Oct.

MATIX 8J, 8W, MOPIL 8J, 8W

6 OCT 17

KEPER 7E, KOVAK 7E

RNAV STARs LATGO 7E & 7W withdrawn.CHANGES:


LFPG/CDGCHARLES-DE-GAULLE

PARIS, FRANCEJEPPESEN20-2A

RNAV ARRIVAL INSTRUCTIONS

.RNAV.STAR.

The equipment must be approved for RNAV operations based on GNSS and/or DME/DME sensors.

1. Protection

2. Equipment

3. Operating procedure/Loss of RNAV capability

STAR published RNAV are to be flied with 'RNAV 1' navigation mode.

Enroute and 'IAF' holding patterns are mainly protected with RNAV 'manual mode' but also for conventional navigation between FL70 and FL110 when radionavigationinfrastructure enables it.

Any change in speed or flight level shall be subject to clearance issued by ATC oron pilots request.

On STAR or RADAR guidance, the pilot shall adapt the descent profile in order toobserve the published requirements. If unable inform ATC.

RNAV arrivals are protected for RNAV 1 navigation based on GNSS and/or DME/DMEsensors.


In case of loss of RNAV capability, the pilot must report 'Unable RNAV 1' as soon asthe required navigation precision is lost in order to get RADAR guidance.

ATC provides permanent RADAR services.

.Eff.12.Oct.

None

6 OCT 17

CHANGES:


CHATEAUDUN

LFOC

ORLEANS

Bricy

LFOJ

PARIS

Le B

ourg

et

LFPB

TOUSSUS-LE-N

OBLE

LFPN

PARIS

Orly

LFPO

PONTOIS

ECorm

eille

s-En-Vexin

LFPT VIL

LACOUBLAY

Velizy

LFPV

LE M

ANS

Arn

age

LFRM

3300

NO

XA

B

FL2

40

FL1

50

FL1

20

FL1

10

FL9

0

Apt

Ele

v

392

ATI

S (F

renc

h12

8.22

5)Unl

ess

othe

rwis

e in

stru

cted

, pi

lots

bei

ng v

ecto

red

are

to

com

ply

wit

h le

vel

and

spee

d re

stri

ctio

ns a

beam

the

pub

-li

shed

res

tric

tion

poi

nt (

if u

nabl

e to

com

ply

advi

se A

TC).

FL70

/140

, in

boun

d 06

2^FL

150/

180,

inb

ound

062

^M

AX 2

40 K

T 1

1/2m

in

127.

130

D-A

TIS

FL15

0/24

0, i

nbou

nd 0

35^

FL70

/140

, in

boun

d 03

5^M

AX 2

65 K

T 1

1/2m

in

KEPERL

UM

AN

035^ KE

PER

7E

RO

MG

O

FF5~1

062^

NERKI

BA

NO

X

KO

VA

K

BENA

R

345^

KOVAK 7

E

JEPPESEN


LFPG/CDGCHARLES-DE-GAULLE 20-2B

PARIS, FRANCE.RNAV.STAR.

100

2030

4050

10

Alt

Set

: hP

a T

rans

lev

el:

By

ATC

(IA

F)

HO

LDIN

GS O

VER

RO

MG

OBA

NO

X

062^

035^

215^

242^

6 OCT 17

9.8

23.1

16.0

6.9

8.5

13.2

8.0

.Eff.12.Oct.

RNAV STAR LATGO 7E withdrawn.

2000

35

35

35

35

35

35

35

35

35

48-00

48-30

49-00

00-00

00-30

00-30

01-00

01-30

02-00

02-30

MA

X 2

80 K

T

MA

X 2

80 K

T

MA

X 2

50 K

T

RO

UTIN

GRESTRIC

TIO

NSTA

R

KEPER 7

E

KO

VA

K 7

EKO

VA

K -

BEN

AR

- RO

MG

O -

NER

KI

- BA

NO

X.

KEP

ER -

LUM

AN

- R

OM

GO

- N

ERKI

- BA

NO

X.

From

upp

er a

irsp

ace.

From

low

er a

irsp

ace.

