{"id":16053,"date":"2023-08-12T11:23:17","date_gmt":"2023-08-12T09:23:17","guid":{"rendered":"https:\/\/aeronauticalinformation.it\/?p=16053"},"modified":"2026-05-01T10:22:47","modified_gmt":"2026-05-01T08:22:47","slug":"procedure-strumentali-di-roma-ciampino","status":"publish","type":"post","link":"https:\/\/aeronauticalinformation.it\/index.php\/2023\/08\/12\/procedure-strumentali-di-roma-ciampino\/","title":{"rendered":"Procedure strumentali di Roma Ciampino"},"content":{"rendered":"

Le pi\u00f9 recenti modifiche apportate alle procedure strumentali di Roma Ciampino sono:<\/span><\/span><\/p>\n

\u2013 revisione completa delle SID a causa di un aggiornamento della variazione magnetica<\/span><\/span><\/p>\n

(AIRAC A2\/24, in vigore dal 22 Febbraio 2024)<\/span><\/span><\/p>\n

\u2013 lievi modifiche alle STAR MOPUV, alla procedura di avvicinamento RNP-A circling RWY 33 e SID RNAV1 RWY 33 rinominate <\/span><\/span><\/p>\n

(AIRAC A13\/25, in vigore dal 25 Dicembre 2025)<\/span><\/span><\/p>\n

\u2013\u00a0complete review due to an update of magnetic variation value<\/span><\/span><\/p>\n

(AIRAC A2\/24, effective February 22, 2024)<\/span><\/span><\/p>\n

\u2013 Minor changes to STAR MOPUV, RNP-A circling RWY 33 approach procedure, and SID RNAV1 RWY 33 renamed<\/span><\/span><\/p>\n

(AIRAC A13\/25, effective December 25, 2025)<\/span><\/span><\/p>\n

<\/p>\n

\/\/\/\/\/<\/span><\/span><\/span><\/p>\n

STAR<\/b><\/span><\/span><\/h5>\n
STAR Conventional and RNAV1<\/b><\/span><\/span><\/h5>\n

In questa carta le STAR conducono agli IAF<\/b> LOCRI <\/b>e CMP VOR\/DME<\/b>, sui quali sono attestati dei circuiti d\u2019attesa (su LOCRI anche RNAV1).<\/span><\/span><\/p>\n

In this chart, the STAR lead to IAF<\/b> LOCRI and CMP VOR\/DME, on which holding patterns are established (on LOCRI also RNAV1).<\/span><\/span><\/p>\n

\"\"<\/a>\"\"<\/a><\/p>\n

(Information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

\/\/\/\/<\/p>\n

Ma circuiti d\u2019attesa sono attestati anche sui waypoints BIBEK, ESINO, LAT VOR\/DME, TIBER e VALMA.<\/span><\/span><\/p>\n

holding patterns are also established on the waypoints BIBEK, ESINO, LAT VOR\/DME, TIBER and VALMA.<\/span><\/span><\/p>\n

\"Procedure<\/a>\"\"<\/a><\/p>\n

STAR da Nord \/ STAR from North<\/span>:<\/i><\/span><\/span><\/h5>\n

GITOD 3F<\/b><\/span><\/span><\/p>\n

GITOD (IAS MAX 250kt) \u2013 TR 146\u00b0 \u2013 RA421 (+FL100) \u2013 TR 186\u00b0 \u2013 TIBER (+TRL, IAS MAX 230kt) \u2013 TR 197\u00b0 \u2013 RA406 (+6000ft, IAS MAX 210kt) \u2013 RA407 (+3000ft) \u2013 TR 149\u00b0 \u2013\u00a0LOCRI<\/b><\/span><\/span><\/p>\n

ELKAP <\/b>3H<\/b>\u00a0<\/b>(RNAV1)<\/span><\/span><\/p>\n

ELKAP (IAS MAX 270kt) \u2013 TR 119\u00b0 \u2013 BIBEK (+FL190, IAS MAX 250kt) \u2013 TR 089\u00b0 \u2013 RA421 (+FL100, IAS MAX 230kt) \u2013 TR 186\u00b0 \u2013 TIBER (+TRL) \u2013 TR 197\u00b0 \u2013 RA406 (+6000ft, IAS MAX 210kt) \u2013 RA407 (+3000ft) \u2013 TR 149\u00b0 \u2013\u00a0LOCRI<\/b><\/span><\/span><\/p>\n

ELKAP <\/b>5F <\/b>(At ATC discretion)<\/span><\/span><\/p>\n

ELKAP (IAS MAX 270kt) \u2013 TR 119\u00b0 \u2013 BIBEK (+FL190, IAS MAX 250kt) \u2013 TR 107\u00b0 \u2013 RA411 (+FL100) \u2013\u00a0CMP\u00a0<\/b>(+5000ft, IAS MAX 230kt)<\/span><\/span><\/p>\n

(1) For conventional navigation performance, MEA 5000FT shall start at RDL 287\/D16 CMP VOR\/DME to CMP VOR\/DME<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

STAR da Est \/ STAR from East<\/span>:<\/i><\/span><\/span><\/span><\/h5>\n

MOPUV 2F<\/b><\/span><\/span><\/p>\n

MOPUV (IAS MAX 250kt) \u2013 TR 236\u00b0 \u2013 DESUK (+FL130, IAS MAX 230kt) <\/span>\u2013 TR 279\u00b0 \u2013 PEMAR (+FL1<\/span>1<\/span>0<\/span>) \u2013 TR 280\u00b0 \u2013 RA404 (+FL100) <\/span>\u2013 RA406 (+6000ft, IAS MAX 210kt) \u2013 TR 197\u00b0 \u2013 RA407 (+3000ft) \u2013 TR 149\u00b0 \u2013\u00a0LOCRI<\/b><\/span><\/span><\/p>\n

ALAXI 2F<\/b><\/span><\/span><\/p>\n

ALAXI (IAS MAX 250kt) \u2013 TR 309\u00b0 \u2013 PEMAR (+FL110, IAS MAX 230kt)<\/span> \u2013 TR 280\u00b0 \u2013 RA404 (+FL100) \u2013 RA406 (+6000ft, IAS MAX 210kt) \u2013 TR 197\u00b0 \u2013 RA407 (+3000ft) \u2013 TR 149\u00b0 \u2013\u00a0LOCRI <\/b><\/span><\/span><\/p>\n

(1) For conventional navigation performance the turn to RA407 shall start at RDL100\/D9 CMP VOR\/DME<\/span><\/span><\/p>\n

(2) For conventional navigation performance the turn to LOCRI shall start at INT TR197\u00b0\/D16 OST DME<\/span><\/span><\/p>\n

(3) For conventional navigation performance, MEL 90 shall start at RDL100\/D15 CMP VOR\/DME<\/span><\/span><\/p>\n

(4) For conventional navigation performance, MEA 3000FT shall start after turn to RA407, stabilized on TR197\u00b0<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

STAR da Sud \/ STAR from South<\/span>:<\/i><\/span><\/span><\/h5>\n

LAT 2F<\/b><\/span><\/span><\/p>\n

LAT (IAS MAX 250kt) \u2013 TR 340\u00b0 \u2013 RA404 (+FL90, IAS MAX 210kt) \u2013 TR 280\u00b0 \u2013 RA406 (+6000ft) \u2013 TR 197\u00b0 \u2013 RA407 (+3000ft) \u2013 TR 149\u00b0 \u2013\u00a0LOCRI<\/b><\/span><\/span><\/p>\n

(1) For conventional navigation performance the turn to RA406 shall start at RDL340\/D31 LAT VOR\/DME<\/span><\/span><\/p>\n

(2) For conventional navigation performance the turn to RA407 shall start at RDL100\/D09 CMP VOR\/DME<\/span><\/span><\/p>\n

(3) For conventional navigation performance the turn to LOCRI shall start at INT TR197\u00b0\/D16 OST DME<\/span><\/span><\/p>\n

(4) For conventional navigation performance, MEA 3000FT shall start after turn to RA407, stabilized on TR197\u00b0<\/span><\/span><\/p>\n

ESINO 5F<\/b><\/span><\/span><\/p>\n

ESINO (IAS MAX 270kt) \u2013 TR 035\u00b0 \u2013 TORLI (+5000ft, IAS MAX 250kt) \u2013 OST (IAS MAX 230kt) \u2013 TR 015\u00b0 \u2013 RA409 (+3000ft, IAS MAX 210kt) \u2013 TR 089\u00b0 \u2013 RA408 \u2013 TR 149\u00b0 \u2013 RA407 \u2013\u00a0LOCRI<\/b><\/span><\/span><\/p>\n

(1) For conventional navigation performance the turn to RA408 shall start at RDL015\/D12 OST VOR\/DME<\/span><\/span><\/p>\n

(2) For conventional navigation performance the turn to RA407 shall start at INT TR089\u00b0\/RDL165 CMP VOR<\/span><\/span><\/p>\n

ESINO <\/b>4<\/b>H\u00a0<\/b>(at ATC discretion)<\/span><\/span><\/p>\n

ESINO (IAS MAX 270kt) \u2013 TR 035\u00b0 \u2013 TORLI (+FL90, IAS MAX 250kt) \u2013 OST (IAS MAX 230kt) \u2013 TR 066\u00b0 \u2013 RA417 (IAS MAX 210kt) \u2013 TR 340\u00b0 \u2013 RA404 \u2013 TR 280\u00b0 \u2013 RA406 (+6000ft) \u2013 TR 197\u00b0 \u2013 RA407 (+3000ft) \u2013 TR 149\u00b0 \u2013\u00a0LOCRI<\/b><\/span><\/span><\/p>\n

(1) For conventional navigation performance the turn to RA404 shall start at RDL066\/D23 OST VOR\/DME<\/span><\/span><\/p>\n

(2) For conventional navigation performance the turn to RA406 shall start at RDL340\/D31 LAT VOR\/DME<\/span><\/span><\/p>\n

(3) For conventional navigation performance the turn to RA407 shall start at RDL100\/D9 CMP VOR\/DME<\/span><\/span><\/p>\n

(4) For conventional navigation performance the turn to LOCRI shall start at INT TR197\u00b0\/D16 OST DME<\/span><\/span><\/p>\n

(5) For conventional navigation performance, MEA 3000FT shall start after turn to RA407, stabilized on TR197\u00b0<\/span><\/span><\/p>\n

VALMA 5F<\/b><\/span><\/span><\/p>\n

VALMA (IAS MAX 270kt) \u2013 TR 066\u00b0 \u2013 LUNAK (+5000ft, IAS MAX 250kt) \u2013 OST (IAS MAX 230kt) \u2013 TR 015\u00b0 \u2013 RA409 (+3000ft, IAS MAX 210kt) \u2013 TR 089\u00b0 \u2013 RA408 \u2013 TR 149\u00b0 \u2013 RA407 \u2013 LOCRI<\/span><\/span><\/p>\n

(1) For conventional navigation performance the turn to RA408 shall start at RDL015\/D12 OST VOR\/DME<\/span><\/span><\/p>\n

(2) For conventional navigation performance the turn to RA407 shall start at INT TR089\u00b0\/RDL165 CMP VOR<\/span><\/span><\/p>\n

