Source: https://www.belgocontrol.be/html/belgocontrol_static/eaip/eAIP_Main/html/eAIP/EB-AD-2.EBBR-en-GB.html
Timestamp: 2018-04-19 19:37:10
Document Index: 56677377

Matched Legal Cases: ['§ 1', '§ 1', '§ 3', '§ 3', '§ 1', '§ 2', '§ 4', '§ 3', '§ 1', '§ 1', '§ 2', '§ 3', '§ 3', '§14', '§ 3', '§ 4', '§ 3', 'art 36', 'art 36']

AIP for BELGIUM (section AD-2.EBBR) valid from 29 MAR 2018
EBBR — BRUSSELS / Brussels-National
EBBR AD 2.1 Aerodrome Location Indicator and Name
EBBR AD 2.2 Aerodrome Geographical and Administrative Data
1 ARP coordinates 505405N 0042904E
Site of ARP at aerodrome 246º MAG / 1.8 KM from TWR
2 Direction and distance from (city) 6.5 NM NE of Brussels
3 Elevation / reference temperature 184 FT / 23°C
4 Geoid undulation 141 FT
5 Magnetic variation / annual change 1°E (2015) / INFO not AVBL
6 AD administration address Brussels Airport Company
TEL +32 (0) 2 753 42 00 (office hours only)
+32 (0) 2 753 69 00 (Airport Inspection, H24)
FAX +32 (0) 2 753 69 09 (Airport Inspection)
AFS EBBRYDYX
7 Types of traffic permitted (IFR / VFR)
EBBR AD 2.3 Operational Hours
8 Fuelling H24 (Between 2100 and 0500 (2000 and 0400), only with credit cards acceptable by the chosen petroleum company)
See also EBBR AD 2.20, § 1 and EBBR AD 2.21, § 1.
EBBR AD 2.4 Handling Services and Facilities
1 Cargo-handling facilities Modern handling facilities
Nearest railway siding: Brussels (10 KM)
2 Fuel types JET A1
Oil types All types
3 Fuelling facilities and capacity Pits and trucks / No limitations
4 De-icing facilities By arrangement with handling agent
6 Repair facilities for visiting aircraft All repairs
7 Remarks General aviation handling is compulsory
EBBR AD 2.5 Passenger Facilities
1 Hotels At aerodrome and in the city
2 Restaurants At aerodrome and in the city
3 Transportation Taxis, buses, railway station and car hire
4 Medical facilities Doctor, recovery rooms and ambulances
Hospitals in Brussels (10 KM) and in Vilvoorde (5 KM)
5 Bank At aerodrome
Post office At aerodrome
6 Tourist information At aerodrome
EBBR AD 2.6 Rescue and Fire Fighting Services
1 Aerodrome category for fire fighting CAT 910
2 Rescue equipment CAT 910 compliant
EBBR AD 2.7 Seasonal Availability - Clearing
1 Types of clearing equipment 40 vehicles composed of:
sweepers-blowers
tractors equipped with sweeper-blower
sprayers of de-icing liquid
stand-sweepers
runways, appropriate important taxiways and holding bays
important aprons and aircraft stands
remaining part movement area and all roads outside the movement area
Transmission of information by ATIS, SNOWTAM and METAR.
Designated authority to co-ordinate information about the current state of progress of snow clearance operations and the conditions of the movement area is the Airport Inspection:
TEL: +32 (0) 2 753 69 00
FAX: +32 (0) 2 753 69 09
EBBR AD 2.8 Aprons, Taxiways and Check Locations Data
1 Apron surface CONC
Apron strength Apron 1 north: PCN 72/R/A/W/T
Apron 1 south, 2 north and 2 south: PCN 77/R/A/W/T
Apron 3 north: PCN 68/R/C/W/T
Apron 3 south: PCN 110/R/B/W/T
Apron 4: PCN 63/R/D/W/T
Apron 9: PCN 117/R/B/W/T
Apron 10: PCN 75/R/B/W/T
Apron 40: PCN 68/R/C/W/T
Apron 51b: PCN 70/R/C/W/U
Apron 51c: PCN 70/R/C/W/U
Apron 53: PCN 76/R/C/W/T
Apron 54: PCN 73/R/B/W/T (entry S and entry W: PCN 80/F/A/W/T)
Apron 55: PCN 43/R/C/W/T
Apron 56: PCN 76/F/A/W/T
Apron 60: PCN 120/R/B/W/T
2 Taxiway width See chart AD2 EBBR-GMC.02
Taxiway surface CONC / ASPH
Taxiway strength See chart AD2 EBBR-GMC.02
3 ACL and elevation On satellite and parking areas (mean elevation 184 FT)
4 VOR check points NIL
INS check points See chart AD2 EBBR-APDC.01 and AD2 EBBR-APDC.02
EBBR AD 2.9 Surface Movement Guidance and Control System and Markings
1 Aircraft stand identification signs AVBL
Taxiway guide lines AVBL
Visual docking/parking guidance system at aircraft stands Parking guidance lines are available at all stands. For docking guidance system, see EBBR AD 2.20, § 3.1.
2 Runway markings Designation, threshold, touchdown zone, centre line and edge lines, aiming point
Taxiway markings Centre line, edge lines and holding positions (CAT I and CAT II/III operations) at the TWY/RWY intersections
AVBL (see chart AD2 EBBR GMC.01)
4 Remarks Line-up position signs at RWY 07R:
sign “PSN 1" (line-up position 1) on the left beyond the PAPI at 461.4 M from THR 07R
sign “PSN 2" (line-up position 2) on the left at 743.7 M from THR 07R (BTN TWY C6 and C5)
sign “PSN H” (line-up position heavy) on the left at 194 m from THR 07R
EBBR AD 2.10 Aerodrome Obstacles
No Area 2 or Area 3 obstacle data sets are currently provided for EBBR.
Details on EBBR aerodrome obstacles can be found on the aerodrome obstacle charts (see EBBR AD 2.24).
Note 1:	Pilots shall draw attention to the presence of an obstacle of 86 M AMSL (46 M aboveTHR 07L) in the axis of RWY 07L/25R and at 1 610 M from THR 07L. This obstacle (church lighted on the top by a cross of red lights) protrudes 17 M above the approach surface of RWY 07L and the take-off climb surface of RWY 25R.
Note 2:	Pilots shall draw attention to the presence of the control tower building (109.6 M AMSL) between THR 25R and THR 25L.
EBBR AD 2.11 Meteorological Information Provided
1 Associated MET Office EBBR MET
2 Hours of service H24
MET Office outside hours NIL
3 Office responsible for TAF preparation EBBR
Periods of validity 30 HR
Interval of issuance 6 HR
4 Trend forecast AVBL
Interval of issuance 30 MIN
6 Flight documentation Charts, abbreviated plain language text
Languages used En
7 Charts and other information available for briefing or consultation Surface charts, altitude charts, prognostic altitude charts, prognostic chart of significant weather, tropopause and maximum wind chart
Weather radar and satellite imagery display, self-briefing terminal, FAX, real-time weather display
9 ATS units provided with information Brussels TWR, Brussels APP and Brussels ACC
TEL: +32 (0) 2 206 28 50
FAX: +32 (0) 2 206 28 29
VFR flights, gliding, ballooning:
TEL: 0902 / 88 173 (CONSULTEL)
Note: Communications automatically recorded on tape
EBBR AD 2.12 Runway Physical Characteristics
01 014.43° 2 987 x 50 120/F/A/W/T
ASPH 505314.39N
0042929.68E THR 183 FT
TDZ 184 FT
505446.54N
0043007.27E
141 FT
19 194.43° 2 987 x 50 120/F/A/W/T
ASPH 505439.64N
0043004.46E THR 113 FT
TDZ 131 FT
505312.94N
0042929.09E
07R 069.89° 3 211 x 45 120/F/A/W/T
ASPH 505321.89N
0042855.40E THR 175 FT
505356.19N
0043123.88E
25L 249.89° 3 211 x 45 120/F/A/W/T
ASPH 505356.19N
0043123.88E THR 159 FT
TDZ 165 FT
505320.54N
0042849.53E
07L 065.38° 3 638 x 45 80/F/A/W/T
ASPH 505400.12N
0042734.42E THR 129 FT
505445.59N
0043011.76E
25R 245.38° 3 638 x 45 80/F/A/W/T
ASPH 505441.56N
0042957.80E THR 110 FT
TDZ 112 FT
505356.64N
0042722.39E
-0.78% NIL NIL 3 107 x 300 yes Longitudinal slope first quarter > 0,8% and < 1,0%, (*)
+0.78% NIL NIL 3 107 x 300 yes Longitudinal slope last quarter > 0,8% and < 1,0%, (*)
-0.15% NIL NIL 3 331 x 300 yes Maximum steering angle on turn pad is 64°, (*)
+0.15% NIL NIL 3 331 x 300 yes Maximum steering angle on turn pad is 64°, (*)
-0.21% NIL NIL 3 758 x 300 yes (*)
+0.21% NIL NIL 3 758 x 300 yes (*)
(*) for details on obstacles present in the OFZ, please consult chart AD 2 EBBR-ADC.01.
EBBR AD 2.13 Declared Distances
01 2 987 2 987 2 987 2 941 NIL
19 2 987 2 987 2 987 2 767 NIL
07R 2 891 2 891 2 891 3 089 No TKOF before PSN H
25L 3 211 3 211 3 211 3 211 NIL
07L 3 638 3 638 3 638 3 380 NIL
25R 3 638 3 638 3 638 3 338 NIL
In order to reduce the taxi procedure, ATC may, with a visibility of 2 KM or more and subject to pilot's acceptance, authorize take-off from one of the intersections below. Pilots unable to accept should advise ATC duly in advance.
To expedite departing traffic when RWY 01 is in use, departure on RWY 07R from position “H”, line-up position 1 or line-up position 2 will be assigned by ATC.
01 E1 2 075 25L C1 2 210
E3 2 028 C2 1 690
E4 1 253 C3 1 237
19 A1 2 825 C4 1 237
E7 2 675 07L B9 2 518
E6 2 164 A6 2 647
E5 1 558 B8 2 602
E4 1 558 A5 2 148
07R C6 2 405 B7 1 855
C4 1 792 B6 1 389
Line-up PSN 1 2 624 A3 1 570
Line-up PSN 2 2 341 B5 1 506
Line-up PSN H 2 891 25R A1 3 428
C3 1 774 B1 3 267
B3 2 770
B5 1 997
A3 1 967
B6 1 965
B7 1 515
A5 1 407
Note:	Intersection TORA are measured from the point of contact of taxiway centre line marking and runway centre line.
EBBR AD 2.14 Approach and Runway Lighting
RWY 01
Approach lighting system Type: PALS CAT II / III VASIS Type: PAPI (left / 3°)
Length: 900 M (*) MEHT: 49 FT
Runway threshold lights Colour: green Touchdown zone lights 900 M
Wing bars: NIL
Runway end lights Colour: red Stopway lights NIL
Runway centre line lights Length: 2 987 M white: from 0 to 2 087 M
Spacing: 15 M red / white: from 2 087 to 2 687 M
Intensity: LIH red: from 2 687 to 2 987 M
Runway edge lights Length: 2 987 M red: from 0 to 45 M
Spacing: 30 M white: from 45 to 2387 M
Intensity: LIH amber: from 2387 M to 2987 M
Remarks (*) Barrette at 570 M omitted due to railway
RWY 19
Approach lighting system Type: PALS CAT I VASIS Type: PAPI (left / 3°)
Length: 630 M MEHT: 56 FT
Runway threshold lights Colour: green Touchdown zone lights NIL
Runway edge lights Length: 2 987 M red: from 0 to 220 M
Spacing: 30 M white: from 220 to 2387 M
Remarks NIL
RWY 07R
Approach lighting system VASIS Type: PAPI (left / 3°)
NIL MEHT: 66 FT
Runway centre line lights Length: 3 211 M white: from 0 to 2 311 M
Spacing: 15 M red / white: from 2 311 to 2 911 M
Intensity: LIH red: from 2 911 to 3 211 M
Runway edge lights Length: 3 211 M red: from 0 to 125 M
Spacing: 30 M white: from 125 to 3 211 M
RWY 25L
Length: 900 M MEHT: 63 FT
Runway edge lights Length: 3 211 M white: from 0 to 3 211 M
Spacing: 30 M
RWY 07L
Runway centre line lights Length: 3 638 M white: from 0 to 2 738 M
Spacing: 15 M red / white: from 2 738 to 3 338 M
Intensity: LIH red: from 3 338 to 3 638 M
Runway edge lights Length: 3 638 M red: from 0 to 258 M
Spacing: 30 M white: from 258 to 3 638 M
RWY 25R
Approach lighting system Type: PALS CAT II / III VASIS Type: PAPI (right / 3°)
Length: 600 M MEHT: 61 FT
Runway centre line lights Length: 3 608 M white: from 30 to 2 738 M
Runway edge lights Length: 3 638 M red: from 0 to 300 M
Spacing: 30 M white: from 300 to 3 638 M
EBBR AD 2.15 Other Lighting, Secondary Power Supply
1 ABN / IBN location, characteristics and hours of operation NIL
2 LDI location and lighting NIL
WDI location and lighting At THR 07L (lighted)
At 198 M from THR 07R (lighted)
At 378 M from THR 25L (lighted)
At 430 M from THR 19 and 209 M from THR 25R (lighted)
At 472 M from THR 01 and 940 M from THR 07R (lighted)
3 Taxiway edge lighting
See chart AD2 EBBR GMC.02
4 Secondary power supply AVBL
Switch-over time 0 SEC
EBBR AD 2.16 Helicopter Landing Area
1 Coordinates of TLOF and FATO THR 505348.28N 0042758.57E
The FATO is located on TWY R1
2 TLOF / FATO elevation 124 FT
3 TLOF dimensions 22 M x 22 M
TLOF surface ASPH
TLOF strength PCN 75/F/C/W/T
4 FATO true bearing 065° / 245°
5 Declared distances available Information not available. See remarks on the restrictions of use.
6 TLOF and FATO marking Marked with a conventional H (dimensions 6 M x 3.6 M). There is no aiming point provided, a WDI is located on the west side.
