1.1   Safety Instructions

All aircraft crew and airport personnel is required to wear high visibility clothing when airside at all times.

Handling of turboprop aircraft with more than one running engine is prohibited.

1.2   Use of SSR

In order to improve safety, the carriage and operation of a serviceable mode S transponder with Basic Functionality is mandatory for all aircraft operating within Oostende CTR and/or Oostende TMA.

1.3   Transponder Operation

• mandatory for departing aircraft from the request for push-back or taxi, whichever is earlier
• after landing OFF or STBY when parked

1.4   Pre-departure checks, including engine/power check

Pre-departure checks, including engine/power checks shall not be performed on the parking position.

Pre-departure checks, including engine/power checks shall be performed on dedicated run-up area after receiving the taxi clearance:

• RWY 08 in use: following ATC instructions, on the dedicated run-up area in front of TWY K8 or to the holding point F, E1, D1 or C1;
• RWY 26 in use: following ATC instructions, at the holding point A, B1, C1.

Note 1: One aircraft at a time will always be sent to run-up area by ATC clearance

Note 2: Intersection C1 can only be used during HJ by aircraft with a weight of 5 700 KG MAX

4.1   Selection of Runway-in-use

Between 2100 and 0700 (2000 and 0600), when the crosswind component - including gusts - does not exceed 15 KT, or the tailwind component - including gusts - does not exceed 5 KT and traffic permitting, RWY 26 will be used for take-off and RWY 08 for landing. If the pilot-in-command considers the runway-in-use not usable for reasons of safety or performance, he shall request permission to use another runway. ATC will accept such request, provided that traffic and air safety conditions permit.

4.2   Turn pad

Turn pad up to code F aircraft available at beginning of RWY 08.

Aircraft shall turn anticlockwise on the turn pad. Yellow guideline markings and TWY centre line lights are present.

5.1   Aircraft code F and An225 Aircraft

Procedures for A380, B747-8F, An124 and An225 aircraft are available upon request and require prior permission. Please contact the Airport Authorities: operations@ostendairport.aero for operations with your specific aircraft.

5.2   Aircraft without Radio

Take-off and landing of aircraft without radio is prohibited.

5.4   ULM Flights

Take-off and landing of ULM flights is only allowed for aircraft complying with the following:

• three-axis ULM;
• Equipped with transponder;
• Equipped with VHF radio;
• Able to maintain 80 KIAS MNM.

5.5   Banner Towing

Taking up or throwing off banners is prohibited.

5.6   Balloon Flights

Take-off and landing of balloon flights is prohibited.

5.7   Training and test flights

No training flights on SUN and HOL. In JUL and AUG no training flights for aircraft exceeding 6T MTOW.

Training flights are allowed between 0800 (0700) and 2100 (2000).

Military aircraft may perform no more than 3 training flights per day.

Training flights of aircraft with MTOW less than 2 000 KG must have a noise certificate which states that the noise level is ≤ 76 dB(A) according to ICAO Annex 16, Volume 1, Part II. Non compliance will result in an “environmental surcharge” on the airport charges invoice. A copy of the noise certificate must be delivered to the Airport Authority. It is the pilot in command’s responsibility to comply to the environmental requirements.

A maximum of 4 aircraft simultaneous in circuit applies.

Training flights includes touch-and-go flights, stop-and-go flights and multiple approaches.

For VFR training flights at night only activation of PAPI, lighted WDI, edge-, threshold- and runway end lighting.

Training for non home-based aircraft PPR only. Contact: +32 (0)59 55 14 13 or navigation@ost.aero.

1.1   Noise Quota System

Aircraft operating at EBOS shall be noise certificated according to ICAO Annex 16, Volume I.

Between 2200 and 0500 (2100 and 0400), movements of aircraft with MTOW over 8 618 KG and certified according to the standards of chapters 2, 3 or 5 of ICAO Annex 16, Volume I, are allowed if their QC is less or equals 12.

Movements with aircraft with a QC of more than 12 are forbidden.

The QC is calculated using the formula QC = 10^[(G-85)/10], whereby “G” equals:

• for take-off: half the sum of the certified fly-over and the sideline noise levels in EPNdB of the aircraft at its MTOW;
• for landing: the certified approach noise level in EPNdB of the aircraft at its maximum certified landing weight, minus 9EPNdB.

