1.5.4.1   General

1.5.4.2   Fuel Dumping

Except in case of emergency, fuel dumping should be carried out over the North Sea at or above FL 100.

Other known traffic should be separated from the aircraft dumping fuel by at least 10 NM horizontally, but not behind the aircraft dumping fuel. If behind the aircraft dumping fuel within 15 MIN flying time or a distance of 50 NM, a vertical separation of at least 1 000 FT above or 3 000 FT below the aircraft dumping fuel should be maintained.

In case of emergency, fuel dumping shall, whenever possible, not be carried out:

• over the congested area of cities, towns or settlements;
• in holding patterns;
• less than 3 000 FT above other aircraft.

1.5.5.1   In Belgium

1.5.5.2   In Luxembourg

Aircraft or other objects shall only be towed by an aircraft during the day and in VMC and as indicated by any relevant information, advice and/or clearance from the appropriate ATS unit.

1.5.7.1   In Belgium

Aerobatic flights shall only be carried out in VMC, at a height of 2 000 FT AGL MNM (unless a lower level is permitted by the CAA) and as indicated by any relevant information, advice and/or clearance from the appropriate ATS unit.

No aerobatic flight shall be carried out over the congested areas of cities, towns or settlements, industrial buildings, the L.N.G. Terminal of Zeebrugge, nuclear plants or over an open-air assembly of persons, in controlled airspace or in restricted areas, except when authorized by the authority responsible for the area.

Aerobatic flight is prohibited in danger areas, unless they are created exclusively for this purpose.

1.5.8.1   In Belgium

Aircraft shall not be flown in formation except in VMC and by pre-arrangement among the pilots-in-command of the aircraft taking part in the flight and, for formation flight in controlled airspace, in accordance with the conditions prescribed by the appropriate ATS unit. These conditions will include the following:

• one of the pilots-in-command shall be designated as the flight leader;
• the formation operates as a single aircraft with regard to navigation and position reporting;
• separation between aircraft in the flight shall be the responsibility of the flight leader and the pilots-in-command of the other aircraft in the flight and shall include periods of transition when aircraft are manoeuvring to attain their own separation within the formation and during join-up and breakaway; and
• for State aircraft a maximum lateral, longitudinal and vertical distance between each aircraft and the flight leader in accordance with ICAO Standards (exception: military OAT formation flights which are described in § 2.3.2). For other than State aircraft a distance not exceeding 0.5 NM laterally and longitudinally and 100 FT vertically from the flight leader shall be maintained by each aircraft.

Formation landing or take-off are subject to permission from the CAA.

Aircraft carrying paying passengers shall not be flown in formation.

1.5.8.2   In Luxembourg

Aircraft shall not be flown in formation except under the following conditions:

• aircraft shall not be flown in formation except by pre-arrangement among the pilots-in-command of the aircraft taking part in the flight;
• take-off in formation at ELLX may only take place upon prior authorisation by the CAA after consultation with the Air Navigation Service Provider;
• if such formation flights take place in controlled airspace, the following conditions apply:
  • one of the pilots-in-command shall be designated as the flight leader;
  • the formation operates as a single aircraft with regard to navigation and position reporting;
  • the formation uses one single transponder during the flight in formation, which shall be the one on board the flight leader’s aircraft;
  • separation between aircraft in the flight shall be the responsibility of the flight leader and the pilots-in-command of the other aircraft in the flight and shall include periods of transition when aircraft are manoeuvring to attain their own separation within the formation and during join-up and breakaway; and
  • a distance not exceeding 0.5 NM laterally and longitudinally and 100 FT vertically from the flight leader shall be maintained by each aircraft.

1.5.9.1   Classification of Unmanned Free Balloons

Unmanned free balloons shall be classified as:

1. light: an unmanned free balloon which carries a payload of one or more packages with a combined mass of less than 4 KG, unless qualifying as a heavy balloon in accordance with (c)(2),(3) or (4)
2. medium: an unmanned free balloon which carries a payload of two or more packages with a combined mass of 4 KG or more, but less than 6 KG, unless qualifying as a heavy balloon in accordance with (c)(2), (3) or (4)
3. heavy: an unmanned free balloon which carries a payload which:
   1. has a combined mass of 6 KG or more; or
   2. includes a package of 3 KG or more; or
   3. includes a package of 2 KG or more with an area density of more than 13 G/CM², determined by dividing the total mass in grams of the payload package by the area in square centimetres of its smallest surface; or
   4. uses a rope or other device for suspension of the payload that requires an impact force of 230 N or more to separate the suspended payload from the balloon.

1.5.9.2   General Operating Rules

An unmanned free balloon shall not be operated without authorisation from the State from which the launch is made.

An unmanned free balloon, other than a light balloon used exclusively for meteorological purposes and operated in the manner prescribed by the CAA, shall not be operated across the territory of another State without authorisation from the other State concerned. This authorisation shall be obtained prior to the launching of the balloon if there is reasonable expectation, when planning the operation, that the balloon may drift into airspace over the territory of another State. Such authorisation may be obtained for a series of balloon flights or for a particular type of recurring flight, e.g. atmospheric research balloon flights.

An unmanned free balloon shall be operated in accordance with conditions specified by the State of Registry and the State(s) expected to be overflown.

An unmanned free balloon shall not be operated in such a manner that impact of the balloon, or any part thereof, including its payload, with the surface of the earth, creates a hazard to persons or property.

A heavy unmanned free balloon shall not be operated over the high seas without prior coordination with the responsible ATS authority.

1.5.9.3   Operating Limitations and Equipment Requirements

A heavy unmanned free balloon shall not be operated without authorisation from the responsible ATS authority at or through any level below FL 600 at which:

• there are clouds or obscuring phenomena of more than four oktas coverage; or
• the horizontal visibility is less than 8 KM.

A heavy or medium unmanned free balloon shall not be released in a manner that will cause it to fly lower than 1  000  FT over the congested areas of cities, towns or settlements or an open-air assembly of persons not associated with the operation.

A heavy unmanned free balloon shall not be operated unless:

• it is equipped with at least two payload flight-termination devices or systems, whether automatic or operated by telecommand, that operate independently of each other;
• for polyethylene zero-pressure balloons, at least two methods, systems, devices, or combinations thereof, that function independently of each other are employed for terminating the flight of the balloon envelope;
• the balloon envelope is equipped with either a radar reflective device(s) or radar reflective material that will present an echo to surface radar operating in the 200 MHZ to 2 700 MHZ frequency range, and/or the balloon is equipped with such other devices as will permit continuous tracking by the operator beyond the range of ground-based radar.

A heavy unmanned free balloon shall not be operated under the following conditions:

• in an area where ground-based SSR equipment is in use, unless it is equipped with a secondary surveillance radar transponder, with pressure-altitude reporting capability, which is continuously operating on an assigned code, or which can be turned on when necessary by the tracking station;
• in an area where ground-based ADS-B equipment is in use, unless it is equipped with an ADS-B transmitter, with pressure-altitude reporting capability, which is continuously operating or which can be turned on when necessary by the tracking station.