7 Approach and FATO lighting Information not available. See remarks.
8 Remarks State and military flights are exempted.
Performance class 1 operations are not allowed to/from the FATO due to the slope of obstacle limitation surfaces that comply to performance class 2 & 3 only.
The take-off and climb surface has been protected to 8% to the east and west of the FATO.
Caution must be exercised when operating to and from the FATO due to possible moving aircraft and vehicles.
The FATO shall be vacated immediately after landing according ATC instructions.
Helicopters with skid-type landing gear proceeding to and from the FATO shall hover taxi to and from the parking area.
Helicopters with wheel-type landing gear proceeding to and from the FATO shall ground taxi to and from the parking area.
EBBR AD 2.17 ATS Airspace
1 Designation Brussels CTR
Lateral limits 504434N 0043404E - an arc of circle, 10 NM radius, centred on 505405N 0042904E and traced clockwise to 505203N 0044435E - 504434N 0043404E.
2 Vertical limits 1 500 FT AMSL
3 Airspace classification D (1)
4 ATS unit call sign Brussels Tower
5 Transition altitude 4 500 FT AMSL
6 Remarks (1) Partially airspace class G during EBGB operational hours between GND and 1 000 FT AMSL: 510401N 0042700E - 505800N 0042800E - 505545N 0042452E - 505800N 0041428E - an arc of circle, 10 NM radius, centred on 505405N 0042904E and traced clockwise to 510401N 0042700E (see chart AD2 EBBR-VAC.01 and AD 2.PVT-EBGB).
EBBR AD 2.18 ATS Communication Facilities
APP / TAR Brussels Arrival 118.250 MHZ (1)
120.100 MHZ (2)
389.375 MHZ
362.300 MHZ
121.500 MHZ (3)
243.000 MHZ (3) H24 (1) For ARR TFC via S, N and W except for TFC BLW FL 65 requesting to enter Brussels TMA. (See Brussels Departure.)
(2) For ARR TFC via E on ATC instruction only
(3) Emergency frequency
Brussels Departure 126.625 MHZ H24 NIL
Brussels Final 129.725 MHZ (1)
127.575 MHZ (2)
121.500 MHZ (3) H24 (1) Final approach RWY 25R on ATC instruction only
(2) Final approach RWY 25L on ATC instruction only
TWR Brussels Tower 118.600 MHZ
120.775 MHZ
388.525 MHZ
257.800 MHZ
121.500 MHZ (1)
127.150 MHZ (2) H24 (1) Emergency frequency
(2) Spare frequency
Brussels Ground 121.875 MHZ
118.050 MHZ
121.700 MHZ (1) H24 Ground movement control
(1) Spare frequency
CLR Brussels Delivery 121.950 MHZ H24 NIL
SRE Brussels Radar 120.100 MHZ (1) H24 (1) SRA on ATC instruction only
ATIS Brussels Arrival 132.475 MHZ
110.600 MHZ (1)
112.050 MHZ (2)
114.600 MHZ (3)
117.550 MHZ (4)
114.900 MHZ (5)
132.475 MHZ H24
see EBBR AD 2.23
(1) BUN frequency
(2) FLO frequency
(3) BUB frequency
(4) HUL frequency
(5) AFI frequency
D-ATIS AVBL (see GEN 3.4, § 3.4.2)
Brussels Departure 121.750 MHZ H24 See EBBR AD 2.23
VDF Brussels Homer 120.100 MHZ
118.250 MHZ
118.600 MHZ
121.500 MHZ (1) H24 (1) Emergency frequency
SAR Brussels Rescue 282.800 MHZ
123.100 MHZ HO OPR: Belgian Air Component
Combined Scene of SAR (monitored only when SAR operation in progress).
EBBR AD 2.19 Radio Navigation and Landing Aids
(0°/2015) BUB 114.600 MHZ
CH 93X H24 505408.4N
0043217.1E 178 FT 070° GEO / 0.60 NM from THR 25L
Coverage: 100 NM (FL 500)
L OB 293 KHZ H24 505513.0N
0043658.2E 070° GEO / 3.76 NM from THR 25L
Coverage: 25 NM
Collocated with OM ILS 25L
L OP 402 KHZ H24 505619.4N
0043533.6E 065° GEO / 3.91 NM from THR 25R
Collocated with OM ILS 25R
L OZ 314 KHZ H24 504936.2N
0042801.3E 194° GEO / 3.77 NM from THR 01
Coverage: 20 NM
Collocated with OM ILS 01
ILS 01 (CAT I)
LOC IBX 109.900 MHZ H24 505455.9N
0043011.1E 014° GEO / 1.76 NM from THR 01
No back beam AVBL
LOC only reliable within 35° either side of course line
GP 333.800 MHZ H24 505323.9N
0042940.2E Slope 3°
RDH 52 FT
DME IBX CH 36X H24 505324.0N
0042939.9E 194 FT Collocated with GP
0 at 340 M from THR 01
OM dash / dash 75 MHZ H24 504936.7N
0042801.2E 3.75 NM from THR 01 or use IBX DME fix
MM dot / dash 75 MHZ H24 505239.9N
0042915.4E 0.59 NM from THR 01 or use IBX DME fix
ILS 19 (CAT I)
LOC IBM 111.150 MHZ H24 505306.1N
0042926.3E 194° GEO / 1.62 NM from THR 19
GP 331.550 MHZ H24 505429.8N
0043006.8E Slope 3°
RDH 54 FT
Coverage restricted to 6° at left-hand site antenna
DME IBM CH 48Y H24 505429.8N
0043006.8E 134 FT Collocated with GP
0 at 315 M from THR 19
ILS 25L (CAT III)
LOC IBL 110.350 MHZ H24 505318.7N
0042841.5E 250° GEO / 1.83 NM from THR 25L
GP 334.850 MHZ H24 505349.0N
0043110.7E Slope 3°
RDH 59 FT
DME IBL CH 40Y H24 505349.2N
0043110.7E 164 FT Collocated with GP
0 at 316 M from THR 25L
OM dash / dash 75 MHZ H24 505512.9N
0043659.1E 3.75 NM from THR 25L or use IBL DME fix
MM dot / dash 75 MHZ H24 505409.1N
0043219.7E 0.60 NM from THR 25L or use IBL DME fix
ILS 25R (CAT III)
LOC IBR 108.900 MHZ H24 505348.9N
0042655.5E 245° GEO / 2.12 NM from THR 25R
GP 329.300 MHZ H24 505441.1N
0042940.9E Slope 3°
DME IBR CH 26X H24 505441.0N
0042941.0E 127 FT Collocated with GP
0 at 307 M from THR 25R
OM dash / dash 75 MHZ H24 505619.3N
0043532.9E 3.89 NM from THR 25R or use IBR DME fix
MM dot / dash 75 MHZ H24 505456.1N
0043052.6E 0.63 NM from THR 25R or use IBR DME fix
EBBR AD 2.20 Local Aerodrome Regulations
1.1 Airport Coordination
EBBR is a coordinated airport. Unless exempted, and irrespective of noise abatement procedures (EBBR AD 2.21, § 1), ATFM slot, or traffic rights, take-off or landing of an IFR flight without an appropriate allocated slot is prohibited and punishable. No airport slots will be allocated for take-off during following periods:
SAT, 0000 (FRI, 2300) to SAT, 0500 (0400);
SAT, 2300 (2200) to SUN, 0500 (0400);
SUN, 2300 (2200) to MON, 0500 (0400).
1.1.1 Coordination Procedure
For every take-off and landing of an IFR flight, a slot shall be requested and obtained from the coordinator before the filing of the flight plan.
Applications should be made as early as possible. In case of short-term applications or alterations to flights, lower priority handling must be expected as against flights with earlier allocated slots for the same time of arrival or departure.
For fully coordinated airports, the arrival and departure times may only be published by the air carrier and/or operator after allocation of the slots by the airport coordinator. The arrival and departure times at coordinated airports included in the announcements and/or applications must conform to the airport slot as allocated by the airport slot coordinator.
Permission for entry and exit granted by the Belgian CAA does not replace the obligation to report or submit an application to the airport coordinator. The same applies to flight schedules for scheduled air services approved by the Belgian CAA.
Any unused slot shall be returned to the airport coordinator in due time.
1.1.1.2 Procedures for airlines
Slot applications shall be submitted via email to BRUACXH@brucoord.org, whereby the procedures and formats of the IATA Standard Schedule Information Manual (SSIM, chapter 6), must be used.
1.1.1.3 Procedures for General Business Aviation (GA/BA)
Unless otherwise agreed with Belgium Slot Coordination (BSC), airport slots and airport slot authorization number must be requested only via a handling agent for General and Business Aviation. Slot requests sent directly to the coordinator will not be accepted.
GA/BA flights outbound from or inbound for EBBR falling under this regulation shall fill item 18 of the flight plan form.
The filing format is as follows: RMK/ASL<authorization number>. The authorization number is that given by the coordinator when allocating the airport time slot. It is composed of 14 alphanumeric characters, the first 4 of which are the ICAO code of the airport for which the airport time slot has been delivered (example: “RMK/ASLEBBR1234567890”).
If the flight is between two coordinated airports applying a similar regulation (ex. France or Germany), the authorization numbers delivered by the coordinator for each airport shall be filled in, in item 18 as per the format below:
RMK/ASLLFMNSEA3456789
RMK/ASLEBBR1234567890
The general or business flight plans falling under this regulation and filed without authorization number or without a corresponding airport slot time, will not be taken in consideration for the departure sequence. For that purpose, a message will be sent by email by Brussels Airport Company on account of Belgium Slot Coordination to the flight plan originator or his dedicated representative.
1.1.2 Exemptions
Following flights are exempted from coordination, but should be reported to the airport coordinator as far in advance as possible:
flights carrying members of the Belgian Royal Family, the Belgian governments or foreign royal families, foreign heads of state or leaders of governments, the President or commissioners of the European Commission when they are on official mission;
Following flights are exempted from coordination, but should be reported to the airport coordinator as soon as possible after the operation:
ILS calibration flights when urgently needed for operational reasons;
missions in case of disaster or medical urgency;
police emergency flights;
SAR flights;
landing (and subsequent departure within 2 hours) in case of operational diversion.
1.1.3 Additional Information
Belgium Slot Coordination VZW
Mr Didier Hocq
Brussels Airport PB27
1930 Zaventem 4
TEL: +32 (0) 2 753 57 91 to 94
Email: BRUACXH@brucoord.org (for slot requests; traffic on this email address is monitored and slot requests are replied H24)
Email: didier.hocq@brucoord.org (for any other question; office hours only)
URL: www.brucoord.org
Operational hours: MON to FRI (HOL excl), 0700-1600 (0600-1500)
1.2 Aircraft Code F
Aircraft code F are subject to a special permission. However, B747-8F are authorised to operate at EBBR.
1.2 Use of VHF Radio by Vehicles
Vehicles on the manoeuvring area use VHF radio for communication with Brussels TWR. Vehicles are thus on the same frequency as aircraft on the active runway, enhancing pilot and driver awareness (see also chart AD 2.EBBR-GMC.03).
1.3 Ground Surveillance - Use of Mode S Transponders
EBBR is equipped with an advanced ground surveillance system using Mode S. Operators intending to use the airport should ensure that Mode S transponders are able to operate when their aircraft are on the ground.
Pilots shall select XPDR or the equivalent according to specific installation, AUTO if available, not OFF or STBY, and the assigned Mode A code:
from the request for push back or taxi, whichever is earlier;
after landing, continuously until the aircraft is fully parked on stand. When parked, Mode A code 2000 shall be set before selecting OFF or STBY.
Whenever possible, the aircraft identification (i.e. call sign used in flight) shall be entered as from the request for push back or taxi, whichever is earlier (through the FMS or the transponder control panel). Pilots shall use the ICAO format for aircraft identification, as entered in item 7 of the flight plan form (e.g. “DAT123”).
To ensure that the performance of systems based on SSR frequencies (incl airborne ACAS units and SSR radars) is not compromised, ACAS shall not be selected before receiving clearance to line up. It should be deselected after vacating the runway.
Aircraft taxiing without flight plan, shall select Mode A code 2000.
1.4 Wildlife Strikes
Pilots are requested to report wildlife strikes immediately to ATC and submit the wildlife strike report to:
Safety Management Belgian CAA
FAX: +32 (0) 2 753 42 29
Email: safetymanagement@brusselsairport.be
FAX: +32 (0) 2 777 45 55
Email: bcaa-occurences@mobilit.fgov.be
Pilots are advised to consult chart AD 2.EBBR-GMC.05, depicting the hot spots on the manoeuvring area.
