IVAO Belgium

Note:

• At Brussels airport, the different tasks of Approach Control (APP) could be split between a departure controller (DEP) and an arrival controller (ARR). The purpose is to relieve the work-load of a single Approach controller by separately handling the departures by an additional controller on another frequency. By doing so, the Approach controller can better handle the arrivals, but he has to change his position radio callsign to Arrival.

• Only the controller at the active APP position decides if and when the traffic load requires his position to be split into ARRival and DEParture positions.

• EBBR_DEP (DEParture) position MAY NOT BE ACTIVATED INDIVIDUALLY! Either there are APP and DEP or otherwise it is only APP !
  Radio callsigns are: Brussels approach (APP) for the combine position. When split, it will be Brussels Departure (DEP) and Brussels Arrival (APP).

Brussels Departure (126.625MHz)

Brussels Departure (DEP) is responsible for all aircraft

• departing at Brussels (EBBR)
• departing from or inbound to Charleroi (EBCI)*, Antwerp (EBAW), Chievres (EBCV) and Kortrijk (EBKT) within the Brussels TMA's, and
• crossing the different Brussels TMA's.

* see details further down

Departure Control has to monitor that the aircraft fly the correct SID. However, aircraft within a CTR (Control Zone of the Tower, don't confuse it with IVAO Centre!) shall normally remain in contact with that local TWR, when active.
Departure Control shall not clear aircraft higher than FL70. It is the job of ACC to clear the aircraft further. As a result, aircraft will not stay on the departure frequency for a long time.

On departure, while climbing and when the aircraft are properly separated, they shall be handed off already at about 3000 ft - 4000 ft. This is to ensure a continuous climb above FL60 (always the initial FL) or FL70. If they are handed off soon enough,  ACC will let them climb above FL60/70 without the need to level off to have a better traffic flow and less fuel burned up.

It is prohibited at any time to fly over Brussels City without permission of the ATC ! This is a prohibited area.

Procedures and phraseology

Pilot : Brussels Departure, BEline 51Y, DENUT 3C departure

ATC : BEline 51Y, identified on departure passing 1400 ft, climb FL70

Pilot : Climbing  FL70, BEline 51Y

Note: Either the pilot reports actual altitude he is passing or ATC reports the altitude he observes on his radar. This altitude cross verification is very important to check, whether the squawk mode C is giving a correct indication!!

Brussels Arrival (118.250MHz)

When ATC clears a pilot (direct) to the IAF without any further onward clearance, the pilot has to hold over that VOR waiting to receive further instructions. This is called a clearance limit: Until that fix and not further. Unless further instructions follow timely.
However, known by experience, most virtual pilots don't realise that.
When ATC gives you a heading, continue that heading until further instructed. Don't change it unless ATC tells you. If in doubt, ask.

The approach procedure for the active landing runway starts at the Initial Approach Fix (IAF) as published on the approach charts. Every IFR pilot should know how to fly such a published approach procedure. There are different procedures for ILS, VOR and NDB.
To help pilots not that familiar with these procedures and most of the time due to high traffic, the approach controller will guide the aircraft with radar vectors. Approach Control will bring the aircraft in front of the runway so as to allow them a proper intercept of the ILS.

The initial approach fix (IAF) is normally the first control point for approach control. It is the entry point into the TMA (Terminal Area). To reach that point the pilot has to follow the Standard Arrival Route (STAR) as instructed by the Area Controller. The last point of the STAR is normally the IAF.

Note : All the different STAR's and routes that are used by ACC cannot be included here! See the different charts. Still it is important to remember a number of VOR's commonly used for the different approaches.

These VOR's are:

Name	ICAO	Frequency
Nicky	NIK	117.400 MHz
Bruno	BUN	110.600 MHz
Olno	LNO	112.800 MHz
Flora	FLO	112.050 MHz
Koksy	KOK	114.500 MHz
Affligem	AFI	114,900 MHz
Antwerpen	ANT	113,500 MHz
Diekirch	DIK	114,400 MHz

For frequently used intersections, again please refer to your charts.

Note: If only Brussels Approach is active, it performs all the tasks of both Brussels DEP and Brussels ARR. Mind that this includes the handling of traffic from and to Antwerp (EBAW), Charleroi (EBCI), Chievres (EBCV) and Kortrijk (EBKT) within the Brussels TMA's.  This last one (EBKT) only as far as crossing the Brussels TMA is concerned, since this airfield itself in non-controlled.

Note:
Active EBCI_TWR is in principle only responsible for the EBCI CTR (Control Zone) up to 2500ft.
Only if the acting EBCI_TWR has minimal rating of APC (C2), he may control in addition the EBCI TMA (up to FL055).
In all other cases the acting EBBR_APP/DEP controller will handle traffic in the EBCI CTR and TMA (up to FL055).

Note: Added change effective from 12th June 2011.

