GEN 1.7  Differences from ICAO Standards, Recommended Practices and Procedures

NumberAnnexEditionDifferences
1Personnel Licensing11NIL
2Rules of the Air10

Chapter 3, § 3.2.2

An aircraft that is aware that the manoeuvrability of another aircraft is impaired shall give way to that aircraft.

Chapter 3, § 3.2.2.4

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

Chapter 3, § 3.2.3.2 (b)

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

Chapter 3, § 3.2.5 (c) and (d)

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

(d) except for balloons, land and take off into the wind unless safety, the runway configuration or air traffic considerations determine that a different direction is preferable.

Chapter 3, § 3.3.1.2

VFR flights across international borders but remaining within the Schengen Area do not need a flight plan as far as the Belgian part of the Brussels FIR is concerned.
A pilot is required to file a flight plan when planning any flight at night if leaving the vicinity of an aerodrome.

Chapter 3, § 3.8 and Appendix 2

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

Chapter 4, § 4.3

Additional requirements:

VFR flights at night may be permitted under the following conditions:
  1. if leaving the vicinity of an aerodrome, a flight plan shall be submitted;
  2. flights shall establish and maintain two-way radio communication on the appropriate ATS communication channel, when available;
  3. the VMC visibility and distance from cloud minima as specified in table of ENR 1.2 § 1.1 shall apply except that:
    • the ceiling shall not be less than 450 M (1 500 FT);
    • except as specified in (4), the reduced flight visibility provisions specified in table of ENR 1.2 § 1.1 shall not apply;
    • in airspace classes B, C, D, E, F and G, at and below 900 M (3 000 FT) AMSL or 300 M (1 000 FT)  AGL, whichever is the higher, the pilot shall maintain continuous sight of the surface;
    • for helicopters in airspace classes F and G, flight visibility shall not be less than 3 KM, provided that the pilot maintains continuous sight of the surface and if manoeuvred at a speed that will give adequate opportunity to observe other traffic or obstacles in time to avoid collision; and
  4. ceiling, visibility and distance from cloud minima lower than those specified in (3) above may be permitted for helicopters in special cases, such as medical flights, search and rescue operations and fire-fighting;
  5. except when necessary for take-off or landing, or except when specifically authorised by the CAA, a VFR flight at night shall be flown at a level which is not below the minimum flight altitude or, where no such minimum flight altitude has been established, at a level which is at least 300 M (1 000 FT) above the highest obstacle located within 8 KM of the estimated position of the aircraft.

Chapter 4, § 4.6

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

  1. over the congested areas of cities, towns or settlements, industrial buildings, the L.N.G. terminal of Zeebrugge, nuclear plants, prisons or over an open-air assembly of persons at a height less than 300  M (1 000 FT) above the highest obstacle within a radius of 600 M from the aircraft;
  2. elsewhere than as specified in (a), at a height less than 150 M (500 FT) above the ground or water, or 150  M (500 FT) above the highest obstacle within a radius of 150 M (500 FT) from the aircraft.
3Meteorology19

Part I, § 4.6.2.2*

Only one (minimum) visibility value is given in local routine and special reports.

Note: RVR values for each section of the RWY are given in local routine and special reports according to § 4.6.3.3 of ICAO Annex 3.

Part I, § 4.6.5.2*

Only a general cloud distribution is given in local routine and special reports.

Note: With the current technology and guidance material it is not possible to report accurate cloud information per approach area (cfr. WP 13 of the METG/14 meeting). When adequate technology and guidance material becomes available, Belgocontrol will reconsider the reporting of cloud information per approach area.

Part I, § 5.2

BCAA or MET authorities shall prescribe as necessary other conditions, which shall be reported by all aircraft when encountered or observed.

Part I, § 7.4

Wind shear warnings are not issued.

Note: Wind shear warnings are not issued as wind shear is not considered a factor in the Brussels FIR. In Belgium, tThe rare wind shear reports from pilots are included in the MET REPORT and ATIS.

Part II, Appendix 3, § 2.3.2 (c)

In Luxembourg, a SPECIAL is issued when the variation from the mean surface wind speed (gusts) has increased by 5 M/SEC (10 KT) or more from that at the time of the latest report, the mean speed before and/or after the change being 7.5 M/SEC (15 KT) or more.

Part II, Appendix 3, § 4.1.2.1

Surface wind displays are not clearly marked to identify the runway and the section of the runway monitored by each sensor.

Note: One sensor can be used for different runway; e.g. sensor indicator 25L is used in the same time for RWY 25L TDZ and for RWY 07R END. The location (chart form) and use of all wind sensors is indicated in the MET REPORT operating procedures published in the AIP.

