Izmir Adnan Menderes Airport
İzmir Adnan Menderes Airport (IATA: ADB, ICAO: LTBJ) is the main airport of İzmir, Türkiye's third-largest city, located 18 km south-west of the city centre. It is one of the busiest airports in the country and a major gateway to the Aegean coast, with heavy seasonal charter traffic in summer alongside a busy domestic network.
The airport has two parallel runways, 16L/34R and 16R/34L (both 3,240 m × 45 m), but only 16L/34R is used for normal operations. RWY 16R/34L is used as a taxiway and is used as a runway for landing/take-off only in emergencies or when 16L/34R is closed for maintenance. Elevation is 410 ft and the transition altitude is 10,000 ft.
There are two passenger terminals (International and Domestic) on Apron 2 and Apron 1, and the cargo terminal on Apron 3. There is high terrain both east and west of the airport (circling approaches are not authorised west of the aerodrome), and the Çiğli (LTBL) control zone lies to the north, which affects some departure and arrival routes.
Scenery
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Preferential Runway System (PRS)
The term "Preferential Runway System (PRS)" indicates the runway that, at a particular time, is considered by the ATC unit to be the most suitable for use by aircraft expected to land at or take off from the aerodrome, taking into consideration aircraft performance, surface wind speed and its components. PRS operations contribute to the optimum use of airspace and aerodrome capacity.
The preferential runways for LTBJ are RWY 34L and RWY 34R. Since 16R/34L is used as a taxiway, in practice this means RWY 34R is the default runway.
| RWYCC (Runway Condition Code) | Tail Wind Component (max) |
|---|---|
| RWYCC 6/6/6 (dry) | 10 KT (included) |
| RWYCC reported at least 5 on any runway third | 5 KT (included) |
- In PRS operations, the wind criteria above are applied depending on the runway surface condition.
- During PRS operations, ATC also takes into account ground wind, traffic situation, local meteorological conditions, environmental restrictions, technical infrastructure, noise abatement, etc.
- PRS operations are not available when:
- the instrument approach/departure procedures for the preferred runway are not suitable for the existing weather,
- the preferred runway is dry (RWYCC 6/6/6) and the tailwind component is greater than 10 KT,
- RWYCC is reported at least 5 on any third of the preferred runway and the tailwind component is greater than 5 KT,
- RWYCC is reported at least 5 on any third and a NOTAM/equivalent information (may be in the RCR) states the runway is slippery,
- RWYCC is reported 4 or less on any third of the preferred runway,
- heavy rain, thunderstorm or wind shear is reported on the approach or climb path of the preferred runway,
- low visibility operations are in progress.
- When PRS is in use the ATIS will announce: "Preferential Runway Operations are in Progress".
- Pilots unable to comply with PRS must notify ATC when requesting start-up clearance, on first contact, or 20 minutes before ETA, whichever is earlier.
Arrival Procedures
İzmir Adnan Menderes is located inside the İzmir TMA. The RNAV (GNSS) STARs (charts STAR-2 to STAR-5) require P-RNAV approval and radar. For P-RNAV approved aircraft that filed PBN/D1, D2, O1 or O2 in their flight plan, flying the RNAV STARs is mandatory. If you cannot comply with the RNAV procedure, tell Menderes Approach on initial contact; you will be radar vectored to final (or to a point from which the approach can be made), but you may lose your place in the sequence and be subject to delaying action. A conventional STAR chart (STAR-1, "1J" arrivals based on the IMR/MEN VORs, max IAS 250 KT within the TMA unless instructed otherwise) also exists.
On first contact with Menderes Approach, report your callsign only (unless you are unable to fly the RNAV procedure).
- All speeds shown on the STARs are mandatory and used for ATC separation. Fly them as accurately as possible (within 5 KT). If you cannot comply, tell ATC which speed you will fly.
- ATC will clear you for the approach before the IAF (e.g. "Cleared ILS approach runway 34R"). Once cleared, fly the full approach procedure including the P-RNAV transition.
- When cleared for the ILS, do not engage the ILS before the localizer intercept point (IF).
- If there are flight level restrictions at or above the transition level, do not set the local QNH until descending below the lowest flight level restriction.
- ATC may clear you to the holding points when required. Minimum rate of descent in holding is 1,000 ft/min.
- Plan your descent to meet the level and speed restrictions on the procedure; if you cannot, you will lose the sequence and be subject to delaying action.
- "Direct to": ATC may clear you direct to a waypoint on a SID/STAR for sequencing or separation. After reaching that waypoint, follow the remaining part of the SID/STAR.
- Aircraft vacating a runway have priority over taxiing aircraft at taxiway intersections; give way to them unless instructed otherwise.
