EBBR — BRUSSELS / Brussels-National

EBBR AD 2.1  Aerodrome Location Indicator and Name

EBBR — BRUSSELS / Brussels-National

EBBR AD 2.2  Aerodrome Geographical and Administrative Data

1ARP coordinates505405N 0042904E
Site of ARP at aerodrome246º MAG / 1.8 KM from TWR
2Direction and distance from (city)6.5 NM NE of Brussels
3Elevation / reference temperature175 FT / 25°C
4Geoid undulation at AD ELEV PSN149 FT
5Magnetic variation / annual change1°E (2020) / INFO not AVBL
6Name of AD operatorBrussels Airport Company
AddressBrussels Airport
1930 Zaventem
BELGIUM
TEL+32 (0) 2 753 42 00 (office hours only)
+32 (0) 2 753 69 00 (Airside Inspection, H24)
FAX+32 (0) 2 753 69 09 (Airside Inspection)
Emailreception@brusselsairport.be (office hours only)
airside.inspection@brusselsairport.be (Airside Inspection)
inspect@brusselsairport.be (Airside Inspection)
AFSEBBRYDYX
Websitewww.brusselsairport.be
7Types of traffic permitted (IFR / VFR)

IFR / VFR

8Remarks

NIL

EBBR AD 2.3  Operational Hours

1AD OperatorH24
2Customs and immigrationH24
3Health and sanitationH24
4AIS Briefing OfficeH24
5ATS Reporting Office (ARO)H24
6MET Briefing OfficeH24
7ATSH24
8FuellingH24 (Between 2100 and 0500 (2000 and 0400), only with credit cards acceptable by the chosen petroleum company)
9HandlingH24 (Apron 4 only allowed between 0800 and 1500)
10SecurityH24
11De-icingH24
12Remarks

See also EBBR AD 2.20, § 1 and EBBR AD 2.21, § 1.

EBBR AD 2.4  Handling Services and Facilities

1Cargo-handling facilitiesModern handling facilities
Nearest railway siding: Brussels (10 KM)
2Fuel typesJET A1
Oil typesAll types
3Fuelling facilities and capacityPits and trucks / No limitations
4De-icing facilitiesBy arrangement with handling agent. See AD 2.20 § 7.
For de-icing request contact ground operations:
Aeroservices: TEL +32 (0) 477 87 25 18
Alyzia: 131.680 MHZ
Aviapartner: 131.455 MHZ
DHL: 131.625 MHZ
5Hangar space for visiting aircraftNIL
6Repair facilities for visiting aircraftAll repairs
7RemarksGeneral aviation handling is compulsory

EBBR AD 2.5  Passenger Facilities

1HotelsAt aerodrome and in the city
2RestaurantsAt aerodrome and in the city
3TransportationTaxis, buses, railway station and car hire
4Medical facilitiesDoctor, recovery rooms and ambulances
Hospitals in Brussels (10 KM) and in Vilvoorde (5 KM)
5BankAt aerodrome
Post officeAt aerodrome
6Tourist officeAt aerodrome
7RemarksNIL

EBBR AD 2.6  Rescue and Fire Fighting Services

1Aerodrome category for fire fightingCAT 10
2Rescue equipmentCAT 10 compliant
3Capability for removal of disabled aircraftNo dedicated removal equipment on site, contact Airside Inspection (+32 2 753 69 00) or inspect@brusselsairport.be
4RemarksNIL

EBBR AD 2.7  Runway Surface Condition Assessment and Reporting, and Snow Plan

1Types of clearing equipment40 vehicles composed of:
  • sweepers-blowers
  • tractors equipped with sweeper-blower
  • sprayers of de-icing liquid
  • snow blowers
  • stand-sweepers
  • spreaders
2Clearance priorities
  1. runways, appropriate important taxiways and holding bays
  2. important aprons and aircraft stands
  3. remaining part movement area and all roads outside the movement area
3Use of material for movement area surface treatment

KFOR (potassium formate fluids) and NAFO (sodium formate solids) used.

4Specially prepared winter runwaysNot applicable
5Remarks

Transmission of information by ATIS, SNOWTAM and RCR based on RCAM.

Designated authority to co-ordinate information on the current state of progress of snow clearance operations and the condition of the movement area is the Airside Inspection:

TEL: +32 (0) 2 753 69 00

FAX: +32 (0) 2 753 69 09

Email: airside.inspection@brusselsairport.be

EBBR AD 2.8  Aprons, Taxiways and Check Locations/Positions Data

1Apron designation, surface and strengthApron 1 north: CONC, PCN 72/R/A/W/T
Apron 1 south, 2 north and 2 south: CONC, PCN 77/R/A/W/T
Apron 3 north/south: CONC, PCN 68/R/C/W/T
Apron Satellite: CONC, PCN 110/R/B/W/T
Apron 4: CONC, PCN 63/R/D/W/T
Apron 9: CONC, PCN 117/R/B/W/T
Apron 10: CONC, PCN 75/R/B/W/T
Apron 40: CONC, PCN 68/R/C/W/T
Apron 51b: CONC, PCN 70/R/C/W/U
Apron 51c: CONC, PCN 70/R/C/W/U
Apron 53: CONC, PCN 76/R/C/W/T
Apron 54: CONC, PCN 73/R/B/W/T (entry S and entry W: PCN 80/F/A/W/T)
Apron 55: CONC, PCN 43/R/C/W/T
Apron 56: CONC, PCN 76/F/A/W/T
Apron 60 north/south: CONC, PCN 120/R/B/W/T
2Taxiway widthSee chart AD2 EBBR-GMC.02
Taxiway surfaceSee chart AD2 EBBR-GMC.02
Taxiway strengthSee chart AD2 EBBR-GMC.02
3ACL and elevationOn satellite and parking areas (mean elevation 175 FT)
4VOR check pointsNIL
5INS check pointsSee chart AD2 EBBR-APDC.01 and AD2 EBBR-APDC.02
6RemarksSlopes: apron 9 1.30% MAX, stand 304 1.30% MAX.

EBBR AD 2.9  Surface Movement Guidance and Control System and Markings

1Aircraft stand identification signsStands 142 to 172, 143, 145R to 169, 204 to 210, 228 to 240, 205 to 237, 680 to 694, 696 to 699, 951, 959 to 971
Taxiway guide linesAVBL
Visual docking/parking guidance system at aircraft standsParking guidance lines are available at all stands. For docking guidance system, see EBBR AD 2.20, § 3.1.
2Runway markings and lightingDesignation, threshold, touchdown zone, centre line and side stripe markings, aiming point
Taxiway markings and lightingCentre line, edge lines and holding positions (CAT I and CAT II/III operations) at the TWY/RWY intersections. Intermediate holding positions are available (not lighted).
3Stop bars

AVBL (see chart AD2 EBBR GMC.01)

Runway guard lightsAll runway holding positions CATI or CAT I/II/III are equipped with runway guard lights, except for TWY B1-E7 and TWY W41-W42, which only have runway guard lights on one side of the taxiways respectively due to the proximity of both taxiways. Runway guard lights Configuration A (two pairs of yellow lights) are used.
4Other runway protection measuresNO ENTRY markings and signs on TWY C5
5RemarksLine-up position signs at RWY 07R:
  • sign “PSN 1" (line-up position 1) on the left beyond the PAPI at 461.4 M from THR 07R
  • sign “PSN 2" (line-up position 2) on the left at 743.7 M from THR 07R (BTN TWY C6 and C5)
  • sign “PSN H” (line-up position heavy) on the left at 194 m from THR 07R

EBBR AD 2.10  Aerodrome Obstacles

No Area 2 or Area 3 obstacle data sets are currently provided for EBBR.

Details on EBBR aerodrome obstacles can be found on the aerodrome obstacle charts (see EBBR AD 2.24).

Note 1: Pilots shall draw attention to the presence of an obstacle of 84 M AMSL (46 M aboveTHR 07L) in the axis of RWY 07L/25R and at 1 610 M from THR 07L. This obstacle (church with ICAO day and night marking installed) protrudes 17 M above the approach surface of RWY 07L and the take-off climb surface of RWY 25R.

Note 2: Pilots shall draw attention to the presence of the control tower building (107.2 M AMSL) between THR 25R and THR 25L.

Close-in Obstacles
NameLatitudeLongitudeALT (M)ALT (FT)ControllingVegetation
Tree2113505444.93N0043031.29E46.5153Close-in RWY07LYES
Tree2353505458.10N0043028.05E50.9167Close-in RWY07LYES
Tree2095505443.21N0043031.62E44.8147Close-in RWY07LYES
Tree2119505457.32N0043028.01E49.8163Close-in RWY07LYES
Tree2143505453.73N0043023.80E42.6140Close-in RWY07LYES
Tree2110505445.92N0043030.05E42.3139Close-in RWY07LYES
Tree2184505445.89N0043042.73E50.4165Close-in RWY07LYES
Tree2173505446.31N0043046.65E52.7173Close-in RWY07LYES
Tree2175505445.67N0043046.02E52171Close-in RWY07LYES
Tree2099505449.65N0043034.43E46.1151Close-in RWY07LYES
EBBR_1608505442.49N0043027.32E43.5143Close-in RWY07LNO
Tree2142505453.95N0043024.44E41.7137Close-in RWY07LYES
EBBR_2055505442.48N0043027.32E43.4142Close-in RWY07LNO
Tree2111505445.50N0043030.46E41.5136Close-in RWY07LYES
Tree2108505446.17N0043030.81E41.9137Close-in RWY07LYES
Tree2352505444.84N0043029.20E40.2132Close-in RWY07LYES
Tree2176505446.27N0043045.92E50.4165Close-in RWY07LYES
Tree2121505456.60N0043022.54E41.1135Close-in RWY07LYES
Tree2179505448.45N0043045.30E50.8167Close-in RWY07LYES
Tree2116505444.56N0043035.19E43.3142Close-in RWY07LYES
EBBR_135505443.62N0043027.08E43.3142Close-in RWY07LNO
Tree2147505453.57N0043024.25E40.7134Close-in RWY07LYES
Tree2174505445.76N0043046.88E50.3165Close-in RWY07LYES
Tree2112505445.78N0043030.89E41135Close-in RWY07LYES
Tree2136505449.17N0043027.94E40.8134Close-in RWY07LYES
Tree2120505457.75N0043023.24E41.5136Close-in RWY07LYES
Tree2126505451.40N0043026.79E40.8134Close-in RWY07LYES
Tree2115505445.47N0043032.57E41.6136Close-in RWY07LYES
Tree2124505452.13N0043026.19E40.7134Close-in RWY07LYES
Tree2130505451.16N0043026.83E40.6133Close-in RWY07LYES
Tree2098505449.40N0043038.05E45.9151Close-in RWY07LYES
Tree2109505446.23N0043031.63E41.2135Close-in RWY07LYES
Tree2114505445.49N0043031.81E40.8134Close-in RWY07LYES
Tree2140505451.82N0043026.13E40.1132Close-in RWY07LYES
Tree2183505446.65N0043044.34E47.5156Close-in RWY07LYES
Tree2127505451.72N0043027.44E40.6133Close-in RWY07LYES
Tree2128505450.86N0043025.42E39.2129Close-in RWY07LYES
Tree2096505448.75N0043039.15E45.3149Close-in RWY07LYES
Tree2132505450.26N0043025.90E39.2129Close-in RWY07LYES
Tree2138505448.41N0043027.29E39.2129Close-in RWY07LYES
Tree2135505449.17N0043026.42E39128Close-in RWY07LYES
Tree2171505447.20N0043048.88E49.4162Close-in RWY07LYES
Tree2134505449.83N0043027.90E39.7130Close-in RWY07LYES
Tree2159505451.46N0043047.77E50164Close-in RWY07LYES
Tree2177505446.93N0043045.83E46.9154Close-in RWY07LYES
Tree2182505447.38N0043043.19E45.8150Close-in RWY07LYES
Tree2172505447.06N0043048.26E48157Close-in RWY07LYES
Tree2180505449.93N0043046.33E47.8157Close-in RWY07LYES
Tree2125505451.49N0043024.86E38.4126Close-in RWY07LYES
Tree2129505450.76N0043026.40E38.6127Close-in RWY07LYES
Tree2232505352.80N0043149.88E62.8206Close-in RWY07RYES
Tree2233505353.69N0043148.84E58.9193Close-in RWY07RYES
Tree2234505353.45N0043149.13E58.9193Close-in RWY07RYES
Tree2349505403.34N0043128.30E50.1164Close-in RWY07RYES
Tree2235505354.17N0043148.27E56.4185Close-in RWY07RYES
Tree71505314.06N0042847.97E62.5205Close-in RWY25LYES
ID_8505312.04N0042843.57E74.5244Close-in RWY25LNO
ID_8505312.07N0042843.40E74.5244Close-in RWY25LNO
ID_8505311.88N0042843.45E74.5244Close-in RWY25LNO
ID_8505311.94N0042843.31E74.5244Close-in RWY25LNO
Tree72505314.24N0042846.62E61.4201Close-in RWY25LYES
Tree52505313.52N0042846.78E61.2201Close-in RWY25LYES
Tree53505313.54N0042847.01E60.6199Close-in RWY25LYES
EBBR_109505312.03N0042843.52E71.9236Close-in RWY25LNO
Tree76505315.32N0042841.79E66.6219Close-in RWY25LYES
Tree2388505312.57N0042844.90E64.1210Close-in RWY25LYES
Tree74505314.72N0042843.90E63.5208Close-in RWY25LYES
Tree75505314.94N0042842.76E63.4208Close-in RWY25LYES
Tree73505314.35N0042845.67E59.9197Close-in RWY25LYES
Tree2250505315.14N0042850.41E53174Close-in RWY25LYES
Tree55505311.67N0042842.18E65.4215Close-in RWY25LYES
Tree2347505311.63N0042842.19E65.4215Close-in RWY25LYES
Tree50505313.54N0042845.09E59.3195Close-in RWY25LYES
Tree51505313.52N0042845.50E58.8193Close-in RWY25LYES
Tree77505315.53N0042840.55E62.7206Close-in RWY25LYES
Tree46505312.26N0042843.32E61.2201Close-in RWY25LYES
Tree81505313.94N0042839.82E63.5208Close-in RWY25LYES
Tree78505316.09N0042840.42E61.2201Close-in RWY25LYES
Tree56505311.46N0042838.08E65.3214Close-in RWY25LYES
Tree2343505311.43N0042838.08E65.3214Close-in RWY25LYES
Tree57505311.45N0042837.42E64.4211Close-in RWY25LYES
Tree2256505311.39N0042837.46E64210Close-in RWY25LYES
Tree59505311.77N0042837.09E62.7206Close-in RWY25LYES
Tree2257505311.74N0042837.09E62.7206Close-in RWY25LYES
Tree2258505311.67N0042836.66E62.5205Close-in RWY25LYES
Tree58505311.71N0042836.68E62.5205Close-in RWY25LYES
Tree62505313.27N0042837.32E61.2201Close-in RWY25LYES
Tree79505315.08N0042839.53E58.9193Close-in RWY25LYES
Tree48505312.86N0042844.43E56.5185Close-in RWY25LYES
Tree49505312.93N0042844.58E56.3185Close-in RWY25LYES
Tree60505310.97N0042837.00E61.7202Close-in RWY25LYES
Tree2254505310.96N0042836.94E61.7202Close-in RWY25LYES
Tree66505312.08N0042831.49E64.2211Close-in RWY25LYES
Tree65505312.33N0042831.39E64.1210Close-in RWY25LYES
Tree47505312.48N0042842.74E57.1187Close-in RWY25LYES
Tree64505313.00N0042832.06E63207Close-in RWY25LYES
Tree33505312.31N0042831.17E63.4208Close-in RWY25LYES
Tree30505319.41N0042830.40E61.1200Close-in RWY25LYES
Tree95505312.99N0042842.51E56.2184Close-in RWY25LYES
Tree100505308.90N0042834.20E61.5202Close-in RWY25LYES
Tree2345505308.93N0042834.22E61.4201Close-in RWY25LYES
Tree61505314.88N0042836.11E58.3191Close-in RWY25LYES
Tree63505313.19N0042837.77E58190Close-in RWY25LYES
EBBR_129505342.15N0042703.61E64.4211Close-in RWY25RNO
EBBR_130505338.96N0042657.31E70.8232Close-in RWY25RNO
EBBR_88505337.96N0042609.31E83272Close-in RWY25RNO
Tree2092505503.13N0043017.04E49.6163Close-in RWY01YES
Tree2091505503.48N0043017.50E49161Close-in RWY01YES
Tree2121505456.60N0043022.54E41.1135Close-in RWY01YES
Tree2120505457.75N0043023.24E41.5136Close-in RWY01YES
Tree209505231.80N0042920.75E82.3270Close-in RWY19YES
Tree210505231.94N0042920.75E82.2270Close-in RWY19YES
Tree208505231.62N0042920.78E81.4267Close-in RWY19YES
Tree108505249.48N0042908.49E70.4231Close-in RWY19YES
Visual Segment Surface (VSS) Penetration
IDTypeLatitudeLongitudeELEV (FT)Minima Affected
EBBR20_721Light Pole505401.4N0042659.6E196VOR RWY 07L
Vegetation505315.3N0042841.8E219VOR RWY 07R
Vegetation505311.4N0042838.1E215VOR RWY 07R
Vegetation505312.1N0042831.5E211VOR RWY 07R
Vegetation505316.1N0042840.4E201VOR RWY 07R

EBBR AD 2.11  Meteorological Information Provided

1Associated MET OfficeEBBR MET
2Hours of serviceH24
MET Office outside hoursNIL
3Office responsible for TAF preparationEBBR
Periods of validity30 HR
Interval of issuance6 HR
4Trend forecastAVBL
Interval of issuance30 MIN
5Briefing / consultation provided

TEL

6Flight documentationCharts, abbreviated plain language text
Languages usedEn
7Charts and other information available for briefing or consultationSurface charts, altitude charts, prognostic altitude charts, prognostic chart of significant weather, tropopause and maximum wind chart
8Supplementary equipment available for providing information

