EBLG — LIÈGE / Liègeaeroports.wallonie.be/opencms/export/sites/be... · EBLG — LIÈGE / Liège EBLG AD 2.1 AERODROME LOCATION INDICATOR AND NAME EBLG — LIÈGE / Liège EBLG

EBLG — LIÈGE / Liège

EBLG AD 2.1 AERODROME LOCATION INDICATOR AND NAME

EBLG — LIÈGE / Liège

EBLG AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

503811N - 0052634EARP COORD and site at AD1263° MAG / 785 m from the TWR5 NM W from LiègeDirection and distance from (city)2

659 ft / 22°CELEV / Reference temperature3

144 ftGeoid undulation4

0°W (2005) / INFO not AVBLMAG VAR / Annual change5

Mail:Service Public de WallonieDirection de l'aéroport de LiègeMr. Dumonceaux (Director)Aéroport civil de LiègeB - 4460 Grâce-Hollogne

Tel: ++32 (0) 4 234 84 07 (Airport Authority, 0800 to 1600 LOC )Tel: ++32 (0) 4 234 84 29 (Airport Inspection, H24 )Tel: ++32 (0) 4 234 84 92 (ATC, H24 )Fax: ++32 (0) 4 234 84 08 (Airport Authority, 0800 to 1600 LOC )Fax: ++32 (0) 4 234 84 20 (Airport Inspection, H24 )Fax: ++32 (0) 4 234 85 00 (ATC, H24 )AFS:EBLGYDYX

AD Administration, address, TEL, FAX,telex and AFS

6←

Mail:"Société de Développement et dePromotion de l'Aéroport de Liège" (S.A.B. s.a.) Managementof the airport

Tel: ++32 (0) 4 234 84 11 ( 0800 to 1600 LOC )Fax: ++32 (0) 4 234 84 04 ( 0800 to 1600 LOC )Fax: ++32 (0) 4 234 85 61 (ARO, H24 )

IFR / VFRTypes of TFC permitted (IFR / VFR)7

NILRMK8

EBLG AD 2.3 OPERATIONAL HOURS

H24AD Administration1←Passengers: H24Customs and immigration2

AMDT 03/2011© BELGOCONTROL AIS, 2011

AIP Belgium and G.D. of Luxembourg AD 2.EBLG-1~~~eaip-amdt~~~AIRAC-2011-0210 MAR 2011

Goods: MON - FRI: 0700 - 1900 (on working days only). Seepoint 9.

H24Health and sanitation3H24AIS Briefing Office4H24ATS Reporting Office (ARO)5H24MET Briefing Office6H24ATS7H24Fuelling8H24Handling9H24Security10H24De-icing11Customs CLR outside these HR is possible on request withpaying allowances.

RMK12

EBLG AD 2.4 HANDLING SERVICES AND FACILITIES

Modern handling facilities.Nearest railway siding: Cargo Village (1 km ).

Cargo-handling facilities1

AVGAS 100 LL and JET A1 / NILFuel / Oil types2AVGAS 100 LL: 1 tank 30 m³Fuelling facilities / Capacity3

JET A1: 1 truck 80 000 l, 3 000 l/MIN; 1 truck 65 000 l, 3 000l/MIN; 2 trucks 60 000 l, 3 000 l/MIN; 2 trucks 40 000 l, 3 000l/MIN; 1 truck 5 000 l, 1 500 l/MIN + reserve 1 000 m³

Shell, BP and credit cards accepted. Credit possible (S.A.B.s.a.)

AVBLDe-icing facilities4NILHangar space for visiting ACFT5Small repairsRepair facilities for visiting ACFT6

© BELGOCONTROL AIS, 2011AMDT 03/2011

AD 2.EBLG-2 AIP Belgium and G.D. of Luxembourg10 MAR 2011~~~eaip-amdt~~~AIRAC-2011-02

General aviation handling compulsory for non-based aircraftwith MTOW over 3 t:

• Mail:AVIAPARTNER LIEGE SABuilding 36Liège AirportB-4460 Grâce-HollogneTel:+32 (0) 4 234 84 35Fax:+32 (0) 4 234 84 36SITA:LGGAPXHEmail:[email protected]:http://www.aviapartner.aeroFREQ: 131.450 MHz

• or

Mail:Signature Flight SupportBuilding 44Liège AirportB-4460 Grâce-HollogneTel:+32 (0) 4 235 88 64Fax:+32 (0) 4 235 88 74Email:[email protected]:http://www.signatureflight.be

• or

Mail:TAY AIRPORT SERVICESBuilding 101Liège AirportB-4460 Grâce-HollogneTel:+32 (0) 4 239 39 01Fax:+32 (0) 4 239 39 09SITA:LGGOO3VEmail:[email protected]:http://www.tntairways.comFREQ: 131.400 MHz

RMK7

For aircraft with seat configuration up to 30 seats and VIPconfiguration, only contact Signature Flight Support.