VALMA <\/b>4H<\/b>\u00a0<\/b>(At ATC discretion)<\/span><\/span><\/p>\n

VALMA (IAS MAX 270kt) \u2013 TR 066\u00b0 \u2013 LUNAK (+FL90,<\/span> IAS MAX 250kt) \u2013 OST (IAS MAX 230kt) \u2013 RA417 (IAS MAX 210kt)\u2013 TR 340\u00b0 \u2013 RA404 \u2013 TR 280\u00b0 \u2013 RA406 (+6000ft) \u2013 TR 197\u00b0 \u2013 RA407 (+3000ft) \u2013 TR 149\u00b0 \u2013\u00a0LOCRI<\/b><\/span><\/span><\/p>\n

(1) For conventional navigation performance the turn to RA404 shall start at RDL066\/D23 OST VOR\/DME<\/span><\/span><\/p>\n

(2) For conventional navigation performance the turn to RA406 shall start at RDL340\/D31 LAT VOR\/DME<\/span><\/span><\/p>\n

(3) For conventional navigation performance the turn to RA407 shall start at RDL100\/D9 CMP VOR\/DME<\/span><\/span><\/p>\n

(4) For conventional navigation performance the turn to LOCRI shall start at INT TR197\u00b0\/D16 OST DME<\/span><\/span><\/p>\n

(5) For conventional navigation performance, MEA 3000FT shall start after turn to RA407, stabilized on TR197\u00b0<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

Nella prossima immagine, un dettaglio dell\u2019ultimo tratto delle STAR, a partire dai waypoints RA409 e RA406:<\/span><\/span><\/p>\n

In the next image, a detail of the last segment of the STAR, starting at waypoints RA409 and RA406:<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

La MSA basata sull\u2019ARP, consta di un unico settore, a 8100ft.<\/span><\/span><\/p>\n

Segue la rappresentazione grafica della MSA basata su OST VOR:<\/span><\/span><\/p>\n

The MSA based on ARP, consists of a single sector, at 8100ft.<\/span><\/span><\/p>\n

A graphical representation of the OST VOR-based MSA follows:<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

_____<\/p>\n

<\/h5>\n
STAR Conventional and RNAV1 (at ATC discretion)<\/b><\/span><\/span><\/h5>\n

In questa carta le STAR conducono allo <\/span>IAF<\/b><\/span> RMC<\/b> VOR\/DME<\/b>, sul quale \u00e8 attestato un circuito d\u2019attesa.<\/span><\/span><\/p>\n

In this chart, the STAR lead to the <\/span>IAF<\/b><\/span> RMC<\/b><\/span> VOR\/DME<\/b><\/span>, on which a holding pattern is established.<\/span><\/span><\/p>\n

(Information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

\/\/\/\/\/<\/p>\n

\"\"<\/a><\/p>\n

Ma circuiti d\u2019attesa sono attestati anche sui waypoints CMP VOR\/DME, ESINO, LAT VOR\/DME, TIBER e VALMA:<\/span><\/span><\/p>\n

Holding patterns are also established on the CMP VOR\/DME, ESINO, LAT VOR\/DME, TIBER and VALMA waypoints:<\/span><\/span><\/p>\n

\"\"<\/a>\"\"<\/a><\/p>\n

Circuito d\u2019attesa su CMP parzialmente al di fuori dello spazio aereo controllato a 6000ft o al di sotto di 6000ft <\/span><\/span><\/p>\n

Holding pattern on CMP partially outside controlled airspace at or below 6000ft<\/span><\/span><\/p>\n

(information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

\/\/\/\/<\/span><\/span><\/p>\n

STAR da Nord \/<\/span> STAR from North<\/span>:<\/i><\/span><\/span><\/h5>\n

GITOD 3G<\/b><\/span><\/span><\/p>\n

GITOD (IAS MAX 250kt) \u2013 TR 146\u00b0 \u2013 RA421 (+FL100) \u2013 TR 186\u00b0 \u2013 TIBER (+TRL, IAS MAX 230kt) \u2013 TR 229\u00b0 \u2013 CMP (+6000ft) \u2013 TR 151\u00b0 \u2013 RA412 (IAS MAX 210kt) \u2013\u00a0RMC<\/b><\/span>\u00a0(+6000ft or +4500ft at\u00a0ATC discretion)<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

STAR da Est \/<\/span> STAR from East<\/span>:<\/i><\/span><\/span><\/h5>\n

MOPUV 5G<\/b><\/span><\/span><\/p>\n

MOPUV (IAS MAX 250kt) \u2013 TR 236\u00b0 \u2013 DESUK (+FL1<\/span>3<\/span>0, <\/span>IAS MAX 230kt<\/span>) <\/span>\u2013 TR 242\u00b0 \u2013 RA413 (+FL1<\/span>1<\/span>0)<\/span> \u2013 RA414 (+FL100) <\/span>\u2013\u00a0RMC<\/b><\/span>\u00a0(+6000ft o +4500ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

ALAXI 5G<\/b><\/span><\/span><\/p>\n

ALAXI (IAS MAX 250kt) \u2013 TR 309\u00b0 \u2013 RA413 (+FL110, IAS MAX 230kt) \u2013 TR 242\u00b0 \u2013 RA414 (+FL100) \u2013\u00a0RMC<\/b><\/span>\u00a0(<\/span>+6000ft o +4500ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

(1) For conventional navigation performance, the turn to RA414 shall start at INT TR309\u00b0\/RDL 067 RMC VOR<\/span><\/span><\/p>\n

(2) For conventional navigation performance, MEL100 shall start at RDL 062\/D22 RMC VOR\/DME<\/span><\/span><\/p>\n

(3) For conventional navigation performance, MEA 6000FT (4500ft ATC Discretion) shall start at RDL 062\/D11 RMC VORDME<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

STAR da Sud \/<\/span> STAR from South:<\/span><\/i><\/span><\/span><\/h5>\n

LAT 5G<\/b><\/span><\/span><\/p>\n

LAT (IAS MAX 230kt) \u2013 TR 314\u00b0 \u2013 RA416 (+FL90) \u2013\u00a0RMC<\/b><\/span>\u00a0(+6000ft o +4500ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

(1) For conventional navigation performance, MEA 6000FT shall start at RDL 134\/D11 RMC VORDME<\/span><\/span><\/p>\n

ESINO 5G<\/b><\/span><\/span><\/p>\n

ESINO (IAS MAX 270kt) \u2013 TR 035\u00b0 \u2013 TORLI (+6000ft, IAS MAX 250kt) \u2013 OST (IAS MAX 230kt) \u2013 TR 015\u00b0 \u2013 RA409 (IAS MAX 210kt) \u2013 TR 089\u00b0 \u2013 RA412 \u2013 TR 151\u00b0 \u2013\u00a0RMC<\/b><\/span>\u00a0(+6000ft o +4500ft a discrezione ATC)<\/span><\/span><\/p>\n

(1) For conventional navigation performance, the turn to RA412 shall start at RDL015\/D12 OST VOR\/DME<\/span><\/span><\/p>\n

(2) For conventional navigation performance, the turn to RMC VOR\/DME shall start at INT TR089\u00b0\/RDL165 CMP VOR<\/span><\/span><\/p>\n

(3) RA412 \u2013 RMC VOR\/DME: 4500FT ATC discretion<\/span><\/span><\/p>\n

\u2013\u00a0turn to RMC VOR\/DME shall start at INT TR 089\u00b0\/RDL 165 CMP VOR<\/span><\/span><\/p>\n

VALMA 5G<\/b><\/span><\/span><\/p>\n

VALMA (IAS MAX 270kt) \u2013 TR 066\u00b0 \u2013 LUNAK (+6000ft, IAS MAX 250kt) \u2013 OST (IAS MAX 230kt) \u2013 TR 015\u00b0 \u2013 RA409 (IAS MAX 210kt) \u2013 TR 089\u00b0 \u2013 RA412 \u2013 TR 151\u00b0 \u2013\u00a0RMC<\/b><\/span>\u00a0(+6000ft o +4500ft\u00a0a discrezione ATC)<\/span><\/span><\/p>\n

(1) For conventional navigation performance, the turn to RA412 shall start at RDL015\/D12 OST VOR\/DME<\/span><\/span><\/p>\n

(2) For conventional navigation performance, the turn to RMC VOR\/DME shall start at INT TR089\u00b0\/RDL164 CMP VOR <\/span><\/span><\/span>164 CMP VOR<\/span><\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

La MSA basata sull\u2019ARP, consta di un unico settore, a 8100ft.<\/span><\/span><\/p>\n

Segue la rappresentazione grafica della MSA basata su <\/span>RMC<\/span> VOR:<\/span><\/span><\/p>\n

The MSA based on ARP, consists of a single sector, at 8100ft.<\/span><\/span><\/p>\n

A graphical representation of the RMC VOR-based MSA follows:<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

_____<\/p>\n

_____<\/p>\n

Procedure strumentali di avvicinamento<\/b><\/span><\/span><\/h5>\n
ILS or LOC-Z RWY 15<\/b><\/span><\/span><\/h5>\n

IAF<\/b><\/span> su CMP VOR\/DME, LOCRI e RMC VOR\/DME, dove sono attestati anche dei circuiti di attesa.<\/span><\/span><\/p>\n

IAF<\/b><\/span> on CMP VOR\/DME, LOCRI, and RMC VOR\/DME, where holding patterns are also established.<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

(Information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

Segmento iniziale da CMP<\/u> (+3000ft):<\/span><\/span><\/h5>\n

RDL 152 CMP fino all\u2019IF<\/b> RA407.<\/span><\/span><\/p>\n

da LOCRI<\/u> (+3000ft):<\/span><\/span><\/p>\n

Racetrack (outbound 329\u00b0) per presentarsi all\u2019IF<\/b> RA407.<\/span><\/span><\/p>\n

Segmento iniziale da RMC<\/u> (+6000ft o +4500ft a discrezione ATC):<\/span><\/span><\/p>\n

Tratto outbound su TR 350\u00b0 (CAT C\/D IAS MAX 240kt) o su TR 337\u00b0 (CAT A\/B IAS MAX 140kt). A 12 NM RMC o ICIA DME, virata a sinistra per presentarsi all\u2019<\/span>IF<\/b><\/span> RA407.<\/span><\/span><\/p>\n

Initial segment from CMP<\/u> (+3000ft):<\/span><\/span><\/h5>\n

RDL 152 CMP to IF<\/b> RA407.<\/span><\/span><\/p>\n

from LOCRI<\/u> (+3000ft):<\/span><\/span><\/p>\n

Racetrack (outbound 329\u00b0) until IF<\/b> (RA407).<\/span><\/span><\/p>\n

Initial segment from RMC<\/u> (+6000ft or +4500ft at ATC discretion):<\/span><\/span><\/p>\n

Outbound segment on TR 350\u00b0 (CAT C\/D IAS MAX 240kt) or on TR 337\u00b0 (CAT A\/B IAS MAX 140kt). At 12 NM RMC or ICIA DME, left turn until<\/span> IF<\/b><\/span> (RA407).<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

\/\/\/\/<\/span><\/p>\n

FAF <\/b><\/span>a D8.3 ICIA \/ RMC, segmento finale su TR 149\u00b0.<\/span><\/span><\/p>\n