Weather radar and satellite imagery display, self-briefing terminal, FAX, real-time weather display

9ATS units provided with informationBrussels TWR, Brussels APP and Brussels ACC
10Additional information

International aviation:

TEL: +32 (0) 2 206 28 50

FAX: +32 (0) 2 206 28 29

VFR flights, gliding, ballooning:

TEL: 0902 / 88 173 (CONSULTEL)

Note: Communications automatically recorded on tape

EBBR AD 2.12  Runway Physical Characteristics

RWY designatorTrue BRGDimensions of RWY (M)Strength (PCN) and surface of RWY and SWYTHR COORDTHR ELEV and highest ELEV of TDZ of precision APCH RWY
RWY end COORD
THR geoid undulation
1 23456
01014.43°2 987 x 50120/F/A/W/T
ASPH
505314.39N
0042929.68E
THR 174.8 FT
TDZ 174.8 FT
505446.54N
0043007.27E
149.2 FT
19194.43°2 987 x 50120/F/A/W/T
ASPH
505439.64N
0043004.46E
THR  105.0FT
TDZ 123.0 FT
505312.94N
0042929.09E
149.1 FT
07R069.89°3 211 x 45120/F/A/W/T
ASPH
505321.89N
0042855.40E
THR 166.4 FT
TDZ 166.4 FT
505356.19N
0043123.88E
149.1 FT
25L249.89°3 211 x 45120/F/A/W/T
ASPH
505356.19N
0043123.88E
THR 150.3 FT
TDZ 156.9 FT
505320.54N
0042849.53E
149.2 FT
07L65.35°3 638 x 45120/F/A/W/T
ASPH
505400.54N
0042735.80E
THR 120.8 FT
TDZ 120.8 FT
505445.60N
0043011.75E
149.0 FT
25R245.35°3 638 x 45120/F/A/W/T
ASPH
505441.57N
0042957.79E
THR 102.1 FT
TDZ 103.9 FT
505356.66N
0042722.38E
149.1 FT
RWY designatorSlope of
RWY and SWY
SWY dimensions (M)CWY dimensions (M)Strip dimensions (M)Dimensions of RESA
789101112
01-0.78%NILNIL3 107 x 300236 x 100
19+0.78%NILNIL3 107 x 300158 x 100
07R-0.15%NILNIL3 331 x 300153 x 90
25L+0.15%NILNIL3 331 x 300107 x 90
07L-0.21%NILNIL3 758 x 300175 x 90
25R+0.21%NILNIL3 758 x 300516 x 90
RWY designatorLocation and description of arresting gearOFZRMK
13141516
01NILyesGrooved RWY, see chart AD 2 EBBR-ADC.02
Longitudinal slope first quarter > 0,8% and < 1,0%
For details on obstacles present in the OFZ, see chart AD 2 EBBR-ADC.01
19NILyesGrooved RWY, see chart AD 2 EBBR-ADC.02
Longitudinal slope last quarter > 0,8% and < 1,0%
For details on obstacles present in the OFZ, see chart AD 2 EBBR-ADC.01
07RNILyesMaximum steering angle on turn pad is 64°
For details on obstacles present in the OFZ, see chart AD 2 EBBR-ADC.01
25LNILyesMaximum steering angle on turn pad is 64°
For details on obstacles present in the OFZ, see chart AD 2 EBBR-ADC.01
07LNILyesFor details on obstacles present in the OFZ, see chart AD 2 EBBR-ADC.01
25RNILyesFor details on obstacles present in the OFZ, see chart AD 2 EBBR-ADC.01

EBBR AD 2.13  Declared Distances

RWY designatorTORA (M)TODA (M)ASDA (M)LDA (M)RMK
1 23456
012 9872 9872 9872 941NIL
192 9872 9872 9872 767NIL
07R2 8932 8932 8933 089No TKOF before PSN H
25L3 2113 2113 2113 211NIL
07L3 6383 6383 6383350NIL
25R3 6383 6383 6383339NIL

In order to reduce the taxi procedure, ATC may, with a visibility of 2 KM or more and subject to pilot's acceptance, authorize take-off from one of the intersections below. For intersection take-off during LVO, see section 2.22 - § 4.

To expedite departing traffic when RWY 01 is in use, departure on RWY 07R from position “H”, line-up position 1 or line-up position 2 will be assigned by ATC.

Intersection TORA are measured from the point of contact of taxiway centre line marking and runway centre line.

RWYFromTORA (M)RWYFromTORA (M)
01E1207825LC12209
E32028C21696
E41254C31255
19A12819C41240
E7267807LB92527
E62163A62645
E51557B82601
E41559A52156
07RC62405B71842
C41800B61384
Line-up PSN 12 624A31569
Line-up PSN 22 344B51517
Line-up PSN H2 89325RA13428
C31790B13266
B32760
B51999
A31991
B61988
B71526
A51409

EBBR AD 2.14  Approach and Runway Lighting

RWY 01
Approach lighting systemType:PALS CAT II / IIIVASISType:PAPI (left / 3°)
Length:900 M (*)MEHT:58 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lights900 M
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:2 987 Mwhite:from 0 to 2 087 M
Spacing:15 Mred / white:from 2 087 to 2 687 M
Intensity:LIHred:from 2 687 to 2 987 M
Runway edge lightsLength:2 987 Mred:from 0 to 45 M
Spacing:30 Mwhite:from 45 to 2387 M
Intensity:LIHyellow:from 2387 M to 2987 M
Remarks(*) Barrette at 570 M omitted due to railway
LED (except PAPI which are halogen)
RWY 19
Approach lighting systemType:PALS CAT IVASISType:PAPI (left / 3°)
Length:630 MMEHT:56 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lightsNIL
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:2 987 Mwhite:from 0 to 2 087 M
Spacing:15 Mred / white:from 2 087 to 2 687 M
Intensity:LIHred:from 2 687 to 2 987 M
Runway edge lightsLength:2 987 Mred:from 0 to 220 M
Spacing:30 Mwhite:from 220 to 2387 M
Intensity:LIHyellow:from 2387 M to 2987 M
RemarksLED (except PAPI which are halogen)
RWY 07R
Approach lighting systemVASISType:PAPI (left / 3°)
NILMEHT:66 FT
Runway threshold lightsColour:greenTouchdown zone lightsNIL
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:3 211 Mwhite:from 0 to 2 311 M
Spacing:15 Mred / white:from 2 311 to 2 911 M
Intensity:LIHred:from 2 911 to 3 211 M
Runway edge lightsLength:3 211 Mred:from 0 to 125 M
Spacing:30 Mwhite:from 125 to 2611 M
Intensity:LIHyellow:from 2611 to 3211 M
RemarksLED (except PAPI and RWY end lights which are halogen)
RWY 25L
Approach lighting systemType:PALS CAT II / IIIVASISType:PAPI (left / 3°)
Length:900 MMEHT:65 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lights900 M
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:3 211 Mwhite:from 0 to 2 311 M
Spacing:15 Mred / white:from 2 311 to 2 911 M
Intensity:LIHred:from 2 911 to 3 211 M
Runway edge lightsLength:3 211 Mwhite:from 0 to 2611 M
Spacing:30 Myellow:from 2 611 to 3211 M
Intensity:LIH
RemarksLED (except PAPI, THR and RWY end lights which are halogen)
RWY 07L
Approach lighting systemType:PALS CAT IVASISType:PAPI (left / 3°)
Length:900 MMEHT:65 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lightsNIL
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:3 638 Mwhite:from 0 to 2 738 M
Spacing:15 Mred / white:from 2 738 to 3 338 M
Intensity:LIHred:from 3 338 to 3 638 M
Runway edge lightsLength:3 638 Mred:from 0 to 288 M
Spacing:30 Mwhite:from 288 to 3038 M
Intensity:LIHyellow:from 3038 to 3 638 M
RemarksLED (except PAPI which are halogen)
RWY 25R
Approach lighting systemType:PALS CAT II / IIIVASISType:PAPI (right / 3°)
Length:600 MMEHT:60 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lights900 M
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:3 608 Mwhite:from 30 to 2 738 M
Spacing:15 Mred / white:from 2 738 to 3 338 M
Intensity:LIHred:from 3 338 to 3 638 M
Runway edge lightsLength:3 638 Mred:from 0 to 300 M
Spacing:30 Mwhite:from 300 to 3038 M
Intensity:LIHyellow:from 3038 to 3 638 M
RemarksLED (except PAPI which are halogen)

EBBR AD 2.15  Other Lighting and Secondary Power Supply

1ABN / IBN location, characteristics and hours of operationNIL
2LDI location and lightingNIL
WDI location and lightingAt THR 07L (lighted)
At 198 M from THR 07R (lighted)
At 378 M from THR 25L (lighted)
At 430 M from THR 19 and 209 M from THR 25R (lighted)
At 472 M from THR 01 and 940 M from THR 07R (lighted)
On the west side of the FATO (not lighted)
3Taxiway edge lighting

See chart AD2 EBBR GMC.02

Taxiway centre line lighting

See chart AD2 EBBR GMC.02

4Secondary power supplyAVBL
Switch-over time0 SEC
5RemarksNIL

EBBR AD 2.16  Helicopter Landing Area

1Coordinates TLOF or THR of FATO505348.28N 0042758.57E
The FATO is located on TWY R2
Geoid undulationINFO not AVBL
2TLOF and/or FATO elevation35 M/115 FT
3TLOF and FATO area dimensionsRectangle 22  x 22 M
SurfaceASPH
StrengthPCN 75/F/C/W/T
MarkingMarked with a conventional H (dimensions 6 M x 3.6 M). There is no aiming point provided, a WDI is located on the west side
4True BRG of FATO065.31°/245.31°
5Declared distance availableINFO not AVBL. See remarks on the restrictions of use.
6APCH and FATO lightingINFO not AVBL. See remarks.
7Remarks

State and military flights are exempted.

Performance class 1 operations are not allowed to/from the FATO due to the slope of obstacle limitation surfaces that comply to performance class 2 and 3 only.

The maximum allowed D-value on the EBBR FATO is 14.6 M.

The take-off and climb surface has been protected with a slope of 8% for the first 245 M and 16% for the next 830 M to the east and west of the FATO for performance class 3 helicopter operations. The take-off and climb surface has been protected with a slope of 12.5% for 1220 M to the east and west of the FATO for performance class 2 helicopter operations.

Caution must be exercised when operating to and from the FATO due to possible moving aircraft and vehicles.

The FATO shall be vacated immediately after landing according ATC instructions.

Helicopters with skid-type landing gear proceeding to and from the FATO shall hover taxi to and from the parking area.

Helicopters with wheel-type landing gear proceeding to and from the FATO shall ground taxi to and from the parking area.

EBBR AD 2.17  ATS Airspace

1DesignationBrussels CTR
Lateral limits504434N 0043404E - an arc of circle, 10 NM radius, centred on 505405N 0042904E and traced clockwise to 505203N 0044435E - 504434N 0043404E.
2Vertical limits1 500 FT AMSL
3Airspace classificationD (1)
4ATS unit call signBrussels Tower
Language(s)En
5Transition altitude4 500 FT AMSL
6Hours of activationH24
7Remarks(1) Partially airspace class G during EBGB operational hours between GND and 1 000 FT AMSL: 510401N 0042700E - 505800N 0042800E - 505545N 0042452E - 505800N 0041428E - an arc of circle, 10 NM radius, centred on 505405N 0042904E and traced clockwise to 510401N 0042700E (see chart AD2 EBBR-VAC.01 and AD 2.PVT-EBGB).

UAS can be encountered in UAS geographical zones EBBR VLL0, VLL1 and VLL2 (for specifications, see ENR 5.1, § 4). Systematic tracking of UAS by ATC cannot be ensured.

EBBR AD 2.18  ATS Communication Facilities

Service designationCall signFrequency/ChannelHours of
operation
Remarks
12345
APP / TARBrussels Arrival118.255H24For ARR TFC except for TFC BLW FL 065 requesting to enter Brussels TMA
8.33 KHZ CH
369.200 MHZ
362.300 MHZ
H24NIL
121.500 MHZ
243.000 MHZ
H24Emergency frequency
Brussels Departure126.630H24For DEP TFC and for TFC requesting to enter Brussels TMA BLW FL 065
8.33 KHZ CH
Brussels Approach120.105H24For ARR TFC on ATC instruction only
8.33 KHZ CH
129.730H24For DEP or ARR TFC on ATC instruction only
8.33 KHZ CH
127.575 MHZH24For DEP or ARR TFC on ATC instruction only
121.500 MHZH24Emergency frequency
TWRBrussels Tower118.605
120.780
H248.33 KHZ CH
388.525 MHZ
257.800 MHZ
H24NIL
121.500 MHZH24Emergency frequency
127.150 MHZH24Spare frequency
Brussels Ground (1)121.880
118.055
H248.33 KHZ CH
121.700 MHZH24Spare frequency
CLRBrussels Delivery121.955H248.33 KHZ CH
SREBrussels Radar120.105H24SRA on ATC instruction only
8.33 KHZ CH
ATIS (2)(3)Brussels Arrival 132.480H248.33 KHZ CH
110.600 MHZH24BUN frequency
112.050 MHZH24FLO frequency
114.600 MHZH24BUB frequency
117.550 MHZH24HUL frequency
114.900 MHZH24AFI frequency
Brussels Departure121.755H248.33 KHZ CH
VDFBrussels Homer120.105
118.255
118.605
H248.33 KHZ CH
121.500 MHZH24Emergency frequency
SARBrussels Rescue282.800 MHZ
123.100 MHZ
HOOPR: Belgian Air Component
Combined Scene of SAR (monitored only when SAR operation in progress).
(1) Ground movement control
(2) see EBBR AD 2.23
(3) D-ATIS AVBL (see GEN 3.4, § 3.4.2)

EBBR AD 2.19  Radio Navigation and Landing Aids

Type of aid
(MAG VAR)
ID FrequencyHours of
operation
Position of
transmitting
antenna
DME
antenna
elevation
Remarks
1234567
DVOR/DME
(1°/2020)
BUB114.600 MHZ
CH 93X
H24 505408.4N
0043217.1E
200 FT 070° GEO / 0.60 NM from THR 25L
Coverage: 100 NM (FL 500)
ILS 01 (CAT I)
LOCIBX109.900 MHZ H24 505455.9N
0043011.1E
014° GEO / 1.76 NM from THR 01
No back beam AVBL
LOC only reliable within 35° either side of course line
GP 333.800 MHZ H24 505323.9N
0042940.2E
Slope 3°
RDH 52 FT
DME IBXCH 36XH24 505324.0N
0042939.9E
186 FT Collocated with GP
0 at 340 M from THR 01
OM dash / dash75 MHZ H24 504936.7N
0042801.2E
3.75 NM from THR 01 or use IBX DME fix
MM dot / dash75 MHZ H24 505239.9N
0042915.4E
0.59 NM from THR 01 or use IBX DME fix
ILS 19 (CAT I)
LOCIBM111.150 MHZ H24 505306.1N
0042926.3E
194° GEO / 1.62 NM from THR 19
No back beam AVBL
LOC only reliable within 35° either side of course line
GP 331.550 MHZ H24 505429.9N
0043007.9E
Slope 3°
RDH 53 FT
DME IBMCH 48YH24 505429.9N
0043007.6E
109 FTCollocated with GP
0 at 273 M from THR 19
ILS 25L (CAT III)
LOCIBL110.350 MHZ H24 505318.7N
0042841.5E
250° GEO / 1.83 NM from THR 25L
No back beam AVBL
LOC only reliable within 35° either side of course line
Slight deviation of LOC signal during roll-out possible
GP 334.850 MHZ H24 505349.0N
0043110.7E
Slope 3°
RDH 59 FT
DMEIBLCH 40YH24505349.2N
0043110.7E
156 FTCollocated with GP
0 at 316 M from THR 25L
OM dash / dash75 MHZ H24 505512.9N
0043659.1E
3.75 NM from THR 25L or use IBL DME fix
MM dot / dash75 MHZ H24 505409.1N
0043219.7E
0.60 NM from THR 25L or use IBL DME fix
ILS 25R (CAT III)
LOCIBR108.900 MHZ H24 505348.9N
0042655.5E
245° GEO / 2.12 NM from THR 25R
No back beam AVBL
LOC only reliable within 35° either side of course line
GP 329.300 MHZ H24 505441.1N
0042940.9E
Slope 3°
RDH 54 FT
DME IBRCH 26XH24 505441.0N
0042941.0E
119 FTCollocated with GP
0 at 307 M from THR 25R
OM dash / dash75 MHZ H24 505619.3N
0043532.9E
3.89 NM from THR 25R or use IBR DME fix
MM dot / dash75 MHZ H24 505456.1N
0043052.6E
0.63 NM from THR 25R or use IBR DME fix

EBBR AD 2.20  Local Aerodrome Regulations

1   GENERAL
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).
1.1.1   Coordination Procedure
1.1.1.1   General

For every take-off and landing of an IFR flight, a slot shall be requested and obtained from the coordinator before the filing of the flight plan.

Applications should be made as early as possible. In case of short-term applications or alterations to flights, lower priority handling must be expected as against flights with earlier allocated slots for the same time of arrival or departure.

For fully coordinated airports, the arrival and departure times may only be published by the air carrier and/or operator after allocation of the slots by the airport coordinator. The arrival and departure times at coordinated airports included in the announcements and/or applications must conform to the airport slot as allocated by the airport slot coordinator.

Permission for entry and exit granted by the Belgian CAA does not replace the obligation to report or submit an application to the airport coordinator. The same applies to flight schedules for scheduled air services approved by the Belgian CAA.

Any unused slot shall be returned to the airport coordinator in due time.

1.1.1.2   Procedures for airlines

Slot applications shall be submitted via email to BRUACXH@brucoord.org, whereby the procedures and formats of the IATA Standard Schedule Information Manual (SSIM, chapter 6), must be used.

