1.1   Airport Coordination

EBBR is a coordinated airport. Unless exempted, and irrespective of noise abatement procedures (EBBR AD 2.21, § 1), ATFM slot, or traffic rights, take-off or landing of an IFR flight without an appropriate allocated slot is prohibited and punishable. No airport slots will be allocated for take-off during following periods:

• SAT, 0000 (FRI, 2300) to SAT, 0500 (0400);
• SAT, 2300 (2200) to SUN, 0500 (0400);
• SUN, 2300 (2200) to MON, 0500 (0400).

1.2   Use of VHF Radio by Vehicles

Vehicles on the manoeuvring area use VHF radio for communication with Brussels TWR. Vehicles are thus on the same frequency as aircraft on the active runway, enhancing pilot and driver awareness (see also chart AD 2.EBBR-GMC.03).

1.3   Ground Surveillance - Use of Mode S Transponders

EBBR is equipped with an advanced ground surveillance system using Mode S. Operators intending to use the airport should ensure that Mode S transponders are able to operate when their aircraft are on the ground.

Pilots shall select XPDR or the equivalent according to specific installation, AUTO if available, not OFF or STBY, and the assigned Mode A code:

• from the request for push-back or taxi, whichever is earlier;
• after landing, continuously until the aircraft is fully parked on stand. When parked, Mode A code 2000 shall be set before selecting OFF or STBY.

Whenever possible, the aircraft identification (i.e. call sign used in flight) shall be entered as from the request for push-back or taxi, whichever is earlier (through the FMS or the transponder control panel). Pilots shall use the ICAO format for aircraft identification, as entered in item 7 of the flight plan form (e.g. “DAT123”).

To ensure that the performance of systems based on SSR frequencies (incl airborne ACAS units and SSR radars) is not compromised, ACAS shall not be selected before receiving clearance to line up. It should be deselected after vacating the runway.

Aircraft taxiing without flight plan, shall select Mode A code 2000.

2.1   General

Pilots are advised to consult chart AD 2.EBBR-GMC.05, depicting the hot spots on the manoeuvring area.

Between 2200 and 0459 (2100 and 0359), taxi restrictions apply (see EBBR AD 2.21, § 1).

2.2   Use of Stop bars

Stop bars at entry points of active RWY are operated permanently. Due to operational requirements and practices, the stop bar at RWY entry point TWY Z will remain off when configuration RWY 01/07R is used.

Aircraft and vehicles shall never cross a lit stop bar.

When a lit stop bar cannot be cycled, the RWY entry point will be taken out of service and aircraft and vehicles will be rerouted.

When stop bars for all RWY entry points of one or more RWY cannot be lit, this shall be announced via RTF and ATIS, as well as via NOTAM if the outage is estimated to occur for a period of at least two hours.

Pilots are reminded that when stop bars are not lit, this does not constitute an authorisation of any kind to enter a RWY, irrespective if this RWY is active or not. An explicit clearance or instruction to enter or cross any RWY is required.

2.3   Standard Taxi Routes

2.4   Taxiway Restrictions

When an A380 is present on TWY OUT, traffic on parallel TWY INN must be limited to Code D aircraft.

Pilots must not enter TWY W41 or W42 when A380 is present on TWY W41 or W42.

Pilots of A380 must not enter TWY W41 or W42 when another aircraft is present on TWY W41 or W42.

For A380 taxiway restrictions see chart AD 2.EBBR-GMC.06a.

TWY A1 and TWY N6 may only be used by aircraft to and from EBMB.

All aircraft with wingspan > 45 M taxiing to/from EBMB only via A3.

TWY V1 and W1 are restricted to MAX Code C aircraft, unless under tow or follow-me

• Exceptions on V1 are A400M/B752/B753;
• Exceptions on W1 are A400M/B752/B753/B762/B763/B764/C17.

3.1   Docking Guidance

When arriving at parking positions on remote stands or on stands where no guidance system is installed, pilots shall not enter the stand unless a marshaller is present for guidance. In case no marshaller is present, contact GND, request marshaller guidance and await the marshaller on the taxiway centre line.

Parking stand 140 to 174, 204 to 240, 354, 680 to 699, 950 to 955, 957 and 959 to 971 are equipped with a docking guidance system. Guidance to these stands by marshallers may still be requested from GND.

