1	Associated MET Office	Riga
2	Hours of service MET Office outside hours	H24 -
3	Office responsible for TAF preparation Periods of validity Interval of issuance	Latvian Environment, Geology and Meteorology Centre 24 HR (0024; 0303; 0606; 0909; 1212; 1515; 1818; 2121) 3 HR
4	Trend forecast Interval of issuance	TREND 0.5 HR
5	Briefing/consultation provided	Consultation is provided O/R by Latvian Environment, Geology and Meteorology Centre H24, Phone: +371 67142005
6	Flight documentation Language(s) used	TAF, METAR, SIGMET, GAMET, AIRMET, WAFS charts, SWL English Flight documentation is provided O/R by ARO Riga H24, phone: +371 67300642, +371 67300645, +371 67783761 (back-up phone). Self-briefing is available H24 on https://ibs.lgs.lv.
7	Charts and other information available for briefing or consultation	NIL
8	Supplementary equipment available for providing information	Satellite images, weather radar information (using the appropriate link from website http://ibs.lgs.lv)
9	ATS units provided with information	Lielvarde Tower, Riga APP
10	Additional information (limitation of service, etc.)	METAR reports are provided H24. TREND forecasts are available in METAR and MET REPORT only.

1. LIELVARDE (MIL) AERODROME LANDING APPLICATION (PPR)

The use of Lielvarde (MIL) Aerodrome, with the exception of Lielvarde Air Base tenants, is solely permitted for military and State aircraft with prior permission (PPR). A PPR request shall be submitted at least 5 working days prior to the intended flight to airfield.operations@mil.lv. A PPR form is issued upon request.

2. RUN-UP PROCEDURES

Permission for engine run-up shall be requested from LIELVARDE TOWER CH 118.155 (8.33 channel). A stand number and intended engine power thrust should be indicated.

On apron stands, engine run-up is permitted at idle power only.

Engine run-up at power exceeding idle is permitted on RWY, on helipad, and on engine test area.

3. POWER BACK AND TOWING PROCEDURES

Request clearance on LIELVARDE TOWER CH 118.155 (8.33 channel) for power back or towing.

Clearance for power back or towing may only be requested when an aircraft is ready to carry out the manoeuvre immediately.

4. START - UP PROCEDURES

All flights shall request clearance on LIELVARDE TOWER CH 118.155 (8.33 channel) for engine start-up. Pilots shall make sure that they comply with SLOT, if any.

During initial call to Lielvarde Tower, parking position and ATIS information designator shall be stated.

Start-up and ATC clearance shall be requested no earlier than 10 minutes before estimated start-up.

5. TAXI REGULATIONS

Within the manoeuvring area ATC issues taxi clearances. For taxiing on the apron, ATC only issues taxi instructions.

No deviations or short cuts are permitted except under the guidance of a "follow-me" car or after special instructions given by the appropriate ATC unit.

When taxiing on the apron, crews should carefully observe ground vehicle traffic to avoid any incidents.

A "follow-me" service car is always available on request.

6. SELECTION OF RUNWAY-IN-USE

Normally ATC will assign the operational RWY aligned into the wind.

Following relevant factors, mentioned below, will also be taken into consideration for runway-in-use selection:

• approach and landing facilities serviceability;
• meteorological conditions (RVR);
• reported wind shear or observed heavy showers/CB-activities in the vicinity of the aerodrome;
• air traffic conditions.

Runway-in-use direction with the tail wind component, including gusts, not exceeding 5 knots can be assigned, when:

• the crosswind component, including gusts, does not exceed 15 knots and/or
• the runway condition is not worse than "wet" and braking action is not worse than "GOOD" and
• braking action is not adversely affected by runway contaminants such as ice, slush, snow, frost and water.

If the pilot considers that a runway offered is not suitable, he may refuse that runway and request permission to use another. In such circumstances, ATC shall inform pilots of the expected delay necessary to facilitate a change of the runway.

7. OPERATION OF MODE S TRANSPONDER ON THE AERODROME

Flight crew of aircraft equipped with Mode S with an aircraft identification feature shall set the aircraft identification in the transponder. This setting shall correspond to the aircraft identification specified in item 7 of the ICAO flight plan, or, if the flight plan has been filed, the aircraft registration.

The Mode S transponder shall be operated in accordance with the following instructions:

Departing aircraft:

a. Set aircraft identification and, when received, set assigned Mode A code,

b. Immediately prior to request for push-back or taxi, whichever is earlier, select "automatic mode" (e.g.: AUTO) or, if automatic mode is not available, select "ON" (e.g. ON or XPDR),

c. Only when approaching the holding position of the departure runway, select "TCAS" (e.g.: TA/RA).