EBLG AD 2.5 PASSENGER FACILITIES

Near the AD and in the cityHotels1At AD and in the cityRestaurants2Taxis, buses and car hireTransportation3First aid treatment, recovery room and ambulancesHospitals in Liège (+/- 10 km)

Medical facilities4

Cash dispenser in Terminal PAXIn the city

Bank / Post office5←

At AD. Office in the cityTourist information6NILRMK7


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-3~~~eaip-amdt~~~AIRAC-2010-0718 NOV 2010

EBLG AD 2.6 RESCUE AND FIRE FIGHTING SERVICES

CAT 10AD CAT for fire fighting1NILRescue equipment2NILCapability for removal of disabled ACFT3NILRMK4

EBLG AD 2.7 SEASONAL AVAILABILITY - CLEARING

• 1 wheel-loader with snowplough (working width: 4.2 m)• 1 sweeper-blower (sweeping width: 3.3 m)• 1 “UNIMOG” MBTRAC with snowplough (working width:

2.9 m)• 1 milling cutter (working width: 2.3 m)• 2 chemical spreaders (solid/liquid: 2 x 6 m³)• 4 compact jet-sweepers with snowplough (working width:

5 m)

Types of clearing equipment1

1. RWY 05R/23L and appropriate TWYs2. Apron3. RWY 05L/23R and other TWYs4. Remaining part of the movement area

Clearance priorities2

Transmission of information by SNOWTAM, METAR andATIS.

RMK3

Designated authority to co-ordinate information about thecurrent state of progress of snow clearance operations andthe conditions of the movement area is the Airport Authority(Ministère de l’Equipement et des Transports):

Tel:++32 (0) 4 234 84 29Fax:++32 (0) 4 234 84 20

Braking action measured by Mu-meter or SARSYS FrictionTester

EBLG AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS DATA

Surface: CONC / ASPHStrength:

• APRON NORTH: PCN 73 R/A/W/T• P1, P2 and P3: PCN 64 R/A/W/T

Apron surface and strength1←

Width:TWY width, surface and strength2←

• TWY A (situated BTN TWY S2 and S5): 30 m• TWY B (situated BTN TWY C1 and C4): 45 m• TWY C0 and C1: 25 m / C2: 28 m / C3: 15 m / C4: 27

m• TWY S2, S3, S4, S5 and S6: 30 m• TWY N0, N1, N2, D0, D1 and D2: 25 m


AD 2.EBLG-4 AIP Belgium and G.D. of Luxembourg10 FEB 2011~~~eaip-amdt~~~AMDT-2011-02

• TWY N3: 15 m

Surface:

• TWY A, B, C0, N3, S2, S3 and S4: CONC / ASPH• TWY C4, D0, D1, D2 and S5: CONC• TWY C1, C2 , C3, N0, N1, N2 and S6: ASPH

Strength:

• S2 and S3: PCN 86 F/A/W/T• S4: PCN 85 F/A/W/T• S5: PCN 73 R/A/W/T• S6: PCN 127 F/A/W/T• C0, N0 and N1: PCN 117 F/A/W/T• C1: PCN 108 F/A/W/T• C2: PCN 68 F/A/W/T• C3: PCN 56 R/A/W/T• C4: PCN 148 R/A/W/T• N2: PCN 117 F/A/W/T• A and D: PCN 73 R/A/W/T

At aprons:

• P1: ELEV 604 ft• P2: ELEV 610 ft• P3: ELEV 616 ft• Pnorth: ELEV 612 ft

ACL and ELEV3

At ACFT standsVOR / INS check points4Compass deviation exceeding 10° may occur on apron P1,P2 and P3.

RMK5

Back track and 180° turn not allowed on RWY 05R/23Lbetween S5 to S6.

On TWY S3, exit towards or entry from the westward side ofTWY A is not allowed.

On TWY S5, exit towards or entry from the eastward side ofTWY A is not allowed.

Apron W AVBL for home-based propeller aircraft, ICAO code1B and 6 t MAX. Apron AVBL 30 MIN before SR until 30 MINpast SS. Apron closed when RVR below 800 m.

EBLG AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM ANDMARKINGS

Guidance sign-boards at entrance of TWYs to RWYs and atintersections of TWYs.

Taxiing guidance system1

RWYs 23L, 23R and 05R: Designation, THR, TDZ, centreline and edge lines.

RWY and TWY markings2

RWY 05L: Designation, THR, centre line and edge lines.

TWY: Centre line and HLDG positions at the TWY/RWYintersections.

AVBL at TWY S2, S3, S4, S5, S6, C0, C1, C2, C3, C4, C5,N0 and N2.

Stop bars3


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-5~~~eaip-amdt~~~AMDT-2011-0210 FEB 2011

NILRMK4

EBLG AD 2.10 AERODROME OBSTACLES

← No Area 2 or Area 3 obstacle data sets are currently provided for EBLG.

Details on EBLG aerodrome obstacles can be found on the aerodrome obstacle charts (see EBLG AD 2.24).

EBLG AD 2.11 METEOROLOGICAL INFORMATION PROVIDED

EBLG METAssociated MET Office1H24HR of service2EBBROffice responsible for TAF preparation:3

9 and 24 HRPeriods of validity

TRENDType of LDG forecast4

30 MINInterval of issuance

Official in charge, telephone, personal consultationBriefing / consultation provided5Charts, abbreviated plain language text / Fr and EnFlight documentation / languages used6Surface charts, ALT charts, prognostic ALT charts, prognosticchart of significant weather, TROP and MAX wind chart

Charts and other information AVBL for briefingor consultation

7

FAXSupplementary equipment AVBL for providinginformation

8

TWR and APPATS units provided with information9- International aviation:

• Tel:++32 (0) 4 234 85 73Tel:++32 (0) 4 234 85 78 (*)

• Fax:++32 (0) 4 234 85 74Fax: ++32 (0) 2 206 28 49 (EBBR)