An unmanned free balloon that is equipped with a trailing antenna that requires a force of more than 230 N to break it at any point shall not be operated unless the antenna has coloured pennants or streamers that are attached at not more than 15 M intervals.

A heavy unmanned free balloon shall not be operated below FL 600 at night or during any other period prescribed by the CAA, unless the balloon and its attachments and payload, whether or not they become separated during the operation, are lighted.A heavy unmanned free balloon that is equipped with a suspension device (other than a highly conspicuously coloured open parachute) more than 15 M long shall not be operated during night below FL 600 unless the suspension device is coloured in alternate bands of high conspicuity colours or has coloured pennants attached.

1.5.9.4   Termination

The operator of a heavy unmanned free balloon shall activate the appropriate termination devices required by the operating limitations:

• when it becomes known that weather conditions are less than those prescribed for the operation;
• if a malfunction or any other reason makes further operation hazardous to air traffic or to persons or property on the surface;
• prior to unauthorised entry into the airspace over another State’s territory.

1.5.9.5   Flight Notification

1.5.9.6   Position Recording and Reports

The operator of a heavy unmanned free balloon operating at or below FL 600 shall monitor the flight path of the balloon and forward reports of the balloon’s position as requested by ATS. Unless air traffic services require reports of the balloon’s position at more frequent intervals, the operator shall record the position every 2 HR.

The operator of a heavy unmanned free balloon operating above FL 600 shall monitor the flight progress of the balloon and forward reports of the balloon’s position as requested by ATS. Unless air traffic services require reports of the balloon’s position at more frequent intervals, the operator shall record the position every 24HR.

If a position cannot be recorded, the operator shall immediately notify the appropriate ATS unit. This notification shall include the last recorded position. The appropriate air traffic services unit shall be notified immediately when tracking of the balloon is re-established.

One hour before the beginning of planned descent of a heavy unmanned free balloon, the operator shall forward to the appropriate ATS unit the following information regarding the balloon:

1. the current geographical position
2. the current level (FL)
3. the forecast time of penetration of FL 600, if applicable
4. the forecast time and location of ground impact

The operator of a heavy or medium unmanned free balloon shall notify the appropriate ATS unit when the operation is ended.

1.6.3.1   Approaching Head-on

When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter its heading to the right.

1.6.3.3   Overtaking

An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an angle of less than 70 degrees with the plane of symmetry of the latter, i.e. is in such a position with reference to the other aircraft that at night it should be unable to see either of the aircraft's left (port) or right (starboard) navigation lights.

An aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by altering its heading to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past and clear.

Note: A sailplane overtaking another sailplane may alter its course to the right or to the left.

1.6.3.4   Landing

An aircraft in flight, or operating on the ground or water, shall give way to aircraft landing or in the final stages of an approach to land.

When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing, aircraft at the higher level shall give way to aircraft at the lower level, but the latter shall not take advantage of this rule to cut in front of another which is in the final stages of an approach to land, or to overtake that aircraft. Nevertheless, power-driven heavier-than-air aircraft shall give way to sailplanes.

An aircraft that is aware that another is compelled to land (emergency landing) shall give way to that aircraft.

1.6.3.5   Taking Off

An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft taking off or about to take off.

1.6.3.6   Surface Movement of Aircraft

In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome or equivalent part of an operating site, the following shall apply:

• when two aircraft are approaching head on, or approximately so, each shall stop or where practicable alter its course to the right so as to keep well clear
• when two aircraft are on a converging course, the one which has the other on its right shall give way
• an aircraft which is being overtaken by another aircraft shall have the right-of-way and the overtaking aircraft shall keep well clear of the other aircraft

At a controlled aerodrome an aircraft taxiing on the manoeuvring area shall stop and hold at all runway-holding positions unless an explicit clearance to enter or cross the runway has been issued by the aerodrome control tower. An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and may proceed further when the lights are switched off.

1.6.7.1   General

When two aircraft or an aircraft and a vessel are approaching one another and there is a risk of collision, the aircraft shall proceed with careful regard to existing circumstances and conditions including the limitations of the respective craft.

1.6.7.2   Lights to be Displayed by Aircraft on the Water

At night or during any other period prescribed by the CAA, all aircraft on the water shall display lights as required by the Convention on the International Regulations for Preventing Collisions at Sea (1972), unless it is impractical for them to do so, in which case they shall display lights as closely similar as possible in characteristics and position to those required by the International Regulations.

1.7.1.1   General

Notwithstanding the provisions in § 1.7.1.2 and § 1.7.1.3 below, an aircraft in distress shall use any means at its disposal to attract attention, make known its position and obtain help.

1.7.1.3   Urgency Signals

The following signals, used either together or separately, mean that an aircraft wishes to give notice of difficulties which compel it to land without requiring immediate assistance:

• the repeated switching on and off of the landing lights; or
• the repeated switching on and off of the navigation lights in such manner as to be distinct from flashing navigation lights.

The following signals, used either together or separately, mean that an aircraft has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some person on board or within sight:

• a signal made by radiotelegraphy or by any other signalling method consisting of the group XXX (— . . — — . . — — . . — in the Morse Code);
• a radiotelephony urgency signal consisting of the spoken words PAN, PAN;
• an urgency message sent via data link which transmits the intent of the words PAN, PAN.

1.7.3.1   Lights and Pyrotechnic Signals

1.7.3.2   Visual Ground Signals

	1. Prohibition of landing A horizontal red square panel with yellow diagonals when displayed in a signal area indicates that landings are prohibited and that the prohibition is liable to be prolonged.
	2. Need for special precautions while approaching or landing A horizontal red square panel with one yellow diagonal when displayed in a signal area indicates that owing to the bad state of the manoeuvring area, or for any other reason, special precautions must be observed in approaching to land or in landing.
	3. Use of runways and taxiways A horizontal white dumb-bell when displayed in a signal area indicates that aircraft are required to land, take off and taxi on runways and taxiways only.
	A horizontal white dumb-bell with a black bar placed perpendicular to the shaft across each circular portion of the dumb-bell when displayed in a signal area indicates that aircraft are required to land and take off on runways only, but other manoeuvres need not be confined to runways and taxiways.
	4. Closed runways or taxiways Crosses of a single contrasting colour, yellow or white displayed horizontally on runways and taxiways or parts thereof indicate an area unfit for movement of aircraft.
	5. Directions for landing or take-off A horizontal white or orange landing T indicates the direction to be used by aircraft for landing and take-off, which shall be in a direction parallel to the shaft of the T towards the cross arm. When used at night, the landing T shall be either illuminated or outlined in white lights.
	A set of two digits displayed vertically at or near the aerodrome control tower indicates to aircraft on the manoeuvring area the direction for take-off, expressed in units of 10 degrees to the nearest 10 degrees of the magnetic compass.
	6. Right-hand circuit When displayed in a signal area, or horizontally at the end of the runway or strip in use, a right-hand arrow of conspicuous colour indicates that turns are to be made to the right before landing and after take-off.
	7. ATS reporting office The letter C displayed vertically in black against a yellow background indicates the location of the ATS reporting office.
	8. Sailplane flights in operation A double white cross displayed horizontally in the signal area indicates that the aerodrome is being used by sailplanes and that sailplane flights are being performed.

