1.1   Restrictions for Aircraft Categories

1.2   Alternate Aerodrome

1.3   Ground surveillance - Use of Mode S transponders

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

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

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

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

To ensure that the performance of systems based on SSR frequencies (including 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   Pre-departure Checks, including Engine/Power Check

Aircraft with engine(s) running can not stay more than five minutes on its parking position on P1, P2, P3 and P4.

Pre-departure checks, including engine/power checks shall not be performed on the parking position.

Pre-departure checks, including engine/power checks shall be performed on dedicated area after receiving the taxi clearance:

• RWY 24 in use: following ATC instructions, on P5 or on the dedicated zone on TWY S in front of parking position 35-39
• RWY 06 in use: following ATC instructions, at the holding point S1 or S2

2.1   Taxiway Restrictions

Circular turn path RWY 24 with radius of 30 M. Turn path allowed for aircraft with a steering angle not exceeding 45 degrees.

TWY S2 and S3 are prohibited to aircraft with wingspan exceeding 36 M.

TWY S4 is prohibited to aircraft with wingspan exceeding 20 M if turning right on the RWY towards THR 24.

180° backtrack on RWY 24 by aircraft of more than 20 T is only allowed on the turn pad after the end of RWY 24.

Due to safety reasons, no more than two aircraft with wingspan of 24 M or more are allowed simultaneously on RWY 06/24 and TWY S. When an aircraft with wingspan of 36 M or more performs a movement on RWY 06/24, no aircraft are allowed on TWY S and vice versa.

Airbus A340-300 taxiing on TWY N shall maintain both outer engines on idle to avoid FOD/stones ingestion due to unprepared TWY shoulders.

Airbus A340-300, A330-200 and A330-900 may be exceptionally allowed on TWY S via S1 and S4 upon prior approval by the airport authority, only with a follow-me car and wingman. For the Airbus A340-300, both outer engines shall remain on idle to avoid FOD/stones ingestion due to unprepared TWY shoulders.

TWY centreline markings shall strictly be followed by aircraft entering RWY 06 via N1 or N2.

TWY T1, T2 and T3 are restricted to military use.

3.1   General

It is prohibited to start aircraft engines outside the official opening hours of EBCI. This restriction applies to all aircraft categories.

Cross bleed procedure: first engine is started on the stand, second engine is started on the taxilane when push is finished.

Taxilanes F, G and H are under ATS guidance only. Pilots and drivers are responsible for their own separation.

Apron P10-P15: when RWY 24 is in use for landing, inbound traffic enters apron via TWY M4, M5 or M6. Outbound traffic will leave via TWY M5, M6 or M7. Aircraft will be pushed facing east, clockwise movement on the apron. When RWY 06 is in use for landing, inbound traffic enters apron via TWY M5, M6 or M7. Outbound traffic will leave via TWY M4, M5 or M6. Aircraft will be pushed facing west, counter clockwise movement on the apron.

Outbound traffic:

• aircraft with wingspan below 36 M will be pushed on F;
• Airbus A340-300, A330-200 and A330-900 aircraft shall be pushed on taxilane G.

180° turns on Apron North are forbidden.

3.2   Aircraft Stand Restrictions

• P1 and P2: Code A or B aircraft with height 4.78M MAX, length 18 M MAX and wingspan 16 .61M MAX only;
• P3: Aircraft with wingspan and length of 20 M MAX only;
• P4: Stands 19, 20, 21, 23, 24, 26 and 27 are dedicated to aircraft with wingspan 13.60 M MAX. Stands 22, 25 and 28 are dedicated to aircraft with wingspan 12 M MAX. Long duration parking of tail wheel aircraft prohibited on stands 26, 27 and 28;
• P5: Medium body aircraft maximum (tail wheel aircraft prohibited). Stand 30 is not available to aircraft with wingspan over 21M and length over 22M. Stands 31, 32, 33 and 34 are not available to aircraft with wingspan over 32M. Stand 36 not available;
• P10: Aircraft higher than code C allowed on West side of apron subject to airport authority prior approval;
• P15: No code D aircraft;
• Aircraft stands 51B, 55B, 57B, 67B and 80B dedicated to Airbus A340-300, A330-200, A330-900 and code D aircraft.