1.1.1.3   Procedures for General Business Aviation (GA/BA)

Unless otherwise agreed with Belgium Slot Coordination (BSC), airport slots and airport slot authorization number must be requested only via a handling agent for General and Business Aviation. Slot requests sent directly to the coordinator will not be accepted.

GA/BA flights outbound from or inbound for EBBR falling under this regulation shall fill item 18 of the flight plan form.

The filing format is as follows: RMK/ASL<authorization number>. The authorization number is that given by the coordinator when allocating the airport time slot. It is composed of 14 alphanumeric characters, the first 4 of which are the ICAO code of the airport for which the airport time slot has been delivered (example: “RMK/ASLEBBR1234567890”).

If the flight is between two coordinated airports applying a similar regulation (ex. France or Germany), the authorization numbers delivered by the coordinator for each airport shall be filled in, in item 18 as per the format below:
RMK/ASLLFMNSEA3456789
RMK/ASLEBBR1234567890

The general or business flight plans falling under this regulation and filed without authorization number or without a corresponding airport slot time, will not be taken in consideration for the departure sequence. For that purpose, a message will be sent by email by Brussels Airport Company on account of Belgium Slot Coordination to the flight plan originator or his dedicated representative.

1.1.2   Exemptions

Following flights are exempted from coordination, but should be reported to the airport coordinator as far in advance as possible:

  • flights carrying members of the Belgian Royal Family, the Belgian governments or foreign royal families, foreign heads of state or leaders of governments, the President or commissioners of the European Commission when they are on official mission;
  • military missions.

Following flights are exempted from coordination, but should be reported to the airport coordinator as soon as possible after the operation:

  • ILS calibration flights when urgently needed for operational reasons;
  • missions in case of disaster or medical urgency;
  • police emergency flights;
  • SAR flights;
  • landing (and subsequent departure within 2 hours) in case of operational diversion.
1.1.3   Additional Information
Post:

Belgium Slot Coordination VZW
Mr Didier Hocq
General Manager
Brussels Airport PB27
1930 Zaventem 4
BELGIUM

TEL: +32 (0) 2 753 57 91 to 94

Email: BRUACXH@brucoord.org (for slot requests; traffic on this email address is monitored and slot requests are replied H24)

Email: didier.hocq@brucoord.org (for any other question; office hours only)

URL: www.brucoord.org

Operational hours: MON to FRI (HOL excl), 0700-1600 (0600-1500)

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.

1.4   Wildlife Strikes

Pilots are requested to report wildlife strikes immediately to ATC and submit the wildlife strike report to:

Safety ManagementBelgian CAA
2   TAXI REGULATIONS
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 Stopbars

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

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.

When stopbars 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 stopbars 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
2.3.1   General

Aircraft requiring full length for departure shall advise GND at the latest when requesting taxi clearance.

Arriving aircraft shall remain on TWR frequency until instructed to contact GND.

Ground operations are controlled by two sectors: GND North and GND South (see chart AD 2.EBBR-GMC.03). Transfer of control and communication point between GND N and GND S is TWY INN 8 or OUT 8.

Aircraft will be transferred to the appropriate TWR frequency to enter or cross an active runway. An explicit clearance to cross or enter any runway shall be issued by ATC. If no such clearance is received, pilots shall obtain it from ATC before crossing the relevant holding position marking.

2.3.2   Runway Configuration 25L (Arrivals) / 25R (Departures)

Departures originating from sector GND N will expect to depart from B1. Departures originating from sector GND S will expect to depart from W41 or W42.

Clearance to cross RWY 01/19 at E4-F4, E5-F4 or E6-F5 may be given by GND. Aircraft arriving on RWY 25L and proceeding via E1 or E3 will receive clearance to cross RWY 01/19 from TWR.

2.3.3   Runway Configuration 25L and 25R (Arrivals) / 19 and 25R (Departures)

All departures for RWY 25R will expect to depart from B1.

All departures for RWY 19 will expect to depart from E7.

Aircraft requiring full length for departure (RWY 19 and RWY 25R) will receive clearance to cross RWY 01/19 from TWR.

2.3.4   Runway Configuration 07L (Arrivals) / 07R (Departures)

Departing traffic RWY 07R will receive take-off clearance on TWR FREQ 118.605 (8.33 KHZ CH).

2.3.5   Runway Configuration 01 (Arrivals) / 07R (Departures)

Traffic departing from RWY 07R, lining up via P9 and departing from position H or position 1, will receive line-up clearance on GND S FREQ 121.880 (8.33 KHZ CH).

Departing traffic will receive take-off clearance on TWR FREQ 118.605 (8.33 KHZ CH).

2.3.6   LVO

See EBBR AD 2.22, § 4.1.2.

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   APRON REGULATIONS
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, 201 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.

System messages on parking stand 140 to 174, 354, 680 to 699, 950 to 955, 957 and 959 to 971
WAIT (in red)Self test after starting of the system or when losing track of aircraft 15 M before stop-position.
“Aircraft type” + “Flight number” + “rolling arrows”DGS ready for docking. Aircraft not yet detected.
Warning: pilot must not proceed beyond the bridge, unless the arrows have been superseded by the yellow centre line.
“Aircraft type” + “yellow centre line”Aircraft detected and tracked.
The yellow centreline shrinks as the aircraft nears its configured stop-position.
“Aircraft type” + “distance”Distance from stop position in meters (from +/- 30 M).
Arrow >Correction to the right required.
A flashing red and/or yellow arrow indicates the direction to turn for the azimuth guidance.
The yellow arrow indicates the aircraft position in relation to the centerline.
Arrow <Correction to the left required.
A flashing red and/or yellow arrow indicates the direction to turn for the azimuth guidance.
The yellow arrow indicates the aircraft position in relation to the centerline.
STOP (in red)Stop now, docking position has been reached or emergency stop.
OKDocking successful.
STOP + TOO FARAircraft has gone past the stop position.
“Aircraft type” + SLOWApproach on too high speed, reduce approach speed.
WAIT + GATE BLOCKObject is detected.
Docking procedure stopped.
The docking procedure will resume as soon as the blocking object has been removed.
WAIT + VIEW BLOCKMessage coming when the closest view is hindered. (Laser problem, dust on the glass,...).
Closing rate display comes again when the problem is resolved.
STOP + SBUInternal error (safety backup). Stop aircraft and contact ATC.
STOP + ERRORConfiguration error.Stop aircraft and contact ATC.
WAIT + BR INBridge is not in good position.
The docking procedure will resume as soon as the bridge is in the good position.
STOP (in red) + ID FAILBad type of aircraft detected. Stop aircraft and contact ATC.
IN-BLOCK “XX:XX” LTActual in-block time in local time.
OFF-BLOCK “xx:xx” LTActual off-block time in local time.
TOBT : “xx:xx” z
TSAT : “xx:xx” z
-XX min
TOBT (Target off-block time) in Zulu time.
TSAT (Target start-up approval time) in Zulu time.
Countdown to TOBT in minutes.
System messages on parking stand 201 to 240
WAIT (in red)Self test after starting of the system or when losing track of aircraft 15 M before stop-position.
“Aircraft type” + “rolling arrows”DGS ready for docking. Aircraft not yet detected.
Warning: pilot must not proceed beyond the bridge, unless the arrows have been superseded by the yellow centre line.
“Aircraft type” + “yellow centre line”Aircraft detected and tracked.
The yellow centreline shrinks as the aircraft nears its configured stop-position.
“Aircraft type” + “distance”Distance from stop position in meters (from +/- 30 M).
Arrow >Correction to the right required.
A flashing red and/or yellow arrow indicates the direction to turn for the azimuth guidance.
The yellow arrow indicates the aircraft position in relation to the centerline.
Arrow <Correction to the left required.
A flashing red and/or yellow arrow indicates the direction to turn for the azimuth guidance.
The yellow arrow indicates the aircraft position in relation to the centerline.
STOP (in red)Stop now, docking position has been reached or emergency stop.
OKDocking successful.
STOP + TOO FARAircraft has gone past the stop position.
“Aircraft Type” + SLOWApproach on too high speed, reduce approach speed.
WAIT + GATE BLOCKObject is detected.
Docking procedure stopped.
The docking procedure will resume as soon as the blocking object has been removed.
WAIT + VIEW BLOCKMessage coming when the closest view is hindered. (Laser problem, dust on the glass,...).
Closing rate display comes again when the problem is resolved.
STOP + SBUInternal error (Safety Backup). Stop aircraft and contact ATC.
STOP + ERRORConfiguration error. Stop aircraft and contact ATC.
WAIT + BR INBridge is not in good position.
The docking procedure will resume as soon as the bridge is in the good position.
STOP (in red) + ID FAILBad type of aircraft detected. Stop aircraft and contact ATC.
BTIME “XX:XX:XX”Actual in-block or off-block time in local time.
TOBT : “xx:xx”
TSAT : “xx:xx”
TOBT (Target off-block time) in Zulu time.
TSAT (Target start-up approval time) in Zulu time.

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.

3.2.1   Standard Phraseology

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.

3.2.2   Standard Push-back Procedures

A list of standard push-back procedures can be downloaded from the following address: https://ops.skeyes.be/html/belgocontrol_static/eaip/eAIP_Product/Documents/EBBR_Standard_Push-back_Procedures.pdf

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   RUNWAY REGULATIONS
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
4.2.1   Runway Configuration Scheme
0500 to 1459
(0400 to 1359)
1500 to 2159
(1400 to 2059)
2200 to 0459
(2100 to 0359)
MON 0500 (0400)
till TUE 0459 (0359)
TKOF25R25R / 19(1)
LDG25L / 25R25R / 25L(2)
TUE 0500 (0400)
till WED 0459 (0359)
TKOF25R25R / 19(1)
LDG25L / 25R25R / 25L(2)
WED 0500 (0400)
till THU 0459 (0359)
TKOF25R25R / 19(1)
LDG25L / 25R25R / 25L(2)
THU 0500 (0400)
till FRI 0459 (0359)
TKOF25R25R / 19(1)
LDG25L / 25R25R / 25L(2)
FRI 0500 (0400)
till SAT 0459 (0359)
TKOF25R25R(3)
LDG25L / 25R25R
SAT 0500 (0400)
till SUN 0459 (0359)
TKOF25R25R / 19(1)25L(4)
LDG25L / 25R25R / 25L(2)25L
SUN 0500 (0400)
till MON 0459 (0359)
TKOF25R / 19(1)25R19(4)
LDG25R / 25L(2)25L / 25R19

(1) RWY 25R only for traffic via ELSIK, NIK, HELEN, DENUT, KOK and CIV / RWY 19 only for traffic via LNO, SPI, SOPOK, PITES and ROUSY; aircraft with MTOW between 80 and 200 T can use RWY 25R or 19 (at pilot discretion); aircraft with MTOW > 200 T shall use RWY 25R regardless the destination.
(2) Arrival on RWY 25L at ATC discretion only.
(3) No airport slot will be allocated for take-off between 0000 (2300) and 0500 (0400) (EBBR AD 2.20, § 1).
(4) No airport slot will be allocated for take-off between 2300 (2200) and 0500 (0400) (EBBR AD 2.20, § 1).

Times of runway changeover are subject to flexibility in order to ensure transition in safe conditions. ATC will operate the changeover as close as possible from the indicated time, taking into account the traffic conditions.

4.2.2   Wind Criteria

In selecting the runway combination to be used, the following wind components shall be applied:

Runway-in-use: wind components are exceeded at:

RWY 25L/RRWY 19 (TKOF only)
Tailwind MAX7 KT7 KT
Crosswind MAX20 KT20 KT
RWY 01RWY 07L/RRWY 19 (TKOF and ARR)
Tailwind MAX0 KT - 3 KT (incl)0 KT - 3 KT (incl)0 KT - 3 KT (incl)
Crosswind MAX20 KT20 KT20 KT

Note: (incl) means that the wind component threshold is exceeded when the component exceeds 3 KT.

4.2.3   Exceptions

The preferential runway system is not the determining factor in runway selection under the following circumstances:

  1. when the crosswind component exceeds 20 KT or more (gusts included);
  2. when the tailwind component exceeds 7 KT or more (gusts included);
  3. when the runways are contaminated or when estimated surface friction is less than good;
  4. when alternative runways are successively requested by pilots for safety reasons;
  5. when pilots report excessive wind at higher altitudes resulting in go-arounds;
  6. when wind shear has been reported or forecast, or when thunderstorms are expected to affect arriving or departing traffic;
  7. when works are in progress on one of the runways included in the preferential runway system;
  8. for landing, when the ceiling is lower than 500 FT or the visibility is less than 1 900 M;
  9. for departure, when the visibility is less than 1 900 M.

Gust components are derived from the maximum 3 second average wind speed which occurred during the last 10 minutes (or a shorter period in case of a marked discontinuity).

4.2.4   Definitions

Following definitions (based upon JAR-OPS terminology) apply:

  • A runway is considered contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by:
    • surface water more than 3 MM deep, or by slush or loose snow, equivalent to more than 3 MM of water;
    • snow that has been compressed into a solid mass that resists further compression and will hold together or break into lumps if picked up (also referred to as “compacted snow”) or;
    • ice, including wet ice.
  • Estimated surface friction “good” is a comparative value meaning that aircraft should not experience directional control or braking difficulties and that stopping is available within the scheduled distance, but that conditions are not as good as when landing on a clear, dry runway.
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.

RWYexitdistance to
exit (M)
RWYexitdistance to
exit (M)
25LC186007LA51120
C21232A31702
C3/C41790A13139
C52148B51711
C62405B32472
25RA31269B12977
A5185701E3847
A62345E4/E51511
B61085E62116
B51217B1/E72632
B71542F41570
B92227F52273
B82301W41/W422824
07RC577619E41034
C3/C41118E31808
C21574E11858
C12087C52106
F2/C41853
5   SPECIFIC TRAFFIC REGULATIONS
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.

5.5   Parachuting

Parachuting overhead the aerodrome 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   OPERATIONS OF LARGE AIRCRAFT
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
6.2.1   General

Operators of A380 aircraft may designate Brussels Airport as a nominated diversionary aerodrome subject to prior agreement by Airside Inspection +32 2 753 69 00 and assessment of the handling facilities by the airline.

6.2.2   Aprons and Aircraft Stands

Designated aircraft stand 233L, equipped with triple apron boarding bridge and four power units.

Additionally, remote stands 322 and 328 are available for A380 parking.

Aircraft stands 951 and 954 suitable for remote handling. Push-back from stand 951 only allowed under supervision of Airside Inspection.

7   DE-ICING 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:

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.

EBBR AD 2.21  Noise Abatement Procedures

1   GENERAL
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   GROUND PROCEDURES
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, 201 to 240, 680 to 699, 950 to 971 are equipped with 400 HZ and aircraft parking stand 140 to 174, 201 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   ARRIVAL PROCEDURES
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   Vectored Continuous Descent Operations (CDO)

When the traffic situation permits, ATC will facilitate vectored 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.

3.5   Speed Limitation

Aircraft being radar vectored shall reduce speed to 250 KIAS when entering the radar vectoring area or when below FL 100.

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

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

4   DEPARTURE PROCEDURES
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 (VZF), whichever is higher.

4.5   Special Procedures for Aircraft with MTOW > 200 T

When preferential runway system configuration RWY 25R/19 is in use for departures, the following aircraft shall use RWY 25R for departure, regardless of their destination.

ICAO aircraft type (see ICAO Doc 8643)
A124A332A333A342A343A345A346
A351A359A388AN22B741B742B743
B744B748B74RB74SB764B772B773
B77LB77WB781B788B789C5C17
DC10IL96L101MD11

The table mentioned above is not limitative, the MTOW of the aircraft prevails.

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.

EBBR AD 2.22  Flight Procedures

1   GENERAL
1.1   Aerodrome Minima

For specific landing minima, see charts:

2   IFR FLIGHTS (INBOUND)
2.1   General
2.1.1   Aircraft Equipment

DME is compulsory for all inbound IFR traffic.

2.1.2   Radar Vectoring

Radar vectoring may be expected when crossing 30 DME BUB.

In case of radar vectoring, the intermediate approach procedure may be partially or completely omitted. The clearance limit assigned by Brussels ACC will then be replaced by a clearance to a final approach aid or radar vectors will be given to direct the aircraft to a position from where final approach can be started or a visual approach made.

2.1.3   Speed Limitations

In case of ILS approach following speed limits apply, unless otherwise instructed by ATC:

  • 250 KIAS below FL 100;
  • 220 KIAS or more from IAF until LOC interception;
  • 160 KIAS until OM (or 4 NM from THR RWY 19)1.

Aircraft unable to maintain these speeds shall advice Brussels Arrival/Final on initial contact.

The speed limitations do not relieve pilots of their responsibility to observe any applicable noise abatement procedures (see EBBR AD 2.21).

(1) Aircraft unable to maintain 160 KIAS until OM (or 4 NM from THR RWY 19) will not be accepted during periods 0700-0900 (0600-0800) and 1700-1930 (1600-1830) ATA.

2.2   Holding Patterns

The holding patterns shall be entered at 170 KIAS MAX (aircraft CAT A/B) or 250 KIAS MAX (aircraft CAT C/D).