1.7.4.1   From a Signalman/Marshaller to an Aircraft

	1. Wingwalker/guide (*) Right hand raised above head level with wand pointing up; left-hand wand moved pointing down toward body. (*) This signal provides an indication by a person positioned at the aircraft wing tip, to the pilot/marshaller/push-back operator, that the aircraft movement on/off a parking position would be unobstructed.
	2. Identify gate Fully extended arms raised straight above head with wands pointing up.
	3. Proceed to next signalman/marshaller or as directed by tower/ground control Both arms pointed upward; arms moved and extended outward to sides of body and wands pointed to direction of next signalman/marshaller or taxi area.
	4. Straight ahead Extended arms bended at elbows and wands moved up and down from chest height to head.
	5(a). Turn left (from pilot’s point of view) With right arm and wand extended at a 90° angle to body, ‘come ahead’ signal made with left hand. The rate of signal motion indicates the rate of aircraft turn.
	5(b). Turn right (from pilot’s point of view) With left arm and wand extended at a 90° angle to body, ‘come ahead’ signal made with right hand. The rate of signal motion indicates the rate of aircraft turn.
	6(a). Normal stop Arms fully extended and wands at a 90° angle to sides and slowly moved to above head until wands cross.
	6(b). Emergency stop Arms and wands abruptly extended to top of head, crossing wands.
	7(a). Set brakes Hand raised just above shoulder height with open palm. After eye contact, hand closed into a fist. “Thumbs up” acknowledgement required by flight crew before marshaller may move.
	7(b). Release brakes Hand raised just above shoulder height with hand closed in a fist. After eye contact, palm opened. “Thumbs up” acknowledgement required by flight crew before marshaller may move.
	8(a). Chocks inserted Arms and wands fully extended above head, wands moved inward in a ‘jabbing’ motion until wands touch. Acknowledgement shall be given by flight crew.
	8(b). Chocks removed Arms and wands fully extended above head, wands moved outward in a ‘jabbing’ motion. Chocks will not be removed until authorisation is given by flight crew.
	9. Start engine(s) Right arm raised to head level with wand pointing up and circular motion started with hand; at the same time, left arm raised above head level, pointing to engine to be started.
	10. Cut engines Arm extended with wand forward of body at shoulder level; hand and wand moved to top of left shoulder and wand drawn to top of right shoulder in a slicing motion across throat.
	11. Slow down Extended arms moved downwards in a ‘patting’ gesture, wands moved up and down from waist to knees.
	12. Slow down engine(s) on indicated side With arms down and wands toward ground, either right or left wand waved up and down indicating engine(s) on left or right side respectively should be slowed down.
	13. Move back With arms in front of body at waist height, arms rotated in a forward motion.
	14(a). Turns while backing (for tail to starboard) Left arm pointed with wand down and right arm brought from overhead vertical position to horizontal forward position, repeating right-arm movement.
	14(b). Turns while backing (for tail to port) Right arm pointed with wand down and left arm brought from overhead vertical position to horizontal forward position, repeating left-arm movement.
	15. Affirmative/all clear (*) Right arm raised to head level with wand pointing up or hand displayed with ‘thumbs up’; left arm remains at side by knee. (*) This signal is also used us a technical/servicing communication signal.
	16. Hover (*) Arms fully extended and wands at a 90° angle to sides. (*) For use to hovering helicopters
	17. Move upwards (*) Arms and wands fully extended at a 90° angle to sides and, with palms turned up, hands moved upwards. Speed of movement indicates rate of ascent. (*) For use to hovering helicopters
	18. Move downwards (from pilot’s point of view) (*) Arms and wands fully extended at a 90° angle to sides and, with palms turned down, hands moved downwards. Speed of movement indicates rate of descent. (*) For use to hovering helicopters
	19(a). Move horizontally left (from pilot’s point of view) (*) Arm extended horizontally at a 90° angle to right side of body. Other arm moved in same direction in a sweeping motion. (*) For use to hovering helicopters
	19(b). Move horizontally right (*) Arms extended horizontally at a 90-degree angle to left side of body. Other arm moved in same direction in a sweeping motion. (*) For use to hovering helicopters
	20. Land (*) Arms crossed with wands downwards and in front of body. (*) For use to hovering helicopters
	21. Hold position/stand by Arms and wands fully extended downwards at a 45° angle to sides.
	22. Dispatch aircraft Standard salute with right hand and/or wand. Eye contact with marshaller shall be maintained until aircraft begins to taxi.
	23. Do not touch controls (technical/servicing communication signal) Right arm fully extended above head and fist closed or wand hold in horizontal position; left arm remains at side by knee.
	24. Connect ground power (technical/servicing communication signal) Arms fully extended above head; left hand opened horizontally and finger tips of right hand moved into and touched open palm of left hand (forming a ‘T’). At night, illuminated wands can also be used to form the ‘T’ above head.
	25. Disconnect power (technical/servicing communication signal) Arms fully extended above head with finger tips of right hand touching open horizontal palm of left hand (forming a ‘T’); then right hand moved away from the left. Power will not be disconnected until authorised by flight crew. At night, illuminated wands can also be used to form the ‘T’ above head.
	26. Negative (technical/servicing communication signal) Right arm straight out at 90° from shoulder and wand pointed down to ground or display hand with ‘thumbs down’; left hand remains at side by knee.
	27. Establish communication via interphone (technical/servicing communication signal) Both arms extended at 90° from body and hands moved to cup both ears.
	28. Open/close stairs (technical/servicing communication signal) (*) Right arm at side and left arm raised above head at a 45° angle, right arm moved in a sweeping motion towards top of left shoulder. (*) This signal is intended mainly for aircraft with the set of integral stairs at the front.

1.10.1.1   Operation subject to clearance

An ATC clearance shall be obtained prior to operating a controlled flight, or a portion of a flight as a controlled flight. Such clearance shall be requested through the submission of a flight plan to an air traffic control unit.

The pilot-in-command of an aircraft shall inform ATC if an ATC clearance is not satisfactory. In such cases, ATC will issue an amended clearance, if practicable.

Whenever an aircraft has requested a clearance involving priority, a report explaining the necessity for such priority shall be submitted, if requested by the appropriate ATC unit.

If, prior to departure, it is anticipated that, depending on fuel endurance and subject to re-clearance in flight, a decision may be taken to proceed to a revised destination aerodrome, the appropriate ATC units shall be so notified by the insertion in the flight plan of information concerning the revised route (where known) and the revised destination.

An aircraft operated on a controlled aerodrome shall not taxi on the manoeuvring area without clearance from the aerodrome control tower and shall comply with any instructions given by that unit.

