{"id":18768,"date":"2024-09-23T13:34:23","date_gmt":"2024-09-23T11:34:23","guid":{"rendered":"https:\/\/aeronauticalinformation.it\/?p=18768"},"modified":"2026-08-09T08:14:35","modified_gmt":"2026-08-09T06:14:35","slug":"procedure-strumentali-di-brescia","status":"publish","type":"post","link":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/","title":{"rendered":"Procedure strumentali di Brescia"},"content":{"rendered":"

Le pi\u00f9 recenti variazioni alle procedure strumentali di Brescia sono le seguenti: <\/span><\/span><\/p>\n

\u2013 revisione di STAR e SID per la sostituzione del waypoint COD con UVNIB.<\/span><\/span><\/p>\n

\u2013 istituzione STAR RNAV1\/RNP1 RWY 14 e della procedura di avvicinamento RNP RWY 14<\/span><\/span><\/p>\n

(variante AIRAC A3\/24, in vigore dal 21 Marzo 2024) <\/span><\/span><\/p>\n

\u2013 istituzione della procedura di avvicinamento RNP RWY 32<\/span> <\/span><\/span><\/p>\n

(variante AIRAC A4\/24, in vigore dal 18 Aprile 2024) <\/span><\/span><\/p>\n

\u2013 istituzione della procedura di avvicinamento RNP-Y RWY 32. Procedura RNP RWY 32 rinominata RNP-Z RWY 32<\/span> <\/span><\/span><\/p>\n

(variante AIRAC A6\/24, in vigore dal 13 Giugno 2024) <\/span><\/span><\/p>\n

\u2013 Revisione cartografica di tutte le procedure per l’istituzione delle zone temporaneamente riservate LI-TRA600\/A\/B\/C\/D “Ghedi F35”<\/span><\/span><\/p>\n

(variante AIRAC A10\/25<\/span><\/span>, in vigore dal 2<\/span><\/span><\/span> Ottobre 2025)<\/span><\/span><\/span><\/span><\/p>\n

– cancellazione della procedura RNP-Y RWY 32. <\/span><\/span><\/span><\/p>\n

(variante AIRAC A9\/26, in vigore dal 3 Settembre 2026)<\/span><\/span><\/span><\/p>\n

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

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

Le procedure conducono allo IAF sul waypoint PILUD, <\/b>sul quale \u00e8 attestato anche un circuito d\u2019attesa (inbound 312\u00b0\/outbound 132\u00b0, +4000ft, IAS MAX 200kt).<\/span><\/span><\/p>\n

Una procedura d\u2019attesa \u00e8 anche prevista sul VOR\/DME \u2018BSM\u2019 (inbound 090\u00b0\/outbound 270\u00b0, +6000ft, IAS MAX 200kt).<\/span><\/span><\/p>\n

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

EPCUM 2A (ATC discretion)<\/b><\/span><\/span><\/p>\n

EPCUM \u2013 TR 162\u00b0 (RDL 342 VIL VOR) (a 3NM VIL TACAN: +FL110) \u2013 TR 271\u00b0 ( RDL 091 BSM VOR) (a 9.5NM VIL TACAN: +6000ft) \u2013 ARC 13 NM BSM DME \u2013 PILUD (+4000ft o 3000ft a discrezione ATC)<\/span><\/span><\/p>\n

NEVNI 4E<\/b><\/span><\/span><\/p>\n

NEVNI \u2013 ARC 13 NM BSM DME (INT RDL 068 BSM VOR: +FL85; INT RDL 091 BSM VOR: +6000ft) \u2013 PILUD (+4000ft o 3000ft a discrezione ATC)<\/span><\/span><\/p>\n

OSBUL 2D<\/b><\/span><\/span><\/p>\n

OSBUL \u2013 TR359\u00b0 (RDL 179 BSM VOR) (a 25NM BSM DME: +6000ft) \u2013 ARC 13 NM BSM DME \u2013 PILUD (+4000ft o 3000ft a discrezione ATC)<\/span><\/span><\/p>\n

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

OSTEG \u2013 TR 291\u00b0 (RDL 111 BSM VOR) \u2013 ARC 13 NM BSM DME \u2013 PILUD (+4000ft o 3000ft a discrezione ATC)<\/span><\/span><\/p>\n

RICIZ 2A<\/b> (ATC discretion)<\/b><\/span><\/span><\/p>\n

RICIZ \u2013 TR 313\u00b0 (RDL 133\u00b0 BSM VOR) (a 33NM da BOA DME: +FL90) \u2013 PILUD (+4000ft o 3000ft a discrezione ATC)<\/span><\/span><\/p>\n

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

SRN 4E<\/b><\/span><\/span><\/p>\n

SRN VOR\/DME \u2013 RDL 101 SRN VOR \u2013 TZO VOR\/DME \u2013 TR 108\u00b0 (RDL 108 TZO VOR) \u2013 INT RDL 108 TZO VOR \/ RDL 267 BSM VOR (+FL110) \u2013 ARC 13 NM BSM (INT RDL 188 BSM VOR: +6000ft) \u2013 PILUD (+4000ft o 3000ft a discrezione ATC)<\/span><\/span><\/p>\n

TZO 4E<\/b><\/span><\/span><\/p>\n

TZO VOR\/DME \u2013 TR 108\u00b0 (RDL 108 TZO VOR) \/ INT RDL 267 BSM VOR (+FL110) \u2013 ARC 13 NM BSM (INT RDL 188 BSM VOR: +6000ft) \u2013 PILUD (+4000ft o 3000ft a discrezione ATC)<\/span><\/span><\/p>\n

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

(le immagini di questa carta sono aggiornate alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

_____<\/p>\n

MSA su BSM VOR:<\/span><\/span><\/p>\n

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

______<\/p>\n

<\/h5>\n
STAR RNAV 1 RWY 32<\/b><\/span><\/span><\/h5>\n

Le procedure conducono agli IAF sui waypoints <\/span>ADSAS, ELDIP e UPGAV, <\/b><\/span>sui quali sono attestati anche dei circuiti d\u2019attesa RNAV1.<\/span><\/span><\/span><\/p>\n

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

STAR per lo IAF <\/i>ADSAS<\/b><\/i><\/u><\/span><\/span><\/h5>\n

NEVNI 3T ATC discretion)<\/b><\/span><\/span><\/p>\n

NEVNI \u2013 TR 185\u00b0 \u2013 PO402 (+FL110) \u2013 DREUX (+6000ft, IAS MAX 230kt) \u2013 TR 128\u00b0 \u2013 ADSAS <\/b>(+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

OSBUL 2A<\/b><\/span><\/span><\/p>\n

OSBUL \u2013 TR 347\u00b0 \u2013 LAISH (+6000ft) \u2013 TR 038\u00b0 \u2013 ADSAS <\/b>(+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

TAFIQ 2B (ATC discretion)<\/b><\/span><\/span><\/p>\n

TAFIQ \u2013 TR 215\u00b0 \u2013 PO406 (+FL110) \u2013 PO401 (+6000ft, IAS MAX 230kt) \u2013 TR 230\u00b0 \u2013 PO402 \u2013 TR 185\u00b0 \u2013 DREUX \u2013 TR 128\u00b0 \u2013 ADSAS (+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

TZO 2T<\/b><\/span><\/span><\/p>\n

TZO \u2013 TR 112\u00b0 \u2013 EKDOG (+FL110) \u2013 DIRVU (+6000ft) \u2013 TR 128\u00b0 \u2013 DREUX (IAS MAX 230kt) \u2013 ADSAS (+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

