20 mai 2016 (mis à jour le 2 décembre 2016)
This page is intended to draw commercial and private pilots’ attention to the aeronautical context and main threats related to an aerodrome. They have been identified in a collaborative way by the main organisations operating, to, on the platform (airlines, airport operator, air navigation service provider, aero clubs, Meteo France…) by comparing items from their respective safety management systems (SMS). Such information has been validated by the members of the Local Safety Teams (LST) of the aerodromes.
Click on the titles of the contents to get more details on the identified threats.
CDG is one of the few approaches in the world to provide a triple simultaneous parallel approach and also parallel departures in all weather conditions.
In this particular context, crews have to be aware that ATC will usually optimize the global traffic instead of optimizing a single flight. Be advised also that the general rule applied at CDG is on the basis of “first come, first served”.
The particularities of parallel approaches and departures imply that when crews need to deviate from their track due to weather (CBs), they must first communicate to ATC their new heading and for which distance they need this new flight path.
If able, advise ATC when you line up on the runway if you need a specific heading just after take-off.
Be advised that ATC do not have any tool allowing CBs visualization on the radar display.
There are specific regulations to provide spacing between aircraft on parallel approach. At CDG, distance between Localizer courses is less than 3 NM which is the minimum radar separation. That’s why aircraft closing in on parallel approach courses must be vertically (1000 ft) separated.
When a vector instruction has been given leading to closing in on final approach course with an angle of less than 70°, and unless the pilot has been specifically instructed to cross the runway centerline by ATC, it is required that aircraft, even without interception clearance issued, intercept the ILS localizer course or any replacement approach aid.
After take-off, departure frequency is not given by the tower controller anymore. Crews must prepare it before take-off and wait for frequency change instruction issued by the tower controller. Do not change frequency on your own.
At terminal 2, the red line on the map below is the limit between the maneuvering area and the apron area. This zone is marked on the ground by intermediate holding points (example : Stop TE1). When crews taxi across this intermediate holding point from the maneuvering area to the apron area, there is a transfer of responsibility from ATC to Pilots regarding anti-collision (between aircraft and between aircraft and vehicules).
For all intermediate holding points (at terminal 2, middle1, 2, 3 and 4, and for FEDEX apron), without clearance to continue beyond, crews must stop when reaching them.
If you notice that your push back is incorrect regarding the push back clearance, advise without delay on apron frequency.
A push back clearance is valid for only one minute.
Pilots should not enter a parking stand unless under instruction from a marshaller or following indications from an operational visual docking guidance system. If that is not the case, the aircraft should hold position on the taxilane centerline in front of the parking stand lead-in line and notify Ground Movement Control.
If you plan to take off from taxiways Q6, D1, D2, R1, T1 or T2, you must inform delivery and be advised that you may have a delay because of wake turbulence generated by inbound aircraft on the closest parallel runway.
The pieces of information provided are published only for indication, information and are not exhaustive. We make our best to keep them updated. They are a valuable complement for flight preparation but they cannot and should not replace the reference aeronautical information contained in the AIP France (Aeronautical Information Publication), AIP supp, AIC (Aeronautical Information Circular) and NOTAM.