MAPt <\/b>(GP INOP) posto a 1NM RMC\/ICIA DME.<\/span><\/span><\/p>\n

La posizione OM \u00e8 sostituita dalla distanza 4NM da ICIA\/RMC DME (1620ft).<\/span><\/span><\/p>\n

La posizione MM \u00e8 sostituita dalla distanza 0.7NM ICIA\/RMC DME (565ft)<\/span><\/span><\/p>\n

La procedura di mancato avvicinamento conduce ad un\u2019attesa sul punto RATIR.<\/span><\/span><\/p>\n

FAF<\/b><\/span> at D8.3 ICIA \/ RMC, final segment on TR 149\u00b0.<\/span><\/span><\/p>\n

MAPt <\/b>(GP INOP) located at 1NM RMC\/ICIA DME.<\/span><\/span><\/p>\n

OM position is replaced by 4NM distance from ICIA\/RMC DME (1620ft).<\/span><\/span><\/p>\n

MM position is replaced by 0.7NM ICIA\/RMC DME distance (565ft)<\/span><\/span><\/p>\n

The missed approach procedure leads to a holding pattern on RATIR.<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

Ecco la procedura vista in profilo:<\/span><\/span><\/p>\n

Profile view:<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

e le minime<\/span><\/span><\/p>\n

minima<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

____<\/p>\n

ILS or LOC-Y RWY 15<\/b><\/span><\/span><\/h5>\n

Differisce dalla ILS or LOC-Z RWY 15 per la sola procedura di mancato avvicinamento, che prevede un circuito d\u2019attesa sul VOR\/DME di Campagnano CMP, anzich\u00e8 su RATIR.<\/span><\/span><\/p>\n

It differs from ILS or LOC-Z RWY 15 only in the missed approach procedure, which involves an<\/span> holding pattern<\/span> on Campagnano CMP VOR\/DME, instead of on waypoint RATIR.<\/span><\/span><\/p>\n

\/\/\/\/<\/p>\n

Circuito d\u2019attesa su CMP parzialmente al di fuori dello spazio aereo controllato a 6000ft o al di sotto di 6000ft <\/span><\/span><\/p>\n

Holding pattern on CMP partially outside controlled airspace at or below 6000ft<\/span><\/span><\/p>\n

(information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

\/\/\/\/<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

_____<\/p>\n

<\/h5>\n
RNP-Z RWY 15<\/b><\/span><\/span><\/h5>\n

IAF<\/b> sul waypoint RMC, sul quale \u00e8 previsto anche un circuito d\u2019attesa RNAV1 (inbound 353\u00b0\/outbound 173\u00b0, +6000ft o +4500ft ATC discretion)<\/span><\/span><\/p>\n

IAF<\/b> on RMC waypoint, on which is also established an RNAV1 holding pattern (inbound 353\u00b0\/outbound 173\u00b0, +6000ft or +4500ft ATC discretion)<\/span><\/span><\/p>\n

Segmento iniziale \/ initial segment:<\/span><\/u><\/span><\/span><\/h5>\n

RMC (+6000ft) \u2013 TR 360\u00b0 \u2013 RA711 (+4000ft, IAS MAX 230kt) \u2013 TR 329\u00b0 \u2013 RA712 (+3000ft, IAS MAX 210kt) \u2013 TR 239\u00b0 \u2013 RA407 (IAS MAX 185kt) \u2013 TR 149\u00b0 \u2013 LOCRI (IF, <\/b>IAS MAX 185kt) <\/span><\/span><\/p>\n

Quindi \/ Then:<\/span><\/span><\/span><\/p>\n

TR 149\u00b0 \u2013 RA701 (FAF<\/b>, +2500ft, IAS MAX 185kt ) and final segment on TR 149\u00b0<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

MAPt<\/b> LNAV only su THR 15 (flyover WPT, IAS MAX 185kt) e procedura di mancato avvicinamento che prevede un circuito d\u2019attesa RNAV1 su RATIR (inbound 315\u00b0\/outbound 135\u00b0, +3000ft,IAS MAX 185kt, MAX holding ALT: 6000ft)<\/span><\/span><\/p>\n

virata a destra su RA703 (+2000ft, IAS MAX 185kt) \u2013 TR 217\u00b0 \u2013 RATIR (+3000ft)<\/span><\/span><\/p>\n

MAPt<\/b><\/span> LNAV only on THR 15 (flyover WPT, IAS MAX 185kt) and missed approach procedure involving a RNAV1 holding pattern on RATIR (inbound 315\u00b0\/outbound 135\u00b0, +3000ft,IAS MAX 185kt, MAX holding ALT: 6000ft)<\/span><\/span><\/p>\n

right turn on RA703 (+2000ft, IAS MAX 185kt) \u2013 TR 217\u00b0 \u2013 RATIR (+3000ft)<\/span><\/span><\/p>\n

\/\/\/\/\/<\/span><\/span><\/p>\n

Rappresentazione dei circuiti d\u2019attesa sui waypoints RMC, LOCRI e RATIR:<\/span><\/span><\/p>\n

Representation of holding patterns on WPT RMC, LOCRI e RATIR:<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

(Information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

\/\/\/\/<\/p>\n

vista in profilo \/ profile view:<\/span><\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

Tutti i valori di MOCA (Minimum Obstacle Clearance Altitude) nel profilo devono essere alzati all\u2019altitudine pi\u00f9 bassa del segmento correlato della procedura. (NOTAM A6809\/25)<\/span><\/span><\/p>\n

\/\/\/\/<\/p>\n

Al di fuori dei circuiti di attesa, la procedura \u00e8 basata su specifiche di navigazione RNP APCH.<\/span><\/span><\/p>\n

Except for the holding patterns, the procedure is based on RNP APCH navigation specifications.<\/span><\/span><\/p>\n

Minime \/ minima<\/span>:<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

Osservazioni: <\/span><\/span><\/h5>\n

1) una nota sulla carta segnala la presenza di ostacoli che penetrano la Visual Segment Surface (VSS).<\/span><\/span><\/p>\n

2) la procedura viene dichiarata \u201cDME required\u201d, anche se non riesco ad individuare le relative indicazioni di distanza dai DME.<\/span><\/span><\/p>\n

Remarks:<\/span><\/span><\/h5>\n

1) a note on the chart indicates the presence of obstacles penetrating the Visual Segment Surface (VSS).<\/span><\/span><\/p>\n

2) the procedure is stated as \u201cDME required\u201d, although I can\u2019t locate the relevant distance indications from the DMEs.<\/span><\/span><\/p>\n

____<\/p>\n

RNP-Y RWY 15<\/b><\/span><\/span><\/h5>\n

Differisce dalla RNP-Z RWY 15 per la sola procedura di mancato avvicinamento, che prevede un circuito d\u2019attesa su CMP, anzich\u00e9 su RATIR: <\/span><\/span><\/p>\n

virata a destra su RA703 (+2000ft) \u2013 TR 329\u00b0 \u2013 RA704 (+3000ft) \u2013 TR 352\u00b0 \u2013 RA705 (5000ft steady) \u2013 CMP (+5000ft)<\/span><\/span><\/p>\n

It differs from RNP-Z RWY 15 only in the missed approach procedure, which involves a holding pattern on CMP, instead of on RATIR:<\/span><\/span><\/p>\n

right turn on RA703 (+2000ft) \u2013 TR 329\u00b0 \u2013 RA704 (+3000ft) \u2013 TR 352\u00b0 \u2013 RA705 (5000ft steady) \u2013 CMP (+5000ft)<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

\"\"<\/a><\/p>\n

Tutti i valori di MOCA (Minimum Obstacle Clearance Altitude) nel profilo devono essere alzati all\u2019altitudine pi\u00f9 bassa del segmento correlato della procedura. (NOTAM A6809\/25)<\/span><\/span><\/p>\n

\/\/\/\/<\/p>\n

Al di fuori dei circuiti di attesa, la procedura \u00e8 basata su specifiche di navigazione RNP APCH.<\/span><\/span><\/p>\n

Osservazioni: <\/span><\/span><\/h5>\n

1) una nota sulla carta segnala la presenza di ostacoli che penetrano la Visual Segment Surface (VSS).<\/span><\/span><\/p>\n

2) la procedura viene dichiarata \u201cDME required\u201d, anche se non riesco ad individuare le relative indicazioni di distanza dai DME.<\/span><\/span><\/p>\n

Remarks:<\/span><\/span><\/h5>\n

1) a note on the chart indicates the presence of obstacles penetrating the Visual Segment Surface (VSS).<\/span><\/span><\/p>\n

2) the procedure is stated as \u201cDME required\u201d, although I can\u2019t locate the relevant distance indications from the DMEs.<\/span><\/span><\/p>\n

____<\/span><\/p>\n

VOR-Z RWY 15<\/b><\/span><\/span><\/h5>\n

IAF<\/b><\/span> su LOCRI e RMC VOR\/DME, con segmento che da CMP VOR\/DME conduce a LOCRI.<\/span><\/span><\/p>\n

Il circuito d\u2019attesa su LOCRI differisce nell\u2019orientamento da quello gi\u00e0 visto per la ILS or LOC-Z RWY 15<\/span><\/span><\/p>\n

IAF<\/b><\/span> on LOCRI and RMC VOR\/DME, with segment from CMP VOR\/DME leading to LOCRI.<\/span><\/span><\/p>\n

The holding pattern on LOCRI differs in orientation from that already seen for the ILS or LOC-Z RWY 15<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

da LOCRI<\/u> (+3000ft):<\/span><\/span><\/h5>\n

TR 122\u00b0 fino al FAF <\/b>(RDL 334\/D8.4 RMC, +3000ft)<\/span><\/span><\/p>\n

da RMC<\/u> (+6000ft o +4500ft a discrezione ATC):<\/span><\/span><\/p>\n

Tratto outbound su TR 353\u00b0 (CAT C\/D IAS MAX 240kt) o su TR 342\u00b0 (CAT A\/B IAS MAX 140kt). A 12 NM RMC, virata a sinistra per presentarsi all\u2019IF<\/b> (RDL 334\/D12 RMC, +3000ft).<\/span><\/span><\/p>\n

from LOCRI (+3000ft):<\/span><\/span><\/h5>\n

TR 122\u00b0 until FAF <\/b>(RDL 334\/D8.4 RMC, +3000ft)<\/span><\/span><\/p>\n

from RMC (+6000ft or +4500ft at ATC discretion):<\/span><\/span><\/p>\n

Outbound leg on TR 353\u00b0 (CAT C\/D IAS MAX 240kt) or on TR 342\u00b0 (CAT A\/B IAS MAX 140kt). At 12 NM RMC, left turn to IF<\/b> (RDL 334\/D12 RMC, +3000ft).<\/span><\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

FAF <\/b>a D8.4 RMC, segmento finale su TR 154\u00b0.<\/span><\/span><\/p>\n

MAPt <\/b>posto a 1NM RMC DME.<\/span><\/span><\/p>\n

La procedura di mancato avvicinamento conduce ad un\u2019attesa sul punto RATIR<\/span><\/span><\/p>\n

FAF<\/b> at D8.4 RMC, final segment on TR 154\u00b0<\/span><\/span><\/p>\n

MAPt<\/b> placed at 1NM RMC DME.<\/span><\/span><\/p>\n

The missed approach procedure leads to an holding pattern on RATIR<\/span> <\/span><\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