- After fully vacating the runway, contact Menderes Ground 121.900 unless told otherwise.
- AN124, AN225, C5, A380 and B747-8 are not permitted to land (except state aircraft / special permission).
- From 15 April to 30 September, training flights (circuits, touch-and-go, instrument approach practice) are not permitted.
Low Visibility Procedure
RWY 34R has an ILS CAT II (IMEN 110.30). The CAT II approaches (ILS X, W, T and S RWY 34R) require special aircrew and aircraft certification. The 34R CAT II holding point is the 34L holding position on TWY A. Aircraft that will use 34R must not wait on TWY H, as this disturbs the glide path signal. When 16L or 34R is used for both landings and departures, expect momentary distortions or interruptions of the glide path signal when departing aircraft pass through the GP critical/sensitive areas.
Runways and ILS
| Runway | ILS (LLZ) | Frequency / DME | Category | GP / RDH | THR elevation | Notes |
|---|---|---|---|---|---|---|
| 34R | IMEN | 110.30 MHz / CH40X | CAT II | 3.0° / 50 ft | 364 ft | Default landing runway (PRS). Precision approach lighting CAT II (900 m). |
| 16L | IIMR | 108.50 MHz / CH22X | CAT I | 3.1° / 55 ft | 410 ft | ILS/DME unusable outside 25° right of the LLZ centreline, and outside 10° left of the centreline and beyond 13 NM from the LLZ antenna. |
| 34L | IZMR | 111.30 MHz / CH50X | CAT I | 3.0° / 55 ft | 364 ft | Runway normally used as taxiway |
Other navaids: MEN VOR/DME 117.9 MHz (CH126X) on the airport; IMR VOR/DME 113.7 MHz (CH84X) west of the airport; ME NDB/LOM 405 kHz; EN NDB/LMM 315 kHz. MEN VOR/DME is unusable between R360–R070 beyond 25 NM below 15,000 ft and between R071–R100 beyond 25 NM below 12,000 ft.
STARs
RNAV STARs start at TIPOT, NEMOH, UNSAL, DEN, BERGO, BAPSI, SISVO, OKESA, REDRA, OVZOK, SITRU and VEXOL. These fixes must be the last point of your flight-planned route (e.g. ... UR32 KFK UR32 DEN).
| Active Runway Configuration | Designator | Ends at (IAF) | Entry points |
|---|---|---|---|
| North (RWY 34L/R) | 2E | ZUSLU | DEN, UNSAL, BERGO, TIPOT, OVZOK, BAPSI, SISVO (downwind east of the airport) |
| 2F | FOFUD | DEN, UNSAL, BERGO, TIPOT, OVZOK, BAPSI, SISVO, VEXOL, SITRU, REDRA, OKESA (downwind west of the airport) | |
| 2G | FOFUD | TIPOT only (via IMR) | |
| 2H | FOFUD / ALDIW | TIPOT 2H and NEMOH 2H to FOFUD; OKESA 2H and SISVO 2H (short arrivals from the south) to ALDIW | |
| South (RWY 16L/R) | 1B | IZKAV | BERGO, UNSAL, TIPOT, NEMOH, VEXOL, SITRU, REDRA, OKESA, BAPSI, SISVO, DEN (all except TIPOT 1B are time-restricted, see below) |
| 1C | MAZQE | DEN, VEXOL, SITRU, REDRA, OKESA, BAPSI, SISVO, OVZOK (via the eastern loop BJ215–BJ212–BJ210) | |
| 1D | MAZQE | DEN, UNSAL, BERGO, TIPOT, VEXOL, SITRU, REDRA, OKESA, BAPSI, SISVO, OVZOK (OVZOK 1D is a short arrival via BJ411) | |
| 1P | MAZQE / RAZFU | NEMOH 1P and TIPOT 1P to MAZQE; OVZOK 1P to RAZFU |
Time-restricted STARs: Some routes cross military areas and can only be used between 01 APR–01 NOV 1730–0230 UTC, 02 NOV–31 MAR 1700–0430 UTC, at weekends and on public holidays (GEN 2.1):
- RWY 34: TIPOT 2G, BAPSI 2E/2F, SISVO 2E/2F/2H
- RWY 16: every 1B STAR except TIPOT 1B (NEMOH, UNSAL, DEN, OKESA, REDRA, SITRU, VEXOL, BERGO, BAPSI, SISVO 1B), BAPSI 1C, SISVO 1C, TIPOT 1D, BAPSI 1D, SISVO 1D
- Conventional (STAR-1): NEMOH 1J, TIPOT 1J, BAPSI 1J, SISVO 1J
In practice, on weekdays during daytime the RWY 16 arrivals use the 1C / 1D / 1P STARs; the 1B group is mainly a night/weekend procedure.