ANTWERPEN
FixANT DVOR/DME
Turn / inbound track (MAG)Left / 117°
Levels (MAX / MNM)FL 140 / FL 080
RemarksNIL
BRUNO
FixBUN DVOR/DME
Turn / inbound track (MAG)Right / 115°
Levels (MAX / MNM)FL 140 / 3 000 FT QNH
RemarksAt ATC discretion only
FLORA
FixFLO DVOR/DME
Turn / inbound track (MAG)Right / 308°
Levels (MAX / MNM)FL 140 / FL 090 (FL 060 when RWY 25R/L is used for landings)
RemarksNIL
GOSLY
FixGSY DVOR/DME
Turn / inbound track (MAG)Left / 358°
Levels (MAX / MNM)FL 230 / FL 100
RemarksAt ATC discretion only
KERKY
FixKERKY (R-281 AFI/5.7 NM and R-206 NIK/16.0 NM)
Turn / inbound track (MAG)Right / 100°
Levels (MAX / MNM)FL 090 / 4 000 FT QNH
RemarksNIL
NIVOR
FixNIVOR (R-155 AFI/14.0 NM and R-255 HUL/13.7 NM)
Turn / inbound track (MAG)Left / 075°
Levels (MAX / MNM)FL 090 / 3 000 FT QNH
RemarksAt ATC discretion only
2.2.1   Waypoints
IDLATITUDELONGITUDE
ANT511125.7N0042821.3E
BUN510707.1N0045031.6E
FLO505236.0N0050804.3E
GSY502714.1N0042629.0E
KERKY505537.0N0035933.4E
NIVOR504138.0N0041727.5E
2.2.2   Path Terminators

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

ANTWERPEN
IDP/TF/OCourse (°T)Turn Dir.ALT MNMALT MAXTimeSpeed limit (KTS)NAV SpecRemarks
ANTHMY118LFL 080FL 140MIN-250RNAV1
BRUNO
IDP/TF/OCourse (°T)Turn Dir.ALT MNMALT MAXTimeSpeed limit (KTS)NAV SpecRemarks
BUNHMY116R3000 FTFL 140MIN-250RNAV1ATC Discretion only
FLORA
IDP/TF/OCourse (°T)Turn Dir.ALT MNMALT MAXTimeSpeed limit (KTS)NAV SpecRemarks
FLOHMY310RFL 060FL 140MIN-250RNAV1
GOSLY
IDP/TF/OCourse (°T)Turn Dir.ALT MNMALT MAXTimeSpeed limit (KTS)NAV SpecRemarks
GSYHMY359LFL 100FL 230MIN-250RNAV1ATC Discretion only
KERKY
IDP/TF/OCourse (°T)Turn Dir.ALT MNMALT MAXTimeSpeed limit (KTS)NAV SpecRemarks
KERKYHMY101R4000 FTFL 090MIN-250RNAV1
NIVOR
IDP/TF/OCourse (°T)Turn Dir.ALT MNMALT MAXTimeSpeed limit (KTS)NAV SpecRemarks
NIVORHMY076L3000 FTFL 090MIN-250RNAV1ATC Discretion only
2.3   Approach Procedures
2.3.1   RNP RWY 01
2.3.1.1   Waypoints
IDLATITUDELONGITUDE
KERKY505537.0N0035933.4E
AFI505427.6N0040820.3E
RUDEL504101.4N0041336.6E
NIVOR504138.0N0041727.5E
BURUS504251.5N0042514.8E
BR01F504751.1N0042718.0E
RW01505314.39N0042929.68E
ANT511125.7N0042821.3E
FLO505236.0N0050804.3E
BUB505408.4N0043217.1E
2.3.1.2   Path Terminators

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

Via ANT
#IDP/TF/OCourse °T / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1ANTIFN+FL 080RNP APCH
2AFITFN216.8 / 21621.2RNP APCH
3RUDELTFN166.0 / 165+220013.9220RNP APCH
4NIVORTFN076.0 / 0752.5RNP APCH
5BURUSTFN076.0 / 075+20005.1RNP APCH
Via FLO
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1FLOIFN+FL 090RNP APCH
2BUBTFN274.1 / 27322.7RNP APCH
3AFITFN271.4 / 27015.2RNP APCH
4RUDELTFN166.0 / 165L+220013.9220RNP APCH
5NIVORTFN076.0 / 0752.5RNP APCH
6BURUSTFN076.0 / 075+20005.1RNP APCH
Via KERKY
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1KERKYIFN+4000RNP APCH
2AFITFN101.7 / 1015.7RNP APCH
3RUDELTFN166.0 / 165L+220013.9220RNP APCH
4NIVORTFN076.0 / 0752.5RNP APCH
5BURUSTFN076.0 / 075+20005.1RNP APCH
Common
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1BURUSIFN+2000RNP APCH
2BR01FTFN014.6 / 014@20005.2RNP APCH
3RW01TFY014.4 / 0135.63.0052RNP APCH
4CA014.4 / 013+1500RNP APCH
5VM306.0 / 305L-4000RNP APCH

Note: Coded missed approach only for RNP to LNAV or LNAV/VNAV

2.3.2   RNP RWY 19
2.3.2.1   Waypoints
IDLATITUDELONGITUDE
KERKY505537.0N0035933.4E
LEBVU505419.2N0041934.0E
BUB505408.4N0043217.1E
UMPES510355.6N0044548.3E
INRAB510613.7N0044114.6E
VAMVO510712.8N0043513.4E
ANT511125.7N0042821.3E
FLO505236.0N0050804.3E
BUN510707.1N0045031.6E
BR19F510317.82N0043336.47E
RW19505439.64N0043004.46E
2.3.2.2   Path Terminators

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

Via ANT
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1ANTIFN+FL 080RNP APCH
2LEBVUTFN198.0 / 19718.0RNP APCH
3BUBTFN091.2 / 090L8.1RNP APCH
4UMPESTFN041.0 / 04013.0240RNP APCH
5INRABTFN308.7 / 308L3.7220RNP APCH
6VAMVOTFN284.6 / 284+30003.9220RNP APCH
Via FLO
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1FLOIFN+FL 090RNP APCH
2UMPESTFN309.0 / 30818.1RNP APCH
3INRABTFN308.7 / 3083.7RNP APCH
4VAMVOTFN284.6 / 284+30003.9220RNP APCH
Via KERKY
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1KERKYIFN+4000RNP APCH
2AFITFN101.7 / 1015.7RNP APCH
3LEBVUTFN091.1 / 0907.1RNP APCH
4BUBTFN091.2 / 0908.1RNP APCH
5UMPESTFN041.0 / 04013.0240RNP APCH
6INRABTFN308.7 / 308L3.7220RNP APCH
7VAMVOTFN284.6 / 284+30003.9220RNP APCH
Via BUN - ATC discretion
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1BUNIFN+3000RNP APCH
2VAMVOTFN270.7 / 270+30009.6220RNP APCH
Common
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1VAMVOIFN+3000220RNP APCH
2BR19FTFN194.6 / 194@30004.1RNP APCH
3RW19TFY194.5 / 1948.93.0053RNP APCH
4CA194.5 / 194+1100RNP APCH
5VM046.0 / 045L-3000RNP APCH

Note: Coded missed approach only for RNP to LNAV or LNAV/VNAV

2.3.3   RNP RWY 25L
2.3.3.1   Waypoints
IDLATITUDELONGITUDE
KERKY505537.0N0035933.4E
EGZOV510303.3N0043217.1E
OKLUP510525.3N0044252.5E
BUN510707.1N0045031.6E
NAXOD510101.4N0045154.3E
GIKNU505737.7N0044724.2E
FLO505236.0N0050804.3E
DIKBO505849.2N0045234.1E
ANT511125.7N0042821.3E
B25LF505552.2N0043947.1E
RW25L505356.18N0043123.84E
2.3.3.2   Path Terminators

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

Via ANT
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA(°)TCH (FT)NAV SpecRemarks
1ANTIFN+FL 080RNP APCH
2BUNTFN107.0 / 10614.6230RNP APCH
3NAXODTFN171.9 / 1716.2230RNP APCH
4GIKNUTFN220.0 / 219+20004.4200RNP APCH
Via FLO
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA(°)TCH (FT)NAV SpecRemarks
1FLOIFN+FL 060RNP APCH
2DIKBOTFN302.5 / 302+300011.6220RNP APCH
3GIKNUTFN250.0 / 249+20003.5200RNP APCH
Via KERKY
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA(°)TCH (FT)NAV SpecRemarks
1KERKYIFN+4000RNP APCH
2EGZOVTFN070.0 / 06922.0RNP APCH
3OKLUPTFN070.4 / 0697.1230RNP APCH
4BUNTFN070.5 / 0705.1230RNP APCH
5NAXODTFN171.9 / 171R6.2230RNP APCH
6GIKNUTFN220.0 / 219+20004.4200RNP APCH
Via KERKY shortcut
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA(°)TCH (FT)NAV SpecRemarks
1KERKYIFN+4000RNP APCH
2EGZOVTFN070.0 / 06922.0RNP APCH
3OKLUPTFN070.4 / 0697.1230RNP APCH
4GIKNUTFN159.8 / 159+20008.3200RNP APCH
Common
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1GIKNUIFN+2000200RNP APCH
2B25LFTFN250.0 / 249@20005.1RNP APCH
3RW25LTFY250.0 / 2495.63.0059RNP APCH
4CA250.0 / 249+700185RNP APCH
5VM106.0 / 105L-4000RNP APCH

Note: Coded missed approach only for RNP to LNAV or LNAV/VNAV

2.3.4   RNP RWY 25R
2.3.4.1   Waypoints
IDLATITUDELONGITUDE
ANT511125.7N0042821.3E
KERKY505537.0N0035933.4E
EGZOV510303.3N0043217.1E
OKLUP510525.3N0044252.5E
BUN510707.1N0045031.6E
NAXOD510101.4N0045154.3E
UVETI505914.0N0044541.9E
FLO505236.0N0050804.3E
DIKBO505849.2N0045234.1E
B25RF505705.9N0043818.2E
RW25R505441.5689N0042957.79E
2.3.4.2   Path Terminators

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

Via ANT
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA(°)TCH (FT)NAV SpecRemarks
1ANTIFN+FL 080RNP APCH
2BUNTFN107.0 / 10614.6230RNP APCH
3NAXODTFN171.9 / 1716.2230RNP APCH
4UVETITFN245.5 / 244+20004.3200RNP APCH
Via FLO
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA(°)TCH (FT)NAV SpecRemarks
1FLOIFN+FL 060RNP APCH
2DIKBOTFN302.5 / 302+300011.6220RNP APCH
3UVETITFN275.5 / 274+20004.4200RNP APCH
Via KERKY
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA(°)TCH (FT)NAV SpecRemarks
1KERKYIFN+4000RNP APCH
2EGZOVTFN070.0 / 06922.0RNP APCH
3OKLUPTFN070.4 / 0697.1230RNP APCH
4BUNTFN070.5 / 0705.1230RNP APCH
5NAXODTFN171.9 / 171R6.2230RNP APCH
6UVETITFN245.5 / 244+20004.3200RNP APCH
Via KERKY shortcut
#IDP/TF/OCourse (°T) / Course M°Turn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA(°)TCH (FT)NAV SpecRemarks
1KERKYIFN+4000RNP APCH
2EGZOVTFN070.0 / 06922.0RNP APCH
3OKLUPTFN070.4 / 0697.1230RNP APCH
4UVETITFN163.9 / 163R+20006.4200RNP APCH
Common
#IDP/TF/OCourse (°T) / Course °MTurn Dir.ALT (FT)DIST (NM)Speed limit (KT)VPA (°)TCH (FT)NAV SpecRemarks
1UVETIIFN+2000200RNP APCH
2B25RFTFN245.5 / 244@20005.1RNP APCH
3RW25RTFY245.5 / 2445.83.0054RNP APCH
4CA245.5 / 244+700RNP APCH
5VM016.0 / 015R-3000RNP APCH

Note: Coded missed approach only for RNP to LNAV or LNAV/VNAV

2.3.5   Standard Instrument Arrivals

STAR have been established as shown on the STAR charts (see EBBR AD 2.24) and as listed below. ATC may deviate from these routes and pilots may expect radar vectors for separation reasons or in order to expedite traffic flow.

Depending on traffic conditions (LVO in progress, etc.), ATC may clear traffic to hold at GSY DVOR/DME. At EAT, such traffic will be re-cleared for a standard approach or will be radar vectored for sequencing.

2.3.5.1   Route Description
DesignatorDescriptionRemarks
BATTY6ARNAV1:
BATTY - FLO[F070+]
When RWY 25R/L is in use for landing, TFC shall endeavour to cross IAF FLO at FL 080 MAX.
LNO5ARNAV1:
LNO - FLO[F070+]
When RWY 25R/L is in use for landing, TFC shall endeavour to cross IAF FLO at FL 080 MAX.
ARVOL8ARNAV1:
ARVOL - AKOVI[F090+] - RODRI[F090+] - KERKY[F070+]
NIL
ARVOL8BRNAV1:
ARVOL - CIV - HUL - FLO[F070+]
ATC Discretion only
TULNI8ARNAV1:
TULNI - AKOVI[F90+; L] - RODRI - KERKY[F070+]
To be used only when MIL activities permit.
TULNI8BRNAV1:
TULNI - CIV[F090+; L] - HUL - FLO[F070+]
ATC Discretion only
KOK8ARNAV1:
KOK - KERKY[F070+]
NIL
WOODY8ARNAV1:
WOODY - BR202[L] - ANT[F070+]
NIL
WOODY4BRNAV1:
WOODY - NIK - KERKY[F080+]
ATC Discretion only
BEKEM8ARNAV1:
BEKEM - BR203[L] - ANT[F070+]
NIL
BEKEM4BRNAV1:
BEKEM - NIK[L] - KERKY[F080+]
ATC Discretion only
2.3.5.2   Waypoint Information
IDLatitudeLongitudeFly-over
BR202511544.3N0041526.8EN
BR203511448.1N0041815.6EN
ANT511125.7N0042821.3EN
AKOVI504450.0N0034307.0EN
ARVOL503245.0N0032949.0EN
BATTY503857.0N0055055.6EN
BEKEM512556.0N0043448.7EN
CIV503426.3N0034958.4EN
FLO505236.0N0050804.3EN
HUL504458.1N0043829.9EN
KERKY505537.0N0035933.4EN
KOK510540.9N0023905.9EN
LNO503509.3N0054237.0EN
NIK510954.29N0041102.2EN
RODRI505236.0N0035146.4EN
TULNI503327.0N0031656.0EN
WOODY512420.4N0042159.3EN
2.3.5.3   Suggested Database Coding
BATTY6A
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1BATTYIFNRNAV1
2FLOTFN296.9FL 070+30.5RNAV1
LNO5A
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1LNOIFNRNAV1
2FLOTFN308.7FL 070+28.0RNAV1
ARVOL8A
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1ARVOLIFNRNAV1
2AKOVITFN034.9FL 090+14.8RNAV1
3RODRITFN035.2FL 090+9.5RNAV1
4KERKYTFN058.4FL 070+5.8RNAV1
ARVOL8B
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1ARVOLIFNRNAV1
2CIVTFN082.413.0RNAV1
3HULTFN070.832.6RNAV1
4FLOTFN067.7FL 070+20.3RNAV1
TULNI8A
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1TULNIIFNRNAV1
2AKOVITFN055.5LFL 090+20.2RNAV1
3RODRITFN035.29.5RNAV1
4KERKYTFN058.4FL 070+5.8RNAV1
TULNI8B
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1TULNIIFNRNAV1
2CIVTFN087.3LFL 090+21.1RNAV1
3HULTFN070.832.6RNAV1
4FLOTFN067.7FL 070+20.3RNAV1
KOK8A
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1KOKIFNRNAV1
2KERKYTFN100.7FL 070+51.8RNAV1
WOODY8A
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1WOODYIFNRNAV1
2BR202TFN205.5L9.5RNAV1
3ANTTFN117.9FL 070+9.2RNAV1
WOODY4B
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1WOODYIFNRNAV1
2NIKTFN205.516.0RNAV1
3KERKYTFN206.9FL 080+16.0RNAV1
BEKEM8A
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1BEKEMIFNRNAV1
2BR203TFN223.1L15.2RNAV1
3ANTTFN118.0FL 070+7.2RNAV1
BEKEM4B
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)NAV Spec
1BEKEMIFNRNAV1
2NIKTFN223.1L21.9RNAV1
3KERKYTFN206.9FL 080+16.0RNAV1
2.3.6   Surveillance Radar Approach

SRA is available on all runways and will be terminated either:

  • at a distance of 2 NM (RWY 01, 19, 25L/R) or 3 NM (RWY 07L/R) from threshold;
  • before the aircraft enters an area of continuous radar clutters;
  • when the aircraft reports that a visual approach can be made.

The aircraft will be informed at regular intervals of its position relative to the extended RCL and heading corrections will be given as necessary. The distance from THR will be passed on at each NM.

The levels through which the aircraft should be passing to maintain the glide path (3° or 5.2% on all runways) will also be passed on at each NM:

DIST to THR
(NM)
Altitude (FT)
RWY 01RWY 07LRWY 07RRWY 19RWY 25LRWY 25R
62 0002 0002 0002 0002 0002 000
51 8001 8001 8001 8001 8001 800
41 5001 5001 5001 4001 5001 400
31 2001 1001 2001 1001 2001 100
2900NILNIL800800800
RWYTHR ELEV
(FT)
INBD track
(MAG)
DIST from
FAF to THR
(NM)
DIST from
MAPT to THR
(NM)
OCA (OCH)
(FT)
01175013°62880 (700)
07L121064°631 030 (900)
07R166069°631 030 (860)
19105193°62800 (690)
25L150249°62800 (640)
25R102244°62800 (690)
2.3.7   Circling Approach

Circling approaches are prohibited.

2.3.8   Simultaneous Dependent Instrument Approaches on RWY 25L and 25R (SIMDEP)

Simultaneous dependent instrument approaches may be performed on RWY 25L and 25R in all meteorological conditions, provided that radio, radar and ILS equipment (both airborne and on the ground) are fully serviceable.

ATC will provide following separations:

  • a minimum 1 000 FT vertical separation between aircraft during turn-on to the LOC course until interception;
  • a minimum staggered radar separation of 2 NM between aircraft established on the adjacent LOC. Minimum ICAO standard separations will continue to be applied between aircraft on the same LOC course.

The ATIS broadcast will include the following message: “Vectoring for simultaneous dependent ILS approach.” When receiving this information, pilots shall advise ATC of the unavailability of any equipment needed to perform the approach.

Each pilot will be informed by Brussels APP of the assigned runway and shall acknowledge receipt of the message. The assigned runway will be repeated by ATC with the instruction for ILS interception.