Arriving aircraft:

a. As soon as practicable after landing, de-select "TCAS" (e.g.: TA/RA),

b. Select "automatic mode" (e.g.: AUTO) or, if automatic mode is not available, select "ON" (e.g. ON or XPDR),

c. Continue to squawk last assigned Mode A code until fully parked,

d. When fully parked, select "standby" (e.g.: STBY).

8. PARKING PROCEDURES

NIL

9. DE-ICING PROCEDURES

De-icing is allowed on aprons 2 and 5.

10. PROCEDURES FOR TAKE-OFF/LANDING OF HELICOPTERS

10.1 Take-off/landing of helicopters take place on the RWY or on the helipad (see EVGA AD 2.16 for FATO 18/36 restrictions) and are subject to coordination with the LIELVARDE TOWER controller. LIELVARDE TOWER should be notified of the intentions to use the helipad during the first radio contact.

10.2 Helicopters are allowed to take off and land in formations from/to the RWY.

10.3 Helicopters with skid undercarriage are to use all ground taxiways as air taxiways. Wheeled helicopters use ground taxiways to/from the apron and helipad.

10.4 All helicopters intending to air taxi should include the term “air taxi” in the taxi requests.

10.5 Helicopters when taking off or landing at the helipad shall avoid, as far as practicable, overflying any parked or taxiing aircraft on the RWY, TWYs, ARM/DISARM pads, and aprons.

10.6 During helicopter take-off or landing from/to helipad, other aircraft are not allowed to be on TWY A, B, E (except for the section from TWY C to TWY D) and South ARM/DISARM pad.

10.7 Simultaneous departures or arrivals on the RWY and on the helipad are not allowed.

10.8 When higher category aircraft (ICAO aerodrome reference Code E and F) are maneuvering on TWY E, the use of the helipad is not permitted.

10.9 All flights to/from the helipad are VFR (SVFR) only, no published approaches or departures routes are available.

10.10 ATIS does not include information on the helipad. The information is transmitted to pilots via LIELVARDE TOWER.

11. REMOVAL OF DISABLED AIRCRAFT FROM RUNWAYS

The registered owner or aircraft operator retains complete responsibility for the removal of the disabled aircraft.

12. TRANSPONDER GROUND TESTING PROCEDURE

Transponder testing shall be conducted in accordance with the following provisions:

a. Prior to starting a test, ensure all transponders are selected to 'OFF' or 'Standby'.

b. Before starting any test, contact LIELVARDE TOWER by telephone: +371 65002806, advise about the intention to conduct transponder testing and provide the contact telephone number. If a pilot or maintenance personnel is unable to contact Lielvarde Tower via the telephone, then a pilot should call on channel LIELVARDE TOWER. Advise LIELVARDE TOWER controller about the start time, test duration, the altitude(s) at which testing will be performed and intended Aircraft Identification (Flight Id) and intended Mode A code (see below c. and d.).

Note: Certain altitudes may not be available for testing due to overflying aircraft.

c. Set the Mode A code to 7776 (or other Mode A code agreed with ATC).

d. For Mode S equipped aircraft, set the Aircraft Identification (Flight Id) with the first 8 characters of the company name. This is the name of the company conducting the tests.

e. For Mode S equipped aircraft, set the on-the-ground status for all Mode S replies, except when an airborne reply is required (e.g. for altitude testing).

f. Where possible, perform the testing inside a hangar to take advantage of any shielding properties it may provide.

g. As a precaution, use antenna transmission covers whether testing is performed inside or outside hangar, when that is prescribed by the test procedure.

h. When testing the altitude (Mode C or S) parameter, radiate directly into the ramp test set via the prescribed attenuator.

i. In between testing, i.e. to transition from one altitude to another, select the transponder to 'standby' mode, if testing is conducted outside the hangar.

j. If testing transponder parameters other than 'altitude', set altitude to -1000 feet (minus 1000 feet), or over 60000 feet (or other altitude agreed with ATC as per item l.). This will minimise the possibility of ACAS warning to the aircraft in the air.

k. If practicable for particular aircraft type, select the transponder(s) to 'OFF' or 'Standby' when testing is complete.

l. Transponder test shall be completed according to time schedule and test altitude(s) agreed with LIELVARDE TOWER controller.

