Note: Unless explicitly indicated, the rules in this section apply in both Belgium and Luxembourg.
Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate to the route to be flown in accordance with the applicable air operations legislation.
Except when necessary for take-off or landing, or except when authorized by the CAA, an IFR flight shall be flown at a level that is at least 1 000 FT above the highest obstacle located within 8 KM of the estimated position of the aircraft.
An aircraft electing to change the conduct of its flight from compliance with IFR to compliance with VFR shall notify the appropriate ATS unit specifically that the IFR flight is cancelled and communicate thereto the changes to be made to its current flight plan.
When an aircraft operating under IFR is flown in or encounters VMC it shall not cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonable period of time in uninterrupted VMC.
Change from IFR flight to VFR flight shall only be acceptable when a message initiated by the pilot in command containing the specific expression ‘CANCELLING MY IFR FLIGHT’, together with the changes, if any, to be made to the current flight plan, is received by an ATS unit. No invitation to change from IFR flight to VFR flight shall be made by ATS either directly or by inference.
An IFR flight operating in cruising flight in controlled airspace shall be flown at a cruising level, or, if authorised by the ATS unit to employ cruise climb techniques, between two levels or above a level, selected from the table of cruising levels in ENR 1.7, § 3, except that the correlation of levels to track prescribed therein shall not apply whenever otherwise indicated in ATC clearances or specified in the AIP.
An IFR flight operating in level cruising flight outside of controlled airspace shall be flown at a cruising level appropriate to its track as specified in the table of cruising levels in ENR 1.7, § 3.
An IFR flight operating outside controlled airspace shall maintain an air-ground voice communication watch on the appropriate communication channel and establish two-way communication with the air traffic services unit providing flight information service.
An IFR flight operating outside controlled airspace shall report position, as specified in ENR 1.1, § 1.10.3.
Except as specified in § 1.4.1.2 and in ENR 3.3, § 1 aircraft shall follow the RNAV routes published in ENR 3.2. Alternate ATS routes may be used on prior request made by the pilot to Brussels ACC or Maastricht UAC, if co-ordination of the different types of traffic allows it.
Cruising levels below FL 220 are normally not available for overflying traffic.
FRA procedures are available within the lateral limits of the Brussels UIR, the Amsterdam FIR (excluding ATS delegated areas), the Hannover UIR (excluding ATS delegated areas) and those parts of the Rhein UIR where the provision of ATS is delegated to Maastricht UAC between FL 245 and FL 660 (hereafter mentioned MUAC FRA). For detailed lateral and vertical limits see ENR-2.1.
Detailed information and charts are available on https://www.eurocontrol.int/service/free-route-airspace-maastricht-uac.
MUAC FRA is available H24.
The ATS route network and RAD Annex 3B direct routings (DCTs) are not available above FL 245, except for those segments required for the vertical connection to the lower airspace or for special purposes.
Eligible flights are those overflying aircraft that enter and exit MUAC FRA (FL 245-FL 660). Additional eligible flights are those that depart from or arrive at aerodromes below the lateral area of MUAC FRA or in its proximity and have a requested flight level above FL 245 within MUAC FRA.
FRA (free route airspace)
A specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) waypoints, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control.
FRA Horizontal Entry Point (E)
A published significant point on the horizontal boundary of the FRA from which FRA operations are allowed. The FRA relevance of such points is included in ENR-4.1 and ENR-4.4 columns as (E).
FRA Horizontal Exit Point (X)
A published significant point on the horizontal boundary of the FRA to which FRA operations are allowed. The FRA relevance of such points is included in ENR-4.1 and ENR-4.4 columns as (X).
FRA Intermediate Point (I)
A published significant point or unpublished point, defined by geographical coordinates or by bearing and distance via which FRA operations are allowed. Intermediate points may be used to connect FRA operations to the FRA route network. If published, the FRA relevance of such points is included in ENR-4.1 and ENR-4.4 columns as (I).
FRA Arrival Connecting Point (A)
A published significant point to which FRA operations are allowed for arriving traffic to specific aerodromes. The FRA relevance of such points is included in ENR-4.1 and ENR-4.4 columns as (A).
FRA Departure Connecting Point (D)
A published significant point from which FRA operations are allowed for departing traffic from specific aerodromes. The FRA relevance of such points is included in ENR-4.1 and ENR-4.4 columns as (D).
Within MUAC FRA airspace users may freely plan a route between a defined FRA Horizontal Entry point (E) and a defined FRA Horizontal Exit point (X), with the possibility to route via FRA Intermediate points (I), without a reference to the FRA route network, subject to airspace availability.
All airspace utilisation rules and availability as published in the RAD must be adhered to.
Flights may plan through AMC manageable RSAs according to the EAUP/EUUP; subject rules are specified in RAD Annex 2C.
In case of ad-hoc activations of RSA, and where crossing is not possible, airspace users shall expect a tactical re-routing/vectoring by ATC.
1.4.1.2.5.3.1 General
Within MUAC FRA aircraft shall comply with aircraft equipment requirements as specified in GEN-1.5.
Within MUAC FRA, airspace users will be able to flight plan direct routes freely, according to the table below.
| From | To | Procedure |
| FRA Horizontal Entry Point (E) | FRA Horizontal Exit Point (X) FRA Arrival Connecting Point (A) FRA Intermediate Point (I) | Flight plan direct or via one or several FRA Intermediate Points |
| FRA Departure Connecting Point (D) | ||
| FRA Intermediate Point (I) |
Relevant points available for flight planning are described in ENR-4.1 and ENR-4.4.
