JeppView for Windows. jep=jeppesen. Airport Information For LFPO Printed on 06 Dec 2017 Page 1. General Information. Runway Information

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1 Airport Information For LFPO Printed on 06 ec 207 Page (c) SANERSON, INC., 207, ALL RIGHTS RESERVE jep= JeppView for Windows General Information Lighting: Edge, ALS, Centerline, TZ isplaced Threshold: 984 ft Location: PARIS FRA Communication ICAO/IATA: LFPO / ORYInformation Lat/Long: N ', E ' Elevation: 29 ft ATIS: 3.0 ATIS: Non-English Orly Airport Tower: Use: Public Orly aylight Tower: Savings: Observed Secondary Orly UTC Ground: Conversion: :00 = UTC Orly Magnetic Ground: Variation: Secondary E Orly Clearance elivery: 2. Orly Clearance elivery: Secondary Orly Fuel Approach: Types: Jet A- Secondary e Repair Gaulle Types: Approach: Minor Airframe, 2. Minor Engine Orly Customs: Approach: Yes Orly Airport Approach: Type: IFR8.80 Secondary Orly Landing Approach: Fee: Yes e Control Gaulle Tower: Approach: Yes 26.7 Secondary e Jet Gaulle Start Unit: eparture: No e LLWS Gaulle Alert: eparture: No 24. Orly Beacon: eparture: No Secondary e Gaulle eparture: 26.7 Secondary Orly eparture: Orly Sunrise: Fire 0728 Emergency: Z.000 Sunset: Z Runway Information Runway: 02 Length x Width: 7874 ft x 97 ft Surface Type: concrete TZ-Elev: 287 ft Lighting: Edge, ALS, REIL Runway: 08 Length x Width: 0892 ft x 48 ft Surface Type: concrete TZ-Elev: 277 ft Lighting: Edge, ALS, Centerline, REIL Runway: 20 Length x Width: 7874 ft x 97 ft Surface Type: concrete TZ-Elev: 287 ft Lighting: Edge, REIL Runway: 24 Length x Width: 97 ft x 48 ft Surface Type: bitu TZ-Elev: 28 ft Lighting: Edge, ALS, Centerline, REIL, TZ Runway: 26 Length x Width: 0892 ft x 48 ft Surface Type: concrete TZ-Elev: 287 ft Lighting: Edge, ALS, Centerline, REIL, TZ isplaced Threshold: 427 ft Runway: 06 Length x Width: 97 ft x 48 ft Surface Type: bitu TZ-Elev: 283 ft

2 Airport Information For LFPO Printed on 06 ec 207 Page 2 (c) SANERSON, INC., 207, ALL RIGHTS RESERVE jep= JeppView for Windows General Information Lighting: Edge, ALS, Centerline, TZ isplaced Threshold: 984 ft Location: PARIS FRA ICAO/IATA: Communication LFPO / ORY Information Lat/Long: N ', E ' Elevation: 29 ft ATIS: 3.0 ATIS: Non-English Airport Orly Tower: Use: Public aylight Orly Tower: Savings: Observed Secondary UTC Orly Ground: Conversion: :00 = UTC Magnetic Orly Ground: Variation: Secondary E Orly Clearance elivery: 2. Orly Clearance elivery: Secondary Fuel Orly Approach: Types: Jet A- Secondary Repair e Gaulle Types: Approach: Minor Airframe, 2. Minor Engine Customs: Orly Approach: Yes Airport Orly Approach: Type: IFR 8.80 Secondary Landing Orly Approach: Fee: Yes Control e Gaulle Tower: Approach: Yes 26.7 Secondary Jet e Gaulle Start Unit: eparture: No LLWS e Gaulle Alert: eparture: No 24. Beacon: Orly eparture: No Secondary e Gaulle eparture: 26.7 Secondary Orly eparture: Sunrise: Orly Fire 0728 Emergency: Z.000 Sunset: Z Runway Information Runway: 02 Length x Width: 7874 ft x 97 ft Surface Type: concrete TZ-Elev: 287 ft Lighting: Edge, ALS, REIL Runway: 08 Length x Width: 0892 ft x 48 ft Surface Type: concrete TZ-Elev: 277 ft Lighting: Edge, ALS, Centerline, REIL Runway: 20 Length x Width: 7874 ft x 97 ft Surface Type: concrete TZ-Elev: 287 ft Lighting: Edge, REIL Runway: 24 Length x Width: 97 ft x 48 ft Surface Type: bitu TZ-Elev: 28 ft Lighting: Edge, ALS, Centerline, REIL, TZ Runway: 26 Length x Width: 0892 ft x 48 ft Surface Type: concrete TZ-Elev: 287 ft Lighting: Edge, ALS, Centerline, REIL, TZ isplaced Threshold: 427 ft Runway: 06 Length x Width: 97 ft x 48 ft Surface Type: bitu TZ-Elev: 283 ft

3 , 2007, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid.. ATIS *ATIS (French) + 0-P 6 JUN 7.Eff.22.Jun.. GENERAL.AIRPORT.BRIEFING..2. NOISE ABATEMENT PROCEURES.2.. NIGHTTIME RESTRICTIONS TURBO JETS No arrivals may be scheduled between LT (arrival time at the parking position). No departures may be scheduled between LT (departure time from the parking position). PROP ACFT Any new scheduling between 23-06LT should be authorized by the GAC. EXCEPTIONS - Governmental flights; - meteorological diversions from Charles-de-Gaulle APT; - ambulance and humanitarian flights; - emergency situations. Between 2330 and 0600LT, when tailwind components of not more than 8 KT and technical problems do not conflict, take-offs must be performed in western directions and landings in eastern directions REVERSE THRUST Reverse thrust or pitch reversing may only be used from LT for safety reasons RUN-UP TESTS Engine run-ups may only be carried out at selected sites and according to procedures as defined by APTs of Paris authority. Stands: - Engines run-up restricted to short test of less than minutes with power not exceeding starting up and taxiing sequences on E6 thru E9 area. - Engines run-up restricted to short test of less than min with power not exceeding ground-idle power for ACFT code C or less on F30. - Engines run-up restricted to short test of less than minutes with power not exceeding ground-idle power on other stands. Prior permission from APTs of Paris authority. North Service Apron: - Engines run-up only with power not exceeding starting up and taxiing sequences on K36. - Engines run-up only with power exceeding starting up and taxiing sequences on K6, K9, K20, K2, K23 and K3 with ban on some types of ACFT defined by APTs of Paris authority. Prior permission from APTs of Paris authority or information about private gates. RWY 02/20: - Engines run-up with power exceeding starting up and taxiing sequences. Prior permission from APTs of Paris authority USE OF APU The use of APU is restricted, except for duly justified safety reasons. The use of fixed alternative means (400 Hz or 0 Hz power supply and PCA) or when unavailable, alternative mobile means (GPU and ACU) provided to the operator is mandatory, except in case of system failure or technical incompatibility.

