{"id":17875,"date":"2024-05-14T09:34:05","date_gmt":"2024-05-14T07:34:05","guid":{"rendered":"https:\/\/aeronauticalinformation.it\/?p=17875"},"modified":"2026-06-29T16:48:43","modified_gmt":"2026-06-29T14:48:43","slug":"procedure-strumentali-di-firenze","status":"publish","type":"post","link":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/05\/14\/procedure-strumentali-di-firenze\/","title":{"rendered":"Procedure strumentali di Firenze"},"content":{"rendered":"

Le ultime modifiche alle procedure strumentali di Firenze sono le seguenti:<\/span><\/span><\/p>\n

\u2013\u00a0revisione completa a causa di un aggiornamento della declinazione magnetica\u00a0<\/span>(AIRAC A10\/24, in vigore dal 3<\/span><\/span>\u00a0Ottobre 2024)<\/span><\/span><\/span><\/p>\n

\u2013\u00a0modifica al circuito d\u2019attesa su GONGA \u2013 nuova procedura di avvicinamento RNP-X RWY 05\u00a0<\/span>(AIRAC A2\/25, in vigore dal 20 Febbraio 2025)<\/span><\/span><\/span><\/p>\n

\u2013\u00a0Istituzione circuito di attesa su UTUVI<\/span>\u00a0<\/span>(AIRAC A6\/25, in vigore dal\u00a012<\/span><\/span>\u00a0<\/span>Giugno<\/span><\/span>\u00a0<\/span>2025)<\/span><\/span><\/span><\/p>\n

\u2013\u00a0revisione completa a causa <\/span>della istituzione dello spazio aereo della CTA di Firenze<\/span>\u00a0<\/span>e del ridimensionamento della CTR di Firenze. <\/span>Contestuale modifica di rotte e radiali a causa di un aggiornamento della declinazione magnetica<\/span> (AIRAC A1<\/span><\/span>2<\/span>\/2<\/span>5<\/span>, in vigore dal <\/span>27<\/span>\u00a0<\/span>Novembre<\/span> 202<\/span>5<\/span>)<\/span><\/span><\/span><\/p>\n

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

STAR<\/b><\/span><\/span><\/h5>\n
STAR RNP1 RWY 05<\/b><\/span><\/span><\/h5>\n

Carta rinominata e revisionata con AIRAC A12\/25, in vigore dal 27 Novembre 2025. <\/span><\/span><\/p>\n

Le procedure descritte nella carta conducono allo\u00a0IAF<\/b>\u00a0sul waypoint\u00a0UTUVI<\/b>, su<\/span>l quale \u00e8 attestato anche un circuito d\u2019attesa:<\/span><\/span><\/p>\n

inbound 044\u00b0\/outbound 224\u00b0, +3000ft – FL90, IAS MAX 185kt<\/span><\/span><\/p>\n

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

Circuiti d\u2019attesa sono stabiliti anche sui waypoints GONGA, IMMAF e IRZEC :<\/span><\/span><\/p>\n

GONGA<\/b>:<\/span><\/span><\/p>\n

inbound 044\u00b0\/outbound 224\u00b0, +4000ft \/ -5000ft, IAS MAX 190kt<\/span> <\/span><\/span><\/span><\/p>\n

IMMAF<\/b>:<\/span><\/span><\/p>\n

inbound 044\u00b0\/outbound 224\u00b0, +6000ft \/ -FL90, IAS MAX 210kt<\/span><\/span><\/p>\n

IRZEC<\/b>:<\/span><\/span><\/p>\n

inbound 358\u00b0\/outbound 178\u00b0, +4000ft \/ -5000ft, IAS MAX 190kt<\/span><\/span><\/p>\n

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

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

BIKTU (+FL130\/-FL180, IAS MAX 250kt) \u2013 TR 208\u00b0 \u2013 RQ759 (+FL110) \u2013 RQ454 (+6000ft) – TR 224\u00b0 \u2013 RQ449 \u2013 IMMAF (IAS MAX 210kt) \u2013 RQ439 (+4000ft) \u2013 RQ434 \u2013 RQ429 \u2013 TR 314\u00b0 RQ423 \u2013 TR 044\u00b0 – GONGA (IAS MAX 190kt) – UTUVI (+3000ft)<\/span><\/span><\/p>\n

GAPMI 1A (ATC discretion)<\/b><\/span><\/span><\/p>\n

GAPMI (+FL130\/-FL170, IAS MAX 250kt) \u2013\u00a0TR 123\u00b0\u00a0\u2013 UPHOC (+FL100, IAS MAX 230kt) \u2013\u00a0TR 187\u00b0\u00a0\u2013 RQ724\u00a0(+4000ft, IAS MAX 210kt) \u2013\u00a0TR 134\u00b0 – GONGA (IAS MAX 190kt) \u2013\u00a0TR 044\u00b0\u00a0\u2013 UTUVI (+3000ft)<\/span><\/span><\/p>\n

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

GAPMI (+FL130\/-FL170, IAS MAX 250kt) \u2013\u00a0TR 123\u00b0\u00a0\u2013 UPHOC (+FL100, IAS MAX 230kt) \u2013\u00a0TR 134\u00b0 – RQ456 (+6000ft) – IMMAF (IAS MAX 210kt) \u2013\u00a0TR 224\u00b0\u00a0\u2013 RQ439 (+4000ft) \u2013 RQ434 \u2013 RQ429 \u2013 TR 314\u00b0 – RQ423 \u2013 TR 044\u00b0 – GONGA (IAS MAX 190kt) – UTUVI (+3000ft)<\/span><\/span><\/p>\n

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

GAPMI (+FL130\/-FL170, IAS MAX 250kt) \u2013\u00a0TR 123\u00b0\u00a0\u2013 UPHOC (+FL100, IAS MAX 230kt) \u2013\u00a0TR 134\u00b0 – RQ456 (+6000ft) – IMMAF (IAS MAX 210kt) \u2013\u00a0TR 224\u00b0\u00a0\u2013 RQ439 (+4000ft) \u2013 RQ434 \u2013 RQ429 \u2013 TR 314\u00b0 – RQ423 \u2013 TR 044\u00b0 – GONGA (IAS MAX 190kt) – UTUVI (+3000ft)<\/span><\/span><\/p>\n