Part II, Appendix 3, § 4.3.4 (b)

In Luxembourg, a marked discontinuity occurs when there is an abrupt and sustained change in runway visual range, lasting at least 2 minutes, which reaches or passes through the values 800, 600, 350 and 150 M.

Part II, Appendix 3, § 4.3.5*

A 100% light intensity setting is used for RVR assessment, for both METAR and SPECI and local routine and special reports.

Note: 100% is used in all instances in order to have consistency between the data and in order to be able to make adequate statistics and comparisons.

Part II, Appendix 3, § 4.7.3.1

In Belgium, QNH is indicated in tenths of a hectopascal in local routine and special reports.

Note: Local ATC requirement.

Part II, Appendix 3, § 4.7.3.2

QFE is not indicated in local routine and special reports but is given by ATC on request of a pilot. In Luxembourg, QFE is also broadcast via ATIS.

Note: Local agreement.

Part II, Appendix 3, § 4.8.1.3*

In Belgium, no information on wind shear is given in METAR/SPECI.

Note: Not warranted by local circumstances.

4Aeronautical Charts11NIL
5Units of Measurement to be Used in Air and Ground Operations5NIL
6Operation of Aircraft
Part I: International Commercial Air Transport - Aeroplanes9NIL
Part II: International General Aviation - Aeroplanes7NIL
Part III: International Operations - Helicopters7NIL
7Aircraft Nationality and Registration Marks6NIL
8Airworthiness of Aircraft11NIL
9Facilitation13NIL
10Aeronautical Telecommunications
Volume 1:
  • Part 1: Equipment and System
  • Part 2: Radio Frequencies
6NIL
Volume 2: Communication Procedures including those with PANS status6NIL
Volume 3:
  • Part 1: Digital Data Communication Systems
  • Part 2: Voice Communication Systems
2NIL
Volume IV: Surveillance Radar and Collision Avoidance Systems4NIL
Volume V: Aeronautical Radio Frequency Spectrum Utilization3NIL
11Air Traffic Services13

Chapter 2, § 2.6 and Appendix 4

Pilots shall maintain continuous air-ground voice communication watch and establish two-way communication, as necessary, on the appropriate communication channel in class G RMZ.
The Director General of the CAA may exempt aircraft types, which for technical or safety reasons exceed the 250 KT speed limit.

Chapter 2, § 2.25.5

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

Chapter 3 and Appendix 4

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

Chapter 3, § 3.7.3.1

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

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

Chapter 3, § 3.7.3.1.1

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

Chapter 3 (additional provision)

Special VFR flights may be authorised to operate within a control zone, subject to an ATC clearance.
Except for helicopters in special cases such as medical flights, search and rescue operations and fire-fighting, the following additional conditions shall be applied:

  1. by the pilot:
    1. clear of cloud and with the surface in sight;
    2. the flight visibility is not less the 1 500 M or, for helicopters, not less than 800 M;
    3. at speed of 140 KT IAS or less to give adequate opportunity to observe other traffic and any obstacles in time to avoid a collision, and
  2. by ATC:
    1. during day only, unless otherwise permitted by the CAA;
    2. the ground visibility is not less than 1 500 M or, for helicopters, not less than 800 M;
    3. the ceiling is not less than 180 M (600 FT).
12Search and Rescue8NIL
13Aircraft Accident Investigation10NIL
14Aerodromes
Volume 1: Aerodrome Design and Operations6NIL
Volume 2: Heliports4NIL
15Aeronautical Information Services14NIL
16Environmental Protection
Volume 1: Aircraft Noise6NIL
Volume 2: Aircraft Engine Emissions3NIL
17Security9NIL
18The Safe Transport of Dangerous Goods by Air4NIL
19Safety Management1NIL

(*) References marked with an asterisk are differences from Recommendations.

NumberDocumentEditionDifferences
4444Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM)16Chapter 6, § 6.3.2.3

In Belgium, standard clearances for departing aircraft do not contain the cleared level. They will contain the initial level, except when this element is included in the SID description.

Chapter 6, § 6.3.2.4

In Belgium, when a departing aircraft on a SID is cleared to climb to a level higher than the initially cleared level or the level(s) specified in the SID, the aircraft shall follow the published vertical profile of the SID, unless such restrictions are explicitly cancelled by ATC.

The phraseologies specified in § 6.3.2.4 are not used in Belgium.

Chapter 6, § 6.3.2.5

In Belgium, clearances will refer to the initial or intermediate level instead of the cleared level.

