1	Associated MET Office	Riga
2	Hours of service MET Office outside hours	H24 -
3	Office responsible for TAF preparation	Riga
	Periods of validity	24 HR (0024; 0303; 0606; 0909; 1212;1515;1818; 2121)
	Interval of issuance	3 HR
4	Trend forecast Interval of issuance	NIL
5	Briefing/consultation provided	Flight documentation is provided O/R by ARO Riga H24, phone: +371 67300642, +371 67300645, +371 67783761 (back-up phone). Consultation is provided O/R by MET office Riga H24, phone: +371 67142005
6	Flight documentation	TAF, METAR, SIGMET, GAMET, AIRMET, WAFS charts, SWL
	Language(s) used	English
7	Charts and other information available for briefing or consultation	NIL
8	Supplementary equipment available for providing information	NIL
9	ATS units provided with information	Liepaja AFIS
10	Additional information (limitation of service, etc.)	See GEN-3.5 for RVR reporting and location of RVR EQPT. METAR is available when hail, funnel cloud, low drifting snow, blowing snow, shallow fog, partial fog, squall; or CB and/or TCU clouds occur at the aerodrome during AFIS operational hours. In all other cases, only METAR AUTO is available. Aerodrome warnings are only issued for AFIS unit operational hours and based on automated reports. TAF forecasts are based on automated reports.

1. START-UP

Start-up procedures are not applicable.

When a departing turbine-engine IFR aircraft requests start-up, the AFIS unit:

a. advises that there are no start-up restrictions, or

b. advises factors which may influence the aircraft’s start-up (other traffic, aerodrome conditions, ATFM SLOT restrictions), after which the pilot-in-command starts-up at his / her own discretion.

2. TAXI PROCEDURES

Aircraft taxiing on apron shall use all aircraft engines at the minimum power required for taxiing to avoid causing jet blast damage.

3. HOLDING BEFORE TAKE-OFF

When, due to other traffic, an immediate take-off is not possible, a departing aircraft shall hold on the parking stand on the apron or on the intermediate holding PSN on TXL N.

4. TAKE-OFF

Take-offs are performed in the order in which the aircraft have reported being ready. This order may, however, be altered if required by the traffic situation or by pilots’ mutual agreement.

Note: Before take-off, the information on the actual use of the runway “NO REPORTED TRAFFIC RUNWAY 06/24” shall be obtained from the AFIS unit.

5. SELECTION OF THE RUNWAY-IN-USE

Normally, an aircraft should land and take-off into the wind unless safety, the runway configuration, meteorological conditions, available instrument approach procedures or air traffic conditions determine that a different direction is preferable. In selecting the runway, however, the AFIS officer takes into consideration, besides surface wind speed and direction, other relevant factors such as the aerodrome traffic circuit, the length of runway and the approach and landing aids available.

The AFIS officer may suggest the runway-in-use with a tail-wind component provided if AFIS or the aircraft gain an operational advantage and the pilots accept the tail-wind component. The final decision on the acceptability of the selected RWY rests with the pilot.

6. MOVEMENT OF VEHICLES AND PERSONS ON THE MANOEUVRING AREA

Procedures for the control of vehicles and persons on the manoeuvring area are similar to those applied at airports where ATC is provided. Vehicles and persons are not allowed on the manoeuvring area when an aircraft is taking-off or landing.

7. DE-ICING PROCEDURES

7.1 Aircraft de-icing shall be carried out in areas specifically designated by the airport.

7.2 De-icing on Apron may be performed on stand No. 3.

7.3 Initial de-icing requests shall be submitted to AD Liepaja, as early as possible but at least 15 MIN prior to off-block.

7.4 De-icing on apron will take place with aircraft engines off.

7.5 After de-icing is completed and de-icing team has reverted to a safe position, de-icing operator will report “de-icing completed” and anti-icing code and start time if any to the crew.

7.6 After de-icing taxiing shall be commenced only after receiving an “all clear” (thumbs-up) signal from the ground staff.