Simultaneous Approaches EBBR Runway 25L & 25R

Some people have heard about such procedures and would like to apply this in IVAO like in real life.

In IVAO we have decided to only apply it in an adopted way:

Parallel approaches on runway 25L and 25R are allowed as long as the minimum distance between the aircraft to all sides remains at all times 5 nm or more, unless 1000ft controlled vertical separation exists.

Note: Only when both aircraft are fully established on the Localiser, it is safe to lift the 1000ft separation by allowing a descend to the same altitude.

In addition, minimum weather conditions to apply this 5nm are to be: Visibility not less than 2 km and ceiling not below 600ft.
Otherwise it is more safe to apply a slightly bigger distance between the aircraft.
Always advise the pilot about the other traffic!

Be aware that this procedure, like in real life, is a very advanced one and normally can only be applied 100% safely by precise navigation of the pilots and accurate control of ATC.

In addition realise that APP hands over the traffic to TWR, who has to further deal with it. But, TWR does not apply radar control and depends in full on the given distance at hand over. Still TWR has to make sure that the runway is vacated before he may issue the next “cleared to land”. All in all not an easy situation.

That explains why we insist to have this 5nm restriction applied properly.

 

 

Inbound traffic

Inbound from West, South-West and North

Area Control has to manage to get all aircraft on one line to BUN, with correct separation.
If the separation is correct and they are track 070 to BUN well before reaching FL80, the aircraft shall be transferred to Approach Control.
Aircraft could always be cleared to follow the published Standard Arrival Routes (STAR).

Inbound from Amsterdam FIR

Normally these aircraft will be cleared  for WOODY 4A or BEKEM 4A Arrival, IAF ANT;  descending FL80 – followed by vectors to ILS 25L. For traffic reasons or to win some time, ATC may clear traffic direct ANT or BUN, to expect radar vectors for ILS RWY 25L.

Inbound from London FIR

Traffic from the London FIR are cleared KOK 4A Arrival, IAF KERKY; to cross KERKY between FL120 and FL80. After that to BUN. After BUN, to expect radar vectors for ILS RWY 25L.

Inbound from Paris FIR (France West)

These aircraft will be cleared ARVOL 3A  Arrival: CMB - ARVOL - AKOVI - RODRI – KERKY; IAF KERKY; to cross KERKY between FL120 and FL80. They have to be integrated with the traffic from KOK – KERKY. After that to BUN, to expect radar vectors for ILS RWY 25L.
Depending on the traffic load, traffic may also be routed via HUL (not often used).

Note: These example procedures are for runway 25L and 25R only.

On first contact, ATC shall always give information about the active landing runway so that the pilot could prepare himself:

Pilot: Thomas Cook 1752, descending FL80 direct BUN (or hdg 070),  information Quebec

ATC: Thomas Cook 1752, information Quebec, expect vectors ILS RWY 25L

 

Procedures and phraseology

All aircraft coming from the west must pass KERKY the highest FL120 and have to descend FL80 after KERKY towards BUN. When the aircraft has passed R360 BUB VOR, aircraft may further descend.

Note
Aircraft may also be vectored after KERKY approximate heading 070. This leads also to BUN, but if aircraft are cleared to BUN without further clearance (clearance limit!), they MUST go into a holding if not further vectored after BUN. With the heading instruction they shall fly past BUN still on that assigned heading. What ever is better ......

ATC shall bring the aircraft at 2000 ft so as to intercept the ILS RWY 25L/R. Therefore it's advisable to let the aircraft descend (to FL50 or further down 2000 ft ..., depending on what is possible due traffic) when they pass R360 BUB.

ATC: Thomas Cook 1752, descend 2000 ft, QNH xxxx

ATC does NOT use the chart information to vector. The tracks on the charts are ONLY used as a procedure reference or for pilots who lost radio communication.
ATC may vector as they wish within their sector, but they have to get the aircraft to the runway as fast as possible. So they may vector aircraft already before BUN (+/- 5 nm inbound) to base-leg. The vector 160° may also be a little different, depending on the actual wind, traffic, speed of aircraft, ...

ATC: Thomas Cook 1752, turn right heading 160 (for right-hand base-leg)

or aircraft overhead BUN:

ATC: Thomas Cook 1752, turn right heading 180 (for right-hand base-leg)

Now the pilot has to intercept the ILS, at about 10 NM, 2000 ft, with an intercept angle of maximum 30°: (250° - 220° = 30°)

ATC: Thomas Cook 1752, turn right heading 220, intercept the localiser rwy 25L (report established)

When the aircraft is localiser established :

Pilot: Thomas Cook 1752, Localiser established 25L

ATC: Thomas Cook 1752, cleared ILS 25L , contact the tower 118.6

Inbounds from Reims FIR (France East)

If entry level below FL245:

GTQ - DIK - LNO - FLO (LNO 1A arrival) – followed by vectors ILS 25L

If entry level above FL245:

SORAL  - DIK - BATTY  - FLO (BATTY 1A arrival) – followed by vectors ILS 25L

Inbounds from Langen/Frankfurt FIR

Expect BATTY  - FLO (BATTY 1A arrival) – followed by vectors ILS 25L,
or
expect LNO – FLO (LNO 1A arrival) – followed by vectors ILS 25L

Note: The difference is the entry route and point

 

Procedures and phraseology

Area Control has to manage all aircraft to fly BATTY - FLO or LNO - FLO. They have to cross FLO at FL60, and after FLO they may descend further to initially 4000 ft and later on to 3000 ft.

