1 General conditions under which aerodromes/heliports and associated facilities are available for use

Commercial flights are not permitted to take off from or land at any aerodrome/heliport not listed in this AIP except in cases of real emergency or when special permission has been obtained from the Civil Aviation Administration.

In addition to the aerodromes available for public use listed in this AIP, there is another airfield located in St. Maarten.
Landings at other than at an international aerodrome or a designated alternate aerodrome is not permitted, unless permission has been granted by the designated Civil Aviation Authority.

More information of this airfield can be obtained at the Aero Club. In addition other Aero Clubs of the Dutch Caribbean territory are listed below as well:

ST. MAARTEN (FRENCH SIDE):

Aéroclub Saint Martin SFG
Address :	Aéroport de Grand Case
	BP 874
	97150 Saint Martin
Telephone: 06 90 67 56 38
Telefax: 05 90 29 53 18
Email: club@aeroclubsaintmartin.org

CURAÇAO :

Aero Club Curaçao

Address :	Hato 23
	Curaçao

Telephone:

	Clubhouse (voice/fax): (+5999) 869 5989
	Chairman; Mr. Errol: (+5999) 565 3066

URL: http://www.aeroclubcuracao.org
Email: info@aeroclubcuracao.org

BONAIRE:

BonAeroClub
Address:	Flamingo Airport
	Bonaire

Telephone:
Clubhouse (voice/fax): (+599) 786-7720
Mr. Hoogerkamp: (+599) 785-0955
E-mail: gijs@bonaeroclub.com
Mr. Koopman: (+599) 786-2437
E-mail: wietze@bonaeroclub.com
URL: http://www.bonaeroclub.com

Landings made other than at an international aerodrome/heliport or a designated alternate aerodrome/heliport

If a landing is made other than at an international aerodrome/heliport or a designated alternate aerodrome, the pilot-in-command shall report the landing as soon as practicable to the health, customs and immigration authorities at the international aerodrome/heliport at which the landing was scheduled to take place. This notification may be made through any available communication link.

The pilot-in-command shall be responsible for ensuring that:

If pratique has not been granted to the aircraft at the previous landing, contact between other persons on the one hand and passengers and crew on the other is avoided;
Cargo, baggage and mail are not removed from the aircraft except as provided below;
Any foodstuff of overseas origin or any plant material is not removed from the aircraft except where local food is unobtainable. All food refuse including peelings, cores, stones of fruit, etc. must be collected and returned to the galley refuse container, the contents of which should not be removed from the aircraft except for hygiene reasons; in that circumstance the contents must be destroyed either by burning or by deep burial.

Traffic of persons and vehicles on aerodromes

DEMARCATION OF ZONES

The grounds of each aerodrome are divided into two zones:

A public zone comprising the part of the aerodrome open to the public; and
A restricted zone comprising the rest of the aerodrome/heliport.

MOVEMENT OF PERSONS

Access to the restricted zone is authorized only under the conditions prescribed by the special rules governing the aerodrome/heliport. The customs, police, and health inspection offices and the premises assigned to transit traffic are normally accessible only to passengers, to staff of the public authorities and airlines and to authorized persons in pursuit of their duty. The movement of persons having access to the restricted zone of the aerodrome is subject to the conditions prescribed by the air navigation regulations and by the special rules laid down by the aerodrome administration.

MOVEMENT OF VEHICLES

The movement of vehicles in the restricted zone is strictly limited to vehicles driven or used by persons carrying a traffic permit or an official card of admittance. Drivers of vehicles, of whatever type, operating within the confines of the aerodrome/heliport must respect the direction of the traffic, the traffic signs and the posted speed limits and generally comply with the provisions of the highway code and with the instructions given by the competent authorities.

Policing

Care and protection of aircraft, vehicles, equipment and goods used at the aerodromes are not the responsibility of the State or any concessionaire; they cannot be held responsible for loss or damage which is not incurred through action by them or their agents.

Landing, parking and storage of aircraft on aerodromes/heliports under the control of the Civil Aviation Administration

The conditions under which aircraft may land and be parked, housed or otherwise dealt with at any of the aerodromes/heliports under the control of the Civil Aviation Administration are as follows:

The fees and charges for the landing, parking or housing of aircraft shall be those published from time to time by the Civil Aviation Administration (hereinafter referred to as “CAA”) in the AIP or AIC.