8. UNMANNED AIRCRAFT FLIGHTS IN LIEPAJA FIZ SECTOR A

8.1 Flights of UA (MTOM up to 2 kg) are allowed in the open and specific categories in the Liepaja FIZ Sector A below 50 m AGL excluding the areas within 5 km of RWY 06 and RWY 24 THR (see EVLA AD 2.12).

8.2 To operate UA with MTOM greater than 2 kg, the remote pilot must either complete practical skills self-training or hold an A2 certificate of remote pilot competency, or a certificate of remote pilot theoretical knowledge for operations in standard scenarios and accreditation of completion of the relevant practical skill training. Operations in the open category of privately built UA with MTOM greater than 2 kg are allowed only if the UAS operator has fulfilled the necessary arrangements with SJSC "Latvijas gaisa satiksme" for each flight according to the terms and conditions of the coordination procedure.

8.3 UAS operations in the areas within 5 km of RWY 06 and RWY 24 THR (see EVLA AD 2.12) and/or in the Liepaja FIZ Sector A above 50 m AGL are allowed only if the UAS operator has fulfilled the necessary arrangements with SJSC "Latvijas gaisa satiksme" for each flight according to the terms and conditions of the coordination procedure.

For more information refer to URL provided below.

URL: https://www.lgs.lv/en/2020/10/drone-flight-coordination/

9. PLANNING AND EXECUTION OF TRAINING FLIGHTS

9.1 The purpose of the procedure is the safe and efficient execution of:

- VFR training flights;

- training flights with simulated instrument approach under VFR conditions;

- IFR training flights at Liepaja aerodrome and in the Liepaja FIZ Sector A/FIZ Sector B, when AFIS is provided.

9.2 Planning of training flights

9.2.1 Training flights are conducted on the basis ,,First come, first served”

9.2.2 Preliminary arrangements from pilots may contain the training flight schedule for up to 1 month ahead, that should be submitted to Liepaja ATS unit by email: evla@lgs.lv, or by phone: +371 67300555 during office hours.

Information should be submitted not earlier than 1 month before the day of training and not later than 1 day before the day of training.

9.2.3 As an exception, the information on the current day for the intended training flight shall be submitted to the Liepaja AFIS unit during operational hours by phone: +371 63484100, not later than 3 hours before the flight.

The Liepaja AFIS unit provides the current information to a pilot about the availability of the requested time for a training flight.

9.2.4 A preliminary arrangement for the training flight to reserve the time for the execution of a training flight shall contain the following information:

• call sign and registration of the aircraft;
• aircraft type;
• aircraft speed approach Category;
• the planned time of exercises at AD Liepaja (beginning and completion);
• the nature and number of exercises.

9.2.5 A preliminary arrangement is intended for pilots as the guidance information on available time for the training flights to meet the requirements as laid down in paragraphs 9.4.3, 9.5.2, 9.5.5. below and helps the pilot in the proper flight planning.

9.2.6 A standard ICAO flight plan should be submitted no later than 60 minutes before EOBT.

9.3 Flight procedures

9.3.1 Pilots of traffic conducting training flights shall, at any time when necessary, communicate with each other on AFIS FREQ 129.400 MHz for maintaining safe distances between the aircraft.

9.3.2 The pilot-in-command shall use the information received from the AFIS unit on their own judgment and is fully responsible for maintaining a safe distance from other traffic, as well as for reporting their own intentions.

9.3.3 Pilots conducting training flights shall be aware of mutual position of other aircraft at any time.

9.4 VFR training flights

9.4.1 VFR training flights can be executed by Category A and B Speed Approach aircraft and as well as by all type of helicopters.

9.4.2 VFR training flights shall be conducted in compliance with the published VFR aerodrome standard or extended traffic circuits (see figure1 and 2) and Visual Approach Chart EVLA AD 2.24.14.

Figure 1

Figure 2

9.4.3 No more than 3 VFR Category A and B Speed Approach aircraft, following the standard VFR training procedure may conduct the training flights simultaneously in the VFR traffic pattern. Additional VFR flights (training and other) are allowed to depart and leave the Liepaja FIZ Sector A/FIZ Sector B, as well as to enter the Liepaja FIZ Sector A/FIZ Sector B to land at aerodrome.

