EBBR — BRUSSELS / Brussels-National

EBBR AD 2.1  Aerodrome Location Indicator and Name

EBBR — BRUSSELS / Brussels-National

EBBR AD 2.2  Aerodrome Geographical and Administrative Data

1ARP coordinates505405N 0042904E
Site of ARP at aerodrome246º MAG / 1.8 KM from TWR
2Direction and distance from (city)6.5 NM NE of Brussels
3Elevation / reference temperature184 FT / 23°C
4Geoid undulation141 FT
5Magnetic variation / annual change1°E (2015) / INFO not AVBL
6AD administration addressBrussels Airport Company
Brussels Airport
1930 Zaventem
BELGIUM
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)
TelexNIL
AFSEBBRYDYX
EmailNIL
7Types of traffic permitted (IFR / VFR)

IFR / VFR

8Remarks

NIL

EBBR AD 2.3  Operational Hours

1AD AdministrationH24
2Customs and immigrationH24
3Health and sanitationH24
4AIS Briefing OfficeH24
5ATS Reporting Office (ARO)H24
6MET Briefing OfficeH24
7ATSH24
8FuellingH24 (Between 2100 and 0500 (2000 and 0400), only with credit cards acceptable by the chosen petroleum company)
9HandlingH24
10SecurityH24
11De-icingH24
12Remarks

See also EBBR AD 2.20, § 1 and EBBR AD 2.21, § 1.

EBBR AD 2.4  Handling Services and Facilities

1Cargo-handling facilitiesModern handling facilities
Nearest railway siding: Brussels (10 KM)
2Fuel typesJET A1
Oil typesAll types
3Fuelling facilities and capacityPits and trucks / No limitations
4De-icing facilitiesBy arrangement with handling agent
5Hangar space for visiting aircraftNIL
6Repair facilities for visiting aircraftAll repairs
7RemarksGeneral aviation handling is compulsory

EBBR AD 2.5  Passenger Facilities

1HotelsAt aerodrome and in the city
2RestaurantsAt aerodrome and in the city
3TransportationTaxis, buses, railway station and car hire
4Medical facilitiesDoctor, recovery rooms and ambulances
Hospitals in Brussels (10 KM) and in Vilvoorde (5 KM)
5BankAt aerodrome
Post officeAt aerodrome
6Tourist informationAt aerodrome
7RemarksNIL

EBBR AD 2.6  Rescue and Fire Fighting Services

1Aerodrome category for fire fightingCAT 9
2Rescue equipmentCAT 9 compliant
3Capability for removal of disabled aircraftNIL
4RemarksNIL

EBBR AD 2.7  Seasonal Availability - Clearing

1Types of clearing equipment31 vehicles composed of:
  • sweepers-blowers
  • tractors equipped with sweeper-blower
  • sprayers of de-icing liquid
  • snow blowers
  • stand-sweepers
  • spreaders
2Clearance priorities
  1. runways, appropriate important taxiways and holding bays
  2. important aprons and aircraft stands
  3. remaining part movement area and all roads outside the movement area
3Remarks

Transmission of information by 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

1Apron surfaceCONC
Apron strengthApron 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
2Taxiway widthSee chart AD2 EBBR-GMC.02
Taxiway surfaceCONC / ASPH
Taxiway strengthSee chart AD2 EBBR-GMC.02
3ACL and elevationOn satellite and parking areas (mean elevation 184 FT)
4VOR check pointsNIL
INS check pointsSee chart AD2 EBBR-APDC.01 and AD2 EBBR-APDC.02
5RemarksNIL

EBBR AD 2.9  Surface Movement Guidance and Control System and Markings

1Aircraft stand identification signsAVBL
Taxiway guide linesAVBL
Visual docking/parking guidance system at aircraft standsParking guidance lines are available at all stands. For docking guidance system, see EBBR AD 2.20, § 3.1.
2Runway markingsDesignation, threshold, touchdown zone, centre line and edge lines, aiming point
Taxiway markingsCentre line, edge lines and holding positions (CAT I and CAT II/III operations) at the TWY/RWY intersections
3Stop bars

AVBL (see chart AD2 EBBR GMC.01)

4RemarksLine-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 (105.7 M AMSL) between THR 25R and THR 25L.

EBBR AD 2.11  Meteorological Information Provided

1Associated MET OfficeEBBR MET
2Hours of serviceH24
MET Office outside hoursNIL
3Office responsible for TAF preparationEBBR
Periods of validity30 HR
Interval of issuance6 HR
4Trend forecastAVBL
Interval of issuance30 MIN
5Briefing / consultation provided

TEL

6Flight documentationCharts, abbreviated plain language text
Languages usedEn
7Charts and other information available for briefing or consultationSurface charts, altitude charts, prognostic altitude charts, prognostic chart of significant weather, tropopause and maximum wind chart
8Supplementary equipment available for providing information

Weather radar and satellite imagery display, self-briefing terminal, FAX, real-time weather display

9ATS units provided with informationBrussels TWR, Brussels APP and Brussels ACC
10Additional information

International aviation:

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

RWY designatorTrue BRGDimensions of RWY (M)Strength (PCN) and surface of RWY and SWYTHR COORDTHR ELEV and highest ELEV of TDZ of precision APCH RWY
RWY end COORD
THR geoid undulation
1 23456
01014.43°2 987 x 50120/F/A/W/T
ASPH
505314.39N
0042929.68E
THR 183 FT
TDZ 184 FT
505446.54N
0043007.27E
141 FT
19194.43°2 987 x 50120/F/A/W/T
ASPH
505439.64N
0043004.46E
THR 113 FT
TDZ 131 FT
505312.94N
0042929.09E
141 FT
07R069.89°3 211 x 45120/F/A/W/T
ASPH
505321.89N
0042855.40E
THR 175 FT
505356.19N
0043123.88E
141 FT
25L249.89°3 211 x 45120/F/A/W/T
ASPH
505356.19N
0043123.88E
THR 159 FT
TDZ 165 FT
505320.54N
0042849.53E
141 FT
07L065.38°3 638 x 4580/F/A/W/T
ASPH
505400.12N
0042734.43E
THR 129 FT
505445.58N
0043011.76E
141 FT
25R245.38°3 638 x 4580/F/A/W/T
ASPH
505441.55N
0042957.79E
THR 110 FT
TDZ 112 FT
505356.64N
0042722.39E
141 FT
Slope of
RWY and SWY
SWY dimensions (M)CWY dimensions (M)Strip dimensions (M)OFZRMK
789101112
-0.78%NILNIL3 107 x 300yes(*)
+0.78%NILNIL3 107 x 300yes(*)
-0.15%NILNIL3 331 x 300yes(*)
+0.15%NILNIL3 331 x 300yes(*)
-0.21%NILNIL3 758 x 300yes(*)
+0.21%NILNIL3 758 x 300yes(*)

(*) for details on obstacles present in the OFZ, please consult chart AD 2 EBBR-ADC.01.