Between 2200 and 0459 (2100 and 0359), taxi restrictions apply (see EBBR AD 2.21, § 2.1).
2.2 Use of Stopbars
Stopbars at entry points of active RWY are operated permanently. Due to operational requirements and practices, the stopbar at RWY entry point TWY Z will remain off when configuration RWY 01/07R is used.
Aircraft and vehicles shall never cross a lit stopbar.
When a lit stopbar cannot be cycled, the RWY entry point will be taken out of service and aircraft and vehicles will be rerouted. If rerouting is not possible, ATC will clear the aircraft or vehicle to cross a lit stopbar, stating the reason why the stopbar remains lit in each individual clearance.
When stopbars for all RWY entry points of one or more RWY cannot be lit, this shall be announced via RTF and ATIS, as well as via NOTAM if the outage is estimated to occur for a period of at least two hours.
Pilots are reminded that when stopbars are not lit, this does not constitute an authorisation of any kind to enter a RWY, irrespective if this RWY is active or not. An explicit clearance or instruction to enter or cross any RWY is required.
2.3 Standard Taxi Routes
Aircraft requiring full length for departure shall advise GND at the latest when requesting taxi clearance.
Arriving aircraft shall remain on TWR frequency until instructed to contact GND.
Ground operations are controlled by two sectors: GND North and GND South (see chart AD 2.EBBR-GMC.03). Transfer of control and communication point between GND N and GND S is TWY INN 8 or OUT 8.
Aircraft will be transferred to the appropriate TWR frequency to enter or cross an active runway. An explicit clearance to cross or enter any runway shall be issued by ATC. If no such clearance is received, pilots shall obtain it from ATC before crossing the relevant holding position marking.
2.3.2 Runway Configuration 25L (Arrivals) / 25R (Departures)
Departures originating from sector GND N will expect to depart from B1. Departures originating from sector GND S will expect to depart from W41 or W42.
Clearance to cross RWY 01/19 at E4-F4, E5-F4 or E6-F5 may be given by GND. Aircraft arriving on RWY 25L and proceeding via E1 or E3 will receive clearance to cross RWY 01/19 from TWR.
2.3.3 Runway Configuration 25L and 25R (Arrivals) / 19 and 25R (Departures)
All departures for RWY 25R will expect to depart from B1.
All departures for RWY 19 will expect to depart from E7.
Aircraft requiring full length for departure (RWY 19 and RWY 25R) will receive clearance to cross RWY 01/19 from TWR.
2.3.4 Runway Configuration 07L (Arrivals) / 07R (Departures)
Departing traffic RWY 07R will receive take-off clearance on TWR FREQ 118.600 MHZ.
2.3.5 Runway Configuration 01 (Arrivals) / 07R (Departures)
Traffic departing from RWY 07R, lining up via P9 and departing from position H or position 1, will receive line-up clearance on GND S FREQ 121.875 MHZ.
Departing traffic will receive take-off clearance on TWR FREQ 120.775 MHZ.
2.3.6 LVP
See EBBR AD 2.22, § 4.1.2.
2.4 Taxiway Restrictions
When an A380 is present on TWY OUT, traffic on parallel TWY INN must be limited to Code D aircraft.
Pilots must not enter TWY W41 or W42 when A380 is present on TWY W41 or W42.
Pilots of A380 must not enter TWY W41 or W42 when another aircraft is present on TWY W41 or W42.
For A380 taxiway restrictions see chart AD 2.EBBR-GMC.06.
3.1 Docking Guidance
When arriving at parking positions on remote stands or on stands where no guidance system is installed, pilots shall not enter the stand unless a marshaller is present for guidance. In case no marshaller is present, contact GND, request marshaller guidance and await the marshaller on the taxiway centre line.
Parking positions 140 to 174, 201 to 240, 350 to 354 and 680 to 699 are equipped with a docking guidance system. Guidance to these positions by marshallers may still be requested from GND.
When the pilot receives from the guidance system a wrong type of aircraft, a wrong flight number, an ERR-message, an ESTOP emergency stop message or if the display becomes unreadable, the aircraft must be stopped immediately, contact GND and ask for a marshaller and hold position.
System messages on parking positions 140 to 174, 351 to 354 and 680 to 699
“Flight number” / “Aircraft type” flashing Gate is ready for docking. Aircraft is not yet detected
“Aircraft type” steadily Aircraft has been detected. Aircraft symbol appears and system guides the pilot
“Distance” Distance to stop position in metres. Approach slowly
Arrow < Correction to the left required
Arrow > Correction to the right required
“STOP” Stop now, the docking position has been reached
“OK” Docking successful
“STOP TOO FAR” Aircraft has gone past the stop position
“ESTOP” Emergency stop. Stop aircraft immediately and await marshaller instructions
“BRIN” / “STOP” Bridge is not in good position. Stop aircraft and await marshaller instructions (not applicable at stands 680 to 699)
System messages on parking positions 201 to 240
WAIT (in red) Self test after starting of the system
“Aircraft type” + “rolling arrows” DGS ready for docking. Aircraft not yet detected
“Aircraft type” + “yellow centre line” Aircraft detected and tracked
“Aircraft type” + “distance” Distance from stop position in meters (from +/- 20 m)
STOP (in red) Stop now, docking position has been reached or Emergency Stop
OK Docking successful
STOP + TOO FAR Aircraft has gone past the stop position
STOP in red + TOO FAST Approach on too high speed
WAIT + GATE BLOCK Object is detected. Docking procedure stopped. The docking procedure will resume as soon as the blocking object has been removed.
WAIT + VIEW BLOCK Message coming when the closest view is hindered. (Laser problem, dust on the glass,...). Closing rate display comes again when the problem is resolved
ERROR + “Code” Internal error code
“BRIN” / “STOP” Bridge is not in good position. Stop aircraft and await marshaller instructions
STOP (in red) + ID FAIL Bad type of aircraft detected
Note:	Two simultaneous messages are always shown in an alternate way.
3.2 Push-back
Unless prior permission has been obtained from the Airport Inspection, push-back is compulsory at nose-in stands. Push-back shall be executed immediately after approval has been received from GND, taking into account the traffic information and/or restrictions contained in the approval message.
ATC can give push-back instructions that overrule the standard procedures. The captain shall notify the headset operator who shall notify the puschback driver.
The pilot shall always relay push-back instructions received from ATC to the headset operator (see below, § 3.2.1). If - for unforeseen reasons - the push back operator is unable to perform the push-back following the standard procedures or the special ATC instructions, he shall immediately inform the captain who shall inform ATC. Simultaneous push-back of aircraft on adjacent stands is not allowed below 400 M RVR. Power out on reverse thrust is not allowed. Power out on nose-in stand is not allowed, except when authorized by Airside Inspection.
3.2.1 Standard Phraseology
For push-back according to the standard procedure, the phraseology, will be:
“Push-back approved [facing E (W, N, S)]”.
For push-back according to special instructions from ATC, the phraseology will state the special instructions:
“Push-back approved. Push on T (R, S, U, Inner, Outer), [facing E (W, N, S)]”.
3.2.2 Push-back at apron 1 North
Positions 144 till 158: all aircraft shall be pushed on the push-out line (white dotted line) or INN-4, ATC will specify nose facing East or West and specify use of INN-4 or push-out line for push and pull. When pushing on push-out line, nose facing East, all pull forward no further than abeam stand 158.
3.2.3 Push-back at apron 1 South
Positions 143 and 145 L/R: all aircraft shall be pushed no further than stop point on TWY R4 (white perpendicular mark on TWY).
3.2.4 Push-back at apron 2 North
Position 204: all aircraft shall be pushed on the push out line until stop point (white perpendicular mark on push out line) and pulled forward until abeam stand 206L or further on ATC discretion.
3.2.5 Push-back at apron 2 South
Position 205 L: all aircraft shall be pushed backward with a slight turn to the right-hand side onto the push-out line. Nose gear must be stopped on the stop position (white perpendicular mark on the push-out line). Aircraft will be pulled forward abeam stand 211. Full engine start only abeam stand 211.
Position 205 R:
all aircraft shall be pushed on TWY T no further then stop point (white perpendicular mark on the TWY) and pulled forward abeam stand 211, full engine start only abeam stand 211; or
all aircraft shall be pushed on TWY U and pulled forward abeam stand 316, full engine start only abeam stand 316.
3.2.6 Push-back at apron 3 North
ICAO aircraft category D or E shall be pushed onto taxiway T.
Position 312: all aircraft shall be pushed on TWY, nose facing West only.
Full engine start only abeam stand 211 (TWY T) / stand 316 (TWY U)
3.2.7 Push-back at apron 3 South
Position 313 and 315: ICAO aircraft category C with wingspan 36 M MAX shall be pushed on the push-out line (white dotted line). Nose gear shall be stopped on the stop point (white perpendicular mark on the push-out line).
Positions 317 until 327: all aircraft will be pushed on INN-9 or INN-10.
3.2.8 Push-back at satellite (apron 3)
Positions 351: all aircraft will be pushed on the push-out line (white dotted line). Nose gear shall be stopped on the stop point (white perpendicular mark on the push-out line).
Positions 352, 353, 354 and 304: all aircraft will be pushed on taxiway INN, ATC will specify facing North or South.
Positions 306: all aircraft shall be pushed on TWY Z, ATC will specify facing East or West.
3.2.9 Push-back at apron 9
Position 950 and 951: all aircraft shall be pushed on TWY N1/N2 abeam position 958, nose facing West only.
In case of A380 push-back only allowed under supervision of Airside Inspection.
Position 952: for push back, nose facing West, all aircraft shall be pushed on TWY N1/N2 abeam position 958, nose facing West only.
Position 971 and 972: for push back, nose facing West, All aircraft shall be pushed back on push out line via lead-in line stand 973, nose gear no further than push out limit line (white perpendicular mark on lead-in line) and pulled forward abeam stand 971. Full engine start only abeam 971.
Position 973: for push back, nose facing West, all aircraft shall be pushed on lead-in line stand 973, nose gear no further than push out limit line (white perpendicular mark on lead-in line) and pulled forward abeam stand 971, nose facing West. Full engine start only abeam stand 971.
4.1 Selection of Runway-in-use
The direction in which aircraft take off and land is determined by the speed and direction of the surface wind or by the preferential runway system.
The term “runway-in-use” is used to indicate the runway that - at a particular time - is considered by ATC to be the most suitable for use by the types of aircraft expected to land or take off according to the preferential runway system.
Normally, an aircraft will take off and land into the wind, unless safety, runway configuration or traffic conditions determine that a different direction is preferable. However, in selecting the runway-in-use, ATC shall also take into consideration other relevant factors such as the aerodrome traffic circuits, the length of the runway, the approach and landing aids available, meteorological conditions, aircraft performance, the existence of a preferential runway system and noise abatement.
Accepting a runway is a pilot’s decision. If the pilot-in-command considers the runway-in-use not usable for reasons of safety or performance, he shall request permission to use another runway. ATC will accept such request, provided that traffic and air safety conditions permit.
4.2 Preferential Runway System
4.2.1 Runway Configuration Scheme
0500 to 1459
(0400 to 1359)
1500 to 2159
(1400 to 2059)
2200 to 0459
(2100 to 0359)
MON 0500 (0400)
till TUE 0459 (0359) TKOF 25R 25R / 19(1)
LDG 25L / 25R 25R / 25L(2)
TUE 0500 (0400)
till WED 0459 (0359) TKOF 25R 25R / 19(1)
WED 0500 (0400)
till THU 0459 (0359) TKOF 25R 25R / 19(1)
THU 0500 (0400)
till FRI 0459 (0359) TKOF 25R 25R / 19(1)
FRI 0500 (0400)
till SAT 0459 (0359) TKOF 25R 25R(3)
LDG 25L / 25R 25R
SAT 0500 (0400)
till SUN 0459 (0359) TKOF 25R 25R / 19(1) 25L(4)
LDG 25L / 25R 25R / 25L(2) 25L
SUN 0500 (0400)
till MON 0459 (0359) TKOF 25R / 19(1) 25R 19(4)
LDG 25R / 25L(2) 25L / 25R 19
(1) RWY 25R only for traffic via ELSIK, NIK, HELEN, DENUT, KOK and CIV / RWY 19 only for traffic via LNO, SPI, SOPOK, PITES and ROUSY; aircraft with MTOW between 80 and 200 T can use RWY 25R or 19 (at pilot discretion); aircraft with MTOW > 200 T shall use RWY 25R regardless the destination.
(2) Arrival on RWY 25L at ATC discretion only.
(3) No airport slot will be allocated for take-off between 0000 (2300) and 0500 (0400) (EBBR AD 2.20, § 1).
(4) No airport slot will be allocated for take-off between 2300 (2200) and 0500 (0400) (EBBR AD 2.20, § 1).
Times of runway changeover are subject to flexibility in order to ensure transition in safe conditions. ATC will operate the changeover as close as possible from the indicated time, taking into account the traffic conditions.