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

GAVRA<\/span>\u00a0<\/span>(+FL130\/-FL180, IAS MAX 250kt) <\/span>\u2013\u00a0TR <\/span>263<\/span>\u00b0<\/span>\u00a0\u2013 RQ4<\/span>59<\/span> (+<\/span>FL110<\/span>) \u2013 RQ4<\/span>54<\/span> (+<\/span>6<\/span>000ft)\u00a0<\/span>\u2013\u00a0TR <\/span>224<\/span>\u00b0\u00a0<\/span>\u2013 RQ449 – IMMAF<\/span> (IAS MAX <\/span>210<\/span>kt) <\/span>\u2013\u00a0TR <\/span>224<\/span>\u00b0\u00a0\u2013 <\/span>RQ439 (+4000ft) \u2013 RQ434 \u2013 RQ429 \u2013 TR 314\u00b0 – RQ423 \u2013 TR 044\u00b0 – GONGA (IAS MAX 190kt) – <\/span>UTUVI (+3000ft)<\/span><\/span><\/span><\/p>\n

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

IBRID<\/span>\u00a0(+FL1<\/span>2<\/span>0\/-FL1<\/span>6<\/span>0, IAS MAX 250kt) <\/span>\u2013\u00a0<\/span>TR <\/span>307<\/span>\u00b0<\/span>\u00a0\u2013 <\/span>RQ<\/span>754<\/span> (+FL110) \u2013 RQ<\/span>749 <\/span>(+6000ft)\u00a0<\/span>\u2013\u00a0<\/span> IMMAF<\/span> (IAS MAX <\/span>210<\/span>kt) <\/span>\u2013\u00a0TR <\/span>224<\/span>\u00b0\u00a0\u2013 <\/span>RQ439 (+4000ft) \u2013 RQ434 \u2013 RQ429 \u2013 TR 314\u00b0 – RQ423 \u2013 TR 044\u00b0 – GONGA (IAS MAX 190kt) – <\/span>UTUVI (+3000ft)<\/span><\/span><\/span><\/p>\n

IRZEC 1A (ATC discretion)<\/b><\/span><\/span><\/p>\n

IRZEC <\/span>(<\/span>+400<\/span>0, IAS MAX <\/span>19<\/span>0kt) <\/span>\u2013\u00a0<\/span>TR <\/span>281<\/span>\u00b0<\/span>\u00a0\u2013 <\/span>RQ439 (+4000ft, <\/span>IAS MAX 210kt<\/span>) \u2013 <\/span>TR 224\u00b0 – <\/span>RQ434 \u2013 RQ429 \u2013 TR 314\u00b0 – RQ423 \u2013 TR 044\u00b0 – GONGA (IAS MAX 190kt) – <\/span>UTUVI (+3000ft)<\/span><\/span><\/span><\/p>\n

LOMED 1A (ATC discretion)<\/b><\/span><\/span><\/p>\n

LOMED <\/span>(<\/span>+FL110<\/span>, IAS MAX <\/span>25<\/span>0kt) <\/span>\u2013\u00a0<\/span>TR <\/span>214<\/span>\u00b0<\/span>\u00a0\u2013 <\/span>UPHOC <\/span>(+<\/span>FL100<\/span>, <\/span>IAS MAX 230kt<\/span>) \u2013 <\/span>TR 187\u00b0 – <\/span>RQ<\/span>724<\/span> (+4000ft, IAS MAX 210kt) <\/span>\u2013 <\/span>TR 134\u00b0 – <\/span>GONGA (IAS MAX 190kt) \u2013 <\/span>TR 044\u00b0 – <\/span>UTUVI (+3000ft)<\/span><\/span><\/span><\/p>\n

(<\/span>disponibile solo per il traffico in partenza da Bologna (LIPE)<\/span><\/span><\/span><\/p>\n

LOMED 1C <\/b><\/span><\/span><\/p>\n

LOMED <\/span>(<\/span>+FL110<\/span>, IAS MAX <\/span>25<\/span>0kt) <\/span>\u2013\u00a0<\/span>TR <\/span>214<\/span>\u00b0<\/span>\u00a0\u2013 <\/span>UPHOC <\/span>(+<\/span>FL100<\/span>, <\/span>IAS MAX 230kt<\/span>) \u2013 <\/span>TR 134\u00b0 – <\/span>RQ456 (+6000ft) –<\/span> IMMAF<\/span> (IAS MAX <\/span>210<\/span>kt) <\/span>\u2013\u00a0TR <\/span>224<\/span>\u00b0\u00a0\u2013 <\/span>RQ439 (+4000ft) \u2013 RQ434 \u2013 RQ429 \u2013 TR 314\u00b0 – RQ423 \u2013 TR 044\u00b0 – GONGA (IAS MAX 190kt) – <\/span>UTUVI (+3000ft)<\/span>GONGA (IAS MAX 190kt) \u2013 <\/span>TR 044\u00b0 – <\/span>UTUVI (+3000ft)<\/span><\/span><\/span><\/p>\n

(disponibile solo per il traffico in partenza da Bologna (LIPE)<\/span><\/span><\/p>\n

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

MAREL<\/span> (-<\/span>FL160\/<\/span>+FL1<\/span>2<\/span>0<\/span>, IAS MAX <\/span>25<\/span>0kt) <\/span>\u2013\u00a0<\/span>TR <\/span>015<\/span>\u00b0<\/span>\u00a0\u2013 <\/span>RQ433<\/span> (+<\/span>FL1<\/span>1<\/span>0<\/span>, <\/span>IAS MAX 230kt<\/span>) \u2013 <\/span>AKUTO (+6000ft) – <\/span>TR <\/span>027<\/span>\u00b0 – <\/span>RQ423 <\/span>(+4000ft, IAS MAX 210kt) <\/span>\u2013 TR 044\u00b0 – GONGA (IAS MAX 190kt) – <\/span>UTUVI (+3000ft)<\/span>GONGA (IAS MAX 190kt) \u2013 <\/span>TR 044\u00b0 – <\/span>UTUVI (+3000ft)<\/span><\/span><\/span><\/p>\n

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

Segue la rappresentazione grafica della Minimum Sector Altitude basata sull\u2019ARP.<\/span><\/span><\/p>\n

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

______<\/p>\n

STAR VOR RWY 05 (ATC discretion)<\/b><\/span><\/span><\/h5>\n

Carta rinominata e revisionata con AIRAC A12\/25, in vigore dal 27 Novembre 2025.<\/span><\/span><\/span> <\/span><\/span><\/p>\n

Le procedure descritte nella carta conducono agli\u00a0<\/span>IAF\u00a0<\/b><\/span>su\u00a0<\/span>GONGA e PRT VOR\/DME<\/b><\/span>, sui quali sono attestati anche dei circuiti d\u2019attesa.<\/span><\/span><\/span><\/p>\n

