1.1   Use of SSR

In order to improve safety, the carriage of a serviceable Mode S transponder with basic functionality is mandatory for all aircraft operating within Liège TMA/CTR. An exemption to this rule may be granted, provided that the request is made before the flight by telephone to the Liège ATS authority.

1.2   Security

Security rules for aircraft not handled and with origin different than EBLG:

• When full stop landing, transit parking mandatory in GAT area with engine(s) shut down.
• Airport security shuttle mandatory for flat fee of 60 EUR, excluding VAT. All people on board must stay in aircraft until arrival of airport security staff.
• People leaving the airport will immediately be taken by airport security to the airside/landside boundary located at the passenger terminal. Airport security will perform a hand search of crew members staying in the aircraft as well as a hand search of their personal effects.

1.3   Ground Surveillance - Use of Mode S Transponders

EBLG 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.

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 AD2 EBLG-GMC.05, depicting the hot spots on the manoeuvring area.

”Follow-me” car services only available on pilot’s request.

2.2   Use of Stopbars

During LVP, stopbars at entry points of active RWY are operated permanently.

Aircraft and vehicles shall never cross a lit stopbar.

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

3.1   General

3.2   Docking Guidance

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   Parachuting

Parachuting overhead the aerodrome is prohibited.

5.5   Training and Test Flights

Training flights are always subject to PPR. Requests shall be made by telephone to ATC via the number: +32 (0) 4 234 84 92.

Training flights may only be operated by jet and propeller aircraft of more than 6 000 KG from MON to FRI between 0800 and 1800 (0700 and 1700), except on HOL and during the official school holiday periods of the Belgian French-speaking Community, provided they have already been operated in the territory of the Walloon Region before 08 NOV 2000 or provided the operator develops commercial activities in that area.

1.1   Noise Restrictions

Aircraft operating at EBLG must be noise certificated according to ICAO Annex 16.

Recertificated civil subsonic jet aircraft are prohibited from 2200 to 0600 (2100 to 0500). The Airport Authority is entitled to require any aircraft operator to provide any document or technical information related to the aircraft operated and to prohibit any aircraft from take-off if the required documents have not been forwarded.

Following flights are exempted from this restriction:

• Flights carrying members of the Belgian Royal Family, the Belgian government, the Regional and Community governments and foreign Royal Families and Heads of State or leaders of foreign governments, presidents and commissioners of the European Union, on official mission;
• Missions in case of disasters or for the purpose of medical assistance;
• Military missions;
• Take-off and landing performed in exceptional conditions (flights on which there is immediate danger to the life or health of persons as well as animals, flights diverted for meteorological reasons, etc.);
• Delayed flights, provided the delay is due to circumstances beyond the operator’s control.

Exceptionally and on explicit justified request, the Minister of Transport of the Walloon Region may authorize take-off or landing of a non-compliant aircraft.

1.2   Use of Reverse Thrust

The use of reverse thrust should be kept to a minimum compatible with the safety of the aircraft.

2.1   Engine Tests

Full power engine tests are prohibited from 2000 to 0800 (1900 to 0700).

3.1   Continuous Descent Operations (CDO)

When the traffic situation permits, ATC will facilitate continuous descent for all RWY, based on radar vectoring or RNP approach.

Facilitation of CDO will be provided at ATC discretion only.

When a CDO can be approved by ATC, as soon as practicable after first call on the APP frequency, ATC will 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 as specified in the AIP Belgium & Luxembourg remain applicable when performing CDO.

3.2   Visual Approaches

For noise abatement, aircraft CAT Medium or Heavy executing visual approaches for landing or training purposes shall not intercept final approach leg closer than 8 NM from THR except when being radar vectored by ATC onto the final approach leg for a visual approach. For those training flights performing visual approaches in the aerodrome circuit, a minimum altitude of 2500 FT AMSL shall apply in order to remain inside controlled airspace.

4.1   General

The SID (see § 3.2.1) constitute noise abatement procedures. Therefore, it is emphasized that pilots, except when being radar vectored, shall adhere to the allocated route as closely as performance criteria permit. If unable to comply with these procedures, they shall advise ATC immediately.

4.2   Climb Gradient

In order to minimize noise disturbance, aircraft shall maintain a net climb gradient of not less than 5.8% until FL 050.

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 2 100 FT QNH:
  • take-off power;
  • take-off flaps;
  • climb to V2 + 10 to 20 KT or as limited by body angle;
• At 2 100 FT QNH:
  • reduce thrust to not less than climb thrust;
• From 2 100 FT QNH to 3 600 FT QNH:
  • climb at V2 + 10 to 20 KT;
• At 3 600 FT QNH:
  • accelerate smoothly to en-route climb speed with flaps retraction.

For propeller aircraft:

• From take-off to 1 600 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 1 600 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 1 600 FT QNH to 3 600 FT QNH:
  • climb at the maximum gradients with reduced power, maintaining constant speed;
• At 3 600 FT QNH:
  • accelerate smoothly to 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 the following minima:

• RWY 04R/22L: 125 M RVR;
• RWY 04L/22R: 400 M RVR.

2.1   General

2.2   Holding Patterns

2.3   Approach Procedures

3.1   Starting procedures

Pilots shall make sure that they received the appropriate slot-time, if any.

10 MIN before the EOBT, pilots shall request start-up clearance from Liège GND on FREQ 121.915 (8.33 KHZ CH).

ATC clearance will only be provided by Liège GND on push-back and taxi request.

3.2   Departure procedures

4.1   Facilities and Equipment Available