4.2.2 Wind Criteria
In selecting the runway combination to be used, the following wind components shall be applied:
Runway-in-use: wind components are exceeded at:
RWY 25L/R
RWY 19 (TKOF only)
Tailwind MAX 7 KT 7 KT
Crosswind MAX 20 KT 20 KT
RWY 07L/R
RWY 19 (TKOF and ARR)
Tailwind MAX 0 KT - 3 KT (incl) 0 KT - 3 KT (incl) 0 KT - 3 KT (incl)
Crosswind MAX 20 KT 20 KT 20 KT
Note: (incl) means that the wind component threshold is exceeded when the component exceeds 3 KT.
4.2.3 Exceptions
The preferential runway system is not the determining factor in runway selection under the following circumstances:
when the crosswind component exceeds 20 KT or more (gusts included);
when the tailwind component exceeds 7 KT or more (gusts included);
when the runways are contaminated or when estimated surface friction is less than good;
when alternative runways are successively requested by pilots for safety reasons;
when pilots report excessive wind at higher altitudes resulting in go-arounds;
when wind shear has been reported or forecast, or when thunderstorms are expected to affect arriving or departing traffic;
when works are in progress on one of the runways included in the preferential runway system;
for landing, when the ceiling is lower than 500 FT or the visibility is less than 1 900 M;
for departure, when the visibility is less than 1 900 M.
Gust components are derived from the maximum 3 second average wind speed which occurred during the last 10 minutes (or a shorter period in case of a marked discontinuity).
4.2.4 Definitions
Following definitions (based upon JAR-OPS terminology) apply:
A runway is considered contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by:
surface water more than 3 MM deep, or by slush or loose snow, equivalent to more than 3 MM of water;
snow that has been compressed into a solid mass that resists further compression and will hold together or break into lumps if picked up (also referred to as “compacted snow”) or;
ice, including wet ice.
Estimated surface friction “good” is a comparative value meaning that aircraft should not experience directional control or braking difficulties and that stopping is available within the scheduled distance, but that conditions are not as good as when landing on a clear, dry runway.
4.3 Runway Occupation
In order to avoid go-arounds, aircraft should vacate the runway quickly, without prejudice to safety. Pilots should take into consideration that it might be more efficient to use an exit situated farther away, than to try to vacate too quickly, miss the exit and then having to taxi slowly to the next. The aim should be to achieve a normal touchdown with progressive smooth deceleration to vacate, at a safe speed, at the nominated exit point.
The table below indicates the distances to exit. The exits are grouped in left or right turns and by increasing distance.
exit (M)
25L C1 850 07L A5 1 149
C2 1 232 A3 1 731
C3/C4 1 792 B7 1 241
C5 2 148 B6 1 702
C6 2 405 B5 1 739
25R A3 1 270 B3 2 512
A5 1 848 B1 3 009
A6 2 347 01 E3 802
B6 1 089 E4/E5 1 512
B5 1 206 E6 2 118
B7 1 555 B1 2 629
B9 2 218 19 E4 1 033
B8 2 302 E3 1 808
07R C3/C4 1 115 E1 1 855
C2 1 568 C5 2 105
C1 2 088
5.1 Aircraft Without Radio
Aircraft without radio are prohibited.
5.2 Glider Flights
Glider flights are prohibited.
5.3 ULM Flights
ULM flights are prohibited.
5.4 Balloon Flights
Balloon flights are prohibited.
5.5 Parachuting
Parachuting is prohibited.
5.6 Acrobatic Flights
Acrobatic flights are prohibited.
5.7 Training and Test Flights
Provided traffic conditions permit, training and test flights may be performed using RWY 25L/R, outside following periods:
2200-0459 (2100-0359);
MON to FRI: 0600-1000 (0500-0900) and 1600-1900 (1500-1800);
SAT: 0700-1000 (0600-0900);
SUN: 1600-2000 (1500-1900).
Local VFR is not allowed during HN.
6 OPERATIONS OF LARGE AIRCRAFT
6.1 Aircraft Code F
6.2 A380 Operations
Operators of A380 aircraft may designate Brussels Airport as a nominated diversionary aerodrome subject to prior agreement by Airside Inspection +32 2 753 69 00 and assessment of the handling facilities by the airline.
6.2.2 Aprons and Aircraft Stands
Designated aircraft stand 233L, equipped with triple apron boarding bridge and four power units.
Aircraft stands 951 and 954 suitable for remote handling. Push back from stand 951 only allowed under supervision of Airside Inspection.
6.2.3 De-icing
Aircraft de-icing on stand, no remote de-icing area suitable.
EBBR AD 2.21 Noise Abatement Procedures
1.1 Noise Restrictions
Movements of jet aircraft with MTOW ≥ 34 T or with a capacity of more than 19 seats (crew-only seats excl) are restricted:
take-off or landing with QC > 8.0 is forbidden between 2200 and 0459 (2100 and 0359);
take-off or landing with QC > 12.0 is forbidden between 0500 and 0559 (0400 and 0459);
take-off with QC > 48.0 is forbidden between 0600 and 1959 (0500 and 1859);
landing with QC > 24.0 is forbidden between 0600 and 1959 (0500 and 1859);
take-off with QC > 24.0 is forbidden between 2000 and 2159 (1900 and 2059);
landing with QC > 12.0 is forbidden between 2000 and 2159 (1900 and 2059).
Exemptions may be granted for:
take-off between 2000 and 2159 (1900 and 2059) with QC ≤ 26.0 (with a maximum of 3% of the number of take-offs per year for this time period);
take-off between 2200 and 0459 (2100 and 0359) with QC ≤ 12.0 (with a maximum of 200 take-offs per year only for aircraft that operated at EBBR between 25 OCT 2008 and 24 OCT 2009);
landing between 2200 and 0459 (2100 and 0359) with QC ≤ 12.0 (with a maximum of 300 exemptions per year).
Exemptions shall be requested from the CAA in advance via FAX (+32 (0) 2 277 42 54) or via email (BCAA.inspect.env@mobilit.fgov.be).
The QC is calculated using the formula QC = 10[(G-85)/10], whereby “G” equals:
for take-off: half the sum of the certified fly-over and sideline noise levels in EPNdB of the aircraft at its MTOW;
for landing: the certified approach noise level in EPNdB of the aircraft at its maximum landing weight, minus 9 EPNdB.
Take-off or landing of marginally compliant aircraft is forbidden between 2200 and 0459 (2100 and 0359).
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;
military missions;
take-off or landing performed in exceptional conditions (flights on which an immediate threat exists to the health of people or animals, diverted flights, etc.).
In case of circumstances beyond the operator's control, a non-compliant flight may be exceptionally allowed, provided that proper justification is sent to the Director-General of the CAA within two working days after the flight.
For marginally compliant aircraft, an authorization of temporary use may be delivered by the Minister of Transport or his representative, if the aircraft is operated exceptionally or in non-commercial flights for modifications, repairs or maintenance.
1.2 Reverse Thrust
Except for safety reasons, reverse thrust shall not be used at other than idle power. On the aprons, it is prohibited at any time.
2 GROUND PROCEDURES
2.1 Taxi Restrictions between 2200 and 0459 (2100 and 0359)
Maximum four aircraft are authorized to taxi simultaneously to the holding position(s) of the runway(s)-in-use. Additionally, only three aircraft are allowed to await take-off clearance at the holding position at the same time.
Engine run-up is not allowed at the holding position, except for run-up tests performed immediately before take-off as part of the take-off procedure.
2.2 Engine Test Runs and Idle Checks
Engine test runs and idle checks in the open air and without silencers must be restricted to the very minimum and require prior permission from the Airport Authority.
Engine test runs are only allowed between 0600 and 2100 (0500 and 2000). They can only take place on the crossing of TWY F3, Y, W1 and W21. If this crossing is not available due to infrastructural reasons, compass swing located at TWY D2 may be used instead.
The aircraft parking positions 140 to 174, 201 to 240, 680 to 699 and 969 to 973 are equipped with 400 HZ and aircraft parking positions 140 to 174, 201 to 240 and 680 to 699 are equipped with pre-conditioned air (PCA). As soon as possible after arrival at one of these positions (5 MIN after docking MAX), 400 HZ shall be connected and the APU switched off. Upon departure (15 MIN before ETD), the APU may be started and 400 HZ shall be disconnected. When 400 HZ or PCA is not available, GPU shall be used.
When no PCA is available and an authorization from the Airport Inspection has been obtained, the use of the APU is allowed during periods of extreme high or low temperatures for aircraft docked for more than 1 HR at the aircraft parking position.
3 ARRIVAL PROCEDURES
3.1 ILS Approach
Aircraft performing an ILS approach shall not intercept the GP below:
2 000 FT QNH for RWY 25L/R (3 000 FT and 2 000 FT respectively in case of simultaneous approach);
2 000 FT QNH for RWY 01;
3 000 FT QNH for RWY 19.
After interception, the aircraft shall not descend below the GP.
3.2 Surveillance Radar Approach
Aircraft performing an SRA without ILS assistance, shall not descend below 2 000 FT QNH before 6 NM from touchdown, nor fly thereafter below a descent path of 3°.
3.3 Visual Approach
Aircraft performing a visual approach without ILS or radar assistance, shall not descend below 1 800 FT QNH before intercepting the PAPI approach slope, nor fly below it thereafter.
3.4 Vectored Continuous Descent Operations (CDO)
When the traffic situation permits, ATC will facilitate vectored continuous descent for all RWY.
Facilitation of CDO will be provided at ATC discretion only.
When vectoring for continuous descent, ATC will, as soon as practicable after first call on the APP frequency, provide distance from touchdown and an approval to descend at pilot’s discretion. The phraseology “when ready, descend” shall be used.
CDO will not be facilitated in adverse weather conditions that may affect the approach (wind shear, thunderstorms, etc).
Subject to ATC instructions, inbound aircraft shall adopt a continuous descent profile - to the greatest possible extent compatible with safe operation of the aircraft - by employing minimum engine thrust, ideally in a low drag configuration, prior to the FAF/FAP.
Note:	All noise abatement procedures for arrivals as well as the speed limitations in EBBR AD 2.22, § 2.1.3 remain applicable when performing CDO.
3.5 Speed Limitation
Aircraft being radar vectored shall reduce speed to 250 KIAS when entering the radar vectoring area or when below FL 100. 250 KIAS MAX shall be respected by all pilots as soon as they cross one of the speed limiting points (SLP) as shown on chart AD 2.EBBR-STAR.01.
3.6 Special Procedures for Arrivals between 2200 and 0459 (2100 and 0359)
Traffic leaving IAF KERKY for approach to RWY 25L/R will not be cleared to descend below FL 70 until crossing R-360 BUB unless for vectored continuous descent operations (see § 3.4 above).
4 DEPARTURE PROCEDURES
The SID (see EBBR AD 2.22, § 3.2.1) constitute noise abatement procedures. It is therefore emphasized that pilots shall adhere to these routes as closely as performance permits. If unable to comply with these procedures, they shall advise ATC immediately.
4.2 Climb Gradient
In order to minimize noise nuisance, to clear obstacles in the departure area and for compliance with ATS airspace limits, aircraft shall maintain a net climb gradient of 7% MNM until passing 3 200 FT QNH. If unable to comply, pilots shall advise ATS accordingly when requesting start-up clearance.
4.3 Noise Abatement Take-off and Climb Procedures
The following operational noise abatement take-off procedures must be applied for outbound flights:
For turbo-jet aircraft:
from take-off to 1 700 FT QNH:
take-off power;
take-off flaps;
climb to V2 + 10 to 20 KT or as limited by body angle;
at 1 700 FT QNH:
reduce thrust to not less than climb thrust;
from 1 700 FT QNH to 3 200 FT QNH:
climb at V2 + 10 to 20 KT;
at 3 200 FT QNH:
accelerate smoothly to en-route climb speed with flaps retraction.
For propeller aircraft:
climb at maximum gradient compatible with safety;
speed not less than single engine climb speed, nor higher than best rate of climb speed;
reduce power to the maximum normal operating power (if this power has been used for showing compliance with the noise certification requirements) or to the maximum climb power;
climb at the maximum gradients with reduced power, maintaining constant speed;
accelerate smoothly to en-route climb speed.
4.4 Speed Restrictions
Unless otherwise instructed by ATC for safety reasons, maximum speed below FL 100 is 250 KIAS or clean speed (VZF), whichever is higher.
4.5 Special Procedures for Aircraft with MTOW > 200 T
When preferential runway system configuration RWY 25R/19 is in use for departures, the following aircraft shall use RWY 25R for departure, regardless of their destination.
ICAO aircraft type (see ICAO Doc 8643)
A124 A332 A333 A342 A343 A345 A346
A388 AN22 B741 B742 B743 B744 B748
B74R B74S B764 B772 B773 B77L B77W
B788 C5 C17 DC10 IL96 L101 MD11
4.6 Special Procedures for Departures between 2200 and 0459 (2100 and 0359)
All departures from RWY 25R shall start their take-off at the beginning of the runway and preferably an uninterrupted take-off from W41/W42 will be made.
EBBR AD 2.22 Flight Procedures
1.1 Aerodrome Minima
For specific landing minima, see charts:
AD 2.EBBR-IAC.01
AD 2.EBBR-IAC.02
AD 2.EBBR-IAC.08
AD 2.EBBR-IAC.09
AD 2.EBBR-IAC.10
2 IFR FLIGHTS (INBOUND)
2.1.1 Aircraft Equipment
DME is compulsory for all inbound IFR traffic.