When the pilot receives from the guidance system a wrong type of aircraft, a wrong flight number, an ERR-message, an ESTOP emergency stop message or if the display becomes unreadable, the aircraft must be stopped immediately, contact GND and ask for a marshaller and hold position.

Note: Two simultaneous messages are always shown in an alternate way.

3.2   Push-back

Unless prior permission has been obtained from the Airside Inspection, push-back is compulsory at nose-in stands. Push-back shall be executed immediately after approval has been received from GND, taking into account the traffic information and/or restrictions contained in the approval message.

The pilot shall always relay push-back instructions received from ATC to the headset operator (see below, § 3.2.1). ATC can give push-back instructions that may overrule the standard procedures according § 3.2.2. The captain shall notify the headset operator who shall notify the push-back driver.

Push-back procedures defined in § 3.2.2 shall always be strictly adhered to, unless otherwise instructed by ATC.

Simultaneous push-back of aircraft on adjacent stands is not allowed below 400 M RVR.

Power out on reverse thrust is not allowed. Power out on nose-in stand is not allowed, except when authorized by airside inspection.

Wing walkers are not allowed.

For push-back according to the standard procedure, the phraseology, will be: “Push-back approved”.

For non-standard push-back, the appropriate TWY, nose facing E (W, N, S) will be used.

3.3   Lightning Procedure

Lightning procedure in progress will be announced by ATIS.

When lightning procedure is activated:

• all handling activities are suspended;
• boarding and de-boarding operations are suspended (except when boarding bridge is already connected to the aircraft);
• do not walk/stay in open areas or under aircraft;
• handling of explosive and/or inflammable products in open air are suspended;
• push-back and towing operations are suspended (no push-back clearance will be issued by ATC);
• marshalling is suspended.

4.1   Selection of Runway-in-use

The direction in which aircraft take off and land is determined by the speed and direction of the surface wind or by the preferential runway system.

The term “runway-in-use” is used to indicate the runway that - at a particular time - is considered by ATC to be the most suitable for use by the types of aircraft expected to land or take off according to the preferential runway system.

Normally, an aircraft will take off and land into the wind, unless safety, runway configuration or traffic conditions determine that a different direction is preferable. However, in selecting the runway-in-use, ATC shall also take into consideration other relevant factors such as the aerodrome traffic circuits, the length of the runway, the approach and landing aids available, meteorological conditions, aircraft performance, the existence of a preferential runway system and noise abatement.

Accepting a runway is a pilot’s decision. 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   Preferential Runway System

4.3   Runway Occupation

In order to avoid go-arounds, aircraft should vacate the runway quickly, without prejudice to safety. Pilots should take into consideration that it might be more efficient to use an exit situated farther away, than to try to vacate too quickly, miss the exit and then having to taxi slowly to the next. The aim should be to achieve a normal touchdown with progressive smooth deceleration to vacate, at a safe speed, at the nominated exit point.

The table below indicates the distances to exit. The exits are grouped in left or right turns and by increasing distance.

5.1   Aircraft Without Radio

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

5.2   Glider Flights

Take-off and landing of glider flights is prohibited.

5.3   ULM Flights

Take-off and landing of ULM flights is prohibited.

5.4   Balloon Flights

Take-off and landing of balloon flights is prohibited.

5.6   Acrobatic Flights

Acrobatic flights within the aerodrome traffic circuit are prohibited.

5.7   Training and Test Flights

Provided traffic conditions permit, training and test flights may be performed using RWY 25L/R, outside following periods:

• 2200-0459 (2100-0359);
• MON to FRI: 0600-1000 (0500-0900) and 1600-1900 (1500-1800);
• SAT: 0700-1000 (0600-0900);
• SUN: 1600-2000 (1500-1900).

Local VFR is not allowed during HN.

6.1   Aircraft Code F

Aircraft code F are subject to a special permission. However, A380 and B747-8/-8F are authorised to operate at EBBR.

For A380 taxiway restrictions see chart AD 2.EBBR-GMC.06a.

For B747-8/-8F taxiway restrictions see chart AD 2.EBBR-GMC.06b.

Taxi on TWY C1 and Y allowed with inboard engines only.