1.10.1.2   Read-back of clearances and safety-related information

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
3. runway-in-use, altimeter settings, SSR codes, newly assigned communication channels, level instructions, heading and speed instructions;
4. transition levels, whether issued by the controller or contained in ATIS broadcasts.

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.

Voice read-back of CPDLC messages shall not be required, unless otherwise specified by the responsible ATS authority.

1.10.1.3   Coordination of clearances

When prescribed by the ATS unit, aircraft shall contact a downstream ATC unit, for the purpose of receiving a downstream clearance prior to the transfer of control point. Aircraft shall maintain the necessary two-way communication with the current air traffic control unit whilst obtaining a downstream clearance.

1.10.2.1   General

Except as provided for in § 1.10.2.2 and § 1.10.2.4 below, an aircraft shall adhere to the current flight plan or the applicable portion of a current flight plan submitted for a controlled flight unless a request for a change has been made and clearance obtained from the appropriate ATC unit, or unless an emergency situation arises which necessitates immediate action by the aircraft, in which event as soon as circumstances permit, after such emergency authority is exercised, the appropriate ATS unit shall be notified of the action taken and that this action has been taken under emergency authority.

Unless otherwise authorized or directed by the appropriate ATC unit, controlled flights shall, in so far as practicable:

• when on an established ATS route, operate along the defined centre line of that route;
• when on any other route, operate directly between the navigation facilities and/or points defining that route.

Unless otherwise authorised or directed by the appropriate ATC unit, an aircraft operating along an ATS route segment defined by reference to VOR shall change over for its primary navigation guidance from the facility behind the aircraft to that ahead of it at, or as close as operationally feasible to, the changeover point, where established. Deviation from this requirement shall be notified to the appropriate ATS unit.

1.10.2.2   Inadvertent Changes

In the event that a controlled flight inadvertently deviates from its current flight plan, the following action shall be taken:

1. Deviation from track: If the aircraft is off track, action shall be taken forthwith to adjust the heading of the aircraft to regain track as soon as practicable;
2. Variation in true airspeed: If the average true airspeed at cruising level between reporting points varies or is expected to vary by plus or minus 5 per cent of the true airspeed, from that given in the flight plan, the appropriate ATS unit shall be so informed;
3. Change in time estimate: If the time estimate for the next applicable reporting point, FIR boundary or destination aerodrome, whichever comes first, is found to be in error in excess of 2 MIN from that notified to ATS, a revised estimated time shall be notified as soon as possible to the appropriate ATS unit;
4. Additionally, when an ADS-C agreement is in place, the ATS unit shall be informed automatically via data link whenever changes occur beyond the threshold values stipulated by the ADS-C event contract.

1.10.2.3   Intended Changes

Requests for flight plan changes shall include information as indicated hereunder:

1. Change of cruising level: aircraft identification, requested new cruising level and cruising speed at this level, revised time estimates (when applicable) at subsequent FIR boundaries;
2. Change of route:
   • Destination unchanged: aircraft identification, flight rules, description of new route of flight including related flight plan data beginning with the position from which requested change of route is to commence, revised time estimates and any other pertinent information;
   • Destination changed: aircraft identification, flight rules, description of revised route of flight to revised destination aerodrome including related flight plan data beginning with the position from which requested change of route is to commence, revised time estimates, alternate aerodrome(s) and any other pertinent information.

1.10.2.4   Weather Deterioration below the VMC

When it becomes evident that flight in VMC in accordance with its current flight plan will not be practicable, a VFR flight operated as a controlled flight shall either:

1. request an amended clearance enabling the aircraft to continue in VMC to destination or to an alternative aerodrome, or to leave the airspace within which an ATC clearance is required;
2. if no clearance in accordance with (a) can be obtained, continue to operate in VMC and notify the appropriate ATC unit of the action being taken either to leave the airspace concerned or to land at the nearest suitable aerodrome;
3. if operated within a CTR, request authorization to operate as a special VFR flight;
4. request clearance to operate in accordance with the instrument flight rules.

1.10.5.1   General

An aircraft operated as a controlled flight shall maintain continuous air-ground voice communication watch on the appropriate communication channel of, and establish two-way communication as necessary with, the appropriate ATC unit, except as may be prescribed by the relevant ATS authority in respect of aircraft forming part of aerodrome traffic at a controlled aerodrome.

The requirement for an aircraft to maintain an air-ground voice communication watch shall remain in effect when CPDLC has been established.

Note 1: Aircraft with a MTOW of 136 000 KG or more shall include the word “heavy” immediately after the aircraft call sign at initial contact with ATC.

Note 2: Student pilots should include the word “solo” immediately after the aircraft call sign at initial contact with each ATS unit or Basic Information unit.

1.10.5.2   Communication Failure in VMC

A controlled flight experiencing communication failure in VMC shall:

• set transponder to Code 7600;
• continue to fly in VMC;
• land at the nearest suitable aerodrome;
• report its arrival by the most expeditious means to the appropriate ATS unit.

1.10.5.3   Communication Failure in IMC

A controlled flight experiencing communication failure in IMC, or where it does not appear feasible to continue in accordance with VMC shall:

1. set transponder to Code 7600;
2. maintain for a period of 7 MIN the last assigned speed and level. The period of 7 MIN starts:
   • if operating on a route without compulsory reporting points or if instructions have been received to omit position reports either:
     • at the time the last assigned level is reached, or
     • at the time the transponder is set to Code 7600, whichever is later;
   • if operating on a route with compulsory reporting points and no instruction to omit position reports has been received either:
     • at the time the last assigned level is reached, or
     • at the previously reported pilot estimate for the compulsory reporting point, or
     • at the time of a failed report of position over a compulsory reporting point, whichever is later;
3. thereafter, adjust level and speed in accordance with the filed flight plan;
4. if being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to re-join the current flight plan route, including any changes brought about by subsequent clearances, not later than the next significant point;
5. proceed according to the current flight plan route to the appropriate designated navigation aid serving the destination aerodrome and, when required to ensure compliance with item (f) below, hold over this aid until commencement of descent;
6. commence descent from the navigation aid specified in item (e) at, or as close as possible to, the EAT last received and acknowledged or, if no EAT has been received and acknowledged, at, or as close as possible to, the ETA resulting from the current flight plan;
7. complete a normal instrument approach procedure as specified for the designated navigation aid;
8. land, if possible, within 30 MIN after the ETA specified in item (f) or the last acknowledged EAT, whichever is later.

Note: The pilot who is given the following message “Delay not determined, X ... aircraft holding for weather improvement” shall not consider it as an EAT for the purpose of the radio communication failure procedures. Pilots whose radio fails after they have received this message, but before an EAT is given, shall not attempt to land at their planned aerodrome of destination but should fly at their assigned level to an area in which VMC prevail and where they can approach and land visually at a suitable aerodrome.

1.15.1.1   In Belgium

Flights with ULM shall only take place during HJ, in VMC, with ground or water in sight and with a visibility of minimum 3 KM.