\u00a0\/\/\/\/\/<\/span><\/p>\n

STAR per il punto UPGAV<\/b><\/u><\/i><\/span><\/span><\/h5>\n

NEVNI 3W<\/b><\/span><\/span><\/p>\n

NEVNI \u2013 TR 147\u00b0 \u2013 PO404 (+FL110) \u2013 PO401 (+6000ft, IAS MAX 230kt) \u2013 TR 148\u00b0 \u2013 UPGAV <\/b>(+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

TAFIQ 2A<\/b><\/span><\/span><\/p>\n

TAFIQ \u2013 TR 215\u00b0 \u2013 PO406 (+FL110) \u2013 PO401 (+6000ft, IAS MAX 230kt) \u2013 TR 148\u00b0 \u2013 UPGAV <\/b>(+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt)<\/span><\/span><\/p>\n

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

STAR per il punto ELDIP<\/b><\/u><\/i><\/span><\/span><\/h5>\n

OSTEG 3T<\/b><\/span><\/span><\/p>\n

OSTEG \u2013 TR 298\u00b0 \u2013 AIXBA (+6000ft) \u2013 UVNON \u2013 TR 223\u00b0 \u2013 INFRI (+5000ft o +3000ft a discrezione ATC) \u2013 PO403 (IAS MAX 210kt) \u2013 TR 312\u00b0 \u2013 ELDIP<\/b><\/span><\/span><\/p>\n

PIRWO 3A (ATC discretion)<\/b><\/span><\/span><\/p>\n

PIRWO \u2013 TR 151\u00b0 \u2013 XENRU (+FL110) \u2013 TR 223\u00b0 \u2013 UVNON (+6000ft) \u2013 INFRI (+5000ft o +3000ft a discrezione ATC) \u2013 PO403 (IAS MAX 210kt) \u2013 TR 312\u00b0 \u2013 ELDIP<\/b><\/span><\/span><\/p>\n

XUBKA 2B<\/b><\/span><\/span><\/p>\n

XUBKA \u2013 TR 343\u00b0 \u2013 DIGTO (+6000ft) \u2013 TR 298\u00b0 \u2013 INFRI \u2013 TR 223\u00b0 \u2013 PO403 (+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt)\u2013 TR 312\u00b0 \u2013 ELDIP<\/b><\/span><\/span><\/p>\n

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

(le immagini di questa carta sono aggiornate alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/span><\/span><\/p>\n

______<\/p>\n

MSA che prevede un unico settore di 360\u00b0 a 25NM dall\u2019ARP:10000ft<\/span> <\/span><\/span><\/span><\/p>\n

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

<\/h5>\n
STAR RNAV1\/RNP1 RWY 14<\/b><\/span><\/span><\/h5>\n

Le procedure conducono allo IAF sul waypoint EGFUV, <\/b>sul quale \u00e8 anche attestato un circuito d\u2019attesa RNAV1:<\/span><\/span><\/p>\n

inbound 312\u00b0\/outbound 132\u00b0, +5000ft, IAS MAX 190kt.<\/span><\/span><\/p>\n

Circuiti d\u2019attesa sono anche attestati sui waypoints ACMIZ, ELDIP e ADSAS<\/span><\/span><\/p>\n

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

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

ACMIZ<\/u> 1R (ATC discretion)<\/b><\/span><\/span><\/p>\n

ACMIZ (IAS MAX 190kt) \u2013 TR 295\u00b0 \u2013 PO425 (+5000ft) \u2013 TR 312\u00b0 \u2013 EGFUV <\/b><\/span><\/span><\/p>\n

NEVNI<\/u> 1R <\/b><\/span><\/span><\/p>\n

NEVNI \u2013 TR 185\u00b0 \u2013 PO402 (+FL110) \u2013 DREUX (-FL150\/+6000ft, IAS MAX 210kt) \u2013 TR 128\u00b0 \u2013 ADSAS (-FL150\/+5000ft) \u2013 TR 042\u00b0 \u2013 NIPLI (+5000ft, IAS MAX 190kt) \u2013 TR 312\u00b0 \u2013 ACMIZ \u2013 TR 295\u00b0 \u2013 PO425 \u2013 TR 312\u00b0 \u2013 EGFUV <\/b><\/span><\/span><\/p>\n

OSBUL<\/u> 1R <\/b><\/span><\/span><\/p>\n

OSBUL \u2013 TR 347\u00b0 \u2013 LAISH (+6000ft) \u2013 TR 038\u00b0 \u2013 ADSAS (-FL150\/+5000ft, IAS MAX 210kt) \u2013 TR 042\u00b0 \u2013 NIPLI (+5000ft, IAS MAX 190kt) \u2013 TR 312\u00b0 \u2013 ACMIZ \u2013 TR 295\u00b0 \u2013 PO425 \u2013 TR 312\u00b0 \u2013 <\/span>EGFUV<\/span> <\/b><\/span><\/span><\/span><\/p>\n

OSTEG<\/u> 1R <\/b><\/span><\/span><\/p>\n

OSBUL \u2013 TR 298\u00b0 \u2013 AIXBA (+6000ft) \u2013 UVNON \u2013 TR 223\u00b0 \u2013 INFRI (-FL200\/+6000ft) \u2013 TR 222\u00b0 \u2013 PO403 (+5000ft, IAS MAX 210kt) \u2013 TR 312\u00b0 \u2013 ELDIP (IAS MAX 190kt) \u2013 NIPLI \u2013 ACMIZ \u2013 TR 295\u00b0 \u2013 PO425 \u2013 TR 312\u00b0 \u2013 <\/span>EGFUV<\/b><\/span> <\/b><\/span><\/span><\/p>\n

TAFIQ <\/u>1R <\/b><\/span><\/span><\/p>\n

TAFIQ \u2013 TR 215\u00b0 \u2013 PO406 (+FL110) \u2013 PO401 (+6000ft) \u2013 TR 230\u00b0 \u2013 PO402 \u2013 TR 185\u00b0 \u2013 DREUX (-FL150\/+6000ft, IAS MAX 210kt) \u2013 TR 128\u00b0 \u2013 ADSAS (-FL150\/+5000ft, IAS MAX 210kt) \u2013 TR 042\u00b0 \u2013 NIPLI (+5000ft, IAS MAX 190kt) \u2013 TR 312\u00b0 \u2013 ACMIZ \u2013 TR 295\u00b0 \u2013 PO425 \u2013 TR 312\u00b0 \u2013 EGFUV <\/b><\/span><\/span><\/p>\n

TZO <\/u>1R <\/b><\/span><\/span><\/p>\n

TZO \u2013 TR 112\u00b0 \u2013 EKDOG (+FL110) \u2013 DIRVU (+6000ft) \u2013 TR 128\u00b0 \u2013 DREUX (-FL150\/+6000ft, IAS MAX 210kt) \u2013 ADSAS (-FL150\/+5000ft) \u2013 TR 042\u00b0 \u2013 NIPLI (+5000ft, IAS MAX 190kt) \u2013 TR 312\u00b0 \u2013 ACMIZ \u2013 TR 295\u00b0 \u2013 PO425 \u2013 TR 312\u00b0 \u2013 EGFUV <\/b><\/span><\/span><\/p>\n

XUBKA <\/u>1R <\/b><\/span><\/span><\/p>\n

XUBKA \u2013 TR 343\u00b0 \u2013 DIGTO (+6000ft) \u2013 TR 298\u00b0 \u2013 INFRI (-FL200\/+6000ft) \u2013 TR 222\u00b0 \u2013 PO403 (+5000ft, IAS MAX 210kt) \u2013 TR 312\u00b0 \u2013 ELDIP (IAS MAX 190kt) \u2013 NIPLI \u2013 ACMIZ \u2013 TR 295\u00b0 \u2013 PO425 \u2013 TR 312\u00b0 \u2013 EGFUV<\/b><\/span> <\/b><\/span><\/span><\/span><\/p>\n