EBBR AD 2.13  Declared Distances

RWY designatorTORA (M)TODA (M)ASDA (M)LDA (M)RMK
1 23456
012 9872 9872 9872 941NIL
192 9872 9872 9872 767NIL
07R2 8912 8912 8913 089No TKOF before PSN H
25L3 2113 2113 2113 211NIL
07L3 6383 6383 6383 380NIL
25R3 6383 6383 6383 338NIL

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.

RWYFromTORA (M)RWYFromTORA (M)
01C52 32525LP5 / C12 210
E12 075C21 690
E32 028C31 237
E41 253C41 237
19A12 82507LB92 518
E72 675A62 647
E62 164B82 602
E51 558A52 148
E41 558B71 855
07RC62 405B61 389
C52 148A31 570
C41 792B51 506
Line-up PSN 12 62425RA13 428
Line-up PSN 22 341B13 267
Line-up PSN H2 891B32 770
C31 774B51 997
A31 967
B61 965
B71 515
A51 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 systemType:PALS CAT II / IIIVASISType:PAPI (left / 3°)
Length:900 M (*)MEHT:49 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lights900 M
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:2 987 Mwhite:from 0 to 2 087 M
Spacing:15 Mred / white:from 2 087 to 2 687 M
Intensity:LIHred:from 2 687 to 2 987 M
Runway edge lightsLength:2 987 Mred:from 0 to 45 M
Spacing:30 Mwhite:from 45 to 2387 M
Intensity:LIHamber:from 2387 M to 2987 M
Remarks(*) Barrette at 570 M omitted due to railway
RWY 19
Approach lighting systemType:PALS CAT IVASISType:PAPI (left / 3°)
Length:630 MMEHT:56 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lightsNIL
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:2 987 Mwhite:from 0 to 2 087 M
Spacing:15 Mred / white:from 2 087 to 2 687 M
Intensity:LIHred:from 2 687 to 2 987 M
Runway edge lightsLength:2 987 Mred:from 0 to 220 M
Spacing:30 Mwhite:from 220 to 2387 M
Intensity:LIHamber:from 2387 M to 2987 M
RemarksNIL
RWY 07R
Approach lighting systemVASISType:PAPI (left / 3°)
NILMEHT:66 FT
Runway threshold lightsColour:greenTouchdown zone lightsNIL
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:3 211 Mwhite:from 0 to 2 311 M
Spacing:15 Mred / white:from 2 311 to 2 911 M
Intensity:LIHred:from 2 911 to 3 211 M
Runway edge lightsLength:3 211 Mred:from 0 to 125 M
Spacing:30 Mwhite:from 125 to 3 211 M
Intensity:LIH
RemarksNIL
RWY 25L
Approach lighting systemType:PALS CAT II / IIIVASISType:PAPI (left / 3°)
Length:900 MMEHT:63 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lights900 M
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:3 211 Mwhite:from 0 to 2 311 M
Spacing:15 Mred / white:from 2 311 to 2 911 M
Intensity:LIHred:from 2 911 to 3 211 M
Runway edge lightsLength:3 211 Mwhite:from 0 to 3 211 M
Spacing:30 M
Intensity:LIH
RemarksNIL
RWY 07L
Approach lighting systemVASISType:PAPI (left / 3°)
NILMEHT:66 FT
Runway threshold lightsColour:greenTouchdown zone lightsNIL
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:3 638 Mwhite:from 0 to 2 738 M
Spacing:15 Mred / white:from 2 738 to 3 338 M
Intensity:LIHred:from 3 338 to 3 638 M
Runway edge lightsLength:3 638 Mred:from 0 to 258 M
Spacing:30 Mwhite:from 258 to 3 638 M
Intensity:LIH
RemarksNIL
RWY 25R
Approach lighting systemType:PALS CAT II / IIIVASISType:PAPI (left / 3°)
Length:600 MMEHT:61 FT
Intensity:LIH
Runway threshold lightsColour:greenTouchdown zone lights900 M
Wing bars:NIL
Runway end lightsColour:redStopway lightsNIL
Wing bars:NIL
Runway centre line lightsLength:3 608 Mwhite:from 30 to 2 738 M
Spacing:15 Mred / white:from 2 738 to 3 338 M
Intensity:LIHred:from 3 338 to 3 638 M
Runway edge lightsLength:3 638 Mred:from 0 to 300 M
Spacing:30 Mwhite:from 300 to 3 638 M
Intensity:LIH
RemarksNIL

EBBR AD 2.15  Other Lighting, Secondary Power Supply

1ABN / IBN location, characteristics and hours of operationNIL
2LDI location and lightingNIL
WDI location and lightingAt 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)
3Taxiway edge lighting

See chart AD2 EBBR GMC.02

Taxiway centre line lighting

See chart AD2 EBBR GMC.02

4Secondary power supplyAVBL
Switch-over time0 SEC
5RemarksNIL

EBBR AD 2.16  Helicopter Landing Area

1Coordinates of TLOF and FATO THR505348N 0042759E
The FATO is located on TWY R1
2TLOF / FATO elevation124 FT
3TLOF dimensions22 M x 22 M
TLOF surfaceCONC
TLOF strengthPCN 75/F/C/W/T
4FATO true bearing065° / 245°
5Declared distances availableInformation not available. See remarks on the restrictions of use.
6TLOF and FATO markingMarked 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.
7Approach and FATO lightingInformation not available. See remarks.
8RemarksState 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

1DesignationBrussels CTR
Lateral limits504434N 0043404E - an arc of circle, 10 NM radius, centred on 505405N 0042904E and traced clockwise to 505203N 0044435E - 504434N 0043404E.
2Vertical limits1 500 FT AMSL
3Airspace classificationD (1)
4ATS unit call signBrussels Tower
Language(s)En
5Transition altitude4 500 FT AMSL
6Remarks(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

Service designationCall signFrequencyHours of
operation
Remarks
12345
APP / TARBrussels Arrival118.250 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 Departure126.625 MHZH24NIL
Brussels Final129.725 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
(3) Emergency frequency
TWRBrussels Tower118.600 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 Ground121.875 MHZ
118.050 MHZ
121.700 MHZ (1)
H24Ground movement control
(1) Spare frequency
CLRBrussels Delivery121.950 MHZH24NIL
SREBrussels Radar120.100 MHZ (1)H24(1) SRA on ATC instruction only
ATISBrussels Arrival110.600 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 Departure121.750 MHZH24See EBBR AD 2.23
VDFBrussels Homer120.100 MHZ
118.250 MHZ
118.600 MHZ
121.500 MHZ (1)
H24(1) Emergency frequency
SARBrussels Rescue282.800 MHZ
123.100 MHZ
HOOPR: Belgian Air Component
Combined Scene of SAR (monitored only when SAR operation in progress).