Additional information10

- TEL Briefing (VFR flights, gliding, ballooning, ...):

• CONSULTEL: 0902 / 88173 (*)

(*) Communications automatically recorded on tape

© BELGOCONTROL AIM, 2011AMDT 07/2011

AD 2.EBLG-6 AIP Belgium and G.D. of Luxembourg30 JUN 2011~~~eaip-amdt~~~AIRAC-2011-06

EBLG AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

THR ELEV andhighest ELEV ofTDZ of precision

APCH RWY

THR COORDStrength (PCN) andsurface of RWY

and SWY

Dimensions ofRWY (m)

TRUE BRGRWY designatorRWY endCOORD

THR geoidundulation

654321THR 652 ftTDZ 652 ft

503743.10N0052548.82E

PCN 85/F/B/W/TASPH

3 690 x 45045.16°05R←

503901.80N0052753.53E(calculated)

144 ftTHR 603 ftTDZ 603 ft

503852.63N0052739.08E

PCN 85/F/B/W/TASPH

3 690 x 45225.16°23L←

503737.74N0052540.32E

144 ftTHR 637 ft503752.59N

0052548.50EPCN 51/F/B/W/T

CONC/ASPH2 340 x 45045.16°05L←

503845.91N0052713.03E

144 ftTHR 585 ftTDZ 585 ft

503845.91N0052713.03E

PCN 51/F/B/W/TCONC/ASPH

2 340 x 45225.16°23R←

503752.59N0052548.50E

144 ft

RMKOFZStrip dimensions(m)

CWYdimensions (m)

SWYdimensions (m)

Slope ofRWY-SWY

121110987NILINFO not AVBL3 810 x 300NILNIL-0.94% (2387 m)

+0.47% (1303 m)NILINFO not AVBL3 810 x 300NILNIL-0.47% (1303 m)

+0.94% (2387 m)NILNIL2 460 x 300NILNIL-1.03% (1900 m)

+0.86% (440 m)NILINFO not AVBL2 460 x 300NILNIL-0.86% (440 m)

+1.03% (1900 m)

Note 1: Displaced THR 05R: 237 m / displaced THR 23L: 403 m.

Note 2: RWY 05L/23R is a secondary RWY AVBL for operational needs in VMC and CAT I but also usable as TWY (designation:TWY B) - double lighting according to the use.

EBLG AD 2.13 DECLARED DISTANCES

RMKLDA (m)ASDA (m)TODA (m)TORA (m)RWY designator654321

NIL3 4543 6903 6903 69005RNIL3 2873 6903 6903 69023LNIL2 3402 3402 3402 34005LNIL2 3402 3402 3402 34023R


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-7~~~eaip-amdt~~~AMDT-2011-0210 FEB 2011

Note: In order to reduce the taxi procedure, ATC may, with a VIS of 2 km or more, authorize a TKOF from one of the followingintersections:

TORA (m)FROMRWY3 303C005R2 573C12 553C22 478S21 598S32 550C423L1 800C33287S52 550S41 800S3874N305L

1 406N323R

EBLG AD 2.14 APPROACH AND RUNWAY LIGHTING

RWY 05RPAPI(left and right / 3°)

Type:VASISPALS CAT IType:APCH LGTSYSTEM

INFO not AVBLMEHT:900 mLength:LIHIntensity:

NILTDZ LGTgreenColour:RWY THR LGTpresentWing bars:

NILSWY LGTredColour:RWY END LGTNILWing bars:

from 237 to 2 790 mwhite:3 454 mLength:RWY CENTRELINE LGT from 2 790 to 3 390 mred / white:15 mSpacing:

from 3 390 to 3 690 mred:LIHIntensity:from 0 to 237 mred:3 690 mLength:RWY EDGE LGTfrom 237 to 3 090 mwhite:60 mSpacing:from 3 090 to 3 690 mamber:LIHIntensity:

RETIL AVBL for rapid exit S3:

• 300 m before exit: 3 yellow lights• 200 m before exit: 2 yellow lights• 100 m before exit: 1 yellow light

REMARK

RWY 23LPAPI(left and right / 3°)

Type:VASISPALS CAT II / IIIType:APCH LGTSYSTEM

INFO not AVBLMEHT:900 mLength:LIHIntensity:

900 mTDZ LGTgreenColour:RWY THR LGTpresentWing bars:

NILSWY LGTredColour:RWY END LGTNILWing bars:

from 403 to 2 790 mwhite:3 287 mLength:RWY CENTRELINE LGT from 2 790 to 3 390 mred / white:15 mSpacing:

from 3 390 to 3 690 mred:LIHIntensity:


AD 2.EBLG-8 AIP Belgium and G.D. of Luxembourg18 NOV 2010~~~eaip-amdt~~~AIRAC-2010-07

from 0 to 403 mred:3 690 mLength:RWY EDGE LGTfrom 403 to 3 090 mwhite:60 mSpacing:from 3 090 to 3 690 mamber:LIHIntensity:

RETIL AVBL for rapid exit S2:

• 300 m before exit: 3 yellow lights• 200 m before exit: 2 yellow lights• 100 m before exit: 1 yellow light