3.3   Specific Regulations on Aircraft Stands 80 to 94

Aircraft stands 80 to 94 are restricted to code C aircraft with length 39.5 M MAX. Aircraft shall enter and leave these stands on tow only.

Specific traffic restrictions apply when stands 88 to 94 are in use:

• taxilanes G and H are closed between M5 and M6;
• taxilane F shall be used one-way only, direction TWY M5 to TWY M6 except for towed aircraft;
• code D aircraft are not allowed on aprons P12, P13 and P14;
• caution is advised as handling traffic will cross taxilane F.

4.1   Preferential Runway System

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

1.1   Noise Certification

Aircraft operating at EBCI must be noise certificated according to ICAO Annex 16, Volume I. Between 0530-0600 (0430-0500) and 2100-2200 (2000-2100), movements of aircraft with MTOW over 8 618 KG and certified according to the standards of chapters 2, 3, 4 or 5 of ICAO Annex 16, Volume I are restricted to a maximum QC of 5 per movement.

The QC is calculated using the formula QC = 10^[(B-85)/10], whereby “B” 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.

At 2200 (2100) the aerodrome is closed for all aircraft movements, except for delayed landing of based aircraft (scheduled landing before 2200 (2100) and take-off the following day), provided the delay is due to circumstances beyond the operator's control and as far as the operator's points “P” do not exceed 0.616 per day (averaged on a yearly basis). For this purpose, “P” is calculated using the formula P = R x 10^[(B-85)/10], whereby “B” equals the certified approach noise level in EPNdB of the aircraft at its maximum landing weight, minus 9 EPNdB and “R” equals:

• 0.3 for a landing between 0 and 15 MIN or between 421 and 450 MIN after 2200 (2100);
• 0.8 for a landing between 16 and 30 MIN after 2200 (2100);
• 1.3 for a landing between 31 and 90 MIN after 2200 (2100);
• 1.8 for a landing between 91 and 420 MIN after 2200 (2100).

Prior to any concerned flight, operators shall provide following information to the Airport Authority:

• aircraft type and registration;
• MTOW and MLW;
• noise certification and, if necessary, all documents that include noise levels in EPNdB (sideline, take-off, approach).

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.).

1.2   Recertificated Aircraft

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

Following flights are exempted from this restriction:

• 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.);
• delayed flights, provided the delay is due to circumstances beyond the operator's control.

Exceptionally and on explicit justified request, the minister of transport may authorize take-off or landing of a non-compliant aircraft.

1.3   Reverse Thrust

The use of reverse thrust shall be kept to a minimum compatible with the safety of the aircraft. On the aprons, it is prohibited at any time.

1.4   Penalties

2.1   Engine Test Runs and Idle Checks

Engine tests runs (high power) are prohibited on aircraft stands.

Outdoor engine test runs (high power) are prohibited between 2000 and 0800 (1900 and 0700).

Idle checks are only allowed during opening hours.

During the engine test, no aircraft < than 10 T shall be on final RWY 24.

TWY S E of TWY S4 will be closed when a full power run-up is performed by an Airbus A340-300, A330-200 or an Airbus A330-900.

Full power engine tests of aircraft code C or above:

• will be notified by NOTAM;
• are performed on P5;
• only when RWY 24 is in use.

During full power engine tests aircraft with a MTOW ≤ 5.7 T are subject to the following restrictions:

• TWY S4 not available;
• only home-based aircraft are allowed to depart from TWY S3 (no landing, no touch and go);
• for training flights, instructor must be on board;
• in case of emergency, RWY 06 will be used for landing.