EBBR AD 2.19  Radio Navigation and Landing Aids

Type of aid
(MAG VAR)
ID FrequencyHours of
operation
Position of
transmitting
antenna
DME
antenna
elevation
Remarks
1234567
DVOR/DME
(0°/2015)
BUB114.600 MHZ
CH 93X
H24 505408.4N
0043217.1E
178 FT 070° GEO / 0.60 NM from THR 25L
Coverage: 100 NM (FL 500)
L OB293 KHZ H24 505513.0N
0043658.2E
070° GEO / 3.76 NM from THR 25L
Coverage: 25 NM
Collocated with OM ILS 25L
L OP402 KHZ H24 505619.4N
0043533.6E
065° GEO / 3.91 NM from THR 25R
Coverage: 25 NM
Collocated with OM ILS 25R
L OZ314 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)
LOCIBX109.900 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 IBXCH 36XH24 505324.0N
0042939.9E
194 FT Collocated with GP
0 at 340 M from THR 01
OM dash / dash75 MHZ H24 504936.7N
0042801.2E
3.75 NM from THR 01 or use IBX DME fix
MM dot / dash75 MHZ H24 505239.9N
0042915.4E
0.59 NM from THR 01 or use IBX DME fix
ILS 19 (CAT I)
LOCIBM111.150 MHZ H24 505306.1N
0042926.3E
194° GEO / 1.62 NM from THR 19
No back beam AVBL
LOC only reliable within 35° either side of course line
GP 331.550 MHZ H24 505429.8N
0043006.8E
Slope 3°
RDH 54 FT
Coverage restricted to 6° at left-hand site antenna
DME IBMCH 48YH24 505429.8N
0043006.8E
134 FTCollocated with GP
0 at 315 M from THR 19
ILS 25L (CAT III)
LOCIBL110.350 MHZ H24 505318.7N
0042841.5E
250° GEO / 1.83 NM from THR 25L
No back beam AVBL
LOC only reliable within 35° either side of course line
GP 334.850 MHZ H24 505349.0N
0043110.7E
Slope 3°
RDH 59 FT
DMEIBLCH 40YH24505349.2N
0043110.7E
164 FTCollocated with GP
0 at 316 M from THR 25L
OM dash / dash75 MHZ H24 505512.9N
0043659.1E
3.75 NM from THR 25L or use IBL DME fix
MM dot / dash75 MHZ H24 505409.1N
0043219.7E
0.60 NM from THR 25L or use IBL DME fix
ILS 25R (CAT III)
LOCIBR108.900 MHZ H24 505348.9N
0042655.5E
245° GEO / 2.12 NM from THR 25R
No back beam AVBL
LOC only reliable within 35° either side of course line
GP 329.300 MHZ H24 505441.1N
0042940.9E
Slope 3°
RDH 54 FT
DME IBRCH 26XH24 505441.0N
0042941.0E
127 FTCollocated with GP
0 at 307 M from THR 25R
OM dash / dash75 MHZ H24 505619.3N
0043532.9E
3.89 NM from THR 25R or use IBR DME fix
MM dot / dash75 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   GENERAL
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
1.1.1.1   General

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;
  • military missions.

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
Post:

Belgium Slot Coordination VZW
Mr Didier Hocq
General Manager
Brussels Airport PB27
1930 Zaventem 4
BELGIUM

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.

1.3   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).

1.4   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.

1.5   Wildlife Strikes

Pilots are requested to report wildlife strikes immediately to ATC and submit the wildlife strike report to:

Safety ManagementBelgian 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

2   TAXI REGULATIONS
2.1   General

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 P9 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
2.3.1   General

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/R

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 01-07L/R

Departing traffic that requires crossing RWY 07R will be transferred to TWR FREQ 120.775 MHZ for crossing clearance.

Traffic departing from RWY 07R will receive line-up clearance on GND S FREQ 121.875 MHZ.

Departing traffic will receive take-off clearance on TWR FREQ 118.600 MHZ.

Aircraft vacating RWY 01 via E3 or E4 may expect instructions to contact GND S on FREQ 121.875 MHZ. Aircraft vacating RWY 01 via E5, E6, E7 or A1 may expect instructions to contact GND N on FREQ 118.050 MHZ.

2.3.4   LVP

See EBBR AD 2.22, § 4.1.2.

3   APRON REGULATIONS
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, 350 to 354 and 680 to 699
“Flight number” / “Aircraft type” flashingGate is ready for docking. Aircraft is not yet detected
“Aircraft type” steadilyAircraft 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)
Arrow >Correction to the right required
Arrow <Correction to the left required
STOP (in red)Stop now, docking position has been reached or Emergency Stop
OKDocking successful
STOP + TOO FARAircraft has gone past the stop position
STOP in red + TOO FASTApproach on too high speed
WAIT + GATE BLOCKObject is detected. Docking procedure stopped. The docking procedure will resume as soon as the blocking object has been removed.
WAIT + VIEW BLOCKMessage 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 FAILBad 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).
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 taxiway (white perpendicular mark on taxiway).
3.2.4   Push-back at apron 2 North
  • Position 204: all aircraft shall be pushed no further than stop point on push out line (white perpendicular mark on push out line) and pulled forward until abeam stand 206L.
3.2.5   Push-back at apron 2 South
  • Positions 201 and 205 L/R: all aircraft shall be pushed backward with a slight turn to the right-hand side onto the push-out line with the aircraft centred and aligned on the push-out line. Nose gear must be stopped on the stop position (white perpendicular mark on the push-out line). Aircraft will be towed forward abeam stand 211.
  • Full engine start only abeam stand 211.
3.2.6   Push-back at apron 3 North
  • All aircraft category C. Aircraft from the position 312 shall be pushed with a slight turn to the left-hand side onto the push-out line with the aircraft centred and aligned on the push-out line. Aircraft will be towed forward abeam stand 316.
  • All aircraft category D or E shall be pushed onto taxiway T. Aircraft from the position 312 shall be pushed with a slight turn to the left-hand side onto the push-out line with the aircraft centred and aligned on the push-out line. Nose gear must be stopped on the stop bar. Aircraft will be towed forward abeam stand 211. Full engine start only abeam stand 211.
3.2.7   Push-back at apron 3 South
  • Position 313 and 315: aircraft with wingspan 36 M MAX will be pushed on the push-out line (white dotted line), with the aircraft centred and aligned on the push-out line. Nose gear shall be stopped on the stop point (white perpendicular mark on the push-out line). All other aircraft will be pushed on INN-9 or INN-10. ATC will specify facing North or South.
  • Positions 317 until 327: push on INN-9 or INN-10. ATC will specify facing North or South.
3.2.8   Push-back at satellite (apron 3)
  • Positions 350 and 351: aircraft will be pushed on the push-out line (white dotted line), with the aircraft centred and aligned on the push-out 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-10. ATC will specify facing North or South.
  • Position 305 (stand-by parking): gate power in/power out.
  • Positions 306: all aircraft shall be pushed onto the centre line of the taxiway Z. ATC will specify facing East or West.
3.2.9   Push-back at apron 9
  • Position 898: The slope of all aircraft positions is upward. All aircraft shall be pushed onto the centre line of taxiway A6. Nose gear must be stopped on the white perpendicular mark. Aircraft will be towed forward abeam stand 899 facing West. Full engine start only abeam stand 899.
4   RUNWAY REGULATIONS
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)
TKOF25R25R / 19(1)
LDG25L / 25R25R / 25L(2)
TUE 0500 (0400)
till WED 0459 (0359)
TKOF25R25R / 19(1)
LDG25L / 25R25R / 25L(2)
WED 0500 (0400)
till THU 0459 (0359)
TKOF25R25R / 19(1)
LDG25L / 25R25R / 25L(2)
THU 0500 (0400)
till FRI 0459 (0359)
TKOF25R25R / 19(1)
LDG25L / 25R25R / 25L(2)
FRI 0500 (0400)
till SAT 0459 (0359)
TKOF25R25R(3)
LDG25L / 25R25R
SAT 0500 (0400)
till SUN 0459 (0359)
TKOF25R25R / 19(1)25L(4)
LDG25L / 25R25R / 25L(2)25L
SUN 0500 (0400)
till MON 0459 (0359)
TKOF25R / 19(1)25R19(4)
LDG25R / 25L(2)25L / 25R19