Depending on traffic conditions, aircraft may be vectored to one of both LOC courses for a straight-in approach. If, for any reason, a vectored aircraft does not receive LOC interception instructions, the pilot will perform interception of the LOC serving the assigned runway by himself. In any case, pilots shall execute a precise interception, without overshooting the LOC axis. If overshoot occurs, ATC will instruct to return to the LOC course immediately.

Any undue track variation in relation to the LOC axis or any equipment malfunctioning shall be reported to ATC immediately, together with any decision to perform a missed approach. ATC will radar monitor the missed approach and transmit instructions to start a new approach.

2.3.9   Simultaneous Independent Instrument Approaches on RWY 25L and 25R (SIMINDEP)

Simultaneous independent instrument approaches without radar separation between aircraft on the adjacent runway centre lines may be performed on RWY 25L and 25R in all meteorological conditions, provided that following conditions are met:

  • no adverse weather, such as wind shear, severe turbulence, thunderstorms,... is reported which might increase ILS LOC course deviations;
  • radio, radar and ILS equipment (LOC, GP, DME and markers) are fully serviceable, both airborne and on ground.

ATC will provide following separations:

  • a radar separation of at least 3 NM and/or 1 000 FT vertical separation during turn-on to the LOC course until both aircraft are stabilized on the LOC course;
  • 1 000 FT minimum vertical separation between aircraft established on adjacent LOC until 14 NM from touchdown;
  • minimum ICAO standard separations will continue to be applied between aircraft on the same LOC course.

Note 1: No Transgression Zone (NTZ): A corridor of airspace of defined dimensions located centrally between the two extended runway centre lines where a penetration by an aircraft requires a controller intervention to manoeuvre any threatened aircraft on the adjacent approach.

Note 2: An aircraft established on ILS LOC course is separated from another aircraft established on an adjacent parallel ILS LOC course, provided neither aircraft penetrates the NTZ as depicted on the radar display.

Following procedures apply:

  1. the ATIS broadcast will include the following message: “Vectoring for simultaneous independent ILS approach in progress - ILS 25R 108.9; ILS 25L 110.35.” When informed by ATIS that SIMINDEP are in progress, pilots will advise ATC of any unavailability of required equipment;
  2. each pilot will be informed by Brussels APP of the assigned runway for landing and shall acknowledge receipt of the message. The assigned runway (25L or 25R) will be repeated by the controller with the instruction for ILS interception;
  3. pilots experiencing radio-communication failure before runway assignment shall execute an ILS approach on RWY 25L;
  4. if - for any reason - an aircraft being radar vectored does not receive LOC interception instructions, the pilot shall intercept the ILS/LOC course serving the assigned runway by himself;
  5. pilots shall execute precise LOC interception (not overshooting the LOC axis);
  6. if an aircraft is observed to overshoot the assigned LOC course during its turn to final on the assigned runway, the pilot will be instructed to return to the LOC course immediately;
  7. when an aircraft is observed penetrating the NTZ, the aircraft on the adjacent LOC course will be immediately cleared by the appropriate controller to climb and turn away (45° MAX) from penetrating aircraft;
  8. any undue track variation in relation to the LOC axis or any equipment malfunction shall be reported immediately to ATC, together with any decision to perform a missed approach. ATC will exercise radar monitoring of the missed approach and will transmit instructions to start a new approach.
2.4   Missed Approach

Unless instructed otherwise by Brussels TWR or Brussels APP, the missed approach procedures as published on the instrument approach charts (see EBBR AD 2.24) shall be followed.

IFR flights performing a visual approach shall use the missed approach segment of the IAP communicated via ATIS.

3   IFR FLIGHTS (OUTBOUND)
3.1   Starting Procedures
3.1.1   Airport Collaborative Decision Making (A-CDM)

CDM is part of the European programme “Single European Sky” to optimize airspace and airport operations. Major European airports started implementing local CDM-programmes (A-CDM) which will become a harmonized procedure in Europe.

A-CDM is about partnership at airports between Airport Operations, Air Traffic Control, Aircraft Operators, Slot Coordinator and Ground Handlers. Emphasis is put on:

  • linking the inbound, turn-round and outbound processes;
  • the sharing of the right information at the right time to the right people best placed to act upon it; and
  • the improved flight operational data exchange between airports and the ATFM-Network.
3.1.1.1   CDM-Procedures
3.1.1.1.1   Flight Plan Check

The ATC FPL-originator needs to check if the flight has a valid airport slot and that the scheduled departure time of the related ATC flight plan is in line with the Airport Slot. If they do not correspond, the contact address will be informed together with the request to coordinate the times. The CDM-process may be blocked if the flight is not coordinated according the rules and the flight plan may be rejected (no TSAT) if the air carrier intends to take off without having an airport slot allocated by the Brussels Slot Coordinator (EC-Regulation N°793/2004 amending Council Regulation 95/93 on common rules for the allocation of slots at Community Airports, §14.1).

Filing and updating a flight plan is and remains the responsibility of the Aircraft Operator. He may delegate these tasks to his accredited Handling Agent.

3.1.1.1.2   TOBT-TSAT Procedure
INFO from
airline / handler
TOBTTarget off block time: confirmation of estimated ready time
INFO from ATCTSATTarget start-up approval time, based on TOBT or EOBT (if TOBT not AVBL): sequenced off block time

TOBT represents the time that an Aircraft Operator or Handling Agent estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push-back vehicle available, ready to start-up immediately and push-back within 5 MIN after reception of start-up clearance from Tower.

TSAT is issued by ATC and represents the time at which an aircraft can expect start-up taking into account the ATFM restrictions and local constraints. ATC sequences the departures based on TOBT.

TSAT will be calculated from TOBT-25 MIN onwards. Changes to the TOBT do not affect the TSAT in general, as long as the newly calculated TOBT is not later than TSAT. However it is of the utmost importance that a TOBT reflects the potential readiness of the aircraft since it is the basis for the determination of TSAT.

3.1.1.1.3   Actions by Cockpit Crew

Pilots at a stand with a Docking Guidance System display (e.g. Pier A&B, P60): TOBT is displayed from EOBT-20 MIN onwards and TSAT appears at TOBT-5 MIN.

Pilots at a stand with no Docking Guidance System display (e.g. on remote stands): TOBT can be obtained from the Redcap/Loadmaster and the TSAT becomes available at Brussels Delivery on FREQ 121.955 (8.33 KHZ CH) from approximately TOBT-10 MIN onwards.

Start-up shall be requested from Brussels Delivery on FREQ 121.955 (8.33 KHZ CH) or via Digital Data Link (see below, § 3.1.2) in accordance with the related TSAT±5 MIN (TSAT takes the ATFM-slot into consideration, if any). Early requests without flight plan update are only allowed as of EOBT minus 15 MIN. The start-up request shall only be made when the aircraft is “ready” (see TOBT-definition) and when push-back (if required) becomes available. Pilots must check the push-back availability before requesting start-up.

If the flight is not ready at TSAT+5 MIN, ATS will issue a new TSAT only after receipt of an updated EOBT (or TOBT). The IATA-delay code becomes “code 61".

Aircraft requiring full runway length shall include this in their start-up request. Pilots are reminded that noise abatement procedures affecting some runway distances remain to be adhered to (see EBBR AD 2.21, § 4.5).

The request for push-back and/or taxi shall be done on the GND frequency within 5 MIN after reception of start-up clearance. TWR shall be advised if the latter is not possible and delay is expected. Otherwise, the TOBT will be deleted and must be entered again. If pilot does not call at TSAT+5 MIN, ATC will issue a new TSAT only after receipt of an updated EOBT(or TOBT).

The push-back sequence of the handling agent is based on TSAT, not on TOBT. The push-back vehicle will become available at TSAT-5 MIN.

3.1.1.1.4   Actions by Airline Representative or Handling Agent

The first TOBT is triggered automatically at EOBT-2 H and copies the value of EOBT.

Until the Target Start-Up Approval Time (TSAT) has been issued, the TOBT can be corrected as often as desired.

If the TOBT cannot be adhered to, it must be corrected by the TOBT responsible person.

As the TOBT is triggering additional processes at the airport, TOBT adaptations shall be done as soon as possible. If a flight is to be withdrawn from the TOBT and/or TSAT calculation, the TOBT shall be cancelled. To set this process in motion again, the TOBT shall be filed anew. It is still mandatory to send a delay message to the IFPS if the EOBT deviates by 15 MIN or more.

Note: Restricted flights should not update their EOBT/TOBT in function of the related CTOT.

Aircraft Operators shall communicate known or expected delays to their Handling Agent and the Airport Partners well in advance.

In case of changing the aircraft and filing a change message (CHG-type / registration), the original TOBT will be retained.

3.1.1.1.5   Actions by ATC

The TOBT received by Brussels Delivery is processed and results in a TSAT, which can never be earlier than TOBT. Start-up approval will only be granted from TSAT-5 MIN till TSAT+5 MIN.

3.1.1.2   CDM alerts

An alert mechanism monitors expected upcoming events to trigger data updates and consistency. These alert messages will be sent via the A-CDM Information Sharing Platform and are classified into 3 classes, sorted in decreasing priority:

  • Primary Alert;
  • Secondary Alert; and
  • Advisory Alert

React onto the alerts as required.

3.1.1.3   Coordination with Eurocontrol NM

A permanent and fully automatic data exchange with the Eurocontrol NM (Network Management) is established. This data transfer enables highly accurate early predictions of landing and departure times. Furthermore, this allows for more accurate and efficient calculation of the CTOT due to the use of local target take-off times.

The following system-to-system messages are used:

  • Flight Update Message (FUM);
  • Early Departure Planning Information Message (E-DPI);
  • Target Departure Planning Information Message (T-DPI);
    • T-DPI-t is based on the TOBT and related updates;
    • T-DPI-s is based on TSAT and related updates;
  • ATC Departure Planning Information Message (A-DPI);
  • Cancel DPI (C-DPI).

The first DPI (E-DPI) is based on the Estimated Off-Block Time (=STD) and confirms the validity of the Airport Slot against a flight plan. The target DPIs are triggered by TOBT/TSAT and provide Target Take-Off Times, used to re-assess the impact on the Network. The final DPI is sent at Actual Off-Block Time and freezes the ATFM-slot.

The basic Eurocontrol NM procedures continue to apply. The Eurocontrol NM will generally take these local target take-off times into consideration and will try to adjust the CTOT accordingly, if possible.

3.1.1.4   De-icing and A-CDM

EBBR has implemented the de-icing milestones in its A-CDM program, indicating start/end times and duration of de-icing. This means that for both on-stand and remote de-icing the de-icing operations are always excluded out of TOBT.

On-stand de-icing

Whenever a flight has been flagged for on-stand de-icing, the TSAT will be based on the Estimated End of De-icing Time (EEZT) instead of the TOBT.

The EEZT is a calculated element, derived from the ground handler’s estimation of the start of de-icing (ECZT) + the expected duration of the de-icing job (EDIT). An update of the EEZT is provided when the de-icing job actually starts (ACZT).

Remote de-icing

Whenever a flight has been flagged for remote de-icing, the TSAT will be based on the ground handler’s estimation of the start of the de-icing (ECZT) at the platform, taking into account the taxi time to the platform + a standard queueing time.

Pre de-icing

Flights that are flagged for pre de-icing are exempted from having to share the de-icing milestones.

Cancellation of de-icing

De-icing can be cancelled at any time after having been flagged for either on-stand or remote de-icing. When de-icing is requested again after cancellation, the process as described above has to be initiated again.

3.1.2   Data Link Clearance Delivery Service (DCL)
3.1.2.1   General

A DCL through Digital Data Link is implemented at Brussels TWR. The system, implemented through ACARS, uses the SITA network, which complies with the requirements and recommendations of EUROCAE Document ED-85.

To use DCL via Data Link, the user should have certified on-board equipment according to the recommendations of Document ED-85 and comply with the entire operational procedure that overcomes the risk identified by Document ED-85.

In order to be authorized to use Brussels DCL, operators shall apply to the national authority responsible for their own operational oversight (or to the state of registry when appropriate) to obtain technical and operational approval to receive departure clearance over ACARS. When obtained, copy of such authorization shall be sent to skeyes:

Post:

skeyes
DGS&O
Tervuursesteenweg 303
1820 Steenokkerzeel
BELGIUM

The document shall indicate the type and registration of each authorized aircraft, as well as the ICAO and IATA aircraft operating agency designator of the operator.

3.1.2.2   Operational Use

DCL via Data Link can only be used by aircraft using SID whose specifications include level requirements.

The service does not provide clearance revision. Any clearance modification will be made via the Brussels Delivery voice frequency.

After reception of the departure clearance, the pilot shall send to the ground system an acknowledge message including the entire content of the clearance before contacting GND. In case a departure clearance is not received, the pilot shall contact Brussels Delivery by voice.

TSAT will be communicated from TOBT-10 MIN onwards. Syntax: “Standby till TSAT hh:mm”.

Note: TSAT on DGS has precedence over TSAT via Data Link (TSAT can only be sent once via DCL thus late TSAT-changes should be monitored via DGS).

The aircrew, before taking off, shall check the consistency of the SID delivered in the DCL message with the departure runway and the flight plan information. Voice procedures shall be used in case of inconsistency.

Departure clearance delivered by voice shall always supersede any DCL clearance. Pilots are reminded to keep a continuous listening watch on 121.955 (8.33 KHZ CH).

3.2   Departure Procedures
3.2.1   Standard Instrument Departures

SID have been established as shown on the EBBR SID charts (see EBBR AD 2.24) and as listed below. Pilots unable to comply shall inform ATC when requesting start-up clearance.

After take-off, aircraft shall remain on TWR frequency.

Note: ATC may deviate from these routes.

3.2.1.1   Route Description
RWY 01
DesignatorRouteRemarks
LateralVertical
LNO7F

At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-354 HUL INBD. At 6.0 DME HUL LT to intercept R-286 LNO INBD to LNO.

Cross R-044 HUL at FL 060 or above (FL 070 when QNH is 995 HPA or below).

For TFC requesting a cruising or initial FL below FL 195.

SPI7F

At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-354 HUL INBD. At 6.0 DME HUL LT to intercept R-286 LNO INBD, RT to intercept R-294 SPI INBD to SPI.

Cross R-044 HUL at FL 060 or above (FL 070 when QNH is 995 HPA or below).

NIL
SOPOK7F

At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-354 HUL INBD. LT to intercept R-286 SPI INBD. When passing BULUX or climbing through FL 170, whichever is later, RT direct to SOPOK.

Cross HUL at FL 60 or above (FL 070 when QNH is 995 HPA or below).

ATC climb requirements: see § 3.2.2 below.

PITES7F

At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-354 HUL INBD. LT to intercept R-286 SPI INBD. When passing REMBA, RT direct to RITAX, DIK, PITES next.

Cross HUL at FL 060 or above (FL 070 when QNH is 995 HPA or below).

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK7F- SOPOK - RITAX - DIK - PITES).

Only when M150 between DIK and PITES is AVBL (alternative route: SOPOK7F - SOPOK - ETENO).

ROUSY7F

At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-354 HUL INBD. LT to intercept R-286 SPI INBD. When passing REMBA, RT direct to RITAX, ROUSY next.

Cross HUL at FL 60 or above (FL 070 when QNH is 995 HPA or below).

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK7F - SOPOK - RITAX - ROUSY).

CIV1F

At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-354 HUL INBD. At 3 DME HUL RT to intercept R-071 CIV INBD to CIV.

AVBL when RWY 01 in single RWY operations.

ATC climb requirements: see § 3.2.2 below.

M617 southbound, MAX FL 170.

Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA.

N872 southbound, only for TFC flight planned above FL 195.

KOK2F

Climb straight ahead. At 1 700 FT QNH LT direct to KOK.

L607 westbound.

DENUT8F

At 700 FT QNH TR 008. At 1 800 FT QNH DCT to DENUT.

RNAV5 above MSA.

HELEN8F

At 700 FT QNH TR 008. At 1 800 FT QNH DCT to HELEN.

RNAV5 above MSA.

NIK5F

At 700 FT QNH TR 008. At 1 700 FT QNH LT direct to NIK.

M624 northbound.

Not to be used by TFC DEST EHAM.

ELSIK2F

At 700 FT QNH RT direct to BUN, ELSIK next.

L179 eastbound.

To be used when adequate MIL airspaces are AVBL for GAT.

RWY 07L
DesignatorRNAV1 RouteRemarks
CIV3TBR751 - BR752 - BR753 - CIVATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). M617 southbound, MAX FL 170. Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA. N872 and UN872 southbound, only for TFC flight planned above FL 195.
DENUT3T[A1800+; L] -> DENUTNIL
ELSIK3T[A700+; L] -> BUN - ELSIKL179 eastbound. To be used when adequate MIL airspaces are AVBL for GAT.
HELEN3T[A1800+; L] -> HELENNIL
KOK3T[A1700+; L] -> KOKL607 westbound.
LNO3TBR751 - BR752 - BR705 - REMBA - LNOFor TFC requesting a cruising or initial FL below FL 195.
NIK3T[A1700+; L] -> NIKM624 northbound. Not to be used by TFC DEST EHAM.
PITES3TBR751 - BR752 - BR705 - REMBA - RITAX - DIK - PITESATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). CDR 1 – H24 TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3T – SOPOK – RITAX – DIK – PITES). Only when M150 between DIK and PITES is AVBL (alternative route: SOPOK 3T – SOPOK – ETENO).
ROUSY3TBR751 - BR752 - BR705 - REMBA - RITAX - ROUSYATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). CDR 1 – H24. TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3T – SOPOK – RITAX – ROUSY).
SOPOK3TBR751 - BR752 - BR705 - REMBA - BULUX - [F170+; R] -> SOPOKATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
SPI3TBR751 - BR752 - BR705 - REMBA - SPINIL
RWY 07L
DesignatorRouteRemarks
LateralVertical
CIV1R

Climb straight ahead. At 1 700 FT QNH LT to TR 275 to intercept R-042 CIV INBD to CIV.