Ecco la procedura vista in profilo:<\/span><\/span><\/p>\n

Profile view:<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

e le minime\u00a0<\/span><\/span><\/p>\n

minima<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

_______<\/p>\n

<\/h5>\n
VOR-Y RWY 15<\/b><\/span><\/span><\/h5>\n

Differisce dalla VOR-Z RWY 15 per la sola procedura di mancato avvicinamento, che prevede un circuito d\u2019attesa su CMP, anzich\u00e9 su RATIR: <\/span><\/span><\/p>\n

virata a destra su TR 314\u00b0 per intercettare RDL 172 CMP VOR (a 17NM CMP DME: +3000ft; a 10NM CMP DME: 5000ft steady) \u2013 TR 352\u00b0 fino a CMP VOR\/DME (+5000ft)<\/span><\/span><\/p>\n

It differs from VOR-Z RWY 15 only in the missed approach procedure, which involves an holding pattern on CMP instead of on RATIR:<\/span><\/span><\/p>\n

right turn on TR 314\u00b0 to intercept RDL 172 CMP VOR (at 17NM CMP DME: +3000ft; at 10NM CMP DME: 5000ft steady) \u2013 TR 352\u00b0 to CMP VOR\/DME (+5000ft)<\/span><\/span><\/p>\n

\/\/\/\/<\/span><\/p>\n

Circuito d\u2019attesa su CMP parzialmente al di fuori dello spazio aereo controllato a 6000ft o al di sotto di 6000ft <\/span><\/span><\/p>\n

Holding pattern on CMP partially outside controlled airspace at or below 6000ft<\/span><\/span><\/p>\n

(information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

_____<\/p>\n

CIRCLING RWY 33 a seguito di procedure strumentali per RWY 15<\/b><\/u><\/span><\/span><\/strong><\/span><\/h5>\n

\u2013 \u00e8 consentito solo se il PAPI e le luci di identificazione soglia RWY 33 sono funzionanti;<\/span><\/span><\/p>\n

\u2013 \u00e8 consentito applicando quanto pubblicato in AIP AD 2 LIRA \u2013 paragrafo 20 \u201cRestrizioni per i voli locali\u201d<\/span><\/span><\/p>\n

\u2013 \u00e8 consentito solo a Ovest del campo<\/span><\/span><\/p>\n

\u2013 a causa della presenza di ostacoli significativi, la procedura deve essere effettuata entro le 4NM da RMC DME senza sorvolare l\u2019estensione dell\u2019asse centrale della pista. Questa limitazione non riguarda i voli di Stato e militari.<\/span><\/span><\/p>\n

CIRCLING RWY 33 following an instrument procedure for RWY 15<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

\u2013 it is only allowed if PAPI and RWY 33 threshold identification lights are operational;<\/span><\/span><\/p>\n

\u2013 it is permitted applying what is published in AIP AD 2 LIRA \u2013 item 20 \u2018Restrictions for local flights\u2019.<\/span><\/span><\/span><\/p>\n

\u2013 it is only permitted West of the field<\/span><\/span><\/p>\n

\u2013 due to the presence of significant obstacles, the procedure must be performed within 4NM from <\/span>RMC<\/span> DME without flying over the extension of the runway centerline. This restriction does not apply to State and military flights.<\/span><\/p>\n

_____<\/span><\/p>\n

VOR-A circling<\/b><\/span><\/span><\/strong> <\/b>RWY 33 (at ATC discretion)<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

IAF<\/span><\/span><\/strong> su LAT VOR\/DME, IDROX, FRS VOR\/DME e RMC VOR\/DME.<\/span><\/span><\/span><\/p>\n

Segmento iniziale da LAT<\/u> (a discrezione ATC, +6000ft):<\/span><\/span><\/p>\n

TR 289\u00b0 (a 5NM LAT DME: +3000ft) \u2013 INT RDL 159 RMC VOR \u2013 virata a destra per intercettare RDL 163 <\/span>RMC VOR e l\u2019IF<\/b> (10NM RMC\/ICIA DME)<\/span><\/span><\/p>\n

Segmento iniziale da FRS<\/u> (a discrezione ATC, +FL90):<\/span><\/span><\/p>\n

TR 266\u00b0 (a 18NM FRS DME: +5000ft; a 23NM FRS DME: +3400ft) \u2013 INT RDL 156 RMC VOR \u2013 virata a destra per intercettare RDL 163 RMC VOR e l<\/span><\/span>\u2019IF<\/span><\/strong> (10NM RMC\/ICIA DME)<\/span><\/span><\/span><\/p>\n

Segmento iniziale da IDROX<\/u> (da vettoramento radar, +5000ft):<\/span><\/span><\/p>\n

TR 343\u00b0 (RDL 163 RMC VOR) fino all<\/span>\u2019IF<\/span><\/strong> (<\/span>10NM RMC\/ICIA DME, +3000ft)<\/span><\/span><\/span><\/p>\n

Segmento iniziale da RMC<\/u> (+6000ft, o +4500ft a discrezione ATC):<\/span><\/span><\/p>\n

tratto outbound su TR 178\u00b0 (IAS MAX 180kt) o TR 173\u00b0 (IAS MAX 140kt). A 10NM RMC\/ICIA DME virata a sinistra per intercettare RDL 163 RMC fino all<\/span><\/span>\u2019IF<\/span><\/strong> (10NM RMC\/ICIA DME, +3000ft)<\/span><\/span><\/span><\/p>\n

FAF <\/span><\/strong>a 6NM RMC\/ICIA DME su RDL 163 RMC VOR (TR 343\u00b0) (non<\/span> allineati con l\u2019asse longitudinale della RWY 33).<\/span><\/span><\/span><\/p>\n

MAPt<\/span><\/span><\/strong> a 3NM RMC\/ICIA DME e mancato avvicinamento che prevede il proseguimento su RDL 332 RMC VOR fino a SUBAR ed al suo circuito d\u2019attesa.<\/span><\/span><\/span><\/p>\n

English text:<\/b><\/span><\/span><\/h5>\n

IAF<\/b><\/span> on LAT VOR\/DME, IDROX, FRS VOR\/DME<\/span> and RMC VOR\/DME.<\/span><\/span><\/p>\n

Initial segment from LAT<\/u> (at ATC discretion, +6000ft):<\/span><\/span><\/p>\n

TR 289\u00b0 (at 5NM LAT DME: +3000ft) \u2013 INT RDL 159 RMC VOR \u2013 turn right to intercept RDL 163 R<\/span>MC VOR and the IF <\/b>(10NM RMC\/ICIA DME)<\/span><\/span><\/p>\n

Initial segment from FRS<\/u> (at ATC discretion, +FL90):<\/span><\/span><\/p>\n

TR 266\u00b0 (at 18NM FRS DME: +5000ft; at 23NM FRS DME: +3400ft) \u2013 INT RDL 156 RMC VOR \u2013 right turn to intercept RDL 163 RMC VOR and the IF<\/b> (10NM RMC\/ICI<\/span>A DME)<\/span><\/span><\/p>\n

Initial segment from IDROX <\/u>(from radar vectoring, +5000ft):<\/span><\/span><\/p>\n

TR 343\u00b0 (RDL 163 RMC VOR) to the IF<\/b> (10NM RMC\/ICIA DME, +3000ft)<\/span><\/p>\n

Initial segment from RMC<\/u> (+6000ft, or +4500ft at ATC discretion):<\/span><\/span><\/p>\n

Outbound segment on TR 178\u00b0 (IAS MAX 180kt) or TR 173\u00b0 (IAS MAX 140kt). At 10NM RMC\/ICIA DME left turn to intercept RDL 163 RMC up to IF<\/b> (10NM RMC\/ICIA DME, +3000ft)<\/span><\/span><\/p>\n

FAF<\/b> at 6NM RMC\/ICIA DME on RDL 163 RMC VOR (TR 343\u00b0) (not aligned with longitudinal axis of RWY 33).<\/span><\/span><\/p>\n

MAPt <\/b><\/span>at 3NM RMC\/ICIA DME and missed approach proceeding on RDL 332 RMC VOR to SUBAR<\/span> and its holding pattern.<\/span><\/span><\/p>\n

Punto di divergenza (CAT C\/D) a 4NM RMC\/ICIA DME e inizio del tratto visual:<\/span><\/span><\/p>\n

TR 008\u00b0 fino a 2.5NM RMC\/ICIA DME (posizione: 41\u00b046\u201906.75\u201dN 012\u00b036\u201957.84\u201dE), quindi rotta 329\u00b0 fino all\u2019atterraggio.<\/span><\/span><\/p>\n

Divergence point (CAT C\/D) at 4NM RMC\/ICIA DME and start of visual segment:<\/span><\/span><\/p>\n

TR 008\u00b0 to 2.5NM RMC\/ICIA DME (location: 41\u00b046\u201906.75 \u201cN 012\u00b036\u201957.84 \u201cE), then course 329\u00b0 to landing.<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

Vista in profilo \/ profile view<\/span>:<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

Minime:<\/span><\/span><\/h5>\n

Circling su \u201cprescribed track\u201d per tutte le categorie \u2013 OCA (OCH): 1350ft (923ft)<\/span><\/span><\/p>\n

Note:<\/span><\/span><\/p>\n

\u2013 <\/span>le indicazioni del PAPI e del<\/span> SALS 270m RWY 33 sono obbligatorie;<\/span><\/span><\/span><\/p>\n

\u2013 <\/span>l\u2019efficienza della segnaletica luminosa dell\u2019 ostacolo con elevazione 728ft situato a 2.5NM RMC VOR\/DME \u00e8 mandatoria;<\/span><\/span><\/span><\/p>\n

\u2013 il segmento \u201cvisual\u201d dopo il punto di divergenza deve essere effettuato con contatto visivo del terreno, degli ostacoli, del PAPI e della pista.<\/span><\/span><\/p>\n

\u2013 l\u2019effettuazione della procedura \u00e8 consentita solo applicando quanto pubblicato in AIP AD 2 LIRA \u2013 paragrafo 20 \u201cRestrizioni per i voli locali\u201d<\/span><\/span><\/p>\n

\/\/\/\/\/<\/span><\/p>\n

Minima:<\/span><\/span><\/h5>\n

Circling on \u201cprescribed track\u201d for all categories \u2013 OCA (OCH): 1350ft (923ft)<\/span><\/span><\/p>\n

Remarks:<\/span><\/span><\/p>\n

\u2013 PAPI and SALS 270m RWY 33 indications are mandatory;<\/span><\/span><\/p>\n

\u2013 <\/span>Availabilty of obstacle light (elevation 728ft) located at 2.5NM RMC VOR\/DME is mandatory;<\/span><\/span><\/span><\/p>\n

\u2013 the \u201cvisual\u201d segment after the divergence point shall be performed with visual contact of the terrain, obstacles, PAPI and runway.<\/span><\/span><\/p>\n

\u2013 performance of the procedure is allowed only by applying what is published in AIP AD 2 LIRA \u2013 paragraph 20 \u201cRestrictions for local flights\u201d.<\/span><\/span><\/p>\n

______<\/p>\n

RNP\u2013A circling<\/b><\/span><\/span><\/strong> <\/b>RWY 33 (at ATC discretion)<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