The fees or charges for any supplies or services which may be furnished to aircraft by or on behalf of the CAA at any aerodrome/heliport under the control of the CAA shall, unless otherwise agreed before such fees or charges are incurred, be such reasonable fees and charges as may from time to time be determined by the CAA for that aerodrome. The fees and charges referred to shall accrue from day to day and shall be payable to the CAA on demand.
The CAA shall have a lien on the aircraft, its parts and accessories, for such fees and charges as aforesaid.
If payment of such fees and charges is not made to the CAA within 14 days after a letter demanding payment thereof has been sent by post addressed to the registered owner of the aircraft, the CAA shall be entitled to sell, destroy or otherwise dispose of the aircraft and any of its parts and accessories and to apply the proceeds from so doing to the payment of such fees and charges.
Neither the CAA nor any servant or agent of the government shall be liable for loss or damage to the aircraft, its parts or accessories or any property contained in the aircraft, howsoever such loss and damage may arise, occurring while the aircraft is on any aerodrome/heliport under the control of the CAA or is in the course of landing at or taking off from any such aerodrome.

SPECIFIC DUTCH CARIBBEAN TERRITORY AERODROME CHARGES CAN BE REVIEWED IN GEN 4.

2 Applicable ICAO documents

The Standards and Recommended Practices of ICAO Annex 14, Volumes I and II, are applied without differences.

3 CAT II/III operations at aerodromes

Promulgation of an aerodrome as available for Category II or Category III operations means that it is suitably equipped and that procedures, appropriate to such operations, have been determined and are applied when relevant.

Promulgation implies that at least the following facilities are available:

	-ILS — certificated to relevant performance category.
	-Lighting — suitable for category promulgated.
	-RVR system — may be automatic or manned system for Category II; will be automatic system for Category III. Special procedures and safeguards will be applied during Category II and III operations. In general, these are intended to provide protection for aircraft operating in low visibilities and to avoid disturbance of the ILS signals.

Special procedures and safeguards will be applied during Category II and III operations. In general, these are intended to provide protection for aircraft operating in low visibilities and to avoid disturbance of the ILS signals.

Protection of ILS signals during Category II or III operations may dictate that pre-take-off holding positions be more distant from the runway than the holding positions used in good weather. Such holding positions will be appropriately marked and will display signs conforming to the specifications in ICAO Annex 14, Volume I, on one or both sides of the taxiway; there may also be a stop bar of red lights. For aircraft taxiing off the runway during Category III operations, exit taxiway center line lights are color-coded to facilitate notification of runway vacation; the color coding ends at the boundary of the ILS critical/sensitive area. Pilots are required to make a “Runway Vacated” call on RTF when the aircraft has reached the color code of part of the exit taxiway center line lights, due allowance being made for aircraft size to ensure that the entire aircraft is clear of the ILS critical/sensitive area.

In actual Category II or III weather conditions, pilots will be informed by ATC of any unserviceabilities in the promulgated facilities so that they can amend their minima, if necessary, according to their operations manual. Pilots who wish to carry out a practice Category II or Category III approach are to request Practice Category II (or Category III) Approach on initial contact with Approach Control. For practice approaches there is no guarantee that the full safeguarding procedures will be applied and pilots should anticipate the possibility of a resultant ILS signal disturbance.

4 Friction measuring device used and friction level below which the runway is declared slippery when it is wet

For the friction measuring devices used, see AD 1.2. Where only water is present on a runway and periodic measurements indicate that the runway will not become slippery when wet, no measuring will take place, and the runway will be reported as being “WET”.

5 Other information

5.1 ARUBA

TNCA new GRF & RCR procedures information

TNCA, in order to comply with the ICAO GRF requirements, will use the following procedure to report the surface condition whenever there is a contaminant on the movement area.

Surveillance of movement area
The primary means of surveillance of the movement area is through visual inspection. The aerodrome personnel will frequently monitor the surface condition of the movement area.

Assessment methods
Assessment of the condition of the movement area is done visually and reported according to the RCAM by means of the Skyware RWX GRF software. Depth of contaminant is assessed by visual means and the use of depth measuring tools. Friction measurements, when carried out, are used for verification only. Friction measurements are not reported.

SNOWTAM dissemination
A SNOWTAM for the Runway Condition Report ( RCR ) will be issued immediately to notify conditions associated with water or standing water on the movement area at the following aerodrome:
ARUBA - TNCA – QUEEN BEATRIX INTERNATIONAL AIRPORT

The primary means of reporting the condition of the movement area is through the issuance of a SNOWTAM, which the AD OPS submits to the AIS for publication. The maximum validity of a SNOWTAM is 8 hours. A SNOWTAM will be issued when conditions have changed significantly. When a SNOWTAM has not been published, it can be concluded that there are NO contaminants present on the movement area.

During the 8 hours of validity if the conditions in the existing SNOWTAM change (upgrade or downgrade), a new SNOWTAM will be issued. Therefore, if the change is to DRY conditions, a SNOWTAM indicating the change to DRY (RWYCC 6) will be issued. If after 8 hours, no new SNOWTAM has been issued, it can be concluded that the conditions in the previous expired SNOWTAM have ceased to exist. The new condition is to be considered as DRY (RWYCC 6). No new SNOWTAM will be issued in this case.