4 , 2007, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid +.AIRPORT.BRIEFING.. GENERAL.3. SURFACE MOVEMENT GUIANCE AN CONTROL SYSTEM.3.. USE OF MOE S TRANSPONER ON THE GROUN.3... GENERAL This system using Mode S transponder improves the accuracy and the reliability of the ground movement monitoring system ACFT EQUIPPE WITH MOE S TRANSPONER ACFT operators shall ensure that Mode S transponders are able to operate when ACFT is on the ground. Outbound ACFT: Before requesting push-back or taxiing from a parking stand, whichever comes first: - Enter, using FMS or transponder control unit, the flight identification as specified in item 7 of the ICAO flight plan (ex.: BAW23, AFR46, SAS94) or in the absence of flight identification, the ACFT registration. - Select XPNR or its equivalent in relation to specifications on the installed model. - Select AUTO mode if function is available. - o not select the OFF or STBY functions. - Set Mode A code assigned by ATC. Inbound ACFT: After landing and until stopping at parking stand: - Maintain XPNR or its equivalent in relation of specifications of the installed model. - Maintain AUTO mode selected if function available. - o not select the OFF and STBY functions. - Maintain Mode A code assigned by ATC. - When ACFT is stopped at parking stand, select OFF or STBY. Other cases of taxiing ACFT: - Select XPNR or its equivalent in relation to specifications of the installed model. - Select AUTO mode if function is available. - o not select the OFF and STBY functions. - Set Mode A code to ACFT NOT EQUIPPE WITH MOE S TRANSPONER OR WITH AN UNSERVICEABLE MOE S TRANSPONER Outbound ACFT: Maintain Mode A + C transponder in the OFF position until lining up. Inbound ACFT: Set Mode A + C transponder to OFF as soon as RWY is vacated. Other cases of taxiing ACFT: Maintain the Mode A + C transponder in the OFF position all through taxiing..4. LUMINOUS SIGNS OPERATING RWY 6 JUN 7 0-P.Eff.22.Jun. Associated TWY W2, W22, W23, W28, W3, W W47, W46, W4, W44-L44, W43-L43, W42-L42, W W37, W36, W, W28, W4, W34, RWY 02/20, W32, W3 LVP is in force, when at least one of following conditions are true: - Ceiling lower or equal than 200ft - RVR lower or equal than 600m

5 , 2007, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid +.AIRPORT.BRIEFING. VIS above 00m and no LVP - The luminous signs associated with holding points is lit (luminous panels, Wig Wag). - Specific stop bars for ACFT stand F04 and at the entry of TWY W4 are lit. - Permanent stop bars "BAP" are off. - The CAT III luminous signs are off (luminous panels, RWY guard lights Wig Wag, controlled stop bars "BAC"). VIS lower or equal than 00m and no LVP - Lining-up only at THR in force. - Permanent stop bars "BAP" are lit. - Controlled stop bars "BAC" are lit only at the opposite THR. - The luminous signs associated with holding points is lit (luminous panels, RWY guard lights Wig Wag). - Specific stop bars for ACFT stand F04 and at the entry of TWY W4 are lit. VIS lower or equal than 00m and LVP - The luminous signs associated with CAT III holding points are lit (luminous panels, RWY guard lights Wig Wag, controlled stop bars). - Permanent stop bars "BAP" are lit. - When double holding point luminous panels and associated RWY guard light Wig Wag of single holding point are off. - Specific stop bars for ACFT stand F04 and at the entry of TWY W4 are lit... RWY OPERATIONS When using RWY 08/26 do not mistake bridge for intersection with TWY..6. TAXI PROCEURES.6.. GENERAL Following TWYs restricted to ACFT code C: LNA, LRA, W32, W42, WG and LG. Following TWYs restricted to ACFT Code E: L2, L3, LP, W (between L4 and LF) and W on K apron, W2 (between L and L4, between LS and LM and between LC and LGN) and W2 on K apron, W3 (between LS and LM). Holding bay W37 is restricted to one ACFT code or E, or two ACFT code C. It is recommended for ACFT code letter E crews to taxi with caution and use oversteering judgement technique for curves. Pilot's attention is drawn on jet blast risks; reduced thrust is recommended for taxiing near aprons and during start-up sequence. Crews of ACFT exceeding 207'/63m wingspan shall specify type of ACFT at first contact with ATC and Ground. Intermediate holding point markings on TWYs W43 thru W46 are not intended for ACFT TAXIING TO, FROM AN WITHIN NORTH INUSTRIAL APRON (ZIN) Taxiing inner ZIN on W2 between W and EPI's West part area: E code ACFT not allowed and code ACFT towing only. This procedure allows all ACFT to give information about movement intentions to other users via ZIN frequency. Frequency must be used before taxiing in the ZIN and constantly monitored during all movements to ensure clearance between all mobile units on the TWY. All communications will be in French only. Transponder use is obligatory. 6 JUN 7 0-P2.Eff.22.Jun.. GENERAL

6 , 2007, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid + 6 JUN 7 0-P3.Eff.22.Jun.. GENERAL.AIRPORT.BRIEFING. Any ACFT taxiing or being towed must declare its intention to move inside ZIN using ZIN frequency. Movements inside ZIN will remain entirely under responsibility of operators. Usual rules for taxiing and ACFT stand allocation remain applicable. Any ACFT taxiing or being towed must declare its intention to access ZIN while approaching intermediate holding point K on ZIN frequency. Leaving ACFT must declare its intention to move using ZIN frequency and will have to contact Ground just before reaching intermediate holding point K. Any ACFT with a FPL requesting a start-up clearance must first contact Flight ata before leaving the stand..7. PARKING INFORMATION Pilots should not enter a parking stand unless under instruction from a marshaller or following indications from an operational Visual ocking Guidance System. In all other situations, the ACFT should hold position on the TWY/taxilane centerline ahead of the parking stand lead-in line and notify GMC to request assistance..8. OTHER INFORMATION.8.. GENERAL Anti-collision lights must be on before engine start-up and must stay on when engines are still running on the apron. Helicopter activity. Birds in vicinity of APT. For diversion to LFPG it is necessary to plan an additional amount of fuel, compared to the minimum required, to reflect increased waiting times A380 OPERATIONS A380 approved only in case of diversions from PARIS Charles-de-Gaulle. MAX 39 tons for landing, taxiing and take-off. Taxi only on specified routes. Pilots are advised to use oversteering technique in the curve. Taxi compulsory with outer engines at ground ILE power. Taxi with CAUTION when entering gate N28 to avoid blast damage. Operations on RWY 02/20 prohibited. After landing on RWY 08, taxiing behind a Follow-me vehicle to stand B03 should be uninterrupted wherever possible. RWY snow clearing limited to 48 /4m width.