REMARK

RWY 05LPAPI (left / 3°)Type:VASISNILType:APCH LGT

SYSTEM INFO not AVBLMEHT:NILTDZ LGTgreenColour:RWY THR LGT

NILWing bars:NILSWY LGTredColour:RWY END LGT

NILWing bars:NIL (*)Length:RWY CENTRE

LINE LGTfrom 0 to 1 740 mwhite:2 340 mLength:RWY EDGE LGTfrom 1 740 to 2 340 mamber:60 mSpacing:

LIHIntensity:(*) Green centre line (length 2 340 m, spacing 15 m) when RWY is used as TWY B.REMARK

RWY 23RPAPI (left / 3°)Type:VASISPALS CAT IType:APCH LGT

SYSTEM INFO not AVBLMEHT:900 mLength:LIHIntensity:

NILTDZ LGTgreenColour:RWY THR LGTNILWing bars:

NILSWY LGTredColour:RWY END LGTNILWing bars:NIL (*)Length:RWY CENTRE

LINE LGTfrom 0 to 1 740 mwhite:2 340 mLength:RWY EDGE LGTfrom 1 740 to 2 340 mamber:60 mSpacing:

LIHIntensity:(*) Green centre line (length 2 340 m, spacing 15 m) when RWY is used as TWY B.REMARK

EBLG AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY

NILABN / IBN location, characteristics and HR ofoperation

1

Between TWY S3 and S4 (lighted)LDI location and LGT2

Next to the LDI (lighted)WDI location and LGT

Edge lights: All TWY except C1, D0, D1, D2, N0 and N2(reflectors only)

TWY edge and centre line lighting3

Centre line lights: TWY A, B, C0, C1, C2, C4, D0, D1, D2,N0, N1, N2, S2, S3, S4, S5, S6

To all lighting at ADSecondary power supply4

0 SEC: RWY 05R/23L (ALS, THR, RCLL, TDZ, stop bars,WDI and LDI), RWY 05L/23R (ALS, stop bars, WDI and LDI)

switch-over time



10 SEC: THR 05L/23R, REDL, TWY edge and centre linelights, signs and RWY guard lights

NILRMK5

EBLG AD 2.16 HELICOPTER LANDING AREA

Contact the Airport Authority.

EBLG AD 2.17 ATS AIRSPACE

Liège CTRDesignation and lateral limits1

504512N 0052633E - an arc of circle, 5 NM radius, centredon 504137N 0053205E and traced clockwise to 503802N0053736E - 503113N 0052641E - an arc of circle, 5 NMradius, centred on 503447N 0052110E and traced clockwiseto 503821N 0051538E - 504512N 0052633E.

2 500 ft AMSLVertical limits2CAirspace classification3←Liège TowerATS unit call sign4

EnLanguage(s)

4 500 ft AMSLTransition altitude5NILRMK6←

EBLG AD 2.18 ATS COMMUNICATION FACILITIES

RMKHR ofoperation

FREQCall signService designation

54321(1) Primary FREQ(2) EMERG FREQ

H24119.275 MHz(1)

121.500 MHz(2)

243.000 MHz(2)

Liège APPAPP←

(1) Primary FREQ(2) Secondary FREQ(3) EMERG FREQ

H24129.250 MHz(1)

130.625 MHz(2)

121.500 MHz(3)

243.000 MHz(3)

Liège TWRTWR←

GND movement control and start-up CLRH24121.925 MHzLiège GND(1) LGE FREQD-ATIS AVBL (see GEN 3.4, § 3.3.2)

H24126.250 MHz115.450 MHz

(1)

Liège INFOATIS



NILH24119.275 MHz129.250 MHz130.625 MHz128.200 MHz121.500 MHz

Liège HomerVDF

EBLG AD 2.19 RADIO NAVIGATION AND LANDING AIDS

RMKDMEantennaelevation

Position oftransmitting

antenna

Hours ofoperation

FREQIDType of aidMAG VAR

7654321Coverage: 40 NM/FL 250633 ft503914.3N

0052813.5EH24115.450

MHzCH 101Y

LGEDVOR/DME(0°W/2005)

Coverage: 25 NMCollocated with OM ILS 23L

504203.9N0053257.0E

H24290 kHzONLNDB

ILS 05R (CAT I)045° GEO / 1.96 NM fromTHR 05RNo back beam AVBLLLZ only reliable within 35°either side of course line

503905.8N0052759.9E

H24108.750MHz

IHHLLZ

Slope 3°RDH 54 ft

503754.3N0052558.0E

H24330.350MHz

GP

Collocated with GP591 ft503754.3N0052558.1E

H24CH 24YIHHDME

ILS 23L (CAT III)225° GEO / 1.84 NM fromTHR 23LNo back beam AVBLLLZ only reliable within 35°either side of course line

503735.0N0052536.1E

H24109.350MHz

ILGLLZ

Slope 3°RDH 54.3 ft

503846.2N0052720.2E

H24331.850MHz

GP

4.64 NM from THR 23L or4.13 DME LGEThe DME fix (4.13 DMELGE) shall only be used as

504204N0053257E

H2475 MHzdash / dashOM

OM fix if the markers areunserviceable0.65 NM from THR 23L503920N

0052823EH2475 MHzdot / dashMM

ILS 23R (CAT I)225° GEO / 1.50 NM fromTHR 23RNo back beam AVBLLLZ only reliable within 35°either side of course line

503742.7N0052532.8E

H24109.350MHz

ILGPLLZ

Slope 3°RDH 54 ftOperations restricted to 5ºleft and right from courselineFull fly down indications maynot be maintained whenhigh above GP

503839.9N0052654.7E

H24331.850MHz

GP

Collocated with GP591 ft503839.5N0052654.4E

H24CH 30YILGPDME



EBLG AD 2.20 LOCAL TRAFFIC REGULATIONS

1 GENERALNIL

2 APRON REGULATIONSStands 110 to 128 are mandatory nose-in positions.

Aircraft of type A124 shall be parked nose-in on stands 110 and 112 (A380 stands) or 124 and 128 (when stands 122 and 126are empty).