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

(le immagini di questa carta sono aggiornate alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

________<\/p>\n

MSA che prevede un unico settore di 360\u00b0 a 25NM dall\u2019ARP:10000ft<\/span><\/span><\/p>\n

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

_______<\/p>\n

Procedure strumentali di avvicinamento<\/b><\/span><\/span><\/h5>\n
ILS or LOC-Z RWY 32<\/b><\/span><\/span><\/h5>\n

IAF <\/b>sui waypoints PILUD, UPGAV, ELDIP e ADSAS.<\/span><\/span><\/p>\n

Segmento iniziale da <\/u>UPGAV <\/b><\/u>(transizione RNAV1 per l\u2019ILS):<\/span><\/span><\/p>\n

UPGAV (+5000ft o +3000ft a discrezione ATC, IAS MAC 210kt) \u2013 TR 223\u00b0 \u2013 NIPLI (+4000ft o +3000ft a discrezione ATC, IAS MAX 200kt) \u2013 TR 312\u00b0 \u2013 PILUD (IF<\/b>, +3000ft)<\/span><\/span><\/p>\n

Segmento iniziale da <\/u>ELDIP <\/b><\/u>(transizione RNAV1 per l\u2019ILS):<\/span><\/span><\/p>\n

ELDIP\u00a0(+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt) \u2013 TR 312\u00b0 \u2013 NIPLI (+4000ft o +3000ft a discrezione ATC, IAS MAX 200kt) \u2013 TR 312\u00b0 \u2013 PILUD (IF<\/b>, +3000ft)<\/span><\/span><\/p>\n

Segmento iniziale da <\/u><\/span>ADSAS <\/b><\/u><\/span>(transizione RNAV1 per l\u2019ILS):<\/span><\/span><\/span><\/p>\n

ADSAS (+5000ft o +3000ft a discrezione ATC, IAS MAX 210kt) \u2013 TR 042\u00b0 \u2013 NIPLI (+4000ft o +3000ft a discrezione ATC, IAS MAX 200kt) \u2013 TR 312\u00b0 \u2013 PILUD (IF<\/b>, +3000ft)<\/span><\/span><\/p>\n

Segmento iniziale da <\/u>PILUD<\/b><\/u><\/span><\/span><\/p>\n

Dallo IAF su PILUD <\/b>(+4000ft, IAS MAX 200kt) racetrack outbound TR 132\u00b0 per tornare al PILUD su TR 312\u00b0 (IF<\/b>, +3000ft).<\/span><\/span><\/p>\n

FAF\/FAP<\/b> LOC only a 9.7 BSM DME (o 8.4NM IBS DME) e segmento finale su TR 312\u00b0.<\/span><\/span><\/p>\n

MAPt <\/b>(LOC only) sul Middle Marker e mancato avvicinamento procedendo su TR 312\u00b0. A 800ft, non prima di 0.7NM IBS DME, virare a destra su TR 121\u00b0 per intercettare RDL 091 BSM VOR (TR 091\u00b0). A 12NM BSM DME virare a destra (IAS MAX 185kt) per intercettare l\u2019arco di 14NM BSM DME. Attraversando RDL 121 BSM VOR, virare a destra per tornare verso il circuito d\u2019attesa su PILUD.<\/span><\/span><\/p>\n

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

(immagine aggiornata alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/p>\n

profilo<\/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 A1516\/26)<\/span><\/span><\/p>\n

minime<\/p>\n

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

MSA che prevede un unico settore di 360\u00b0 a 25NM dall\u2019ARP:10000ft<\/p>\n

La rappresentazione della MSA basata sul VOR \u2018BSM\u2019 va letta come segue:<\/span><\/p>\n

-settore 095\u00b0-275\u00b0 10000ft<\/span>
\n-settore 275\u00b0-095\u00b0 3000ft<\/span><\/p>\n

_____<\/p>\n

 <\/p>\n

ILS or LOC-Y RWY 32<\/b><\/span><\/span><\/h5>\n

Essa differisce dalla ILS or LOC-Z RWY 32 per la sola procedura di mancato avvicinamento e per l\u2019assenza dei riferimenti al VOR\/DME \u2018BSM\u2019. <\/span><\/span><\/p>\n

MAPt <\/b>(LOC only) sul Middle Marker e mancato avvicinamento procedendo su TR 312\u00b0. A 800ft, non prima di 0.7NM IBS DME, virare a destra su TR 121\u00b0 per intercettare RDL 271 VIL VOR (TR 091\u00b0). A 14NM VIL TACAN virare a destra (IAS MAX 185kt) su TR 198\u00b0 per intercettare RDL 246 VIL VOR (TR 246\u00b0), verso il circuito d\u2019attesa su PILUD.<\/span><\/span><\/p>\n

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

(immagine aggiornata alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

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 A1516\/26)<\/span><\/span><\/p>\n

minime come da ILS or LOC-Z RWY 32 <\/span><\/span><\/span><\/p>\n

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

La rappresentazione della MSA basata sul VOR \u2018BSM\u2019 va letta come segue:<\/span><\/span><\/span><\/p>\n

-settore 095\u00b0-275\u00b0 10000ft
\n-settore 275\u00b0-095\u00b0 3000ft<\/span><\/span><\/span><\/p>\n

_____<\/p>\n

VOR RWY 32<\/b><\/span><\/span><\/h5>\n

IAF <\/b>sul waypoint PILUD <\/b>(+4000ft, IAS MAX 200kt) racetrack outbound TR 132\u00b0 per tornare al PILUD su TR 312\u00b0 (IF<\/b>, +3000ft).<\/span><\/span><\/p>\n

FAF <\/b><\/span><\/span><\/strong>a 9.7<\/span><\/span> BSM<\/span><\/span> DME e segmento finale su TR 312\u00b0 (non standard ICAO \u2013 a 1400m il segmento finale si trova 154.3m nord\/est dell\u2019estensione dell\u2019asse pista. <\/span><\/span><\/span><\/p>\n

MAPt <\/b><\/span>a 2NM BSM DME e mancato avvicinamento procedendo su TR 312\u00b0. A 800ft, non prima del MAPt, virare a destra su TR 121\u00b0 per intercettare RDL 091 BSM VOR (TR 091\u00b0). A 12NM BSM DME virare a destra (IAS MAX 185kt) per intercettare l\u2019arco di 14NM BSM DME. Attraversando RDL 122 BSM VOR virare a destra verso il circuito d\u2019attesa<\/span> su PILUD.<\/span><\/span><\/span><\/p>\n

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

(immagine aggiornata alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/p>\n

profilo<\/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 A1516\/26)<\/span><\/span><\/p>\n

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

 <\/p>\n

RNP-Z RWY 32 <\/b><\/span><\/span><\/span><\/h5>\n

IAF<\/strong> sui waypoints ELDIP, ADSAS e UPGAV sui quali sono anche attestati dei circuiti d\u2019attesa RNAV1: <\/span><\/span><\/span><\/span><\/p>\n

ELDIP \u2013 inbound 312\u00b0\/outbound 132\u00b0, +5000ft (+3000ft ATC discretion), IAS MAX 210kt <\/span><\/span><\/span><\/span><\/p>\n

ADSAS \u2013 inbound 128\u00b0\/outbound 308\u00b0, +5000ft (+3000ft ATC discretion), IAS MAX 210kt<\/span><\/span><\/span><\/span><\/p>\n

UPGAV \u2013 inbound 133\u00b0\/outbound 313\u00b0, +5000ft (+3000ft ATC discretion), IAS MAX 210kt\u00a0<\/span><\/span><\/span><\/span><\/p>\n