6.2   A380 Operations

7.1   On stand de-icing

On stand de-icing is performed for:

• aircraft that are not allocated to be de-iced on a remote de-icing platform.

Aircraft handled on apron 9:

• de-icing on stands 950, 951, 952, 953, 954, 955 may not be allowed on apron 9, only de-icing allowed on remote de-icing platform
• for departures from RWY 01 or RWY 07R de-icing platform South, M and stand 304 (see AD 2.EBBR-GMC.07) are available for de-icing. For stand 304 engines shut down is required. In case of de-icing on stand 304, pilot requests taxi to stand 304 and no start-up clearance (movement to stand 304). Once de-icing is complete, pilot requests actual start-up (activation of flight plan) and push-back

7.2   Remote de-icing

Remote de-icing can be performed on one of the following locations see AD 2.EBBR-GMC.07:

• De-icing platform W:
  • VHF frequency for de-icing platform coordinator, contact 129.805 (8.33 KHZ CH)
  • offers two de-icing stands for aircraft:
    • W22 up to ICAO code C
    • W21 up to ICAO code E
    • pilot shall confirm ICAO aircraft code to the de-icing coordinator
    • in case TWY W21 is used by aircraft greater than ICAO code C, TWY W22 becomes unavailable until aircraft on TWY W21 has vacated TWY W21
    • simultaneous de-icing on TWY W21 and TWY W22 is possible for aircraft up to ICAO code C only
  • note that the two de-icing stands are not on the same level, pilots shall thus line up with the de-icing stop of their assigned de-icing pad and not line up with the aircraft on the adjacent pad
  • de-icing platform W cannot be used when RWY 01 or RWY 19 is in use
  • when de-icing platform W is active, TWY F4 is restricted to ICAO code C aircraft
• De-icing platform M, on TWY M:
  • VHF frequency for de-icing platform coordinator, contact 121.730 (8.33 KHZ CH)
  • offers one de-icing stand for aircraft up to ICAO code E
  • de-icing platform M is not available during arrival peaks
  • when instructed by ATC to proceed to de-icing hold position pilot shall make sure to position aircraft correctly on de-icing hold position
  • after de-icing pilots shall await further instructions from ATC before taxiing from the de-icing stop position
• De-icing platform South:
  • VHF frequency for de-icing platform coordinator, contact 129.805 (8.33 KHZ CH)
  • offers three de-icing stands for aircraft:
    • stand 326 and 330 up to ICAO code C
    • stand 328 only ICAO code D and E
    • pilot shall confirm ICAO aircraft code to the de-icing coordinator
    • after de-icing, stands to be vacated via lead out lights in front of aircraft after contact with ATC
    • in case stand 328 is used, no aircraft allowed on stand 326 and 330
    • simultaneous de-icing on stand 326 and 330 is possible for aircraft up to ICAO code C only

ATC will provide taxi clearance up until the holding point to the remote de-icing platform. After which pilots will be requested to contact the platform coordinator on VHF FREQ indicated above according to de-icing platform assigned and await instructions by the variable message signs located on platform M and platform W or by manual hand signals from the de-icing platform coordinator.

Upon completion of de-icing, pilots will only contact the GND FREQ after having received the oral confirmation of the platform coordinator that the platform is clear. This confirmation will additionally be shown on the variable message signs located on platform M and platform W.

7.2.1   Variable Message Signs

De-icing platform M and De-icing platform W are equipped with variable message signs located as follows:

• De-icing platform M: at the right-hand side as seen from the cockpit;
• De-icing platform W:
• • W21: at the right-hand side as seen from the cockpit;
  • W22: at the left-hand side as seen from the cockpit

The variable message sign indications are as follows:

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The variable message sign is a secondary means of communication controlled by the de-icing platform coordinator in support of the instructions communicated by VHF. VHF communication has priority over the indications as displayed on the variable message signs.

When faulty, the variable message sign shall show black.

In case of contradicting instructions between the VHF instructions and the information displayed on the variable message signs, pilots must receive confirmation via the VHF frequency which information is correct.