TO B

ANOX

BA

NO

X

HIG

HLO

W

RO

MG

O

LOW

HIG

H

CHANGES:

JET

ACFT

KEP

ER 7

E [KEP

E7E], KO

VAK 7

E [KOVA7E

]RW

YS 08

L/R, 0

9L/R

RNAV A

RRIV

ALS


CHATEAUDUN

LFOC

ORLEANS

Bricy

LFOJ

PARIS

Le B

ourg

et

LFPB

MELUN

Villa

roche

LFPM

TOUSSUS-LE-NOBLE

LFPN

PARIS

Orly

LFPO

PONTOIS

ECorm

eille

s-En-Vexin

LFPT

VIL

LACOUBLAY

Velizy

LFPV

LE M

ANS

Arn

age

LFRM

3300

NO

XA

B

FL1

50

FL1

20

FL1

10

FL9

0

Apt

Ele

v

392

ATI

S (F

renc

h12

8.22

5)Unl

ess

othe

rwis

e in

stru

cted

, pi

lots

bei

ng v

ecto

red

are

to

com

ply

wit

h le

vel

and

spee

d re

stri

ctio

ns a

beam

the

pub

-li

shed

res

tric

tion

poi

nt (

if u

nabl

e to

com

ply

advi

se A

TC).

FL70

/140

, in

boun

d 06

2^FL

150/

180,

inb

ound

062

^M

AX 2

40 K

T 1

1/2m

in

127.

130

D-A

TIS

FL15

0/24

0, i

nbou

nd 0

35^

FL70

/140

, in

boun

d 03

5^M

AX 2

65 K

T 1

1/2m

in

RO

MG

O

NERKI

062^

BA

NO

X

SA

BLE

LUM

AN

079^

SA

BLE

7E

035^

FF5~1

JEPPESEN


LFPG/CDGCHARLES-DE-GAULLE 20-2C


100

2030

4050

10

Alt

Set

: hP

a T

rans

lev

el:

By

ATC

215^

RO

MG

O 7

ESA

BLE

7E

242^

062^B

ANO

X

(IA

F)

HO

LDIN

G O

VER

6 OCT 17

2300

27.3

30.0

8.5

13.2

8.0

.Eff.12.Oct.

None.

35

35

35

35

35

35

35

35

35

35

48-00

48-30

49-00

00-00

00-30

00-30

01-00

01-30

02-00

02-30

MA

X 2

80 K

T

MA

X 2

50 K

T

BA

NO

X

HIG

HLO

W

TO B

ANOX

RO

UTIN

GRESTRIC

TIO

NSTA

R

RO

MG

O 7

E

SA

BLE

7E

From

low

er a

irsp

ace.

ROM

GO

- N

ERKI

- BA

NO

X.

Onl

y co

min

g fr

om D

CT:

RO

MG

O

HIG

HLO

W

SABLE

- L

UM

AN

- R

OM

GO

-N

ERKI

- BA

NO

X.

LF 5

230,

LF

5232

& L

F 53

47.

CHANGES:

ROMGO 7

E [ROMG7E

], SABLE 7E

[SA

BL7E

]

JET

ACFT

RWYS 08

L/R, 0

9L/R

RNAV A

RRIVALS


CHATEAUDUN

LFOC

ORLEANS

Bricy

LFOJ

PARIS

Le B

ourg

et

LFPB

TOUSSUS-LE-NOBLE

LFPN

PARIS

Orly

LFPO

PONTOIS

ECorm

eille

s-En-Vexin

LFPT VIL

LACOUBLAY

Velizy

LFPV

LE M

ANS

Arn

age

LFRM

3300

NO

XAB

FL2

80

FL1

40

FL1

60

FL1

50

FL1

40

FL1

40

FL1

90

Prop

s:

Apt

Ele

v

392

ATI

S (F

renc

h12

8.22

5)Unl

ess

othe

rwis

e in

stru

cted

, pi

lots

bei

ng v

ecto

red

are

to

com

ply

wit

h le

vel

and

spee

d re

stri

ctio

ns a

beam

the

pub

-li

shed

res

tric

tion

poi

nt (

if u

nabl

e to

com

ply

advi

se A

TC).

FL70

/140

, in

boun

d 06

2^FL

150/

180,

inb

ound

062

^M

AX 2

40 K

T 1

1/2m

in

127.