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

Segmento iniziale da ELDIP:<\/span><\/span><\/h5>\n

ELDIP<\/b> (+5000ft or +3000ft ATC discretion, IAS MAX 210kt) \u2013 TR 312\u00b0 \u2013 NIPLI (IF<\/b>, +4000ft or +3000ft ATC discretion, IAS MAX 200kt)<\/span><\/span><\/p>\n

Segmento iniziale da ADSAS:<\/span><\/span><\/h5>\n

ADSAS<\/b> (+5000ft or +3000ft ATC discretion, IAS MAX 210kt) \u2013 TR 042\u00b0 \u2013 NIPLI (IF<\/b>, +4000ft or +3000ft ATC discretion, IAS MAX 200kt)<\/span><\/span><\/p>\n

Segmento iniziale da UPGAV:<\/span><\/span><\/h5>\n

UPGAV<\/b> (+5000ft or +3000ft ATC discretion, IAS MAX 210kt or 190kt for missed approach) \u2013 TR 223\u00b0 \u2013 NIPLI (IF<\/b>, +4000ft or +3000ft ATC discretion, IAS MAX 200kt) <\/span><\/span><\/p>\n

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

Quindi TR 312\u00b0 \u2013 PO551 (FAF<\/b>, +3000ft) e segmento finale su TR 312\u00b0. <\/span><\/span><\/p>\n

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

(immagine aggiornata alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

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

MAPt <\/b>su PO550 (flyover waypoint, +720ft) e mancato avvicinamento con virata a destra verso PO553, quindi TR 133\u00b0 verso UPGAV e il suo circuito d\u2019attesa<\/span><\/p>\n

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

profilo<\/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 A1516\/26)<\/span><\/span><\/p>\n

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

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

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

1) L’affrancamento dagli ostacoli durante il mancanto avvicinamento \u00e8 garantito da un gradiente di 2,5% (152ft\/NM). Un gradiente di 3,5% (213ft\/NM) \u00e8 richiesto per attraversare il punto UPGAV a 5000ft. I piloti che non sono in grado di mantenere questo gradiente dovranno continuare la salita durante il circuito fino a 5000ft\u00a0 \u00a0<\/span><\/p>\n

_____<\/p>\n

<\/h5>\n
RNP RWY 14<\/b><\/span><\/span><\/h5>\n

IAF<\/span><\/span><\/strong> sul waypoint EGFUV, sul quale \u00e8 attestato anche un circuito d\u2019attesa RNAV1:<\/span><\/span><\/span><\/p>\n

inbound 312\u00b0\/outbound 132\u00b0, +5000ft, IAS MAX 190kt.<\/span><\/span><\/p>\n

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

Segmento iniziale:<\/span><\/span><\/p>\n

EGFUV<\/b> (+5000ft, IAS MAX 190kt) \u2013 TR 042\u00b0 \u2013 PO502 (IF<\/b>, +3000ft)<\/span><\/span><\/p>\n

Quindi TR 132\u00b0 \u2013 PO501 (FAF<\/b>, +3000ft) e segmento finale su TR 132\u00b0. <\/span><\/span><\/p>\n

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

(immagine aggiornata alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

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

MAPt <\/b><\/span>su THR RWY 14 (flyover waypoint) e<\/span> mancato avvicinamento procedendo su TR 132\u00b0 verso ACMIZ e il suo circuito d\u2019attesa:<\/span><\/span><\/p>\n

inbound 312\u00b0\/outbound 132\u00b0, +4000ft, IAS MAX 200kt.<\/span><\/span><\/p>\n

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

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 A1516\/26)<\/span><\/span><\/p>\n

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

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

Il NOTAM B3463\/26, in vigore fino alla data stimata del 1 Settembre 2026, stabilisce che la minima OCA(OCH) LPV per avvicinamenti diretti cambi come segue:<\/span><\/span><\/p>\n

CAT A 636(283)<\/span><\/span><\/p>\n

CAT B 648(295)<\/span><\/span><\/p>\n

CAT C 657(304)<\/span><\/span><\/p>\n

CAT D 667(314)<\/span><\/span><\/p>\n

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

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

la clearance dagli ostacoli nel mancato avvicinamento \u00e8 data dal gradiente 2.5% 152ft\/min. Gradiente 5% 304ft\/min per attraversare ACMIZ a 4000ft. I piloti impossibilitati a rispettare questo gradiente continueranno la salita nel circuito fino a 4000ft.<\/span><\/p>\n

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

_______<\/p>\n

SID<\/b><\/span><\/span><\/h5>\n
ICP e SID RWY 32<\/b><\/span><\/span><\/h5>\n

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

Procedere su prua pista (TR 312\u00b0) fino a 2NM BSM DME (+1100ft) <\/span><\/span><\/p>\n

(informazioni aggiornate alla variante AIRAC A9\/24, in vigore dal 5 Settembre 2024)<\/span><\/span><\/p>\n

\/\/\/\/\/\/<\/span><\/h5>\n
CIBFU 6A (CAT A-B-C)<\/b><\/span><\/span><\/h5>\n

TR 124\u00b0 \u2013 RDL 081 BSM VOR (TR 081\u00b0) (a 4.1NM BSM DME: +5000ft; a 17.8NM BSMA DME: +FL110) \u2013 RDL 016 VIL VORTAC (TR 016\u00b0) verso CIBFU<\/span><\/span><\/p>\n

MCG: 450 ft\/NM \u2013 7.4% until passing FL110 for ATC reasons (a gradient of 334 ft\/NM \u2013 5.5% until passing 5000ft provides separation from obstacles).<\/span><\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 175 kt e minimo bank angle\u00a020\u00b0.<\/span><\/span><\/p>\n

CIBFU 6B<\/b><\/span><\/span><\/h5>\n

RDL 219<\/span> BSM<\/span> VOR (TR 039\u00b0) <\/span>\u2013 BSM<\/span> VOR\/DME (+5000ft) \u2013 RDL 081<\/span> BSM<\/span> VOR (TR 081\u00b0) (a 17.8NM BSM<\/span> DME: +FL110) \u2013 RDL 016<\/span> VIL VORTAC (TR 016\u00b0) verso CIBFU.<\/span><\/span><\/span><\/p>\n

MCG: 450 ft\/NM \u2013 7.4% until passing FL110 for ATC reasons (a gradient of 300 ft\/NM \u2013 4.9% until passing 5000ft provides separation from obstacles).<\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 220 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

LICFE 6B (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

TR 109\u00b0 \u2013 RDL 139<\/span> BSM<\/span> VOR (RDL 319<\/span> BOA VOR) TR 139\u00b0 (a 6.7NM BSM<\/span> DME: +6000ft) \u2013 LICFE (+FL130)<\/span><\/span><\/span><\/p>\n

MCG: 365 ft\/NM \u2013 6.0%) until passing FL90 for ATC reasons (a gradient of 300 ft\/NM- 4.9% until passing 6000ft<\/span> provides separation from obstacles).<\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 220 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

LICFE 6A (CAT A-B-C, a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

TR 169\u00b0 \u2013 RDL 139<\/span> BSM<\/span> VOR (RDL 319<\/span> BOA VOR) TR 139\u00b0 (a 6.7NM BSM<\/span> DME: +6000ft) \u2013 LICFE (+FL130)<\/span><\/span><\/span><\/p>\n

MCG: 365 ft\/NM \u2013 6.0%) until passing FL90 for ATC reasons (a gradient of 334 ft\/NM \u2013 5.5% until passing 6000ft provides separation from obstacles).\u00a0<\/span><\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 175 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

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

UVNIB 1X (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

TR 216\u00b0 \u2013 RDL 246 BSM VOR (a 10NM BSM<\/span>\u00a0DME: +5000ft)\u00a0<\/span>\u2013\u00a0TR 246\u00b0 \u2013 UVNIB (+FL90)<\/span><\/span><\/span><\/p>\n