Restrictions on the availability for flight planning are detailed in the RAD. Filling of unpublished points, defined by geographical coordinates or by bearing and distance, is not permitted in the flight plan within the MUAC FRA area.
The airspace users may use any published FRA significant point for indicating changes of level and speed.
For flights operating within MUAC FRA, the route shall be indicated as follows:
Within MUAC FRA, DCT segments shall not be planned closer than 2.5 NM to the MUAC FRA lateral border.
1.4.1.2.5.3.2 Overflying Traffic
Except for segments defined in FRA routes, RAD Annex 3B and SID/STAR lateral entry and exit to/from MUAC FRA shall be planned using the published FRA Horizontal Entry and FRA Horizontal Exit points only. For exceptions see paragraph 1.4.1.2.5.3.4.
Unless otherwise stated for a specific FRA Horizontal Entry point or FRA Horizontal Exit point in the RAD, flight planning shall follow the ICAO semi-circular rules as described in ENR-1.7.
1.4.1.2.5.3.3 Access to/from Terminal Airspace
Except for segments defined in FRA routes, RAD Annex 3B and SID/STAR vertical entry and exit to/from MUAC FRA shall be planned using the published FRA Departure and FRA Arrival Connecting points only. The available connecting routes are published in RAD Annex 2B.
1.4.1.2.5.3.4 Cross-border Application
Except for segments defined in FRA routes, RAD Annex 3B and SID/STAR:
1.4.1.2.5.3.4.1 MUAC FRA and DK-SE FAB FRA
Between MUAC FRA and DK-SE FAB FRA there is no need to file a FRA Horizontal Entry or Exit Point (E, X) for certain flows. For details on the eligible flows refer to the RAD. The use of a FRA Intermediate Point (I), that is situated on the boundary and published in ENR-4.1 or ENR-4.4, is possible if necessary. It is not allowed to plan from a FRA significant point inside MUAC FRA to a location described by geographical coordinates inside DK-SE FAB FRA, only significant points as published in AIP Denmark ENR 4.1 or ENR 4.4 and AIP Sweden ENR 4.1 or ENR 4.4 are permitted.
1.4.1.2.5.3.4.2 MUAC FRA and DFS FRA
Between MUAC FRA and DFS FRA cells EDUU West, EDUU East and EDUU North there is no need to file a FRA Horizontal Entry or Exit Point (E, X). The use of a FRA Intermediate Point (I) situated on or near the boundary and published in ENR-4.1 or ENR-4.4 is possible, if necessary. The conditions for the use of these points are defined in the RAD. All cross-border DCT segments require at least one published FRA significant point within MUAC FRA and one within DFS FRA. The explicit rules and eligible significant points can be retrieved from the RAD. At border sections with a higher traffic density and/or complexity, traffic is structured through so-called gates. These gates are published in AIP Germany ENR 2.2 and the conditions for the use are defined in the RAD. It is not allowed to plan from a FRA significant point inside MUAC FRA to a location described by geographical coordinates inside DFS FRA and vice versa. Only significant points as published in ENR-4.1 and ENR-4.4 are permitted.
1.4.1.2.5.3.4.3 MUAC FRA and France FRA
Between MUAC FRA and France FRA East Cell (LFFRAE) there is no need to file a FRA Horizontal Entry or Exit Point (E, X). The use of a FRA Intermediate Point (I), that is situated on or near the boundary and published in ENR-4.1 or ENR-4.4 is possible, if necessary. For this, the conditions for the use of these points are defined in the RAD. It is not allowed to plan from a FRA significant point inside MUAC FRA to a location described by geographical coordinates inside France FRA East Cell (LFFRAE) and vice versa. Only significant points as published in ENR-4.1 and ENR-4.4 are permitted.
Pilots shall apply the following procedures in order to reduce air-ground communications, unless otherwise instructed by ATC:
Formation flights along ATS routes are authorized, provided that:
A formation flight will be handled by ATC as a single aircraft with increased radar separation (1 NM). When individual control is requested, advisory information will be issued to assist pilots in attaining standard ATC separation. When pilot-reports indicate that standard ATC separation has been established, normal ATC clearances will be issued.
Note 1: Separation responsibility between the aircraft within the formation during the formation flight and during transition to individual flight rests with the pilots concerned, until standard separation has been obtained.
Note 2: Formation join-up and break-away shall only be conducted when authorization has been obtained from ATC.
The lowest usable flight level above FL 660 is FL 670.
Flights above FL 660 should be conducted along the axes of the upper RNAV routes. Aircraft shall join or cross the axes of such routes at one of the reporting points listed in ENR 4.4. The flight plan shall only mention reporting points defining the upper RNAV routes.
Flights bound for Brussels UTA shall request entry clearance 5 MIN before the estimated time of entry, unless such clearance has been previously issued by an adjacent control unit.
The minimum safety height and the low flying regulation are laid down in ENR 1.1, § 2.7.
IFR flights shall select a level appropriate to its track as specified in the ENR 1.1, § 2.7, except for:
A pilot encountering VMC during an IFR flight shall continue his flight according to IFR until receiving permission from the appropriate ATS unit to proceed in VFR.