IAF<\/span><\/span><\/strong> su LAT, IDROX, FRS e RMC.<\/span><\/span><\/span><\/p>\n

Segmento iniziale da LAT<\/u> (a discrezione ATC, +6000ft):<\/span><\/span><\/p>\n

TR 281\u00b0 \u2013 RA773 \u2013 RA762 (+4000ft) <\/span><\/span><\/p>\n

Segmento iniziale da FRS<\/u> (a discrezione ATC, +FL90):<\/span><\/span><\/p>\n

TR 261\u00b0 \u2013 RA771 \u2013 RA772 (+5000ft) \u2013 RA762 (+4000ft)<\/span><\/span><\/p>\n

Segmento iniziale da IDROX<\/u> (da vettoramento radar, +5000ft):<\/span><\/span><\/p>\n

TR 343\u00b0 \u2013 RA763 (IF, +3000ft)<\/span><\/span><\/p>\n

Segmento iniziale da RMC<\/u> (+6000ft, o +4500ft a discrezione ATC):<\/span><\/span><\/p>\n

TR 181\u00b0 \u2013 RA767 \u2013 TR 163\u00b0 \u2013 RA768 \u2013 TR 074\u00b0 \u2013 RA762 (+4000ft)<\/span><\/span><\/p>\n

Quindi:<\/span><\/p>\n

TR 343\u00b0 \u2013 <\/span><\/span>IF <\/span><\/span><\/strong>su RA763 (+3000ft) \u2013 <\/span><\/span>FAF<\/span><\/span><\/strong> su RA764 e MAPt su RA766 (flyover WPT).<\/span><\/span><\/span><\/p>\n

Nota:<\/span> la rotta 343\u00b0 non \u00e8 allineata con l\u2019asse longitudinale della RWY 33.<\/span><\/span><\/p>\n

Il mancato<\/span> avvicinamento che prevede il proseguimento su RDL 163 RMC VOR fino a RMC VOR\/DME, da lasciare su TR 331\u00b0 (RDL 331 RMC VOR), quindi RA761, verso il circuito d\u2019attesa su ASLAF (flyover WPT, RNAV1).<\/span><\/span><\/span><\/p>\n

(Information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

English text:<\/b><\/span><\/span><\/h5>\n

IAF<\/b><\/span> on LAT, IDROX, FRS and RMC.<\/span><\/span><\/p>\n

Initial segment from LAT<\/u> (at ATC discretion, +6000ft):<\/span><\/span><\/p>\n

TR 281\u00b0 \u2013 RA773 \u2013 RA762 (+4000ft).<\/span><\/span><\/p>\n

Initial segment from FRS<\/u> (ATC discretion, +FL90):<\/span><\/span><\/p>\n

TR 261\u00b0 \u2013 RA771 \u2013 RA772 (+5000ft) \u2013 RA762 (+4000ft)<\/span><\/span><\/p>\n

Initial segment from IDROX<\/u> (from radar vectoring, +5000ft):<\/span><\/span><\/p>\n

TR 343\u00b0 \u2013 RA763 (IF, +3000ft)<\/span><\/span><\/p>\n

Initial segment from RMC<\/u> (+6000ft, or +4500ft at ATC discretion):<\/span><\/span><\/p>\n

TR 181\u00b0 \u2013 RA767 \u2013 TR 163\u00b0 \u2013 RA768 \u2013 TR 074\u00b0 \u2013 RA762 (+4000ft)<\/span><\/span><\/p>\n

Then:<\/span><\/span><\/p>\n

TR 343\u00b0 \u2013 IF <\/b>on RA763 (+3000ft) \u2013 FAF<\/b> on RA764 and MAPt<\/b> on RA766 (WPT flyover).<\/span><\/span><\/p>\n

Note: TR 343\u00b0 is not aligned with the longitudinal axis of RWY 33.<\/span><\/span><\/p>\n

Missed approach proceeding on RDL 163 RMC VOR to RMC VOR\/DME, to be left on TR 331\u00b0 (RDL 331 RMC VOR),<\/span> then RA761, to the holding pattern on ASLAF (flyover WPT, RNAV1).<\/span><\/span><\/span><\/span><\/span><\/p>\n

(Information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

Punto di divergenza (CAT C\/D) su RA766 e inizio del tratto visual:<\/span><\/span><\/p>\n

TR 008\u00b0 fino a 2.5NM RMC\/ICIA DME (posizione: 41\u00b046\u201906.75\u201dN 012\u00b036\u201957.84\u201dE), quindi rotta 329\u00b0 fino all\u2019atterraggio.<\/span><\/span><\/p>\n

Divergence point (CAT C\/D) on RA766 waypoint and start of visual segment:<\/span><\/span><\/p>\n

TR 008\u00b0 to 2.5NM RMC\/ICIA DME (location: 41\u00b046\u201906.75 \u201cN 012\u00b036\u201957.84 \u201cE), then course 329\u00b0 to landing.<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

Vista in profilo \/ profile view:<\/span><\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

Minime:<\/span><\/span><\/h5>\n

Circling su \u201cprescribed track\u201d per tutte le categorie \u2013 OCA (OCH): 1470ft (1043ft)<\/span><\/span><\/p>\n

____
\nNote:<\/span><\/span><\/p>\n

\u2013 le indicazioni del PAPI e SALS 270m RWY 33 sono obbligatorie;<\/span><\/span><\/p>\n

\u2013 <\/span>l\u2019efficienza della segnaletica luminosa dell\u2019 ostacolo con elevazione 728ft situato a 2.5NM RMC VOR\/DME \u00e8 mandatoria;<\/span><\/span><\/span><\/p>\n

\u2013 il segmento \u201cvisual\u201d dopo il punto di divergenza deve essere effettuato con contatto visivo del terreno, degli ostacoli, del PAPI e della pista.<\/span><\/span><\/p>\n

\u2013 l\u2019effettuazione della procedura \u00e8 consentita solo applicando quanto pubblicato in AIP AD 2 LIRA \u2013 paragrafo 20 \u201cRestrizioni per i voli locali\u201d<\/span><\/span><\/p>\n

\/\/\/<\/span><\/p>\n

Minima:<\/span><\/span><\/h5>\n

Circling on \u201cprescribed track\u201d for all categories \u2013 OCA (OCH): 1470ft (1043ft)<\/span><\/span><\/p>\n

Remarks:<\/span><\/span><\/p>\n

\u2013 PAPI and SALS 270m RWY 33 indications are mandatory;<\/span><\/span><\/p>\n

\u2013 <\/span>Availabilty of obstacle light (elevation 728ft) located at 2.5NM ROM VOR\/DME is mandatory;<\/span><\/span><\/span><\/p>\n

\u2013 the \u201cvisual\u201d segment after the divergence point shall be performed with visual contact of the terrain, obstacles, PAPI and runway.<\/span><\/span><\/p>\n

\u2013 performance of the procedure is allowed only by applying what is published in AIP AD 2 LIRA \u2013 paragraph 20 \u201cRestrictions for local flights\u201d.<\/span><\/span><\/p>\n

_____<\/p>\n

_____<\/p>\n

Norme particolari per gli aeromobili in arrivo all\u2019aeroporto di Roma\/Ciampino:<\/b><\/span><\/span><\/h5>\n

I piloti degli aeromobili in arrivo , se non diversamente istruiti dall\u2019Ente ATC, dovranno ridurre la velocit\u00e0 in accordo agli speed limit points pubblicati sulle carte relative alle STAR.<\/span><\/span><\/em><\/span><\/p>\n

piloti dovranno comunque ridurre la velocit\u00e0 a:<\/span><\/span><\/em><\/span><\/p>\n

\u2013 210 kt IAS, iniziando la virata per intercettare il LOC, o l\u2019appropriata radiale VOR o rilevamento NDB (in caso di avvicinamenti con finale VOR o NDB) oppure ad una distanza di 12 NM dalla soglia pista in caso di avvicinamento diretto;<\/span><\/span><\/em><\/span><\/p>\n

\u2013 180 kt IAS al completamento della virata per l\u2019intercettazione, o ad una distanza di 8 NM dalla soglia pista in caso di avvcinamento diretto;<\/span><\/span><\/em><\/span><\/p>\n

\u2013 160 kt IAS ad una distanza di 4 NM dalla soglia pista.<\/span><\/span><\/em><\/span><\/p>\n

Inoltre ROMA ACC potr\u00e0 richiedere ai piloti:<\/span><\/span><\/em><\/span><\/p>\n

\u2013 <\/span><\/em>di regolare in modo specifico la velocit\u00e0 durante l\u2019avvicinamento intermedio;<\/span><\/span><\/em><\/span><\/p>\n

\u2013 <\/span><\/em>di apportare correzioni di velocit\u00e0 dell\u2019ordine massimo di pi\u00f9 o meno 20 kt fino ad una distanza di 4 NM dalla soglia pista.<\/span><\/span><\/em><\/span><\/p>\n

Special instructions for arriving aircraft to Roma\/Ciampino aerodrome<\/b><\/span><\/span><\/h5>\n

Pilots of arriving aircraft, if not otherwise instructed by ATC Unit, shall reduce speed according to speed limit points published on pertinent STAR Charts.<\/span><\/em><\/span><\/p>\n

However pilots shall reduce speed to:<\/span><\/em><\/span><\/p>\n

\u2013 <\/span><\/em>210 kt IAS, starting the turn to intercept the LOC or the appropriate VOR radial or the NDB reading (in case of VOR or NDB final approaches) or at a distance of 12 NM from RWY threshold in case of straight in approach;<\/span><\/em><\/span><\/p>\n

\u2013 <\/span><\/em>180 kt IAS completing the intercepting turn or at a distance of 10 NM from the RWY THR in case of straight-in approach;<\/span><\/span><\/em><\/span><\/p>\n

\u2013 <\/span><\/em>160 kt IAS at a distance of 6 NM from RWY THR.<\/span><\/em><\/span><\/p>\n

Furthermore ROMA ACC may request pilots:<\/span><\/em><\/span><\/p>\n

\u2013 <\/span><\/em>to adjust speed in a specific manner during the intermediate approach;<\/span><\/em><\/span><\/p>\n

\u2013 <\/span><\/em>speed adjustment of not more than plus or minus 20 kt until a minimum distance of 4 NM from the RWY THR.<\/span><\/em><\/span><\/p>\n

_____<\/span><\/p>\n

_____<\/p>\n

Procedure strumentali di partenza<\/span><\/span><\/strong><\/span><\/h5>\n
ICP e SID RWY 15<\/b><\/span><\/span><\/h5>\n

(Information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

\/\/\/\/\/<\/span><\/span><\/p>\n

Salita iniziale \/ initial climb<\/span>:<\/span><\/span><\/p>\n

Dopo il decollo, attraversando 1000 ft, virare a destra e proseguire per la SID assegnata.<\/span><\/span><\/p>\n

After take-off, passing 1000ft, turn right and proceed on assigned SID.<\/span><\/span><\/p>\n

NOTE \/ REMARKS<\/span><\/b><\/span><\/h5>\n

1. La virata attraversando 1000 ft dovr\u00e0 essere eseguita non oltre 2.5 NM RMC DME.<\/span> \/ Right turn after take-off shall be executed not later<\/span>
\nthan 2.5 NM RMC DME.<\/span><\/span><\/p>\n