North Configuration (RWY 34L/R)
2E arrivals end at ZUSLU and 2F/2G/2H (TIPOT, NEMOH) arrivals end at FOFUD. Both are IAFs on a downwind track of 161°. If you are not cleared for the approach by ZUSLU or FOFUD, maintain track 161° and your last assigned altitude (keep heading, expect vectors). Crossing restrictions: 9,000 ft or above / 230 KT at BJ570 (2E) or BJ567 (2F, 2G, TIPOT/NEMOH 2H), and 5,000 ft or above / 220 KT at ZUSLU and FOFUD. Other restrictions: TIPOT FL270 or below; BJ558 FL170 or below / 250 KT (from UNSAL, BERGO, TIPOT 2E/2F, OVZOK); BJ410, BJ422 and BJ180 FL235 or above; BJ563 FL125 or above.
Short arrivals from the south (OKESA 2H, SISVO 2H) end at ALDIW at 5,000 ft or above, 220 KT.
Expect the ILS for RWY 34R (CAT I or CAT II). Check the ATIS for the approach in use.
South Configuration (RWY 16L/R)
1B arrivals end at IZKAV (6,200 ft, 210 KT), crossing BJ302 at 220 KT. 1C, 1D and 1P arrivals end at MAZQE (6,200 ft, 210 KT) with a crossing restriction of 8,000 ft or below at BJ202 (220 KT) and BJ201; OVZOK 1D/1P instead cross OVZOK at FL220 or below and BJ411 at FL120 or below / 230 KT or less, then go to MAZQE or RAZFU (6,200 ft, 210 KT). Arrivals from the east (DEN) must cross BJ216 at FL110 or below. Other restrictions: TIPOT FL270 or below; BJ310/BJ308 FL130 or above (REDRA/OKESA); BJ422 FL235 or above (NEMOH 1P, TIPOT 1P).
Expect the ILS for RWY 16L (or RNP Z RWY 16L). Check the ATIS for the approach in use.
Instrument Approaches
The approaches that connect to the RNAV STARs are the ones with P-RNAV transitions (GNSS required for the transitions; radar and P-RNAV approval required).
| Runway | Approach | Chart | Initial approach | Notes |
|---|---|---|---|---|
| 34R | ILS V CAT I / LOC V | IAC-17 | ZUSLU, FOFUD or ALDIW (5,000 ft, 220 KT) → IFNUZ (IF) | Conventional missed approach (MEN VOR) |
| ILS U CAT I / LOC U | IAC-18 | ZUSLU, FOFUD or ALDIW → IFNUZ (IF) | RNAV missed approach to ZUSLU | |
| ILS T CAT II | IAC-19 | ZUSLU, FOFUD or ALDIW → IFNUZ (IF) | Conventional missed approach; special aircrew/aircraft certification | |
| ILS S CAT II | IAC-20 | ZUSLU, FOFUD or ALDIW → IFNUZ (IF) | RNAV missed approach; special aircrew/aircraft certification | |
| RNP Z | IAC-22 / 22A | ZUSLU, FOFUD or ALDIW → IFNUZ (IF) | LNAV minima; RNP APCH approval; RNAV missed approach to ZUSLU | |
| ILS Z / ILS W (CAT II) | IAC-5 / IAC-9 | Racetrack at ME NDB (4,000 ft) | Conventional procedures | |
| ILS Y / ILS X (CAT II), VOR Z, NDB Z, NDB Y | IAC-6 / IAC-8, IAC-3, IAC-1, IAC-2 | MEN VOR procedure turn (ILS Y/X, VOR Z) or racetrack (NDB Z/Y) | Conventional procedures | |
| 16L | ILS Y CAT I / LOC Y | IAC-13 | IZKAV, RAZFU or MAZQE (6,200 ft, 210 KT) → TIWZA (IF) | Conventional missed approach (MEN VOR) |
| ILS X CAT I / LOC X | IAC-16 | IZKAV, RAZFU or MAZQE → TIWZA (IF) | RNAV missed approach to MAZQE | |
| RNP Z | IAC-14 / 14A / 14B | IZKAV, RAZFU or MAZQE → TIWZA (IF) | LNAV minima; RNP APCH approval; RNAV missed approach to MAZQE | |
| ILS Z CAT I / LOC Z, VOR Z | IAC-10, IAC-7 | MEN VOR base turn (ILS Z: 4,600 ft, max IAS 185 KT) | Conventional procedures | |
| 34L | ILS Z, ILS Y, ILS V (CAT I), RNP Z, VOR Z, NDB A, VOR A | IAC-23, 24, 25, 21/21A, 11, 12, 4 | ILS Z/Y and RNP Z: ZUSLU, FOFUD or ALDIW → DOZWO (IF) | Only when 16R/34L is used as a runway |
| 16R | RNP Z | IAC-15 / 15A / 15B | IZKAV, RAZFU or MAZQE → UZFAM (IF) | Only when 16R/34L is used as a runway |
RWY 34R final approach (IAC-17 to 22): IFNUZ (IF) 3,900 ft, 200 KT → UFSEQ 2,500 ft, 180 KT → FUTJU (FAP/FAF) 2,000 ft, 160 KT (D5.2 IMEN / D6.0 MEN). Localizer intercept at IFNUZ; GP 3.0°.