Le procedure sono utilizzabili da aeromobili non equipaggiati RNP1<\/span><\/span><\/p>\n

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

GONGA\u00a0<\/b>\u2013 inbound 044\u00b0\/outbound 224\u00b0, +4000ft \/ -5000ft, IAS MAX\u00a0190kt \/ distanza limite 22NM PRT\/ DME<\/span><\/span><\/p>\n

PRT VOR\/DME\u00a0<\/b>\u2013 inbound 209\u00b0\/outbound 029\u00b0, +6000ft, IAS MAX 210kt<\/span><\/span><\/p>\n

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

AKUTO 1G<\/b><\/span><\/span><\/p>\n

AKUTO\u00a0<\/span>\u2013\u00a0TR 04<\/span>4<\/span>\u00b0 (RDL 22<\/span>4<\/span>\u00a0PRT VOR)<\/span>\u00a0(a 23NM PRT DME: +5000ft) \u2013 GONGA (+<\/span>4<\/span>000ft)<\/span><\/span><\/span><\/p>\n

BIKTU\u00a01G<\/b><\/span><\/span><\/p>\n

BIKTU\u00a0\u2013\u00a0TR 22<\/span>8<\/span>\u00b0 (RDL 04<\/span>8<\/span>\u00a0PRT VOR) (a 1<\/span>2<\/span>NM PRT DME: +FL110)\u00a0\u2013\u00a0PRT VOR\/DME (+6000ft)<\/span><\/span><\/span><\/p>\n

GAPMI\u00a01G<\/b><\/span><\/span><\/p>\n

GAPMI<\/span>\u00a0\u2013\u00a0TR <\/span>114<\/span>\u00b0 (RDL <\/span>294 <\/span>PRT VOR) (a 1<\/span>8<\/span>NM PRT DME: +FL110)\u00a0\u2013\u00a0PRT VOR\/DME (+6000ft)<\/span><\/span><\/span><\/p>\n

GAVRA\u00a01G<\/b><\/span><\/span><\/p>\n

GAVRA\u00a0\u2013\u00a0TR 27<\/span>0<\/span>\u00b0\u00a0(RDL 09<\/span>0<\/span>\u00a0PRT VOR) (a 1<\/span>0<\/span>NM PRT DME: +FL110)\u00a0\u2013\u00a0PRT VOR\/DME (+6000ft)<\/span><\/span><\/span><\/p>\n

IBRID 1G<\/b><\/span><\/span><\/p>\n

IBRID\u00a0\u2013\u00a0TR 3<\/span>31<\/span>\u00b0\u00a0(RDL 15<\/span>1<\/span>\u00a0PRT VOR) (a 1<\/span>3<\/span>NM PRT DME: +<\/span>FL110<\/span>)\u00a0\u2013\u00a0PRT VOR\/DME (+6000ft)<\/span><\/span><\/span><\/p>\n

LOMED 1G<\/b><\/span><\/span><\/p>\n

LOMED\u00a0<\/span>\u2013\u00a0TR 14<\/span>3<\/span>\u00b0\u00a0(RDL 32<\/span>3<\/span>\u00a0PRT VOR) (a 10NM PRT DME: +TRL)\u00a0<\/span>\u2013\u00a0PRT VOR\/DME (+6000ft)<\/span><\/span><\/span><\/p>\n

(<\/span>disponibile solo per il traffico in partenza da Bologna (LIPE)<\/span><\/span><\/span><\/p>\n

PIS 1G<\/b><\/span><\/span><\/p>\n

PIS VOR\/DME\u00a0<\/span>\u2013\u00a0<\/span>TR 09<\/span>7<\/span>\u00b0 (RDL 09<\/span>7 PIS <\/span>VOR) (a 15 NM <\/span>PIS<\/span> DME:+6000ft)\u00a0<\/span>\u2013 <\/span>GONGA (+<\/span>4<\/span>000ft)<\/span><\/span><\/span><\/p>\n

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

Segue la rappresentazione grafica della Minimum Sector Altitude basata sul VOR\/DME PRT<\/span><\/span><\/p>\n

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

_______<\/p>\n

_______<\/p>\n

Procedure strumentali di avvicinamento<\/b><\/span><\/span><\/h5>\n

 <\/p>\n

Restrizioni della velocit\u00e0 <\/b><\/span><\/span><\/strong><\/span><\/h5>\n

I piloti degli aeromobili diretti a LIRQ (Firenze\/Peretola AD) devono rispettare le limitazioni di velocit\u00e0 dettagliate di seguito, eseguendo una delle procedure di avvicinamento strumentale sottoelencate, se non diversamente istruiti dall\u2019Ente ATC:<\/span><\/span><\/p>\n

a. \u2018ILS-Z RWY 05\u2019, \u2018ILS-Y RWY 05\u2019, \u2018ILS-X RWY 05\u2019, \u2018RNP-Z RWY 05\u2019, \u2018RNP-Y RWY 05\u2019:<\/span><\/span><\/p>\n

\u2013\u00a0IAS MAX 180 kt ad una distanza di 13 NM dalla RWY THR;<\/span><\/span><\/p>\n

\u2013\u00a0IAS MAX 160 kt ad una distanza di 5 NM dalla RWY THR;<\/span><\/span><\/p>\n

b. \u2018VOR RWY 05\u2019, \u2018LOC RWY 05\u2019:<\/span><\/span><\/p>\n

\u2013\u00a0IAS MAX 180 kt iniziando la virata per intercettare la RDL appropriata per l\u2019avvicinamento VOR o ad una distanza di 13 NM dalla RWY THR;<\/span><\/span><\/p>\n

\u2013\u00a0IAS MAX 160 kt ad una distanza di 5 NM dalla RWY THR.<\/span><\/span><\/p>\n

(informazioni aggiornate alla variante AIRAC A12\/25, in vigore dal 27 Novembre 2025)<\/span><\/span><\/p>\n

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

Tutte le procedure di avvicinamento sono state revisionate con l\u2019AIRAC A12\/25, in vigore dal 27 Novembre 2025.<\/span><\/span><\/p>\n

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

ILS-Z RWY 05 CAT A\/B\/C
\n<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

IAF<\/b><\/span><\/strong>\u00a0su <\/span>GONGA e PRT VOR\/DME<\/span>, sui quali sono effettuabili dei circuiti d\u2019attesa.<\/span><\/span><\/p>\n

