Handling is not mandatory any more for “non ELLX-based, single engine, propeller aircraft temporarily parking on apron P5”. Some documents add “piston”, others don’t. What is “temporary” I don’t know. Is a week-end OK? Or only a few hours?
See AIP AD 2.20, § 6 and HTTPS://WWW.LUX-AIRPORT.LU/P5INFORMATION
However, unless you make an appointment with a local to escort you in and out under their responsibility and security clearance, without handling you will not be physically able to leave/enter airside (short of climbing barbed wire, and that kind of stuff, that will attract negative attention). I think you will also require a local to take you on their navigations services account to pay for the terminal fee (about 6.20 EUR). Else you pay through the “Business Aviation Center”, and that means handling (at least, it used to). There is no landing fee.
For the Business Aviation Center and handling, see https://www.lux-airport.lu/corporate/services-and-facilities/business-aviation-center/handling-requests/ and https://www.lux-airport.lu/corporate/services-and-facilities/business-aviation-center/ and note that handling requires a PPR and putting the permission number in item 18 of the flight plan.
Usually, avgas at self-service pump on P5, takes credit cards. There are works on that apron, which at some dates make the pump unavailable (then you get avgas fuel from truck; sometimes on P2; sometimes on P5; check payment options in advance!!! If on P2, will probably attract handling. I don’t know.) I don’t know out of the top of my head the relevant dates, see NOTAMs and/or call BAC, LACC, etc (numbers in the documents and links given).
There is a bus to downtown. Schedules on https://www.mobiliteit.lu/en/. P5 is at bus stop “Findel, Business Center”. P2 and handling should be around bus stop “Findel” (or maybe “Senningerberg, Lou Hemmber”).
EDIT: Change “Findel, Cité Aéroport” to “Findel, Business Center”. I always confuse the two bus stops.
Hi ELLXers
I am planning a quick hop to Luxembourg for the upcoming week end.
Grateful for updated info on landing and parking fees, handling if any and AVGAS options.
Downtown transport too
thank you!
According to the fleet webpage of the operator, they have a Super Dimona themselves :)
The AIP says “gliders only”, the operator’s webpage on the airfield says “gliders and motogliders”.
lionel wrote:
I know of only one, ELNT Noertrange. It is not considered appropriate for a student solo, and club rules require a specific checkout for licensed pilots. AFAIK Useldange ELUS is not open to motor aviation, it is used only by gliders.Ah sorry, I forgot the “glider only” limitation at ELUS. Last year, I asked for PPR there (unfortunately, the weather was bad, so I didn’t go there) and got a friendly “you’re welcome to land here” on the phone. In retrospect, I asked for permission with our Dimona, which is a TMG.
See here local copy for a 2013 collision with the trees [cut down after the accident…], which also refers to a 2009 runway overrun.
And also, no RFFS, not even an A/G radio nor AFIS guy to actually call any emergency services if one actually crashes.
Here is a pic I took of Noertrange last year, when I visited in the Deboanair:
It doesn‘t do it justice though. The slope on the far end is significant, and the forest is right next to it. A lot of fun, but definitely a little bit challenging.
Short runway, village church (with bell tower) on extended centreline (approach path) on one side and forest on the other side.
lionel wrote:
I know of only one, ELNT Noertrange. It is not considered appropriate for a student solo, and club rules require a specific checkout for licensed pilots.
Why?
Hi! Welcome to Luxembourg. I’d be happy to meet one day.
There are definitely at least a few privately N-regs around, and they need a BFR sometimes :)
I’m not aware of any N-reg openly for rent in Luxembourg, but I know that some people have running arrangements with an owner, and group-owned airplanes. (If you have turboprop experience, I know of an LX-reg openly for rent.)
For pilots regulations, EASA defines “flight time” as block time, which means from the moment the airplane first starts to move with the intention of eventually taking off until the moment it comes to final rest after the flight. So taxi time is included, but not any time spent with engine running before or after taxi. My advice: don’t sweat the small stuff, nobody will check you to that level of detail. Many pilots fill time approximately from memory and/or round to the nearest 5 minutes, or tenth-of-an-hour.
I won’t make a detailed comparison of the clubs as “social” clubs or the quality of their functioning publicly. Get me in front of a pot of tea and we can talk. I’m a member of Aérosport, they have a “full” school where you can do your IR, FI, … ratings, and they take themselves seriously as a “professional grade” school with instructor standardisation [all instructors teach the same thing and obey the sylalbus], etc. Aviasport does only PPL and night rating, and keeps more of what is described as a “club” spirit in their teaching.
Do you know about AviaLux, too? They have two Robin DR400, which are French-built (popular in France and UK) wood-and-fabric-wing planes (the cabin, landing gear, etc is metal, I believe). They are light (lower landing tax at some places), go faster on less fuel and are very smooth to fly (they use a centre stick). But they ain’t IFR tourers (which I wouldn’t really say any club plane in Luxembourg is). They are not a school.
skydriller wrote:
you might like to consider a drive across the border to France.
Yes. If you live in the south of the country, or are willing to swallow the driving time before flying, that is definitely something you can do. Will
be cheaper, too. You can also consider the German clubs: Trier and Bitburg are the closest.
Berto wrote:
Lux ATC is very protective of commercial traffic (Luxair and Cargolux) so you may be asked to hold short for quite a while.
While commercial traffic has a very clear priority over [small plane] VFR traffic (in rush hour, you can easily get something like 20min waiting time on the ground [at the runway holding point] or in the air [doing 360s]).
For IFR flights, this is all coordinated by a Europe-wide central computer system, and if the capacity of any enroute sector or arrival aerodrome is exceeded, you get a “CTOT”, a slot window (your requested EOBT + estimated taxi time or later) within which you must depart, to manage that capacity. Theoretically it can be much later than your EOBT, in practice it often is not that much later. AFAIK that system does not have the ability to discriminate between different kinds of traffic, so you get equal treatment with big iron. The only discrimination I know it does is between “late filers” (FPL filed less than 3h in advance; gets the worst – latest – CTOTs) and those that filed 3h in advance. ELLX anyway has fairly slow-in-the-approach commercial traffic, in the form of regional turboprop airliners so a “higher end” small GA plane is not that much of a bother, if you fly the glideslope “fast” and loose speed in the last 2 nmi or so. I never get any significant delay vectors when arriving IFR.
Frans wrote:
Well, there are at least two small airfields besides ELLX, so you can fly your cross country with three landings on different airfields within Luxembourg
Hu? I know of only one, ELNT Noertrange. It is not considered appropriate for a student solo, and club rules require a specific checkout for licensed pilots. AFAIK Useldange ELUS is not open to motor aviation, it is used only by gliders.
We do our cross-country into France, Germany or (as I did for my PPL) both.