1.1   Noise Restrictions

Movements of jet aircraft with MTOW ≥ 34 T or with a capacity of more than 19 seats (crew-only seats excl) are restricted:

• take-off or landing with QC > 8.0 is forbidden between 2200 and 0459 (2100 and 0359);
• take-off or landing with QC > 12.0 is forbidden between 0500 and 0559 (0400 and 0459);
• take-off with QC > 48.0 is forbidden between 0600 and 1959 (0500 and 1859);
• landing with QC > 24.0 is forbidden between 0600 and 1959 (0500 and 1859);
• take-off with QC > 24.0 is forbidden between 2000 and 2159 (1900 and 2059);
• landing with QC > 12.0 is forbidden between 2000 and 2159 (1900 and 2059).

Exemptions may be granted for:

• take-off between 2000 and 2159 (1900 and 2059) with QC ≤ 26.0 (with a maximum of 3% of the number of take-offs per year for this time period);
• take-off between 2200 and 0459 (2100 and 0359) with QC ≤ 12.0 (with a maximum of 200 take-offs per year only for aircraft that operated at EBBR between 25 OCT 2008 and 24 OCT 2009);
• landing between 2200 and 0459 (2100 and 0359) with QC ≤ 12.0 (with a maximum of 300 exemptions per year).

Exemptions shall be requested from the CAA in advance via FAX (+32 (0) 2 277 42 54) or via email (BCAA.inspect.env@mobilit.fgov.be).

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 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 landing weight, minus 9 EPNdB.

Take-off or landing of marginally compliant aircraft is forbidden between 2200 and 0459 (2100 and 0359).

Following flights are exempted from the noise quota system:

• flights carrying members of the Belgian Royal Family, the federal government, regional or community governments or foreign royal families, foreign heads of state or government leaders, the President or members of the European Commission on official mission;
• missions in case of disaster or medical urgency;
• military missions;
• take-off or landing performed in exceptional conditions (flights on which an immediate threat exists to the health of people or animals, diverted flights, etc.).

In case of circumstances beyond the operator's control, a non-compliant flight may be exceptionally allowed, provided that proper justification is sent to the Director-General of the CAA within two working days after the flight.

For marginally compliant aircraft, an authorization of temporary use may be delivered by the Minister of Transport or his representative, if the aircraft is operated exceptionally or in non-commercial flights for modifications, repairs or maintenance.

1.2   Reverse Thrust

Except for safety reasons, reverse thrust shall not be used at other than idle power. On the aprons, it is prohibited at any time.

1.3   Reduced Engine Taxi

Whenever operationally and safely feasible, all arriving aircraft are requested to shut down as many engines as possible while taxiing from the landing runway to their parking position.

2.1   Taxi Restrictions between 2200 and 0459 (2100 and 0359)

Maximum four aircraft are authorized to taxi simultaneously to the holding position(s) of the runway(s)-in-use. Additionally, only three aircraft are allowed to await take-off clearance at the holding position at the same time.

Engine run-up is not allowed at the holding position, except for run-up tests performed immediately before take-off as part of the take-off procedure.

2.2   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 Authority.

Engine test runs are only allowed between 0600 and 2100 (0500 and 2000). They can only take place on the crossing of TWY F3, Y, W1 and W21. If this crossing is not available due to infrastructural reasons, TWY D2 may be used instead.

Engine test runs shall be requested via Airside Inspection (TEL +32 (0) 2 753 69 00). ATC to be contacted for start-up and taxi instructions to the engine test location.

Idle checks on the aircraft stand shall be requested via Airside Inspection (TEL +32 (0) 2 753 69 00). ATC must not be contacted to obtain start-up permission to execute the idle run.

2.3   Power Supply

The aircraft parking stand 140 to 174, 204 to 240, 680 to 699, 950 to 971 are equipped with 400 HZ and aircraft parking stand 140 to 174, 204 to 240 and 680 to 699 are equipped with pre-conditioned air (PCA). As soon as possible after arrival at one of these stands (5 MIN after docking MAX), 400 HZ shall be connected and the APU switched off. Upon departure (15 MIN before ETD), the APU may be started and 400 HZ shall be disconnected. When 400 HZ or PCA is not available, GPU shall be used.

When no PCA is available and an authorization from the Airside Inspection has been obtained, the use of the APU is allowed during periods of extreme high or low temperatures for aircraft docked for more than 1 HR at the aircraft parking stand.