Apron PNORTH is not available during LVP, except after coordination between ATC and Airport Inspection.

3 AIRCRAFT WITHOUT RADIOProhibited

4 GLIDER FLIGHTSProhibited

5 PARACHUTINGProhibited

6 ACROBATIC FLIGHTSSee ENR 1.1, Acrobatic flight .

7 SELECTION OF RUNWAY-IN-USENIL

8 TRAINING FLIGHTS

←Training flights may only be operated by jet and propeller ACFT of more than 6 000 kg from MON to FRI between 0900 and1900 (local time), except on HOL and during the official school HOL periods of the Belgian French-speaking Community,provided they have already been operated in the territory of the Walloon Region before this decree (08 NOV 2000) enteredinto force or provided the operator develops commercial activities in that territory.

9 USE OF SSRIn order to improve safety, the carriage of a serviceable transponder capable of replying to Mode A and C is required for allACFT operating within Liège CTR. An exemption to this rule may be granted, provided that the request is made before theflight by TEL to the Liège ATS authority.

EBLG AD 2.21 NOISE ABATEMENT PROCEDURES

1 AIRPORT REGULATIONS

1.1 DEFINITIONSCivil subsonic jet aeroplane: CIV subsonic jet aeroplane with a MAX certificated TKOF mass of 34 000 kg or more, or witha certified MAX internal accomodation for the aeroplane type in question consisting of more than 19 passenger seats, excludingany seats for crew only, and powered by engines with a by-pass ratio of less than three.

Recertificated civil subsonic jet aeroplane: CIV subsonic jet aeroplane initially certificated to Chapter 2 or equivalentstandards, or initially not noise-certificated which has been modified to meet Chapter 3 standards either directly through technicalmeasures or indirectly through operational restrictions; CIV subsonic jet aeroplanes which initially could only be dual-certificatedto the standards of Chapter 3 by means of weight restrictions, have to be considered as recertificated aeroplanes; CIV subsonicjet aeroplanes which have been modified to meet Chapter 3 standards by being completely re-engined with engines having aby-pass ratio of three or more are not to be considered as recertificated aeroplanes.

Chapter 2 and Chapter 3: the noise standards as defined in Volume I, Part II, Chapter 2 and Chapter 3 respectively of Annex16 to the Convention on International Civil Aviation, third edition (July 1993).



1.2 REQUIREMENTS OF DOCUMENTS AND TECHNICAL INFORMATIONThe Airport Authority is entitled to require any ACFT operator to provide any document or technical information related to theACFT operated and to prohibit any ACFT from TKOF if the required documents have not been forwarded.

1.3 RECERTIFICATED CIVIL SUBSONIC JET ACFTSRecertificated CIV subsonic jet ACFTs are banned from 2200 to 0600 UTC. However, their operation is authorized during thisperiod until 01 JUL 2002 provided those ACFTs have been operated before this decree (08 NOV 2000) entered into force.

Are excluded from this prohibition:

• TKOF and LDG performed by ACFT carrying members of the Belgian Royal Family, the Belgian government, the Regionaland Community governments and foreign Royal Families and Heads of State or leaders of foreign governments, presidentsand commissioners of the European Union, on official mission

• TKOF and LDG performed with regard to missions in case of disasters or for the purpose of medical assistance• TKOF and LDG concerning MIL missions• TKOF and LDG performed in exceptional conditions such as:

∗ flights on which there is immediate danger to the life or health of persons as well as animals∗ flights diverted for MET reasons

• TKOF and LDG being carried out with a delay compared to the schedule initially envisaged in so far as this one is notascribable with the airline companies

Exceptionally and on explicit justified request, the Minister of Transport may authorize a TKOF or LDG of an ACFT concerned.

1.4 ENGINE TESTSFull power engine tests are prohibited from 2000 to 0800 (UTC).

2 ACFT NOISE CERTIFICATIONACFT operating to or from EBLG must be noise certificated according to ICAO Annex 16.

3 USE OF REVERSE THRUSTThe reverse thrust should be kept to a MNM compatible with the safety of the ACFT.

4 STANDARD INSTRUMENT DEPARTURES

4.1 APPLICABILITYThe Standard instrument Departures (SIDs) are allocated according the runway-in-use and according the airspace AVBL forOPS at EBLG.

The SIDs constitute noise abatement procedures. Therefore, it is emphasized that pilots, except when being radar vectored,shall adhere to the allocated route as closely as performance criteria permit. If unable to comply with these procedures, theyshall advise ATC immediately.