RWY 16L final approach (IAC-13, 14, 16): TIWZA (IF) 4,500 ft → IPTUW (FAP/FAF) 3,000 ft, 180 KT (D7.95 IIMR / D8.5 MEN). Localizer intercept at TIWZA; GP 3.1°. IAS 160 KT on final from 5 NM to touchdown. On ILS X 16L, descent on the GP below 3,000 ft is not permitted until passing the FAP.
Notes on all approach charts:
- ATC will clear you for the approach before the IAF; once cleared, follow the complete procedure including the P-RNAV transition.
- Comply with all charted level and speed restrictions (speeds within 5 KT); if unable, tell ATC which speeds you will fly.
- Do not engage the ILS before the localizer intercept point (IF).
- Circling is not authorised west of the aerodrome due to high terrain.
Minimum Sector Altitude (25 NM, MEN VOR/DME; sectors as bearings TO MEN): 090°–180°: 5,500 ft; 180°–270°: 7,000 ft; 270°–360°: 6,500 ft; 360°–090°: 5,500 ft. Charted terrain rises to 4,941 ft and 4,964 ft east and north-east of the airport.
Holdings
| Fix | Used for | Inbound track | Altitude | Max IAS |
|---|---|---|---|---|
| ZUSLU (IAF) | RWY 34 STARs 2E; missed approach ILS U/S and RNP Z RWY 34R | 161° | 5,000–8,000 ft (missed approach: 5,000 ft) | 220 KT |
| FOFUD (IAF) | RWY 34 STARs 2F/2G/2H | 161° | 5,000–8,000 ft | 230 KT |
| IZKAV (IAF) | RWY 16 STARs 1B | 341° | 6,200 ft | 230 KT |
| MAZQE (IAF) | RWY 16 STARs 1C/1D/1P; missed approach ILS X and RNP Z RWY 16L | 341° | 6,200 ft | 230 KT |
| MEN VOR | Conventional missed approach RWY 34R (ILS V/T) | 345° | 5,500 ft | 230 KT |
| MEN VOR | Conventional missed approach RWY 16L (ILS Y/Z) | 344° | 4,600 ft | 220 KT |
Further STAR holdings are charted at UNSAL, BJ571, BJ573 and BJ563 (RWY 34, STAR-5) and at UNSAL, BJ215, MENGU, BJ310 and BJ411 (RWY 16, STAR-2/3/4) — see the charts for levels and speeds.
Missed Approach
| Approach | Missed approach procedure |
|---|---|
| ILS V / ILS T RWY 34R | Climb and intercept MEN R-339, cross 6 DME MEN (6.87 DME IMEN) at 2,000 ft or above, then turn right climbing to MEN VOR. If 5,500 ft is reached by MEN, join the holding; if not, proceed via R-161 until reaching 5,500 ft, then turn right and join the holding. Max IAS 180 KT until inbound to MEN. |
| ILS U / ILS S / RNP Z RWY 34R | Climb to 5,000 ft on track 341° to BJ340 (fly-over), turn right to BJ570, then ZUSLU and hold at 5,000 ft. Max IAS 180 KT until BJ570. |
| ILS Y / ILS Z RWY 16L | Climb and intercept MEN R-161, cross 3,000 ft within 12 DME MEN (12.56 DME IIMR), then turn left to MEN VOR, cross MEN at 4,600 ft and hold. Max IAS 210 KT. |
| ILS X / RNP Z RWY 16L | Climb to 6,200 ft on track 161°, cross BJ100 (fly-over) at or above 2,300 ft, turn left to BJ336 – BJ202 – BJ201 – MAZQE and hold at 6,200 ft. Max IAS 210 KT (missed approach gradient 3.5%). |
Radio Failure
The procedures in Türkiye AIP ENR 1.3-4.5 apply. Where paragraph "d" of ENR 1.3-4.5.4 applies, proceed according to the current flight plan route to the MEN VOR and, when required to comply with paragraph "e", hold over MEN VOR until commencement of descent.