7 , 2007, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid +.AIRPORT.BRIEFING. 2. ARRIVAL 2.. SPEE RESTRICTIONS Within PARIS class A TMA (parts 2 to 0), the speed is limited to MAX 20 KT below FL00 except with explicit clearance by ATC. For ACFT which cannot maintain MAX 20 KT for technical reasons or flight quality, a higher speed is possible after ATC clearance. Outside holding procedures and except when otherwise instructed by ATC, pilots shall have to adhere to the speeds of 20 KT and 220 KT specified on certain segments of the procedure NOISE ABATEMENT PROCEURES RWY USAGE Preferential RWYs for landing are RWY 26 (West direction) and RWY 06 (East direction). RWYs 02/20 only to be used when primary RWY unserviceable, or when strong wind conditions in the North or South sector. All available RWYs may be used due to air traffic safety or by ATC RWY OCCUPANCY After landing, crews are invited to vacate the runway rapidly, using the nearest exit in compliance with safety. See also HIRO instructions ARRIVAL RECOMMENATIONS Pilots must perform their approach, so as to maintain the last assigned altitude by ATC until ILS GS interception. After interception, the final approach must be performed, so as not to fly below the GS USE OF APU On parking stands equipped with fixed or mobile alternative means for power and air conditioning, the use of APU is limited to minutes plus the time required to connect to these means, after the time of arrival at the parking stand. On parking stands not equipped with such alternative means, the use of APU is limited to 30 minutes or the required time to disembark all passengers, offload the cargo haul and perform all operations related to the arrival. The captain may waive the durations for safety reasons. In case of air pollution alerts, Aeroports de Paris will inform all operators and handling agents so that the crew can limit the use of APU as much as possible CAT II/III OPERATIONS RWYs 06/24 and 26 approved for CAT II/III operations, special aircrew and ACFT certification required RWY OPERATIONS RWY USE Reduced RWY spacing procedure used on RWYs 06 and 26. The minimum distance that has to be cleared by the preceding ACFT is 200m. The phraseology is: ATC: 9 MAY 7 0-P4.Eff.2.May. Citron Air 324, reduced spacing procedure RWY 26, cleared to land, wind 20^, 0 KT. Pilot: Landing RWY 26, Citron Air 324. When vacating RWY 26 via TWY W: - MAX speed 30 KT if RWY is wet. - MAX speed KT if RWY is dry.

8 , 204, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid +.AIRPORT.BRIEFING. 2. ARRIVAL HIGH INTENSITY RWY OPERATIONS (HIRO) uring HIRO, pilots are expected to ensure Minimum RWY Occupancy Time (MROT). uring the arrival select an appropriate and achievable exit TWY to ensure MROT. Cross without any delay the landing RWY holding point mark. 2.. OTHER INFORMATION 2... RAAR SEPARATION ON FINAL APPROACH The minimum radar separation on final approach may be reduced to 2.NM under following conditions: - The RWY is dry or wet with following weather occurrences excluded: snow, ice and severe storm-related precipitations of rain or hail. - The leading ACFT's weight category according to the wake turbulence classification is the same or less than the category of the trailing ACFT. - Heavy ACFT and B77 participate in the separation reduction as trailing ACFT only. Pilots are encouraged, commensurate with safety, to vacate RWYs expeditiously via the earliest high-speed turn-off available SPACING REUCTION IN THE VICINITY OF APT Visual separation between two ACFT on the same final can be suggested by ATC or requested by pilot under following conditions: - Ceiling equal to or more than 000'. - VIS equal to or more than km. - The pilot must have visual on the preceding ACFT. If visual separation is in force, the pilot is responsible for separation with the preceding ACFT until it has landed taking the turbulence into account. The pilot can ask to end the visual separation at any time (e.g. visual loss on the preceding ACFT). The phraseology is: 9 MAY 7 0-P.Eff.2.May. ISTANCE FROM THR TO EXIT TWY 08 W4: 4324 (38m) RWY 02: 420 (62m) W32: 708 (239m) 26 W34: 4728 (44m) W: 6736 (203m) W36: 7707 (2349m) 02 W3: 3930 (98m) W23: 6234 (900m) 20 W3: 473 (272m) RWY 26: 84 (772m) 06 W44: 308 (68m) W43: 70 (267m) W42: 93 (2783m) 24 W4: 302 (66m) W46: 70 (267m) - Pilot: TWR, we have the previous in sight, we'd accept a visual separation. - ATC: Keep the A320 (A340) 3NM (NM) ahead in sight, CAUTION wake turbulence.

9 , 206, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid +.AIRPORT.BRIEFING. 3. EPARTURE 3.. ESCRIPTION OF EPARTURE OPERATIONAL PROCEURE 3... EFINITIONS The eparture Procedure is based on a local system calculating and managing an off-block predeparture sequence. This system is linked to the Network Manager Operation Center. At Orly APT, the A-CM system and associated procedures are called CPS (Collaborative Pre-eparture Sequencing). SOBT (Scheduled Off-Block Time) is that time relating to an APT slot. E (Estimated eparture) is that target time set by the airline itself as off-block departure time. TOBT (Target Off-Block Time) is the translation by the A-CM system (PS) of the E. TSAT (Target Start-up Approval Time) is the off-block departure approved time, calculated by the A-CM system GENERAL INFORMATION APT-CM is based on flight information and constraints shared by partners (APT operators, ACFT operators/ground handlers and the ATS unit) working together more efficiently and transparently. PS makes continuous calculation for the best off-block departure sequence, providing an optimized off-block departure time based on TOBT for each flight. TOBT and its updates improve predictability during the turn-round process of ACFT, by using Variable Taxi Times, the link between off-block times and take-off times becomes transparent to all partners, and a proper prediction of take-off times is then communicated to the Network Manager Operation Center as an input for the management of the European network. For each flight, in nominal situations as well as in disrupted situations, the PS calculates a TSAT, thus providing an off-block sequence, enabling the ATS unit to optimize the use of available capacity COORINATION WITH NETWORK Orly APT PS is directly connected to the Network Manager Operation Center for data exchange (Collaborative Management of Flight Updates). ata are automatically exchanged through PI messages which include target take-off times taken into account by the Network Manager Operation Center for En-Route traffic prediction and for slot allocation. In sequenced mode management, the update of TOBT and/or EOBT is a benefit for airlines whose CTOT calculation gets better optimized; the priority order list in PS still remains based on the APT schedule (SOBT). PI are of different types: 9 MAY 7 0-P6.Eff.2.May. - Early eparture Planning Information (E-PI); - Target eparture Planning Information (T-PI); - ATC eparture Planning Information (A-PI). The REA message is no longer to be used REA as it is replaced by PI messages systematically and automatically sent SOBT AN EOBT SOBT serves as reference source to set flight priority when allocating a position in the off-block departure sequence. Upon reception of a flight plan (normally 3 hours or more prior to EOBT, Estimated Off-Block Time) EOBT and SOBT should be coherent: EOBT must be greater or equal to SOBT, otherwise the airline must file a new flight plan.