3.1   Noise Abatement Approach and Landing Procedures

Noise abatement descent and approach procedures using continuous descent and reduced power/reduced drag techniques should be used when following conditions apply:

• ILS available;
• runway clear and dry;
• visibility exceeding 1 900 M;
• ceiling higher than 500 FT above AD ELEV;
• cross wind component lower than 15 KT (gusts incl);
• tail wind component lower than 5 KT (gusts incl);
• no adverse weather conditions that may affect the approach (wind shear, thunderstorms, etc).

Turbo-jet powered aircraft shall use as final flap setting the minimum certified setting published in the aircraft operating manual for the applicable conditions. However, each pilot-in-command may use a different flap setting approved for the aircraft if he determines that it is necessary in the interest of safety.

3.2   Continuous Descent Operations (CDO)

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

Facilitation of CDO will be provided at ATC discretion only.

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

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

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

Note: All noise abatement procedures for arrivals as well as the speed limitations as specified in the AIP Belgium & Luxembourg remain applicable when performing CDO.

4.1   Climb Gradient

In order to minimize noise nuisance and to clear obstacles in the departure area, aircraft shall maintain a net climb gradient of 4% MNM until passing 3 000 FT QNH.

4.2   Noise Abatement Take-off and Climb Procedures

• From take-off to 2 100 FT QNH:
  • take-off power;
  • take-off flaps;
  • climb speed V2 + 10 KT MNM;
• At 2 100 FT QNH:
  • maintain flaps in take-off configuration;
  • climb speed V2 + 10 to 20 KT;
  • adjust power according to the noise abatement power thrust schedule provided in the aircraft operating manual;
• From 2 100 FT QNH to 3 600 FT QNH:
  • start accelerating;
  • start retracting flaps;
  • maintain a positive rate of climb;
• At 3 600 FT QNH:
  • accelerate to en-route climb speed.

1.1   Aerodrome Minima

Except when authorized by the CAA or in case of emergency, a pilot-in-command shall not take off below a minimum of 150 M RVR.

2.1   General

When radar service is available, military aircraft not equipped with VOR or not RNAV capable may only expect radar vectors to ILS or LOC RWY 24. Before starting the final approach, missed approach instructions will be issued by ATC.

2.2   Holding Patterns

The holding pattern shall be entered at 230 KIAS MAX.

2.3   Approach Procedures

3.1   Departure Procedures

4.1   Facilities and Equipment Available

4.2   Criteria for the Initiation and Termination of LVP

LVP includes preparation, operations and termination phases. The preparation phase will start when visibility falls below 1 500 M and/or ceiling is at or below 300 FT, and CAT II/IIIB operations are expected. The operations phase will start when RVR falls below 550 M and/or ceiling is below 200 FT.

LVP will be terminated when VIS is 800 M or more and ceiling is 200 FT or more, and a continuing improvement in these conditions is expected.

4.3   Other Information

When LVP are in operation, 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). Landing clearance will normally be given not later than 2 NM from touchdown.

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

AVGAS refuelling is not allowed during LVP.

CAT II and CAT III approach practice during normal operations is allowed, but pilots should be aware that protection of the ILS sensitive area cannot be guaranteed and fluctuations in the ILS signal may occur. Pilots will be informed by ATC when protection of the sensitive area is not provided.

5.1   General

Unless instructed otherwise by Charleroi TWR, pilots shall use the VFR routes established for their benefit and they shall join the visual reporting points used for entering or leaving Charleroi CTR at the specified altitude.

Special VFR flights may be performed as specified in ENR 1.2, § 1.2

5.2   Visual Reporting Points

VFR traffic shall only use following reporting points.

5.4   Outbound Traffic

Note: Reporting points NE, E and SW can be used at ATC discretion.

5.5   Visual Circuit

Visual circuit of aircraft up to 6 T shall be flown at 1 500 FT AMSL, unless otherwise instructed by ATC, or requested by the pilot. Aircraft with a weight exceeding 6 T that intend to make visual circuits below 2 500 FT AMSL shall use left turn when RWY 06 is in use and right turn when RWY 24 is in use.