When a SNOWTAM is issued, this will be broadcasted via ATIS, except when it indicates DRY (RWYCC 6).

5.2 BONAIRE

TNCB new GRF & RCR procedures information

TNCB, in order to comply with the ICAO GRF requirements, will use the following procedure to report the surface condition whenever there is a contaminant on the movement area.

Surveillance of movement area
The primary means of surveillance of the movement area is through visual inspection and life monitoring of the RCR-TOOL. The RCR-TOOL consist of three rain gauges which are installed along the runway to measure rainfall in real-time, one on each runway 1/3. The TOOL also alert aerodrome operators to the risk of standing water / excessive water on the pavement. The aerodrome personnel will frequently monitor the surface condition of the movement area.

Assessment methods
Assessment of the condition of the movement area is done visually and through life monitoring of the RCR-TOOL in according to the RCAM. Depth of contaminant is assessed Sowell by visual means and the use of depth measuring tools. Friction measurements, when carried out, are used for verification only. Friction measurements are not reported.

SNOWTAM dissemination
A SNOWTAM for the Runway Condition Report ( RCR ) will be issued immediately to notify circumstances like water or standing water associated with these conditions on the movement area at the following aerodrome:
BONAIRE - TNCB - FLAMINGO INTERNATIONAL AIRPORT

The primary means of reporting the condition of the movement area is through the issuance of a SNOWTAM, which the AD OPS submits to the AIS for publication. The maximum validity of a SNOWTAM is 8 hours. A SNOWTAM will be issued when conditions have changed significantly. When a SNOWTAM has not been published, it can be concluded that there are NO contaminants present on the movement area.

During the 8 hours of validity if the conditions in the existing SNOWTAM change (upgrade or downgrade), a new SNOWTAM will be issued. Therefore, if the change is to DRY conditions, a SNOWTAM indicating the change to DRY (RWYCC 6) will be issued. If after 8 hours, no new SNOWTAM has been issued, it can be concluded that the conditions in the previous expired SNOWTAM have ceased to exist. The new condition is to be considered as DRY (RWYCC 6). No new SNOWTAM will be issued in this case.

5.3 CURAÇAO

TNCC new GRF & RCR procedures information

TNCC, in order to comply with the ICAO GRF requirements, will use the following procedure to report the surface condition whenever there is a contaminant on the movement area

Surveillance of movement area
The primary means of surveillance of the movement area is through visual inspection and monitoring of advisories of Metrological Department Curacao. The Metrological Department Curacao alerts the aerodrome operator to the probability and severity of thundershowers and lightning. The aerodrome personnel will frequently monitor the surface condition of the movement area.

Assessment methods
Assessment of the condition of the movement area is done visually and through live visual monitoring in according to the RCAM. Depth of contaminant is assessed both by visual means and the use of depth measuring tools. Friction measurements, when carried out, are used for verification only. Friction measurements are not reported.

SNOWTAM dissemination
A SNOWTAM for the Runway Condition Report ( RCR ) will be issued immediately to notify circumstances like water or standing water associated with these conditions on the movement area at the following aerodrome:
CURAÇAO – TNCC – HATO INTERNATIONAL AIRPORT

The primary means of reporting the condition of the movement area is through the issuance of a SNOWTAM, which the AD OPS submits to the AIS for publication. The maximum validity of a SNOWTAM is 8 hours. A SNOWTAM will be issued when conditions have changed significantly. When a SNOWTAM has not been published, it can be concluded that there are NO contaminants present on the movement area.

During the 8 hours of validity if the conditions in the existing SNOWTAM change (upgrade or downgrade), a new SNOWTAM will be issued. Therefore, if the change is to DRY conditions, a SNOWTAM indicating the change to DRY (RWYCC 6) will be issued. If after 8 hours, no new SNOWTAM has been issued, it can be concluded that the conditions in the previous expired SNOWTAM have ceased to exist. The new condition is to be considered as DRY (RWYCC 6). No new SNOWTAM will be issued in this case.

5.4 ST. EUSTATIUS

TNCE new GRF & RCR procedures information

TNCE, in order to comply with the ICAO GRF requirements, will use the following procedure to report the surface condition whenever there is a contaminant on the movement area.

Surveillance of movement area
The primary means of surveillance of the movement area is through visual inspection and life monitoring of the RCR-TOOL. The RCR-TOOL consist of three rain gauges which are installed along the runway to measure rainfall in real-time, one on each runway 1/3. The TOOL also alert aerodrome operators to the risk of standing water / excessive water on the pavement. The aerodrome personnel will frequently monitor the surface condition of the movement area.