10 , 206, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid +.AIRPORT.BRIEFING. 3. EPARTURE 3... TOBT TOBT is that target time set by airline itself as off-block departure time: - ACFT doors closed; - Jetway removed; - Push-back available (if need be); - ACFT ready to taxi/push back upon clearance. TOBT is the translation by PS of the E transmitted by the airline to SARIA, the AP (Aeroport e Paris) information system. It informs the PS system of the time before which departure from block is not feasible. Failing this and with no notice of TOBT from the airline, PS shall consider that the earliest possible departure time is SOBT. An E shall be sent by the airline operation as soon as the flight is delayed against its SOBT scheduled time, or if its target time (TOBT) changes by minutes or more (later or earlier). The E shall be addressed to ORYSJXH. Whenever the flight is ahead of schedule, TOBT cannot be moved earlier than SOBT- min. Any new E shall be at later than the current time and than SOBT- min. Updating an E shall not be done after the current E or after the SOBT when no E is available. There is no limitation on the number of Es sent for one single flight. The airline or handling agent is in charge of providing a flight E. The E is transmitted either through direct link between airline systems and AP, or by MVT (movement) message through the SITA network with allocation of delay code. E advising of delay due to ATC constraints shall not be sent to the PS system. It is still mandatory, in sequenced or non-sequenced mode, to update flight plans with a LA message when EOBT is modified by more than minutes. When the difference between TOBT and EOBT is greater than minutes, an alarm is triggered and displayed by PS. However, it must be underlined that the E and Flight Plans are processed differently: an E can always be improved or delayed, whereas flight plan EOBT improvement is no longer possible once LA has been sent to Network Manager. As a result, it is important that each airline manages its own procedure for flight plan updating depending on E. Usual ICAO procedures for updating flight plans remain the same: transmission of LA message when TOBT/SOBT greater than [EOBT + min]. Airlines are still required to: 9 MAY 7 0-P7.Eff.2.May. - Update flight plan by sending LA to avoid FLS triggered by FAM process; - Comply with CTOT TSAT TSAT is the off-block departure approved time, calculated by the PS system taking into account available departure capacity at the APT, flights programmed, TOBT and Network Manager Operation Center slots. TSATs are sorted in sequence according to flight reference times (SOBT). TSAT is the time the ACFT has to leave the block after receiving start-up and push-back or taxi clearance from the ATS unit. TSATs are calculated for every scheduled flight with departure taking place within the next 4 hours. In order to optimize the off-block sequence, TSATs are constantly calculated and may therefore be improved or delayed at any time. A flight may be put out of the sequence (blocked) if the TSAT is not complied with.

11 , 206, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid +.AIRPORT.BRIEFING. When a flight gets blocked by PS, its TSAT is no longer valid and it is no longer cleared for departure (on-screen TSAT is not updated). The only way to get sequenced again is to send an E, which will provide: - A new priority time reference in PS based on the E reception time; - A new TOBT; - A new TSAT. 9 MAY 7 0-P8.Eff.2.May. 3. EPARTURE Any flight may be blocked by the ATS unit if not complying with the current departure procedure. Conditions for flight blocking are as follows: - Flight has not received departure clearance at TSAT +3 min, - Flight has not left parking stand after TSAT + min, - Flight has been blocked manually by ATC for non-compliance with the departure procedure, - Flight has been suspended by Network Manager Operation. As long as the airline transmits of an E change before the flight is blocked by PS, the flight shall keep its initial priority in the sequence based on SOBT. If the information arrives later, the flight shall lose its priority and its new reference becomes the E reception time EPARTURE PROCEURE WITH ATS UNIT IN SEQUENCE MOE TOBT AN TSAT COMMUNICATION TOBT and TSAT for all flights are available at the following: - CM's web site: (access on request to AP); - Current professional TV monitor displays; - Via PS data flow for airlines and handlers having made a specific request (in this case, cost for processing and visualization of PS data are borne by applicant); - On MAN HMI (eparture Manager), specific interface for ATS unit, which supports controllers for departure sequence application. Airlines or handlers shall make sure that TOBTs are known by all stakeholders of ACFT turn-round at all times. Any alteration to TSAT is to be communicated by airlines or handlers to flight crews (by direct contact, radio or ata-link). Communication of TSAT to crew shall be handled with the same priority as the Network Manager Operation Center slot. Network Manager Operation Center slots are taken into account in the TSAT calculation. Status of blocked flight and various alarms issued from PS will also be visible on CM's website START-UP Pilots shall contact Clearance elivery or perform RC (Request for departure Clearance ownlink) to request eparture Clearance at TOBT - min (or SOBT - min if no TOBT). Pilots are supposed to know their current TSAT when contacting Clearance elivery. ATC will then give the pilot all the parameters of the eparture Clearance (En-Route clearance), will put the flight on hold and will ask the pilot to call back when fully ready to depart. If the first call takes place too early, Clearance elivery will ask the pilot to call again at TOBT - min. In case of a RC, no reply is to be expected before TOBT - min. If the pilot calls or performs RC too late (after TSAT+3 min), the flight will be blocked by the CPS and clearance will be denied. The flight shall not be unblocked until a new E (TOBT) has been sent by the airline. Pilots must monitor the Clearance elivery frequency as much as possible.