4.2 ROUTES DESCRIPTIONSee EBLG AD 2.22, RWY 05L/R and EBLG AD 2.22, RWY 23L/R

EBLG AD 2.22 FLIGHT PROCEDURES

1 GENERAL← 1.1 SPEED LIMITATIONS

In the interest of accurate spacing and in order to maintain a smooth and orderly traffic flow, following speed limitations apply:

• Aircraft being vectored shall reduce speed to 250 KIAS when below FL 100.• The holding patterns within Brusels FIR are protected up to 14 000 ft inclusive and shall be entered at or below 170 KIAS

by aircraft CAT A/B and at 230 KIAS or below by aircraft CAT C/D.• Along the initial approach segments, unless otherwise instructed by ATC, 220 KIAS shall not be exceeded.• Along the intermediate and final approach segments 220 KIAS shall be maintained until establised on the ILS (unless

otherwise instructed by ATC).• The OM of RWY 23L or 4 DME from RWY 23R or RWY 05R shall be crossed at 170 KIAS.



• ATC may request speed adjustments. Pilots are requested to comply with these speed adjustments as promptly as feasiblewithin their own operational constraints. Aircraft unable to comply with the requested speed shall inform and state to ATCwhat speed will be used. Application or non-application of the speed restrictions does not relieve the pilot of his responsibilityfor the observation of any noise abatement procedures.

2 IFR FLIGHTSNote: Activation of Liège Vectoring Area: See ENR 2.1, Activation of Liège Vectoring Area.

2.1 INBOUND TRAFFIC

2.1.1 LIÈGE VECTORING AREA DE-ACTIVATED

2.1.1.1 INBOUND PROCEDURES

RMKMNM IFRLEVEL

DIST (NM)MAGTRACKS

ROUTEDESIGNATOR

Only AVBL when Liège Vectoring Area isde-activated.

LNOLNO 2X

OLNO

TWO

X-RAY

ARRIVAL

3 000 ft10.0294°LGE


GESLOGESLO 2X

GESLO

TWO

X-RAY

ARRIVAL

FL 14032.5340°LNO

3 000 ft10.0294°LGE


CIVCIV 2X

CHIÈVRES

TWO

X-RAY

ARRIVAL

FL 8037.5074°GILOM

FL 6027.2103°LGE


KOKKOK 2X

KOKSY

TWO

X-RAY

ARRIVAL

FL 8032.9104°MAK

FL 6077.4104°LGE


NIKNIK 2X

NICKY

TWO

X-RAY

ARRIVAL

FL 8033.4139°GILOM

FL 6027.2103°LGE

2.1.1.1.1 Radar vectoring

INBD TFC is radar vectored by Liège APP or Liège TWR, respectively on FREQ 119.275 MHz or 129.250 MHz, until theinterception of ILS or until the IAF.



2.1.1.1.2 Holding procedures

LIÈGE

LGE DVOR/DMEFixLeft / 045°Turn / INBD track (MAG)3 000 ft / FL 50HLDG levels (MNM / MAX)

2.1.2 LIÈGE VECTORING AREA ACTIVATED

2.1.2.1 INBOUND PROCEDURES

Unless otherwise instructed by ATC, INBD TFC to EBLG shall proceed as follows:



RMKMNM IFRLEVEL

DIST (NM)MAGTRACKS

ROUTEDESIGNATOR

Only AVBL during activation of the LiègeVectoring Area or at ATC discretion.

(*) Holding at ATC discretion.

LNOLNO 2D

OLNO

TWO

DELTA

ARRIVAL

FL 6021.0198° GIREL (*)

FL 6019.6300°RUDIX

3 000 ft20.0045°LGE



GESLOGESLO 2D

GESLO

TWO

DELTA

ARRIVAL

FL 1407.7269°RITAX

FL 6014.7316°GIREL (*)

FL 6019.6300°RUDIX

3 000 ft20.0045°LGE



CIVCIV 2D

CHIÈVRES

TWO

DELTA

ARRIVAL

FL 8024.4108° GSY (*)

FL 6025.4096°RUDIX

3 000 ft20.0045°LGE



KOKKOK 2D

KOKSY

TWO

DELTA

ARRIVAL

FL 8078.3121° GSY (*)

FL 6025.4096° RUDIX

3 000 ft20.0045°LGE



NIKNIK 2D

NICKY

TWO

DELTA

ARRIVAL

FL 8043.8168° GSY (*)

FL 6025.4096° RUDIX

3 000 ft20.0045°LGE

2.1.2.2 RADAR VECTORING

INBD TFC is radar vectored by Liège APP or Liège TWR, respectively on FREQ 119.275 MHz or 129.25 MHz, until theinterception of ILS or until the IAF.

2.1.2.3 HOLDING PROCEDURES

a. GIREL

GIRELFixLeft / 316°Turn / INBD track (MAG)FL 60 / FL 140HLDG levels (MNM / MAX)


AD 2.EBLG-16 AIP Belgium and G.D. of Luxembourg29 JUL 2010~~~eaip-amdt~~~AMDT-2010-08

b. GOSLY

GSY DVOR/DMEFixRight / 096°Turn / INBD track (MAG)FL 70 / FL 100HLDG levels (MNM / MAX)

2.1.2.4 TRANSITION ALTITUDE

The TA of Liège Vectoring Area is 4 500 ft AMSL.

2.1.2.5 TRANSITION LEVEL

The transition level of Liège Vectoring Area is the first usable FL above TA and is determinated as follows:

TRLEBLG QNH BTN (hPa)FL 55977 - 994FL 50995 - 1 012FL 451 013 - 1 030FL 401 031 - 1 048

2.1.2.6 SPEED LIMITATION

In the interest of accurate spacings and in order to maintain a smooth and an orderly traffic flow, aircraft unable to maintain160 kt until base leg for visual approach or 4 NM from THR for instrument approach will not be accepted between 2200 and0400 (times refer to ATA) unless prior permission is obtained from ATC.