Ground Operations
Ground Layout
In normal operations RWY 16L/34R is the only active runway. RWY 16R/34L is used as a parallel taxiway and ATC will refer to it as such. TWY P at the north end links 16R/34L with the RWY 16L threshold and TWY H at the south end links it with the RWY 34R threshold; TWY A connects the south end of Apron 3 with 16R/34L, and TWYs B, C, D, E and F connect the aprons with 16R/34L. Stop bars are installed at TWYs A, J and P.
Runway exits from 16L/34R are J, K, L, M, N (plus H and P at the runway ends). Category D and E aircraft must taxi with low engine power on TWYs A, D, E and F. TWY R is for military aircraft only.
Apron, Gates and Stands
Apron 1 and Apron 2
Apron 2 (north) serves the International Terminal and Apron 1 (south) serves the Domestic Terminal; together they have stands 8–42.
- Stands 26–42 have an Automatic (visual docking) Guidance System.
- Marshalling is provided at stands 8–25 and 43–68. Push-back is provided at stands 8–60.
- Stands 24, 25, 26 and 42 are suitable for aircraft up to the B777-300ER. Stands 24, 25 and 26 must be entered with low engine power.
Apron 3
Apron 3 (south) is next to the cargo terminal and has stands 43–68.
- Stands 43–46, 48–50 and 54–56 are suitable for aircraft up to the B777-300ER.
- The A/B stands (45A/B, 48A/B, 50A/B, 54A/B, 56A/B) are for aircraft up to A321 size. When 45B is used by a Category C aircraft (wingspan 24–36 m), stands 45A and 46 can only be used by Category C aircraft; when 46 is used by an aircraft larger than Category C, 45B cannot be used. The same applies to 48B/50A ↔ 49 and 54B/56A ↔ 55.
- Stands 61–68 and their access route are for aircraft with a maximum wingspan of 24 m (business jets up to Gulfstream G-IV).
De-icing
There are two de-icing/anti-icing areas: one on TWY F and one at the south end of Apron 3. Request de-icing from Menderes Ground (121.900) before start-up and follow the instructions. Only one aircraft may wait on the Apron 2 centreline before TWY F for de-icing; others wait on their stands.
Hot Spots
| Hot Spot | Location | Caution |
|---|---|---|
| HS1 | TWY F / Apron 2, stands 24–26 | Jet blast from Cat D/E aircraft taxiing from TWY F to Apron 2 (or northbound on Apron 1/2) and turning into stands 24–26, onto stand 23 |
| HS2 | TWY E → Apron 2 | Jet blast from Cat D/E aircraft onto stand 13 |
| HS3 | TWY D → Apron 3 | Jet blast from Cat D/E aircraft onto stand 8 |
| HS4 | Service road near stand 8 | Vehicle drivers crossing Apron 1 towards stand 42 may see traffic late when stand 8 is occupied |
| HS5 | South end of Apron 3 / TWY A | Traffic from the de-icing area, stands 61–68 and the Apron 3 centreline joining TWY A |
| HS6 | Apron 3 → TWY A | Jet blast from Cat D/E aircraft onto stand 68 |
| HS7 | TWY M/N – TWY F | Aircraft vacating 34R via M/N and traffic joining 16R/34L (taxiway) via F from Apron 2 |
| HS8 | TWY L – TWY E | Aircraft vacating 16L/34R via L, traffic joining 16R/34L via E, and traffic taxiing southbound on 16R/34L |
| HS9 | TWY J – TWY B | Aircraft vacating 16L via J, traffic joining 16R/34L via B from Apron 3, and traffic taxiing southbound on 16R/34L |
Planning Taxi Time
Taxi times depend on the runway in use, as all traffic uses 16R/34L as the parallel taxiway:
- RWY 34R: Apron 3 departures have a short taxi; Apron 1/2 departures taxi south along 16R/34L.
- RWY 16L: all departures taxi north to TWY P; Apron 3 departures have the longest taxi.
ATIS
Menderes Information is broadcast on 129.200 MHz (D-ATIS is also available via ACARS). It includes the runway in use, the expected approach, weather, transition level and, when applicable, the PRS announcement. Always copy the ATIS before calling Ground.
Obtaining Clearance
There is no separate Delivery position. Call Menderes Ground (121.900) for your ATC clearance 10 minutes before start-up. In your initial call, include your callsign, stand, destination and the ATIS letter you have received.
Unless the clearance says otherwise, departures climb initially to 8,000 ft.
Pushback and Engine Start
Call Ground with your callsign and stand number when you are fully ready. Ground will either clear you or ask you to standby.