(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/RRWY 19 (TKOF only)
Tailwind MAX7 KT7 KT
Crosswind MAX20 KT20 KT
RWY 01RWY 07L/RRWY 19 (TKOF and ARR)
Tailwind MAX0 KT - 3 KT (incl)0 KT - 3 KT (incl)0 KT - 3 KT (incl)
Crosswind MAX20 KT20 KT20 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:

  1. when the crosswind component exceeds 20 KT or more (gusts included);
  2. when the tailwind component exceeds 7 KT or more (gusts included);
  3. when the runways are contaminated or when estimated surface friction is less than good;
  4. when alternative runways are successively requested by pilots for safety reasons;
  5. when pilots report excessive wind at higher altitudes resulting in go-arounds;
  6. when wind shear has been reported or forecast, or when thunderstorms are expected to affect arriving or departing traffic;
  7. when works are in progress on one of the runways included in the preferential runway system;
  8. for landing, when the ceiling is lower than 500 FT or the visibility is less than 1 900 M;
  9. 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.

RWYexitdistance to
exit (M)
RWYexitdistance to
exit (M)
25LC1/P585007LA51 149
C21 232A31 731
C3/C41 792B71 241
C52 148B61 702
C62 405B51 739
25RA31 270B32 512
A51 848B13 009
A62 34701E3802
B61 089E4/E51 512
B51 206E62 118
B71 555B12 629
B92 21819E41 033
B82 302E31 808
07RC3/C41 115E11 855
C21 568C52 105
C1/P52 088
5   SPECIFIC TRAFFIC REGULATIONS
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.

EBBR AD 2.21  Noise Abatement Procedures

1   GENERAL
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).

Following flights are exempted from the noise quota system:

  • flights carrying members of the Belgian Royal Family, the federal government, regional or community governments or foreign royal families, foreign heads of state or government leaders, the President or members of the European Commission on official mission;
  • missions in case of disaster or medical urgency;
  • military missions;
  • take-off or landing performed in exceptional conditions (flights on which an immediate threat exists to the health of people or animals, diverted flights, etc.).

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, holding platform P7 may be used instead.

2.3   Power Supply

The aircraft parking positions 140 to 174, 201 to 240 and 680 to 699 are equipped with 400 HZ and 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, the APU may 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
4.1   General

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:

  • from take-off to 1 700 FT QNH:
    • take-off power;
    • climb at maximum gradient compatible with safety;
    • speed not less than single engine climb speed, nor higher than best rate of climb speed;
  • at 1 700 FT QNH:
    • 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;
  • from 1 700 FT QNH to 3 200 FT QNH:
    • climb at the maximum gradients with reduced power, maintaining constant speed;
  • at 3 200 FT QNH:
    • 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)
A124A332A333A342A343A345A346
A388AN22B741B742B743B744B748
B74RB74SB764B772B773B77LB77W
B788C5C17DC10IL96L101MD11
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 P3 will be made.

EBBR AD 2.22  Flight Procedures

1   GENERAL
1.1   Aerodrome Minima

For specific landing minima, see charts:

2   IFR FLIGHTS (INBOUND)
2.1   General
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).

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), 1200-1300 (1100-1200) and 1600-1900 (1500-1800) ATA.

ATC may request specific speeds for accurate spacing. Comply with any level or speed adjustment as promptly as feasible within operational constraints. If a level or speed change for aircraft performance reasons or weather conditions is necessary, advise ATC.

The speed limitations do not relieve pilots of their responsibility to observe any applicable noise abatement procedures (see EBBR AD 2.21).

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).

ANTWERPEN
FixANT DVOR/DME
Turn / inbound track (MAG)Left / 117°
Levels (MAX / MNM)FL 140 / FL 80
RemarksNIL
BRUNO
FixBUN DVOR/DME
Turn / inbound track (MAG)Right / 115°
Levels (MAX / MNM)FL 140 / 3 000 FT QNH
RemarksAt ATC discretion only
FLORA
FixFLO 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
RemarksNIL
GOSLY
FixGSY DVOR/DME
Turn / inbound track (MAG)Left / 358°
Levels (MAX / MNM)FL 230 / FL 100
RemarksAt ATC discretion only
KERKY
FixKERKY (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
RemarksNIL
NIVOR
FixNIVOR (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
RemarksAt ATC discretion only
2.3   Approach Procedures
2.3.1   RNAV (GNSS) RWY 01
2.3.1.1   Waypoints
IDLATITUDELONGITUDE
RUDEL504101.4N0041336.6E
IFBURUS504251.5N0042514.8E
FAFBR01F504743.1N0042713.9E
MAPtRW01505314.32N0042929.65E
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.