130

D-A

TIS

FL15

0/24

0, i

nbou

nd 0

35^

FL70

/140

, in

boun

d 03

5^M

AX 2

65 K

T 1

1/2m

in

KEPER

LUM

AN

035^

RO

MG

O

FF5~1

062^

NERKI

BA

NO

X

KO

VA

K

BENA

R

345^

JEPPESEN


LFPG/CDGCHARLES-DE-GAULLE 20-2D


100

2030

4050

10

Alt

Set

: hP

a T

rans

lev

el:

By

ATC

(IA

F)

HO

LDIN

GS O

VER

RO

MG

OBA

NO

X

062^

035^

215^

242^

KEPE

R7P

, 7W

KOVAK 7

P, 7W

Prop

s:

Jets

:

Jets

:

6 OCT 17

9.8

23.1

16.0

6.9

8.5

13.2

8.0

.Eff.12.Oct.

2000

RNAV STAR LATGO 7W withdrawn.

35

35

35

35

35

35

35

35

35

48-00

48-30

49-00

00-00

00-30

00-30

01-00

01-30

02-00

02-30

MA

X 2

80 K

TM

AX 2

80 K

T

RO

UTIN

GRESTRIC

TIO

NSTA

R

KEPER 7

PKEPER 7

WJET

ACFT

PROP

ACFT

PROP

ACFT

JET

ACFT

KO

VA

K 7

WKO

VA

K 7

P

KEP

ER -

LUM

AN

- R

OM

GO

-N

ERKI

- BA

NO

X.

KO

VA

K -

BEN

AR

- RO

MG

O -

NER

KI

- BA

NO

X.

TO B

ANOX

BA

NO

X

HIG

HLO

W

RO

MG

O

LOW

HIG

H

KEP

ER 7

P [KEP

E7P], KEP

ER 7

W [KE

PE7W

]

CHANGES:

KOVAK 7

P [KOVA7P

], K

OVAK 7

W [KO

VA7W

]RW

YS 26

L/R, 2

7L/R

RNAV A

RRIV

ALS

From

upp

er a

irsp

ace.

From

low

er a

irsp

ace.


CHATEAUDUN

LFOC

ORLEANS

Bricy

LFOJ

PARIS

Le B

ourg

et

LFPB

MELUN

Villa

roche

LFPM

TOUSSUS-LE-N

OBLE

LFPN

PARIS

Orly

LFPO

PONTOIS

ECorm

eille

s-En-Vexin

LFPT VIL

LACOUBLAY

Velizy

LFPV

LE M

ANS

Arn

age

LFRM

3300

NO

XA

B

FL1

60

FL1

40

FL1

40

FL1

50

FL1

40

FL1

90

Prop

s:

Apt

Ele

v

392

ATI

S (F

renc

h12

8.22

5)Unl

ess

othe

rwis

e in

stru

cted

, pi

lots

bei

ng v

ecto

red

are

to

com

ply

wit

h le

vel

and

spee

d re

stri

ctio

ns a

beam

the

pub

-li

shed

res

tric

tion

poi

nt (

if u

nabl

e to

com

ply

advi

se A

TC).

FL70

/140

, in

boun

d 06

2^FL

150/

180,

inb

ound

062

^M

AX 2

40 K

T 1

1/2m

in

127.

130

D-A

TIS

FL15

0/24

0, i

nbou

nd 0

35^

FL70

/140

, in

boun

d 03

5^M

AX 2

65 K

T 1

1/2m

in

RO

MG

O

NERKI

062^

BA

NO

X

SA

BLE

LUM

AN

079^

035^

FF5~1

JEPPESEN


LFPG/CDGCHARLES-DE-GAULLE 20-2E


100

2030

4050

10

Alt

Set

: hP

a T

rans

lev

el:

By

ATC

(IA

F)

SA

BLE

7P,

7W

RO

MG

O 7

P,

7W

SA

BLE

7P,

7W

Jets

:

6 OCT 17

2000

27.3

30.0

8.5

13.2

8.0

Jets

:

Prop

s:

.Eff.12.Oct.

None.

HO

LDIN

GS O

VER

RO

MG

OBA

NO

X

062^

035^

215^

242^

35

35

35

35

35

35

35

35

35

48-00

48-30

49-00

00-00

00-30

00-30

01-00

01-30

02-00

02-30

MA

X 2

80 K

T

RO

UTIN

GRESTRIC

TIO

N

RO

MG

O 7

PRO

MG

O 7

WJET

ACFT

PROP

ACFT

SA

BLE

7P

PROP

ACFT

SA

BLE

7W

JET

ACFT

From

low

er a

irsp

ace.