2.1.3 PARKING POSITION

After landing, pilots shall monitor FREQ 129.250 MHz (TWR) whilst still on the runway and FREQ 121.925 MHz (GND) oncethe runway is vacated via S2 as preferred exit taxiway for RWY 23L and S3 for RWY 05R. If the pilots want to exit the runwayvia another taxiway, they shall inform ATC about their intentions as soon as applicable. ATC clearances will be passed to pilotsaccordingly.

Pilots will follow the marshaller instructions to their parking position. In case of doubt regarding their parking position, confirmationcan be obtained from ATC on the appropriate frequency.

2.2 OUTBOUND TRAFFIC

2.2.1 GENERAL

ATC will either issue a SID (see routes description) or specify otherwise the DEP route to be flown. When Liège Vectoring Areais de-activated, DEP ACFT bound for BUB, HUL, SPI or LNO shall leave Liège TMA at 4 500 ft AMSL or higher, climbing tothe LVL assigned by Brussels ACC.

2.2.2 START-UP PROCEDURES

a. Pilots will make sure that they received the appropriate slot-time, if any.← b. 10 MIN before the EOBT, pilots shall request start-up CLR on FREQ 121.925 MHz "Liège Ground".

c. ATC clearance will only be provided by Liège GND on push-back and taxi request.

2.2.3 DEPARTURE PROCEDURES

a. Initial climb

FL 50 (unless otherwise instructed by ATC). "Brussels Control" will assign a higher level as soon as TFC permits.

When EBLG QNH is 995 hPa or below, the initial climb for all SID is FL 60 (unless otherwise instructed by ATC).

b. Noise abatement procedures: See EBLG AD 2.21, Noise abatement procedures

2.2.4 NOISE ABATEMENT TAKE-OFF AND CLIMB PROCEDURES

a. General

Noise abatement TKOF and climb procedures are applicable for whatever RWY-in-use and for SID.

b. Climb gradient

AMDT 12/2011© BELGOCONTROL AIM, 2011


In order to minimize noise disturbance and to clear OBST in the DEP area, ACFT shall maintain a net climb gradient ofnot less than 5.8% until FL 50.

c. a. Turbo-jet powered ACFT

− From TKOF to 2 100 ft QNH:

• TKOF power• TKOF flaps• climb to V2 + 10 to 20 kt or as limited by body angle

− At 2 100 ft QNH:

• reduce thrust to not less than climb thrust.

− From 2 100 ft QNH to 3 600 ft QNH:

• climb at V2 + 10 to 20 kt.

− At 3 600 ft QNH:

• accelerate smoothly to the en-route climb speed with flaps retraction.

b. Propeller ACFT

− From TKOF to 1 600 ft QNH:

• TKOF power• climb at a MAX gradient compatible with safety• speed not less than single engine climb speed nor higher than best rate of climb speed

− At 1 600 ft QNH:

• reduce power to the MAX normal operating power if this power has been used for showing compliancewith the noise certification requirements or the MAX climb power.

− From 1 600 ft QNH to 3 600 ft QNH:

• climb at the MAX gradient with reduced power, maintaining constant speed.

− Above 3 600 ft QNH:

• accelerate smoothly to the en-route climb speed.

2.2.5 ROUTES DESCRIPTION

Note 1: ATC may deviate from these STD routes.

Note 2: Pilots unable to comply with these published routes will inform ATC when requesting start-up.

2.2.5.1 RWY 05L/R

RMKROUTEDESIGNATORR-045 LGE/4.1 DME LGE:504207N - 0053248E

At 1100 ft QNH intercept R-045 LGE. At 4.1 DME LGELT to intercept R-103 BUB INBD. At 27 DME BUB LT to

LNO 5R

OLNO intercept R-174 FLO, LT to intercept R-302 SPI INBD. At4.6 DME SPI LT to intercept R-246 LNO INBD to LNO.

FIVE

ROMEO

DEPARTURE

R-045 LGE/4.1 DME LGE:504207N - 0053248E

At 1100 ft QNH intercept R-045 LGE. At 4.1 DME LGELT to intercept R-103 BUB INBD. At 27 DME BUB LT tointercept R-082 HUL INBD to HUL.

HUL 5R

HULDENBERG



FIVE

ROMEO

DEPARTURE

R-045 LGE/4.1 DME LGE:504207N - 0053248E

At 1100 ft QNH intercept R-045 LGE. At 4.1 DME LGELT to intercept R-103 BUB INBD to BUB.

BUB 5R

BRUSSELS

FIVE

ROMEO

DEPARTURE

2.2.5.2 RWY 23L/R

RMKROUTEDESIGNATORWill be allocated when the airspaceS of Liège TMA is not AVBL for CIVOPS.R-225 LGE/4.3 DME LGE:503612N - 0052327E

At 1100 ft QNH intercept R-225 LGE. At 4.3 DME LGERT to intercept R-123 BUB INBD. At 27.5 DME BUB RTdirect to LNO.

LNO 3E

OLNO

THREE

ECHO

DEPARTURE

R-225 LGE/4.3 DME LGE:503612N - 0052327E

At 1100 ft QNH intercept R-225 LGE. At 4.3 DME LGERT to intercept R-123 BUB INBD. At 27.5 DME BUB LT

LNO 5S

OLNO to intercept R-134 BUB. At 36 DME BUB LT to interceptR-247 LNO INBD to LNO.