Unless authorised by the appropriate ATS unit, ULM shall not be flown in controlled airspace.

Unless authorised by the CAA, ULM shall not be flown:

• over cities, residential areas, industrial installations or an open-air assembly of people;
• in prohibited, restricted or danger areas.

ULM shall not be used for aerobatic flights.

1.15.2.1   In Belgium

The authorisation of the CAA is needed in case of:

• ascents of manned free gas balloons over the congested areas of cities, towns or settlements;
• ascents of airships and captive balloons;
• operation of devices that might cause damage to aircraft in flight such as tele-guided devices, rockets or kites.

Manned free balloons shall not enter controlled airspace unless an ATC clearance has been obtained before ascent and at least 10 MIN before entering the controlled airspace. When entering the controlled airspace, two-way radiocommunications shall be established and maintained with the appropriate control unit.

It is recommended to notify all ascents of manned free balloons to Brussels FIC by phone (+32 (0) 2 206 27 31) or via the operational website of skeyes (ops.skeyes.be - for registered users only) at least one hour before the estimated time of departure. Following information should be provided:

• identification of the balloon;
• name of the pilot;
• telephone number of the place where the pilot can eventually be contacted until the start of the ascent;
• location of the ascent;
• estimated time (UTC) of the ascent;
• estimated time of the flight, maximum altitude and estimated track.

Note 1: In case of loss of two-way radio communications, manned free balloons shall immediately leave the airspace for which a clearance had been obtained.

Note 2: When notifying the balloon flight via the Internet, a confirmation form will be displayed. The internet balloon notification form cannot be used for flights crossing international borders. In this case an appropriate ICAO flight plan shall be filed.

1.15.2.2   In Luxembourg

Captive balloon and kite ascents above 100 M AGL are subject to authorization from the CAA. These ascents are in any case forbidden in each approach sector of an aerodrome up to 100 M on either side of the extended runway centre line from the runway threshold up to a distance of 2 KM before threshold.

Manned free balloons and airships may be operated under the following conditions:

• a balloon or an airship shall not be flown between sunset and sunrise unless it is equipped with at least one flashing light visible in all azimuths and in an angle of at least 30 degrees below and 30 degrees above the horizontal line and at a distance of at least 8 KM;
• a balloon overtaking, while climbing, has the right of way over a balloon being overtaken; the latter shall deviate by all appropriate means from the trajectory of the overtaking balloon;
• only water and/or fine sand may be used as ballast. Dropping of ballast or stays may only be done without undue hazard to persons or property on the ground;
• the operator and the pilot-in-command shall comply with the procedures laid down by the constructor in the operational and maintenance manuals.

Note: Manned balloons fixed to the ground, for any reason, are not to be considered as captive balloons.

1.15.3.1   In Brussels FIR/UIR below FL 245

Flights conducted in the Brussels FIR/UIR below FL 245 (Luxembourg airspace below the upper limit of Luxembourg TMA excl) that have a specific character, requiring special handling by ATC (such as calibration flights, test flights, check flights, radio relay missions and aerial surveys) must be coordinated at least five working days in advance with the Special Activities Coordination Cell (SPACC) of skeyes, using the form available on the skeyes website (www.skeyes.be).

The SPACC will coordinate the requests with the appropriate ATS authorities and formulate a reply that contains the conditions to execute the requested mission.

The reply contains a file number “SAYYYY.NNNN”, where “YYYY” stands for the year and “NNNN” for the file number itself. Only this reference shall be used by the operator in communications with the appropriate ATS service.

The submission of a flight plan for each aircraft is compulsory. Item15 shall clearly indicate the area and/or route and/or place of the mission and item 18 shall include the reference number (e.g. “RMK/PHOTOMISSION SAYYYY.NNNN” or “RMK/RADIO RELAY SAYYYY.NNNN”).

1.15.3.2   In Brussels UIR above FL 245

Flights conducted in the Brussels UIR above FL 245 that have a specific character, requiring special handling by ATC (such as calibration flights, test flights, check flights, etc.) must be coordinated at least 24 HR in advance with Maastricht UAC by filling the web form available from https://www.eurocontrol.int/muac#operational-contacts or by sending an email with equivalent content to masuac.testflights@eurocontrol.int to obtain acceptance.

Supplementary contact: Executive Duty Supervisor

2.1.2.1   General

Operational Air Traffic (OAT): Flights that do not necessarily comply with the provisions stated for GAT and for which rules and procedures have been specified by appropriate authorities. OAT is allowed during Steenokkerzeel ATCC OPS hours only (see GEN 3.3).

Outside OPS hours, Steenokkerzeel ATCC does not provide any ATS (nor ATC nor FIS). Planned military flights outside the OPS hours shall therefore:

• file a GAT FPL (Remark: The MIL TACAN routes TG1 and TL4 cannot be filed GAT); or obtain special permission from COMOPSAIR to file OAT (72 HR in advance, see ENR 1.10, § 2.1);
• and, contact the civil FIC when entering uncontrolled airspace.

Belgian or foreign QRA aircraft flying in the Brussels FIR/UIR outside Steenokkerzeel ATCC OPS hours will be under control of CRC Beauvechain or under control of an aerodrome ATS unit during their mission.

Controlled flights are:

• flights conducted within controlled airspace and receiving a control service,
• flights in TRA and in TSA above 4500 FT AMSL, and

• flights performing an air defence mission (see § 2.16).

Uncontrolled VFR flights are authorised below 4500 FT AMSL, outside controlled airspace (see ENR 1.2, § 2.5).

Within airspace controlled by military authorities, military pilots shall comply with OAT regulations in accordance with ATS airspace classification. In airspace controlled by civil authorities, pilots should comply with GAT regulations. Military pilots shall cross ATS routes and airways under radar control. If no contact can be established with Steenokkerzeel ATCC, the appropriate civil ATS unit shall be contacted for crossing clearance.

All military activity in Belgian airspace above 4 500 FT AMSL require an airspace reservation (see ENR 5.2, § 1.3, optional for transiting Belgian military aircraft) and a correct FPL (see ENR 1.10). Transits of foreign aircraft require only a correct FPL (see ENR 1.10) but shall adhere to the airspace permeability rules (see ENR 5.2, § 1.2).

Note: If Police flights are unable to comply with the regulations laid down in this AIP, derogation must be obtained from COMOPSAIR Air Operations Support.

2.1.2.2   EUROAT

The Eurocontrol specification for harmonized rules for OAT under Instrument Flight Rules inside controlled airspace of the ECAC area (EUROAT) is applicable within the Brussels FIR/UIR.

The following national exceptions to EUROAT apply:

1. Applicability of ICAO Rules of the Air

   “Foreign military flights may be conducted according GAT or OAT rules, depending upon operational requirements of the mission.

2. Flight Plan

   Specific regulations related to FPL are laid down in ENR 1.10.

3. Communication

   For operational reason, Belgian military aircraft are not required to maintain a continuous listening watch on guard frequency.

