• VOR 34/Circling 16
• VOR 34 glidepath 3.3 degrees.
• Narrow runway 30m, runway length 6240’/1900m, turbulence & windshear

Mikonos is located in the centre of the Aegean Sea and can be subject to strong Meltemi winds. Orographic turbulence may be encountered below FL100 with these northerly winds. N, NE and W winds may cause windshear.

Mikonos Approach provides procedural control which means NO RADAR service should be expected. For that reason, you must provide position reports to facilitate sufficient separation between arriving and departing aircraft. The position report shall include radial from MKN, distance DME and altitude passing.

Adjust fuel calculation in case of holding requested over MKN VOR or any other enroute point depending on the traffic volume. Traffic arriving from the West may be requested to hold over MIL VOR. Prepare for a standard (right hand) holding with inbound course 037° at MIL.

Mikonos TMA extends up to 15nm from the airport and typically aircraft enter Mikonos TMA descending to FL70. Traffic arriving from the West may be requested to contact Athens Approach (132.970) before getting in contact with Mikonos Approach. The main procedure is VOR DME Rwy34 if the prevailing wind is from the North. In case of South wind you should expect to be cleared for the VOR DME Rwy 34 CIRCLE­To­LAND Rwy 16.

Category D aircraft cannot operate at LGMK airport. Best choice would be medium range jet (B737, A320) or high speed turboprop (DH8D, AT72).

Runway 34

The narrow runway and differences in approach angle compared with RWY 34 PAPIs will present an unusual visual appearance.

When landing RWY 34, be prepared for turbulence when crossing the coast and steeply rising terrain at approximately 1 – 1.5 nms final.

After landing 180 degree turns should be made at the runway ends.

Runway 16

Circle-to-land to the west of the airport only, with a minimum visibility of 6000m for RWY 16 landing.

Caution – there is extensive terrain to the north of the airport affecting the final approach area for RWY 16. The highest point is on extended finals (1223’ at approx 2.8 Nm). The terrain to the east of the runway (peak 902’ at 1 Nm) can cause a shadow which can affect the runway’s visual perspective.

The terrain to the north of the airport requires that all approaches to runway 16 are flown via a close-in curved right base, followed by turning finals at approx 1.5 Nm. A ‘base leg port’ (with a long narrow harbour), located on the MKN radial 325°/1.8 nms, provides a key landmark.

Circle-to-land – after an instrument approach to RWY 34 turn left from finals towards peninsula with heliport, (MKO217/2.5 Nm) before turning right downwind. Position right-hand downwind wider than normal (approx 3 Nm from runway). Position downwind wide enough to allow a gentle curved right turn to approach the port on an approximate track of 110°. Immediately to the left of the port the terrain rises steeply. When arriving from the NW, it is possible to fly a visual approach directly to right base via the port.

Base leg – fly over the ‘base leg port’ (MKN radial 325°/1.8 Nm) on an approximate track of 110°, and at an approximate altitude of 1100’.

The visual picture of the runway at this point can appear to be low, however you are only 2 Nm from touchdown. The terrain slopes up towards the runway. This in combination with the narrow runway and lack of PAPIs makes it difficult to judge the approach profile. From the port fly a curved approach using shallow bank angles and line up with extended centreline by 1.0 Nm (300’ ARTE).

After landing 180 degree turns should be made at the runway ends.

ALTERNATES

• Athens LGAV/ATH 75Nm
• Kos LGKO/KGS 90Nm
• Santorini LGSR/JTR 60Nm (30m runway)
• Iraklion LGIR/HER 130Nm

Source: http://pilotsbriefingroom.com/