GONGA<\/b>\u00a0\u2013 inbound 044\u00b0\/outbound 224\u00b0 +4000ft\/ -5000ft, IAS MAX 190kt \/ distanza limite 22NM PRT DME<\/span><\/span><\/p>\n

PRT VOR\/DME<\/b>\u00a0\u2013 inbound 209\u00b0\/outbound 029\u00b0 MHA 6000ft<\/span> <\/span><\/span><\/p>\n

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

Segmento iniziale\u00a0<\/b><\/u><\/span>IAF GONGA<\/b><\/u><\/span><\/strong><\/span><\/h5>\n

GONGA (+<\/span>4<\/span>000ft) \u2013\u00a0RDL 22<\/span>4<\/span>\u00a0PRT VOR (TR 04<\/span>4<\/span>\u00b0) \u2013 UTUVI (<\/span>IF, <\/b><\/span><\/strong>+3000ft<\/span><\/strong>) \u2013 NIBTO (<\/span>FA<\/b><\/span><\/strong>F<\/b><\/span><\/strong>\u00a0<\/b><\/span><\/strong>+3000ft) \u2013 segmento finale su\u00a0<\/span>TR <\/span>04<\/span>4<\/span>\u00b0<\/span><\/span><\/p>\n

Segmento iniziale\u00a0<\/b><\/u><\/span>IAF PRT VOR\/DME<\/b><\/u><\/span><\/strong><\/span><\/h5>\n

PRT VOR\/DME<\/span>\u00a0(+6000ft) \u2013 tratto outbound su\u00a0TR 21<\/span>2<\/span>\u00b0 (RDL 21<\/span>2<\/span>\u00a0PRT VOR) CAT \u2018C\u2019 IAS MAX 185kt oppure\u00a0TR 21<\/span>6<\/span>\u00b0 (RDL 21<\/span>6<\/span>\u00a0PRT VOR)<\/span>\u00a0CAT \u2018A\u2019 \u2018B\u2019 IAS MAX 140kt \u2013 virata a destra per portarsi sull\u2019\u00a0<\/span>IF<\/b><\/span><\/strong>\u00a0UTUVI <\/span>(+3000ft)<\/span>, quindi<\/span>\u00a0NIBTO (<\/span>FA<\/b><\/span><\/strong>F<\/b><\/span><\/strong>) \u2013 segmento finale su\u00a0<\/span>TR <\/span>04<\/span>4<\/span>\u00b0<\/span><\/span><\/p>\n

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

Mancato avvicinamento con virata a destra (IAS MAX 160kt) prima della soglia 05 ma non prima di 1NM IFZ DME. Intercettare RDL 172 PRT VOR fino al circuito d\u2019attesa su IRZEC che si svolge fra 15NM e 19NM (inbound TR 352\u00b0, outbound TR 172\u00b0, IAS MAX 190kt, +4000ft \/ \u2013 5000ft)<\/span><\/span><\/p>\n

Nota:<\/span><\/span><\/strong><\/span><\/h5>\n

Missed approach obstacle clearance is provided by 2.5% gradient. 3.5% gradient (215ft\/NM) is required to remain inside vertical limits of controlled airspace and to reach IRZEC holding pattern at 4000ft. Pilots unable to comply with this gradient shall inform ATC and are advised that will fly within airspace classified \u201cG\u201d<\/span> <\/span><\/span><\/span><\/p>\n

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

vista in profilo<\/span><\/span><\/span><\/p>\n

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

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

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

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

<\/h5>\n
ILS-Y<\/b><\/span><\/span><\/strong> RWY 05 CAT A\/B\/C<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

IF<\/b><\/span><\/strong>\u00a0su <\/span>UTUVI,<\/span> su<\/span>l<\/span> qual<\/span>e<\/span> \u00e8 attestato anche un circuito d\u2019<\/span>attesa.<\/span><\/span><\/p>\n

UTUVI<\/b>\u00a0\u2013 inbound 044\u00b0\/outbound 224\u00b0 +3000ft\/ -FL90, IAS MAX 185kt.<\/span><\/span><\/p>\n

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

Quindi transizione RNP per l\u2019ILS:<\/span><\/span><\/p>\n

UTUVI (+3000ft) \u2013 TR 044\u00b0 – NIBTO (<\/span>FAF<\/b><\/span>, +3000ft) <\/span><\/span><\/span><\/p>\n

S<\/span>egmento finale su\u00a0<\/span>TR <\/span>04<\/span>4<\/span>\u00b0<\/span><\/span><\/p>\n

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

Mancato avvicinamento con virata a destra (IAS MAX 160kt) attraversando 900ft, con transizione ILS per il mancato avvicinamento RNP:<\/span><\/span><\/p>\n

TR 044\u00b0 (+900ft) \u2013 RQ508 \u2013 TR 183\u00b0 – IRZEC (+4000ft) <\/span><\/span><\/p>\n

Circuito d\u2019attesa su IRZEC: (inbound TR 358\u00b0, outbound TR 178\u00b0, IAS MAX 190kt, +4000ft \/ \u2013 5000ft)<\/span><\/span><\/p>\n

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

Missed approach obstacle clearance is provided by 2.5% gradient. 3.0% gradient (185ft\/NM) is required to remain inside vertical limits of controlled airspace and to reach IRZEC holding pattern at 4000ft. Pilots unable to comply with this gradient shall inform ATC and are<\/span> advised that will fly within airspace classified \u201cG\u201d <\/span><\/span><\/span><\/p>\n

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

Profilo<\/span><\/span><\/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 A1426\/26)<\/span><\/span><\/p>\n

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

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

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

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

<\/h5>\n
ILS-<\/b><\/span><\/span><\/strong>X <\/b><\/span><\/span><\/strong>RWY 05 CAT A\/B\/C<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

Nuova procedura istituita con la variante AIRAC A12\/25.<\/span><\/span><\/span><\/p>\n

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

Del tutto simile alla ILS-Z RWY 05, ad eccezione della procedura di avvicinamento, che descrivo di seguito: <\/span><\/span><\/p>\n

Virata a destra (IAS MAX 160kt) prima della soglia RWY 05, su TR 125\u00b0, per Intercettare e seguire RDL 172 PRT VOR (a 5NM PRT DME: +2500ft) fino al circuito d\u2019attesa su IRZEC che si svolge fra 15NM e 19NM (inbound TR 352\u00b0, outbound TR 172\u00b0, IAS MAX 190kt, +4000ft \/ \u2013 5000ft).<\/span><\/span><\/p>\n

IRZEC \u00e8 anche IAF a discrezione ATC dopo un mancato avvicinamento.<\/span><\/span><\/p>\n