2. Minimum climb gradient 7% (425 ft\/NM) due to obstacles.<\/span><\/p>\n

3. IAS MAX 210 kt durante la virata. Angolo di banco 25\u00b0 o 3\u00b0\/s quale delle due misure richiede il banco inferiore. \/ IAS MAX during turn 210 kt. Bank angle 25\u00b0 or rate of turn 3\u00b0\/s, whichever requires the lesser bank.<\/span><\/span><\/p>\n

\/\/\/\/\/<\/span><\/p>\n

OST 8A<\/b><\/span><\/span><\/p>\n

TR 283\u00b0 \u2013 RDL 103 OST VOR (a 8NM OST DME: +3000ft) \u2013 OST VOR\/DME (+5000ft)<\/span><\/span><\/p>\n

OST 8B<\/b><\/span><\/span><\/p>\n

TR 306\u00b0 \u2013 RDL 086 OST VOR (+2000ft; a 7NM OST DME: +3000ft) \u2013 OST VOR\/DME (+5000ft)<\/span><\/span><\/p>\n

OST 8C<\/b><\/span><\/span><\/p>\n

TR 340\u00b0 (RDL 160 CMP VOR) (INT RDL 086 OST VOR: +2000ft; a 17 NM CMP DME: +3000ft) \u2013 RDL 063 OST VOR \u2013 AKILI (+4000ft) \u2013 OST VOR\/DME (+5000ft)<\/span><\/span><\/p>\n

RATIR 8A<\/b><\/span><\/span><\/p>\n

RDL 216 RMC VOR \u2013 RATIR (MCL as authorized by ATC)<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/span><\/span><\/p>\n

SID URB 7A cancellata con la variante AIRAC A2\/24 \/ SID URB 7A cancelled by AIRAC A2\/24<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

PEMAR 9A (RNAV1)<\/b><\/span><\/span><\/p>\n

RATIR (flyover waypoint, +3000ft, IAS MAX 240kt) \u2013 TR 216\u00b0 \u2013 RA501 (+5000ft) \u2013 TR 080\u00b0 \u2013 RA502 (FL 80 steady) \u2013 TR 007\u00b0 \u2013 PEMAR (+FL110)<\/span><\/span><\/p>\n

OKUNO 9G (RNAV1)<\/b><\/span><\/span><\/p>\n

RATIR (flyover waypoint, +3000ft, IAS MAX 240kt) \u2013 TR 216\u00b0 \u2013 RA501 (+5000ft) \u2013 TR 080\u00b0 \u2013 RA502 (FL 80 steady) \u2013 TR 007\u00b0 \u2013 PEMAR (+FL110) \u2013 TR 024\u00b0 \u2013 OKUNO (+FL140)<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

MSA<\/p>\n

\"\"<\/a><\/p>\n

\/\/\/\/\/<\/span><\/p>\n

NOTE \/ REMARKS<\/span><\/b><\/span><\/h5>\n

1. Autorizzazioni via SID OST saranno seguite da una seconda SID codificata in conformit\u00e0 alle SID di Roma\/Fiumicino. \/\u00a0Clearances via SID OST will be followed by a second coded SID, according to Roma\/Fiumicino SID.<\/span><\/span><\/span><\/p>\n

2. Autorizzazioni via RATIR saranno seguite da istruzioni dettagliate.<\/span> \/ Clearances via RATIR shall be followed by detailed instructions.<\/span><\/span><\/span><\/p>\n

3. Tutte le virate saranno eseguite \/All turns shall be executed:<\/span><\/span><\/span><\/p>\n

\u2013\u00a0IAS non superiore a 210 kt \/\u00a0<\/span>IAS not exceeding 210 kt;<\/span><\/span><\/span><\/p>\n

\u2013\u00a0angolo di banco 25\u00b0 oppure rateo di virata non inferiore a 3\u00b0\/sec., quale delle due misure comporta un banco inferiore. \/\u00a0<\/span>bank angle 25\u00b0 or rate of turn not less 3\u00b0 per second, whichever requires the lesser bank.<\/span><\/span><\/span><\/p>\n

4. I piloti devono adottare un gradiente minimo di salita conforme alle prescrizioni dell\u2019Annesso 6 \u2013 ICAO per un sicuro sorvolo degli ostacoli. Tale gradiente deve essere mantenuto in ogni circostanza prevedibile. \/\u00a0Pilots shall<\/span>\u00a0<\/span>adopt a minimum climb gradient in accordance with ICAO \u2013 Annex 6 provisions for a safe obstacles overflying. Such climb gradient shall be maintained in any foreseeable circumstance. <\/span><\/span><\/span><\/p>\n

5. Close-in obstacles:<\/span> <\/span><\/span><\/span><\/span><\/p>\n

(AIRAC A13\/24, in force from December 26, 2024)<\/span> <\/span>
\n<\/span><\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

_____<\/p>\n

 <\/p>\n

ATTENZIONE \/<\/span> WARNING<\/span><\/b><\/span><\/span><\/h5>\n

Come disposto dall\u2019ENAC DA di Ciampino, al fine di ridurre l\u2019impatto acustico sulle zone limitrofe all\u2019aeroporto di Roma\/Ciampino e per favorire il miglior rispetto della traiettoria nominale attesa dagli aeromobili in decollo dalla RWY 15, sono state pubblicate procedure antirumore ICP\/SID RWY 15<\/span> (Supplemento S47\/25, valido fino al 11 Giugno 2026)<\/span> <\/b><\/span><\/span><\/p>\n

Per tutte le SID RWY 15 viene riportata la codifica RNAV, comprensiva della fase di salita iniziale, a supporto dell\u2019inserimento delle stesse nei sistemi di bordo per un pi\u00f9 puntuale rispetto della traiettoria.<\/b><\/span><\/span><\/p>\n

As determined by Ciampino aerodrome CAA, in order to reduce the acoustic impact in the neighborhood of Roma\/Ciampino airport and to facilitate the nominal flight path for aircraft taking off from RWY 15, with the present supplement noise abatement procedures ICP\/SID are published. <\/span><\/span><\/strong>(Supplement S47\/25, in force until June 11, 2026) <\/b><\/span><\/span><\/strong><\/span>
\n<\/span><\/span>All the SIDs RWY 15 are codified RNAV, initial climb included, to be integrated into onboard flight systems for a more precise respect of trajectory.<\/span><\/span><\/strong><\/span><\/p>\n

\/\/\/\/\/<\/span><\/p>\n

SID RWY 15
\n<\/b><\/span><\/span><\/h5>\n
NOTE \/ REMARKS<\/span><\/b><\/span><\/span><\/h5>\n

1. La seguente procedura operativa di abbattimento del rumore al decollo (NAPD1) deve essere applicata per gli aerei a turbogetto:<\/span> \/ Following operational Noise Abatement Take-Off Procedure (NAPD1) must be applied for outbound turbo-jet aircraft:<\/span><\/span><\/span><\/p>\n

\u2010 From TKOF to 1500 ft: Climb speed V2 plus 10 to 20 kt or as limited by body angle, at maximum gradient compatible with safety and not less than 14%;<\/span><\/span><\/p>\n

\u2010 At 1500 ft: Adjust and maintain engine power\/thrust in accordance with the noise abatement power\/thrust schedule provided in the ACFT operating manual, maintaining maximum gradient compatible with safety and not less than 14%;<\/span><\/span><\/p>\n

\u2010 At 3000 ft: Accelerate smoothly to en-route climb speed with flaps retraction;<\/span><\/span><\/p>\n

2. RNAV1 equipment recommended.<\/span><\/span><\/p>\n

3. Clearances via SID RATIR shall be followed by detailed instructions.<\/span><\/span><\/p>\n

_____<\/b><\/p>\n

OST 7Z (conventional)<\/b><\/span><\/p>\n

passing 827ft \u2013 TR 283\u00b0 (RDL 103 OST VOR) (a 13NM OST DME: +2500ft; a 8 NM OST DME:+3500ft) \u2013 RA604 \u2013 RA507 \u2013 OST VOR\/DME (+5000ft)<\/span><\/p>\n

OST 7Z (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+827ft) \u2013 TR 283\u00b0 \u2013 RA604 (+2500ft) \u2013 RA507 (+3500ft) \u2013 OST (+5000ft)<\/span><\/p>\n

OST 7Y (conventional)<\/b><\/span><\/p>\n

passing 827ft \u2013 TR 307\u00b0 \u2013 INT RDL 086\/8.5NM OST VOR\/DME (+2500ft) \u2013 RDL 086 OST VOR (a 7NM OST DME: +3500ft) \u2013 OST VOR\/DME (+5000ft)<\/span><\/p>\n

OST 7Y (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+827ft) \u2013 TR 307\u00b0 \u2013 RA508 (+2500ft) \u2013 TR 266\u00b0 \u2013 RA506 (+3500ft) \u2013 OST (+5000ft)<\/span><\/p>\n

OST 5W (conventional)<\/b><\/span><\/p>\n

passing 1500ft \u2013 RDL 103 OST VOR (a 13NM OST DME: +2500ft; a 8NM OST DME: +3500ft) \u2013 OST VOR\/DME (+5000ft)<\/span><\/p>\n

OST 5W (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+1500ft) \u2013 TR 283\u00b0 \u2013 RA507 (+3500ft) \u2013 OST (+5000ft)<\/span><\/p>\n

OST 5X (conventional)<\/b><\/span><\/p>\n

passing 1500ft \u2013 TR 307\u00b0 \u2013 INT RDL 086\/9.5NM OST VOR\/DME (+2500ft) \u2013 RDL 086 OST VOR (a 7NM OST DME: +3500ft) \u2013 OST VOR\/DME (+5000ft)<\/span><\/p>\n

OST 5X (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+1500ft) \u2013 TR 307\u00b0 \u2013 RA508 (+2500ft) \u2013 TR 266\u00b0 \u2013 RA506 (+3500ft) \u2013 OST (+5000ft)<\/span><\/p>\n

\/\/\/\/\/<\/span><\/p>\n

Remark 1<\/b><\/i><\/span>:<\/span> <\/span><\/h5>\n

For SID OST 7Z, OST 7Y: Remark 1: IAS MAX 210kt; Bank angle 20\u00b0 or rate of turn 3\u00b0\/s whichever requires the lesser bank;<\/span><\/p>\n

Minimum Climb Gradient 7% (425ft\/NM) until passing 1500 ft<\/span><\/p>\n

Remark<\/b><\/i><\/span> 2<\/b><\/i><\/span><\/span>:<\/span> <\/span><\/h5>\n

For SID OST 5W, OST 5X: IAS MAX 210kt; Bank angle 25\u00b0 or rate of turn 3\u00b0\/s whichever requires the lesser bank;<\/span><\/p>\n

Minimum Climb Gradient 7% (425kt\/NM) until passing 2000 ft<\/span><\/p>\n

 <\/p>\n

RATIR 7Z (conventional)<\/b><\/span><\/p>\n

passing 827ft \u2013 TR 247\u00b0\u2013 RDL 217 ROM VOR (a 6.7NM ROM DME: +2500ft) \u2013 RATIR (MCA come da autorizzazione ATC)<\/span><\/p>\n