MCG: 365 ft\/NM \u2013 6.0%) until passing FL90 for ATC reasons (a gradient of 300 ft\/NM- 4.9% until passing 5000ft<\/span> provides separation from obstacles).<\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 220 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

UVNIB 1W (CAT A-B-C, a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

RDL 018 BSM VOR (TR\u00a0198\u00b0) \u2013 BSM VOR\/DME (+5000ft) \u2013 RDL 246 BSM VOR \u2013 TR 246\u00b0 \u2013 UVNIB<\/span> (+FL90)<\/span><\/span><\/span><\/p>\n

MCG: 365 ft\/NM \u2013 6.0%) until passing FL90 for ATC reasons (a gradient of 334 ft\/NM \u2013 5.5% until passing 5000ft provides separation from obstacles)<\/span><\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 175 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

OSKOR 6X<\/b><\/span><\/span><\/h5>\n

TR 132\u00b0 (INT RDL 166<\/span> BSM<\/span> VOR: +6000ft) \u2013 RDL 133<\/span> BSM<\/span> VOR (TR 313\u00b0) \u2013 BSM<\/span> VOR\/DME (+FL90) <\/span>\u2013 RDL 323<\/span> BSM<\/span> VOR (TR 323\u00b0) \u2013 OSKOR (+FL110)<\/span><\/span><\/span><\/p>\n

MCG: 365 ft\/NM \u2013 6.0%) until passing FL90 for ATC reasons (a gradient of 300 ft\/NM- 4.9% until passing 6000ft<\/span> provides separation from obstacles).<\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 220 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

OSKOR 7W (CAT A-B-C)<\/b><\/span><\/span><\/h5>\n

TR 124\u00b0 (INT RDL 081 BSM<\/span> VOR: +5000ft) \u2013 RDL 133<\/span> BSM<\/span> VOR (TR 313\u00b0) \u2013 BSM<\/span> VOR\/DME (+FL90) <\/span>\u2013 RDL 323<\/span> BSM<\/span> VOR (TR 323\u00b0) \u2013 OSKOR (+FL110)<\/span><\/span><\/span><\/p>\n

MCG: 365 ft\/NM \u2013 6.0%) until passing FL90 for ATC reasons (a gradient of 334 ft\/NM \u2013 5.5% until passing 5000ft provides separation from obstacles)<\/span><\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 175 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

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

Le immagini di questa carta sono state aggiornate alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

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

La rappresentazione della MSA basata sul VOR \u2018BSM\u2019 va letta come segue:<\/span><\/span><\/p>\n

-settore 095\u00b0-275\u00b0 10000ft<\/span>
\n-settore 275\u00b0-095\u00b0 3000ft<\/span><\/span><\/span><\/p>\n

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

ICP e SID RWY 14<\/b><\/span><\/span><\/h5>\n

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

Intercettare e seguire RDL 133 BSM<\/span> VOR (TR 133\u00b0) fino a 9NM BSM<\/span> DME (+4000ft).<\/span><\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 220 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

Minimum climb gradient:<\/span><\/span><\/p>\n

350 ft\/NM (5.76%)\u00a0fino ad attraversare 4000 ft causa ostacoli;<\/span><\/span><\/p>\n

500 ft\/NM (8.2%) fino ad attraversare 4000 ft per motivi ATC. <\/span><\/span><\/p>\n

WARNING<\/span><\/strong>
\n<\/span>Ostacoli ravvicinati che penetrano la OIS 2.5% sono presenti, ma non sono stati considerati per la PDG pubblicata.<\/span><\/span><\/p>\n

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

CIBFU 7C<\/b><\/span><\/span><\/h5>\n

RDL 171<\/span> BSM<\/span> VOR (TR 351\u00b0) \u2013 RDL 081<\/span> BSM<\/span> VOR\/TR 081\u00b0<\/span> (a 3NM BSM<\/span> DME: +FL90; a 17.8NM BSM<\/span> DME: +FL110) <\/span>\u2013 RDL 016<\/span> VIL VORTAC (TR 016\u00b0) \u2013 CIBFU <\/span><\/span><\/span><\/p>\n

LICFE 6C (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

RDL 139<\/span> BSM<\/span> VOR (RDL 319<\/span> BOA VOR) TR 139\u00b0 <\/span>\u2013 LICFE (+FL130)<\/span><\/span><\/span><\/p>\n

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

UVNIB 1L\u00a0(a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

RDL 171\u00a0BSM<\/span>\u00a0VOR (TR 351\u00b0) \u2013 RDL 246<\/span>\u00a0BSM<\/span>\u00a0VOR (TR 246\u00b0)<\/span> \u2013 UVNIB<\/span> (+FL90)<\/span><\/span><\/span><\/p>\n

OSKOR 6L<\/b><\/span><\/span><\/h5>\n

RDL 171 BSM<\/span> VOR (TR 351\u00b0) <\/span>\u2013 BSM<\/span> VOR\/DME (+FL90) <\/span>\u2013 RDL 323<\/span> BSM<\/span> VOR (TR 323\u00b0) \u2013 OSKOR (+FL110) <\/span><\/span><\/span><\/p>\n

_____<\/p>\n

Le immagini di questa carta sono state aggiornate alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/span><\/p>\n

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

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

 <\/p>\n

ICP e SID RNAV1 RWY 32 CAT D (CAT A-B-C a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

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

Dopo il decollo procedere su TR 312\u00b0 fino a PO601,<\/span> quindi virare a sinistra per inserirsi sulla SID assegnata.<\/span><\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 220 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

Minimum climb gradient:<\/span><\/span><\/p>\n

300 ft\/NM (4.9%)\u00a0fino ad attraversare<\/span><\/span>\u00a0<\/span>6000 ft\u00a0causa ostacoli;<\/span><\/span><\/span><\/span><\/p>\n

365 ft\/NM (6.0%)\u00a0fino ad attraversare FL90 per motivi ATC.<\/span><\/span><\/p>\n

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

AVCUP 6A (a discrezione ATC)<\/b><\/span><\/span><\/p>\n

PO603 (+6000ft, IAS MAX 220kt) \u2013 TR 136\u00b0 \u2013 AVCUP (+FL130)<\/span><\/span><\/p>\n

EXFIN 7A<\/b><\/span><\/span><\/h5>\n

PO603 (+6000ft, IAS MAX 220kt) \u2013 TR 061\u00b0 \u2013 PO607 (+FL110) \u2013 EXFIN<\/span><\/span><\/p>\n

ETHEZ 6A (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

PO603 (+6000ft, IAS MAX 220kt) \u2013 TR 115\u00b0 \u2013 ETHEZ (+FL95)<\/span><\/span><\/p>\n

OSBUL 7V<\/b><\/span><\/span><\/h5>\n

PO603 (+6000ft, IAS MAX 220kt) \u2013 TR 184\u00b0 \u2013 OSBUL (+FL90)<\/span><\/span><\/p>\n

UGHAD 6A<\/b><\/span><\/span><\/h5>\n

PO603 (+6000ft, IAS MAX 220kt) \u2013 TR 095\u00b0 \u2013 UGHAD (+FL95)<\/span><\/span><\/p>\n

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

OSKOR 7V<\/b><\/span><\/span><\/h5>\n

PO603 (+6000ft, IAS MAX 220kt) \u2013 TR 261\u00b0 \u2013 PO604 \u2013 TR 007\u00b0 \u2013 OSKOR (+FL110)<\/span><\/span><\/p>\n

UVNIB 1V (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

PO603 (+6000ft, IAS MAX 220kt) \u2013 TR 261\u00b0 \u2013 PO604 \u2013 UVNIB (+FL90)<\/span><\/span><\/p>\n

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

(Le immagini di questa carta sono state aggiornate alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