2.1.2 Radar Vectoring
Radar vectoring may be expected when crossing 30 DME BUB.
In case of radar vectoring, the intermediate approach procedure may be partially or completely omitted. The clearance limit assigned by Brussels ACC will then be replaced by a clearance to a final approach aid or radar vectors will be given to direct the aircraft to a position from where final approach can be started or a visual approach made.
2.1.3 Speed Limitations
In case of ILS approach following speed limits apply, unless otherwise instructed by ATC:
250 KIAS below FL 100;
220 KIAS or more from IAF until LOC interception;
180 KIAS or more at a distance of approximately 12 NM from touchdown until 6 NM from touchdown;
160 KIAS until OM (or 4 NM from THR RWY 19)1.
Aircraft unable to maintain these speeds shall advice Brussels Arrival/Final on initial contact.
The speed limitations do not relieve pilots of their responsibility to observe any applicable noise abatement procedures (see EBBR AD 2.21).
(1)	Aircraft unable to maintain 160 KIAS until OM (or 4 NM from THR RWY 19) will not be accepted during periods 0700-0900 (0600-0800) and 1700-1930 (1600-1830) ATA.
2.2 Holding Patterns
The holding patterns shall be entered at 170 KIAS MAX (aircraft CAT A/B) or 230 KIAS MAX (aircraft CAT C/D).
Fix ANT DVOR/DME
Turn / inbound track (MAG) Left / 117°
Levels (MAX / MNM) FL 140 / FL 80
Fix BUN DVOR/DME
Turn / inbound track (MAG) Right / 115°
Levels (MAX / MNM) FL 140 / 3 000 FT QNH
Remarks At ATC discretion only
Fix FLO DVOR/DME
Turn / inbound track (MAG) Right / 308°
Levels (MAX / MNM) FL 140 / FL 90 (FL 60 when RWY 25R/L is used for landings
Fix GSY DVOR/DME
Turn / inbound track (MAG) Left / 358°
Levels (MAX / MNM) FL 230 / FL 100
Fix KERKY (R-282 AFI/5.7 NM and R-207 NIK/16.0 NM)
Turn / inbound track (MAG) Right / 100°
Levels (MAX / MNM) FL 90 / 4 000 FT QNH
Fix NIVOR (R-156 AFI/14.0 NM and R-256 HUL/13.7 NM)
Turn / inbound track (MAG) Left / 075°
Levels (MAX / MNM) FL 90 / 3 000 FT QNH
2.3 Approach Procedures
2.3.1 RNAV (GNSS) RWY 01
2.3.1.1 Waypoints
ID LATITUDE LONGITUDE
RUDEL 504101.4N 0041336.6E
IF BURUS 504251.5N 0042514.8E
FAF BR01F 504743.1N 0042713.9E
MAPt RW01 505314.32N 0042929.65E
2.3.1.2 Path Terminators
Note: These database entries are suggestions only and should be checked by a professional database coder before entry into an active database.
# ID P/T F/O Course (°T) Turn Dir. ALT (ft) DIST (NM) Speed limit (kts) VPA (°)/TCH (ft) NAV Spec Remarks
1 ANT IF N RNP APCH IAF
2 AFI TF N 216.8 L 21.2 RNP APCH
3 RUDEL TF N 166.0 L +2200 13.9 -220 RNP APCH
4 NIVOR TF N 076.0 L 2.5 RNP APCH
5 BURUS TF N 076.0 L +2000 5.1 RNP APCH IF
6 BR01F TF N 014.5 @2000 5.0 RNP APCH FAF
7 RW01 TF Y 014.5 5.7 -3.00/52 RNP APCH MAPt
CA 014.0 +1500 Revert to Conventional
Via KERKY
1 KERKY IF N RNP APCH IAF
2 AFI TF N 101.7 R 5.7 RNP APCH
1 FLO IF N RNP APCH IAF
2 BUB TF N 274.1 L 22.7 RNP APCH
3 AFI TF N 271.2 L 15.2 RNP APCH
4 RUDEL TF N 166.0 L +2200 13.9 -220 RNP APCH
5 NIVOR TF N 076.0 L 2.5 RNP APCH
6 BURUS TF N 076.0 L +2000 5.1 RNP APCH IF
7 BR01F TF N 014.5 @2000 5.0 RNP APCH FAF
8 RW01 TF Y 014.5 5.7 -3.00/52 RNP APCH MAPt
2.3.2 RNAV (GNSS) RWY 25L
2.3.2.1 Waypoints
OKLUP 510525.3N 0044252.5E
NAXOD 510101.4N 0045154.3E
DIKBO 505849.2N 0045234.1E
IF GIKNU 505737.7N 0044724.2E
FAF B25LF 505555.0N 0043958.6E
MAPt RW25L 505356.19N 0043123.88E
2.3.2.2 Path Terminators
# ID P/T F/O Course (°T) Turn Dir. ALT (FT) DIST (NM) Speed limit (KTS) VPA(°)/TCH(ft) Remarks
1 ANT IF N +F80 IAF
2 BUN TF N 107.0 14.6
3 NAXOD TF N 171.8 6.2
4 GIKNU TF N 220.0 +2000 4.4 IF
5 B25LF TF N 250.0 @2000 5.0 FAF
6 RW25L TF Y 250.0 5.8 -3/59 MAPt
CA 250.0 +700 Revert to conventional
VM 106.0 L @4000 -185 Conventional
1 KERKY IF N +4000 IAF
2 OKLUP TF N 070.0 29.1
3 BUN TF N 070.6 5.1
4 NAXOD TF N 171.8 R 6.2
5 GIKNU TF N 220.0 +2000 4.4 IF
6 B25LF TF N 250.0 @2000 5.0 FAF
7 RW25L TF Y 250.0 5.8 -3/59 MAPt
1 FLO IF N +F60 IAF
2 DIKBO TF N 302.5 +3000 11.6
3 GIKNU TF N 250.0 +2000 3.5 IF
4 B25LF TF N 250.0 @2000 5.0 FAF
5 RW25L TF Y 250.0 5.8 -3/59 MAPt
2.3.3 RNAV (GNSS) RWY 25R
2.3.3.1 Waypoints
IF UVETI 505914.0N 0044541.9E
FAF B25RF 505709.5N 0043830.2E
MAPt RW25R 505441.55N 0042957.79E
2.3.3.2 Path Terminators
4 UVETI TF N 245.5 +2000 4.3 IF
5 B25RF TF N 245.5 @2000 5.0 FAF
6 RW25R TF Y 245.5 5.9 -3/54 MAPt
CA 245.5 +700 Revert to conventional
VM 016.0 R @3000 Conventional
5 UVETI TF N 245.5 +2000 4.3 IF
6 B25RF TF N 245.5 @2000 5.0 FAF
7 RW25R TF Y 245.5 5.9 -3/54 MAPt
3 UVETI TF N 275.5 +2000 4.4 IF
4 B25RF TF N 245.5 @2000 5.0 FAF
5 RW25R TF Y 245.5 5.9 -3/54 MAPt
2.3.4 Standard Instrument Arrivals
STAR have been established as shown on the STAR charts (see EBBR AD 2.24) and as listed below. ATC may deviate from these routes and pilots may expect radar vectors for separation reasons or in order to expedite traffic flow.
Depending on traffic conditions (LVP in progress, etc.), ATC may clear traffic to hold at GSY DVOR/DME. At EAT, such traffic will be re-cleared for a standard approach or will be radar vectored for sequencing.
2.3.4.1 Route Description
Track (MAG)
MNM IFR level
BATTY 5A BATTY When RWY 25R/L is in use for landing, TFC shall endeavour to cross IAF FLO at FL 80 MAX.
296° 30.5 FL 70
FLO DVOR
P-RNAV:
BATTY-BR205[K250-]-FLO[F070+]
LNO 4A LNO DVOR When RWY 25R/L is in use for landing, TFC shall endeavour to cross IAF FLO at FL 80 MAX.
308° 28.0 FL 70
LNO-BR204[K250-]-FLO[F070+]
ARVOL 7A ARVOL
(*) Turning point to intercept and follow R-251 BUN.
034° 14.8 FL 70
034° 9.5 FL 70
RODRI (*)
- - FL 70
ARVOL[K250-]-AKOVI-RODRI-BR209[R]-KERKY[F070+]
ARVOL 7B ARVOL
To be used on ATC discretion.
081° 13.0 FL 70
CIV DVOR
070° 32.6 FL 70
HUL DVOR
067° 20.3 FL 70
ARVOL[K250-]-CIV-HUL-FLO[F070+]
TULNI 7A TULNI
To be used only when MIL activities permit.
055° 20.2 FL 90
TULNI[K250-]-AKOVI[F090+;L]-RODRI-BR209[R]-KERKY[F070+]
TULNI 7B TULNI
086° 21.1 FL 90
TULNI[K250-]-CIV[F090+;L]-HUL-FLO[F070+]
KOK 7A KOK VORTAC NIL
100° 51.8 FL 70
KOK-BR201[K250-]-KERKY[F070+]
WOODY 7A WOODY NIL
205° 7.6 FL 70
8.4 DME NIK
117° - FL 70
ANT DVOR
WOODY[K250-]-BR202[L]-ANT[F070+]
WOODY 3B WOODY
205° 16.0 FL 80
206° 16.0 FL 80
WOODY[K250-]-NIK-KERKY[F080+]
BEKEM 7A BEKEM NIL
222° 13.2 FL 70
8.7 DME NIK
BEKEM[K250-]-BR203[L]-ANT[F070+]
BEKEM 3B BEKEM
222° 21.9 FL 80
BEKEM[K250-]-NIK[L]-KERKY[F080+]
2.3.4.2 Waypoint Information
ID Latitude Longitude Fly-over
BR201 505928.7N 0032936.7E N
BR202 511544.3N 0041526.8E N
BR203 511448.1N 0041815.6E N
BR204 504240.1N 0052749.8E N
BR205 504527.6N 0053038.7E N
BR209 505435.4N 0035506.2E N
ANT 511125.7N 0042821.3E N
AKOVI 504450.0N 0034307.0E N
ARVOL 503245.0N 0032949.0E N
BATTY 503857.0N 0055055.6E N
BEKEM 512556.0N 0043448.7E N
CIV 503426.3N 0034958.4E N
FLO 505236.0N 0050804.3E N
HUL 504458.1N 0043829.9E N
KERKY 505537.0N 0035933.4E N
KOK 510540.9N 0023905.8E N
LNO 503509.3N 0054237.0E N
NIK 510954.3N 0041102.2E N
RODRI 505236.0N 0035146.4E N
TULNI 503327.0N 0031656.0E N
WOODY 512420.4N 0042159.3E N
2.3.4.3 Suggested Database Coding
BATTY 5A
# ID Latitude Longitude P/T F/O Course (°T) Turn Dir. ALT (FT) DIST (NM) Speed limit (KIAS)
1 BATTY 503857.0N 0055055.6E IF N
2 BR205 504527.6N 0053038.7E TF N 296.9 14.5 250-
3 FLO 505236.0N 0050804.3E TF N 296.7 FL070+ 16.0
LNO 4A
1 LNO 503509.3N 0054237.0E IF N
2 BR204 504240.1N 0052749.8E TF N 308.7 12.1 250-
3 FLO 505236.0N 0050804.3E TF N 308.5 FL070+ 16.0
ARVOL 7A
1 ARVOL 503245.0N 0032949.0E IF N 250-
2 AKOVI 504450.0N 0034307.0E TF N 034.9 14.8
3 RODRI 505236.0N 0035146.4E TF N 035.2 9.5
4 BR209 505435.4N 0035506.2E TF N 046.6 R 2.9
5 KERKY 505537.0N 0035933.4E TF N 069.9 FL070+ 3.0
ARVOL 7B
2 CIV 503426.3N 0034958.4E TF N 082.4 13.0
3 HUL 504458.1N 0043829.9E TF N 070.8 32.6
4 FLO 505236.0N 0050804.3E TF N 067.7 FL070+ 20.3
TULNI 7A
1 TULNI 503327.0N 0031656.0E IF N 250-
2 AKOVI 504450.0N 0034307.0E TF N 055.5 L FL090+ 20.2
TULNI 7B
2 CIV 503426.3N 0034958.4E TF N 087.3 L FL090+ 21.1
KOK 7A
1 KOK 510540.9N 0023905.8E IF N
2 BR201 505928.7N 0032936.7E TF N 100.7 32.5 250-
3 KERKY 505537.0N 0035933.4E TF N 101.4 FL070+ 19.3
WOODY 7A
1 WOODY 512420.4N 0042159.3E IF N 250-
2 BR202 511544.3N 0041526.8E TF N 205.5 L 9.5
3 ANT 511125.7N 0042821.3E TF N 117.9 FL070+ 9.2
WOODY 3B
2 NIK 510954.3N 0041102.2E TF N 205.5 16.0
3 KERKY 505537.0N 0035933.4E TF N 206.9 FL080+ 16.0
BEKEM 7A
1 BEKEM 512556.0N 0043448.7E IF N 250-
2 BR203 511448.1N 0041815.6E TF N 223.1 L 15.2
3 ANT 511125.7N 0042821.3E TF N 118.0 FL070+ 7.2
BEKEM 3B
2 NIK 510954.3N 0041102.2E TF N 223.1 L 21.9
2.3.5 Surveillance Radar Approach
SRA is available on all runways and will be terminated either:
at a distance of 2 NM (RWY 01, 19, 25L/R) or 3 NM (RWY 07L/R) from threshold;
before the aircraft enters an area of continuous radar clutters;
when the aircraft reports that a visual approach can be made.