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

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

_______<\/p>\n

RNP-Z<\/b><\/span><\/span><\/strong> RWY 05 CAT A\/B\/C<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

IF<\/b><\/span><\/strong>\u00a0su <\/span>UTUVI<\/span>, su<\/span>l<\/span> qual<\/span>e \u00e8 attestato anche un<\/span> circuit<\/span>o<\/span> d\u2019attesa:<\/span><\/span><\/p>\n

inbound 044\u00b0\/outbound 224\u00b0 +3000ft \/ -FL90, IAS MAX 185kt \/ <\/span><\/span><\/p>\n

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

UTUVI (+3000ft, IAS MAX 180kt) \u2013 TR 044\u00b0 – NIBTO (FAF, +3000ft).<\/span><\/span><\/p>\n

Segmento finale su TR 044\u00b0<\/span> <\/span><\/span><\/p>\n

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

Visual segment surface (VSS) da ostacoli da 850m fino a 400m dalla THR 05<\/span><\/span><\/p>\n

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

MAPt<\/b><\/span><\/strong>\u00a0sul punto RQ501 (flyover waypoint +940ft <\/span>for LNAV only<\/span>). Mancato avvicinamento con virata a destra fino al punto RQ50<\/span>7<\/span> (<\/span>IAS MAX 160kt<\/span>), <\/span>quindi TR 177\u00b0 fino al <\/span>circuito d\u2019attesa <\/span>su IRZEC <\/span>(inbound\u00a03<\/span>5<\/span>8\u00b0\u00a0\/ <\/span>outbound 178\u00b0, <\/span>IAS\u00a0MAX 1<\/span>90<\/span>kt, <\/span>+<\/span>4000ft\/<\/span>+<\/span>5000ft)<\/span><\/span><\/p>\n

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

Nota:<\/span><\/span><\/strong><\/span><\/h5>\n

Missed approach obstacle clearance is provided by 2.5% gradient. 3.5% gradient (215ft\/NM) is required to remain inside vertical limits of controlled airspace and to reach IRZEC holding pattern at 4000ft. Pilots unable to comply with this gradient shall inform ATC and are advised that will fly within airspace classified \u201cG\u201d<\/span> <\/span><\/span><\/p>\n

vista in profilo<\/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 A1426\/26)<\/span><\/span><\/p>\n

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

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

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

<\/h5>\n
RNP Y RWY 05 (LPV only) CAT A\/B\/C<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

(Attenzione: la procedura \u00e8 stata cancellata dal NOTAM B3446\/26, in vigore dal 4 Giugno 2026, a causa della istituzione dell’ICAO electronic Bulletin 2026\/13)\u00a0<\/strong><\/span><\/span><\/p>\n

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

Differisce dalla<\/span><\/span>\u00a0<\/span>RNP-Z RWY 05 per la sola procedura di mancato avvicinamento, che <\/span><\/span>descrivo di seguito:<\/span><\/span><\/span><\/p>\n

RQ50<\/span>5<\/span> (flyover waypoint). <\/span>V<\/span>irata a destra fino al punto RQ50<\/span>7<\/span> (<\/span>IAS MAX 160kt<\/span>), <\/span>quindi TR 177\u00b0 fino al <\/span>circuito d\u2019attesa <\/span>su IRZEC <\/span>(inbound\u00a03<\/span>5<\/span>8\u00b0\u00a0\/ <\/span>outbound 178\u00b0, <\/span>IAS\u00a0MAX 1<\/span>90<\/span>kt, <\/span>+<\/span>4000ft\/<\/span>+<\/span>5000ft)<\/span><\/span><\/p>\n

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

Nota:<\/span><\/span><\/strong><\/span><\/h5>\n

Missed approach obstacle clearance is provided by 2.5% gradient. 3.2% gradient (195ft\/NM) is required to remain inside vertical limits of controlled airspace and to reach IRZEC holding pattern at 4000ft. Pilots unable to comply with this gradient shall inform ATC and are advised that will fly within airspace classified \u201cG\u201d <\/span><\/span><\/p>\n

profilo<\/span><\/span><\/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 A1426\/26)<\/span><\/span><\/p>\n

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

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

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

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

VOR RWY 05 CAT A\/B\/C<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

IAF<\/b><\/span><\/strong>\u00a0su GONGA e PRT VOR\/DME, sui quali sono effettuabili dei circuiti d\u2019attesa.<\/span><\/span><\/p>\n

GONGA<\/b>\u00a0\u2013 inbound 044\u00b0\/outbound 224\u00b0 +4000ft\/-5000ft, IAS MAX 190kt \/ distanza limite 22NM PRT\/IFZ DME<\/span><\/span><\/p>\n

PRT VOR\/DME<\/b>\u00a0\u2013 inbound 209\u00b0\/outbound 029\u00b0, +6000ft, IAS MAX 210kt<\/span><\/span><\/p>\n

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

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

Visual segment surface (VSS) da ostacoli da 850m fino a 400m dalla THR 05<\/span><\/span><\/p>\n

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

Segmento iniziale\u00a0<\/b><\/span><\/span>IAF GONGA<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

GONGA (+<\/span>4<\/span>000ft) \u2013\u00a0RDL 22<\/span>4<\/span>\u00a0PRT VOR\u00a0(TR 04<\/span>4<\/span>\u00b0)\u00a0<\/span>\u2013\u00a0UTUVI (<\/span>IF, <\/b><\/span><\/strong>IAS MAX 180kt<\/span><\/strong>)<\/span> \u2013 NIBTO (<\/span>FAF<\/b><\/span><\/strong>\u00a0+3000ft) \u2013 segmento finale su 04<\/span>4<\/span>\u00b0<\/span><\/span><\/p>\n

Segmento iniziale\u00a0<\/b><\/u><\/span><\/span>IAF PRT VOR\/DME<\/b><\/u><\/span><\/span><\/strong><\/span><\/h5>\n

PRT VOR\/DME<\/span>\u00a0(+6000ft) \u2013 tratto outbound su<\/span>\u00a0TR 21<\/span>2<\/span>\u00b0<\/span>\u00a0(RDL 21<\/span>2<\/span>\u00a0PRT VOR) CAT \u2018C\u2019 IAS MAX 185kt oppure<\/span>\u00a0TR 21<\/span>6<\/span>\u00b0<\/span>\u00a0(RDL 21<\/span>6<\/span>\u00a0PRT VOR) CAT \u2018A\u2019 \u2018B\u2019 IAS MAX 140kt \u2013 virata a destra per portarsi sull\u2019\u00a0<\/span>IF<\/b><\/span><\/strong>\u00a0UTUVI <\/span>(IAS MAX 180kt)<\/span>, quindi<\/span>\u00a0NIBTO (<\/span>FAF<\/b><\/span><\/strong>) \u2013 segmento finale su 04<\/span>4<\/span>\u00b0.<\/span><\/span><\/p>\n