_______<\/p>\n

MSA che prevede un unico settore di 360\u00b0 a 25NM dall\u2019ARP:10000ft<\/span><\/span><\/p>\n

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

 <\/p>\n

ICP e SID RNAV1 RWY 32 (solo CAT A-B-C)<\/b><\/span><\/span><\/h5>\n

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

Dopo il decollo procedere su TR 312\u00b0 fino a PO601 (flyover waypoint, +1100ft, IAS MAX 175kt ), quindi virare a destra sulla SID assegnata.<\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 175 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

Minimum climb gradient:<\/span><\/span><\/p>\n

334ft\/NM (5.5%) fino ad attraversare<\/span>\u00a06000 ft\u00a0causa ostacoli;<\/span><\/span><\/span><\/p>\n

365 ft\/NM (6.0%) fino ad attraversare<\/span> FL90 (8.2% fino ad attraversare<\/span> FL 110 per<\/span><\/span> SID EXFIN 7B<\/span>) causa<\/span> <\/span>esigenze ATC.<\/span> <\/span><\/span><\/span><\/p>\n

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

ADXEF 7A<\/b><\/span><\/span><\/h5>\n

PO602 (+6000ft, IAS MAX 175kt) \u2013 TR 103\u00b0 \u2013 ADXEF (+FL95)<\/span><\/span><\/p>\n

AFNEW 7A<\/span> (a discrezione ATC)<\/span><\/b><\/span><\/span><\/h5>\n

PO602 (+6000ft, IAS MAX 175kt)<\/span> \u2013 TR 144\u00b0<\/span> \u2013 AFNEW (+FL130)<\/span><\/span><\/span><\/p>\n

EXFIN 7B<\/b><\/span><\/span><\/h5>\n

PO602 (+6000ft, IAS MAX 175kt) \u2013 TR 070\u00b0 \u2013 PO611 (+FL110) \u2013 EXFIN<\/span><\/span><\/p>\n

PIQUZ 7A (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

PO602 (+6000ft, IAS MAX 175kt) \u2013 TR 123\u00b0 \u2013 PIQUZ (+FL95)<\/span><\/span><\/p>\n

OSBUL 7B<\/b><\/span><\/span><\/h5>\n

PO602 (+6000ft, IAS MAX 175kt) \u2013 TR 222\u00b0 \u2013 PO603 (IAS MAX 220kt)<\/span> \u2013 TR 184\u00b0 \u2013 OSBUL (+FL90)<\/span><\/span><\/span><\/p>\n

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

OSKOR 7U<\/b><\/span><\/span><\/h5>\n

PO602 (+6000ft, IAS MAX 175kt) \u2013 TR 222\u00b0 \u2013 PO603 (IAS MAX 220kt) <\/span>\u2013 TR 261\u00b0 \u2013 PO604 \u2013 TR 007\u00b0 \u2013 OSKOR (+FL110)<\/span><\/span><\/span><\/p>\n

UVNIB 1U (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

PO602 (+6000ft,\u00a0IAS MAX 175kt) \u2013 TR 222\u00b0 \u2013 PO603\u00a0(IAS MAX 220kt)\u00a0<\/span>\u2013 TR 261\u00b0 \u2013 PO604 \u2013 UVNIB<\/span> (+FL90)<\/span><\/span><\/span><\/p>\n

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

(Le immagini di questa carta sono state aggiornate alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

_______<\/p>\n

MSA che prevede un unico settore di 360\u00b0 a 25NM dall\u2019ARP:10000ft<\/span><\/span><\/p>\n

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

 <\/p>\n

ICP e SID RNAV1 RWY 14<\/b><\/span><\/span><\/h5>\n

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

Dopo il decollo procedere su TR 132\u00b0 fino a PO606 (flyover waypoint +4000ft, IAS MAX 220kt) per inserirsi sulla SID assegnata.<\/span><\/span><\/p>\n

Eseguire le virate con IAS MAX 220 kt e minimo bank angle 20\u00b0.<\/span><\/span><\/p>\n

Minimum climb gradient:<\/span><\/span><\/p>\n

350 ft\/NM (5.8%) fino ad attraversare<\/span><\/span>\u00a04000 ft\u00a0causa ostacoli;<\/span><\/span><\/span><\/span><\/p>\n

500 ft\/NM (8.2%) fino ad attraversare<\/span> 4000 ft (8.7% fino ad attraversare<\/span> FL110 <\/span><\/span>per<\/span> SID EXFIN 7C<\/span><\/span><\/span>) ca<\/span>usa motivi ATC<\/span> <\/span><\/span><\/span><\/span><\/p>\n

WARNING<\/span><\/strong><\/span><\/h5>\n

Ostacoli ravvicinati che penetrano la OIS 2.5% sono presenti, ma non sono stati considerati per la PDG pubblicata.<\/span><\/span><\/p>\n

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

EXFIN 7C<\/b><\/span><\/span><\/h5>\n

PO606 (+4000ft, IAS MAX 220kt) \u2013 TR 062\u00b0 \u2013 PO612 (+FL110) \u2013 EXFIN<\/span><\/span><\/p>\n

EZRAF 6A<\/b><\/span><\/span><\/h5>\n

PO606 (+4000ft, IAS MAX 220kt) \u2013 TR 099\u00b0 \u2013 EZRAF (+FL95)<\/span><\/span><\/p>\n

FAMXO 6A (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

PO606 (+4000ft, IAS MAX 220kt) \u2013 TR 140\u00b0 \u2013 FAMXO (+FL130)<\/span><\/span><\/p>\n

OSBUL 7H<\/b><\/span><\/span><\/h5>\n

PO606 (+4000ft, IAS MAX 220kt) \u2013 TR\u00a0191\u00b0 \u2013 OSBUL (+FL90)<\/span><\/span><\/p>\n

TAGHE 6A (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

PO606 (+4000ft, IAS MAX 220kt) \u2013 TR 119\u00b0 \u2013 TAGHE (+FL95)<\/span><\/span><\/p>\n

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

OSKOR 7H<\/b><\/span><\/span><\/h5>\n

PO606 (+4000ft, IAS MAX 220kt) \u2013 TR 261\u00b0 \u2013 PO604 \u2013 TR 007\u00b0 \u2013 OSKOR (+FL110)<\/span><\/span><\/p>\n

UVNIB 1H (a discrezione ATC)<\/b><\/span><\/span><\/h5>\n

PO606 (flyover waypoint, +4000ft,\u00a0IAS MAX 220kt) \u2013 TR 261\u00b0 \u2013 PO604 \u2013 UVNIB (+FL90)<\/span><\/span><\/p>\n

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

(Le immagini di questa carta sono state aggiornate alla variante AIRAC A10\/25, in vigore dal 2 Ottobre 2025)<\/span><\/span><\/p>\n

_____<\/p>\n

MSA che prevede un unico settore di 360\u00b0 a 25NM dall\u2019ARP:10000ft<\/span><\/span><\/p>\n