Operators shall provide the documents containing the certified fly-over, sideline and approach noise levels in EPNdB to the Airport Inspection on first request.

1.2   Reverse Thrust

Except for safety reasons, reverse thrust shall not be used at other than idle power.

2.1   Engine Test Runs and Idle Checks

Engine test runs and idle checks in the open air and without silencers must be restricted to the very minimum and require prior permission from the Airport Inspection.

Engine test runs are only allowed between 0600 and 2200 (0500 and 2100), except when authorized by Airport Authorities. They can only take place on the taxiways at the holding bays of RWY intersections A and M.

2.2   Power Supply

Pilots shall be aware of the noise impact the use of APU has on the local community, especially between 2200 and 0500 (2100 and 0400).

The APU shall be shut down at the earliest opportunity after the arrival on stand and it may only be restarted when essential aircraft checks or cabin conditions require so before the planned departure. The APU shall not be left running without qualified attendance.

Any additional use of APU can only be allowed by the Airport Inspection, on justified request. Unless for safety reasons, no exceptions will be allowed between 2200 and 0500 (2100 and 0400).

3.1   ILS Approach

Aircraft performing an ILS approach shall not intercept the GP below 2 000 FT QNH. After interception, the aircraft shall not descend below the GP.

3.2   Visual Approach

Aircraft performing a visual approach without ILS or radar assistance, shall not descend below 1 500 FT QNH before intercepting the PAPI approach slope, nor fly below it thereafter.

3.3   Noise Abatement Approach and Landing Procedures

Noise abatement descent and approach procedures using continuous descent and reduced power/reduced drag techniques should be used when following conditions apply:

• ILS available;
• runway clear and dry;
• visibility exceeding 1 900 M;
• ceiling higher than 500 FT above aerodrome elevation;
• cross-wind component lower than 15 KT (gusts incl);
• tail-wind component lower than 5 KT (gusts incl);
• no adverse weather conditions that may affect the approach (wind shear, thunderstorms, etc).

Turbo-jet powered aircraft shall use as final flap setting the minimum certified landing flaps setting published in the Aircraft Flight Manual for the applicable conditions.However, each pilot-in-command may use a different flaps setting approved for that aircraft if he determines that it is necessary in the interest of safety.

Between 2200 and 0500 (2100 and 0400), and if conditions permit, the use of excessive reserve thrust should be avoided and a long landing should be considered.

4.1   Noise Abatement Take-off and Climb Procedures

For turbo-jet aircraft:

• From take-off to 1 500 FT QNH:

  • take-off power;
  • take-off flaps;
  • climb to V2 + 10 to 20 KT or as limited by body angle;

• At 1 500 FT QNH:
  • reduce thrust to not less than climb thrust;

• From 1 500 FT QNH to 3 000 FT QNH:

  • climb at V2 + 10 to 20 KT;

• At 3 000 FT QNH:

  • accelerate smoothly to the en-route climb speed with flaps retraction.

For propeller aircraft:

• From take-off to 1 000 FT QNH:

  • take-off power;
  • climb at the MAX gradient compatible with safety;
  • speed not less than single engine climb speed nor higher than best rate of climb speed;

• At 1 000 FT QNH:

  • reduce power to the maximum normal operating power, if this power has been used for showing compliance with the noise certification requirements or to the maximum climb power;

• From 1 000 FT QNH to 3 000 FT QNH:

  • climb at the MAX gradient with reduced power, maintaining constant speed;

• Above 3 000 FT QNH:

  • accelerate smoothly to the en-route climb speed.

1.1   Aerodrome Minima

Except when authorized by the CAA or in case of emergency, a pilot-in-command shall not take off below a minimum of 200 M RVR.

2.1   Holding Pattern

2.2   Approach Procedures

2.3   Missed Approach

Unless instructed otherwise by Oostende APP, the missed approach procedures as published on the instrument approach charts (see EBOS AD 2.24) shall be followed.

IFR flights performing a visual approach shall use the missed approach segment of the IAP communicated via ATIS.

3.1   Departure Procedures

4.1   Facilities and Equipment Available

5.1   General

Before entering Oostende TMA, pilots shall report at one of the visual reporting points listed below.

Special VFR flights may be performed as specified in ENR 1.2, § 1.2

5.2   Visual Reporting Points

VFR traffic shall use following reporting points: