Chapter 3, § 3.2.2.4 (Belgium and Luxembourg)

Sailplanes overtaking: a sailplane overtaking another sailplane may alter its course to the right or to the left.

Chapter 3, § 3.2.3.2 (b) (Belgium and Luxembourg)

Unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure, as far as practicable.

Chapter 3, § 3.2.5 (c) and (d) (Belgium and Luxembourg)

(c) except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;

Chapter 3, § 3.3.1.2 (Belgium and Luxembourg)

VFR flights across international borders operating in class G airspace and originating from within the Schengen area do not need a flight plan as far as the Brussels FIR is concerned.
A pilot is required to file a flight plan when planning any flight at night if leaving the vicinity of an aerodrome.

Chapter 3, § 3.8 and Appendix 2 (Belgium and Luxembourg)

The words “in distress” are not included in EU law, thus enlarging the scope of escort missions to any type of flight requesting such service. Furthermore the provisions contained in Appendix 2 Parts 1.1 to 1.3 inclusive, as well as those found in Attachment A, are not contained in EU law.

Chapter 4, § 4.6 (Belgium and Luxembourg)

Except when necessary for take-off or landing, or except by permission from the CAA, a VFR flight shall not be flown:

1. over the congested areas of cities, towns or settlements, or over an open-air assembly of persons at a height less than 300  M (1 000 FT) above the highest obstacle within a radius of 600 M from the aircraft;
2. elsewhere than as specified in (a), at a height less than 150 M (500 FT) above the ground or water, or 150  M (500 FT) above the highest obstacle within a radius of 150 M (500 FT) from the aircraft.

Chapter 5 § 5.2.1.7.3.2.3 (additional provision) (Belgium and Luxembourg)

For transfers of communication within one ATS unit, the call sign of the ATS unit may be omitted.

Chapter 2, 2.6.1 (Luxembourg only)

The CAA may exempt aircraft types, which for technical or safety reasons exceed the 250 KT speed limit.

Chapter 2, 2.6.3 (Luxembourg only)

The CAA may exempt aircraft types, which for technical or safety reasons exceed the 250 KT speed limit.

Chapter 2, 2.13.5 (Luxembourg only)

Annex 11 Appendix 3, 2.1.1. (e) requires that the word “visual” is used in the plain language designator when the route has been established for VFR, whereas the EU rule extends it to IFR in VMC as well. (same difference is replicated in paragraph 5.3 Annex 11 Appendix 3). Annex 11 Appendix 3 paragraph 6 (MSL/RNAV) is not transposed. Annex 11 Appendix 3 paragraph 7:7.2 is not transposed. Annex 11 Appendix 3 paragraph 8 is not transposed.

Chapter 2, 2.15.3 (Luxembourg only)

Annex 11 Appendix 2, paragraph 1.1 the terms “preferably VHF or higher frequency aids” are not transposed. Paragraph 4.2, 5.7 and 5.8 are not transposed.

Chapter 2, 2.18.2 (Luxembourg only)

The EU regulation refers to “air operations” instead of “activities”, therefore restricting the scope of the requirement. The EU regulation does not specify with whom the co-ordination should be affected by omitting to specify the “appropriate air traffic services authorities”.

Chapter 2, 2.19.1 (Luxembourg only)

The EU regulation refers to “air operations” instead of “activities”, therefore restricting the scope of the requirement. The EU regulation does not specify with whom the co-ordination should be affected by omitting to specify the “appropriate air traffic services authorities”.

Chapter 2, 2.19.4 (Luxembourg only)

Art. 3c of Regulation (EU) 2017/373: Art. 3c(2) refers to Art. 3c(1), which is the transposition of paragraph 2.19.1 of Annex 11, therefore the same difference applies.

Chapter 2, § 2.26.5 (Belgium and Luxembourg)

Time checks shall be given at least to the nearest minute.

Chapter 3 and Appendix 4 (Belgium only)

When requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the appropriate ATS unit in airspace classes D and E, a flight may be cleared subject to maintaining own separation in respect of a specific portion of the flight below FL 100 during climb or descent, during day under VMC.

Chapter 3, 3.3.4 (Luxembourg only)

When requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the ATS, a flight, in airspace classes D and E, may be cleared subject to maintaining own separation in respect of a specific portion of the flight below 3 050 M (10 000 FT) during climb or descent, during day in VMC.

Chapter 3, § 3.7.3.1 (Belgium and Luxembourg)

The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

1. ATC route clearances;
2. clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway; and
3. runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions; and
4. transition levels, whether issued by the controller or contained in ATIS broadcasts.

Chapter 3, § 3.7.3.1.1 (Belgium and Luxembourg)

Other clearances or instructions, including conditional clearances and taxi instructions, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

Chapter 3 (additional provision) (Belgium and Luxembourg)

Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance.
Except when permitted by the CAA for helicopters in special cases such as, but not limited to, medical flights, search and rescue operations and fire-fighting, the following additional conditions shall be applied:

1. such flights may be conducted during day only, unless otherwise permitted by the CAA;
2. by the pilot:
   1. clear of cloud and with the surface in sight;
   2. the flight visibility is not less the 1 500 M or, for helicopters, not less than 800 M;
   3. fly at a speed of 140 KT IAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision, and
3. an air traffic control unit will not issue a Special VFR clearance to aircraft to take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima:
   1. the ground visibility is less than 1500 M or, for helicopters, less than 800 M;
   2. the ceiling is less than 180 M (600 FT).

The braking action will not be provided through ATIS.

The braking action will not be provided through ATIS.

The braking action will not be provided through ATIS.

The EU Regulation allows flexibility in the available radio coverage subject to approval by the competent authority.

Chapter 1, Runway surface condition(s) (Luxembourg only)

The definition includes an additional runway surface condition ‘special prepared winter runway’.