13. UNMANNED AIRCRAFT SYSTEM FLIGHTS IN LIELVARDE CTR

NIL

The following noise abatement departure procedure (NADP) shall be applied by all aircraft certified in accordance with ICAO Annex 16, Volume1, Chapter 3:

Take-off and climb to 1500 ft AGL:

- take-off flap;

- climb at V2 + (10 to 20) kt.

At 1500 ft AGL:

- accelerate smoothly to en-route climb speed with flap retraction at the expected time.

1. PROCEDURES FOR IFR FLIGHTS

1.1 Procedures for inbound IFR flights

1.1.1 Approach procedures

Inbound traffic to Lielvarde AD (EVGA) shall be flight planned via the Riga TMA entry points: ASKOR, GUNTA, LAPSA, ORVIX, TENSI, AMOLI, BARVA, ERIVA, LUTAL, TUSAS and VANAG.

Standard arrival routes (STARs) are not established. Expect radar vectoring by Riga APP.

Pilots shall plan descent into the Riga TMA in accordance with the instrument approach procedures minding the vertical constraints depicted in approach routes for the safety reason. Clearance from ATC to descend lower means further descent after altitude restrictions only.

At first contact with RIGA APPROACH, report:

- call sign;

- destination - LIELVARDE;

- designator of the latest received ATIS broadcast;

- level and radar heading given by ATC.

1.1.1.1 Aerodrome minima

Except when authorized by the CAA or in case of emergency, a pilot-in-command shall not take-off/land below the following minima:

RWY 18/36: 800 m RVR; cloud base 200 FT.

1.1.1.2 Radar vectoring

Radar vectoring for arriving traffic is executed by the ATC unit in accordance with the requirements of ICAO Doc 4444 and Doc 8168.

ATC will provide radar vectoring for inbound traffic:

RWY18:

- for RNAV non-equipped aircraft (or RNAV equipped aircraft when GNSS is unavailable) for the conventional ILS, LOC or VORTAC approach to the final RWY18;

- for RNAV equipped aircraft for the approach with conversion to ILS, LOC or RNP until the IAF for RWY18;

- for visual approach.

RWY36:

- for RNAV non-equipped aircraft (or RNAV equipped aircraft when GNSS is unavailable) for the conventional approach to the final RWY18 for ILS, LOC or VORTAC followed by circling approach for RWY36;

- for VORTAC approach to the final RWY36;

- for RNAV equipped aircraft for the RNP approach until the IAF for RWY36;

- for visual approach.

Circling for RWY36:

- when in IMC and above the minima for circling execute instrument ILS, LOC or VORTAC approach for RWY18;

- when in VMC, runway and runway lights are in sight, execute circling approach for RWY36.

Radar vectoring will normally be terminated at the time the aircraft leaves the last heading to intercept the final approach track or cleared to IAF for RNP approach.

Aircraft is considered to request Riga APP clearance for a visual approach if reporting "Field in sight", "RWY (lights) in sight" or "Visual". Clearance for a visual approach will be issued only after the pilot has reported the aerodrome or the preceding aircraft in sight. At this time, radar vectoring would normally be terminated.

Minimum vectoring altitude 2500 FT will be used to ensure obstacle clearance. The calculated minimum vectoring altitude must be adjusted, when the ambient temperature on the surface is much lower than that predicted by the standard atmosphere.

1.1.1.3 Speed limitations

Max IAS 250 kt shall be below FL100.

1.1.1.4 Speed control

The radar controller may, in order to facilitate radar control or reduce the need for radar vectoring, request aircraft under radar control to adjust their speed in a specified manner.

Specific speed should normally be expressed in multiples of 10 kt based on indicated air speed (IAS).

Only minor speed adjustments, of not more than ± 20 kt, should be requested of an aircraft established on intermediate and final approach.

Pilots should typically expect the following speed restrictions:

• 210 kt - during the initial approach phase;
• 180 kt - on base leg/closing heading to final approach. When established on the final approach track, aircraft shall maintain IAS 160 kt until passing the DME at a distance of 4 NM from the threshold, unless otherwise instructed.

These speeds are applied for ATC separation purposes and are mandatory. Aircraft unable to conform to these speeds must inform ATC and state which speeds can be used.

In the event of a new (non-speed related) ATC instruction being issued, pilots shall continue to maintain the previously allocated speed. All speed restrictions are to be flown as accurately as possible.

Non-compliance with speed control instructions may lead to an aircraft having to be removed from the planned approach sequence.

Aircraft concerned should be advised as soon as speed control is no longer necessary.

Only when requested by the radar controller and accepted by the pilot-in-command, a lower speed could be specified.

1.1.1.5 Missed approach

Missed approach procedures are detailed on the appropriate Instrument Approach Charts.