Via ANT
#IDP/TF/OCourse (°T)Turn Dir.ALT (ft)DIST (NM)Speed limit (kts)VPA (°)/TCH (ft)NAV SpecRemarks
1ANTIFNRNP APCHIAF
2AFITFN216.8L21.2RNP APCH
3RUDELTFN166.0L+220013.9-220RNP APCH
4NIVORTFN076.0L2.5RNP APCH
5BURUSTFN076.0L+20005.1RNP APCHIF
6BR01FTFN014.5@20005.0RNP APCHFAF
7RW01TFY014.55.7-3.00/52RNP APCHMAPt
CA014.0+1500Revert to Conventional
Via KERKY
#IDP/TF/OCourse (°T)Turn Dir.ALT (ft)DIST (NM)Speed limit (kts)VPA (°)/TCH (ft)NAV SpecRemarks
1KERKYIFNRNP APCHIAF
2AFITFN101.7R5.7RNP APCH
3RUDELTFN166.0L+220013.9-220RNP APCH
4NIVORTFN076.0L2.5RNP APCH
5BURUSTFN076.0L+20005.1RNP APCHIF
6BR01FTFN014.5@20005.0RNP APCHFAF
7RW01TFY014.55.7-3.00/52RNP APCHMAPt
CA014.0+1500Revert to Conventional
Via FLO
#IDP/TF/OCourse (°T)Turn Dir.ALT (ft)DIST (NM)Speed limit (kts)VPA (°)/TCH (ft)NAV SpecRemarks
1FLOIFNRNP APCHIAF
2BUBTFN274.1L22.7RNP APCH
3AFITFN271.2L15.2RNP APCH
4RUDELTFN166.0L+220013.9-220RNP APCH
5NIVORTFN076.0L2.5RNP APCH
6BURUSTFN076.0L+20005.1RNP APCHIF
7BR01FTFN014.5@20005.0RNP APCHFAF
8RW01TFY014.55.7-3.00/52RNP APCHMAPt
CA014.0+1500Revert to Conventional
2.3.2   RNAV (GNSS) RWY 25L
2.3.2.1   Waypoints
IDLATITUDELONGITUDE
OKLUP510525.3N0044252.5E
NAXOD510101.4N0045154.3E
DIKBO505849.2N0045234.1E
IFGIKNU505737.7N0044724.2E
FAFB25LF505555.0N0043958.6E
MAPtRW25L505356.19N0043123.88E
2.3.2.2   Path Terminators

Note: These database entries are suggestions only and should be checked by a professional database coder before entry into an active database.

Via ANT
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KTS)VPA(°)/TCH(ft)Remarks
1ANTIFN+F80IAF
2BUNTFN107.014.6
3NAXODTFN171.86.2
4GIKNUTFN220.0+20004.4IF
5B25LFTFN250.0@20005.0FAF
6RW25LTFY250.05.8-3/59MAPt
CA250.0+700Revert to conventional
VM106.0L@4000-185Conventional
Via KERKY
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KTS)VPA(°)/TCH(ft)Remarks
1KERKYIFN+4000IAF
2OKLUPTFN070.029.1
3BUNTFN070.65.1
4NAXODTFN171.8R6.2
5GIKNUTFN220.0+20004.4IF
6B25LFTFN250.0@20005.0FAF
7RW25LTFY250.05.8-3/59MAPt
CA250.0+700Revert to conventional
VM106.0L@4000-185Conventional
Via FLO
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KTS)VPA(°)/TCH(ft)Remarks
1FLOIFN+F60IAF
2DIKBOTFN302.5+300011.6
3GIKNUTFN250.0+20003.5IF
4B25LFTFN250.0@20005.0FAF
5RW25LTFY250.05.8-3/59MAPt
CA250.0+700Revert to conventional
VM106.0L@4000-185Conventional
2.3.3   RNAV (GNSS) RWY 25R
2.3.3.1   Waypoints
IDLATITUDELONGITUDE
OKLUP510525.3N0044252.5E
NAXOD510101.4N0045154.3E
DIKBO505849.2N0045234.1E
IFUVETI505914.0N0044541.9E
FAFB25RF505709.5N0043830.2E
MAPtRW25R505441.55N0042957.79E
2.3.3.2   Path Terminators

Note: These database entries are suggestions only and should be checked by a professional database coder before entry into an active database.

Via ANT
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KTS)VPA(°)/TCH(ft)Remarks
1ANTIFN+F80IAF
2BUNTFN107.014.6
3NAXODTFN171.86.2
4UVETITFN245.5+20004.3IF
5B25RFTFN245.5@20005.0FAF
6RW25RTFY245.55.9-3/54MAPt
CA245.5+700Revert to conventional
VM016.0R@3000Conventional
Via KERKY
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KTS)VPA(°)/TCH(ft)Remarks
1KERKYIFN+4000IAF
2OKLUPTFN070.029.1
3BUNTFN070.65.1
4NAXODTFN171.8R6.2
5UVETITFN245.5+20004.3IF
6B25RFTFN245.5@20005.0FAF
7RW25RTFY245.55.9-3/54MAPt
CA245.5+700Revert to conventional
VM016.0R@3000Conventional
Via FLO
#IDP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KTS)VPA(°)/TCH(ft)Remarks
1FLOIFN+F60IAF
2DIKBOTFN302.5+300011.6
3UVETITFN275.5+20004.4IF
4B25RFTFN245.5@20005.0FAF
5RW25RTFY245.55.9-3/54MAPt
CA245.5+700Revert to conventional
VM016.0R@3000Conventional
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
DesignatorRouteTrack (MAG)Distance (NM)MNM IFR levelRemarks
BATTY 5ABATTYWhen RWY 25R/L is in use for landing, TFC shall endeavour to cross IAF FLO at FL 80 MAX.
296°30.5FL 70
FLO DVOR
P-RNAV:
BATTY-BR205[K250-]-FLO[F070+]
LNO 4ALNO DVORWhen RWY 25R/L is in use for landing, TFC shall endeavour to cross IAF FLO at FL 80 MAX.
308°28.0FL 70
FLO DVOR
P-RNAV:
LNO-BR204[K250-]-FLO[F070+]
ARVOL 7AARVOL

(*) Turning point to intercept and follow R-251 BUN.

034°14.8FL 70
AKOVI
034°9.5FL 70
RODRI (*)
--FL 70
KERKY
P-RNAV:
ARVOL[K250-]-AKOVI-RODRI-BR209[R]-KERKY[F070+]
ARVOL 7BARVOL

To be used on ATC discretion.

081°13.0FL 70
CIV DVOR
070°32.6FL 70
HUL DVOR
067°20.3FL 70
FLO DVOR
P-RNAV:
ARVOL[K250-]-CIV-HUL-FLO[F070+]
TULNI 7ATULNI

To be used only when MIL activities permit.

(*) Turning point to intercept and follow R-251 BUN.

055°20.2FL 90
AKOVI
034°9.5FL 70
RODRI (*)
--FL 70
KERKY
P-RNAV:
TULNI[K250-]-AKOVI[F090+;L]-RODRI-BR209[R]-KERKY[F070+]
TULNI 7BTULNI

To be used on ATC discretion.

086°21.1FL 90
CIV DVOR
070°32.6FL 70
HUL DVOR
067°20.3FL 70
FLO DVOR
P-RNAV:
TULNI[K250-]-CIV[F090+;L]-HUL-FLO[F070+]
KOK 7AKOK VORTACNIL
100°51.8FL 70
KERKY
P-RNAV:
KOK-BR201[K250-]-KERKY[F070+]
WOODY 7AWOODYNIL
205°7.6FL 70
8.4 DME NIK
117°-FL 70
ANT DVOR
P-RNAV:
WOODY[K250-]-BR202[L]-ANT[F070+]
WOODY 3BWOODY

To be used on ATC discretion.

205°16.0FL 80
NIK
206°16.0FL 80
KERKY
P-RNAV:
WOODY[K250-]-NIK-KERKY[F080+]
BEKEM 7ABEKEMNIL
222°13.2FL 70
8.7 DME NIK
117°-FL 70
ANT DVOR
P-RNAV:
BEKEM[K250-]-BR203[L]-ANT[F070+]
BEKEM 3BBEKEM

To be used on ATC discretion.