   The carriage of a serviceable mode S (ELS or EHS) SSR transponder is highly recommended but not yet compulsory for state aircraft flying OAT within the Brussels FIR/UIR including low level VFR flights.

   For RPAS flights, the Belgian Military Aviation Authority may approve alternative methods of communication that provide an equivalent level of safety.

4. Altimeter setting procedures

   Specific regulations related to altimeter setting procedures are laid down in ENR 1.7.

5. Speed limitation

   Specific regulations related to Speed limitation are laid down in § 2.15.3.

6. Military formation flight

   Specific regulations related to military formation flight are laid down in § 2.3.2.

7. Supersonic flights

   Specific regulations related to supersonic flights are laid down in § 2.9.

8. Flight in an Airspace Reservation

   Even when declaring MARSA aircraft will receive TRA service. TRA service see GEN 3.3, § 3.2.2.

   When flying an air defense mission the pilot shall receive Close Positive or Loose Positive Control (see § 2.16.2), therefore MARSA can not be declared.

9. Radio communication failure

   Specific regulations related to radio communication failure are laid down in ENR 1.6, § 2.4.

10. Formation lost wingman (lost lead)

    National procedures differ from the definition given by EUROAT.

2.3.1.1   Separation applied by the Pilot-in-Command

When, in accordance with airspace classification, separation is the responsibility of the pilot-in-command, a minimum standard separation shall be maintained.

• Military aircraft shall not be flown closer than 2 000 FT horizontally to civil aircraft, military transport aircraft or military light aircraft.
• Military aircraft shall not be flown closer than 1 NM to helicopters.
• It is prohibited to position an aircraft in close formation with a high-winged aircraft without the knowledge of the pilot-in-command of the latter.
• It is prohibited to simulate attacks on training aircraft, aircraft participating to air refuelling operations and on helicopters operating in the HTA.

2.3.1.2   Radar Separation

When, in accordance with airspace classification, separation is the responsibility of the air traffic/defence controller, the regulations laid down in ICAO Doc 4444, ICAO Doc 7030 and ICAO Doc 9574 apply.

In military CTR and military TMA, horizontal separation can be reduced to:

1. 3 NM when the aircraft are within 40 NM of the Radar antenna, with a 5 sec radar refresh rate minimum (Forapproach control purpose only).
2. 2.5 NM between succeeding aircraft which are established on the same final approach track within 10 NM ofthe runway end. A reduced separation of minimum of 2.5 NM may be applied, provided:
   • braking action is reported as good and runway occupancy times are not adversely affected by runwaycontaminants such as slush, snow or ice;
   • a radar system with an update rate of 5 seconds or less is used and that the aircraft are within 40NM of the Radar antenna;
   the aerodrome controller is able to observe visually the runway-in-use and associated exit and entry taxiways;distance-based wake turbulence separation is respected;aircraft approach speeds are closely monitored by the controller and when necessary adjusted so as to ensure that separation is not reduced below the minimum.

If the intentions of an aircraft are unknown, the vertical separation, if applied, will be enlarged to 5 000 FT in order to ensure sufficient time for the controller to react in order to have ICAO standard separation at all times. The horizontal separation to be applied to an aircraft with unknown intentions remains 5 NM.

Aircraft with unknown intentions are defined as:

• Aircraft entering or within controlled airspace, a TRA or a TSA without radio contact with the appropriate ATC/AD agency.
• Aircraft entering controlled airspace, a TRA or a TSA without clearance from the appropriate ATC/AD agency.
• Aircraft within controlled airspace, a TRA or a TSA diverging from their last received clearance.
• Aircraft on an ATS route or within a CTA with unclear intentions.

The intentions of an aircraft flying within uncontrolled airspace even without radio contact are not to be considered as unknown.

2.3.1.3   Separation (visual) applied by AD controllers

In the circuit VFR applies and consequently pilots are responsible for the separation. The controller will assist by providing all necessary information about other traffic in the CTR and by issuing clearances and instructions for sequencing. Clearances to land and to take-off are issued respecting the following rules:

1. Take-off: aircraft will only be cleared for take-off when the preceding departing aircraft has crossed the end of the RWY or has commenced a turn and when the preceding landing aircraft has vacated the RWY.
2. Landing: aircraft will only be cleared to land when the preceding departing aircraft has crossed the end of the RWY or has commenced a turn and when the preceding landing aircraft has vacated the RWY.

These rules do not apply to:

• Aircraft in formation.
• Aircraft landing on different RWYs when simultaneous landings are possible.
• Aircraft under operational requirements, incompatible with these rules.

2.7.2.1   General

The minimum safety height is the vertical buffer between the flown altitude and the top of every obstacle in a specified radius along the flight path of an aircraft. The minimum safety height shall be respected in order:

• to reduce the risk of collision with ground obstacles
• to allow manoeuvring away from populated areas in the event of technical aircraft failure
• to reduce noise pollution

All military aircraft shall comply with the rules described in this paragraph, except:

• for take-off and landing
• for SAR operations (real and training mission)
• for a mission ordered by other ministries (e.g. inspection of fishing activities, inspection of the sea pollution, ….)
• if approved by COMOPSAIR
• in the cases specified in § 2.7.2.2.2, § 2.7.2.2.3 (fixed wing aircraft) and § 2.7.2.3.2 (helicopters).

2.7.2.2   Minimum Safety Height for Fixed Wing Aircraft

2.7.2.3   Minimum Safety Height for Helicopters

2.7.2.4   Belgian Military helicopter landings outside aerodromes

2.7.4.1   Navigation (unsure of position)

The pilot shall climb to the emergency safe altitude (4 300 FT AMSL) maintaining VMC and shall re-establish position by own means. If the pilot cannot confirm his position, he may request assistance from Belga Information or Brussels FIC outside the ATCC OPS HR (see GEN 3.3).

2.7.4.2   Weather deterioration

The pilot shall alter heading to maintain VMC and weather minima for low-level flight or he may request assistance from Belga Information or Brussels FIC outside the ATCC OPS HR (see GEN 3.3) maintaining VMC if possible. If unable to continue, return to base in VMC, the pilot should abort.

2.8.3.1   Jet Aircraft

Are authorised:

• Flights below 4 500 FT AMSL within controlled airspace, and
• Flights above 4 500 FT AMSL, and
• Flights on published BENE routes, and
• Flights on published DARK FALCON routes (see ENR 3.3) and,
• Flights in accordance with the CAIR-SPS-OPSDIR-AOCQ-202.

2.8.3.2   Transport Aircraft

Are authorised:

• Flights below 4 500 FT AMSL within controlled airspace, and
• Flights above 4 500 FT AMSL are authorised, and
• Exclusively for Belgian propeller transport aircraft, flights along the Navigation Routes 15W Tpt (see ENR 3.3).
• Flights of Belgian propeller transport aircraft involved in paradrop exercises under the following conditions:
  • Minimum level 1 000 FT AGL,
  • Drop zone is clearly mentioned in the flight plan and
  • Coordination is done by AMC.