ROM

GO

- N

ERKI

- BA

NO

X.

LF 5

347.

STA

R

Onl

y co

min

g fr

om D

CT:

LF 5

230,

LF

5232

&

BA

NO

X

HIG

HLO

W

TO B

ANOX

RO

MG

O

HIG

HLO

W

CHANGES:

ROMGO 7

P [ROMG7P

], R

OMGO 7

W [RO

MG7W

]SA

BLE 7P

[SA

BL7P

], SABLE 7W

[SA

BL7W

]RW

YS 26

L/R, 2

7L/R

RNAV A

RRIV

ALS

SABLE

- L

UM

AN

- R

OM

GO

-

NER

KI

- BA

NO

X.


ALBERTBrayLFAQ

REIMSPrunayLFQA

BELGIUMFRANCE

49-00

49-30

50-00

02-30 03-00 03-30 04-00

35

35

35

3535

35

35

35

35

6600

ROL NI

FL160

FL130FL150FL110

FL120FL110

FL260

MAX 240 KT 1 1/2min

MAX 265 KT 1 1/2min

Props:

Apt Elev

392ATIS (French 128.225)Unless otherwise instructed, pilots being vectored are to comply with level and speed restrictions abeam the pub-lished restriction point (if unable to comply advise ATC).

127.130D-ATIS

MATIX

VAKOS

174^

ENORI

DEVIM255^

LORNI

MOPIL

XERAM

183^

237^

057^

JEPPESEN

10 20 30 40 500 5 15 25 35 455

Alt Set: hPa Trans level: By ATC

MO

PI L

8E,

8H

MA

TIX

8E, 8

H

075^

Jets:(IAF)

Jets:

Props:

2000

33.1

31.9

3.0

10.5

5.9

7.3

1 SEP 17

MAX 280 KT

MAX 280 KTTO LORNI

From lower airspace.

From upper airspace.

ROUTING RESTRICTIONSTAR

MATIX - VAKOS - ENORI - DEVIM - LORNI.

MOPIL - XERAM - ENORI - DEVIM - LORNI.

FL150/170, inbound 255^FL70/140, inbound 255^

LORNI

HIGHLOW


ENORI

HIGHLOW

RWY

08L/R,09L/R

CH

AN

GES:

LFPG/C

DG

| JEPPESEN

, 2017. ALL RIG

HTS RESERV

ED.

CHA

RLES-DE-G

AULLE

20-2FPA

RIS, FRANCE

.RNAV.STA

R.

RNAV ARRIVALSTO

LORN

IRN

AV A

RRIVALS

MATIX 8E [MATI8E], MATIX 8H [MATI8H]MOPIL 8E [MOPI8E], MOPIL 8H [MOPI8H]

MATIX 8E JET ACFTMATIX 8H PROP ACFT

MOPIL 8E JET ACFTPROP ACFTMOPIL 8H

MATIX

8E [MATI8E]

MATIX

8H [M

ATI8H

]

MOPIL 8E [M

OPI8E]

MOPIL 8H

[MOPI8H

]

None.


ALBERTBrayLFAQ

REIMSPrunayLFQA

FRANCE

BELGIUM

49-00

49-30

50-00

02-30 03-00 03-30 04-00

35

35

3535

35

35 35

35

6600

ROL NI

VEBEK

FL130

FL130FL70

FL260

FL110FL80

FL110

MAX 240 KT 1 1/2min

MAX 265 KT 1 1/2min

Apt Elev

392ATIS (French 128.225)Unless otherwise instructed, pilots being vectored are to comply with level and speed restrictions abeam the pub-lished restriction point (if unable to comply advise ATC).

127.130D-ATIS

MATIX

VAKOS

174^

ENORI

DEVIM

255^

LORNI

MOPIL

XERAM

183^

237^

057^

JEPPESEN

10 20 30 40 500 5 15 25 35 455

Alt Set: hPa Trans level: By ATC

075^

(IAF)

2000

33.1

31.9

3.0

10.5

5.9

7.3

VEBEK

217^

215^

MOPIL 8J

24.8

22.0

MATIX 8

J

(IAF)

By ATC:

MA

TIX

8J, 8

W

MO

PI L

8J,

8W

MATIX 8WMOPIL 8W

1 SEP 17

MAX 280 KT

MAX 280 KT

MAX 250 KT

MAX 250 KT

ROUTING RESTRICTIONSTAR

MATIX 8J From lower airspace.