9.4.4 VFR training flights or simulated instrument approach shall not be executed:

a) when the ceiling is less than 1 500 ft.; or

b) when the ground visibility is less than 5 km.

9.4.5 Simulated instrument approach under VFR condition shall be conducted in compliance with the published VFR aerodrome standard or extended traffic circuits (see figure1and 2).

9.4.6 ILS for RWY 24 for simulated instrument approaches is available (see EVLA AD 2.19 Radio Navigation and Landing Aids)

9.4.7 A pilot conducting a VFR training flight or a VFR training flight with simulated instrument approach shall report:

• intentions regarding training flight manoeuvres;
• joining downwind (standard or extended downwind);
• short final (long final);
• other reports, by the AFIS officer or another pilot request.

9.4.8 When necessary, for maintaining of safe distances between the aircraft, the pilot of VFR traffic shall proceed to VFR holding patterns (see EVLA AD 2.24.14) at 1000 ft, leave the Liepaja FIZ Sector A or land the aircraft and hold on the apron on the parking stand.

9.4.9 IFR traffic, departing from or arriving at Liepaja aerodrome, has a priority over the aircraft conducting a VFR training flight, the pilot of which has to either proceed to VFR holding pattern (see EVLA AD 2.24.14), leave the Liepaja FIZ Sector A/FIZ Sector B or to land and wait on the apron on the parking stand.

9.5 IFR training flights

9.5.1 IFR training flights are conducted in accordance with Instrument Approach Charts

9.5.2 Only one IFR training flight may be conducted at any one time.

9.5.3 IFR traffic departing from or arriving at AD Liepaja has priority over IFR training flights, the pilot of which has to leave the Liepaja FIZ Sector B/FIZ Sector A or land and wait on the apron, on the parking stand.

9.5.4 An IFR training flight has priority over aircraft conducting a VFR training flight, the pilot of which has to either proceed to the VFR holding pattern (see EVLA AD 2.24.14), leave the Liepaja FIZ Sector B/FIZ Sector A or land and wait on the apron, on the parking stand.

9.5.5 Simultaneous IFR and VFR training flights shall not be exercised.

1. GENERAL

1.1 Aerodrome Flight Information Service (AFIS) is provided. The purpose of AFIS is to provide information necessary for the safe and efficient conduct of flight operations in the vicinity of the aerodrome and in the manoeuvring area.

1.2 AFIS and pilot procedures are published in accordance with Standardised European Rules of the Air (SERA).

1.3 The Liepaja FIZ Sector B/FIZ Sector A are Transponder Mandatory /Radio Mandatory Zones (TMZ/RMZ).

1.4 A flight plan shall be submitted for any flight intending to be operated within the Liepaja FIZ Sector B/FIZ Sector A during hours of operation.

1.5 Aircraft equipped with suitable two-way radio communications, operating in the Liepaja FIZ Sector A/FIZ Sector B, shall report within 20 to 40 minutes after the time of the last contact, regardless of the purpose of such contact, merely to indicate that the flight is proceeding as planned. This report should include identification of the aircraft and the phrase “Operations normal”. The “Operations normal” message shall be transmitted from aircraft to the Liepaja AFIS unit on FREQ 129.400 MHz.

1.6 No separation is provided and no radar vectors are given by the Liepaja AFIS unit.

1.7 The pilot-in-command, on the basis of the Rules of the Air, uses the information received from the AFIS unit on their own judgment and is fully responsible for maintaining a safe distance from other traffic, as well as for reporting their own intentions.

1.8 For altimeter setting procedures, see AIP ENR 1.7.

2. PROCEDURES FOR DEPARTING IFR/VFR TRAFFIC

Departing aircraft shall report the following to the AFIS unit:

a. intention to taxi for take-off. A turbine aircraft shall also report their readiness to start-up (see EVLA AD 2.20);

b. selection of the runway-in-use; selection of a possible taxi holding position;

c. the planned route or the flight track and a further intention;

d. taxiing to the runway for take-off;

e. leaving the Liepaja FIZ Sector B/FIZ Sector A;

f. any other action or intention which may affect other traffic.

