1.1   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 Antwerpen CTR. An exemption to this rule may be granted, provided that the request is made before the flight by telephone to the Antwerpen ATS authority.

2.1   Taxiway Restrictions

Aircraft with wingspan exceeding 29M can only use TWY A and F.

3.1   Apron Restrictions

Aircraft with wingspan exceeding 29M can only park on Apron 1.

On apron 2, U-turns or 180° turns are prohibited under own power for aircraft with MTOW > 5 700 KG. This is only allowed under towing.

All aircraft crew and airport personnel are required to wear high visibility clothing at all times when airside, in accordance with EU standard 471.

3.2   Aircraft Stand Regulation

Stand 111: follow-me and marshalling is available whenever alternate stand is needed.

4.1   Selection of Runway-in-use

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, ATC will use RWY 11 in preference to RWY 29 for departing aircraft with a weight exceeding 5 700 KG.

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 a request, provided that traffic and air safety conditions permit.

5.1   Glider Flights

Take-off and landing of glider flights is prohibited.

5.2   ULM Flights

Take-off and landing of ULM flights PPR, except for home based aircraft. Requests shall be send to inspection@antwerpairport.aero.

5.3   Balloon Flights

Take-off and landing of balloon flights is prohibited.

5.4   Parachuting

Parachuting overhead the aerodrome is prohibited.

5.5   Acrobatic Flights

Acrobatic flights within the aerodrome traffic circuit are prohibited.

5.6   Banner Towing

Taking up or throwing off banners is prohibited.

5.7   Training and Test Flights

Training flights (incl touch-and-go, stop-and-go and multiple approaches) are allowed from MON to SAT (HOL excl) between 0800 and 1900 (0700 and 1700). Maximum two aircraft for touch-and-go will be accepted simultaneously. ATC will endeavour to alternate the circuits to be flown. Touch-and-go and stop-and-go circuit training flights shall be flown at 1500ft during night (as published on chart AD 2.EBAW-VAC.02).

Helicopter training is limited to maximum four circuits per hour. Helicopter ground training may only take place at heli 2 spot, after prior permission from the Airport Authority has been obtained.

Following training activities are forbidden:

• local training flights of MIL jet aircraft (transport aircraft excl);
• training flights of aircraft with MTOW exceeding 50 T (unless prior permission has been obtained from the Airport Authority);
• training flights without full-stop landing (unless prior permission has been obtained from the Airport Authority);
• when RWY 29 is in use: simulated engine failure after take-off;
• when RWY 11 is in use: simulated forced landing.

2.1   Engine Tests

Engine test runs in the open air and without silencers may only take place between 0700 and 1800 (0600 and 1700), except on SUN and public holidays (as listed in GEN 2.1, § 6) and on the condition that a previous authorization has been obtained from the Airport Authority.

Idle thrust engine test runs in the open air and without silencers must be restricted to the very minimum. A prior permission from the Airport Authority is required.

The Airport Authority has the right to stop or restrict all ongoing tests in the event of violation of airport regulations or circumstances arising that necessitate such a decision.

Aircraft with MTOW of 2000KG are allowed to perform engine test runs at the N-side of the airfield at the designated location. Aircraft over 2000KG MTOW are obliged to execute their engine test runs on H2.

4.1   Noise Abatement Take-off and Climb Procedures

NADP 1 (Noise Abatement Departure Procedure 1).

This procedure involves a power reduction at or above the prescribed minimum altitude and delaying flap/slat retraction until the prescribed maximum altitude is attained.

At the prescribed maximum altitude, accelerate and retract flaps/slats on schedule while maintaining a positive rate of climb and complete the transition to normal en-route climb speed.

The noise abatement procedure is not to be initiated at less than 800 FT AGL. The initial climbing speed to the noise abatement initiation point shall not be less than V2 + 10 KT.

On reaching an altitude at or above 800 FT AGL, adjust and maintain engine thrust in accordance with the noise abatement thrust schedule provided in the aircraft operation manual. Maintain a climb speed of V2 + 10 to 20 KT with flaps and slats in the take-off configuration.

At no more than an altitude equivalent to 3 000 FT AGL, while maintaining a positive rate of climb, accelerate and retract flaps/slats on schedule.

At 3 000 FT AGL, accelerate to norm al en-route climb speed.

The captain of the aircraft remains exclusively in command of the aircraft and shall have complete discretion concerning all technical and safety matters, both around and in the aircraft and for all phases of the flight including take-off, in flight and landing.

1.1   Aerodrome Minima

Except when authorized by the CAA or in case of emergency, a pilot-in-command shall not take off below the following minima:

• RWY 11: 150 M RVR;
• RWY 29: 150 M RVR.

For specific landing minima: see instrument approach charts (EBAW AD 2.24).

2.1   Holding Patterns

Note: The following database entries are suggestions only and should be checked by a professional database coder before entry into an active database.

2.2   Approach Procedures

3.1   Starting Procedures

In order to allow ATC units to co-ordinate ATC clearances, pilots shall request start-up 10 MIN before it is expected that the aircraft will be ready to request taxi instructions.

The ATC clearance issued upon this initial call is based on the assumption that, from the time of readiness, an average period of 10 MIN is needed for start-up, taxi and take-off manoeuvres.

Consequently, any call made deliberately in advance of the 10 MIN required here above and made without reasonable assurance of being ready in time, may result in disruption of the departure sequence and cause delay for the operators.

3.2   Departure Procedures

4.1   Facilities and Equipment Available

4.2   Criteria for the Initiation and Termination of LVO

The preparation phase will start when visibility falls below 800 M and further deterioration is expected. The operations phase will start when RVR falls below 550 M.

The operations phase will be terminated when RVR is ≥ 550 M and a continuing improvement is anticipated. The termination phase ends when the visibility reaches 800 M and a continuing improvement is anticipated.

4.3   Other Information

During the operational phase the movement of traffic on the manoeuvring area is limited to one aircraft at a time, guided by a follow-me car. A follow-me car will guide the aircraft from its stand to the runway holding point and (after clearance from Antwerpen TWR) further to the line-up position.

After the follow-me car has reported vacating the runway, the pilot will be instructed to report “ready for departure”. The next aircraft for departure may only start its (guided) taxi when the preceding departure has reported being airborne.

5.1   Inbound and Outbound Traffic

5.2   The aerodrome traffic circuit

VFR flights shall follow the aerodrome traffic circuit depicted on chart AD2 EBAW VAC.02 as instructed by ATC. The aerodrome traffic circuit shall be flown at an altitude of 1000FT AMSL MNM by day and 1500FT AMSL MNMat night.