12 , 206, 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid + 9 MAY 7 0-P9.Eff.2.May. 3. EPARTURE When the pilot calls back ready to depart:.airport.briefing. - if the pilot calls too early (before TSAT- min), Clearance elivery will tell the pilot that he will call him back later; - if the pilot calls between TSAT- min and TSAT+min, Clearance elivery will give the start-up clearance and hand the flight over to Ground frequency; - if the pilot calls after TSAT+ min, a new E (TOBT) shall be sent by the airline. It is implied that when the controller approves start-up, this is issued for an actual departure from the stand at TSAT PUSH-BACK As for Start-up approval, push-back will be given by Ground controller from TSAT - min, the flight being ready for push-back/off-block departure. This contact should allow push-back/off-block departure at TSAT. Push-back approval is valid for minute. Push-back is therefore to begin promptly after approval. Flights maybe blocked by ATC and have to redo whole of departure procedure if rule is not observed. If off-block departure does not occur at TSAT+ min, the flight will be blocked by PS until transmission of a new TOBT (E). Through the departure procedure, if after the controller s call, a flight on hold does not acknowledge or states it is not ready for start-up or push-back, the flight is blocked manually in PS by the controller. The flight is then to redo the whole departure procedure (transmission of new TOBT, Clearance elivery call, etc.) EPARTURE PROCEURE IN NON-SEQUENCE MOE GENERAL RULES In case a technical or operational issue makes it impossible to use off-block sequence calculated by PS, APT may be obliged to switch to non-sequenced mode. An alarm message is distributed via systems: - on CM website: - on existing professional TV monitor displays. In this case, on CM website and TV monitor TSAT display will be suspended: - via CPS data flow for airlines and handlers using it, - on MAN, specific interface for ATS unit. Automatic calculation of departure sequence is no longer in force. E (TOBT) are still to be updated by airlines, as well as EOBT for flight plans in relation to those E OPERATIONAL PROCEURES The departure clearance will be issued on Clearance elivery frequency or via ACARS. The off-block departure shall comply with EOBT +/-min or CTOT if need be, otherwise the flight will be blocked by the ATS unit until the flight plan is updated by a LA. Push-back/taxi will be given on the Ground control frequency, when the flight is ready for push-back/off-block departure. This contact shall allow push-back/offblock departure to be at EOBT +/- min or in compliance with CTOT if regulated. Push-back approval is valid for one minute. It is therefore to begin shortly after approval. Flights may be blocked by ATC and have to redo the whole departure procedure if rules are not observed.

13 , 207. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid +.AIRPORT.BRIEFING. 3. EPARTURE 3.2. START-UP PROCEURES Call Flight ata at the earliest 0 MIN prior to estimated start-up time indicating - Call sign; - estination; - Parking position; - "Ready to start in 0 minutes". When cleared by Flight ata contact Ground for start-up clearance. Push-back delay after clearance is one minute HIGH INTENSITY RWY OPERATIONS (HIRO) Planes should be ready for departure when reaching the holding point. If not, advise ATC. After ATC clearance, line up and/or take off without any delay NOISE ABATEMENT PROCEURES USE OF APU On parking stands equipped with fixed or mobile alternative means for power and air conditioning, the use of APU is limited to 0 minutes prior to the scheduled engine start-up time. On parking stands not equipped with such alternative means, the use of APU is limited to 60 minutes for ACFT with a MTOW less than 40t, and 80 minutes for ACFT with a MTOW greater than 40t RWY USAGE Preferential RWYs for take-off are RWY 24 (West direction) and RWY 08 (East direction). RWYs 02/20 only to be used when primary RWY unserviceable, or when strong wind conditions in the North or South sector. All available RWYs may be used due to air traffic safety or by ATC EPARTURE RECOMMENATIONS Unless otherwise required by safety or by ATC, pilots shall follow standard instrument departure routes up to 7.NM from ME for RWYs 24 and 26 and up to 6.4NM from ME for RWYs 06 and 08. Prop ACFT with more than.7t will be exempted from these restrictions after passing 200'. These restrictions do not apply for prop ACFT of less than.7t. ATC will moreover attempt the best possible way to avoid, for take-offs on RWYs 06 and 08, turns to the North at less than 8.9NM from ME below FL 60 (prop ACFT: below 200'). Generally the flight must be performed so as to reach 3300' as fast as possible. Pilots of jet-engined ACFT must follow these initial climb procedures: - Maintain a speed of V KT, or as performance permits, up to 3300 with flaps at take-off setting; - Maintain take-off power to 800', then maximum climb power up to 3300'; - At 3300' return to normal climb power, flap retraction schedules to enroute climb. 3.. SPEE RESTRICTIONS Within PARIS class A TMA (parts 2 to 0), the speed is limited to MAX 20 KT below FL00 except with explicit clearance by ATC. For ACFT which cannot maintain MAX 20 KT for technical reasons or flight quality, a higher speed is possible after ATC clearance. At or above FL00, speed is limited to MAX 300 KT for AGOPA - ERIXU - LATRA - OKASI - PILUL departures, except when otherwise instructed by ATC OTHER INFORMATION ATALINK EPARTURE CLEARANCE (CL) The following time parameters apply: t i 0 MIN before start-tup time. 9 MAY 7 0-P0.Eff.2.May. t t 3 MIN before start-up time. t 0 MIN.

14 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid * Approach (R) MAY 4 Apt Elev 29' 0-R BEAUVAIS BVS VOR 60NM.Eff.29.May..RAAR.MINIMUM.ALTITUES. Alt Set: hpa Trans level: By ATC Trans alt: 000' The published minimum altitudes integrate a correction for low temperatures NM CREIL CRL VORTAC 40NM PONTOISE PON VOR 30NM BT VOR ME 20NM 2 COULOMMIERS CLM VOR ME TOUSSUS TSU VOR LF(P)-23 LF(P)-2 ME HOL NB Paris (Orly) NB RAAR EPERNON EPR VOR ME 60NM LF(P) NM 40NM 30NM 20NM RAMBOUILLET RBT VOR ME LF(P)-2 LF(P) NM 2300' 30NM 40NM LF(P)-3 MLN VOR ME 0NM CGN VOR ME 60NM LF(P)-20 2 PGS VOR ME CHANGES: BSN & OL decommissioned; ME & NB commissioned., 200, 204. ALL RIGHTS RESERVE.