Chapter 1, §1.4.1 (Belgium only)

European regulation applies only to aerodromes open to public use, which serve commercial air transport, having a paved instrument runway of 800 M or more. These aerodromes are certified under European regulation, with a possible exemption for aerodromes below 10 000 commercial passengers per year and 850 freight movements per year.

Aerodromes not covered by European regulations are certified when they accommodate more than 10 000 commercial passengers over 3 consecutive years.

All aerodromes out of the scope of European Union regulation are subject to runway homologation by the Competent Authority.

See AD 1.5 Status of Certification of Aerodromes.

Chapter 2, Runway surface condition(s) for use in the runway condition report (Luxembourg only)

Two additional terms are used for the description of the runway surface condition, namely ‘SPECIALLY PREPARED WINTER RUNWAY’ and ‘SLIPPERY WET’.

Chapter 2, §2.12 (Luxembourg only)

The specification has been partially transposed. The transposed specification is in Guidance Material GM1 ADR.OPS.A.005 visual approach indicator systems.

Chapter 3, §3.3 (Luxembourg only)

The provision of the runway turn pad is conditional due to the inclusion of the words ‘if required’ in the regulation.

Chapter 3, §3.8.1 (Belgium only)

The provision of radio altimeter operating area is optional for CAT I runways.

Chapter 3, §3.9.12 (Belgium only)

Regulation requires a suitable strength for taxiways and not the strength of the runway they serve.

Chapter 3, §3.13.6 (Belgium only)

The regulation offers the possibility to reduce the clearance distance for height limited objects if the stand is restricted for aircraft with specific characteristics.

Chapter 4, §4.2.16 (Belgium only)

For code letter F aerodromes, the width of the inner approach surface and the length of the inner edge of the balked landing surface are increased to 140M, irrespective of the type of avionics.

Chapter 5, §5.2.1.3 (Luxembourg only)

Runway side strip markings may also continue acroos the intersection.

Chapter 5,§5.2.10.5, §5.2.10.6, §5.2.10.7 (Belgium only)

Only pattern A2 and B2 are used.

Chapter 5, §5.2.13.1 (Belgium only)

Markings may not be provided where appropriate procedures are in place.

Chapter 5, §5.3.5.36 (Belgium only)

The regulation does not foresee that the approach slope should be appropriate for the aeroplanes.

Chapter 5, §5.3.5.44 (Belgium only)

The regulation foresees one more case where an object or an extension to an existing object may penetrate the obstacle protection surface, that is, when after a safety assessment, it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of helicopters.

Chapter 5, §5.3.5.44 (Luxembourg only)

The regulation foresees one more case where an object or an extension to an existing object may penetrate the obstacle protection surface, when after a safety assessment, it is determined that the object would not adversely affect the safety of operations.

Chapter 5, §5.3.5.45 (Luxembourg only)

The regulation does not foresee the removal of existing objects as prescribed in the specifications.

Chapter 5, §5.3.20.1 (Belgium only)

Stop bars are provided when the runway is intended to be used with an RVR less than 550M.

Chapter 5, §5.3.22.1 (Belgium only)

The regulation describes only the purpose of the de-icing/anti-icing facility exit lights and does not require the provision of the lights.

Chapter 5, §5.3.24.1 (Belgium only)

The provision of floodlighting on de-icing/anti-icing facilities is not mandatory.

Chapter 5, §5.3.28.1 (Belgium only)

Road-holding position lights are provided when the runway is to be used with RVR below 550M.

Chapter 5, §5.4.3.5 (Belgium only)

Intersection take-off signs are mandatory.

Chapter 8, §8.1.10 (Belgium only)

Essential security lighting and essential equipment and facilities for the aerodrome responding emergency services, are not covered by the regulation.

Chapter 9, §9.1.7 (Belgium only)

The regulation allows the possibility for a mobile command post not to be available.

Chapter 9, §9.1.11 (Belgium only)

The regulation allows the possibility for communication systems not to be provided.

Chapter 9, §9.1.13 (Belgium only)

The regulation does not foresee the possibility of “modular tests in the first year and a full emergency exercise at intervals not exceeding 3 years”.

Chapter 9, §9.2.2 (Luxembourg only)

The AMC does not foresee the provision of specialist fire-fighting equipment appropriate to the hazard and risk.

Chapter 9, §9.2.4 (Belgium only)

The regulation uses the principles contained in 9.2.5 and 9.2.6 for establishing the level of protection for an aerodrome; however the regulation allows the reduction of the required level of protection based on the number of movements of the larges aeroplane at the aerodrome.

Chapter 9, §9.2.16 (Belgium only)

The regulation does not require supplementary water supplies to be available.

Chapter 9, §9.2.29 (Belgium only)

The regulation does not include a certain response times to any other part of the movement area. The response times are calculated and included in the aerodrome emergency plan.

Chapter 9, §9.2.31 (Belgium only)

The regulation foresees the arrival of vehicles, other from the first responding vehicle, by taking into account the time that the first vehicle should respond plus one minute.

Chapter 9, §9.2.32 (Belgium only)

The regulation foresees the arrival of vehicles, other from the first responding vehicle, by taking into account the time that the first vehicle should respond plus one minute.

Chapter 9, §9.9.4 (Belgium and Luxembourg)

In addition to the cases foreseen in the relevant specification, the regulation allows the presence of equipment/installations also after a safety assessment regarding safety and regularity.

Chapter 10, §10.5.8 (Belgium only)

The regulation applies for taxiway operations under 550M RVR.

Chapter 10, §10.5.9 (Belgium only)

The regulation applies for taxiway operations under 550M RVR.

Not all the additional cases introduced with amendments 40 and 41 of Annex 15, for NOTAM origination are covered.