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

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

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

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

Le più recenti variazioni alle procedure strumentali di Brescia sono le seguenti: – revisione di STAR e SID per la sostituzione del waypoint COD con UVNIB. – istituzione STAR RNAV1\/RNP1 RWY 14 e della procedura di avvicinamento RNP RWY 14 (variante AIRAC A3\/24, in vigore dal 21 Marzo 2024) – istituzione della procedura di avvicinamento […]<\/p>\n","protected":false},"author":2,"featured_media":20234,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2,7],"tags":[558,134,962,135,169,559],"class_list":["post-18768","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-airac","category-notam","tag-adsas","tag-brescia","tag-egfuv","tag-montichiari","tag-pilud","tag-upgav"],"yoast_head":"\nProcedure strumentali di Brescia - Aeronautical Information<\/title>\n<meta name=\"description\" content=\"Procedure strumentali di Brescia. Descrizione ed analisi di STAR, SID e procedure strumentali di avvicinamento\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/\" \/>\n<meta property=\"og:locale\" content=\"it_IT\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Procedure strumentali di Brescia - Aeronautical Information\" \/>\n<meta property=\"og:description\" content=\"Procedure strumentali di Brescia. Descrizione ed analisi di STAR, SID e procedure strumentali di avvicinamento\" \/>\n<meta property=\"og:url\" content=\"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/\" \/>\n<meta property=\"og:site_name\" content=\"Aeronautical Information\" \/>\n<meta property=\"article:author\" content=\"https:\/\/www.facebook.com\/Aeronautical-Information-247131702345868\" \/>\n<meta property=\"article:published_time\" content=\"2024-09-23T11:34:23+00:00\" \/>\n<meta property=\"article:modified_time\" content=\"2026-08-09T06:14:35+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/aeronauticalinformation.it\/wp-content\/uploads\/2024\/09\/ILSorLOC_Z_32_A10-25_LIPO.jpeg\" \/>\n\t<meta property=\"og:image:width\" content=\"518\" \/>\n\t<meta property=\"og:image:height\" content=\"508\" \/>\n\t<meta property=\"og:image:type\" content=\"image\/jpeg\" \/>\n<meta name=\"author\" content=\"Fabio Patrassi\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:creator\" content=\"@FabioPatrassi\" \/>\n<meta name=\"twitter:site\" content=\"@FabioPatrassi\" \/>\n<meta name=\"twitter:label1\" content=\"Scritto da\" \/>\n\t<meta name=\"twitter:data1\" content=\"Fabio Patrassi\" \/>\n\t<meta name=\"twitter:label2\" content=\"Tempo di lettura stimato\" \/>\n\t<meta name=\"twitter:data2\" content=\"26 minuti\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\\\/\\\/schema.org\",\"@graph\":[{\"@type\":\"Article\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/#article\",\"isPartOf\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/\"},\"author\":{\"name\":\"Fabio Patrassi\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#\\\/schema\\\/person\\\/389bb3c24a5e5a120a0c1079a4a5be4b\"},\"headline\":\"Procedure strumentali di Brescia\",\"datePublished\":\"2024-09-23T11:34:23+00:00\",\"dateModified\":\"2026-08-09T06:14:35+00:00\",\"mainEntityOfPage\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/\"},\"wordCount\":3110,\"commentCount\":0,\"publisher\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#organization\"},\"image\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/#primaryimage\"},\"thumbnailUrl\":\"https:\\\/\\\/aeronauticalinformation.it\\\/wp-content\\\/uploads\\\/2024\\\/09\\\/ILSorLOC_Z_32_A10-25_LIPO.jpeg\",\"keywords\":[\"ADSAS\",\"Brescia\",\"EGFUV\",\"Montichiari\",\"PILUD\",\"UPGAV\"],\"articleSection\":[\"AIRAC\",\"NOTAM\"],\"inLanguage\":\"it-IT\",\"potentialAction\":[{\"@type\":\"CommentAction\",\"name\":\"Comment\",\"target\":[\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/#respond\"]}]},{\"@type\":\"WebPage\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/\",\"url\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/\",\"name\":\"Procedure strumentali di Brescia - Aeronautical Information\",\"isPartOf\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#website\"},\"primaryImageOfPage\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/#primaryimage\"},\"image\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/#primaryimage\"},\"thumbnailUrl\":\"https:\\\/\\\/aeronauticalinformation.it\\\/wp-content\\\/uploads\\\/2024\\\/09\\\/ILSorLOC_Z_32_A10-25_LIPO.jpeg\",\"datePublished\":\"2024-09-23T11:34:23+00:00\",\"dateModified\":\"2026-08-09T06:14:35+00:00\",\"description\":\"Procedure strumentali di Brescia. Descrizione ed analisi di STAR, SID e procedure strumentali di avvicinamento\",\"breadcrumb\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/#breadcrumb\"},\"inLanguage\":\"it-IT\",\"potentialAction\":[{\"@type\":\"ReadAction\",\"target\":[\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/\"]}]},{\"@type\":\"ImageObject\",\"inLanguage\":\"it-IT\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/#primaryimage\",\"url\":\"https:\\\/\\\/aeronauticalinformation.it\\\/wp-content\\\/uploads\\\/2024\\\/09\\\/ILSorLOC_Z_32_A10-25_LIPO.jpeg\",\"contentUrl\":\"https:\\\/\\\/aeronauticalinformation.it\\\/wp-content\\\/uploads\\\/2024\\\/09\\\/ILSorLOC_Z_32_A10-25_LIPO.jpeg\",\"width\":518,\"height\":508,\"caption\":\"Procedure strumentali di Brescia\"},{\"@type\":\"BreadcrumbList\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/index.php\\\/2024\\\/09\\\/23\\\/procedure-strumentali-di-brescia\\\/#breadcrumb\",\"itemListElement\":[{\"@type\":\"ListItem\",\"position\":1,\"name\":\"Home\",\"item\":\"https:\\\/\\\/aeronauticalinformation.it\\\/\"},{\"@type\":\"ListItem\",\"position\":2,\"name\":\"Procedure strumentali di Brescia\"}]},{\"@type\":\"WebSite\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#website\",\"url\":\"https:\\\/\\\/aeronauticalinformation.it\\\/\",\"name\":\"aeronautical information\",\"description\":\"\",\"publisher\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#organization\"},\"potentialAction\":[{\"@type\":\"SearchAction\",\"target\":{\"@type\":\"EntryPoint\",\"urlTemplate\":\"https:\\\/\\\/aeronauticalinformation.it\\\/?s={search_term_string}\"},\"query-input\":{\"@type\":\"PropertyValueSpecification\",\"valueRequired\":true,\"valueName\":\"search_term_string\"}}],\"inLanguage\":\"it-IT\"},{\"@type\":\"Organization\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#organization\",\"name\":\"Aeronautical Information\",\"url\":\"https:\\\/\\\/aeronauticalinformation.it\\\/\",\"logo\":{\"@type\":\"ImageObject\",\"inLanguage\":\"it-IT\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#\\\/schema\\\/logo\\\/image\\\/\",\"url\":\"https:\\\/\\\/aeronauticalinformation.it\\\/wp-content\\\/uploads\\\/2016\\\/06\\\/cropped-icona.png\",\"contentUrl\":\"https:\\\/\\\/aeronauticalinformation.it\\\/wp-content\\\/uploads\\\/2016\\\/06\\\/cropped-icona.png\",\"width\":512,\"height\":512,\"caption\":\"Aeronautical Information\"},\"image\":{\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#\\\/schema\\\/logo\\\/image\\\/\"},\"sameAs\":[\"https:\\\/\\\/x.com\\\/FabioPatrassi\"]},{\"@type\":\"Person\",\"@id\":\"https:\\\/\\\/aeronauticalinformation.it\\\/#\\\/schema\\\/person\\\/389bb3c24a5e5a120a0c1079a4a5be4b\",\"name\":\"Fabio Patrassi\",\"image\":{\"@type\":\"ImageObject\",\"inLanguage\":\"it-IT\",\"@id\":\"https:\\\/\\\/secure.gravatar.com\\\/avatar\\\/00fdcba36b0a7aa2a94b799ebec886b47e9403ec362bf7404e2a8608ef8ce649?s=96&d=mm&r=g\",\"url\":\"https:\\\/\\\/secure.gravatar.com\\\/avatar\\\/00fdcba36b0a7aa2a94b799ebec886b47e9403ec362bf7404e2a8608ef8ce649?s=96&d=mm&r=g\",\"contentUrl\":\"https:\\\/\\\/secure.gravatar.com\\\/avatar\\\/00fdcba36b0a7aa2a94b799ebec886b47e9403ec362bf7404e2a8608ef8ce649?s=96&d=mm&r=g\",\"caption\":\"Fabio Patrassi\"},\"sameAs\":[\"https:\\\/\\\/www.facebook.com\\\/Aeronautical-Information-247131702345868\"]}]}<\/script>\n<!