The aircraft will be informed at regular intervals of its position relative to the extended RCL and heading corrections will be given as necessary. The distance from THR will be passed on at each NM.
The levels through which the aircraft should be passing to maintain the glide path (3° or 5.2% on all runways) will also be passed on at each NM:
DIST to THR
6 2 000 2 000 2 000 2 000 2 000 2 000
5 1 800 1 800 1 800 1 800 1 800 1 800
4 1 500 1 500 1 500 1 400 1 500 1 400
3 1 200 1 100 1 200 1 100 1 200 1 100
2 900 NIL NIL 800 800 800
THR ELEV
INBD track
DIST from
FAF to THR
MAPT to THR
OCA (OCH)
01 183 013° 6 2 880 (700)
07L 129 064° 6 3 1 030 (900)
07R 175 069° 6 3 1 030 (860)
19 113 193° 6 2 800 (690)
25L 159 249° 6 2 800 (640)
25R 110 244° 6 2 800 (690)
2.3.6 Circling Approach
Circling approaches are prohibited.
2.3.7 Simultaneous Dependent Instrument Approaches on RWY 25L and 25R (SIMDEP)
Simultaneous dependent instrument approaches may be performed on RWY 25L and 25R in all meteorological conditions, provided that radio, radar and ILS equipment (both airborne and on the ground) are fully serviceable.
ATC will provide following separations:
a minimum 1 000 FT vertical separation between aircraft during turn-on to the LOC course until interception;
a minimum staggered radar separation of 2 NM between aircraft established on the adjacent LOC. Minimum ICAO standard separations will continue to be applied between aircraft on the same LOC course.
The ATIS broadcast will include the following message: “Simultaneous dependent ILS approaches in progress on runways 25R and 25L.” When receiving this information, pilots shall advise ATC of the unavailability of any equipment needed to perform the approach.
Each pilot will be informed by Brussels APP of the assigned runway and shall acknowledge receipt of the message. The assigned runway will be repeated by ATC with the instruction for ILS interception.
Depending on traffic conditions, aircraft may be vectored to one of both LOC courses for a straight-in approach. If, for any reason, a vectored aircraft does not receive LOC interception instructions, the pilot will perform interception of the LOC serving the assigned runway by himself. In any case, pilots shall execute a precise interception, without overshooting the LOC axis. If overshoot occurs, ATC will instruct to return to the LOC course immediately.
Any undue track variation in relation to the LOC axis or any equipment malfunctioning shall be reported to ATC immediately, together with any decision to perform a missed approach. ATC will radar monitor the missed approach and transmit instructions to start a new approach.
2.3.8 Simultaneous Independent Instrument Approaches on RWY 25L and 25R (SIMINDEP)
Simultaneous independent instrument approaches without radar separation between aircraft on the adjacent runway centre lines may be performed on RWY 25L and 25R in all meteorological conditions, provided that following conditions are met:
no adverse weather, such as wind shear, severe turbulence, thunderstorms,... is reported which might increase ILS LOC course deviations;
radio, radar and ILS equipment (LOC, GP, DME and markers) are fully serviceable, both airborne and on ground.
a radar separation of at least 3 NM and/or 1 000 FT vertical separation during turn-on to the LOC course until both aircraft are stabilized on the LOC course;
1 000 FT minimum vertical separation between aircraft established on adjacent LOC until 14 NM from touchdown;
minimum ICAO standard separations will continue to be applied between aircraft on the same LOC course.
Note 1:	No Transgression Zone (NTZ): A corridor of airspace of defined dimensions located centrally between the two extended runway centre lines where a penetration by an aircraft requires a controller intervention to manoeuvre any threatened aircraft on the adjacent approach.
Note 2:	An aircraft established on ILS LOC course is separated from another aircraft established on an adjacent parallel ILS LOC course, provided neither aircraft penetrates the NTZ as depicted on the radar display.
Following procedures apply:
the ATIS broadcast will include the following message: “Simultaneous independent ILS approaches are in progress - ILS 25R frequency 108.9; ILS 25L frequency 110.35.” When informed by ATIS that SIMINDEP are in progress, pilots will advise ATC of any unavailability of required equipment;
each pilot will be informed by Brussels APP of the assigned runway for landing and shall acknowledge receipt of the message. The assigned runway (25L or 25R) will be repeated by the controller with the instruction for ILS interception;
pilots experiencing radio-communication failure before runway assignment shall execute an ILS approach on RWY 25L;
if - for any reason - an aircraft being radar vectored does not receive LOC interception instructions, the pilot shall intercept the ILS/LOC course serving the assigned runway by himself;
pilots shall execute precise LOC interception (not overshooting the LOC axis);
if an aircraft is observed to overshoot the assigned LOC course during its turn to final on the assigned runway, the pilot will be instructed to return to the LOC course immediately;
when an aircraft is observed penetrating the NTZ, the aircraft on the adjacent LOC course will be immediately cleared by the appropriate controller to climb and turn away (45° MAX) from penetrating aircraft;
any undue track variation in relation to the LOC axis or any equipment malfunction shall be reported immediately to ATC, together with any decision to perform a missed approach. ATC will exercise radar monitoring of the missed approach and will transmit instructions to start a new approach.
2.4 Missed Approach
Unless instructed otherwise by Brussels TWR or Brussels APP, the missed approach procedures as published on the instrument approach charts (see EBBR AD 2.24) shall be followed.
3 IFR FLIGHTS (OUTBOUND)
3.1 Starting Procedures
3.1.1 Aircraft Collaborative Decision Making (A-CDM)
CDM is part of the European programme “Single European Sky” to optimize airspace and airport operations. Major European airports started implementing local CDM-programmes (A-CDM) which will become a harmonized procedure in Europe.
A-CDM is about partnership at airports between Airport Operations, Air Traffic Control, Aircraft Operators, Slot Coordinator and Ground Handlers. Emphasis is put on:
linking the inbound, turn-round and outbound processes;
the sharing of the right information at the right time to the right people best placed to act upon it; and
the improved flight operational data exchange between airports and the ATFM-Network.
3.1.1.1 CDM-Procedures
3.1.1.1.1 Flight Plan Check
The ATC FPL-originator needs to check if the flight has a valid airport slot and that the scheduled departure time of the related ATC flight plan is in line with the Airport Slot. If they do not correspond, the contact address will be informed together with the request to coordinate the times. The CDM-process may be blocked if the flight is not coordinated according the rules and the flight plan may be rejected (no TSAT) if the air carrier intends to take off without having an airport slot allocated by the Brussels Slot Coordinator ( EC-Regulation N°793/2004 amending Council Regulation 95/93 on common rules for the allocation of slots at Community Airports , §14.1).
Filing and updating a flight plan is and remains the responsibility of the Aircraft Operator. He may delegate these tasks to his accredited Handling Agent.
3.1.1.1.2 TOBT-TSAT Procedure
airline / handler TOBT Target off block time: confirmation of estimated ready time
INFO from ATC TSAT Target start-up approval time, based on TOBT or EOBT (if TOBT not AVBL): sequenced off block time
TOBT represents the time that an Aircraft Operator or Handling Agent estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle available, ready to start-up immediately and push back within 5 MIN after reception of start-up clearance from Tower.
TSAT is issued by ATC and represents the time at which an aircraft can expect start-up taking into account the ATFM restrictions and local constraints. ATC sequences the departures based on TOBT.
TSAT will be calculated from TOBT-25 MIN onwards. Changes to the TOBT do not affect the TSAT in general, as long as the newly calculated TOBT is not later than TSAT. However it is of the utmost importance that a TOBT reflects the potential readiness of the aircraft since it is the basis for the determination of TSAT.
3.1.1.1.3 Actions by Cockpit Crew
Pilots at a stand with a Docking Guidance System display (e.g. Pier A&B, P60): TOBT is displayed from EOBT-20 MIN onwards and TSAT appears at TOBT-5 MIN.
Pilots at a stand with no Docking Guidance System display (e.g. on remote stands): TOBT can be obtained from the Redcap/Loadmaster and the TSAT becomes available at Brussels Delivery on FREQ 121.950 from approximately TOBT-10 MIN onwards.
Start-up shall be requested from Brussels Delivery on FREQ 121.950 MHZ or via Digital Data Link (see below, § 3.1.2) in accordance with the related TSAT±5 MIN (TSAT takes the ATFM-slot into consideration, if any). Early requests without flight plan update are only allowed as of EOBT minus 15 MIN. The start-up request shall only be made when the aircraft is “ready” (see TOBT-definition) and when push back (if required) becomes available. Pilots must check the pushback availability before requesting start-up.
If the flight is not ready at TSAT+5 MIN, ATS will issue a new TSAT only after receipt of an updated EOBT. The IATA-delay code becomes “code 61".
Aircraft requiring full runway length shall include this in their start-up request. Pilots are reminded that noise abatement procedures affecting some runway distances remain to be adhered to (see EBBR AD 2.21, § 4.5).
The request for push back and/or taxi shall be done on the GND frequency within 5 MIN after reception of start-up clearance. TWR shall be advised if the latter is not possible and delay is expected. Otherwise, the TOBT will be deleted and must be entered again. If pilot does not call at TSAT+5 MIN, ATC will issue a new TSAT only after receipt of an updated EOBT.
The pushback sequence of the handling agent is based on TSAT, not on TOBT. The pushback vehicle will become available at TSAT-5 MIN.
3.1.1.1.4 Actions by Airline Representative or Handling Agent
The first TOBT is triggered automatically at EOBT-2 H and copies the value of EOBT.
Until the Target Start-Up Approval Time (TSAT) has been issued, the TOBT can be corrected as often as desired. Thereafter the TOBT-corrections are limited to a maximum of three.
If the TOBT cannot be adhered to, it must be corrected by the TOBT responsible person.
As the TOBT is triggering additional processes at the airport, TOBT adaptations shall be done as soon as possible. If a flight is to be withdrawn from the TOBT and/or TSAT calculation, the TOBT shall be cancelled. To set this process in motion again, the TOBT shall be filed anew. It is still mandatory to send a delay message to the IFPS if the EOBT deviates by 15 MIN or more.
Note:	Restricted flights should not update their EOBT/TOBT in function of the related CTOT.
Aircraft Operators shall communicate known or expected delays to their Handling Agent and the Airport Partners well in advance.
In case of changing the aircraft and filing a change message (CHG-type / registration), the original TOBT will be retained.
3.1.1.1.5 Actions by ATC
The TOBT received by Brussels Delivery is processed and results in a TSAT, which can never be earlier than TOBT. Start-up approval will only be granted from TSAT-5 MIN till TSAT+5 MIN.
3.1.1.2 CDM alerts
An alert mechanism monitors expected upcoming events to trigger data updates and consistency. These alert messages will be sent via the A-CDM Information Sharing Platform and are classified into 3 classes, sorted in decreasing priority:
Primary Alert;
Secondary Alert; and
React onto the alerts as required.
3.1.1.3 Coordination with Eurocontrol NM
A permanent and fully automatic data exchange with the Eurocontrol NM (Network Management) is established. This data transfer enables highly accurate early predictions of landing and departure times. Furthermore, this allows for more accurate and efficient calculation of the CTOT due to the use of local target take-off times.
The following system-to-system messages are used:
Flight Update Message (FUM);
Early Departure Planning Information Message (E-DPI);
Target Departure Planning Information Message (T-DPI);
T-DPI-t is based on the TOBT and related updates;
T-DPI-s is based on TSAT and related updates;
ATC Departure Planning Information Message (A-DPI);
Cancel DPI (C-DPI).
The first DPI (E-DPI) is based on the Estimated Off-Block Time (=STD) and confirms the validity of the Airport Slot against a flight plan. The target DPIs are triggered by TOBT/TSAT and provide Target Take-Off Times, used to re-assess the impact on the Network. The final DPI is sent at Actual Off-Block Time and freezes the ATFM-slot.
The basic Eurocontrol NM procedures continue to apply. The Eurocontrol NM will generally take these local target take-off times into consideration and will try to adjust the CTOT accordingly, if possible.
3.1.1.4 De-icing
3.1.1.4.1 On stand de-icing
On stand de-icing is performed for:
aircraft that are not allocated to be de-iced on a remote de-icing platform.
Aircraft handled on apron 9:
are being de-iced on stand in case of departures from RWY 25R, RWY 07L or RWY 19;
for departures from RWY 07R or RWY 01 stand 304 is available for de-icing with engines shut down. In case of de-icing on stand 304, pilot requests taxi to stand 304 and no start-up clearance (movement to stand 304). Once de-icing is complete, pilot requests actual start-up (activation of flight plan) and push-back.
3.1.1.4.2 Remote de-icing
Remote de-icing can be performed on one of the following locations:
De-icing platform W, on TWY W21 & TWY W22 (preferred location):
offers two de-icing positions for aircraft:
W22 up to ICAO code C;
W21 up to ICAO code E;
Pilot shall confirm ICAO aircraft code to de-icing coordinator;
In case TWY W21 is used by aircraft greater than ICAO code C, TWY W22 becomes unavailable until aircraft on TWY W21 has vacated W21.