15 CHANGES: RNAV Arrival instructions revised; para #4 established., 20, 20. ALL RIGHTS RESERVE. Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid 3 NOV 0-2.RNAV.STAR. RNAV ARRIVAL INSTRUCTIONS. Protection RNAV arrivals are protected for RNAV navigation based on GNSS and/or ME/ME sensors. Enroute and 'IAF' holding patterns are mainly protected with RNAV 'manual mode' but also for conventional navigation between FL70 and FL0 when radionavigation infrastructure enables it. 2. Equipment The equipment must be approved for RNAV operations based on GNSS and/or ME/ ME sensors. ATC provides permanent RAAR services. 3. Operating procedure/loss of RNAV capability STAR published RNAV are to be filed with 'RNAV ' navigation mode. In case of loss of RNAV capability, the pilot must report 'Unable RNAV ' as soon as the required navigation precision is lost in order to get RAAR guidance. Any change in speed or flight level shall be subject to clearance issued by ATC or on pilots request. On STAR or radar guidance, the pilot shall adapt the descent profile in order to observe the published requirements. If unable inform ATC. 4. Special procedure in absence of any ATC instructions (except for communication failure) for LFPO arrivals via VEBEK. When no clearance received at or after the IAF (e.g. due to late ACC/APP handover or overloaded frequency), execute the same special procedure as described in Lost Comm procedure for LFPO arrivals via VEBEK.

16 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid BELGIUM FRANCE MOPIL MATIX *ATIS FL260 French 26.) 83^ 74^ Alt Set: hpa Trans level: By ATC Unless otherwise instructed pilots being vectored are to comply with level and speed restrictions abeam the published restriction point. ACFT should not be able to comply with these limitations must advise ATC as soon as possible. 3.0 ( NOT TO SCALE Apt Elev 29 VEBEK RENSA 24^ MOPIL 7E, 7W MATIX 7E, 7W EVIM By ATC 07^ RENSA 7E, 7W 2^ 2. 4 JUL 7 GIMER (IAF) 0.6 SOTUS MAX 280 KT FL40 243^ 2.8 LORNI MATIX 7E [MATI7E], MOPIL 7E [MOPI7E] RENSA 7E [RENS7E] RWYS 02, 06, 08 RNAV ARRIVALS MATIX 7W [MATI7W], MOPIL 7W [MOPI7W] RENSA 7W [RENS7W] RWYS 20, 24, 26 RNAV ARRIVALS TO IAF VEBEK A MATIX 7E, 7W: REIMS Prunay LFQA GITAN MAX 280 KT FL40 (IAF) IAF by ATC only if holding is planned; EXPECT RAAR vectoring before and after LORNI. VEBEK FL Eff.20.Jul. MATIX 7W, MOPIL 7W, RENSA 7W: MAX 20 KT PARIS Charles-e-Gaulle LFPG PONTOISE Cormeilles-En-Vexin LFPT LORNI LOW HIGH FL70/40, inbound 2^ FL0/70, inbound 2^ MAX 240 KT /2 min PARIS Le Bourget LFPB.RNAV.STAR. CHALONS Vatry LFOK RESTRICTION STAR From lower airspace. MATIX - GITAN - GIMER - VEBEK. From upper airspace. MOPIL - SOTUS - GIMER - VEBEK. TOUSSUS-LE-NOBLE RENSA - SOTUS - GIMER - VEBEK. MATIX 7E, 7W MOPIL 7E, 7W RENSA 7E, 7W CHANGES: RNAV STARs renumbered., 207. ALL RIGHTS RESERVE.

17 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid JUL 7 0-2A2 Alt Set: hpa Trans level: By ATC Unless otherwise instructed pilots being vectored are to comply with level and speed restrictions abeam the published restriction point. ACFT should not be able to comply with these limitations must advise ATC as soon as possible. *ATIS French 26.) 3.0 ( Apt Elev 29 MOLBA TOUSSUS- LE-NOBLE EPINAL 8E (EPL 8E), ROLAMPONT 8E (RLP 8E) RWYS 02, 06, 08 RNAV ARRIVALS EPINAL 8W (EPL 8W), ROLAMPONT 8W (RLP 8W) RWYS 20, 24, 26 RNAV ARRIVALS Villaroche LFPM TO IAF MOLBA TROYES Barberey LFQB (IAF) MOLBA FL EPL MIRECOURT EPINAL EPL MAX FL40 MHA FL70 34^ LUVAL ^ EPL 8E, 8W.Eff.20.Jul. 23^ 66.7 OKRIX MAX 280 KT FL80 EBOMA MAX 20 KT FL ^ ^ RLP 8E, 8W By ATC 8^ ORLEANS St enis e L'hotel LFOZ.RNAV.STAR. RLP 7.3 ROLAMPONT 44 OKRIX ^ AUXERRE Branches LFLA LOW HIGH FL70/40, inbound 338^ FL0/240, inbound 338^ MAX 26 KT /2 min RESTRICTION STAR NOT TO SCALE From upper airspace. EPL - LUVAL - OKRIX - EBOMA - MOLBA From lower airspace. RLP - OKRIX - EBOMA - MOLBA. EPL 8E, 8W RLP 8E, 8W CHANGES: None., 207. ALL RIGHTS RESERVE.

18 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid 2 MAY 7 0-2B PARIS HOLING OVER *ATIS Alt Set: hpa Trans level: By ATC Le Bourget Unless otherwise instructed pilots 3.0 LFPB MOLBA being vectored are to comply with ( French 26.) level and speed restrictions abeam the published restriction point. ACFT CHALONS should not be able to comply with Vatry Apt Elev LFOK these limitations must advise ATC 29 as soon as possible. TOUSSUS- MAX FL40 LE-NOBLE MHA FL70 MOLBA R ORLEANS St enis e L'hotel LFOZ Villaroche LFPM 3300 FL00 EBOMA MAX 20 KT FL20 AUXERRE Branches LFLA 338^ OKRIX MAX 280 KT FL80 TROYES Barberey LFQB GORET TUNOR KUTAN INTERVALS ALARO FL RNAV.STAR. 34^ 34^ (IAF) MOLBA BRY 4. BRAY SUR SEINE KUTAN 8E, 8W 34^ 273^ 282^ LUXEUIL St Sauveur LFSX JL 8E, 8W 8^ By ATC 4000 CONTOUR IJON 8E (JL 8E) [JL8E] KUTAN 8E [KUTA8E] RWYS 02, 06, 08 IJON 8W (JL 8W) [JL8W] KUTAN 8W [KUTA8W] RWYS 20, 24, 26 RNAV ARRIVALS TO IAF MOLBA 33^ 9.6 JL 8E, 8W 34^ BOURGES LFL AVOR LFOA NEVERS Fourchambault LFQG IJON LONGVIC.4 JL CHALON Champforgeuil LFLH JL IJON Longvic LFS LOW HIGH FL70/40, inbound 338^ FL0/240, inbound 338^ MAX 26 KT /2 min STAR JL 8E, 8W OKRIX RESTRICTION JL - ALARO - TUNOR - OKRIX - EBOMA - MOLBA. From upper airspace KUTAN 8E, 8W KUTAN - GORET - OKRIX - EBOMA - MOLBA. From lower airspace. CHANGES: New format., 207. ALL RIGHTS RESERVE