(il segmento finale a 1400m giace a 201m Nord del prolungamento asse pista<\/span>)<\/span><\/span><\/p>\n

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

MAPt<\/b><\/span><\/strong>\u00a0a 2NM PRT DME. Mancato avvicinamento con virata a destra (IAS MAX 160kt). Intercettare\u00a0RDL 1<\/span>72<\/span>\u00a0PRT VOR fino al circuito d\u2019attesa <\/span>su IRZEC, <\/span>che si svolge fra 1<\/span>5<\/span>NM e <\/span>19<\/span>NM (inbound\u00a03<\/span>52<\/span>\u00b0\/<\/span>outbound 172\u00b0,<\/span>\u00a0IAS MAX 1<\/span>90<\/span>kt, <\/span>+<\/span>4000ft\/-5000ft).<\/span><\/span><\/p>\n

IRZEC \u00e8 anche IAF a discrezione ATC dopo un mancato avvicinamento.<\/span><\/span><\/p>\n

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

Nota:<\/span><\/span><\/strong><\/span><\/h5>\n

Missed approach obstacle clearance is provided by 2.5% gradient. 3.5% gradient (215ft\/NM) is required to remain inside vertical limits of controlled airspace and to reach IRZEC holding pattern at 4000ft. Pilots unable to comply with this gradient shall inform ATC and are advised that will fly within airspace classified \u201cG\u201d <\/span><\/span><\/p>\n

vista in profilo<\/span><\/span><\/p>\n

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

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

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

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

<\/h5>\n
LOC-Z<\/b><\/span><\/span><\/strong> RWY 05 CAT A\/B\/C<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

IAF<\/b><\/span><\/strong>\u00a0su <\/span>GONGA e PRT VOR\/DME<\/span>, sui quali sono effettuabili dei circuiti d\u2019attesa.<\/span><\/span><\/p>\n

GONGA<\/b>\u00a0\u2013 inbound 044\u00b0\/outbound 224\u00b0 +4000ft\/ -5000ft, IAS MAX 190kt \/ distanza limite 22NM PRT DME<\/span><\/span><\/p>\n

PRT VOR\/DME<\/b>\u00a0\u2013 inbound 209\u00b0\/outbound 029\u00b0 MHA 6000ft, IAS MAX 210kt<\/span> <\/span><\/span><\/p>\n

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

Segmento iniziale\u00a0<\/b><\/u><\/span><\/span>IAF GONGA<\/b><\/u><\/span><\/span><\/strong><\/span><\/h5>\n

GONGA (+<\/span>4<\/span>000ft) \u2013\u00a0RDL 22<\/span>4<\/span>\u00a0PRT VOR <\/span>o IFZ LOC <\/span>(TR 04<\/span>4<\/span>\u00b0) \u2013 UTUVI (<\/span>IF, <\/b><\/span><\/strong>IAS MAX 180kt, <\/span>+3000ft<\/span><\/strong>) \u2013 NIBTO (<\/span>FA<\/b><\/span><\/strong>F<\/b><\/span><\/strong>\u00a0<\/b><\/span><\/strong>+3000ft) \u2013 segmento finale su\u00a0<\/span>TR <\/span>04<\/span>4<\/span>\u00b0<\/span><\/span><\/p>\n

Segmento iniziale\u00a0<\/b><\/u><\/span><\/span>IAF PRT VOR\/DME<\/b><\/u><\/span><\/span><\/strong><\/span><\/h5>\n

PRT VOR\/DME<\/span>\u00a0(+6000ft) \u2013 tratto outbound su\u00a0TR 21<\/span>2<\/span>\u00b0 (RDL 21<\/span>2<\/span>\u00a0PRT VOR) CAT \u2018C\u2019 IAS MAX 185kt oppure\u00a0TR 21<\/span>6<\/span>\u00b0 (RDL 21<\/span>6<\/span>\u00a0PRT VOR)<\/span>\u00a0CAT \u2018A\u2019 \u2018B\u2019 IAS MAX 140kt \u2013 virata a destra per portarsi sull\u2019\u00a0<\/span>IF<\/b><\/span><\/strong>\u00a0UTUVI <\/span>(+3000ft, IAS MAX 180kt<\/span>)<\/span>, quindi<\/span>\u00a0NIBTO (<\/span>FA<\/b><\/span><\/strong>F<\/b><\/span><\/strong>) \u2013 segmento finale su\u00a0<\/span>TR <\/span>04<\/span>4<\/span><\/span>\u00b0<\/span> (informazioni aggiornate alla variante AIRAC A2\/26, in vigore dal 19 Febbraio 2026)<\/span><\/span><\/span><\/span><\/p>\n

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

MAPt <\/b>a 2NM IFZ DME (timing non consentito per la definizione del MAPt). Mancato avvicinamento con virata a destra (IAS MAX 160kt). Intercettare RDL 172 PRT VOR fino al circuito d\u2019attesa su IRZEC che si svolge fra 15NM e 19NM (inbound TR 352\u00b0, outbound TR 172\u00b0, IAS MAX 190kt, +4000ft \/ \u2013 5000ft)<\/span><\/span><\/p>\n

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

Missed approach obstacle clearance is provided by 2.5% gradient. 3.0% gradient (183ft\/NM) is required to remain inside vertical limits of controlled airspace and to reach IRZEC holding pattern at 4000ft. Pilots unable to comply with this gradient shall inform ATC and are advised that will fly within airspace classified \u201cG\u201d<\/span> <\/span><\/span><\/span><\/p>\n

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

vista in profilo<\/span><\/span><\/span><\/p>\n

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

minime straight-in approach: LOC 940ft (817ft) OCA (OCH) <\/span>CAT A\/B\/C<\/span><\/span><\/p>\n

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

Le procedure <\/b><\/span><\/span><\/strong>LOC\u2013Y RWY 05 CAT A\/B\/C <\/b><\/span><\/span><\/strong>e <\/b><\/span><\/span><\/strong>RNP X RWY 05 <\/b><\/span><\/span><\/strong>sono state cancellate con la variante AIRA A12\/25<\/b><\/span><\/span><\/strong><\/span><\/h5>\n