RATIR 7Z (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+827ft) \u2013 TR 247\u00b0 \u2013 RA 603 (+2500ft) \u2013 TR 217\u00b0 \u2013 RATIR (MCA come da autorizzazione ATC)<\/span><\/p>\n

RATIR 5W<\/b> (conventional)<\/b><\/span><\/p>\n

passing 1500ft \u2013 TR 247\u00b0\u2013 RDL 217 ROM VOR (a 6.7NM ROM DME: +2500ft) \u2013 RATIR (MCA come da autorizzazione ATC)<\/span><\/p>\n

RATIR 5W<\/b> (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+1500ft) \u2013 TR 247\u00b0 \u2013 RA 603 (+2500ft) \u2013 TR 217\u00b0 \u2013 RATIR (MCA come da autorizzazione ATC)<\/span><\/p>\n

PEMAR 7Z (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+827ft) \u2013 TR 247\u00b0 \u2013 RA603 (+2500ft) \u2013 TR 217\u00b0 \u2013 RATIR (+3000ft) \u2013 RA501 (+5000ft) \u2013 TR 081\u00b0 \u2013 RA502 (+FL80 steady) \u2013 TR 008\u00b0 \u2013 PEMAR (+FL110)<\/span><\/p>\n

PEMAR 5W<\/b> (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+1500ft) \u2013 TR 247\u00b0 \u2013 RA603 (+2500ft) \u2013 TR 217\u00b0 \u2013 RATIR (+3000ft) \u2013 RA501 (+5000ft) \u2013 TR 081\u00b0 \u2013 RA502 (+FL80 steady) \u2013 TR 008\u00b0 \u2013 PEMAR (+FL110)<\/span><\/p>\n

OKUNO 7Z (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+827ft) \u2013 TR 247\u00b0 \u2013 RA603 (+2500ft) \u2013 TR 217\u00b0 \u2013 RATIR (+3000ft) \u2013 RA501 (+5000ft) \u2013 TR 081\u00b0 \u2013 RA502 (+FL80 steady) \u2013 TR 008\u00b0 \u2013 PEMAR (+FL110) \u2013 TR 024\u00b0 \u2013 OKUNO (+FL140)<\/span><\/p>\n

OKUNO 5W (RNAV1)<\/b><\/span><\/p>\n

TR 151\u00b0 (+1500ft) \u2013 TR 247\u00b0 \u2013 RA603 (+2500ft) \u2013 TR 217\u00b0 \u2013 RATIR (+3000ft) \u2013 RA501 (+5000ft) \u2013 TR 081\u00b0 \u2013 RA502 (+FL80 steady) \u2013 TR 008\u00b0 \u2013 PEMAR (+FL110) \u2013 TR 024\u00b0 \u2013 OKUNO (+FL140)<\/span><\/p>\n

\/\/\/\/\/<\/span><\/p>\n

Remark 1<\/b><\/i><\/span>:<\/span> <\/span><\/h5>\n

For SID RATIR 7Z, PEMAR 7Z, OKUNO 7Z: IAS MAX 210kt; <\/span>Bank angle 20\u00b0 or rate of turn 3\u00b0\/s whichever requires the lesser bank;<\/span><\/p>\n

Minimum Climb Gradient 7% (425ft\/NM) until passing 1500 ft<\/span><\/p>\n

Remark<\/b><\/i><\/span> 2<\/b><\/i><\/span><\/span>:<\/span> <\/span><\/h5>\n

For SID RATIR 5W, PEMAR 5X, OKUNO 5W: IAS MAX 210kt; <\/span>Bank angle 25\u00b0 or rate of turn 3\u00b0\/s whichever requires the lesser bank;<\/span><\/p>\n

Minimum Climb Gradient 7% (425kt\/NM) until passing 2000 ft<\/span><\/p>\n

\"\"<\/a><\/p>\n

\"Procedure<\/a><\/p>\n

Attenzione:<\/b><\/u><\/span><\/span><\/h5>\n

Il Supplemento S47\/25 non include ancora le modifiche introdotte dalla variante AIRAC A7\/22 (in vigore dal 11 Agosto 2022) che prevede la sostituzione dell\u2019identificativo \u2018ROM\u2019 con \u2018RMC\u2019 per il relativo apparato VOR\/DME.<\/span> <\/b><\/span><\/span><\/p>\n

______<\/p>\n

______<\/p>\n

 <\/p>\n

SID RWY 33<\/b><\/span><\/span><\/h5>\n

(Con la variante AIRAC A2\/24, in vigore dal 22 Febbraio 2024<\/span>, \u00e8 stata effettuata una revisione per un aggiornamento della variazione magnetica e sono state cancellate le SID URB 8C e RATIR 8C)<\/span><\/span><\/p>\n

(With AIRAC amendment A2\/24, effective from February 22 2024<\/span>, a revision was made for an update of the magnetic variation and SID URB 8C and RATIR 8C were deleted)<\/span><\/span><\/p>\n

\/\/\/\/<\/span><\/span><\/p>\n

Note \/\u00a0Remarks:<\/span><\/b><\/span><\/span><\/h5>\n

1. Tutte le virate devono essere effettuate come specificato \/\u00a0All turns shall be executed<\/span>:<\/span><\/span><\/p>\n

\u2013\u00a0IAS non superiore a 210 kt \/<\/span>\u00a0IAS not exceeding 210 kt;<\/span><\/span><\/span><\/p>\n

\u2013\u00a0bank angle 25\u00b0 o rateo di virata non inferiore a 3\u00b0 al secondo, quale dei due richieda un bank inferiore \/<\/span>\u00a0bank angle 25\u00b0 or rate of turn not less than 3\u00b0 per second whichever requires the lesser bank.<\/span><\/span><\/span><\/p>\n

2. Per la SID OST 9E il gradiente minimo di salita \u00e8 il seguente: 300 ft\/NM fino a lasciare 2000 ft. \/<\/span> For OST 9E only minimum climb gradient of 300 ft\/NM until leaving 2000 ft.<\/span><\/span><\/span><\/p>\n

\/\/\/\/\/<\/span><\/span><\/p>\n

OST 9E<\/b><\/span><\/span><\/p>\n

RDL 329 RMC VOR (a 4NM RMC DME: +2000ft o +1500ft per aeromobili on motore a pistoni) \u2013 RDL 063 OST VOR (TR 243\u00b0) (a 12NM OST DME: +3000ft) \u2013 AKILI (+4000ft) \u2013 OST VOR\/DME (+5000ft)<\/span><\/span><\/p>\n

KASCI 1V<\/b><\/span><\/span><\/p>\n

RDL 329 RMC VOR (a 4NM RMC DME: +2000ft o +1500ft per aeromobili on motore a pistoni) \u2013 KASCI (+3000ft steady)<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

\"\"<\/a><\/p>\n

MSA<\/p>\n

\"\"<\/a><\/p>\n

_____<\/span><\/p>\n

 <\/p>\n

SID RNAV1 RWY 33<\/b><\/span><\/span><\/h5>\n

(Information updated at AIRAC A13\/25, in force from December 25, 2025)<\/span><\/span><\/p>\n

\/\/\/\/<\/span><\/span><\/p>\n

OST 2F<\/b><\/span><\/span><\/p>\n

TR 329\u00b0 – RA 503 (+2000ft o +1500ft per aeromobili on motore a pistoni) \u2013 TR 288\u00b0 – RA504 (+3000ft, IAS MAX 210kt) \u2013 TR 243\u00b0 – RA505 (+4000ft) \u2013 OST (+5000ft)<\/span><\/span><\/p>\n

KASCI 2F<\/b><\/span><\/span><\/p>\n

TR 329\u00b0 – RA 503 (+2000ft o +1500ft per aeromobili on motore a pistoni) \u2013 TR 328\u00b0 – KASCI (+3000ft)<\/span><\/span><\/p>\n

RATIR 2F<\/b><\/span><\/span><\/p>\n

TR 329\u00b0 – RA 503 (flyover waypoint, +2000ft o +1500ft per aeromobili on motore a pistoni) \u2013 TR 184\u00b0 – RA509 (+3000ft, IAS<\/span> MAX 210kt) \u2013 TR 183\u00b0 – RATIR (MCA as cleared by ATC)<\/span><\/span><\/span><\/span><\/p>\n

Turn at RA503 MNM BANK ANGLE 25\u00b0 or standard turn rate, whichever requires the lesser bank.<\/span><\/span><\/p>\n

\"Procedure<\/a><\/h5>\n

\/\/\/\/<\/p>\n

\"\"<\/a><\/p>\n

______<\/p>\n

 <\/p>\n

TSE (Transition Segment to Enroute)<\/b><\/span><\/span><\/h5>\n
TSE verso Nord \/ Nord Ovest<\/b><\/span><\/span><\/h5>\n

(Con la variante AIRAC A2\/24, in vigore dal 22 Febbraio 2024, \u00e8 stata effettuata una revisione per un aggiornamento della variazione magnetica)<\/span> <\/span><\/span><\/span><\/p>\n

(With AIRAC amendment A2\/24, effective from February 22 2024<\/span>, a revision was made for an update of the magnetic variation) <\/span><\/span><\/span><\/p>\n

\/\/\/\/\/<\/p>\n

Il Supplemento S30\/26, in vigore dal 14 Maggio 2026 al 20 Gennaio 2027, segnala la non disponibilit\u00e0 dell’apparato VOR\/DME di Tarquinia “TAQ” <\/span>\u00a0<\/span><\/span><\/span><\/p>\n

Supplement S30\/26, effective May 14, 2026 to January 20, 2027, reports the unavailability of Tarquinia VOR\/DME “TAQ\u201d apparatus<\/span><\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/span><\/span><\/span><\/p>\n

TSE verso Nord \/ Nord Ovest<\/b><\/span><\/span><\/span><\/h5>\n

SOVAN <\/b>6V<\/b> <\/b>(conventional)<\/span><\/span><\/p>\n

OST VOR\/DME (+5000ft) \u2013 RDL 343 OST VOR (a 24NM OST DME: +FL110) \u2013 SOVAN<\/span><\/span><\/p>\n

SOVAN <\/b>6V <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 343\u00b0 \u2013 RA 531 (+FL110) \u2013 SOVAN<\/span><\/span><\/p>\n

GILIO <\/b>6V <\/b>(conventional)<\/span><\/span><\/p>\n

OST VOR\/DME (+5000ft) \u2013 RDL 278 OST VOR \u2013 NENIG \u2013 RDL 130 ELB VOR <\/span>(TR 310\u00b0) <\/span>\u2013 GILIO (+FL200 per aeromobili diretti a LIML via Q704; +FL100 per gli altri)<\/span><\/span><\/p>\n

GILIO <\/b>6V<\/b> <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 278\u00b0 \u2013 NENIG \u2013 TR 310\u00b0 \u2013 GILIO (+FL200 per aeromobili diretti a LIML via Q704; +FL100 per gli altri)<\/span><\/span><\/p>\n

PODOX <\/b>6<\/b>V<\/b> <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 265\u00b0 \u2013 XENOL \u2013 TR 273\u00b0 \u2013 GISPA \u2013 TR 307\u00b0 \u2013 PODOX (+FL100)<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