19 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid TOUSSUS-LE-NOBLE ORLEANS St enis e L'hotel LFOZ BOURGES LFL Villaroche LFPM AVOR LFOA 3300 NEVERS Fourchambault LFQG AUXERRE Branches LFLA 44 TROYES Barberey LFQB CHALONS Vatry LFOK MOLBA MOLBA FL00 EBOMA MAX 20 KT FL20 OKRIX MAX 280 KT FL80 CHABY CHALON Champforgeuil LFLH TUTAX FF3~6 FL280 2 MAY 7 0-2C HOLING OVER *ATIS MOLBA AROL FF3~ FL270 IJON Longvic LFS OLE Tavaux LFGJ French 26.) Apt Elev 29.RNAV.STAR BESANCON La Veze LFQM 64 34^ 34^ OBURO MAX FL40 MHA FL70 ( 34^ (IAF) 8^ By ATC Alt Set: hpa Trans level: By ATC Unless otherwise instructed pilots being vectored are to comply with level and speed restrictions abeam the published restriction point. ACFT should not be able to comply with these limitations must advise ATC as soon as possible LUXEUIL St Sauveur LFSX ^ 338^. 304^ TUTAX 8E, 8W AROL 8E, 8W ^ LOW HIGH FL70/40, inbound 338^ FL0/240, inbound 338^ MAX 26 KT /2 min 336^ STAR AROL 8E, 8W TUTAX 8E, 8W AROL 8E [ARO8E] TUTAX 8E [TUTA8E] RWYS 02, 06, 08 AROL 8W [ARO8W] TUTAX 8W [TUTA8W] RWYS 20, 24, 26 RNAV ARRIVALS FROM UPPER AIRSPACE TO IAF MOLBA CHANGES: New format., 207. ALL RIGHTS RESERVE CONTOUR INTERVALS OKRIX AROL - CHABY - OKRIX - EBOMA - MOLBA. TUTAX - OBURO - OKRIX - EBOMA - MOLBA

20 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid MAY ( Apt Elev 29 *ATIS French 26.) ^ BOURGES LFL MOLBA 3300 HOLING OVER MOLBA MAX FL40 MHA FL70 34^ Villaroche LFPM AVOR LFOA FL00 EBOMA MAX 20 KT FL AUXERRE Branches LFLA NEVERS Fourchambault LFQG MOULINS MOU R88 TROYES Barberey LFQB OKRIX MAX 280 KT FL AVLON CONTOUR FF3~7 INTERVALS FL280 LOW FL70/40, inbound 338^ 008^.RNAV.STAR. Alt Set: hpa Trans level: By ATC Unless otherwise instructed pilots being vectored are to comply with level and speed restrictions abeam the published restriction point. ACFT should not be able to comply with these limitations must advise ATC as soon as possible. (IAF) MOLBA OKRIX 8.0 MOU ^ 8^ HIGH FL0/240, inbound 338^ MAX 26 KT /2 min MOULINS 8E (MOU 8E) [MOU8E] PIBAT 8E [PIBA8E] RWYS 02, 06, 08 MOULINS 8W (MOU 8W) [MOU8W] PIBAT 8W [PIBA8W] RWYS 20, 24, 26 RNAV ARRIVALS By ATC 26.3 MOU 8E, 8W.8 TO IAF MOLBA PIBAT 8E, 8W ^ PIBAT TROYES BARBEREY 6.0 TRO STAR MOU 8E, 8W PIBAT 8E, 8W CHANGES: New format RESTRICTION MOU - AVLON - OKRIX - EBOMA - MOLBA. From lower airspace. PIBAT - OKRIX - EBOMA - MOLBA., 207. ALL RIGHTS RESERVE.

21 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid MAY 7 0-2E 3.0 ( ^ *ATIS Apt Elev STAR AMB 6E, 6W NIMER 6E, 6W French 26.) CHATEAUUN CHATEAUUN LFOC.9 CA NIMER 6E: BLOIS FL240 Le Breuil LFOQ NIMER 6W: SOME MAX 280 KT NIMER 09^ AMBOISE A M B 3.7 AMB FL240 FL260 24^ CA FL30 FL260 07^ 02^ MAX 20 KT FL20 IBES 09^ 92^ AMBOISE 6E (AMB 6E) [AMB6E] NIMER 6E [NIME6E] RWYS 02, 06, 08 RNAV ARRIVALS AMBOISE 6W (AMB 6W) [AMB6W] NIMER 6W [NIME6W] RWYS 20, 24, 26 RNAV ARRIVALS TO IAF OILO HOLING OVER OILO MAX FL40 MHA FL70 NOT TO SCALE 9.7 NM 23.9 NIMER 6E, 6W MAX 280 KT AMB 6E: AMB 6W: CHANGES: New format. 7.9 AMB 6E, 6W NIMER 6E, 6W SOTIP AMB 6E, NIMER 6E: AMB 6W, NIMER 6W: By ATC FL30 R99 99^ 034^ (IAF) OILO AMB 6E, NIMER 6E: FL00 AMB 6W, NIMER 6W: FL0 By ATC 3300 ORLEANS Bricy LFOJ OILO RNAV.STAR. Alt Set: hpa Trans level: By ATC Unless otherwise instructed pilots being vectored are to comply with level and speed restrictions abeam the published restriction point. ACFT should not be able to comply with these limitations must advise ATC as soon as possible AMB - CA - SOTIP - OILO. 8.0 LOW FL70/40, inbound 09^ LOW FL200/240, inbound 02^ MAX 240 KT /2 min NIMER - SOME - IBES - CA - SOTIP - OILO. CHATEAUUN AMBOISE PARIS Le Bourget LFPB TOUSSUS-LE-NOBLE ORLEANS St enis e L'hotel LFOZ HIGH FL0/240, inbound 09^ MAX 26 KT /2 min HIGH FL20/280, inbound 02^ MAX 26 KT /2 min BOURGES LFL RESTRICTION From upper airspace., 207. ALL RIGHTS RESERVE.