3.1   ILS Approach

Aircraft performing an ILS approach shall not intercept the GP below:

• 2 000 FT QNH for RWY 25L/R (3 000 FT and 2 000 FT respectively in case of simultaneous approach);
• 2 000 FT QNH for RWY 01;
• 3 000 FT QNH for RWY 19.

After interception, the aircraft shall not descend below the GP.

3.2   Surveillance Radar Approach

Aircraft performing an SRA without ILS assistance, shall not descend below 2 000 FT QNH before 6 NM from touchdown, nor fly thereafter below a descent path of 3°.

3.3   Visual Approach

Aircraft performing a visual approach without ILS or radar assistance, shall not descend below 1 800 FT QNH before intercepting the PAPI approach slope, nor fly below it thereafter.

3.4   Continuous Descent Operations (CDO)

When the traffic situation permits, ATC will facilitate continuous descent for all RWY.

Facilitation of CDO will be provided at ATC discretion only.

When vectoring for continuous descent, ATC will, as soon as practicable after first call on the APP frequency, provide distance from touchdown and an approval to descend at pilot’s discretion. The phraseology “when ready, descend” shall be used.

CDO will not be facilitated in adverse weather conditions that may affect the approach (wind shear, thunderstorms, etc).

Subject to ATC instructions, inbound aircraft shall adopt a continuous descent profile - to the greatest possible extent compatible with safe operation of the aircraft - by employing minimum engine thrust, ideally in a low drag configuration, prior to the FAF/FAP.

Note: All noise abatement procedures for arrivals as well as the speed limitations in EBBR AD 2.22, § 2.1.3 remain applicable when performing CDO.

3.6   Special Procedures for Arrivals between 2200 and 0459 (2100 and 0359)

Traffic leaving KERKY for approach to RWY 25L/R will not be cleared to descend below FL 070 until crossing R-360 BUB or EGZOV unless for continuous descent operations (see § 3.4 above).

4.1   General

The SID (see EBBR AD 2.22, § 3.2.1) constitute noise abatement procedures. It is therefore emphasized that pilots shall adhere to these routes as closely as performance permits. If unable to comply with these procedures, they shall advise ATC immediately.

4.2   Climb Gradient

In order to minimize noise nuisance, to clear obstacles in the departure area and for compliance with ATS airspace limits, aircraft shall maintain a net climb gradient of 7% MNM until passing 3 200 FT QNH. If unable to comply, pilots shall advise ATS accordingly when requesting start-up clearance.

4.3   Noise Abatement Take-off and Climb Procedures

The following operational noise abatement take-off procedures must be applied for outbound flights:

For turbo-jet aircraft:

• from take-off to 1 700 FT QNH:
  • take-off power;
  • take-off flaps;
  • climb to V2 + 10 to 20 KT or as limited by body angle;
• at 1 700 FT QNH:
  • reduce thrust to not less than climb thrust;
• from 1 700 FT QNH to 3 200 FT QNH:
  • climb at V2 + 10 to 20 KT;
• at 3 200 FT QNH:
  • accelerate smoothly to en-route climb speed with flaps retraction.

For propeller aircraft:

• from take-off to 1 700 FT QNH:
  • take-off power;
  • climb at maximum gradient compatible with safety;
  • speed not less than single engine climb speed, nor higher than best rate of climb speed;
• at 1 700 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 1 700 FT QNH to 3 200 FT QNH:
  • climb at the maximum gradients with reduced power, maintaining constant speed;
• at 3 200 FT QNH:
  • accelerate smoothly to en-route climb speed.

4.4   Speed Restrictions

Unless otherwise instructed by ATC for safety reasons, maximum speed below FL 100 is 250 KIAS or clean speed (V_ZF), whichever is higher.

4.6   Special Procedures for Departures between 2200 and 0459 (2100 and 0359)

All departures from RWY 25R shall start their take-off at the beginning of the runway and preferably an uninterrupted take-off from W41/W42 will be made.

1.1   Aerodrome Minima

For specific landing minima, see charts:

• AD 2.EBBR-IAC.01
• AD 2.EBBR-IAC.02
• AD 2.EBBR-IAC.08
• AD 2.EBBR-IAC.09
• AD 2.EBBR-IAC.10

2.1   General

2.3   Approach Procedures