- After receiving push-back and start-up clearance, start push-back within 1 minute, otherwise ATC will give you an expected start-up time.
- After receiving taxi clearance, start taxiing within 1 minute.
Taxi Procedures
Departures taxi via the aprons and 16R/34L (used as taxiway) to RWY 34R (via TWY H) or to RWY 16L (via TWY P). Remember that the 34L holding position on TWY A is the 34R CAT II holding point and that aircraft for 34R must not wait on TWY H. Intersection departures are possible on request (see table). Aircraft holding between the holding point markers on TWYs N, L and J must watch for traffic taxiing on 16R/34L and traffic landing/departing on 16L/34R, and obey ATC instructions.
| Runway | Intersection | TORA | TODA | ASDA | LDA |
|---|---|---|---|---|---|
| 34R | Full length | 3,240 m | 3,240 m | 3,300 m | 3,240 m |
| J | 2,840 m | 2,840 m | 2,900 m | – | |
| K | 1,980 m | 1,980 m | 2,040 m | – | |
| L | 1,400 m | 1,400 m | 1,460 m | – | |
| 16L | Full length | 3,240 m | 3,240 m | 3,240 m | 3,240 m |
| N | 2,510 m | 2,510 m | 2,510 m | – | |
| M | 2,180 m | 2,180 m | 2,180 m | – | |
| L | 1,840 m | 1,840 m | 1,840 m | – |
Phraseology to be Used for Taxi
Pilot: Menderes Ground, THY2RK, stand 30, request taxi.
GND: THY2RK, Menderes Ground, taxi to holding point runway 34R via E, runway 16R/34L and H.
Pilot: Taxi to holding point runway 34R via E, runway 16R/34L and H, THY2RK.
(approaching the holding point)
GND: THY2RK, contact Menderes Tower 118.100.
Pilot: Menderes Tower 118.100, THY2RK.
Departure Procedures
RECAT - LTBJ
Turkish airspace uses wake turbulence re-categorisation (RECAT-EU). More information on SkyBrary.
| RECAT LTBJ | Follower | ||||||
|---|---|---|---|---|---|---|---|
| Super Heavy (A) | Upper Heavy (B) | Lower Heavy (C) | Upper Medium (D) | Lower Medium (E) | Light (F) | ||
| Leader | A Super Heavy | 80s | 100s | 120s | 140s | 160s | 180s |
| B Upper Heavy | 80s | 80s | 80s | 100s | 120s | 140s | |
| C Lower Heavy | 80s | 80s | 80s | 80s | 100s | 120s | |
| D Upper Medium | 80s | 80s | 80s | 80s | 80s | 120s | |
| E Lower Medium | 80s | 80s | 80s | 80s | 80s | 100s | |
| F Light | 80s | 80s | 80s | 80s | 80s | 80s | |
Minimum Runway Occupancy Time for Departures
- Do not request line-up and take-off clearance unless you are fully ready for departure.
- Your reaction time to a take-off clearance must not exceed 10 seconds.
- After line-up clearance, take-off is expected within 90 seconds.
- If you cannot comply, inform ATC as soon as possible when you receive the line-up clearance.
SIDs
For P-RNAV approved aircraft that filed PBN/D1, D2, O1 or O2, flying the RNAV (GNSS) SIDs is mandatory. SIDs end at NEMOH, BERGO, BAPSI, DEN, UFQUM, SISVO, OKESA, REDRA, SITRU and VEXOL, which must be the first point of your flight-planned route (e.g. BERGO UG80 ...). All RNAV SIDs have an initial climb of 8,000 ft. No turns before the departure end of the runway: fly runway heading (161° / 341°) until passing 800 ft (RWY 16) or 900 ft (RWY 34), then proceed to BJ100 (RWY 16) or BJ340 (RWY 34).
