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
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. They can only take place on the crossing of TWY F3, Y, W1 and W2. 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 172, 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 Runway 25L/R (3 000 ft and 2 000 ft respectively in case of simultaneous approach)
• 2 000 ft QNH for Runway 02
• 3 000 ft QNH for Runway 20.
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 NOISE ABATEMENT APPROACH AND LANDING PROCEDURES
Noise abatement descend and approach procedures using continuous descent and reduced power / reduced drag techniques should be used when following conditions apply:
• ILS available
• runway clear and dry
• visibility exceeding 1 900 m
• ceiling higher than 500 ft above AD ELEV
• cross wind component lower than 15 kt (gusts incl)
• tail wind component lower than 5 kt (gusts incl)
• no adverse weather conditions that may affect the approach (wind shear, thunderstorms, etc)
Turbo-jet powered aircraft shall use as final flap setting the minimum certified landing flaps setting published in the Aircraft Flight Manual for the applicable conditions. However, each pilot-in-command may use a different flaps setting approved for the aircraft if he determines that it is necessary in the interest of safety.
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
Traffic leaving IAF KERKY for approach to Runway 25L/R will not be cleared to descend below FL 70 until crossing R-360 BUB.
Aircraft performing an ILS approach shall not intercept the ILS LLZ/GP earlier than 11 NM from THR and not below 3 000 ft QNH. When simultaneous approaches are in progress, the ILS LLZ/GP shall not be intercepted below 3 000 ft (Runway 25R) and 4 000 ft (Runway 25L).
4 DEPARTURE PROCEDURES
The SID (see EBBR AD 2.22, § 3.2.1) constitute noise abatement procedures. It is therefore emphasized that pilots shall adhere to these routes as closely as performance permits. If unable to comply with these procedures, they shall advise ATC immediately.
4.2 CLIMB GRADIENT
In order to minimize noise nuisance and to clear obstacles in the departure area, 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
For turbo-jet aircraft:
• From take-off to 1700 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
4.5 SPECIAL PROCEDURES FOR AIRCRAFT WITH MTOW > 200 T
When preferential runway system configuration Runway 25R/20 is in use for departures, the following aircraft shall use Runway 25R for departure, regardless of their destination.
ICAO AIRCRAFT TYPE (see ICAO Doc 8643)
4.6 SPECIAL PROCEDURES FOR DEPARTURES BETWEEN 2200 AND 0459
All departures from Runway 25R shall start their take-off at the beginning of the runway and preferably an uninterrupted take-off from P3 will be made.
When Runway 25L or 25R are runway-in-use for take-off, following types of aircraft only will be allocated CIV 7D or CIV 2Q if routing via CIV:
ICAO AIRCRAFT TYPE (see ICAO Doc 8643)
With nearly 23.5 million passengers in 2015 Brussels Airport is one of the largest airports in Europe and the main airport in Belgium. Brussels Airport connects the capital of Europe to 226 destinations around the globe, served by 77 airlines.
Over the past few years, Brussels Airport has grown into a multimodal transport hub of which passengers, airlines, commercial partners and staff and the interaction between them are the cornerstones.
As economic powerhouse in the heart of Europe, Brussels Airport more than ever focuses on customer intimacy, service and accessibility. The National Bank of Belgium considers the airport industry as an essential industry that plays a key role in the Belgian economy.
With an annual 489,000 tonnes of cargo, Brucargo, the air cargo hub, plays an important role in international logistics and in the success of specific industries including the pharmaceutical industry.
Brussels Airport is the second most important economic growth pole in Belgium with a 1.8% share in the national GDP and an added value for Belgium of € 3.2 billion.
Commercial passenger flights and cargo activities at Brussels Airport together generate direct and indirect employment for 60,000 people.
Coordinates : 505405N 0042904E
Elevation : 184 FT
Website : http://www.brusselsairport.be/
|Runway||Dimension (in meters)||Heading||Approach|
|01||2987 x 50||013°||ILS IBX - 109.900 MHz|
|19||2987 x 50||193°||ILS IAD - 111.750 Mhz|
|07R||3211 x 45||069°||VOR DME|
|25L||3211 x 45||249°||ILS IBL - 110.350 MHz (110.300 MHz in default FS9/FSX)|
|07L||3638 x 45||064°||VOR DME|
|25R||3638 x 45||244°||ILS IBR - 108.900 MHz|
ATS COMMUNICATION FACILITIES
Secondary Positions can only be opened with permission from BE-AO(A)C!