1.1.1.6 Radar failure

When radar control is interrupted (equipment failure), except for when the arriving aircraft leaves the last heading to intercept the final approach track, new instructions will be issued to each aircraft under control.

1.1.2 Radio communication failure at the ATC Unit

If radio communication fails with RIGA APPROACH, pilots are to contact LIELVARDE TOWER CH 118.155 (8.33 channel) for new instructions.

1.1.3 Holdings

Holding patterns are established as published on the appropriate Instrument Approach charts.

Waypoint identifier	INBD track M° (T°)	Turn direction	MNM/MAX HLDG level	MAX IAS (KT)	Time or Distance
APZUF	089° (096.9°)	Left	4000 FT MSL / 5000 FT MSL	220	4 NM
IROHE	089° (096.9°)	Right	4000 FT MSL / 5000 FT MSL	220	1 MIN

1.1.4 Conventional holdings

Holding name Facility or Fix	Inbound track (MAG)	Turn	MNM/MAX level Time or Distance	Remarks
LIELVARDE 18 LIELVARDE DVOR/TACAN (LLR) 564532.3N 0245057.6E	334°	Left	4000 FT MSL / FL 080 1 MIN	NIL
LIELVARDE 36 LIELVARDE DVOR/TACAN (LLR) 564532.3N 0245057.6E	211°	Right	4000 FT MSL / FL 080 1 MIN	NIL

1.2 Procedures for outbound IFR flights

Outbound traffic from Lielvarde AD (EVGA) shall be flight planned via the Riga TMA exit points: ASKOR, BERIL, LAPSA, TENSI, VALED, AMOLI, ERIVA, SAKTA, SOKVA, TUSAS and VANAG.

Standard instrument departure routes (SIDs) are not established for Lielvarde AD (EVGA). Aircraft shall follow ATC instructions and expect radar vectoring.

1.2.1 Radio communication

Aircraft after take-off shall establish two-way radio communication with RIGA APPROACH on assigned frequency as instructed by LIELVARDE TOWER.

At first contact with RIGA APPROACH (RIGA CONTROL) after departure, report:

- call sign;

- exit point from LIELVARDE CTR or radar heading given by the ATC;

- altitude/flight level aircraft is maintaining or climbing;

- requesting altitude/flight level if different from FPL.

1.3 Communication failure

Aircraft shall adhere to the procedures stipulated in Annex 2 (Rules of the Air) and in Doc 7030, except in the cases described below.

1.3.1 If communication failure occurs during radar vectoring, but the approach clearance is not received:

- set transponder 7600;

- maintain the last received and acknowledged level (altitude) for 3 minutes;

- proceed to the holding pattern LIELVARDE 18 or LIELVARDE 36 over DVOR/TACAN LLR to join holding at 4000 FT;

- complete at least one holding pattern;

- commence an approach for landing in accordance with the VORTAC approach procedure for the runway-in-use at LIELVARDE aerodrome (EVGA).

1.3.2 If communication failure occurs during the missed approach RWY18:

- set transponder 7600;

- climb to 4000 FT on radial 179° (LLR), passing 2000 FT turn LEFT to DVOR/TACAN LLR;

- join holding pattern LIELVARDE 18 and complete at least one holding pattern;

- commence an approach for landing in accordance with the VORTAC approach procedure for the runway-in-use at LIELVARDE aerodrome (EVGA). Missed approach turn speed is limited to a maximum of 230 KIAS.

1.3.3 If communication failure occurs during the missed approach RWY36:

- set transponder 7600;

- climb to 4000 FT on radial 359° (LLR), passing 2000 FT turn RIGHT to DVOR/TACAN LLR;

- join holding pattern LIELVARDE 36 and complete at least one holding pattern;

- commence an approach for landing in accordance with the VORTAC approach procedure for the runway-in-use at LIELVARDE aerodrome (EVGA). Missed approach turn speed is limited to a maximum of 230 KIAS.

1.3.4 If communication failure occurs when the approach clearance is received, the pilot proceeds in accordance with the published approach procedures.

1.4 Required navigation perfomance approach (RNP APCH)

RNP APCH procedures are available for landing at EVGA AD on RWY 18 and RWY 36. The RNP APCH procedures are titled as "RNP RWY 18" and "RNP RWY 36".

IAF in a “T” configuration is placed five nautical miles directly east and west of a point on the final approach segment for each runway end. The placement of the IAFs and FAFs is coincidental with the same IAFs and FAFs defined for the current RNAV transition to the ILS approach for RWY 18.

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.