Simultaneous de-icing on TWY W21 and TWY W22 is possible for aircraft up to ICAO code C only.
note that the two de-icing positions are not on the same level, pilots should thus line up with the de-icing stop of their assigned de-icing pad and not line up with the aircraft on the adjacent pad;
signalisation panels support verbal communication on the VHF FREQ. Verbal communication however holds priority over the messages on the panels;
de-icing platform W is used for all departures from RWY 25R;
de-icing platform W cannot be used when RWY 01 or RWY 19 is in use;
when de-icing platform W is active, TWY F4 is restricted to ICAO code C aircraft.
De-icing platform M, on TWY M:
offers one de-icing position for aircraft up to ICAO code C;
de-icing platform M is used for departures:
from RWY 25R when de-icing platform W is not operational;
from RWY 19.
de-icing platform South, on stands 320 and 325:
aircraft enter the platform via stand 320 where they hold and proceed over the service drive to the stand 325 for de-icing (parked in the opposite direction of the stand on the de-icing stop). After being de-iced the aircraft shall leave the pad by continuing straight;
de-icing platform South is used for all departures from RWY 07R and RWY 01.
ATC will provide taxi clearance up until the entrance to the remote de-icing platform (for de-icing on TWY W21 or TWY W22 clearance will be given up until the de-icing holding position on TWY W21), after which pilots will be requested to contact the platform coordinator on VHF FREQ 129.8.
Upon completion of the de-icing, pilots will only contact the GND FREQ after having received the confirmation of the platform coordinator that the platform is clear.
De-icing and A-CDM
EBBR has implemented the de-icing milestones in its A-CDM program, indicating start/end times and duration of de-icing. This means that for both on-stand and remote de-icing the de-icing operations are always excluded out of TOBT.
On-stand de-icing
Whenever a flight has been flagged for on-stand de-icing, the TSAT will be based on the Estimated End of De-icing Time (EEZT) instead of the TOBT.
The EEZT is a calculated element, derived from the ground handler’s estimation of the start of de-icing (ECZT) + the expected duration of the de-icing job (EDIT). An update of the EEZT is provided when the de-icing job actually starts (ACZT).
Remote de-icing
Whenever a flight has been flagged for remote de-icing, the TSAT will be based on the ground handler’s estimation of the start of the de-icing (ECZT) at the platform, taking into account the taxi time to the platform + a standard queueing time.
Pre de-icing
Flights that are flagged for pre de-icing are exempted from having to share the de-icing milestones.
Cancellation of de-icing
De-icing can be cancelled at any time after having been flagged for either on-stand or remote de-icing. When de-icing is requested again after cancellation, the process as described above has to be initiated again.
3.1.2 Data Link Clearance Delivery Service (DCL)
A DCL through Digital Data Link is implemented at Brussels TWR. The system, implemented through ACARS, uses the SITA network, which complies with the requirements and recommendations of EUROCAE Document ED-85 .
To use DCL via Data Link, the user should have certified on-board equipment according to the recommendations of Document ED-85 and comply with the entire operational procedure that overcomes the risk identified by Document ED-85 .
In order to be authorized to use Brussels DCL, operators shall apply to the national authority responsible for their own operational oversight (or to the state of registry when appropriate) to obtain technical and operational approval to receive departure clearance over ACARS. When obtained, copy of such authorization shall be sent to Belgocontrol:
The document shall indicate the type and registration of each authorized aircraft, as well as the ICAO and IATA aircraft operating agency designator of the operator.
3.1.2.2 Operational Use
DCL via Data Link can only be used by aircraft using SID whose specifications include level requirements.
The service does not provide clearance revision. Any clearance modification will be made via the Brussels Delivery voice frequency.
After reception of the departure clearance, the pilot shall send to the ground system an acknowledge message including the entire content of the clearance before contacting GND. In case a departure clearance is not received, the pilot shall contact Brussels Delivery by voice.
TSAT will be communicated from TOBT-10 MIN onwards. Syntax: “Standby till TSAT hh:mm”.
Note:	TSAT on DGS has precedence over TSAT via Data Link (TSAT can only be sent once via DCL thus late TSAT-changes should be monitored via DGS).
The aircrew, before taking off, shall check the consistency of the SID delivered in the DCL message with the departure runway and the flight plan information. Voice procedures shall be used in case of inconsistency.
Departure clearance delivered by voice shall always supersede any DCL clearance. Pilots are reminded to keep a continuous listening watch on 121.950 MHZ.
3.2 Departure Procedures
3.2.1 Standard Instrument Departures
SID have been established as shown on the EBBR SID charts (see EBBR AD 2.24) and as listed below. Pilots unable to comply shall inform ATC when requesting start-up clearance.
After take-off, aircraft shall remain on TWR frequency.
Note:	ATC may deviate from these routes.
3.2.1.1 Route Description
LNO 6F
At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-355 HUL INBD. At 6.0 DME HUL LT to intercept R-287 LNO INBD to LNO.
Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.
For TFC requesting a cruising or initial FL below FL 195.
SPI 6F
At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-355 HUL INBD. At 6.0 DME HUL LT to intercept R-287 LNO INBD, RT to intercept R-295 SPI INBD to SPI.
SOPOK 6F
At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-355 HUL INBD. LT to intercept R-287 SPI INBD. When passing BULUX or climbing through FL 170, whichever is later, RT direct to SOPOK.
Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.
ATC climb requirements: see § 3.2.2 below.
PITES 6F
At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-355 HUL INBD. LT to intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, DIK, PITES next.
CDR 1 - H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 6F- SOPOK - RITAX - DIK - PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 6F - SOPOK - ETENO).
ROUSY 6F
At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-355 HUL INBD. LT to intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, ROUSY next.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 6F - SOPOK - RITAX - ROUSY).
CIV 9F
At 700 FT QNH TR 028. At 1 700 FT QNH RT to intercept R-355 HUL INBD. At 3 DME HUL RT to intercept R-071 CIV INBD to CIV.
AVBL when RWY 01 in single RWY operations.
M617 southbound, MAX FL 170.
Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA.
N872 and UN872 southbound, only for TFC flight planned above FL 195.
KOK 2F
Climb straight ahead. At 1 700 FT QNH LT direct to KOK.
L607 westbound.
DENUT 8F
At 700 FT QNH TR 008. At 1 800 FT QNH DCT to DENUT.
B-RNAV above MSA.
HELEN 8F
At 700 FT QNH TR 008. At 1 800 FT QNH DCT to HELEN.
NIK 5F
At 700 FT QNH TR 008. At 1 700 FT QNH LT direct to NIK.
M624 northbound.
Not to be used by TFC DEST EHAM.
ELSIK 2F
At 700 FT QNH RT direct to BUN, ELSIK next.
L179 eastbound.
To be used when adequate MIL airspaces are AVBL for GAT.
RWY 07L ONLY
LNO 5H
Climb straight ahead. At 17.7 DME AFI, RT to intercept R-083 AFI. At 22.7 DME AFI, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. LT to intercept R-278 LNO INBD to LNO.
LNO 1W Climb straight ahead. At 1 700 FT QNH RT to intercept R-355 HUL INBD. At 6.0 DME HUL LT to intercept R-287 LNO INBD to LNO. Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
For TFC requesting a cruising or initial FL below FL 195.
SPI 6H
Climb straight ahead. At 17.7 DME AFI, RT to intercept R-083 AFI. At 22.7 DME AFI, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. LT to intercept R-287 SPI INBD to SPI.
SPI 1W Climb straight ahead. At 1 700 FT QNH RT to intercept R-355 HUL INBD. At 6.0 DME HUL LT to intercept R-287 LNO INBD. RT to intercept R-295 SPI INBD to SPI. Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC. NIL
SOPOK 5H
Climb straight ahead. At 17.7 DME AFI, RT to intercept R-083 AFI. At 22.7 DME AFI, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. LT to intercept R-287 SPI to BULUX, SOPOK next.
BULUX-SOPOK is a B-RNAV segment.
SOPOK 1W Climb straight ahead. At 1 700 FT QNH RT to intercept R-355 HUL INBD. LT to intercept R-287 SPI INBD. When passing BULUX or climbing through FL 170, whichever is later, RT direct to SOPOK. Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
PITES 6H
Climb straight ahead. At 17.7 DME AFI, RT to intercept R-083 AFI. At 22.7 DME AFI, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. Intercept R-315 DIK INBD via RITAX to DIK, PITES next.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 5H- SOPOK - RITAX - DIK - PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 5H - SOPOK - ETENO).
PITES 1W Climb straight ahead. At 1 700 FT QNH RT to intercept R-355 HUL INBD. LT to intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, DIK, PITES next. Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
CDR 1 - H24
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1W-SOPOK-RITAX-DIK-PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 1W-SOPOK-ETENO).
ROUSY 6H
Climb straight ahead. At 17.7 DME AFI, RT to intercept R-083 AFI. At 22.7 DME AFI, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. Intercept R-315 DIK INBD via RITAX, ROUSY next.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 5H- SOPOK - RITAX - ROUSY).
ROUSY 1W Climb straight ahead. At 1 700 FT QNH RT to intercept R-355 HUL INBD. LT to intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, ROUSY next. Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1W-SOPOK-RITAX-ROUSY).
RITAX-ROUSY is a B-RNAV segment.
CIV 7H
Climb straight ahead. At 17.7 DME AFI, RT to intercept R-083 AFI. At 22.7 DME AFI, RT to TR 157 to intercept R-064 CIV INBD to CIV.
CIV 2P
Climb straight ahead. At 1 700 FT QNH LT to TR 275 to intercept R-042 CIV INBD to CIV.
At ATC discretion only.
CIV 1W Climb straight ahead. At 1 700 FT QNH LT HDG 275 to intercept R-042 CIV INBD to CIV.
M617 southbound, MAX FL 170.
Y50 southbound, MAX FL 190, compulsory for TFC DEST Paris TMA.
N872 and UN872 southbound, only for TFC flightplanned above FL 195.
KOK 1H
DENUT 4H
Climb straight ahead. At 1 800 FT QNH DCT to DENUT.
HELEN 4H
Climb straight ahead. At 1 800 FT QNH DCT to HELEN.
NIK 1H
Climb straight ahead. At 1 700 FT QNH LT direct to NIK.
ELSIK 1H
At 700 FT QNH LT direct to BUN, ELSIK next.
RWY 07R ONLY
LNO 5J
At 700 FT QNH TR 062. At 4.4 DME BUB, intercept R-068 BUB. At 8.0 DME BUB, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. LT to intercept R-278 LNO INBD to LNO.
LNO 1Y At 700 FT QNH TR 062. At 2.2 DME BUB, RT to HUL. At 6.0 DME HUL LT to intercept R-287 LNO INBD to LNO. Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
SPI 5J
At 700 FT QNH TR 062. At 4.4 DME BUB, intercept R-068 BUB. At 8.0 DME BUB, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. LT to intercept R-287 SPI INBD to SPI.
SPI 1Y At 700 FT QNH TR 062. At 2.2 DME BUB, RT to HUL. At 6.0 DME HUL LT to intercept R-287 LNO INBD to LNO. RT to intercept R-295 SPI INBD to SPI. Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC. NIL
SOPOK 5J
At 700 FT QNH TR 062. At 4.4 DME BUB, intercept R-068 BUB. At 8.0 DME BUB, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. LT to intercept R-287 SPI to BULUX, SOPOK next.
SOPOK 1Y At 700 FT QNH TR 062. At 1 700 FT QNH or 1.1 DME BUB, whichever is later, RT to intercept R-350 HUL INBD. LT to intercept R-287 SPI INBD. When passing BULUX or climbing through FL 170, whichever is later, RT direct to SOPOK. Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
PITES 6J
At 700 FT QNH TR 062. At 4.4 DME BUB, intercept R-068 BUB. At 8.0 DME BUB, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. Intercept R-315 DIK INBD via RITAX to DIK, PITES next.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 5J - SOPOK - RITAX - DIK - PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 5J - SOPOK - ETENO).
PITES 1Y At 700 FT QNH TR 062. At 1 700 FT QNH or 1.1 DME BUB, whichever is later, RT to intercept R-350 HUL INBD. LT to intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, DIK, PITES next. Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1Y-SOPOK-RITAX-DIK-PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 1Y-SOPOK-ETENO).
ROUSY 6J
At 700 FT QNH TR 062. At 4.4 DME BUB, intercept R-068 BUB. At 8.0 DME BUB, RT to intercept R-140 ANT. RT to intercept R-174 BUN to REMBA. Intercept R-315 DIK INBD to RITAX, ROUSY next.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 5J - SOPOK - RITAX - ROUSY).
ROUSY 1Y At 700 FT QNH TR 062. At 1 700 FT QNH or 1.1 DME BUB, whichever is later, RT to intercept R-350 HUL INBD. LT to intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, ROUSY next. Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1Y-SOPOK-RITAX-ROUSY).
CIV 7J
At 700 FT QNH TR 062. At 4.4 DME BUB, intercept R-068 BUB. At 8.0 DME BUB, RT to intercept TR 157 to intercept R-064 CIV INBD to CIV.