Chapter 6, § 6.5.2.3

In Belgium, standard clearances for arriving aircraft do not contain the cleared level. They will contain the initial level, except when this element in included in the STAR description.

Chapter 6, § 6.5.2.4

In Belgium, when an arriving aircraft on a STAR is cleared to descend to a level lower than the level or level(s) specified in the STAR, the aircraft shall follow the published vertical profile of the STAR, unless such restrictions are explicitly cancelled by ATC. Published minimum levels based on terrain clearance shall always be applied.

The phraseologies specified in § 6.5.2.4 are not used in Belgium.

Chapter 8, § 8.5.4.1

Where an aircraft's Mode C displayed level differs from the cleared flight level by 90 M (300 FT) or more, the controller will inform the pilot accordingly and the pilot shall be requested to check the pressure setting and confirm the aircraft's level.

4444Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM)

Chapter 12, § 12.3.1.2, level changes, reports and rates

In the Brussels FIR, above FL 245, the words “TO” and “FOR” shall not be used in connection with assignment/reporting of levels.

Chapter 12, § 12.3.1.2, items (z) to (kk)

In Belgium, following additional phraseologies are used:

  • clearance to cancel level restriction(s) of the vertical profile of a SID during climb: “CLIMB TO (level) [LEVEL RESTRICTION(S) (SID designator) CANCELLED (or) LEVEL RESTRICTION(S) (SID designator) AT (point) CANCELLED]”;
  • clearance to cancel level restriction(s) of the vertical profile of a STAR during descend: “DESCEND TO (level) [LEVEL RESTRICTION(S) (STAR designator) CANCELLED (or) LEVEL RESTRICTION(S) (STAR designator) AT (point) CANCELLED]”.

In Belgium, the phraseologies for the following circumstances are not used:

  • clearance to climb on a SID which has published level and/or speed restrictions, where the pilot is to climb to the cleared level and comply with published level restrictions, follow the lateral profile of the SID; and comply with published speed restrictions or ATC issued speed control instructions as applicable;
  • clearance to cancel level restriction(s) of the vertical profile of a SID during climb;
  • clearance to cancel specific level restriction(s) of the vertical profile of a SID during climb;
  • clearance to cancel speed restrictions of a SID during climb;
  • clearance to cancel specific speed restrictions of a SID during climb;
  • clearance to climb and to cancel speed and level restrictions of a SID;
  • clearance to descend on a STAR which has published level and/or speed restrictions, where the pilot is to descend to the cleared level and comply with published level restrictions, follow the lateral profile of the STAR and comply with published speed restrictions or ATC issued speed control instructions;
  • clearance to cancel level restrictions of a STAR during descent;
  • clearance to cancel specific level restrictions of a STAR during descent;
  • clearance to cancel speed restrictions of a STAR during descent;
  • clearance to cancel specific speed restrictions of a STAR during descent;
  • clearance to descend and to cancel speed and level restrictions of a STAR.

In Belgium, the phraseology “FLIGHT PLANNED ROUTE” is used.

Chapter 12, § 12.3.2.2, item (b) (3)

In Belgium, the phraseology “CLEARED VIA (designation)” is used.

Chapter 12, § 12.3.3.1, item (f)

In Belgium, the phraseology for clearance to proceed direct with advance notice of a future instruction to rejoin the SID is not used.

Chapter 12, § 12.3.3.1, item (g) and (h)

In Belgium, the phraseology “CLEARED (or PROCEED) VIA (designation)” is used.

Chapter 12, § 12.3.3.2, item (a)

In Belgium, the phraseology “CLEARED TO (clearance limit) VIA (designation)” is used.

Chapter 12, § 12.3.3.2, item (b)

In Belgium, the phraseology “CLEARED (or PROCEED) VIA (details of the route to be followed)” is used.

Chapter 12, § 12.3.3.2, item (c)

In Belgium, the phraseology for clearance to proceed direct with advance notice of a future instruction to rejoin the STAR is not used.

Chapter 12, § 12.3.3.2, item (d) and (e)

In Belgium, the phraseology “RESUME PUBLISHED SPEED)” is not used.

Chapter 12, § 12.4.1.6, item (k)

Appendix 2, item 8, page A2-3, M if MIL

In addition to MIL operations, operators of customs or police aircraft shall insert letter "M" in item 8 of the ICAO flight plan form.

7030/5-EURRegional Supplementary Procedures (SUPPS)5Chapter 6, § 6.3, minimum flight level
§ 6.3.1.2 is not applied in Belgium and Luxembourg.