3. PROCEDURES FOR ARRIVING IFR/VFR TRAFFIC

An arriving aircraft shall report the following to the AFIS unit:

a. position, flying altitude and the estimated time of arrival at the aerodrome. This information must be given before crossing the Liepaja FIZ Sector B/FIZ Sector A boundary;

b. runway selected and, if the flight is operated according to IFR, the approach procedure selected;

c. VFR traffic circuit;

d. arrival in the holding pattern and leaving it;

e. commencing the approach procedure or entering the circuit;

f. passing the IAF and the FAF during an instrument approach;

g. turn to base leg or to final;

Note: Before landing, the information on the actual use of the runway “NO REPORTED TRAFFIC RUNWAY 06/24” shall be obtained from the AFIS unit.

h. vacating the RWY, taxiing to the apron or parking area after landing;

i. missed approach and the following intentions;

j. any other action or intention that may affect other traffic.

4. TAKE-OFF/LANDING OF HELICOPTERS

4.1 Take-off/landing of helicopters take place on the RWY.

5. USE OF ATS SURVEILLANCE SYSTEM BY AFIS

5.1 The use of ATS surveillance system in AFIS is detailed in APPENDIX A to EUROCONTROL Manual for Aerodrome Flight Information Service (AFIS).

5.2 ATS surveillance systems are used in the provision of AFIS to perform the following functions:

a. flight path monitoring of aircraft on final approach;

b. flight path monitoring of other aircraft in the vicinity of the aerodrome;

c. providing navigation assistance to VFR/IFR flights;

5.3 No radar vectors are given by the AFIS unit to an aircraft.

5.4 The aircraft position may be provided at any time by the AFIS unit on the pilot’s request.

5.5 The use of an ATS surveillance system in the provision of AFIS does not relieve the pilot-in-command of an aircraft of any responsibility with regard to the safety of flight.

6. RADIO COMMUNICATION

6.1 Unless otherwise instructed, aircraft in the Liepaja FIZ Sector B/FIZ Sector A shall establish and maintain two-way radio communication with the Liepaja AFIS unit on frequency 129.400 MHz.

6.2 Initial call to AFIS

The initial call to AFIS should be made 5 minutes before entering the Liepaja FIZ Sector B/FIZ Sector A and shall contain:

a. designation of the station being called;

b. call sign, type of aircraft and, for aircraft in the heavy wake turbulence category, the word “HEAVY”;

c. position;

d. level;

e. intentions; and

f. additional elements, requested by the AFIS unit.

6.3 Direct pilot-to-pilot communication

Two or more aircraft may establish direct pilot-to-pilot radio communication in the following cases:

• on pilots’ initiative to inform each other about their intentions and coordinate their operations to prevent collision and for maintaining safe distances between the aircraft, as well as in the case of “ground–air” communication failure;
• on the AFIS officer’s initiative, whenever considered advantageous, to prevent collision and for maintaining safe distances between the aircraft.

7. ATC CLEARANCE

7.1 ATC clearance, when required, shall be received from the AFIS unit before take-off.

8. PROCEDURES FOR VFR FLIGHTS IN LIEPAJA FIZ SECTOR B/FIZ SECTOR A

8.1 VFR flights shall be flown under suitable conditions (see European Commission Implementing Regulation (EU, SERA) No 923/2012.SERA.5005 Visual flight rules).

8.2 VFR flights in the Liepaja FIZ Sector A are operated when the ground visibility is equal to or greater than 5 km and the ceiling is equal to or greater than 1500 ft (450 m).

8.3 Inbound/outbound VFR traffic shall be planned via the following Liepaja FIZ Sector A entry/exit points: SKEDE, TILTI, EZERI, PIRAG or MEDZE as published on chart EVLA AD 2.24.14, unless otherwise suggested by the AFIS officer. The altitude should not be higher than 1500 ft.

8.4 VFR entry/exit point SKEDE is not permitted for inbound/outbound traffic when the danger area EVD43 SKEDE1 is active.