At ATC discretion only.
RWY 07R
DesignatorRNAV1 RouteRemarks
CIV3V[A700+] -> BR701 - BR702 - BR703 - CIVATC climb requirements: see EBBR AD 2.22 § 3.2.2. M617 southbound, MAX FL 170. Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA. N872 and UN872 southbound, only for TFC flight planned above FL 195.
DENUT3V[A700+] -> [T062; A1800+; L] -> DENUTNIL
ELSIK3V[A700+] -> BR701 - BUN - ELSIKL179 eastbound. To be used when adequate MIL airspaces are AVBL for GAT.
HELEN3V[A700+] -> [T062; A1800+; L] -> HELENNIL
KOK3V[A700+] -> [T062; A1700+; L] -> KOKL607 westbound.
LNO3V[A700+] -> BR701 - BR704 - BR705 - REMBA - LNOFor TFC requesting a cruising or initial FL below FL195.
NIK3V[A700+] -> [T062; A1700+; L] -> NIKM624 northbound. Not to be used by TFC DEST EHAM.
PITES3V[A700+] -> BR701 - BR704 - BR705 - REMBA - RITAX - DIK - PITESATC climb requirements: see EBBR AD 2.22 § 3.2.2. CDR 1 - H24. TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3V - SOPOK - RITAX - DIK - PITES). Only when M150 between DIK and PITES is AVBL(alternative route: SOPOK 3V - SOPOK - ETENO).
ROUSY3V[A700+] -> BR701 - BR704 - BR705 - REMBA - RITAX - ROUSYATC climb requirements: see EBBR AD 2.22 § 3.2.2. CDR 1 - H24. TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3V - SOPOK - RITAX - ROUSY).
SOPOK3V[A700+] -> BR701 - BR704 - BR705 - REMBA - BULUX - [F170+; R] -> SOPOKATC climb requirements: see EBBR AD 2.22 § 3.2.2.
SPI3V[A700+] -> BR701 - BR704 - BR705 - REMBA - SPINIL
RWY 07R
DesignatorRouteRemarks
LateralVertical
CIV2U

At 700 FT QNH TR 062. At 1 700 FTQNH LT to TR 275 to intercept R-042 CIV INBD to CIV.

At ATC discretion only.

RWY 19
DesignatorRNAV1 RouteRemarks
LNO7L[A700+] -> BR010 - BR011[6000+] - LNOFor TFC requesting a cruising or initial FL below FL 195.
SPI6L[A700+] -> BR010 - BR011[6000+] - SPINIL
SOPOK8L[A700+] -> BR012 - HUL[6000+] - BR013 - REMBA - BULUX - [F170+; R] -> SOPOKATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
PITES9L[A700+] -> BR012 - HUL[6000+] - BR013 - REMBA - RITAX - DIK - PITESATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). CDR - H24. TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK8L - SOPOK - RITAX - DIK - PITES). Only when M150 between DIK and PITES is AVBL (alternative route: SOPOK8L - SOPOK - ETENO).
ROUSY9L[A700+] -> BR012 - HUL[6000+] - BR013 - REMBA - RITAX - ROUSYATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). CDR - H24. TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK8L - SOPOK - RITAX - ROUSY).
CIV2L[A700+] -> BR012 - BR014 - CIVATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). M617 southbound, MAX FL 170. Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA. N872 southbound, only for TFC flight planned ABV FL 195.
KOK1N[A700+] -> BR015[2900+] - KOKL607 westbound. NOT AVBL when EBR74 – SUMMIT1 or EBR75 – SUMMIT2 is active.
DENUT8L[A1700+] -> BR016 - BR017 - DENUTAVBL from 0500 to 2159 (0400 to 2059). L 610 westbound. For TFC overflying London TMA with requested FL above FL 245. For TFC DEST EGKK, EGHH and EGHI.
DENUT7N[A700+] -> BR016[3700+] - BR017 - DENUTAVBL from 2200 to 0459 (2100 to 0359) or when RWY 25R is not AVBL for LDG. L610 westbound. For TFC overflying London TMA with requested FL above FL 245. For TFC DEST EGKK, EGHH and EGHI.
HELEN6L[A1700+] -> BR016 - BR017 - HELENAVBL from 0500 to 2159 (0400 to 2059). For TFC INBD London TMA except DEST EGKK, EGHH and EGHI: route connection, HELEN - COA. For TFC overflying London TMA with requested FL below FL 245: route connection: HELEN - COA. For TFC DEST EHAM: route connection HELEN - HAMZA.
HELEN6N[A700+] -> BR016[3700+] - BR017 - HELENAVBL from 2200 to 0459 (2100 to 0359) or when RWY 25R is not AVBL for LDG. For TFC INBD London TMA except DEST EGKK, EGHH and EGHI: route connection HELEN - COA. For TFC overflying London TMA with requested FL below FL 245: route connection HELEN - COA. For TFC DEST EHAM: route connection HELEN - HAMZA.
NIK3L[A1700+] -> BR018 - NIKAVBL from 0500 to 2159 (0400 to 2059). M624 northbound. Not to be used by TFC DEST EHAM.
NIK5N[A700+] -> BR018[4200+] - NIKAVBL from 2200 to 0459 (2100 to 0359) or when RWY 25R is not AVBL for LDG. M624 northbound. Not to be used by TFC DEST EHAM.
ELSIK2L[A700+] -> BUN - ELSIKL179 eastbound. To be used when adequate MIL airspaces are AVBL for GAT.
RWY 25R
DesignatorRNAV1 RouteRemarks
CIV3G[A700+; R] -> [T293; L] - BR251[T273] - CIVNot AVBL during weekends from 0500 to 2159 (0400 to 2059).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). M617 southbound, MAX FL 170. Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA. N872 and UN872 southbound, only for TFC flightplanned ABV FL 195.
KOK3G[A700+; R] -> BR252[T291; A1700+] - KOKL607 westbound.
DENUT3G[A700+; R] -> [T298; L] -> BR253[T278; A1700+] - DENUTL610 Westbound. For TFC overflying London TMA with requested FL ABV FL 245. For TFC DEST EGKK, EGHH and EGHI.
HELEN3G[A700+; R] -> BR255[T305] - HELENPDG 9.6% (580 FT/NM) until passing 1700FT due to airspace limitations. If unable to comply, advise EBBR DELIVERY prior to start-up For TFC INBD London TMA except DEST EGKK, EGHH and EGHI: route connection HELEN - COA. For TFC overflying London TMA with requested flight level below FL 245: route connection HELEN - COA. For TFC DEST EHAM: route connection HELEN - HAMZA.
NIK3G[A700+; R] -> NIKPDG 9.6% (580 FT/NM) until passing 1700FT due to airspace limitations. If unable to comply, advise EBBR DELIVERY prior to start-up M624 northbound. Not to be used by TFC DEST EHAM.
ELSIK3G[A700+; R] -> BUN - ELSIKPDG 9.6% (580 FT/NM) until passing 1700FT due to airspace limitations. If unable to comply, advise EBBR DELIVERY prior to start-up L179 eastbound. To be used when adequate MIL airspaces are AVBL for GAT. To be used by all TFC at ATC discretion. Pilots unable to comply with the procedure shall advise ATC and expect ELSIK 3K.
SOPOK3G[A1700+;L] -> HUL [A6000+] - BR102 - BULUX - [F170+; R] -> SOPOKOnly AVBL from 0500 to 2159 (0400 to 2059).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). To be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR part 36 Stage 3 and whose performances permit to adhere to the SID.
PITES3G[A1700+; L] -> HUL[A6000+] - BR102 - REMBA - RITAX - DIK - PITESAVBL from 0500 to 2159 (0400 to 2059).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). To be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR Part 36 Stage 3 and whose performances permit to adhere to the SID. CDR 1 - H24 TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3G - SOPOK - RITAX - DIK - PITES). Only when M150 between DIK and PITES is AVBL (alternative route: SOPOK 3G - SOPOK - ETENO).
ROUSY3G[A1700+; L] -> BR101 - HUL[A6000+] - BR102 - REMBA - RITAX - ROUSYAVBL from 0500 to 2159 (0400 to 2059).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). To be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR part 36 Stage 3 and whose performances permit to adhere to the SID. CDR 1 - H24 TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3G - SOPOK - RITAX - ROUSY).
LNO3G[A1700+; L] -> BR101 - BR103[A6000+] - LNOAVBL from 0500 to 2159 (0400 to 2059).
AVBL for TFC requesting a cruising or initial flight level below FL 195. To be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR part 36 Stage 3 and whose performances permit to adhere to the SID. Cross BR103 at FL 060 or above (FL 070 when QNH is 995 HPA or below).
SPI3G[A1700+; L] -> BR103[T107; A6000+] - BR105 - SPIAVBL from 0500 to 2159 (0400 to 2059).
To be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR part 36 Stage 3 and whose performances permit to adhere to the SID. Cross BR103 at FL 060 or above (FL 070 when QNH is 995 HPA or below)
CIV1K[A700+] -> BR045 - BR009 - CIVAVBL from 2200 to 0459 (2100 to 0359). H24 on SAT and SUN.
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). M617 southbound, MAX FL 170. Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA. N872 southbound, only for TFC flight planned ABV FL 195.
Between 2200 and 0459, only to be used by aircraft with QC≤4.
LNO3K[A700+] -> BR301[T245] - [T245; A4000+; L] - HUL[T103; A6000+] - LNOAVBL from 0500 to 2159 (0400 to 2059).
For TFC requesting a cruising or initial FL below FL 195. To be used by four-engine aircraft.
SPI3K[A700+] -> BR301[T245] - [T245; A4000+; L] - BR302[T107; A6000+] - SPIAVBL from 0500 to 2159 (0400 to 2059).
To be used by four-engine aircraft.
SOPOK3K[A700+] -> BR301[T245] - [T245; A4000+; L] - BR302[T107; A6000+] - BULUX - [F170+; R] -> SOPOKAVBL from 0500 to 2159 (0400 to 2059).
To be used by four-engine aircraft. ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
PITES3K[A700+] -> BR301[T245] - [T245; A4000+; L] - BR302[T107; A6000+] - REMBA - RITAX - DIK - PITESAVBL from 0500 to 2159 (0400 to 2059).
To be used by four-engine aircraft. ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). CDR 1 - H24. TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3K - SOPOK - RITAX - DIK - PITES). Only when M150 between DIK and PITES is AVBL (alternative route: SOPOK 3K - SOPOK - ETENO).
ROUSY3K[A700+] -> BR301[T245] - [T245; A4000+; L] - BR302[T107; A6000+] - REMBA - RITAX - ROUSYAVBL from 0500 to 2159 (0400 to 2059).
To be used by four-engine aircraft. ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
CDR1 - H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3K - SOPOK - RITAX - ROUSY).
ELSIK3K[A700+; R] -> NIK - ELSIKPDG 9.6% (580 FT/NM) until passing 1700FT due to airspace limitations. If unable to comply, advise EBBR DELIVERY prior to start-up. L179 eastbound. To be used when adequate MIL airspaces are AVBL for GAT. To be used at ATC discretion.
LNO3M[A700+; R] -> BR421[T291] - BR422 - BR413 - HUL[A6000+] - LNOAVBL from 2200 to 0459 (2100 to 0359).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). For TFC requesting a cruising or initial FL below FL 195.
SPI3M[A700+; R] -> BR421[T291] - BR422 - BR413 - HUL[A6000+] - SPIAVBL from 2200 to 0459 (2100 to 0359).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
SOPOK3M[A700+; R] -> BR421[T291] - BR422 - BR413 - BR414 - BR415[A6000+] - BULUX - [F170+; R] -> SOPOKAVBL from 2200 to 0459 (2100 to 0359).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
PITES3M[A700+; R] -> BR421[T291] - BR422 - BR413 - BR414 - BR416[A6000+] - DIK - PITESAVBL from 2200 to 0459 (2100 to 0359).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
CDR1 - H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3M - SOPOK - RITAX - DIK - PITES). Only when M150 between DIK and PITES is AVBL (alternative route: SOPOK 3M - SOPOK - ETENO).
ROUSY3M[A700+; R] -> BR421[T291] - BR422 - BR413 - BR417 - BR418[A6000+] - ROUSYAVBL from 2200 to 0459 (2100 to 0359).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
CDR1- H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 3M - SOPOK - RITAX - ROUSY).
RWY 25L
DesignatorRNAV1 RouteRemarks
CIV1E[A700+; R] -> [T293; L] - BR251[T273] - CIVNot AVBL during weekends from 0500 to 2159 (0400 to 2059).
ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). M617 southbound, MAX FL 170. Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA. N872 and UN872 southbound, only for TFC flightplanned ABV FL 195.
KOK1E[A700+; R] -> BR252[T291; A1700+] - KOKL607 westbound.
DENUT1E[A700+; R] -> [T298; L] - BR253[T278; A1700+] - DENUTL610 westbound. For TFC overflying London TMA with requested FL ABV FL 245. For TFC DEST EGKK, EGHH and EGHI.
HELEN1E[A700+; R] -> BR255[T305] - HELENPDG 9.6% (580 FT/NM) until passing 1700FT due to airspace limitations. If unable to comply, advise EBBR DELIVERY prior to start-up For TFC INBD London TMA except DEST EGKK, EGHH and EGHI: route connection HELEN - COA. For TFC overflying London TMA with requested flight level below FL 245: route connection HELEN - COA. For TFC DEST EHAM: route connection HELEN - HSD.
NIK1E[A700+; R] -> NIKPDG 9.6% (580 FT/NM) until passing 1700FT due to airspace limitations. If unable to comply, advise EBBR DELIVERY prior to start-up M624 northbound. Not to be used by TFC DEST EHAM.
ELSIK1E[A700+; R] -> BUN - ELSIKPDG 9.6% (580 FT/NM) until passing 1700FT due to airspace limitations. If unable to comply, advise EBBR DELIVERY prior to start-up L179 eastbound. To be used when adequate MIL airspaces are AVBL for GAT. To be used by all TFC at ATC discretion.
SOPOK1E[A1700+; L] -> HUL [A6000+] - BR102 - BULUX - [F170+; R] -> SOPOKATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). To be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR part 36 Stage 3 and whose performances permit to adhere to the SID.
PITES1E[A1700+; L] -> HUL [A6000+] - BR102 - REMBA - RITAX - DIK - PITESATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). To be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR Part 36 Stage 3 and whose performances permit to adhere to the SID.
CDR1 - H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1E - SOPOK - RITAX - DIK - PITES). Only when M150 between DIK and PITES is AVBL (alternative route: SOPOK 1E - SOPOK - ETENO).
ROUSY1E[A1700+; L] -> BR101 - HUL [A6000+] - BR102 - REMBA - RITAX - ROUSYATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2). To be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR part 36 Stage 3 and whose performances permit to adhere to the SID.
CDR1 - H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1E - SOPOK - RITAX - ROUSY).
LNO3E[A700+; L] -> BR101 - BR103[A6000+] - LNOTo be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR part 36 Stage 3 and whose performances permit to adhere to the SID. For TFC requesting a cruising or initial FL below FL 195. Cross BR103 at FL 060 or above (FL 070 when QNH is 995 HPA or below)
SPI3E[A700+; L] -> BR103[T107; A6000+] - BR105 - SPITo be used by single, two- and three-engine aircraft. May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR Part 36 Stage 3 and whose performances permit to adhere to the SID. Cross BR103 at FL 060 or above (FL 070 when QNH is 995 HPA or below)
LNO1P[A700+] -> BR301[T245] - [T245; A4000+; L] - HUL[T103; A6000+] - LNOFor TFC requesting a cruising or initial FL below FL 195. To be used by four-engine aircraft.
SPI1P[A700+] -> BR301[T245] - [T245; A4000+; L] - BR302[T107; A6000+] - SPITo be used by four-engine aircraft.
SOPOK1P[A700+] -> BR301[T245] - [T245; A4000+; L] - BR302[T107; A6000+] - BULUX - [F170+; R] -> SOPOKTo be used by four-engine aircraft. ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
PITES1P[A700+] -> BR301[T245] - [T245; A4000+; L] - BR302[T107; A6000+] - REMBA - RITAX - DIK - PITESTo be used by four-engine aircraft. ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
CDR1 - H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1P - SOPOK - RITAX - DIK - PITES). Only when M150 between DIK and PITES is AVBL (alternative route: SOPOK 1P - SOPOK - ETENO).
ROUSY1P[A700+] -> BR301[T245] - [T245; A4000+; L] - BR302[T107; A6000+] - REMBA - RITAX - ROUSYTo be used by four-engine aircraft. ATC climb requirements: see AIP AD EBBR 2.22 (§ 3.2.2).
CDR1 - H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1P - SOPOK - RITAX - ROUSY).
ELSIK1P[A700+; R] -> NIK - ELSIKPDG 9.6% (580 FT/NM) until passing 1700FT due to airspace limitations. If unable to comply, advise EBBR DELIVERY prior to start-up. L179 eastbound. To be used when adequate MIL airspaces are AVBL for GAT. To be used at ATC discretion.
RWY 25L
DesignatorRouteRemarks
LateralVertical
CIV2Q

Climb straight ahead. At 7.0 DME BUB LT to TR 206° to intercept R-053 CIV INBD to CIV.

AVBL from 2200 to 0459 (2100 to 0359).
H24 on SAT and SUN.

ATC climb requirements: see § 3.2.2 below.

M617 southbound, MAX FL 170.

Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA.

N872 southbound, only for TFC flight planned ABV FL 195.

Between 2200 and 0459, only to be used by aircraft with QC ≤ 4.