2.8.3.3   Helicopters

Are authorised:

• Flights below 4 500 FT AMSL within controlled airspace; and only for training and real SAR flights in uncontrolled airspace, and
• Flights above 4 500 FT AMSL, and
• Exclusively for Belgian helicopters, flights using NVG/NVA along NVG Link Routes (see § 2.8.4.2 and ENR 3.3) and flights in HTA 10 and LFA 11 (see ENR 5.2).

2.8.3.4   Other Cases

All night flights not mentioned above, are subject to prior authorisation by COMOPSAIR.

2.8.4.1   Fixed Wing Aircraft

Foreign fixed wing aircraft are not allowed to fly with NVA/NVG in the Brussels FIR, unless prior authorization has been obtained from COMOPSAIR.

Training of flights with NVA/NVG shall be performed along a net of predetermined routes, except for Belgian military jets flying in accordance with the CAIR-SPS-OPSDIR-AOCQ-202, as described in ENR 3.3, § 2.2.2. The altitudes mentioned in ENR 3.3, § 2.2.2 are minimum altitudes and should be adhered to at all times. Transport aircraft may fly above the lateral limits of the LFA Ardennes by night with NVA/NVG from 500 FT AGL above the highest obstacle within 1 NM radius.

Reservation of any link route shall be coordinated by AMC based on an IFR FPL submitted to ATCC ARO (EBMIZGZF) before 1100 of the same day. The requested route(s) will be described in FPL field 15 (ROUTE). Coordination of several NVA/NVG flights within Brussels FIR shall be the performed by AMC.

When flying with NVA/NVG in uncontrolled airspace, pilots shall listen out on 362.350 MHZ and at every reporting point along their route, transmit the following: Callsign, route followed + direction, reporting point and altitude. NVA/NVG night flying may be performed in control zones, following previous coordination with local air traffic control.

Anticollision lights and position lights shall be switched on, except:

• In formations: only the last element to have all lights on
• Inside mission-allocated TRA/TSA

2.8.4.2   Helicopters

Foreign helicopters, with the exception of real SAR flights, are not allowed to fly with NVA/NVG in the Brussels FIR, unless prior authorisation has been obtained from COMOPSAIR.

Training flights with NVA shall be performed in the HTAs, LFA 11 and along a net of predetermined link routes as described in ENR 3.3, § 2.5. The HTA can be activated for helicopter low flying by night with NVA/NVG from GND up to 500 FT AGL. Reservation of a HTA and of a link route shall be coordinated by AMC based on an IFR FPL submitted to ATCC ARO (EBMIZGZF) before 1100 (1000) the same day. The requested HTA and the link route will be described in flight plan field 15 (ROUTE). The activation of the reserved HTA will be announced by NOTAM. Coordination and deconfliction of several NVA flights within a HTA shall be the responsibility of the operator. Coordination of several NVA/NVG flights within Brussels FIR shall be the performed by AMC.

When flying with NVA/NVG in uncontrolled airspace, pilots shall listen out on 362.350 MHZ and at every reporting point along their route, transmit the following: Call sign, route followed + direction, reporting point and altitude. NVA/NVG night flying may be performed in control zones, following previous coordination with local air traffic control.

Anti-collision lights and position lights shall be switched on, except:

• Outside CTR: anti-collision lights may be in NVG mode
• Inside CTR: when in short final or take-off below 300 FT AGL
• In formations: only the last element to have all lights on
• In exceptional operational circumstances

2.12.1.1   Standard

Parachute dropping can take place within the limits of the permanently reserved airspaces designated for this activity without prior notification.

2.12.1.2   Non-Standard

For military parachute dropping activities, the airspace reservation request shall be addressed to COMOPSAIR Air Operations Support at least 10 working days before the activity.

If the airspace foreseen for the parachute dropping is affecting a civil controlled airspace and/or is taking place above 4500FT AMSL, request shall be addressed to COMOPSAIR Air Operations Support at least 3 weeks before the activity.

2.12.3.1   Cloud base

Drop height + 100 FT

2.12.3.2   Visibility

• One aircraft: 2 KM
• Formation: 3 KM for one drop, 5 KM for more drops

Note: Radar beacon drop: 1.5 KM, clear of clouds and in sight of the ground, only one aircraft and CARP within dropping zone limits.

2.12.3.3   Wind

• Personnel drops:
  day: ground 20 KT - drop height 30 KT
  night: ground 10 KT - drop height 30 KT
• Equipment drops:
  day: ground 20 KT - drop height 30 KT
  night: ground 20 KT - drop height 30 KT

2.16.2.1   Terminology

Only the combinations of terms mentioned in the paragraphs hereafter are used inside Brussels FIR/UIR and delegated airspace during missions under control of an ACU:

2.16.2.2   Establishment of Mutual Responsibilities

At the start of each mission the air defence controller (ADC) must inform the aircrew about the type of tactical control for that specific mission, this shall be acknowledged by the aircrew. Every following change in tactical control must also be acknowledged by the aircrew.

The combination of terms for tactical control depends on the exercise, status of the ADC-equipment (radar and radio cov-erage), airspace classification and exercise area.

2.16.2.3   Responsibilities

Notwithstanding the regulations laid down below, the aircraft commander will always be ultimately responsible for the flight safety of the aircraft. Only in case of the necessity to maintain flight safety, an aircraft commander can deviate from directions given by the ADC. The deviation must be stated by the aircraft commander to the ADC as soon as possible. However, the above does not release the ADC from taking any conceivable measure within the range of possibilities to ensure the aircraft’s safety.

2.16.2.4   Standards for Provision of Tactical Control

2.16.3.1   General

Security flights (or Alpha Scramble) under NATO Command can operate within the Brussels FIR/UIR and delegated airspace if they are identified and under control of an ACU. Security flights (or Alpha Scramble) under National Command can operate within the airspace above the national territory and under control of CRC Beauvechain only. If needed, CRC Beauvechain will immediately inform Brussels ACC and Maastricht UAC through Steenokkerzeel ATCC regarding initial heading, initial altitude and SSR-code (Mode 3A). The nature and importance of a security flight might lead to deviation of the standard radar separation minima or to a request to respective ATC agencies to alter flight path of OAT. Adherence to specific flight rules stated in the AIP might not be possible or operationally desirable in order to achieve the mission. If a security flight is controlled by another ACU than CRC Beauvechain, CRC Beauvechain remains responsible for informing the respective ATC agencies.

2.16.3.2   Termination of Alpha Scramble

Whenever the security flight is cancelled by the appropriate authority, the Alpha Scramble is downgraded to a Tango Scramble and has to adhere again to radar separation minima.

2.16.3.3   Interception and Identification Manoeuvres

See ENR 1.12

2.16.3.4   Responsibilities for Separation

2.16.4.1   Separation Applied by the Pilot-in-Command

When, in accordance with airspace classification, separation is the responsibility of the pilot-in-command, the rule is see and avoid.