TSE verso Nord \/ Nord Est<\/b><\/span><\/span><\/h5>\n

TIBER <\/b>6S<\/b> (<\/b>conventional)<\/span><\/span><\/p>\n

OST VOR\/DME (+5000ft) \u2013 TR 187\u00b0 (RDL 187 OST VOR) \u2013 XIBRI \u2013 DIBVI (+6000ft) \u2013 TR 022\u00b0 (RDL 202 RMC VOR) \u2013 RMC VOR\/DME \u2013 TR 358\u00b0 (RDL 358 RMC VOR) \u2013 GEGDU (+FL110) \u2013 TIBER<\/span><\/span><\/p>\n

TIBER <\/b>6S <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 187\u00b0 \u2013 XIBRI (flyover waypoint) \u2013 DIBVI (+6000ft) \u2013 TR 022\u00b0 (RDL 202 RMC VOR) \u2013 RMC \u2013 TR 358\u00b0 \u2013 GEGDU (+FL110) \u2013 TIBER<\/span><\/span><\/p>\n

OKUNO <\/b>6<\/b>S <\/b>(conventional)<\/span><\/span><\/p>\n

OST VOR\/DME (+5000ft) \u2013 TR 187\u00b0 (RDL 187 OST VOR) \u2013 XIBRI \u2013 DIBVI (+6000ft) \u2013 TR 022\u00b0 (RDL 202 RMC VOR) \u2013 RMC VOR\/DME \u2013 TR 032\u00b0 (RDL 032 RMC VOR) \u2013 LELSU (+FL110) \u2013 TR 057\u00b0 (RDL 057 OST VOR) \u2013 OKUNO<\/span><\/span><\/p>\n

OKUNO <\/b>6S<\/b> <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 187\u00b0 \u2013 XIBRI (flyover waypoint) \u2013 DIBVI (+6000) \u2013 TR 022\u00b0 \u2013 RMC \u2013 TR 032\u00b0 \u2013 LELSU\u00a0(+FL110) \u2013 TR 057\u00b0 \u2013 OKUNO<\/span><\/span><\/p>\n

SIPRO <\/b>6S<\/b> <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 187\u00b0 \u2013 XIBRI (flyover waypoint) \u2013 DIBVI (+6000) \u2013 TR 022\u00b0 \u2013 IPMUT \u2013 TR 089\u00b0 \u2013 OTKUB (+FL120) \u2013 FRS \u2013 TR 121\u00b0 \u2013 SIPRO<\/span><\/span><\/p>\n

SIPRO <\/b>6<\/b>U <\/b>(RNAV1)<\/span><\/span><\/p>\n

RATIR (+3000ft) \u2013 RA501 (+5000ft) \u2013 TR 080\u00b0 \u2013 RA502 (FL110) \u2013 TR 097\u00b0 \u2013 FRS \u2013 TR 121\u00b0 \u2013 SIPRO<\/span><\/span><\/p>\n

PEMAR <\/b>6S<\/b> <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 187\u00b0 \u2013 XIBRI (flyover waypoint) \u2013 DIBVI (+6000) \u2013 TR 022\u00b0 \u2013 RMC (+FL80) \u2013 TR 358\u00b0 \u2013 RA536 \u2013 TR 068\u00b0 \u2013 PEMAR (+FL110)<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

TSE<\/b><\/span> verso Sud \/ Sud Ovest<\/b><\/span><\/span><\/h5>\n

ESINO <\/b>6V<\/b> <\/b>(conventional)<\/span><\/span><\/p>\n

OST VOR\/DME (+5000ft) \u2013 TR 215\u00b0 (RDL 215 OST VOR) \u2013 TORLI \u2013 ESINO (+FL90 procedendo via M126; +FL100 procedendo via Z924 o M738)<\/span><\/span><\/p>\n

ESINO <\/b>6<\/b>V <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 215\u00b0 \u2013 TORLI \u2013 ESINO (+FL90 procedendo via M126; +FL100 procedendo via Z924 o M738)<\/span><\/span><\/p>\n

KONUT <\/b>6V <\/b>(conventional)<\/span><\/span><\/p>\n

OST VOR\/DME (+5000ft) \u2013 TR 215\u00b0 (RDL 215 OST VOR) \u2013 TORLI \u2013 TR 177\u00b0 \u2013 KONUT (+FL100)<\/span><\/span><\/p>\n

KONUT <\/b>6V<\/b> <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 215\u00b0 \u2013 TORLI \u2013 TR 177\u00b0 \u2013 KONUT (+FL100)<\/span><\/span><\/p>\n

PEPIX <\/b>6V <\/b>(conventional)<\/span><\/span><\/p>\n

OST VOR\/DME (+5000ft) \u2013 TR 187\u00b0 (RDL 187 OST VOR) \u2013 TR 159\u00b0 (RDL 159 TAQ VOR) \u2013 PEPIX (+FL100)<\/span><\/span><\/p>\n

PEPIX <\/b>6V <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 187\u00b0 \u2013 XIBRI \u2013 ELVIN \u2013 ADMOP \u2013 TR 159\u00b0 \u2013 PEPIX (+FL100)<\/span><\/span><\/p>\n

RIFFI <\/b>6V<\/b> <\/b>(conventional)<\/span><\/span><\/p>\n

OST VOR\/DME (+5000ft) \u2013 TR 187\u00b0 (RDL 187 OST VOR) \u2013 TR 131\u00b0 (RDL 311 PNZ VOR) \u2013 RIFFI (+FL90)<\/span><\/span><\/p>\n

RIFFI <\/b>6<\/b>V <\/b>(RNAV1)<\/span><\/span><\/p>\n

OST (+5000ft) \u2013 TR 187\u00b0 \u2013 XIBRI \u2013 ELVIN \u2013 TR 131\u00b0 \u2013 RIFFI (+FL90)<\/span><\/span><\/p>\n

RIFFI <\/b>6<\/b>U <\/b>(RNAV1)<\/span><\/span><\/p>\n

RATIR (+3000ft) \u2013 TR 169\u00b0 \u2013 RIFFI (+FL90)<\/span><\/span><\/p>\n

\"Procedure<\/a><\/p>\n

MSA<\/p>\n

\"\"<\/a><\/p>\n

_______<\/span><\/p>\n

<\/h5>\n
TSE RNAV1 a discrezione ATC<\/b><\/span><\/span><\/h5>\n

(Con la variante AIRAC A2\/24, in vigore dal 22 Febbraio 2024,<\/span> \u00e8 stata effettuata una revisione per un aggiornamento della variazione magnetica. Contestualmente, la carta \u00e8 stata rinominata, le procedure convenzionali sono state cancellate e il waypoint URB NDB \u00e8 stato sostituito da KASCI)<\/span> <\/span><\/span><\/p>\n

(With AIRAC amendment A2\/24, effective from February 22 2024<\/span>, a revision was made for an update of the magnetic variation. At the same time, the chart was renamed, conventional procedures has been cancelled and waypoint URB NDB has been replaced by KASCI)<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/span><\/span><\/p>\n

TIBER <\/b>6T<\/b> <\/b>(RNAV1)<\/span><\/span><\/p>\n

KASCI (3000ft steady, IAS MAX 250kt) \u2013 TR 012\u00b0 \u2013 TIBER (+FL110)<\/span><\/span><\/p>\n

SIPRO <\/b>6T<\/b> <\/b>(RNAV1)<\/span><\/span><\/p>\n

KASCI (3000ft steady, IAS MAX 250kt) \u2013 TR 072\u00b0 \u2013 EKVAV \u2013 TR 122\u00b0 \u2013 RA532 (+FL110) \u2013 FRS \u2013 TR 121\u00b0 \u2013 SIPRO<\/span><\/span><\/p>\n

PEMAR <\/b>6T <\/b>(RNAV1)\u00a0<\/span><\/span><\/p>\n

KASCI (3000ft steady, IAS MAX 250kt) \u2013 TR 328\u00b0 \u2013 RA533 \u2013 TR 040\u00b0 \u2013 RA534 \u2013 (+FL80) \u2013 TR 102\u00b0 \u2013 PEMAR (+FL110)<\/span><\/span><\/p>\n

\"\"<\/a><\/p>\n

(informazioni sulle restrizioni di velocit\u00e0 aggiornate alla variante AIRAC A5\/24 in vigore dal 16 Maggio 2024)<\/span><\/p>\n

_____<\/p>\n

 <\/p>\n

Norme particolari per gli aeromobili in partenza dall\u2019 aeroporto di Roma\/Ciampino<\/span><\/span><\/strong><\/span><\/h5>\n
Special instructions for aircraft departing from Roma\/Ciampino aerodrome<\/span><\/span><\/strong><\/span><\/h5>\n
Controllo della velocit\u00e0<\/span><\/strong><\/span><\/h5>\n

I piloti degli aeromobili in decollo, dovranno mantenere una IAS non superiore a 250 kt sino all\u2019attraversamento di FL100.<\/span><\/p>\n

Tale limite di velocit\u00e0 potr\u00e0 essere cancellato dall\u2019ATC, con la frase: \u201cNessuna restrizione ATC di velocit\u00e0\u201d.<\/span><\/p>\n

I piloti che non potessero eseguire la suddetta limitazione dovranno darne comunicazione all\u2019ATC al momento di richiedere l\u2019autorizzazione alla messa in moto dei motori.<\/span><\/p>\n

Analogamente, se tale circostanza si verificasse in volo, i piloti dovranno avvertire immediatamente l\u2019ATC, mantenendo la minima <\/span>velocit\u00e0 possibile.<\/span><\/span><\/p>\n

\u00a0<\/strong>Speed control<\/strong><\/span><\/h5>\n

Pilots of the departing aircraft shall maintain an IAS not exceeding 250 kt until crossing FL100.<\/span><\/span><\/em><\/span><\/p>\n

The above speed limit may be removed by ATC with the phrase: \u201cNo ATC speed restriction\u201d.<\/span><\/span><\/em><\/span><\/p>\n

Pilots unable to comply with such a limitation shall inform ATC when requesting start-up clearance<\/span><\/span><\/em><\/span><\/p>\n

Similarly, whenever such a case should arise during flight, pilots shall immediately advise ATC maintaining the minimum operational speed acceptable.<\/span><\/span><\/em><\/span><\/p>\n

_____<\/p>\n

_____<\/p>\n

_____<\/p>\n

\"\"<\/a><\/p>\n","protected":false},"excerpt":{"rendered":"

Le più recenti modifiche apportate alle procedure strumentali di Roma Ciampino sono: – revisione completa delle SID a causa di un aggiornamento della variazione magnetica (AIRAC A2\/24, in vigore dal 22 Febbraio 2024) – lievi modifiche alle STAR MOPUV, alla procedura di avvicinamento RNP-A circling RWY 33 e SID RNAV1 RWY 33 rinominate (AIRAC A13\/25, […]<\/p>\n","protected":false},"author":2,"featured_media":14258,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2,7,8],"tags":[326,740,328,930,308],"class_list":["post-16053","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-airac","category-notam","category-supplements","tag-cmp","tag-locri","tag-ratir","tag-rmc","tag-roma-ciampino"],"yoast_head":"\nProcedure strumentali di Roma Ciampino - Aeronautical Information<\/title>\n<meta name=\"description\" content=\"Procedure strumentali di Roma Ciampino. 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\"Procedure<\/a><\/p>\n

\"Procedure<\/a><\/p>\n