3.2.1.2   Waypoint Information
IDLatitudeLongitude
BR009504645.6N0041652.9E
BR010504759.7N0043857.8E
BR011504634.6N0044604.2E
BR012504642.1N0043607.3E
BR013504200.3N0044228.9E
BR014504315.6N0042300.9E
BR015505527.1N0042026.7E
BR016505707.5N0041921.6E
BR017510208.8N0041122.9E
BR018505823.7N0041943.8E
BR045505247.9N0042143.7E
BR101504944.6N0042952.6E
BR102504135.6N0044433.9E
BR103504719.8N0044213.5E
BR105504634.7N0044604.0E
BR251505434.6N0041844.1E
BR252505520.7N0042123.5E
BR253505527.9N0041710.6E
BR255505814.2N0041726.2E
BR301505151.5N0042010.8E
BR302504318.4N0043552.9E
BR413504440.3N0041511.1E
BR414504450.7N0042801.8E
BR415504318.4N0043552.9E
BR416504159.9N0043349.4E
BR417504446.0N0042159.3E
BR418503919.3N0042937.5E
BR421505514.2N0042039.9E
BR422504914.7N0041200.2E
BR701505611.8N0043825.7E
BR702505754.8N0044708.3E
BR703505207.4N0045047.9E
BR704505745.1N0044629.8E
BR705505258.9N0045246.0E
BR751505635.5N0043633.5E
BR752505720.8N0044701.8E
BR753505200.6N0045024.2E
BULUX503534.0N0051504.6E
BUN510707.1N0045031.6E
CIV503426.3N0034958.4E
DENUT511410.0N0033927.4E
DIK495140.7N0060747.1E
ELSIK511142.1N0045955.0E
HELEN511407.1N0035211.0E
HUL504458.1N0043829.9E
KOK510540.9N0023905.9E
LNO503509.3N0054237.0E
NIK510954.3N0041102.2E
PITES494342.9N0063109.7E
REMBA503944.0N0045450.5E
RITAX500440.0N0054825.0E
ROUSY492835.0N0060654.0E
SOPOK501510.0N0054626.0E
SPI503053.1N0053725.0E
3.2.1.3   Path Terminators

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

3.2.1.3.1   RWY 07L
CIV3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1BR751CFN065.5RNAV1
2BR752TFN083.46.7RNAV1
3BR753TFN158.25.8RNAV1
4CIVTFN245.842.2RNAV1
DENUT3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA065.51800+RNAV1
2DENUTDFNLRNAV1
ELSIK3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA065.5700+RNAV1
2BUNDFNRNAV1
3ELSIKTFN052.17.5RNAV1
HELEN3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA065.51800+RNAV1
2HELENDFNLRNAV1
KOK3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA065.51700+RNAV1
2KOKDFNLRNAV1
LNO3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1BR751CFN065.5RNAV1
2BR752TFN083.46.7RNAV1
3BR705TFN140.25.7RNAV1
4REMBATFN174.313.3RNAV1
5LNOTFN098.330.8RNAV1
NIK3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA065.51700+RNAV1
2NIKDFNLRNAV1
PITES3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1BR751CFN065.5RNAV1
2BR752TFN083.46.7RNAV1
3BR705TFN140.25.7RNAV1
4REMBATFN174.313.3RNAV1
5RITAXTFN135.349.1RNAV1
6DIKTFN136.018.0RNAV1
7PITESTFN117.617.1RNAV1
ROUSY3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1BR751CFN065.5RNAV1
2BR752TFN083.46.7RNAV1
3BR705TFN140.25.7RNAV1
4REMBATFN174.313.3RNAV1
5RITAXTFN135.349.1RNAV1
6ROUSYTFN161.538.1RNAV1
SOPOK3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1BR751CFN065.5RNAV1
2BR752TFN083.46.7RNAV1
3BR705TFN140.25.7RNAV1
4REMBATFN174.313.3RNAV1
5BULUXTFN107.813.5RNAV1
6CA107.8FL170+RNAV1
7SOPOKDFNRNAV1
SPI3T
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1BR751CFN065.5RNAV1
2BR752TFN083.46.7RNAV1
3BR705TFN140.25.7RNAV1
4REMBATFN174.313.3RNAV1
5SPITFN107.828.5RNAV1
3.2.1.3.2   RWY 07R
CIV3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2BR701DFNRNAV1
3BR702TFN072.65.8RNAV1
4BR703TFN158.26.2RNAV1
5CIVTFN245.842.5RNAV1
DENUT3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2CA063.01800+RNAV1
3DENUTDFNLRNAV1
ELSIK3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2BR701DFNRNAV1
3BUNTFN034.913.3RNAV1
4ELSIKTFN052.17.5RNAV1
HELEN3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2CA063.01800+RNAV1
3HELENDFNLRNAV1
KOK3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2CA063.01700+RNAV1
3KOKDFNLRNAV1
LNO3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2BR701DFNRNAV1
3BR704TFN073.05.3RNAV1
4BR705TFN140.26.2RNAV1
5REMBATFN174.313.3RNAV1
6LNOTFN098.330.8RNAV1
NIK3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2CA063.01700+RNAV1
3NIKDFNLRNAV1
PITES3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2BR701DFNRNAV1
3BR704TFN073.05.3RNAV1
4BR705TFN140.26.2RNAV1
5REMBATFN174.313.3RNAV1
6RITAXTFN135.349.1RNAV1
7DIKTFN136.018.0RNAV1
8PITESTFN117.617.1RNAV1
ROUSY3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2BR701DFNRNAV1
3BR704TFN073.05.3RNAV1
4BR705TFN140.26.2RNAV1
5REMBATFN174.313.3RNAV1
6RITAXTFN135.349.1RNAV1
7ROUSYTFN161.538.1RNAV1
SOPOK3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2BR701DFNRNAV1
3BR704TFN073.05.3RNAV1
4BR705TFN140.26.2RNAV1
5REMBATFN174.313.3RNAV1
6BULUXTFN107.813.5RNAV1
7CA107.8FL170+RNAV1
8SOPOKDFNRNAV1
SPI3V
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA069.9700+RNAV1
2BR701DFNRNAV1
3BR704TFN073.05.3RNAV1
4BR705TFN140.26.2RNAV1
5REMBATFN174.313.3RNAV1
6SPITFN107.828.5RNAV1
3.2.1.3.3   RWY 19
LNO7L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR010DFNRNAV1
3BR011TFN107.36000+4.7RNAV1
4LNOTFN107.337.7RNAV1
SPI6L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR010DFNRNAV1
3BR011TFN107.36000+4.7RNAV1
4SPITFN115.336.3RNAV1
SOPOK8L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR012DFNRNAV1
3HULTFN139.06000+2.3RNAV1
4BR013TFN139.53.9RNAV1
5REMBATFN106.18.2RNAV1
6BULUXTFN107.813.5RNAV1
7CA107.8FL170+RNAV1
8SOPOKDFNRNAV1
ROUSY9L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR012DFNRNAV1
3HULTFN139.06000+2.3RNAV1
4BR013TFN139.53.9RNAV1
5REMBATFN106.18.2RNAV1
6RITAXTFN135.349.1RNAV1
7ROUSYTFN161.538.1RNAV1
PITES9L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR012DFNRNAV1
3HULTFN139.06000+2.3RNAV1
4BR013TFN139.53.9RNAV1
5REMBATFN106.18.2RNAV1
6RITAXTFN135.349.1RNAV1
7DIKTFN136.018.0RNAV1
8PITESTFN117.617.1RNAV1
CIV2L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR012DFNRNAV1
3BR014TFN247.6R9.0RNAV1
4CIVTFN247.422.8RNAV1
KOK1N
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR015DFNR2900+RNAV1
3KOKTFN279.864.8RNAV1
DENUT8L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.41700+RNAV1
2BR016DFNRRNAV1
3BR017TFN315.07.1RNAV1
4DENUTTFN301.123.4RNAV1
DENUT7N
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR016DFNR3700+RNAV1
3BR017TFN315.07.1RNAV1
4DENUTTFN301.123.4RNAV1
HELEN6L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.41700+RNAV1
2BR016DFNRRNAV1
3BR017TFN315.07.1RNAV1
4HELENTFN314.917.0RNAV1
HELEN6N
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR016DFNR3700+RNAV1
3BR017TFN315.07.1RNAV1
4HELENTFN314.917.0RNAV1
NIK3L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.41700+RNAV1
2BR018DFNRRNAV1
3NIKTFN334.612.8RNAV1
NIK5N
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BR018DFNR4200+RNAV1
3NIKTFN334.612.8RNAV1
ELSIK2L
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA194.4700+RNAV1
2BUNDFNLRNAV1
3ELSIKTFN52.17.5RNAV1
3.2.1.3.4   RWY 25R
CIV3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2CI293.0RRNAV1
3BR251CFN273.0LRNAV1
4CIVTFN222.327.2RNAV1
KOK3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR252CFN291.0R1700+RNAV1
3KOKTFN279.865.4RNAV1
DENUT3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2CI298.0RRNAV1
3BR253CFN278.0L1700+RNAV1
4DENUTTFN308.530.3RNAV1
HELEN3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR255CFN305.0RRNAV1
3HELENTFN315.122.5RNAV1
NIK3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2NIKDFNRRNAV1
ELSIK3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BUNDFNRRNAV1
3ELSIKTFN052.17.5RNAV1
SOPOK3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.51700+RNAV1
2HULDFNL6000+RNAV1
3BR102TFN131.25.1RNAV1
4BULUXTFN107.120.3RNAV1
5CA107.1FL170+RNAV1
6SOPOKDFNRNAV1
ROUSY3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.51700+RNAV1
2BR101DFNLRNAV1
3HULTFN131.16000+7.3RNAV1
4BR102TFN131.25.1RNAV1
5REMBATFN105.86.8RNAV1
6RITAXTFN135.349.1RNAV1
7ROUSYTFN161.538.1RNAV1
PITES3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.51700+RNAV1
2HULDFNL6000+RNAV1
3BR102TFN131.25.1RNAV1
4REMBATFN105.86.8RNAV1
5RITAXTFN135.349.1RNAV1
6DIKTFN136.018.0RNAV1
7PITESTFN117.617.1RNAV1
LNO3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.51700+RNAV1
2BR101DFNLRNAV1
3BR103TFN107.16000+8.2RNAV1
4LNOTFN107.240.3RNAV1
SPI3G
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.51700+RNAV1
2BR103CFN107.1L6000+RNAV1
3BR105TFN107.12.6RNAV1
4SPITFN115.336.3RNAV1
LNO3K
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4HULCFN103.1L6000+RNAV1
5LNOTFN103.142.0RNAV1
SPI3K
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4BR302CFN107.0L6000+RNAV1
5SPITFN107.241.1RNAV1
SOPOK3K
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR301CFY245.5RRNAV1
3CA245.54000+RNAV1
4BR302CFN107.0L6000+RNAV1
5BULUXTFN107.026.1RNAV1
6CA107.0FL 170+RNAV1
7SOPOKDFNRNAV1
PITES3K
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4BR302CFN107.0L6000+RNAV1
5REMBATFN106.412.6RNAV1
6RITAXTFN135.349.1RNAV1
7DIKTFN136.018.0RNAV1
8PITESTFN117.617.1RNAV1
ROUSY3K
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4BR302CFN106.4L6000+RNAV1
5REMBATFN106.412.6RNAV1
6RITAXTFN135.349.1RNAV1
7ROUSYTFN161.538.1RNAV1
ELSIK3K
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2NIKDFNRRNAV1
3ELSIKTFN086.330.8RNAV1
CIV1K
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.4700+RNAV1
2BR045CFN252.0RNAV1
3BR009TFN207.0L6.8RNAV1
4CIVTFN234.4R21.1RNAV1
LNO3M
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR421CFN291.0RRNAV1
3BR422TFN222.58.1RNAV1
4BR413TFN156.25.0RNAV1
5HULTFN088.76000+14.8RNAV1
6LNOTFN103.142.0RNAV1
SPI3M
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR421CFN291.0RRNAV1
3BR422TFN222.58.1RNAV1
4BR413TFN156.25.0RNAV1
5HULTFN088.76000+14.8RNAV1
6SPITFN110.240.1RNAV1
SOPOK3M
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR421CFN291.0RRNAV1
3BR422TFN222.58.1RNAV1
4BR413TFN156.25.0RNAV1
5BR414TFN088.78.2RNAV1
6BR415TFN107.16000+5.2RNAV1
7BULUXTFN107.026.1RNAV1
8CA107.0FL 170+RNAV1
9SOPOKDFNRNAV1
PITES3M
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR421CFN291.0RRNAV1
3BR422TFN222.58.1RNAV1
4BR413TFN156.25.0RNAV1
5BR414TFN088.78.2RNAV1
6BR416TFN127.76000+4.7RNAV1
7DIKTFN129.378.5RNAV1
8PITESTFN117.617.1RNAV1
ROUSY3M
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA245.5700+RNAV1
2BR421CFN291.0RRNAV1
3BR422TFN222.58.1RNAV1
4BR413TFN156.25.0RNAV1
5BR417TFN088.74.3RNAV1
6BR418TFN138.36000+7.3RNAV1
7ROUSYTFN137.994.6RNAV1
3.2.1.3.5   RWY 25L
LNO3E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR101DFNLRNAV1
3BR103TFN107.16000+8.2RNAV1
4LNOTFN107.240.3RNAV1
SPI3E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR103CFN107.1L6000+RNAV1
3BR105TFN107.12.6RNAV1
4SPITFN115.336.3RNAV1
CIV1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2CI293.0RRNAV1
3BR251CFN273.0LRNAV1
4CIVTFN222.327.2RNAV1
KOK1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR252CFN291.0R1700+RNAV1
3KOKTFN279.865.4RNAV1
DENUT1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2CI298.0RRNAV1
3BR253CFN278.0L1700+RNAV1
4DENUTTFN308.530.3RNAV1
HELEN1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR255CFN305.0RRNAV1
3HELENTFN315.122.5RNAV1
NIK1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2NIKDFNRRNAV1
ELSIK1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BUNDFNRRNAV1
3ELSIKTFN052.17.5RNAV1
SOPOK1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.01700+RNAV1
2HULDFNL6000+RNAV1
3BR102TFN131.25.1RNAV1
4BULUXTFN107.120.3RNAV1
5CA107.1FL 170+RNAV1
6SOPOKDFN135.3RNAV1
ROUSY1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.01700+RNAV1
2BR101DFNLRNAV1
3HULTFN131.16000+7.3RNAV1
4BR102TFN131.25.1RNAV1
5REMBATFN105.86.8RNAV1
6RITAXTFN135.349.1RNAV1
7ROUSYTFN161.538.1RNAV1
PITES1E
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.01700+RNAV1
2HULDFNL6000+RNAV1
3BR102TFN131.25.1RNAV1
4REMBATFN105.86.8RNAV1
5RITAXTFN135.349.1RNAV1
6DIKTFN136.018.0RNAV1
7PITESTFN117.617.1RNAV1
LNO1P
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4HULCFN103.1L6000+RNAV1
5LNOTFN103.142.0RNAV1
SPI1P
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4BR302CFN107.0L6000+RNAV1
5SPITFN107.241.1RNAV1
SOPOK1P
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4BR302CFN107.0L6000+RNAV1
5BULUXTFN107.026.1RNAV1
6CA107.0FL 170+RNAV1
7SOPOKDFNRNAV1
PITES1P
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4BR302CFN107.0L6000+RNAV1
5REMBATFN106.412.6RNAV1
6RITAXTFN135.349.1RNAV1
7DIKTFN136.018.0RNAV1
8PITESTFN117.617.1RNAV1
ROUSY1P
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2BR301CFY245.5RNAV1
3CA245.54000+RNAV1
4BR302CFN106.4L6000+RNAV1
5REMBATFN106.412.6RNAV1
6RITAXTFN135.349.1RNAV1
7ROUSYTFN161.538.1RNAV1
ELSIK1P
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)NAV Spec
1CA250.0700+RNAV1
2NIKDFNRRNAV1
3ELSIKTFN086.330.8RNAV1
3.2.2   Climb Requirements

All traffic shall initially climb to FL 060 (FL 070 when QNH is 995 HPA or below), unless instructed otherwise by ATC. Brussels APP or Brussels ACC will allocate a higher level as soon as possible.

Following additional requirements apply:

  • Traffic proceeding via SOPOK - ETENO - LIRSU and planned above FL 245 shall cross BULUX at FL 170 MNM and ETENO at FL 250 MNM;
  • Traffic proceeding via REMBA - RITAX shall cross REMBA at FL 100 MNM;
  • Traffic proceeding via RITAX - ROUSY or RITAX - PITES and planned above FL 245 shall cross RITAX or abeam at FL 250 MNM;
  • Traffic proceeding via CIV - MEDIL and planned above FL 265 shall cross MEDIL at FL 210 MNM.

Aircraft unable to meet these requirements shall advise ATC when requesting start-up clearance, allowing for appropriate coordination to be made with adjacent ATS units in due time.

4   LOW VISIBILITY OPERATIONS
4.1   Facilities and Equipment Available
4.1.1   Runways

During LVO, RWY 25L (arrivals only) and RWY 25R shall be used by preference.

Arrival runways:

  • RWY 25L and 25R are equipped with ILS and are approved for CAT III operations with a minimum RVR of 50 M.
  • RWY 01 is equipped with ILS and is approved for CAT I operations with a minimum RVR of 550 M.

The runway exits are equipped with alternating green and yellow centre line lights within the ILS sensitive areas. Landing aircraft should vacate this area as soon as possible.

Departing aircraft are required to use the following holding points:

  • RWY 25R: CAT II/III holding points B1 and B3, W41/W42 or A1. Holding point B3 shall only be used when B1 is not available
  • RWY 25L: CAT I/II/III holding point C1
  • RWY 19: holding points E7/E6. Holding point E6 shall only be used when E7 is not available
  • RWY 01: holding point D2
  • RWY 07R: CAT I/II/III holding point Z
  • RWY 07L: CAT II/III holding points A7 or B10

Backtrack is not allowed during LVO.

Guided take-off is not available.

In order to provide adequate protection of the ILS system, no vehicle or aircraft shall infringe the ILS sensitive areas when an arriving aircraft is within 2 NM from touchdown and has not completed its landing run.

4.1.2   Taxiways

Taxi is restricted to the taxiways equipped with centre line lights. Standard routes are established for departing and arriving aircraft (see chart AD 2.EBBR-GMC.04). After receiving taxi clearance, aircraft shall proceed only when a green centre line path is illuminated, except on TWY N6-A1.