However, national operational directives may impose supplementary rules including minimum separation distance (i.e. safety bubble) or altitude blocks.

2.16.4.2   Separation Minima during Alpha Scramble and PI’s

The minimum distance for separation with the intercepted aircraft will depend on the mission tasking (reporting aircraft type versus reporting cockpit activity of target aircraft) but the see and avoid principle remains applicable. When completing the interception and closing in on the intercepted aircraft for visual identification (VID), the pilot in command needs to have 'tally' or 'judy'.

Without visual contact on the intercepted aircraft or in IMC, the following separation minima shall be maintained:

• Front and beam intercepts require 1 000 FT vertical separation at all times.

• Maintain ≥ 1 NM unless radar lock and 'judy'.

• Maintain ≥ 1 500 FT (bubble) unless 'tally'.

• If visual contact is lost within 1 500 FT, the intercept is broken off immediately.

2.16.4.3   Radar Separation

The use of force QNH is mandatory inside a TSA when aircraft are under tactical air control and are using an airspace block with a lower limit below 4 500 FT AMSL and an upper limit above 4 500 FT AMSL. (i.e. TSA26A, TSA26B and EBD26). The force QNH is defined as the regional QNH reference. Therefore, the vertical separation in relation to a non-participating aircraft crossing the TSA will be adapted as follows.

The air defence controller will add the verical separation mentioned below to the standard vertical separation indicated in § 2.3.1.2 above.

• 1 000 FT, if 980 HPA ≤ QNH ≤ 1046 HPA
• 2 000 FT, if 947 HPA ≤ QNH < 980 HPA or 1046 HPA < QNH ≤ 1079 HPA
• 3 000 FT, if QNH < 947 HPA or QNH > 1079 HPA

2.16.6.1   Tactical Control by Other ACU than CRC Beauvechain

2.16.6.2   Intercepts with Armed (Live Ordnance equipped) Aircraft

2.16.6.3   Interceptions of Targets of Opportunity

Targets of opportunity can be intercepted over in the Brussels FIR/UIR and delegated airspace. In principle all military non-training aircraft (OAT) may be intercepted unless a special mission is executed (test-, calibration flights, special transport, AEW flights).

OAT traffic wishing to be intercepted can mention this wish in their flight plan (embellish targets) or to Steenokkerzeel ATCC. The intercept will be coordinated between the ADC and ATC control agencies. Unless clearance is received for close-in, aircrews will maintain radar separation minima. When close-in clearance is received, a minimum horizontal separation dis-tance of 1 NM to the target will be maintained. The minimum separation to an AEW aircraft is 3 000 FT vertically or 3 NM horizontally, for loaded /armed aircraft.

Only basic intercepts will be executed on a target of opportunity. Both aircrew and ADC will ensure that guard frequencies are monitored. The intercept must take place outside the civil ATM network. Weather conditions at intercept level must be better or equal to:

• Flight visibility of 8 KM

• Vertical distance from clouds 1 000 FT

• Horizontal distance from clouds 1 500 FT

Break-off rules are as follows:

• No frontal quadrant attacks are allowed.

• 5 NM when no radar contact.

• 3 NM when no lock-on.

• 1 NM is the minimum distance unless approved by the pilot-in-command of the intercepted aircraft.

2.16.6.4   Intervention to Land during A-Scramble

The following procedure is applicable for intervention to land on a military aerodrome and on a civil aerodrome during a renegade event and is performed only during a security flight (see § 2.16.3). The QRA (I) aircraft shall remain VMC and maintain on the frequency of the Air Defence Controller (ADC) of CRC Beauvechain until a handover from the ADC to the Approach Control has been established through Steenokkerzeel ATCC (during opening hours). At transfer of communications only one fighter will switch to the assigned frequency. The second fighter will maintain on the ADC frequency.

2.16.6.5   Practice Intervention Flights

The following procedures are applicable during practice intervention flights and NATO readiness verification. Crossing of civil and military ATM network will be performed under control of military ATC. However, only one QRA (I) aircraft will be on the ATC frequency while the other aircraft is on a CRC frequency in order to receive tactical orders. Internal communication between the QRA (I) formation is performed on a common VHF frequency. Crossing of civil ATS routes will be coordinated by COMOPSAIR before the exercise and a cleared level block (or Flight Level) will be requested for the benefit of Steenokkerzeel ATCC.

2.16.6.6   Operations under Electronic Warfare (EW) Conditions

Flight operations under EW conditions are only allowed after coordination with the master controller (MC) or fighter alloca-tor (FA) of the CRC Beauvechain, and under the following conditions:

• Flight operations and EW must be according AIRCOM Manual 75-1. Taboo frequencies, which may not be jammed, will be determined before exercise start and communicated to all exercise participants. A safety FREQ will be used to order cease jamming when safety is endangered. This FREQ will be available to all exercise participants.

• In case of radio and/or radar jamming the jamming agency will monitor all safety frequencies and UHF guard. Jamming is not allowed during air-to-air refuelling (AAR), aircraft in distress, operational (non-training) missions and VIP flights.

• In case non-planned meaconing-, intrusion-, jamming- or interference (MIJI) conditions are observed both aircrew and ADC will inform each other immediately, log all necessary information (DTG, type, frequency, direction and duration) and perform all necessary actions to safeguard flight safety. Furthermore, action will be taken in order to localise the source of MIJI and to terminate the MIJI.

2.16.6.7   Use of Chaff and IR Flares

Chaff and IR Flares are not allowed in the Brussels FIR/UIR and delegated airspace, except inside air to ground range where it is specifically authorized or a waiver is granted by COA.

2.16.6.8   Degradation of Radar Equipment

If an ACU experiences a degradation of radar equipment and/or has no radar available due to equipment outages, it must inform the aircrew immediately. The ADC will immediately arrange a hand-over to another ACU or Steenokkerzeel ATCC.

2.16.6.9   Short Term Contigency

The following short term contingencies are applicable for outages foreseen to last a short period of time or as a transitional solution during long outages. Depending on the technical restriction, different procedures will be enforced:

• In case of failure or short term outage of the radar equipment at CRC Beauvechain, the callsign of EFFLUX (CRC Beauvechain) is backed up by callsign HERO, being personnel of CRC Beauvechain deployed to Steenokkerzeel ATCC.

• A separate TTY and NOTAM will be issued to warn all Belgian and foreign units that CRC Beauvechain will operate from Steenokkerzeel ATCC. This message will include the restrictions applicable. In case of planned outage, this message will be sent not later than 2 weeks in advance.

• The message will include some restrictions like:

  • number of control points available
  • maximum size of the mission
  • equipment limitations
  • possibility of control by AEW&C aircraft

2.16.6.10   Outside Steenokkerzeel ATCC OPS HR

During their mission, Belgian or foreign QRA aircraft flying in the Brussels FIR/UIR outside the Steenokkerzeel ATCC operational hours will be controlled by CRC Beauvechain or by another ACU.