1.5 Flight procedures used in case of communication failure and LLR DVOR/TACAN unserviceability

1.5.1 If communication failure occurs during radar vectoring or missed approach, but the approach clearance is not received:

- set transponder 7600;

- maintain the last received and acknowledged level (altitude) for 3 minutes;

- proceed to the holding RIGA 18 or RIGA 36 over RIA (for holding details see EVRA AD 2.22 paragraph 1.4.1.1 Conventional holdings);

- complete at least one holding pattern;

- establish and proceed on radial 066° (RIA) descend to reach 4000 FT (QNH EVGA) at APZUF;

- at distance 27 NM (IAF APZUF) fly heading 089;

- execute final turn for RWY18 and carry out an instrument approach.

1.5.2 If communication failure occurs when the approach clearance is received, the pilot proceeds in accordance with the published approach procedures.

2. PROCEDURES FOR VFR FLIGHTS

2.1 Procedures for VFR flights within Lielvarde CTR

2.1.1. General

Unless otherwise instructed by Lielvarde TWR, pilots shall use the VFR routes described in 2.1.3 and 2.1.4, established for their benefit and they shall join the visual reporting points used for entering or leaving Lielvarde CTR at the specified altitude.

Special VFR flights may be performed as specified in ENR 1.2.

2.1.2. VFR reporting points

VFR traffic shall be planned via the following Lielvarde CTR visual reporting points, as published on the appropriate chart EVGA AD 2.24.14:

• BREZO (564032N 0243744E)
• KAFEE (565338N 0244017E)
• NOJAN (565337N 0251014E)
• SAULE (564213N 0250736E)

2.1.3 Inbound traffic

Join Lielvarde CTR via the visual reporting point at 1300 FT MSL and:

a.proceed directly to the airfield,

b.follow ATC instructions if given,

c.establish a visual contact with RWY and/or RWY LGT and join downwind for active runway.

2.1.4 Outbound traffic

Leave crosswind leg climbing 1500 FT MSL to the visual reporting point.

2.1.5 Other

When LIELVARDE CTR is deactivated, the military restricted area EVR18 REMBATE (see ENR 5.1) is activated.

In addition to ENR 1.11, flight movement messages relating to traffic to/from/via Lielvarde CTR shall be addressed to EVGAYDYD, EVGAZTZX and EVRRYWYX.

2.2 Procedures for VFR flights within Military Restricted area EVR18 REMBATE

Inbound/outbound traffic shall be planned in the direction of Lielvarde CTR visual reporting points (see EVGA AD 2.22 paragraph 2.1.2.).

Deviation from the use of the reporting points is only authorised for state aircraft performing SAR, MEDEVAC and military or special operations.

VFR flight patterns and their altitudes are as follows:

PATTERN	ALTITUDE (MSL)
Random Shallow Abeam	700 ft
Tactical Overhead	700 ft
Rectangular Helicopter	900 ft
Rectangular Turbo Prop	1400 ft
Overhead	1900 ft

VFR flight patterns are to be used only under VMC.

Random Shallow Abeam approach RWY18

Initial point is 3 NM east of the ATS Tower, crossing the runway midfield, north of the ATS Tower.

Random Shallow Abeam approach RWY36

Initial point is 3 NM west of the ATS Tower, crossing the runway midfield, north of the ATS Tower.

Tactical Overhead RWY18

Initial point is 3 NM to the north of RWY18 THR with a west break no further than midfield.

Tactical Overhead RWY36

Initial point is 3 NM to the south of RWY36 THR with an east break no further than midfield.

In addition to ENR 1.11, flight movement messages relating to traffic to/from/via EVR18 REMBATE shall be addressed to EVGAYDYD, EVGAZTZX and EVRRYWYX.

1. AERODROME ACCEPTED DEVIATIONS FROM THE APPLICABLE REQUIREMENTS AND DEVIATION DESCRIPTION

Applicable requirement	Deviation description
ICAO Annex 14 Volume I 3.4.3 Width of runway strip	Width of the RWY strip is 220 M.
ICAO Annex 14 Volume I 3.4.7 Objects on runway strips	Arresting gear (BAK-12/14) non-frangible concrete ramps located in RWY strip.
ICAO Annex 14 Volume I 3.4.15 Transverse slopes	Transverse slopes in some portions of the RWY strip exceed 2.5%.
ICAO Annex 14 Volume I 5.3.4 C.— Precision approach runway category I	MALSR (Medium intensity approach lighting system with runway alignment indicator lights) is installed for RWY18 and RWY36. RWY18 CAT I minimum RVR 800 M.