When RVR at TDZ falls below 400 M, a follow-me car is available on stand-by to assist pilots during taxi upon request.

ATC may use ground surveillance information to assist in monitoring aircraft and vehicles on the manoeuvring area and to provide aerodrome control service.

4.1.3   Communications

Pilots will be informed by ATIS or ATC when LVO are in progress. The ATIS message will contain the phrase “LOW VISIBILITY OPERATIONS” and will also provide details of any unavailability of equipment relevant to LVO.

Pilots will be informed by ATC when LVO are terminated.

4.2   Criteria for Initiation and Termination of LVO

The preparation phase will start when visibility falls below 1 500 M and/or ceiling is at or below 300 FT, and CAT II/III operations are expected. The operations phase will start when RVR falls below 800 M and/or the ceiling is below 200 FT.

LVO will be terminated when RVR is greater than 800 M and ceiling is higher than 200 FT, and a continuing improvement in these conditions is expected.

4.3   Other Information

When LVO are active, arriving aircraft will be vectored to intercept the ILS at least 10 NM from touchdown. ATC will provide suitable spacing between arrivals to achieve sufficient protection of the ILS sensitive area (see § 4.1.1 above). This spacing will be in the order of 8 NM in case of CAT II operations and 10 NM during CAT III operations.

The traffic manager will determine the applicable traffic acceptance rate according to the circumstances.

CAT II and CAT III approach practice during normal operations is allowed, but pilots should be aware that due to high traffic intensity, protection of the ILS sensitive area cannot be guaranteed and fluctuations in the ILS signal may occur.

5   VFR FLIGHTS
5.1   General

Pilots flying to/from EBBR or crossing Brussels CTR or TMA shall adhere strictly to all published procedures and ATC instructions. Non-adherence can cause unacceptable supplementary workload for ATC and may result in delays for the flights concerned. In any case, IFR traffic will have priority over VFR traffic.

VFR traffic (state aircraft and helicopter flights excluded) shall not enter Brussels CTR or TMA during following periods:

  • from MON to FRI: 0700-0900 (0600-0800), 1200-1300 (1100-1200) and 1600-1900 (1500-1800);
  • on SAT: 0700-0800 (0600-0700);
  • on SUN: 1600-1900 (1500-1800).

Local VFR flights at night within the aerodrome traffic circuit are prohibited.

The published routes are compulsory. All routes are allocated at ATC discretion according to the traffic situation. Pilots unable to comply shall contact ATC immediately to request an alternative route.

To enhance the see-and-avoid concept, VFR flights operating in Brussels CTR or TMA are advised to switch on their navigation, landing and anti-collision lights, and they shall keep a sharp look-out for other aircraft.

In order to improve radar detection, pilots flying transponder equipped aircraft shall set code 7000 in mode A/C. Unless another code has been previously allocated, Brussels TWR will allocate a code from series 6301-6313.

5.2   Visual Reporting Points

VFR traffic shall only use following reporting points:

AbbreviationNameAssociated landmarkPosition
AMAbeam Mecheleneast of Mechelen, lake Nekker510117N 0043023E
ATAtomiummonument505342N 0042029E
BEBertemradar station505226N 0043659E
CABrucargocargo terminal505420N 0042726E
GBGroot-Bijgaardenmotorway intersection R0-E40505231N 0041626E
HOHaasrodeintersection motorway E40 and road N25505041N 0044302E
KHKampenhout-Sasintersection canal Leuven-Dijle and road N21505720N 0043537E
LOWaterloomonument504042N 0042417E
MEMechelenwater tower510039N 0042749E
NONossegemintersection motorway E40 and road N227505210N 0043038E
PUPeutiepylon military domain505555N 0042757E
SHSouth Herent KBC building at intersection of motorway E314 and road N2505310N 0044039E
TETernatcastle505216N 0041014E
WAWavreradio and television mast504426N 0043512E
ZBForêt de Soignes/Zoniënbosmotorway intersection R0-E411504803N 0042754E
5.3   Inbound Traffic
5.3.1   Communications

Pilots intending to enter Brussels CTR shall contact Brussels TWR on FREQ 120.780 (8.33 KHZ CH) (entry via AT, GB or ME) or 118.605 (8.33 KHZ CH) (entry via HO, LO or WA).

Pilots entering Brussels TMA shall contact Brussels Departure (entry between 2 000 FT AMSL and FL 060) or Brussels ACC (entry above FL 060).

All VFR flights with destination EBBR shall report their position and obtain an ATC clearance before entering the Brussels CTA, TMA or CTR. When practicable, the request shall be made at least 5 MIN prior to entry.

5.3.2   Routes
RWY 25L/R OR RWY 07L/R IN USE
Arrivals from the NorthJoin Brussels CTR via ME and proceed to PU.
Traffic shall remain RIGHT of motorway E19 and enter the aerodrome traffic circuit according to ATC instructions.
Arrivals from the SouthJoin Brussels CTR via WA or LO and proceed to ZB, NO next.
Traffic shall remain RIGHT of motorways E411/R0, and enter the aerodrome traffic circuit according to ATC instructions.
RWY 01 (ARR) AND 07L/R (DEP) OR RWY 01/19 IN USE
Arrivals from the WestJoin Brussels CTR via TE and proceed to GB, AT and CA next.
Traffic shall remain RIGHT of motorway E40 and enter the aerodrome traffic circuit according to ATC instructions.
Arrivals from the EastJoin Brussels CTR via HO and proceed to BE, NO next.
Traffic shall remain RIGHT of motorway E40, and enter the aerodrome traffic circuit according to ATC instructions.

Crossing traffic shall follow the routes indicated above and proceed in accordance with ATC instructions.

Crossing traffic with destination EBGB will not be allowed to route directly to EBGB, but will be instructed to vacate Brussels CTR via the relevant outbound routes indicated below.

Aircraft crossing Brussels CTR east of EBBR may be instructed by ATC to hold over reporting point SH (northbound traffic) or KH (southbound traffic), awaiting clearance to cross the final approach path of RWY 25L/R.

5.4   Outbound Traffic
5.4.1   Communications

Pilots departing from EBBR shall request start-up clearance from Brussels Delivery. The clearance will be issued depending on traffic density.

Together with start-up clearance, pilots will receive instructions regarding the transponder setting, the outbound routes to be expected and the ATS unit(s) to be contacted with the associated frequency.

Departing traffic with destination EBGB will not be allowed to route directly to EBGB, but will be instructed to vacate Brussels CTR via the relevant outbound routes indicated below.

5.4.2   Routes
RWY 19 AND 25L/R IN USE
Departures to the NorthAfter take-off, right turn to PU and proceed via AM.
Traffic shall remain RIGHT of motorway E19 and leave Brussels CTR according to ATC instructions.
Departures to the SouthAfter take-off, left turn to NO and proceed via ZB to LO or WA.
Traffic shall remain RIGHT of motorways R0/E411 and leave Brussels CTR according to ATC instructions.
RWY 01 AND 07L/R IN USE
Departures to the WestAfter take-off, left turn to CA and proceed via AT, GB and TE.
Traffic shall remain RIGHT of motorway E40 and leave Brussels CTR according to ATC instructions.
Departures to the EastAfter take-off, right turn to NO or abeam and proceed via BE and HO.
Traffic shall remain RIGHT of motorway E40 and leave Brussels CTR according to ATC instructions.
6   HELICOPTER FLIGHTS

All helicopters to and from EBBR are subject to PPR. Prior permission must be obtained before the departure of the helicopter. In flight requests are not allowed. PPR requests shall be addressed to Brussels Airport Company Airside Inspection:

TEL: + 32 (0) 2 753 69 00

FAX: + 32 (0) 2 753 69 09

Email: inspect@brusselsairport.be

Upon requesting permission to land at or take off from EBBR, notwithstanding any other required information, the pilot will clearly indicate:

  • the flight rules under which the flight will be performed: IFR or VFR;
  • the MOPSC;
  • the time of the day on which the flight will be performed (day or night flight);
  • the performance class under which the helicopter will be operated.

Restrictions of use applying to the FATO:

  • The FATO is limited to:
    • helicopters able to climb according their associated performance class and obstacle surface clearance;
    • VFR traffic only;
    • HJ;
    • performance class 2 (slope category “C”) and performance class 3 (slope category “B”) operations only;
    • helicopters that have an MOPSC ≤ 19;
  • All helicopters shall take off or land on the designated runway in use in the following conditions:
    • HN;
    • operating under IFR;
    • operating under performance class 1 (slope category “A”);
    • if the MOPSC > 19.
7   RADIO COMMUNICATION FAILURE

If an aircraft does not succeed in landing within the 30 MIN normally allowed for approach and landing, it shall leave Brussels CTR and TMA on R-289 BUB at 2 200 FT QNH or below, and land at the first suitable aerodrome where the weather conditions allow a visual approach and landing.

See also ENR 1.1, § 1.10.5.

EBBR AD 2.23   Additional Information

1   ATIS

ATIS messages serving inbound and outbound traffic are broadcast H24 (see EBBR AD 2.18).

The messages contain following elements in the order as listed:

ItemATISStart of expression
Aerodrome nameEBBR NATBrussels National...
Alphabetical designatorARR or DEP (A till Z)Arrival or Departure... (alfa - zulu)
Time of observationHHMM....
Type of approach to be expected (ARR only)TYPE APCHExpecting vectoring...
Runway in use for ARR (resp DEP)ARR RWY(s)Runway (RWY) for arrivals
RSCD timeRunway surface condition at....
RSCD for complete RWY or per third part of RWY including depthTDZ...UP TO...mm
MID...UP TO...mm
END...UP...mm
touchdown zone...up to...mm
middle...up to...mm
end...up to...mm
RWYCCRWYCCRunway condition code...
Runway in use for DEP (resp ARR)DEP RWY(s)Runway (RWY) for departures
Transition levelTRLTransition level...
Operational statusOPS STS...
Surface wind, direction and speed (including significant variations)WINDWind...
VisibilityVISCAVOK or visibility...
RVRRVR (RWY)
TDZ / M, MID / M, END / M
RVR runway... ...metres, ...metres, ...metres
Present weatherWXweather...
Cloud base or vertical visibilityCLD VV / FTCloud...or vertical visibility...
Air temperatureTTemperature...
Dewpoint temperatureDPDewpoint...
Altimeter settingsQNHQNH...
Recent weatherREWXRecent...
Supplementary meteorological phenomenaSIGWXWind shear..., cumulonimbus in climb out, severe icing,...
Landing forecast TRENDTRENDNOSIG, trend BCMG...or trend TEMPO...
CONFIRM ATIS ARR (resp DEP)CFM...(A till Z)Confirm ARR (DEP)...(alfa - zulu) on first contact

When rapidly changing weather conditions make it inadvisable to include a weather report in the ATIS broadcast, the weather data are omitted and replaced by the phrase “MET REPORT OMITTED DUE TO RAPID CHANGES”. The omitted data can be requested from ATC.

Pilots are requested to listen to the ATIS broadcast prior to the first contact with ATS. When establishing communication with the relevant ATS unit, the pilot shall acknowledge receipt of ATIS message with the phrase “INFORMATION ... [alphabetical designator] RECEIVED”. ATS will confirm the validity of the received alphabetical designator. If the designator has changed meanwhile, only the actually valid designator will be given.

EBBR AD 2.24  Charts Related to EBBR

AD 2.EBBR-ADC.01Aerodrome Chart - ICAO
AD 2.EBBR-ADC.02Aerodrome Chart - ICAO: Appendix 1: Runway Marking Aids
AD 2.EBBR-ADC.03Aerodrome Chart - ICAO. Appendix 2: Runway Lighting Aids
AD 2.EBBR-GMC.01Aerodrome Ground Movement Chart - ICAO
AD 2.EBBR-GMC.02aAerodrome Ground Movement Chart - ICAO. Appendix 1: Taxiways, Aircraft Stand Taxi Lanes and Holding Platforms (a)
AD 2.EBBR-GMC.02bAerodrome Ground Movement Chart - ICAO. Appendix 1: Taxiways, Aircraft Stand Taxi Lanes and Holding Platforms (b)
AD 2.EBBR-GMC.02cAerodrome Ground Movement Chart - ICAO. Appendix 1: Taxiways, Aircraft Stand Taxi Lanes and Holding Platforms (c)
AD 2.EBBR-GMC.02dAerodrome Ground Movement Chart - ICAO. Appendix 1: Taxiways, Aircraft Stand Taxi Lanes and Holding Platforms (d)
AD 2.EBBR-GMC.03Aerodrome Ground Movement Chart - ICAO. Appendix 2: Ground Movement Responsibilities
AD 2.EBBR-GMC.04Aerodrome Ground Movement Chart - ICAO. Appendix 3: Low Visibility Procedures
AD 2.EBBR-GMC.05Aerodrome Ground Movement Chart - ICAO. Appendix 4: Hot Spots
AD 2.EBBR-GMC.06aAerodrome Ground Movement Chart - ICAO. Appendix 5: A380 Ground Movements
AD 2.EBBR-GMC.06bAerodrome Ground Movement Chart - ICAO. Appendix 6: B747-8/-8F Ground Movements
AD 2.EBBR-GMC.07Aerodrome Ground Movement Chart - ICAO. Appendix 7: De-icing
AD 2.EBBR-APDC.01Aircraft Parking Docking Chart - ICAO
AD 2.EBBR-APDC.02Aircraft Parking Docking Chart - ICAO: Apron 9
AD 2.EBBR-APDC.03Aircraft Parking Docking Chart - ICAO: General Aviation
AD 2.EBBR-APDC.04Aircraft Parking Docking Chart - ICAO: Mil Apron
AD 2.EBBR-AOC.01Aerodrome Obstacle Chart. Type A (Operating Limitations): RWY 01/19
AD 2.EBBR-AOC.02Aerodrome Obstacle Chart. Type A (Operating Limitations): RWY 07L/25R
AD 2.EBBR-AOC.03Aerodrome Obstacle Chart. Type A (Operating Limitations): RWY 07R/25L
AD 2.EBBR-PATC.01Precision Approach Terrain Chart - ICAO: RWY 25L
AD 2.EBBR-PATC.02Precision Approach Terrain Chart - ICAO: RWY 25R
AD 2.EBBR-ATCSMAC.01ATC Surveillance Minimum Altitude Chart - ICAO
AD 2.EBBR-STAR.01Standard Arrival Chart - Instrument (STAR) - ICAO
AD 2.EBBR-SID.01Standard Departure Chart - Instrument (SID) - ICAO: RWY 01
AD 2.EBBR-SID.02Standard Departure Chart - Instrument (SID) - ICAO: RWY 07L
AD 2.EBBR-SID.03Standard Departure Chart - Instrument (SID) - ICAO: RWY 07R
AD 2.EBBR-SID.04Standard Departure Chart - Instrument (SID) - ICAO: RWY 19
AD 2.EBBR-SID.05Standard Departure Chart - Instrument (SID) - ICAO: RWY 25L (E Departures)
AD 2.EBBR-SID.06Standard Departure Chart - Instrument (SID) - ICAO: RWY 25L (P Departures)
AD 2.EBBR-SID.07Standard Departure Chart - Instrument (SID) - ICAO: RWY 25R (G Departures)
AD 2.EBBR-SID.08Standard Departure Chart - Instrument (SID) - ICAO: RWY 25R (K Departures)
AD 2.EBBR-SID.09Standard Departure Chart - Instrument (SID) - ICAO: RWY 25R (M Departures)
AD 2.EBBR-IAC.01Instrument Approach Chart - ICAO: ILS CAT II & III or LOC z RWY 25R (IAF ANT/KERKY)
AD 2.EBBR-IAC.02Instrument Approach Chart - ICAO: ILS CAT II & III or LOC y RWY 25R (IAF FLO)
AD 2.EBBR-IAC.03Instrument Approach Chart - ICAO: ILS CAT II & III or LOC z RWY 25L (IAF ANT/KERKY)
AD 2.EBBR-IAC.04Instrument Approach Chart - ICAO: ILS CAT II & III or LOC y RWY 25L (IAF FLO)
AD 2.EBBR-IAC.05Instrument Approach Chart - ICAO: VOR z RWY 25L (IAF ANT/KERKY)
AD 2.EBBR-IAC.06Instrument Approach Chart - ICAO: VOR y RWY 25L (IAF FLO)
AD 2.EBBR-IAC.07aInstrument Approach Chart - ICAO: ILS or LOC RWY 01
AD 2.EBBR-IAC.07bInstrument Approach Chart - ICAO: ILS or LOC RWY 01. Appendix: Alternate routes RWY 01 - on ATC discretion only
AD 2.EBBR-IAC.08Instrument Approach Chart - ICAO: VOR RWY 07R
AD 2.EBBR-IAC.09Instrument Approach Chart - ICAO: ILS or LOC RWY 19
AD 2.EBBR-IAC.10Instrument Approach Chart - ICAO: VOR RWY 07L
AD 2.EBBR-IAC.11Instrument Approach Chart - ICAO: RNP RWY 01
AD 2.EBBR-IAC.11aInstrument Approach Chart - ICAO: RNP RWY 01. Appendix: FAS Datablock
AD 2.EBBR-IAC.12Instrument Approach Chart - ICAO: RNP RWY 25L
AD 2.EBBR-IAC.12aInstrument Approach Chart - ICAO: RNP RWY 25L. Appendix: FAS Datablock
AD 2.EBBR-IAC.13Instrument Approach Chart - ICAO: RNP RWY 25R
AD 2.EBBR-IAC.13aInstrument Approach Chart - ICAO: RNP RWY 25R. Appendix: FAS Datablock
AD 2.EBBR-IAC.14Instrument Approach Chart - ICAO: RNP RWY 19
AD 2.EBBR-IAC.14aInstrument Approach Chart - ICAO: RNP RWY 19. Appendix: FAS Datablock
AD 2.EBBR-VAC.01Visual Approach Chart - ICAO