22 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid 2 MAY 7 0-2F.RNAV.STAR TOUSSUS-LE-NOBLE *ATIS French 26.) Alt Set: hpa Trans level: By ATC Unless otherwise instructed pilots being vectored are to comply with level and speed restrictions abeam the published restriction point. ACFT should not be able to comply with these limitations must advise ATC as soon as possible. 3.0 ( Apt Elev 29 OILO BOBSA BOBSA 6E [BOBS6E] CA 6E [CA6E], LUMAN 6E [LUMA6E] CHANGES: New format. HOLING OVER OILO OILO (IAF) RWYS 02, 06, 08 RNAV ARRIVALS BOBSA 6E, CA 6E, LUMAN 6E: 6^ FL00 24^ MAX FL40 MHA FL BOBSA 6W, CA 6W, LUMAN 6W: BOBSA 6E, 6W 9.7 NM 034^ FL0 BOBSA 6W [BOBS6W] CA 6W [CA6W], LUMAN 6W [LUMA6W] RWYS 20, 24, 26 RNAV ARRIVALS TO IAF OILO BOBSA 6E,6W CA 6E, 6W LUMAN 6E, 6W SOTIP BENAR MAX 280 KT FL BOBSA 6E, CA 6E, LUMAN 6E: 034^ R294 CHATEAUUN LFOC ORLEANS Bricy BOBSA 6W, LFOJ CA 6W, LUMAN 6W: MAX 20 KT FL20 R29 LUMAN 6E, 6W ORLEANS St enis e L'hotel LFOZ LE MANS Arnage LFRM FL30 99^4^ 09^ FL30 LUMAN MAX 280 KT 079^ By ATC CA 6W:.9 CA CHATEAUUN CA LUMAN 6E, 6W: 39.9 MAX 20 KT STAR RESTRICTION BOBSA 6E, 6W BOBSA - BENAR - CA - SOTIP - OILO. From lower airspace. CA 6E, 6W CA - SOTIP - OILO. Usable only with CT: LF 228. LUMAN 6E, 6W LUMAN - CA - SOTIP - OILO. From lower airspace. CHATEAUUN HIGH FL0/240, inbound 09^ MAX 26 KT /2 min LOW FL70/40, inbound 09^ , 207. ALL RIGHTS RESERVE.

23 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid JUN 7 0-2G Alt Set: hpa Trans level: By ATC VEBEK. RNAV (GNSS AN/OR ME/ME) 2. VOR and ME required. *ATIS 3.0 ( French 26.) 3. EVIM By ATC 07^ ^ Apt Elev 29 (IAF) On first contact with E GAULLE Approach pilot message must include only and compulsory: cleared waypoint and cleared level, IAS cleared by Paris ACC, or without, free IAS adopted, and ATIS information letter taken into account. Unless otherwise instructed pilots being vectored are to comply with level and speed restrictions abeam the published restriction point. ACFT should not be able to comply with these limitations must advise ATC as soon as possible. In case of lost RNAV capability, the pilot must report 'Non RNAV ' as soon as the required navigation precision is lost in order to get RAAR guidance. 4.. LORNI REIMS Prunay LFQA 28^ VEBEK 4E [VEB4E] RWYS 02, 06, 08 RNAV INITIAL APPROACH VEBEK (IAF) 44. PONTOISE Cormeilles-En-Vexin LFPT MAX 280 KT FL0 PO67 FOR FINAL APPROACH SEE APPROACH CHARTS LARPO MAX 20 KT 268^ 227^. PARIS Charles-e-Gaulle LFPG PARIS Le Bourget LFPB ASVOK EVREUX Fauville LFOE Eff.22.Jun. ARP 8^ CHALONS Vatry LFOK TOUSSUS-LE-NOBLE.RNAV.INITIAL.APPROACH. IAF by ATC only if holding is planned; EXPECT RAAR vectoring before and after LORNI EPR EPERNON EPR Carry out or join published procedure, 8^ track. At PO67 descend to FL70, at EPR R296 turn LEFT, intercept EPR R286 inbound. LORNI escend to 3000 to EPR, EPR R06, at 23 EPR turn LEFT, intercept final of last cleared and confirmed approach. escend to 4000 to EPR, EPR R06, intercept final of last cleared and confirmed approach. escend to 3000 to EPR, EPR R06, intercept final of last cleared and confirmed approach. Rwy 02: Rwy 06: Rwy 08: LOW HIGH FL70/40, inbound 2^ FL0/70, inbound 2^ MAX 240 KT /2 min COM CHANGES: General notes; lost comm tracks., 207. ALL RIGHTS RESERVE.

24 Printed from JeppView for Windows on 06 ec 207; Terminal chart data cycle ; Notice: After 4 ec 207, 0000Z, this chart may no longer be valid 6 JUN 7 0-2H.Eff.22.Jun. ( *ATIS 3.0 French 26.) Apt Elev 29 Alt Set: hpa Trans level: By ATC. RNAV (GNSS AN/OR ME/ME) 2. VOR and ME required..rnav.initial.approach. 3. On first contact with E GAULLE Approach pilot message must include only and compulsory: cleared waypoint and cleared level, IAS cleared by Paris ACC, or without, free IAS adopted, and ATIS information letter taken into account. 4. Unless otherwise instructed pilots being vectored are to comply with level and speed restrictions abeam the published restriction point. ACFT should not be able to comply with these limitations must advise ATC as soon as possible.. In case of lost RNAV capability, the pilot must report 'Non RNAV ' as soon as the required navigation precision is lost in order to get RAAR guidance. VEBEK 4W [VEB4W] RWYS 20, 24, 26 RNAV INITIAL APPROACH PARIS Charles-e-Gaulle LFPG PARIS Le Bourget LFPB FOR FINAL APPROACH SEE APPROACH CHARTS IAF by ATC only if holding is planned; EXPECT RAAR vectoring before and after LORNI. (IAF) LORNI ARP Villaroche LFPM VALPO 22^ CHATILLON SUR MARNE CTL 7.6 CTL 2.6 VEBEK LOW FL70/40, inbound 2^ 07^ By ATC 22^ LORNI 2^ R ^ EVIM (IAF) VEBEK MAX 20 KT FL HIGH FL0/70, inbound 2^ MAX 240 KT /2 min COM Carry out or join published procedure. At CTL descend to 3000 (VALPO at or above FL70), at VALPO turn RIGHT, intercept final of last cleared and confirmed approach (otherwise RWY26). CHANGES: General notes., 207. ALL RIGHTS RESERVE.