Assessment methods
Assessment of the condition of the movement area is done visually and through life monitoring of the RCR-TOOL in according to the RCAM. Depth of contaminant is assessed Sowell by visual means and the use of depth measuring tools. Friction measurements, when carried out, are used for verification only. Friction measurements are not reported.

SNOWTAM dissemination
A SNOWTAM for the Runway Condition Report ( RCR ) will be issued immediately to notify circumstances like water or standing water associated with these conditions on the movement area at the following aerodrome:
ST. EUSTATIUS - TNCE – FRANKLIN DELANO ROOSEVELT AIRPORT

The primary means of reporting the condition of the movement area is through the issuance of a SNOWTAM, which the AD OPS submits to the AIS for publication. The maximum validity of a SNOWTAM is 8 hours. A SNOWTAM will be issued when conditions have changed significantly. When a SNOWTAM has not been published, it can be concluded that there are NO contaminants present on the movement area.

During the 8 hours of validity if the conditions in the existing SNOWTAM change (upgrade or downgrade), a new SNOWTAM will be issued. Therefore, if the change is to DRY conditions, a SNOWTAM indicating the change to DRY (RWYCC 6) will be issued. If after 8 hours, no new SNOWTAM has been issued, it can be concluded that the conditions in the previous expired SNOWTAM have ceased to exist. The new condition is to be considered as DRY (RWYCC 6). No new SNOWTAM will be issued in this case.

5.5 ST. MAARTEN

TNCM new GRF & RCR procedures information

To comply with the ICAO GRF requirements, TNCM will use the following procedure to report the surface condition whenever there is a contaminant on the movement area.

Surveillance of movement area
The primary means of surveillance of the movement area is through visual inspection. The aerodrome personnel will frequently monitor the surface condition of the maneuvering area.

Assessment methods
Assessment of the condition of the movement area is done visually. Depth of contaminant is assessed by visual means and the use of depth measuring tools. Friction measurements, when carried out, are used for verification only. Friction measurements are not reported.

SNOWTAM dissemination
A SNOWTAM for the Runway Condition Report ( RCR ) will be issued immediately to notify conditions associated with standing water on the maneuvering area at the following aerodrome:
ST. MAARTEN - TNCM - PRINCESS JULIANA INTERNATIONAL AIRPORT

The primary means of reporting the condition of the maneuvering area is through the issuance of a SNOWTAM, which the AD OPS submits to the AIS for publication. The maximum validity of a SNOWTAM is 8 hours. A SNOWTAM will be issued when conditions have changed significantly. When a SNOWTAM has not been published, it can be concluded that there has been NO significant change in runway surface condition. Contaminants present that do not meet the requirements for the issuance of a RCR shall be issued by Air Traffic Control ground to air communication.

During the 8 hours of validity if the conditions in the existing SNOWTAM change (upgrade or downgrade), a new SNOWTAM will be issued. If after 8 hours, no new SNOWTAM has been issued, it can be concluded that the conditions in the previous expired SNOWTAM have ceased to exist. The new condition is to be considered as DRY. No new SNOWTAM will be issued in this case

5.6 SABA

TNCS new GRF & RCR procedures information

TNCS, in order to comply with the ICAO GRF requirements, will use the following procedure to report the surface condition whenever there is a contaminant on the movement area.

Surveillance of movement area
The means of surveillance of the movement area is through visual inspection. The aerodrome personnel will frequently monitor the surface condition of the movement area.

Assessment methods
Assessment of the condition of the movement area is done visually. Depth of contaminant is assessed by visual means and the use of depth measuring tools. Friction measurements, when carried out, are used for verification only. Friction measurements are not reported.

SNOWTAM dissemination
A SNOWTAM for the Runway Condition Report ( RCR ) will be issued immediately to notifycircumstances like water or standing water associated with these conditions on the movement area at the following aerodrome:
SABA - TNCS – JUANCHO YRAUSQUIN AIRPORT

The primary means of reporting the condition of the movement area is through the issuance of a SNOWTAM, which the AD OPS submits to the AIS for publication. The maximum validity of a SNOWTAM is 8 hours. A SNOWTAM will be issued when conditions have changed significantly. When a SNOWTAM has not been published, it can be concluded that there are NO contaminants present on the movement area.

During the 8 hours of validity if the conditions in the existing SNOWTAM change (upgrade ordowngrade), a new SNOWTAM will be issued. Therefore, if the change is to DRY conditions, a SNOWTAM indicating the change to DRY (RWYCC 6) will be issued. If after 8 hours, no new SNOWTAM has been issued, it can be concluded that the conditions in the previous expired SNOWTAM have ceased to exist. The new condition is to be considered as DRY (RWYCC 6). No new SNOWTAM will be issued in this case.

AD 1 AERODROMES/HELIPORTS — INTRODUCTION

AD 1.1 AERODROMES/HELIPORT AVAILABILITY AND CONDITIONS OF USE