_____<\/p>\n

_____<\/p>\n

SID<\/b><\/span><\/span><\/h5>\n
Initial climb procedure RWY 23 \/ Visual initial climb RWY 05<\/b><\/span><\/span><\/h5>\n
Salita iniziale RWY 23 e rotta antirumore<\/b><\/u><\/span><\/span><\/h5>\n

Dopo il decollo mantenere TR 224\u00b0. Attraversando 520 ft virare a destra immediatamente fino ad intercettare e seguire RDL 267 PRT VOR (TR 267\u00b0).<\/span><\/span><\/p>\n

Salita iniziale aeromobili equipaggiati in accordo alle specifiche di navigazione RNP1:<\/b><\/span><\/span><\/p>\n

TR 224\u00b0 (520ft, IAS MAX 210kt) \u2013 TR 267\u00b0 – RQ601 (flyover waypoint, +3000ft<\/span> <\/span><\/span><\/p>\n

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

1. E\u2019 obbligatorio attenersi strettamente alla procedura entro i limiti delle caratteristiche degli aeromobili.<\/span><\/span><\/p>\n

2. Gradiente minimo di salita: 431 ft\/NM (7.1%).<\/span><\/span><\/p>\n

3. Durante la salita iniziale IAS MAX 210kt.<\/span><\/span><\/p>\n

4. MCA sul punto RDL 267\/7NM PRT VOR\/DME (RQ601): 3000 ft (3500ft solo per la MAREL 8M).<\/span><\/span><\/span><\/p>\n

5. Allo scopo di evitare le aree sensibili vicine all\u2019aeroporto, la virata deve essere effettuata con bank angle inferiore a 20\u00b0. Ritardi ingiustificati nell\u2019intercettare la RDL 267 PRT VOR devono esse<\/span>re evitati.<\/span><\/span><\/p>\n

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

AVVISO: Sono presenti ostacoli ravvicinati penetranti la OIS 2.5%<\/span><\/span><\/p>\n

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

Salita iniziale visual RWY 05<\/b><\/u><\/span><\/span><\/h5>\n

(Solo per aeromobili civili certificati in accordo all\u2019annesso ICAO Annex 16, Cap. III e per gli aeromobili con motori a pistoni, dotati di certificazione del rumore).<\/span><\/span><\/p>\n

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

Le minime meteorologiche applicabili sono (come da bollettino locale):<\/span><\/span><\/p>\n

\u2013\u00a0visibilit\u00e0: 5 km;<\/span><\/span><\/p>\n

\u2013\u00a0base delle nubi uguale o maggiore di 3000 ft.<\/span><\/span><\/p>\n

Durante il decollo e la salita iniziale a vista, i piloti sono responsabili della separazione dagli ostacoli, scegliendo la traiettoria di volo ed il<\/span> rateo di salita in accordo con quanto prescritto dall\u2019Annesso 6 ICAO.<\/span><\/span><\/span><\/span><\/p>\n

A causa dell\u2019elevazione del terreno ed ostacoli fino a 2549 ft AMSL situati a Nord ed a Est entro le 3 NM dal punto di riferimento aeroportuale, il decollo e la salita iniziale da RWY 05 dovranno avvenire di giorno e a vista, come segue:<\/span><\/span><\/p>\n

– appena possibile virare a sinistra su TR 237\u00b0 fino ad intercettare e seguire RDL 267 PRT VOR.<\/span><\/span><\/span><\/p>\n

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

1. La virata dovr\u00e0\u00a0essere completamente contenuta entro 3 NM PRT DME.<\/span><\/span><\/span><\/p>\n

2. Durante la salita iniziale IAS MAX 140 KT fino ad intercettare RDL 267 PRT VOR.<\/span><\/span><\/p>\n

3. Rateo minimo di salita: 431 ft\/NM (7,1%).<\/span><\/span><\/p>\n

4. MCA sulla RDL 267\/7NM PRT VOR\/DME (RQ601): 3000ft (3500ft solo per MAREL 8M).<\/span><\/span><\/p>\n

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

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

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

_________<\/p>\n

<\/h5>\n
SID RNP1 RWY 05\/23<\/b><\/span><\/span><\/h5>\n
SID verso Nord e Est<\/b><\/u><\/i><\/span><\/span><\/h5>\n

BIBNO 1M<\/b><\/span><\/span><\/p>\n

RQ601 (flyover WPT; +3000ft, IAS MAX 210kt) \u2013 TR 358\u00b0 \u2013 RQ603 (+6000ft) \u2013 LOMED (+FL90) \u2013 TR 294\u00b0 \u2013 RQ 616 (+FL110) \u2013 BIBNO (+FL120)<\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%) fino a lasciare FL100<\/span><\/span><\/p>\n

OKMAP 7M<\/b><\/span><\/span><\/p>\n

RQ601 (flyover WPT; +3000ft, IAS MAX 210kt) \u2013\u00a0TR 06<\/span>0<\/span>\u00b0<\/span>\u00a0\u2013 RQ607 (IAS MAX 210kt) \u2013\u00a0TR 01<\/span>5<\/span>\u00b0<\/span>\u00a0\u2013 RQ 608 (+FL110) \u2013 OKMAP<\/span>\u00a0(+FL130)<\/span><\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%).<\/span><\/span><\/p>\n

LOMED 7F<\/b><\/span><\/span><\/p>\n

RQ601 (flyover WPT; +3000ft, IAS MAX 210kt) \u2013 TR 358\u00b0 \u2013 RQ603 (+6000ft, IAS MAX 210kt) \u2013 LOMED (+FL90).<\/span><\/span><\/p>\n

Disponibile solo per il traffico con destinazione Bologna (LIPE)<\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%).<\/span><\/span><\/p>\n

GAVRA 7M<\/b><\/span><\/span><\/p>\n

RQ601 (flyover WPT; +3000ft, IAS MAX 210kt ) \u2013 PRT (+6000ft, IAS MAX 210kt )\u00a0<\/span>\u2013\u00a0TR 09<\/span>0<\/span>\u00b0<\/span>\u00a0\u2013 RQ612 (+FL110) \u2013 GAVRA (+FL120)<\/span><\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%) fino a lasciare FL100<\/span><\/span><\/p>\n

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

MAREL 8M<\/b><\/span><\/span><\/p>\n

RQ601 (flyover WPT; +3500ft, IAS MAX 210kt ) \u2013\u00a0TR 21<\/span>4<\/span>\u00b0<\/span>\u00a0\u2013 GINAR (+6000ft)\u00a0<\/span>\u2013\u00a0TR 19<\/span>5<\/span>\u00b0<\/span>\u00a0\u2013 AKUTO (+FL110) \u2013 RQ613 \u2013 MAREL<\/span><\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%) fino a lasciare 6000ft<\/span><\/span><\/p>\n