8.5 The AFIS officer may suggest that arriving VFR traffic proceeds to the published VFR holding patterns (see EVLA AD 2.24.14) or stays outside the Liepaja FIZ Sector A when it affects arriving or departing IFR traffic.

8.5 8.6 Aircraft entering the Liepaja FIZ Sector A but not intending to land at the aerodrome, shall report the following to the AFIS unit:

a. estimated time of entering the Liepaja FIZ Sector A, position and altitude;

b. route of the flight, intentions and altitude while flying in the Liepaja FIZ Sector A and, all changes to it.

9. SPECIAL VFR (SVFR)

9.1 Special VFR (SVFR) are not applicable in the Liepaja FIZ Sector A.

10. PROCEDURES FOR IFR FLIGHTS IN LIEPAJA FIZ SECTOR B/FIZ SECTOR A

10.1 IFR flights shall be flown in compliance with the approach and departure procedures, as published on AD Liepaja Instrument Approach Charts, Standard Instrument Arrival Charts (STAR) for RNP approach and Standard Instrument Departure Charts (SID).

Note: IFR traffic departing in accordance with the published SID routes or omnidirectional departures (see paragraph 10.10 below), but continuing its flight in class G airspace, can leave the Liepaja FIZ Sector B at any flight planned flight level.

10.2 The following points should be used to enter or exit the Liepaja FIZ Sector B, unless otherwise suggested by the AFIS unit (see ENR 6.2):

• entry/exit points: DESON, LASMA, RUCAV;
• entry point: FATXO;
• exit points: BIENE, TOLBI.

10.3 Arriving IFR traffic, after entering the Liepaja FIZ Sector B, executes the approach procedure, as published on AD Liepaja Instrument Approach Charts and Standard Instrument Arrival Charts (STAR) for RNP approach.

10.3.1 Arriving IFR traffic, after entering the Liepaja FIZ Sector B from controlled airspace, executes the approach procedure via the holding patterns over LEP DVOR (4000 FT), as published on AD Liepaja Instrument Approach Charts.

10.3.2 Arriving IFR traffic, after entering the Liepaja FIZ Sector B from uncontrolled airspace, executes the approach procedure via the holding patterns over LEP DVOR (4000 FT) or proceeds to LEP DVOR (IAF 2500 FT) for further execution of the approach procedure, as published on AD Liepaja Instrument Approach Charts.

10.4 The number of arriving and/or departing IFR traffic simultaneously operating in the Liepaja FIZ Sector B/FIZ Sector A is limited to 1 aircraft.

10.5 Pilots are advised to coordinate with each other their intentions (see paragraph 6.3 above).

10.6 Arriving traffic making an IFR approach in the Liepaja FIZ Sector B/FIZ Sector A has priority over departing IFR traffic, which should hold on the parking stand on the apron until the arriving IFR traffic lands and vacates the RWY.

10.7 Arriving IFR traffic entering the Liepaja FIZ Sector B from uncontrolled airspace (if it affects other IFR traffic in the Liepaja FIZ Sector B/FIZ Sector A) shall stay outside of the Liepaja FIZ Sector B until other IFR traffic in the Liepaja FIZ Sector B/FIZ Sector A has landed or vacated it.

10.8 IFR transit traffic may enter the Liepaja FIZ Sector B, if it does not conflict with other traffic or does not conflict with departing or arriving IFR traffic at Liepaja aerodrome.

10.9 Military Restricted and Military Danger areas located in the Liepaja FIZ Sector A/FIZ Sector B

10.9.1. IFR GAT arriving at and/or departing from Liepaja aerodrome is allowed to cross active Military Restricted and Military Danger areas, provided that their crossing has been confirmed by the Liepaja AFIS unit to IFR GAT traffic.

10.9.2. For activation status of Military Restricted and Military Danger areas see NOTAM in force.

10.9.3. Non-participating ACFT is not allowed to cross active Military Restricted and Military Danger areas unless specific procedures and/or conditions are approved by the Civil Aviation Agency (CAA).