| Runway | SID | Designator | Minimum climb gradient |
|---|---|---|---|
| 34L/R | BERGO, NEMOH, VEXOL, SITRU, REDRA, DEN | 1T | 5.7% up to 6,200 ft |
| VEXOL | 1R | 5.7% up to 6,200 ft | |
| BAPSI, SISVO, UFQUM | 1R | 6.8% until passing 6,200 ft | |
| BAPSI, SISVO, OKESA, UFQUM | 1T | 6.8% until passing 6,200 ft | |
| Speed: max 240 KT at BJ340 (SID-7 SIDs) or 220 KT at BJ340 (BAPSI/SISVO/OKESA/UFQUM 1T, SID-8) | |||
| BAPSI/SISVO/OKESA/UFQUM 1T: cross BJ350 at or below 8,000 ft. BAPSI/SISVO/UFQUM 1R: cross BJ341 at or above 4,500 ft and at or below 8,000 ft | |||
| DEN 1T: cross BJ202 at or below 8,000 ft | |||
| NEMOH/VEXOL/SITRU/REDRA: cross BJ284 at or above 3,500 ft; SITRU/REDRA 1T: cross BJ286 at or above 10,500 ft | |||
| BERGO 1T: via BJ290, no level restriction | |||
| 16L/R | BERGO, NEMOH | 1Z | 5% up to 10,500 ft |
| BERGO | 1Y | 5% up to 10,500 ft | |
| SITRU, VEXOL | 1Z | 5.4% up to 10,500 ft | |
| DEN, BAPSI, SISVO, OKESA, REDRA | 1Z | 5% up to 6,200 ft | |
| DEN | 1U | 5% up to 6,200 ft | |
| BAPSI, SISVO | 1Y | 5% up to 6,200 ft | |
| DEN | 1Y | 5.4% up to 11,000 ft | |
| Speed: max 250 KT at BJ100 (all 1Z, DEN 1U) or at BJ110 (DEN 1Y) | |||
| Cross BJ103 (BERGO 1Z), BJ115 (BERGO 1Y, NEMOH 1Z) and BJ104 (DEN 1Y) at or above 11,000 ft; BJ310 (SITRU 1Z) and BJ102 (VEXOL 1Z) at or above 10,500 ft; BJ106 (DEN 1Z) at or below 8,000 ft | |||
Time-restricted SIDs (military areas, same time windows as the STARs above):
- RWY 16: NEMOH 1Z, BAPSI 1Z, SISVO 1Z, DEN 1U, BAPSI 1Y, SISVO 1Y
- RWY 34: NEMOH 1T, BAPSI 1R, SISVO 1R, UFQUM 1R, BAPSI 1T, SISVO 1T, UFQUM 1T
- Conventional: NEMOH, BAPSI and SISVO 1K, 1S and 1L
Outside these windows, southbound/eastbound traffic from RWY 34 should expect OKESA 1T or DEN 1T, or a conventional SID as assigned by ATC.
Conventional SIDs (charts SID-1 to SID-4) are mainly for aircraft without P-RNAV approval and are assigned by ATC:
- RWY 16L/R – 1K (SID-1): climb to 4,000 ft on runway heading, then right climbing turn to IMR VOR (cross 6,000 ft or above) and out on the IMR radials (OKESA 1K: 6,000 ft on runway heading until established on IMR R151, cross OKESA 8,000 ft or above). VMC only, by agreement between ATC and pilot.
- RWY 16L/R – 1S (SID-2): climb to 4,000 ft on runway heading, then left climbing turn to MEN VOR (cross 7,700 ft or above) and out on the MEN/IMR radials (OKESA 1S as OKESA 1K).
- RWY 34L/R – 1L (SID-3): intercept MEN R337 (3 DME 1,000 ft+, 6 DME 2,000 ft+), then right climbing turn to MEN VOR (cross 6,500 ft or above) and out on the radials. Max IAS 185 KT until inbound to MEN VOR.
- RWY 34L/R – 1G / 1N (SID-4): intercept MEN R337 (3 DME 1,000 ft+, 6 DME 2,000 ft+, 8 DME 2,800 ft+, 10 DME 3,200 ft+ for 1G), then via IMR VOR (SITRU, REDRA, OKESA, SISVO, BAPSI 1G), IMR R003 (BERGO 1G), the MEN 10 DME arc (VEXOL/NEMOH 1G) or the MEN 8 DME arc (DEN 1G, BAPSI/SISVO 1N). Only used when traffic activities within the Çiğli CTR permit.
Noise Abatement Procedures
Aircraft certified to ICAO Annex 16 Vol. I Chapter 3 must apply NADP-2; Chapter 2 aircraft apply NADP-1 only. All other aircraft apply NADP-1 or NADP-2. Noise abatement procedures apply until passing 3,000 ft.
Airborne
Unless instructed otherwise, contact Menderes Approach on 134.200 immediately after take-off (the SID charts refer to the unit as "Menderes Radar"). On first contact, report only your callsign and SID designator. Comply with all speed and altitude restrictions on the SID, and tell ATC if you cannot fly the assigned SID or intend to deviate from it.
TWR: THY2RK, contact Menderes Approach 134.200, goodbye.
Pilot: Menderes Approach 134.200, THY2RK, goodbye.
Pilot: Menderes Approach, THY2RK, BERGO 1T.
APP: THY2RK, Menderes Approach, radar contact, climb FL150.
