BJS
Quick brief on BJS:
18/36 (L&R) both 13,123ft.
ILS to all runways and PAPIs on the left.
*Caution: the DME for ILSs on to 36 is from the ILS 18 Freq.
R/T: The standard of ENG is actually quite good although like the French they flaunt ICAO regs and speak their native tongue to locals. Very unsafe as you have no idea who youre following of if anyone is close behind you etc.
This can also be complicated when they suddenly decide to use the Approach Freq as a Tower Freq too!
Terrain is a factor to the west. MSA 7100ft. if you have any doubt about your vectors with relation to the terrain or you have an emergency ask for "terrain clearance heading"
Expect track shortening on the arrival with very late changes and frequent late runway changes. The ATIS take-off and landing runways have no bearing at all upon which runway is actually in use! (in fact more often than not, I find that Id bet on the opposite)
Arrivals: expect to follow the STAR until D25 PEK and then get picked off for vectors.
Taxying: caution people on bikes, pedestrians and other modes of transport!
The taxi routes are very simple (for Asia)
There are 2 ground Freqs (East and West); 90% on time they are both working and sometimes you'll get a handover.
Departures: The SID is often revised at late notice. Expect them to assign a runway heading with your take-off clearance. If they forget, they sometimes give it to you while you rolling!!
Some of the local NDBs are military owned and controlled. If civil authorities dont pay their fees, the beacons are shutdown without notice. ATC have no way of monitoring them. Do not expect all the NDBs of your SID to be servicable. That said you have little option but to continue......thank goodness for FMS!
PS: the vis is awful in heavy pollution. ON an average day I wouldnt expect to get visual with the runway until 300-500ft. (slightly better at night)
Hope this helps.