-- \/ Yoast SEO plugin. -->","yoast_head_json":{"title":"Procedure strumentali di Brescia - Aeronautical Information","description":"Procedure strumentali di Brescia. Descrizione ed analisi di STAR, SID e procedure strumentali di avvicinamento","robots":{"index":"index","follow":"follow","max-snippet":"max-snippet:-1","max-image-preview":"max-image-preview:large","max-video-preview":"max-video-preview:-1"},"canonical":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/","og_locale":"it_IT","og_type":"article","og_title":"Procedure strumentali di Brescia - Aeronautical Information","og_description":"Procedure strumentali di Brescia. Descrizione ed analisi di STAR, SID e procedure strumentali di avvicinamento","og_url":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/","og_site_name":"Aeronautical Information","article_author":"https:\/\/www.facebook.com\/Aeronautical-Information-247131702345868","article_published_time":"2024-09-23T11:34:23+00:00","article_modified_time":"2026-08-09T06:14:35+00:00","og_image":[{"width":518,"height":508,"url":"https:\/\/aeronauticalinformation.it\/wp-content\/uploads\/2024\/09\/ILSorLOC_Z_32_A10-25_LIPO.jpeg","type":"image\/jpeg"}],"author":"Fabio Patrassi","twitter_card":"summary_large_image","twitter_creator":"@FabioPatrassi","twitter_site":"@FabioPatrassi","twitter_misc":{"Scritto da":"Fabio Patrassi","Tempo di lettura stimato":"26 minuti"},"schema":{"@context":"https:\/\/schema.org","@graph":[{"@type":"Article","@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/#article","isPartOf":{"@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/"},"author":{"name":"Fabio Patrassi","@id":"https:\/\/aeronauticalinformation.it\/#\/schema\/person\/389bb3c24a5e5a120a0c1079a4a5be4b"},"headline":"Procedure strumentali di Brescia","datePublished":"2024-09-23T11:34:23+00:00","dateModified":"2026-08-09T06:14:35+00:00","mainEntityOfPage":{"@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/"},"wordCount":3110,"commentCount":0,"publisher":{"@id":"https:\/\/aeronauticalinformation.it\/#organization"},"image":{"@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/#primaryimage"},"thumbnailUrl":"https:\/\/aeronauticalinformation.it\/wp-content\/uploads\/2024\/09\/ILSorLOC_Z_32_A10-25_LIPO.jpeg","keywords":["ADSAS","Brescia","EGFUV","Montichiari","PILUD","UPGAV"],"articleSection":["AIRAC","NOTAM"],"inLanguage":"it-IT","potentialAction":[{"@type":"CommentAction","name":"Comment","target":["https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/#respond"]}]},{"@type":"WebPage","@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/","url":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/","name":"Procedure strumentali di Brescia - Aeronautical Information","isPartOf":{"@id":"https:\/\/aeronauticalinformation.it\/#website"},"primaryImageOfPage":{"@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/#primaryimage"},"image":{"@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/#primaryimage"},"thumbnailUrl":"https:\/\/aeronauticalinformation.it\/wp-content\/uploads\/2024\/09\/ILSorLOC_Z_32_A10-25_LIPO.jpeg","datePublished":"2024-09-23T11:34:23+00:00","dateModified":"2026-08-09T06:14:35+00:00","description":"Procedure strumentali di Brescia. Descrizione ed analisi di STAR, SID e procedure strumentali di avvicinamento","breadcrumb":{"@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/#breadcrumb"},"inLanguage":"it-IT","potentialAction":[{"@type":"ReadAction","target":["https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/"]}]},{"@type":"ImageObject","inLanguage":"it-IT","@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/#primaryimage","url":"https:\/\/aeronauticalinformation.it\/wp-content\/uploads\/2024\/09\/ILSorLOC_Z_32_A10-25_LIPO.jpeg","contentUrl":"https:\/\/aeronauticalinformation.it\/wp-content\/uploads\/2024\/09\/ILSorLOC_Z_32_A10-25_LIPO.jpeg","width":518,"height":508,"caption":"Procedure strumentali di Brescia"},{"@type":"BreadcrumbList","@id":"https:\/\/aeronauticalinformation.it\/index.php\/2024\/09\/23\/procedure-strumentali-di-brescia\/#breadcrumb","itemListElement":[{"@type":"ListItem","position":1,"name":"Home","item":"https:\/\/aeronauticalinformation.it\/"},{"@type":"ListItem","position":2,"name":"Procedure strumentali di Brescia"}]},{"@type":"WebSite","@id":"https:\/\/aeronauticalinformation.it\/#website","url":"https:\/\/aeronauticalinformation.it\/","name":"aeronautical information","description":"","publisher":{"@id":"https:\/\/aeronauticalinformation.it\/#organization"},"potentialAction":[{"@type":"SearchAction","target":{"@type":"EntryPoint","urlTemplate":"https:\/\/aeronauticalinformation.it\/?s={search_term_string}"},"query-input":{"@type":"PropertyValueSpecification","valueRequired":true,"valueName":"search_term_string"}}],"inLanguage":"it-IT"},{"@type":"Organization","@id":"https:\/\/aeronauticalinformation.it\/#organization","name":"Aeronautical Information","url":"https:\/\/aeronauticalinformation.it\/","logo":{"@type":"ImageObject","inLanguage":"it-IT","@id":"https:\/\/aeronauticalinformation.it\/#\/schema\/logo\/image\/","url":"https:\/\/aeronauticalinformation.it\/wp-content\/uploads\/2016\/06\/cropped-icona.png","contentUrl":"https:\/\/aeronauticalinformation.it\/wp-content\/uploads\/2016\/06\/cropped-icona.png","width":512,"height":512,"caption":"Aeronautical Information"},"image":{"@id":"https:\/\/aeronauticalinformation.it\/#\/schema\/logo\/image\/"},"sameAs":["https:\/\/x.com\/FabioPatrassi"]},{"@type":"Person","@id":"https:\/\/aeronauticalinformation.it\/#\/schema\/person\/389bb3c24a5e5a120a0c1079a4a5be4b","name":"Fabio Patrassi","image":{"@type":"ImageObject","inLanguage":"it-IT","@id":"https:\/\/secure.gravatar.com\/avatar\/00fdcba36b0a7aa2a94b799ebec886b47e9403ec362bf7404e2a8608ef8ce649?s=96&d=mm&r=g","url":"https:\/\/secure.gravatar.com\/avatar\/00fdcba36b0a7aa2a94b799ebec886b47e9403ec362bf7404e2a8608ef8ce649?s=96&d=mm&r=g","contentUrl":"https:\/\/secure.gravatar.com\/avatar\/00fdcba36b0a7aa2a94b799ebec886b47e9403ec362bf7404e2a8608ef8ce649?s=96&d=mm&r=g","caption":"Fabio Patrassi"},"sameAs":["https:\/\/www.facebook.com\/Aeronautical-Information-247131702345868"]}]}},"post_mailing_queue_ids":[],"_links":{"self":[{"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/posts\/18768","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/comments?post=18768"}],"version-history":[{"count":11,"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/posts\/18768\/revisions"}],"predecessor-version":[{"id":22067,"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/posts\/18768\/revisions\/22067"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/media\/20234"}],"wp:attachment":[{"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/media?parent=18768"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/categories?post=18768"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/aeronauticalinformation.it\/index.php\/wp-json\/wp\/v2\/tags?post=18768"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}