After Departure
After leaving the İzmir TMA you will be handed over to Ankara Control, or to the adjacent Greek ACC for westbound exits (VEXOL, SITRU, REDRA, NEMOH), depending on your SID and route.
The İzmir TMA transit route chart (ACTR) shows the conventional routes between the TMA boundary fixes and IMR VOR. The TIPOT–IMR, NEMOH–IMR, IMR–BAPSI and IMR–SISVO segments are only used in the military time windows above; outside them they may be used by agreement between ATC and pilots, depending on traffic in the İzmir TMA.
Thank you for flying with TRvACC — hope to see you again in İzmir!
VFR Procedures
The İzmir TMA has designated VFR routes. They give VFR traffic an orderly flow through the TMA but are not used to separate VFR and IFR traffic: separation and terrain/obstacle clearance remain the pilot's responsibility. VFR traffic must fly at 5,500 ft MSL or below on these routes and must not pass through the Menderes CTR (10 NM radius, SFC–1,500 ft AMSL) without permission from Menderes Tower. If you have to leave a VFR route (e.g. for weather), inform ATC immediately and rejoin the route as soon as possible. VFR traffic without radio must stay below 1,500 ft MSL within the Menderes TMA.
Arrivals join the route at the nearest of these points after entering the TMA:
| Route | Points |
|---|---|
| WEST | ALAÇATI – SEFERİHİSAR |
| SOUTH 1 | SÖKE – ÇIRPI – TORBALI |
| SOUTH 2 | SÖKE – ADAKALE – ÖZDERE – DEĞİRMENDERE |
| EAST | SALİHLİ – TURGUTLU – ARMUTLU – TORBALI |
| NORTH | BERGAMA – SARUHANLI – TURGUTLU – ARMUTLU – TORBALI |
| SOUTH 4 | ARMUTLU – GERMENCİK (lower limit 3,000 ft) |
| NORTH 2 | GERMENCİK – TORBALI |
Departures: eastbound/northbound traffic joins via ARMUTLU, westbound via SEFERİHİSAR, southbound via SOUTH (RWY 34) or ÖZDERE (RWY 16).
Transit through the TMA: WEST/EAST route ALAÇATI – SEFERİHİSAR – SOUTH – TORBALI – ARMUTLU – TURGUTLU – SALİHLİ, and NORTH/SOUTH route BERGAMA – SARUHANLI – TURGUTLU – ARMUTLU – TORBALI – SÖKE (and the reverse directions).
On first contact give your position, altitude and intentions (inbound point and requested route). There are 16 İzmir ATC VFR flight training areas (LTBJW1–W4, N1–N5, S1–S4, E1–E3, limits in ENR 5.5); traffic in them keeps VMC, provides its own separation and uses 133.000 and 129.600 for air-to-air communication.
Frequencies
| Station | Callsign | Frequency |
|---|---|---|
| ATIS | Menderes Information | 129.200 |
| Ground | Menderes Ground | 121.900 (secondary 121.700) |
| Tower | Menderes Tower | 118.100 (also 129.725) |
| Approach | Menderes Approach / Menderes Radar | 134.200 (others: 119.450, 120.100, 120.175, 120.475, 120.725, 123.650, 132.225, 136.400) |
Approach service is provided by Menderes Approach, or by Menderes Tower when required or when transferred by Menderes Approach. Radar separation in the TMA is down to 3 NM; surveillance radar and precision radar approaches are not available.
References
- Türkiye AIP, AD 2 LTBJ – İzmir/Adnan Menderes, text pages AD 2.1–2.24 (AIRAC 2610)
- AD 2 LTBJ ADC – Aerodrome Chart
- AD 2 LTBJ PRKG, PRKG-A – Aircraft Parking/Docking Chart
- AD 2 LTBJ SID-1/1A, SID-2/2A (conventional SIDs RWY 16L/R); SID-3/3A, SID-4/4A (conventional SIDs RWY 34L/R)
- AD 2 LTBJ SID-5/5A, SID-6/6A (RNAV SIDs RWY 16L/R); SID-7/7A, SID-8/8A (RNAV SIDs RWY 34L/R)
- AD 2 LTBJ STAR-1 (conventional); STAR-2/2A, STAR-3/3A, STAR-4/4A (RNAV STARs RWY 16L/R); STAR-5/5A (RNAV STARs RWY 34L/R)
- AD 2 LTBJ IAC-1 to IAC-25 (incl. IAC-14A/14B, 15A/15B, 21A, 22A) – Instrument Approach Charts
- AD 2 LTBJ ACTR – İzmir TMA Transit Routes
- AD 2 LTBJ MRVC, MRVC-A – Minimum Radar Vectoring Altitude Chart
- AD 2 LTBJ VFR – VFR Flight Routes