MATIX - VAKOS - ENORI - DEVIM - LORNI.

RWY

26L/R,27L/R


LORNI

HIGHLOW


ENORI

HIGHLOW

CH

AN

GES:

LFPG/C

DG

| JEPPESEN

, 2017. ALL RIG

HTS RESERV

ED.

CHA

RLES-DE-G

AULLE

20-2GPA

RIS, FRANCE

.RNAV.STA

R.

RNAV ARRIVALS

MATIX 8J [MATI8J], MOPIL 8J [MOPI8J]BY ATC

TO LORNI AND VEBEKJET ACFT

RNAV A

RRIVALS

BY A

TC

TO LO

RNI A

ND V

EBEKJET A

CFT

MATIX

8J [MATI8J]

MOPIL 8J [M

OPI8J]

MATIX

8W [M

ATI8W

]MOPIL 8W

[MOPI8W

]

MOPIL 8J From upper airspace.MATIX 8W

MATIX - VAKOS - VEBEK.

MOPIL 8W MOPIL - XERAM - ENORI - DEVIM - LORNI.MOPIL - XERAM - VEBEK.

MATIX 8W [MATI8W], MOPIL 8W [MOPI8W]

Reissue.


PARIS

Le B

ourg

et

LFPB

REIM

SPru

nay

LFQA

49-00

49-30

02-30

03-00

03-30

04-00

04-30

35

35

35

35

35

6600 RNI

OL

FL2

40

FL2

80

FL1

60

FL1

30

FL1

50

FL1

10

FL1

20

FL1

10

Apt

Ele

v

392

ATI

S (F

renc

h12

8.22

5)

(IA

F)

MA

X 2

40 K

T 1

1/2m

in

MA

X 2

65 K

T 1

1/2m

in

Unl

ess

othe

rwis

e in

stru

cted

, pi

lots

bei

ng v

ecto

red

are

to

com

ply

wit

h le

vel

and

spee

d re

stri

ctio

ns a

beam

the

pub

-li

shed

res

tric

tion

poi

nt (

if u

nabl

e to

com

ply

advi

se A

TC).

Prop

s:

127.

130

D-A

TIS

DIN

AN

FF1~1

254^

XERA

M

ENO

RI

237^

DEVIM

255^

LORNI

VEDUS

270^

JEPPESEN


LFPG/CDGCHARLES-DE-GAULLE 20-2H


010

2030

4050

10

Alt

Set

: hP

a T

rans

lev

el:

By

ATC

NO

T TO

SCA

LE

DIN

AN 8

E,

8H

VEDUS 8

E,

8H

057^

075^

Jets

:

Jets

:

Prop

s:

1673

35.3

15.9

27.9

13.5

5.9

7.3

1 SEP 17

None.

MA

X 2

80 K

T

MA

X 2

80 K

T

By A

TC

RO

UTIN

GSTA

R

DIN

AN

- X

ERA

M -

EN

ORI

- D

EVIM

- L

ORN

I.

VED

US

- XER

AM

- E

NO

RI -

DEV

IM -

LO

RNI.

DIN

AN 8

EJET

ACFT

DIN

AN 8

HPR

OP

ACFT

VEDUS 8

EJET

ACFT

VEDUS 8

HPR

OP

ACFT

FL15

0/17

0, i

nbou

nd 2

55^

FL70

/140

, in

boun

d 25

5^

LORNI

HIG

HLO

W

FL15

0/24

0, i

nbou

nd 2

37^

FL90

/140

, in

boun

d 23

7^

ENO

RI

HIG

HLO

W

TO LORN

I

DINAN 8

E [DINA8E

], D

INAN 8

H [DINA8H

]VED

US 8E

[VED

U8E

], V

EDUS 8H

[VED

U8H

]

RW

Y

08L/

R,

09L/

R

CHANGES:

RNAV A

RRIV

ALS

From

upp

er a

irsp

ace.

From

upp

er a

irsp

ace

and

low

er a

irsp

ace

abov

e FL

105.