222°21.9FL 80
NIK
206°16.0FL 80
KERKY
P-RNAV:
BEKEM[K250-]-NIK[L]-KERKY[F080+]
2.3.4.2   Waypoint Information
IDLatitudeLongitudeFly-over
BR201505928.7N0032936.7EN
BR202511544.3N0041526.8EN
BR203511448.1N0041815.6EN
BR204504240.1N0052749.8EN
BR205504527.6N0053038.7EN
BR209505435.4N0035506.2EN
ANT511125.7N0042821.3EN
AKOVI504450.0N0034307.0EN
ARVOL503245.0N0032949.0EN
BATTY503857.0N0055055.6EN
BEKEM512556.0N0043448.7EN
CIV503426.3N0034958.4EN
FLO505236.0N0050804.3EN
HUL504458.1N0043829.9EN
KERKY505537.0N0035933.4EN
KOK510540.9N0023905.8EN
LNO503509.3N0054237.0EN
NIK510954.3N0041102.2EN
RODRI505236.0N0035146.4EN
TULNI503327.0N0031656.0EN
WOODY512420.4N0042159.3EN
2.3.4.3   Suggested Database Coding
BATTY 5A
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1BATTY503857.0N0055055.6EIFN
2BR205504527.6N0053038.7ETFN296.914.5250-
3FLO505236.0N0050804.3ETFN296.7FL070+16.0
LNO 4A
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1LNO503509.3N0054237.0EIFN
2BR204504240.1N0052749.8ETFN308.712.1250-
3FLO505236.0N0050804.3ETFN308.5FL070+16.0
ARVOL 7A
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1ARVOL503245.0N0032949.0EIFN250-
2AKOVI504450.0N0034307.0ETFN034.914.8
3RODRI505236.0N0035146.4ETFN035.29.5
4BR209505435.4N0035506.2ETFN046.6R2.9
5KERKY505537.0N0035933.4ETFN069.9FL070+3.0
ARVOL 7B
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1ARVOL503245.0N0032949.0EIFN250-
2CIV503426.3N0034958.4ETFN082.413.0
3HUL504458.1N0043829.9ETFN070.832.6
4FLO505236.0N0050804.3ETFN067.7FL070+20.3
TULNI 7A
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1TULNI503327.0N0031656.0EIFN250-
2AKOVI504450.0N0034307.0ETFN055.5LFL090+20.2
3RODRI505236.0N0035146.4ETFN035.29.5
4BR209505435.4N0035506.2ETFN046.6R2.9
5KERKY505537.0N0035933.4ETFN069.9FL070+3.0
TULNI 7B
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1TULNI503327.0N0031656.0EIFN250-
2CIV503426.3N0034958.4ETFN087.3LFL090+21.1
3HUL504458.1N0043829.9ETFN070.832.6
4FLO505236.0N0050804.3ETFN067.7FL070+20.3
KOK 7A
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1KOK510540.9N0023905.8EIFN
2BR201505928.7N0032936.7ETFN100.732.5250-
3KERKY505537.0N0035933.4ETFN101.4FL070+19.3
WOODY 7A
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1WOODY512420.4N0042159.3EIFN250-
2BR202511544.3N0041526.8ETFN205.5L9.5
3ANT511125.7N0042821.3ETFN117.9FL070+9.2
WOODY 3B
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1WOODY512420.4N0042159.3EIFN250-
2NIK510954.3N0041102.2ETFN205.516.0
3KERKY505537.0N0035933.4ETFN206.9FL080+16.0
BEKEM 7A
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1BEKEM512556.0N0043448.7EIFN250-
2BR203511448.1N0041815.6ETFN223.1L15.2
3ANT511125.7N0042821.3ETFN118.0FL070+7.2
BEKEM 3B
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1BEKEM512556.0N0043448.7EIFN250-
2NIK510954.3N0041102.2ETFN223.1L21.9
3KERKY505537.0N0035933.4ETFN206.9FL080+16.0
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
(NM)
Altitude (FT)
RWY 01RWY 07LRWY 07RRWY 19RWY 25LRWY 25R
62 0002 0002 0002 0002 0002 000
51 8001 8001 8001 8001 8001 800
41 5001 5001 5001 4001 5001 400
31 2001 1001 2001 1001 2001 100
2900NILNIL800800800
RWYTHR ELEV
(FT)
INBD track
(MAG)
DIST from
FAF to THR
(NM)
DIST from
MAPT to THR
(NM)
OCA (OCH)
(FT)
01183013°62880 (700)
07L129064°631 030 (900)
07R175069°631 030 (860)
19113193°62800 (690)
25L159249°62800 (640)
25R110244°62800 (690)
2.3.6   Circling Approach

Circling approaches are prohibited.

2.3.7   Simultaneous Dependent IFR Approaches on RWY 25L and 25R

Simultaneous dependent IFR 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 IFR 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 IFR Approaches on RWY 25L and 25R (SIMINDEP)

Simultaneous independent IFR 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.

ATC will provide following separations:

  • 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:

  1. the ATIS broadcast will include the following message: “Simultaneous independent IFR 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;
  2. 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;
  3. pilots experiencing radio-communication failure before runway assignment shall execute an ILS approach on RWY 25L;
  4. 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;
  5. pilots shall execute precise LOC interception (not overshooting the LOC axis);
  6. 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;
  7. 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;
  8. 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
INFO from
airline / handler
TOBTTarget off block time: confirmation of estimated ready time
INFO from ATCTSATTarget 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 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
  • Advisory Alert

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:

  • all aircraft larger than ICAO code C;
  • aircraft up to ICAO code C 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 up to ICAO code C;
    • 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 F3, F4, W21 and W22 are 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:
    • offers one de-icing position for aircraft up to ICAO code C;
    • 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)
3.1.2.1   General

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:

Post:

Belgocontrol
DGO
Tervuursesteenweg 303
1820 Steenokkerzeel
BELGIUM

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
RWY 01
DesignatorRouteRemarks
LateralVertical
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.

Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

NIL
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.

Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

ATC climb requirements: see § 3.2.2 below.

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.

Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

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.

ATC climb requirements: see § 3.2.2 below.

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.

B-RNAV above MSA.

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
DesignatorRouteRemarks
LateralVertical
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.

For TFC requesting a cruising or initial FL below FL 195.

LNO 1WClimb 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.

NIL
SPI 1WClimb 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.

ATC climb requirements: see § 3.2.2 below.

BULUX-SOPOK is a B-RNAV segment.

SOPOK 1WClimb 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.

ATC climb requirements: see § 3.2.2 below.

BULUX-SOPOK is a B-RNAV segment.

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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

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 1WClimb 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.

ATC climb requirements: see § 3.2.2 below.

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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 5H- SOPOK - RITAX - ROUSY).

ROUSY 1WClimb 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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24

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.

ATC climb requirements: see § 3.2.2 below.