We will give you a little explanation on what you can expect from ATC during your ground movements which are specific for EBBR. Taxiways indicated by INN or OUT on the charts are called INNERS and OUTERS respectively by ATC.
To match the real parking positions of EBBR we created a small chart indicating which flights are parked at which gate/stand. Pilots and ATC are encouraged to follow this chart as best as possible.
Departure for wake category heavy
Aircraft with wake category "Heavy" or greater will be instructed as shown on the image below when runway 25R is in use for departure. This is to be able to use full runway length. It is a good practice that pilots include "request full runway length" in their clearance and taxi request.
Aircraft parked at the blue zone will be instructed to cross runway 19/01 via E6 to continue to holding platform P3. Aircraft parked at the red zone will be instructed to cross runway 19/01 via E5 if coming from R4 or S, and via E4 if coming via T. Remember to never cross the runway without instruction from ATC.
Cargo originating from apron 9 will use A7 as holding point when 07L is in use for departure. On all other runway configurations cargo aircraft originating from apron 9 will be instructed to cross runway 07L/25R via A6 and continue to the holding point of the active departure runway via the INNERS and/or the OUTERS. When requested holding platform P3 is available for wake category heavy requesting full runway length for 25R and shall be instructed to cross 19/01 via E6.
If runways 25R and 25L are in use cargo flights will be assigned runway 25R for landing. DHL group flights are asked to vacate the runway to the left, all other cargo flights will be asked to vacate at the right via A6 or A7 as shown below.
When the arrival runway is not 25R cargo flights will be instructed to taxi via the INNERS and/or OUTERS to their respective apron. For non-DHL Group flights, pilots are instructed to cross runway 25R/07L via B8 to apron 9.
Never vacate runway 25R/07L via A1, A3 or A5. A1 and A3 are part of the military airport called Melsbroek (ICAO: EBMB). A5 leads to a maintance hangar and there is no possibility to turn around there nor to continue on the N taxiway.
07R as Departure runway
Runway 07R has 3 line-up positions named Position Heavy (PSN H), Position 1 (PSN 1) and Position 2 (PSN 2) as shown on the image below.
Aircraft with wake turbulence category Heavy will be instrcuted to line-up to position Heavy. All other aircraft will be instructed to line-up position 1 or 2. ATC can put 3 aircraft on the same runway during take-off this way, one on each position. PSN 2 can be reached via C6 and reduces taxi time and distance. ATC is encouraged to make use of these positions to have a fluent flow of line-ups. An example can be an A320 on PSN 2 via C6 and an A330 on PSN H via P9. You now have 2 aircraft ready for departure without the need to wait for line-up till the preceeding is rolling. This saves ATC a lot of time during crossing runway operations DEP 07L and ARR 01. ATC is encouraged to instruct aircraft to line-up via C6 to PSN 2 when the aircraft is capable for this take-off distance. It is good practise for ATC to check with the pilot if he can accept C6 and pilots are encouraged to report when not capable for C6 as soon as possible.
When line-up to PSN 2:
ATC should instruct pilots to hold short of runway 01/19 when this runway is in use for arrival/departure.
Pilots should make sure not to enter runway 01/19 when going to PSN 2.
In this section you can find several documents which can help you during your controller sessions such as Quickviews, Airport Procedures and vectoring guidelines.
|LOA - Letter of Agreement||Letter of Agreement EBCI-EBBR||Click here|
|Procedures||EBBR- Brussels National Airport||Click here|
|Quickview new!||Quickview EBBR 1802 NEW!||Click here|
|Vectoring Guidelines||EBBR rwy 01||Click here|
|Vectoring Guidelines||EBBR rwy 07L/R||Click here|
|Vectoring Guidelines||EBBR rwy 19||Click here|
|Vectoring Guidelines||EBBR rwy 25L/R||Click here|