RESTRIC

TIO

N


PARIS

Le B

ourg

et

LFPB

49-00

49-30

02-30

03-00

03-30

04-00

04-30

35

35

35

35

35

6600

RNI

OL

BE

K

EV

FL2

40

FL1

30

FL2

60

FL1

30

FL7

0

FL1

10

FL1

10

FL8

0

DINA

N 8J

VEDU

S 8J

1

1 1

Apt

Ele

v

392

ATI

S (F

renc

h12

8.22

5)

(IA

F)

MA

X 2

40 K

T 1

1/2m

in

MA

X 2

65 K

T 1

1/2m

in

Unl

ess

othe

rwis

e in

stru

cted

, pi

lots

bei

ng v

ecto

red

are

to

com

ply

wit

h le

vel

and

spee

d re

stri

ctio

ns a

beam

the

pub

-li

shed

res

tric

tion

poi

nt (

if u

nabl

e to

com

ply

advi

se A

TC).

127.

130

D-A

TIS

DIN

AN

FF1~1

254^

XERA

M

ENO

RI

237^

DEVIM

255^

LORNI

VEDUS

270^

JEPPESEN


LFPG/CDGCHARLES-DE-GAULLE 20-2J


010

2030

4050

10

Alt

Set

: hP

a T

rans

lev

el:

By

ATC

NO

T TO

SCA

LE

DIN

AN 8

J, 8

W

VEDUS 8

J, 8

W

057^

075^

DIN

AN 8

WVEDUS 8

W

VEBEK

217^

(IA

F)

35.3

15.9

27.9

24.8

13.5

5.9

7.3

By

ATC

:

1499

1 SEP 17

Reissue.

MA

X 2

80 K

T

MA

X 2

80 K

TM

AX 2

50 K

T

MA

X 2

50 K

T

RO

UTIN

GSTA

R

DIN

AN

- X

ERA

M -

EN

ORI

- D

EVIM

- L

ORN

I.

VED

US

- XER

AM

- E

NO

RI -

DEV

IM -

LO

RNI.

DIN

AN

- X

ERA

M -

VEB

EK.

VEDUS 8

W

VED

US

- XER

AM

- V

EBEK

.

DIN

AN 8

JBy

ATC

DIN

AN 8

WBy

ATC

VEDUS 8

JBy

ATC

Jets

on

sout

h Rw

y on

ly.

RW

Y

26L/

R,

27L/

R

FL15

0/17

0, i

nbou

nd 2

55^

FL70

/140

, in

boun

d 25

5^LO

RNI

HIG

HLO

W

FL15

0/24

0, i

nbou

nd 2

37^

FL90

/140

, in

boun

d 23

7^ENO

RI

HIG

HLO

W

DINAN 8

J [DINA8J

], D

INAN 8

W [DINA8W

]VED

US 8J

[VED

U8J

], V

EDUS 8W

[VED

U8W

]

CHANGES:

RNAV A

RRIV

ALS

TO LORN

I AND V

EBEK

JET

ACFT

From

upp

er a

irsp

ace.

From

upp

er a

irsp

ace

and

low

er a

irsp

ace

abov

e FL

105.

RESTRIC

TIO

N


DIE

PPE

St Aubin

LFAB

AMIE

NS

Glisy

LFAY

BEAUVAIS

Tille

LFOB

EVREUX

Fauville

LFOE

ROUEN/VALLEE D

E S

EIN

ELFOP

PARIS

Le B

ourg

et

LFPB

PONTOIS

ECorm

eille

s-En-Vexin

LFPT

49-00

49-30

50-00

00-30

01-00

01-30

02-00

02-30

35

35

35

35

35

35

35

35

35

4000P

OM

AR

FL2

40

FL2

40

FL1

10

FL1

00

FL1

00

FL8

0

FL2

40

1

(IA

F)

TO IAF MOPA

R

Apt

Ele

v

392

BY A

TC

MA

X 2

40 K

T 1

1/2m

in

1

BIBA

X 8

D [BIBA

8D]

BIBA

X 8

E [BIBA8E

]

BIB

AX

BIB

A1179^

12.3BIBAX 8D

BIB

A2

234^

BIB

A3

219^

BIB

A4

205^

BIB

A5

190^

KO

LIV

093^

MO

PA

R

154^

50.5

BIBAX

8E

JEPPESEN

1020304050 0515253545 5

5 M

AY 1

7

Alt

Set

: hP

a T

rans

lev

el:

By

ATC

127.

130

D-A

TIS

ATI

S (F

renc

h12

8.22

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