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.

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 1WClimb straight ahead. At 1 700 FT QNH LT HDG 275 to intercept R-042 CIV INBD to CIV.

ATC climb requirements: see § 3.2.2 below.

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

Climb straight ahead. At 1 700 FT QNH LT direct to KOK.

L607 westbound.

DENUT 4H

Climb straight ahead. At 1 800 FT QNH DCT to DENUT.

B-RNAV above MSA.

HELEN 4H

Climb straight ahead. At 1 800 FT QNH DCT to HELEN.

B-RNAV above MSA.

NIK 1H

Climb straight ahead. At 1 700 FT QNH LT direct to NIK.

M624 northbound.

Not to be used by TFC DEST EHAM.

ELSIK 1H

At 700 FT QNH LT direct to BUN, ELSIK next.

L179 eastbound.

To be used when adequate MIL airspaces are AVBL for GAT.

RWY 07R ONLY
DesignatorRouteRemarks
LateralVertical
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.

For TFC requesting a cruising or initial FL below FL 195.

LNO 1YAt 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.

For TFC requesting a cruising or initial FL below FL 195.

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.

NIL
SPI 1YAt 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.

ATC climb requirements: see § 3.2.2 below.

BULUX-SOPOK is a B-RNAV segment.

SOPOK 1YAt 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.

BULUX-SOPOK is a B-RNAV segment.

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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

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 1YAt 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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24

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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 5J - SOPOK - RITAX - ROUSY).

ROUSY 1YAt 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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24

TEMPO CLSD on ATC instructions due to MIL requirements (alternative route: SOPOK 1Y-SOPOK-RITAX-ROUSY).

RITAX-ROUSY is a B-RNAV segment.

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.

ATC climb requirements: see § 3.2.2 below.

M617 southbound, MAX FL 170.

Y50 southbound, MAXFL 190, compulsory for TFC DEST Paris TMA.

N872 and UN872 southbound, only for TFC flight planned above FL 195.

CIV 2U

At 700 FT QNH TR 062. At 1 700 FTQNH LT to TR 275 to intercept R-042 CIV INBD to CIV.

At ATC discretion only.

CIV 1YAt 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.

ATC climb requirements: see § 3.2.2 below.

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 2J

At 700 FT QNH TR 062. At 1 700 FT QNH LT DCT to KOK.

L607 westbound.

DENUT 2J

At 700 FT QNH TR 062. At 1 800 FT QNH DCT to DENUT.

B-RNAV above MSA.

HELEN 2J

At 700 FT QNH TR 062. At 1 800 FT QNH DCT to HELEN.

B-RNAV above MSA.

NIK 2J

At 700 FT QNH TR 062. At 1 700 FT QNH direct to NIK.

M624 northbound.

Not to be used by TFC DEST EHAM.

ELSIK 2J

At 700 FT QNH TR 062. At 4.4 DME BUB, DCT direct to BUN, ELSIK next.

L179 eastbound.

To be used when adequate MIL airspaces are AVBL for GAT.

RWY 19
DesignatorRouteRemarks
LateralVertical
LNO 6L

At 700 FT QNH LT to intercept R-287 LNO INBD to LNO.

P-RNAV:
[A700+]-BR010-BR011[6000+]-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 5L

At 700 FT QNH LT to intercept R-287 LNO INBD, RT to intercept R-295 SPI INBD to SPI.

P-RNAV:
[A700+]-BR010-BR011[6000+]-SPI

Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

NIL
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.

P-RNAV:
[A700+]-BR012[5000+]-BR013-REMBA-BULUX-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 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.

P-RNAV:
[A700+]-BR012[5000+]-BR013-REMBA-RITAX-DIK-PITES

Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

ATC climb requirements: see § 3.2.2 below.

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.

P-RNAV:
[A700+]-BR012[5000+]-BR013-REMBA-RITAX-ROUSY

Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

ATC climb requirements: see § 3.2.2 below.

CDR - H24.

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.

P-RNAV:
[A700+]-BR012-BR014-CIV

ATC climb requirements: see § 3.2.2 below.

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 ABV FL 195.

KOK 7L

At 700 FT QNH RT HDG 333 to intercept R-280 BUB to KOK.

P-RNAV:
[A700+]-BR015[2900+]-KOK

Cross 7.0 DME BUB at or above 1 700 FT QNH.

L607 westbound.

DENUT 7L

Climb straight ahead. At 1 700 FT QNH RT to intercept R-315 HUL. LT to intercept R-301 BUB to DENUT.

P-RNAV:
[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.

P-RNAV:
[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.

(U)L610 westbound.

For TFC overflying London TMA with requested flight level above FL 245.

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.

P-RNAV:
[A1700+]-BR016-BR017-HELEN

AVBL from 0500 to 2159 (0400 to 2059).

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.

P-RNAV:
[A700+]-BR016[3700+]-BR017-HELEN

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 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.

NIK 3L

Climb straight ahead. At 1 700 FT QNH RT direct to NIK.

P-RNAV:
[A1700+]-BR018-NIK

AVBL from 0500 to 2159 (0400 to 2059).

M624 northbound.

Not to be used by TFC DEST EHAM.

NIK 4N

At 700 FT QNH RT direct to NIK.

P-RNAV:
[A700+]-BR018[4200+]-NIK

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.

M624 northbound.

Not to be used by TFC DEST EHAM.

ELSIK 2L

At 700 FT QNH LT direct to BUN, ELSIK next.

P-RNAV:
[A700+]-BUN-ELSIK

L179 eastbound.

To be used when adequate MIL airspaces are AVBL for GAT.

RWY 25L / R
DesignatorRouteRemarks
LateralVertical
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.

Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

Only AVBL from 0500 to 2159 (0400 to 2059) for DEP RWY 25R and H24 for DEP RWY 25L.

For TFC requesting a cruising or initial FL below FL 195.

To be used by four-engine aircraft.

SPI 3D

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.

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.

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.

Cross R-225 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

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.

ATC climb requirements: see § 3.2.2 below.

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.

Cross R-225 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

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.

Cross R-225 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

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.

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

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).

ATC climb requirements: see § 3.2.2 below.

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 ABV FL 195.

KOK 4C

At 700 FT QNH RT HDG 290 to intercept R-280 BUB to KOK.

Cross 7.0 DME BUB at or above 1 700 FT QNH.

L607 westbound.

DENUT 6C

At 700 FT QNH RT on track 297° to intercept R-278 BUB. RT to intercept R-308 HUL to DENUT.

Cross R-280 BUB at or above 1 700 FT QNH.

(U)L610 westbound.

For TFC overflying London TMA with requested flight level above FL 245.

For TFC DEST EGKK, EGHH and EGHI.

HELEN 6C

At 700 FT QNH RT on track 305° to intercept R-315 HUL to HELEN.

Cross R-280 BUB at or above 1 700 FT QNH.

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.

NIK 3C

At 700 FT QNH RT direct to NIK.

Cross R-280 BUB at or above 1 700 FT QNH.