Note: See Minimum Safe Altitude chart. This shows the minimum altitude ATC may vector the aircraft.

After FLO,  ATC may instruct the pilot to fly heading 290° for about 7 nm, then left heading 280° to intercept the ILS 25L at about 10 nm. Of course, for RWY 25R, the aircraft should fly further on present heading, or another heading, depending on the situation. The examples are the same as above, just replace some points.

Aircraft from the north (BUN) shall intercept at 2000 ft and from the east (FLO) at 3000 ft. The reason is obvious. When on base-leg, aircraft from the north and east are opposite traffic, so don't vector an aircraft from the north on base-leg when he's not at 2000 ft, when at the same time there's an aircraft coming from the east at 3000 ft !
However, if there is low traffic and that traffic permits, they can intercept at 3000 ft provided they have enough separation.

Again, these procedures described here are general and for runway 25L ONLY, but you can apply this for other active runways, with properly adapted procedures of course.

Because Brussels ACC will assign the arrival route (like those above in normal circumstances), approach will only give the necessary remaining information to the pilot. Aircraft will be transferred to Approach as soon as ACC doesn't need them any more (but still after BATTY or LNO).
An example for an arrival:

Pilot: Eurotrans 1099, FL 60 on course to FLORA, information Echo

ATC: Eurotrans 1099, information Echo correct, vectors for runway 25L

(Before crossing FLO, otherwise aircraft will enter FLO holding!!)

Pilot: Runway 25L, Eurotrans 1099

ATC: Eurotrans 1099, after FLO, fly heading 290 to intercept the localiser RWY 25L

Pilot: After FLO heading 290 to intercept localiser rwy 25L, Eurotrans 1099

After 2.5 nm outbound FLO VOR until in control area East 1-> see chart

ATC: Eurotrans 1099,  descend to 4000 ft QNH 1016

Pilot: Descend to 4000 ft, QNH 1016, Eurotrans 1099

(When on a heading 280°, this will have the aircraft intercept at about 10 NM from the threshold)

ATC: Eurotrans 1099, turn left heading 280, descend 3000 ft, intercept the localiser RWY 25L (report localiser established )

Pilot: Left heading 280, descend 3000 ft, intercept the localiser RWY 25L, Eurotrans 1099

Once the aircraft is localiser established, the aircraft will be cleared for the ILS approach and instructed to contact the tower. You can also use heading 270 when you're a little bit later. It doesn't matter, as long as the aircraft intercepts at about 10 nm at 2000 ft or 3000 ft with an intercept angle not greater than 30°. Sometimes 40° is also used ( heading 290°) if the wind is coming from a northerly direction. This is to compensate for drift. When you don't use heading 290 after FLO, don't forget to say before passing FLO 'Maintain present heading'!

Note:
It's better to intercept at 12 nm then at 8nm! Otherwise a/c at 3000 ft will have to intercept the glide-slope prior to localiser!!!

Speed (control)

There is a speed limit of 250 kts IAS after passing speed limit points (SPL) along the standard arrival routes and below FL100 inside the Radar Vectoring Area 30 NM BUB. Pilots are expected to reduce speed to 250 knots IAS or any other assigned speed timely, unless the controller says "high speed approved" or "maintain current speed" or "no restriction on speed". Unless you have passed the outer marker on the ILS, do not reduce speed without advising the controller!

Transition layer

 

In Belgium the transition altitude (TA) is always 4500 feet. Aircraft climbing through the transition altitude (TA) have to change their altimeter to the standard pressure setting of 1013.2 hPa (altitudes expressed in flight levels).

The transition level (TRL) depends on local atmospheric pressure and should be indicated in the ATIS. When descending below this transition level (TRL), the pilots must set their altimeter to the local QNH as received from ATC (altitudes expressed in terms of feet).

ATC will always indicate the QNH the first time they clear aircraft below the TRL. Or, the first time you use feet instead of flight level.

 

 

Night-time procedures (2200-0500 UTC) RWY 25 L or R in use

 

 

 

 

 

Traffic arriving via BUN will always take RWY25R, traffic arriving via FLO will land on RWY25L.

 

 

 

 

 

Update:  14/02/2010