CIV 2U
At 700 FT QNH TR 062. At 1 700 FT QNH LT to TR 275 to intercept R-042 CIV INBD to CIV.
CIV 1Y At 700 FT QNH TR 062. At 1 700 FT QNH or 1.1 DME BUB, whichever is later, RT to intercept R-350 HUL INBD. At 3.0 DME HUL RT to intercept R-071 CIV INBD to CIV. Cross R-270 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above if instructed by ATC.
KOK 2J
At 700 FT QNH TR 062. At 1 700 FT QNH LT DCT to KOK.
DENUT 2J
At 700 FT QNH TR 062. At 1 800 FT QNH DCT to DENUT.
HELEN 2J
At 700 FT QNH TR 062. At 1 800 FT QNH DCT to HELEN.
NIK 2J
At 700 FT QNH TR 062. At 1 700 FT QNH direct to NIK.
ELSIK 2J
At 700 FT QNH TR 062. At 4.4 DME BUB, DCT direct to BUN, ELSIK next.
LNO 6L
At 700 FT QNH LT to intercept R-287 LNO INBD to LNO.
[A700+]-BR010-BR011[6000+]-LNO
SPI 5L
At 700 FT QNH LT to intercept R-287 LNO INBD, RT to intercept R-295 SPI INBD to SPI.
[A700+]-BR010-BR011[6000+]-SPI
SOPOK 6L
At 700 FT QNH LT to intercept R-319 HUL INBD. LT to intercept R-287 SPI INBD. When passing BULUX RT direct to SOPOK.
[A700+]-BR012[5000+]-BR013-REMBA-BULUX-SOPOK
PITES 7L
At 700 FT QNH LT to intercept R-319 HUL INBD. LT to intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, DIK, PITES next.
[A700+]-BR012[5000+]-BR013-REMBA-RITAX-DIK-PITES
CDR - H24.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 6L - SOPOK - RITAX - DIK - PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 6L - SOPOK - ETENO).
ROUSY 7L
At 700 FT QNH LT to intercept R-319 HUL INBD. LT to intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, ROUSY next.
[A700+]-BR012[5000+]-BR013-REMBA-RITAX-ROUSY
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 6L - SOPOK - RITAX - ROUSY).
CIV 2L
At 700 FT QNH LT on TR 130 to intercept R-066 CIV INBD to CIV.
[A700+]-BR012-BR014-CIV
N872 and UN872 southbound, only for TFC flight planned ABV FL 195.
KOK 7L
At 700 FT QNH RT HDG 333 to intercept R-280 BUB to KOK.
[A700+]-BR015[2900+]-KOK
Cross 7.0 DME BUB at or above 1 700 FT QNH.
DENUT 7L
Climb straight ahead. At 1 700 FT QNH RT to intercept R-315 HUL. LT to intercept R-301 BUB to DENUT.
[A1700+]-BR016-BR017-DENUT
AVBL from 0500 to 2159 (0400 to 2059).
(U)L610 westbound.
For TFC overflying London TMA with requested flight level above FL 245.
For TFC destination EGKK, EGHH and EGHI.
DENUT 6N
At 700 FT QNH RT to intercept R-315 HUL. LT to intercept R-301 BUB to DENUT.
[A700+]-BR016[3700+]-BR017-DENUT
Cross R-280 BUB at or above 1 700 FT QNH.
AVBL from 2200 to 0459 (2100 to 0359) or when RWY 25R is not AVBL for LDG.
For TFC DEST EGKK, EGHH and EGHI.
HELEN 5L
Climb straight ahead. At 1 700 FT QNH RT to intercept R-315 HUL to HELEN.
[A1700+]-BR016-BR017-HELEN
For TFC INBD London TMA except DEST EGKK, EGHH and EGHI: route connection HELEN - COA.
For TFC overflying London TMA with requested flight level below FL 245: route connection HELEN - COA.
For TFC via L745 intending to leave Amsterdam FIR via RAVLO, MIMVA or GODOS: route connection HELEN - COA - TULIP.
For TFC DEST EHAM: route connection HELEN - HSD.
HELEN 5N
At 700 FT QNH RT to intercept R-315 HUL to HELEN.
[A700+]-BR016[3700+]-BR017-HELEN
NIK 3L
Climb straight ahead. At 1 700 FT QNH RT direct to NIK.
[A1700+]-BR018-NIK
NIK 4N
At 700 FT QNH RT direct to NIK.
[A700+]-BR018[4200+]-NIK
Cross R-280 BUB at or above 1 700 FT QNH.
ELSIK 2L
[A700+]-BUN-ELSIK
RWY 25L / R
LNO 3D
Climb straight ahead. At 4 000 FT QNH or when crossing 8.0 DME BUB, whichever is later, LT to HUL. At HUL intercept R-283 LNO INBD to LNO.
Only AVBL from 0500 to 2159 (0400 to 2059) for DEP RWY 25R and H24 for DEP RWY 25L.
To be used by four-engine aircraft.
Climb straight ahead. At 4 000 FT QNH or when crossing 8.0 DME BUB, whichever is later, LT to intercept R-287 SPI INBD to SPI.
Cross R-225 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.
SOPOK 4D
Climb straight ahead. At 4 000 FT QNH or when crossing 8.0 DME BUB whichever is later, LT to intercept R-287 SPI. When passing BULUX or climbing through FL 170, whichever is later, RT direct to SOPOK.
PITES 4D
Climb straight ahead. At 4 000 FT QNH or when crossing 8.0 DME BUB, whichever is later, LT to intercept R-287 SPI. When passing REMBA, RT direct to RITAX, DIK, PITES next.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 4D - SOPOK - RITAX - DIK - PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 4D - SOPOK - ETENO).
ROUSY 4D
Climb straight ahead. At 4 000 FT QNH or when crossing 8.0 DME BUB, whichever is later, LT to intercept R-287 SPI. When passing REMBA, RT direct to RITAX, ROUSY next.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 4D - SOPOK - RITAX - ROUSY).
CIV 4C
At 700 FT QNH RT on track 292° to intercept R-273 BUB. At 6.7 DME BUB, LT to intercept R-041 CIV INBD to CIV.
Not AVBL during weekends from 0500 to 2159 (0400 to 2059).
KOK 4C
At 700 FT QNH RT HDG 290 to intercept R-280 BUB to KOK.
DENUT 6C
At 700 FT QNH RT on track 297° to intercept R-278 BUB. RT to intercept R-308 HUL to DENUT.
HELEN 6C
At 700 FT QNH RT on track 305° to intercept R-315 HUL to HELEN.
NIK 3C
ELSIK 3C
To be used by all TFC at ATC discretion. Pilots unable to comply with the procedure shall advise ATC and expect ELSIK 3D.
ELSIK 3D
At 700 FT QNH RT direct to NIK, ELSIK next.
To be used at ATC discretion.
SOPOK 8C
Climb straight ahead. At 1 700 FT QNH LT to HUL. After HUL intercept R-287 SPI INBD. When passing BULUX or climbing through FL 170 whichever is later, RT direct to SOPOK.
To be used by single, two- and three-engine aircraft.
May be used by four-engine aircraft noise certificated according to ICAO Annex 16, Chapter 3/FAR part 36 Stage 3 and whose performances permit to adhere to the SID.
BULUX - SOPOK is a B-RNAV segment.
PITES 7C Climb straight ahead. At 1 700 FT QNH LT to HUL. After HUL intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, DIK, PITES next. Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.
May be used by four-engine aircraft noise certificated according to ICAO Annex 16 , Chapter 3/FAR Part 36 Stage 3 and whose performances permit to adhere to the SID.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 8C - SOPOK - RITAX - DIK - PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 8C - SOPOK - ETENO).
ROUSY 7C Climb straight ahead. At 1 700 FT QNH LT to HUL. After HUL intercept R-287 SPI INBD. When passing REMBA, RT direct to RITAX, ROUSY next. Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 8C - SOPOK - RITAX - ROUSY).
RITAX - ROUSY is a B-RNAV segment.
RWY 25R ONLY
LNO 5C
Climb straight ahead. At 1 700 FT QNH LT to intercept R-287 LNO INBD to LNO.
AVBL for TFC requesting a cruising or initial flight level below FL 195.
LNO 5Z
At 700 FT QNH RT HDG 290 to intercept R-043 CIV. Do not cross R-277 BUB. At 22.0 DME CIV LT to intercept R-156 AFI. At 9.0 DME AFI LT to intercept R- 269 HUL INBD. At HUL intercept R-283 LNO INBD to LNO.
AVBL from 2200 to 0459 (2100 to 0359).
SPI 5C
Climb straight ahead. At 1 700 FT QNH LT to intercept R-287 LNO INBD, intercept R-295 SPI INBD to SPI.
SPI 6Z
At 700 FT QNH RT HDG 290 to intercept R-043 CIV. Do not cross R-277 BUB. At 22.0 DME CIV LT to intercept R-156 AFI. At 9.0 DME AFI LT to intercept R-269 HUL INBD. At HUL R-290 SPI INBD to SPI.
SOPOK 6Z
At 700 FT QNH RT HDG 290 to intercept R-043 CIV. Do not cross R-277 BUB. At 22.0 DME CIV LT to intercept R-156 AFI. At 9.0 DME AFI LT to intercept R-269 HUL INBD to intercept R-287 SPI INBD to BULUX, SOPOK next.
PITES 5Z
At 700 FT QNH RT HDG 290 to intercept R-043 CIV. Do not cross R-277 BUB. At 22.0 DME CIV LT to intercept R-156 AFI. At 9.0 DME AFI LT to intercept R-269 HUL INBD to intercept R-310 DIK INBD to DIK, PITES next.
AVBL from 2200 to 0459 (0400 to 2059).
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 6Z - SOPOK - RITAX - DIK - PITES).
Only when UM150 between DIK and PITES is AVBL (alternative route: SOPOK 6Z - SOPOK - ETENO).
ROUSY 5Z
At 700 FT QNH RT HDG 290 to intercept R-043 CIV. Do not cross R-277 BUB. At 22.0 DME CIV LT to intercept R-156 AFI. At 9.0 DME AFI LT to intercept R-269 HUL INBD. RT to intercept R-138 AFI to ROUSY.
TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 6Z - SOPOK - RITAX - ROUSY).
CIV 2D
At 700 FT QNH track 251. At 6.0 DME BUB LT to track 206 to intercept R- 053 CIV INBD to CIV.
[A700]-BR045-BR009-CIV
H24 on SAT and SUN.
Between 2200 and 0459, only to be used by aircraft with QC ≤ 4.
RWY 25L ONLY
LNO 5Q
SPI 5Q
At 700 FT QNH LT to intercept R-287 LNO INBD, intercept R-295 SPI INBD to SPI.
CIV 2Q
Climb straight ahead. At 7.0 DME BUB LT to TR 206° to intercept R-053 CIV INBD to CIV.
3.2.1.2 Waypoint Information
BR009 504645.6N 0041652.9E
BR010 504759.7N 0043857.8E
BR011 504634.6N 0044604.2E
BR012 504642.1N 0043607.3E
BR013 504200.3N 0044228.9E
BR014 504315.6N 0042300.9E
BR015 505527.1N 0042026.7E
BR016 505707.5N 0041921.6E
BR017 510208.8N 0041122.9E
BR018 505823.7N 0041943.8E
BR045 505247.9N 0042143.7E
RWR25 505441.5N 0042957.7E
3.2.1.3 Path Terminators
Note:	The following database entries are suggestions only and should be checked by a professional database coder before entry into an active database.
3.2.1.3.1 RWY 19
1 CA 194.4 700+
2 BR010 504759.7N 0043857.8E DF N
3 BR011 504634.6N 0044604.2E TF N 107.5 6000+ 4.7
4 LNO 503509.3N 0054237.0E TF N 107.3 37.7
4 SPI 503053.1N 0053725.0E TF N 115.3 36.3
2 BR012 504642.1N 0043607.3E DF N 5000+
3 BR013 504200.3N 0044228.9E TF N 139.3 6.2
4 REMBA 503944.0N 0045450.5E TF N 106.1 8.2
5 BULUX 503534.0N 0051504.6E TF N 107.8 13.5
6 SOPOK 501510.0N 0054626.0E TF N 135.3 28.6
5 RITAX 500440.0N 0054825.0E TF N 135.3 49.1
6 ROUSY 492835.0N 0060654.0E TF N 161.5 38.1
6 DIK 495141.0N 0060746.7E TF N 136.0 18.0
7 PITES 494342.9N 0063109.7E TF N 117.6 17.1
2 BR012 504642.1N 0043607.3E DF N
3 BR014 504315.6N 0042300.9E TF N 247.6 9.0
4 CIV 503426.3N 0034958.4E TF N 247.4 22.8
2 BR015 505527.1N 0042026.7E DF N 2900+
3 KOK 510540.9N 0023905.9E TF N 279.8 64.8
1 CA 194.4 1700+
2 BR016 505707.5N 0041921.6E DF N
3 BR017 510208.8N 0041122.9E TF N 315.0 7.1
4 DENUT 511410.0N 0033927.4E TF N 301.1 23.4
2 BR016 505707.5N 0041921.6E DF N 3700+
4 HELEN 511407.1N 0035211.0E TF N 314.9 17.0
# ID Latitude Longitude P/T F/O Course (°T) Turn Dir. ALT (FT) DIST (NM)