.

M624 northbound.

Not to be used by TFC DEST EHAM.

ELSIK 3C

At 700 FT QNH RT direct to BUN, ELSIK next.

Cross R-280 BUB at or above 1 700 FT QNH.

L179 eastbound.

To be used when adequate MIL airspaces are AVBL for GAT.

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.

Cross R-280 BUB at or above 1 700 FT QNH.

L179 eastbound.

To be used when adequate MIL airspaces are AVBL for GAT.

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.

Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

Only AVBL from 0500 to 2159 (0400 to 2059) for DEP RWY 25R and H24 for DEP RWY 25L.

ATC climb requirements: see § 3.2.2 below.

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 7CClimb 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.

Only AVBL from 0500 to 2159 (0400 to 2059) for DEP RWY 25R and H24 for DEP RWY 25L.

ATC climb requirements: see § 3.2.2 below.

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.

CDR 1 - H24

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 7CClimb 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.

Only AVBL from 0500 to 2159 (0400 to 2059) for DEP RWY 25R and H24 for DEP RWY 25L.

ATC climb requirements: see § 3.2.2 below.

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.

CDR 1 - H24

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
DesignatorRouteRemarks
LateralVertical
LNO 5C

Climb straight ahead. At 1 700 FT QNH 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.

AVBL from 0500 to 2159 (0400 to 2059).

AVBL for TFC requesting a cruising or initial flight level below FL 195.

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.

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.

Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

AVBL from 2200 to 0459 (2100 to 0359).

ATC climb requirements: see § 3.2.2 below.

For TFC requesting a cruising or initial FL below FL 195.

SPI 5C

Climb straight ahead. At 1 700 FT QNH LT to intercept R-287 LNO INBD, intercept R-295 SPI INBD to SPI.

Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

AVBL from 0500 to 2159 (0400 to 2059).

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.

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.

Cross HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

AVBL from 2200 to 0459 (2100 to 0359).

ATC climb requirements: see § 3.2.2 below.

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.

Cross R-225 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

AVBL from 2200 to 0459 (2100 to 0359).

ATC climb requirements: see § 3.2.2 below.

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.

Cross R-225 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

AVBL from 2200 to 0459 (0400 to 2059).

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

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.

Cross R-225 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

AVBL from 2200 to 0459 (2100 to 0359).

ATC climb requirements: see § 3.2.2 below.

CDR 1 - H24.

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.

P-RNAV:
[A700]-BR045-BR009-CIV

AVBL from 2200 to 0459 (2100 to 0359).
H24 on SAT and SUN.

ATC climb requirements: see § 3.2.2 below.

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 ABV FL 195.

Between 2200 and 0459, only to be used by aircraft with QC ≤ 4.

RWY 25L ONLY
DesignatorRouteRemarks
LateralVertical
LNO 5Q

At 700 FT QNH 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.

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.

For TFC requesting a cruising or initial FL below FL 195.

SPI 5Q

At 700 FT QNH LT to intercept R-287 LNO INBD, intercept R-295 SPI INBD to SPI.

Cross R-045 HUL at FL 60 (FL 70 when QNH is below 977 HPA) or above.

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.

CIV 2Q

Climb straight ahead. At 7.0 DME BUB LT to TR 206° to intercept R-053 CIV INBD to CIV.

AVBL from 2200 to 0459 (2100 to 0359).
H24 on SAT and SUN.

ATC climb requirements: see § 3.2.2 below.

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 ABV FL 195.

Between 2200 and 0459, only to be used by aircraft with QC ≤ 4.

3.2.1.2   Waypoint Information
IDLatitudeLongitude
BR009504645.6N0041652.9E
BR010504759.7N0043857.8E
BR011504634.6N0044604.2E
BR012504642.1N0043607.3E
BR013504200.3N0044228.9E
BR014504315.6N0042300.9E
BR015505527.1N0042026.7E
BR016505707.5N0041921.6E
BR017510208.8N0041122.9E
BR018505823.7N0041943.8E
BR045505247.9N0042143.7E
RWL07505400.1N0042734.3E
RWR25505441.5N0042957.7E
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
LNO 6L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR010504759.7N0043857.8EDFN
3BR011504634.6N0044604.2ETFN107.56000+4.7
4LNO503509.3N0054237.0ETFN107.337.7
SPI 5L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR010504759.7N0043857.8EDFN
3BR011504634.6N0044604.2ETFN107.56000+4.7
4SPI503053.1N0053725.0ETFN115.336.3
SOPOK 6L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR012504642.1N0043607.3EDFN5000+
3BR013504200.3N0044228.9ETFN139.36.2
4REMBA503944.0N0045450.5ETFN106.18.2
5BULUX503534.0N0051504.6ETFN107.813.5
6SOPOK501510.0N0054626.0ETFN135.328.6
ROUSY 7L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR012504642.1N0043607.3EDFN5000+
3BR013504200.3N0044228.9ETFN139.36.2
4REMBA503944.0N0045450.5ETFN106.18.2
5RITAX500440.0N0054825.0ETFN135.349.1
6ROUSY492835.0N0060654.0ETFN161.538.1
PITES 7L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR012504642.1N0043607.3EDFN5000+
3BR013504200.3N0044228.9ETFN139.36.2
4REMBA503944.0N0045450.5ETFN106.18.2
5RITAX500440.0N0054825.0ETFN135.349.1
6DIK495141.0N0060746.7ETFN136.018.0
7PITES494342.9N0063109.7ETFN117.617.1
CIV 2L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR012504642.1N0043607.3EDFN
3BR014504315.6N0042300.9ETFN247.69.0
4CIV503426.3N0034958.4ETFN247.422.8
KOK 7L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR015505527.1N0042026.7EDFN2900+
3KOK510540.9N0023905.9ETFN279.864.8
DENUT 7L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.41700+
2BR016505707.5N0041921.6EDFN
3BR017510208.8N0041122.9ETFN315.07.1
4DENUT511410.0N0033927.4ETFN301.123.4
DENUT 6N
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR016505707.5N0041921.6EDFN3700+
3BR017510208.8N0041122.9ETFN315.07.1
4DENUT511410.0N0033927.4ETFN301.123.4
HELEN 5L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.41700+
2BR016505707.5N0041921.6EDFN
3BR017510208.8N0041122.9ETFN315.07.1
4HELEN511407.1N0035211.0ETFN314.917.0
HELEN 5N
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR016505707.5N0041921.6EDFN3700+
3BR017510208.8N0041122.9ETFN315.07.1
4HELEN511407.1N0035211.0ETFN314.917.0
NIK 3L
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.41700+
2BR018505823.7N0041943.8EDFN
3NIK510954.3N0041102.2ETFN334.612.8
NIK 4N
#IDLatitudeLongitudeP/TF/OCourse (°T)Turn Dir.ALT (FT)DIST (NM)Speed limit (KIAS)
1CA194.4700+
2BR018505823.7N0041943.8EDFN4200+
3NIK510954.3N0041102.2ETF