KUGIX\u00a07M<\/b><\/span><\/span><\/p>\n

RQ601 (flyover WPT; +3000ft, IAS MAX 210kt) \u2013 PRT (+6000ft<\/span>)<\/span>\u00a0<\/span>\u2013\u00a0TR 152\u00b0<\/span>\u00a0\u2013 KUGIX (+FL110)<\/span><\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%) fino a lasciare 6000ft.<\/span><\/span><\/p>\n

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

La Minimum Sector Altitude \u00e8 basata sull\u2019ARP.<\/span><\/span><\/p>\n

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

________<\/p>\n

<\/h5>\n
SID PRT VOR RWY 05\/23 (ATC discretion)<\/b><\/span><\/span><\/h5>\n

Procedure disponibili solo per aeromobili non equipaggiati RNP1<\/span><\/span><\/p>\n

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

SID verso Nord e Est<\/b><\/u><\/i><\/span><\/span><\/h5>\n

BIBNO 1H<\/b><\/span><\/span><\/p>\n

RDL 267\/7NM PRT VOR\/DME (+3000ft, IAS MAX 210kt) \u2013 TR 358\u00b0 \u2013 RDL 308 PRT VOR (TR 308\u00b0) (a 12NM PRT DME: TRL; a 18NM PRT DME: FL100) \u2013 BIBNO (+FL120)<\/span><\/span><\/p>\n

Gradiente minimo di salita: 431 ft\/NM (7,1%) fino a raggiungere FL100<\/span><\/span><\/p>\n

OKMAP 7H<\/b><\/span><\/span><\/p>\n

RDL <\/span>267<\/span>\/<\/span>7<\/span>NM PRT VOR\/DME (<\/span>+3000ft, IAS MAX 210kt)<\/span> \u2013\u00a0TR 06<\/span>0<\/span>\u00b0 \u2013 RDL 01<\/span>5<\/span>\u00a0PRT VOR (TR 01<\/span>5<\/span>\u00b0)\u00a0(a 12NM PRT DME: +FL110) \u2013<\/span>\u00a0OKMAP<\/span>\u00a0<\/span>(+FL130)<\/span><\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%).<\/span><\/span><\/p>\n

LOMED 7H<\/b><\/span><\/span><\/p>\n

RDL 267\/7NM PRT VOR\/DME (+3000ft, IAS MAX 210kt) \u2013 TR 033\u00b0 \u2013 RDL 323 PRT VOR (TR 323\u00b0) (a 10NM PRT DME: +TRL) \u2013 LOMED (+FL90)<\/span><\/span><\/p>\n

Disponibile solo per il traffico con destinazione Bologna (LIPE)<\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%).<\/span><\/span><\/p>\n

GAVRA 7H<\/b><\/span><\/span><\/p>\n

RDL <\/span>267<\/span>\/<\/span>7<\/span>NM PRT VOR\/DME (<\/span>+3000ft, IAS MAX 210kt)<\/span> \u2013\u00a0RDL 29<\/span>3<\/span>\u00a0PRT VOR (TR 11<\/span>3<\/span>\u00b0) \u2013 PRT VOR (+6000ft) \u2013<\/span>\u00a0RDL 09<\/span>0<\/span>\u00a0PRT VOR\u00a0(TR 09<\/span>0<\/span>\u00b0)<\/span>\u00a0(a 1<\/span>0<\/span>NM PRT DME: +FL110) \u2013<\/span>\u00a0GAVRA (+FL120)<\/span><\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%) fino a lasciare FL100.<\/span><\/span><\/p>\n

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

SID verso Sud<\/b><\/u><\/span><\/span><\/h5>\n

MAREL\u00a08H<\/b><\/span><\/span><\/p>\n

RDL <\/span>267<\/span>\/<\/span>7<\/span>NM PRT VOR\/DME (<\/span>+3000ft, IAS MAX 210kt)<\/span> \u2013\u00a0RDL 29<\/span>3<\/span> PRT VOR (TR 11<\/span>3<\/span>\u00b0) \u2013 PRT VOR (+6000ft) \u2013<\/span>\u00a0RDL 21<\/span>3<\/span> (TR 21<\/span>3<\/span>\u00b0) (a <\/span>29<\/span>NM PRT DME: + FL110)\u00a0<\/span>\u2013\u00a0MAREL<\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%) fino a lasciare 6000ft<\/span><\/span><\/p>\n

KUGIX\u00a07H<\/b><\/span><\/span><\/p>\n

RDL <\/span>267<\/span>\/<\/span>7<\/span>NM PRT VOR\/DME (<\/span>+3000ft, IAS MAX 210kt)<\/span> \u2013 RDL 29<\/span>3<\/span> PRT VOR (TR 11<\/span>3<\/span>\u00b0) \u2013 PRT VOR (+6000ft) \u2013<\/span>\u00a0RDL 15<\/span>2<\/span> PRT VOR (TR 15<\/span>2<\/span>\u00b0) \u2013 KUGIX (+FL110)<\/span><\/span><\/p>\n

rateo minimo di salita 431 ft\/NM (7,1%) fino a lasciare 6000ft. <\/span><\/span><\/p>\n

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

(Info su MSA aggiornate alla variante AIRAC A2\/26, in vigore dal 19 Febbraio 2026)<\/span><\/p>\n

______<\/p>\n

______<\/p>\n

______<\/p>\n

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

Le ultime modifiche alle procedure strumentali di Firenze sono le seguenti: – revisione completa a causa di un aggiornamento della declinazione magnetica (AIRAC A10\/24, in vigore dal 3 Ottobre 2024) – modifica al circuito d’attesa su GONGA – nuova procedura di avvicinamento RNP-X RWY 05 (AIRAC A2\/25, in vigore dal 20 Febbraio 2025) – Istituzione circuito di attesa su UTUVI (AIRAC A6\/25, […]<\/p>\n","protected":false},"author":2,"featured_media":20381,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2,7],"tags":[188,787,952,995],"class_list":["post-17875","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-airac","category-notam","tag-firenze","tag-gonga","tag-prt-vor-dme","tag-utuvi"],"yoast_head":"\nProcedure strumentali di Firenze - Aeronautical Information<\/title>\n<meta name=\"description\" content=\"Procedure strumentali di Firenze. 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\"Procedure<\/a><\/p>\n