10.10 Omnidirectional departures:

Significant OBS
RWY	PRO	Type	ELEV(ft)	BRG GEO/DIST(NM) DER
1	2	3	4	5
06	Climb straight ahead until MNM turning ALT 800ft.	Wind turbine	446	052.9°/3.89 NM
24	Climb straight ahead until MNM turning ALT 700ft.	Tower	351	268°/2.65 NM

10.11 Required navigation perfomance approach (RNP APCH)

RNP APCH procedures are available for landing at EVLA AD on RWY 06 and RWY 24. The RNP APCH procedures are named "RNP RWY 06" and "RNP RWY 24".

The approaches have multiple minima including LPV, LNAV/VNAV and LNAV. The ICAO flight plan Item 18 designation to be filed to indicate the ability to use these procedures is either "S1" or “S2”. Use of GNSS supporting elements are limited to those listed in AIP ENR 4.3.

10.12 Missed approach with radio comunication failure

10.12.1 RNP missed approach with radio communication failure

RWY06

SQUAWK 7600. Climb on runway track to LA804, then turn left direct to GAVCE 06, climb to 3000 FT. The missed approach turn speed is limited to 220 KIAS maximum. Complete at least one holding pattern at 3000 FT then commence approach in accordance with the published procedure.

RWY24

SQUAWK 7600. Climb on runway track to LA904, then turn right direct to GAVCE 24, climb to 3000 FT. The missed approach turn speed is limited to 220 KIAS maximum. Complete at least one holding pattern at 3000 FT then commence approach in accordance with the published procedure.

10.12.2 Conventional missed approach with radio communication failure

RWY 06

SQUAWK 7600. Climb on R069° to 1500 FT or above, at D8.2 LEP DME turn LEFT direct to LEP DVOR, climbing to 2500 FT. The missed approach turn speed is limited to 220 KIAS maximum. Complete at least one holding pattern at 2500 FT then commence approach in accordance with the published procedure.

RWY 24

SQUAWK 7600. Climb on runway track to 1500 FT or above, at D8.3 LEP DME, turn RIGHT direct to LEP DVOR climbing to 2500 FT. The missed approach turn speed is limited to 220 KIAS maximum. Complete at least one holding pattern at 2500 FT then commence approach in accordance with the published procedure.

10.13 Terminal and RNAV holdings

Holding name Facility of Fix	Inbound track (MAG)	Turn	MNM/MAX level Time or Distance	Remarks
LIEPAJA 06	066°	Right	2500 FT MSL/ 4000 FT MSL	NIL
LIEPAJA VOR/DME (LEP)			1 MIN
563046.0N 0210505.1E
LIEPAJA 24	238°	Left	2500 FT MSL/ 4000 FT MSL	NIL
LIEPAJA VOR/DME (LEP)			1MIN
563046.0N 0210505.1E

Waypoint Identifier	INBD track °M (°T)	Turn Direction	MNM/MAX HLDG level	MAX IAS (KT)	Time
GAVCE 06 563834.6N 0210055.9E	227° (235.7°)	Right	+3000 FT MSL / -5000 FT MSL	-220	1 MIN
GAVCE 24 563834.6N 0210055.9E	076° (084.8°)	Left	+3000 FT MSL / -5000 FT MSL	-220	1 MIN

1. SCOPE OF AIRCRAFT OPERATIONS WITH HIGHER AERODROME REFERENCE CODE LETTER

Bombardier Dash 8-Q400 (ICAO designation: DH4) operations are provided at the aerodrome without any restrictions.

2. RWY 24 take-off minimum RVR 550m.

3. RESTRICTIONS

RWY 24 CAT I minimum RVR 800 m.

RWY 06 take-off minimum RVR 800 m.

4. SAFETY ON APRON

All crew members and technical personnel must wear high-visibility clothing (a vest or uniform) when walking airside.

RWY designator	Penetrating obstacle name	Name of affected procedure	Procedure minima affected (OCA/H)
24	EVLA_O_212	EVLA RNP RWY 24	NIL
24	EVLA_O_212	EVLA VOR Y RWY 24	NIL
24	EVLA_O_212	EVLA VOR Z RWY 24	NIL