FIVE

SIERRA

DEPARTURE

R-225 LGE/4.3 DME LGE:503612N - 0052327E

At 1100 ft QNH intercept R-225 LGE. At 4.3 DME LGERT to intercept R-123 BUB INBD. At 27.5 DME BUB LTto intercept R-106 HUL INBD to HUL.

HUL 5S

HULDENBERG

FIVE

SIERRA

DEPARTURE

R-225 LGE/4.3 DME LGE:503612N - 0052327E

At 1100 ft QNH intercept R-225 LGE. At 4.3 DME LGERT to intercept R-123 BUB INBD to BUB.

BUB 5S

BRUSSELS

FIVE

SIERRA

DEPARTURE

2.3 OCA (OCH) AND AERODROME MINIMAExcept when authorized by the CAA or in case of emergency, a pilot-in-command shall not land nor take off below the METminima specified hereafter.

2.3.1 TAKE-OFF

• RWY 05R/23L: RVR 125 m• RWY 05L/23R: RVR 400 m


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-19~~~eaip-amdt~~~AMDT-2010-0829 JUL 2010

2.3.2 LANDING

2.3.2.1 OCA (OCH)

See instrument approach charts .

2.3.2.2 RVR

• 550 m MNM for CAT I operations• 350 m MNM for CAT II operations• 125 m MNM for CAT III operations

3 VFR FLIGHTS

3.1 VISUAL REPORTING POINTSSee AD2 EBLG VAC.01.

• ROMEO: crossroads highway Brussels / Liège and N. Tongeren / Waremme (50°42.20' N - 005°17.33' E)• HOTEL: Hognoul - Highway exit (ABM IKEA store) (50°40.64' N - 005°27.52' E)• SIERRA: Soheit-Tinlot - crossroads on the N63 Liège / Marche-en -Famenne (50°28.55' N - 005°22.53' E)• INDIA: Yvoz-Ramet - Dam-bridge (50°35.52' N - 005°27.70' E)• OSCAR: Ougrée - crossroads N63 Liège / Marche-en-Famenne and N683 Seraing-Plainevaux (ABM antenna Bol d'Air)

(50°34.73' N - 005°33.13' E)

3.2 INBOUND TRAFFIC

3.2.1 VFR AND SPECIAL VFR FLIGHTS

VFR and special VFR flights must be conducted in accordance with the following provisions:

a. Unless otherwise instructed:

∗ Entry from the west:follow the E40 highway (Liège / Brussels) from visual reporting point ROMEO to visual reporting point HOTEL,remaining right of the highway

∗ Entry from the east and the south:follow the road N63 towards visual reporting point SIERRA to visual reporting point INDIA, remaing right of the road.Then follow ATC instruction

b. MAX ALT:2 000 ft AMSL (HEL 1 300 ft AMSL at ROMEO and 1 500 ft AMSL at SIERRA) on entering the CTR until reaching one ofthe two HLDG entry points. The HLDG, if required by ATC, will be made at Hognoul (1 500 ft AMSL - HEL 1 300 ft AMSL)or Yvoz-Ramet (1 500 ft AMSL - HEL 1 300 ft AMSL) before joining the AD TFC circuit at 1 500 ft AMSL (HEL 1 300 ftAMSL).

3.2.2 OPTIONAL REPORTING POINTS

• ECHO: crossroads highway E40 and E25 - ALT 2000 ft AMSL (HEL 1 300 ft AMSL) (50°40.82 'N - 005°40.83' E)• WHISKEY: crossroads E42 highway Liège / Namur and road Huy / Hannut - ALT 2000 ft AMSL (HEL 1 300 ft AMSL)

(50°34.85' N - 005°12.63'E)• NOVEMBER: crossroads highway Liège /Antwerpen and road Maastricht / Tongeren - ALT 1500 ft AMSL (HEL 1 000 ft

AMSL) (50°47.45' N - 005°31.93' E)

Note: Reporting points ECHO, WHISKEY, and NOVEMBER can be used on ATC discretion.

3.3 OUTBOUND TRAFFIC

3.3.1 VFR AND SPECIAL VFR FLIGHTS

VFR and special VFR flights must be conducted in accordance with the following provisions:

a. Unless otherwise instructed:

∗ Exit from the west:join visual reporting point HOTEL and follow the E40 highway (Liège / Brussels) to visual reporting point ROMEO,remaining right of the highway

∗ Exit from the east and the south:join visual reporting point INDIA and follow the road N63 towards visual reporting point SIERRA, remaing right of theroad



b. MAX ALT:MAX ALT to leave the CTR: 2 000 ft AMSL.

3.3.2 OPTIONAL REPORTING POINTS

• ECHO: crossroads highway E40 and E25 - ALT 2 000 ft AMSL (HEL 1 300 ft AMSL) (50°40.82' N - 005°40.83' E)• WHISKEY: crossroads E42 highway Liège / Namur and road Huy / Hannut - ALT 2 000 ft AMSL (HEL 1 300 ft AMSL)

(50°34.85' N - 005°12.63' E)• NOVEMBER: crossroads highway Liège /Antwerpen and road Maastricht / Tongeren - ALT 1 500 ft AMSL (HEL 1 000 ft

AMSL) (50°47.45' N - 005°31.93' E)

Note: Reporting points ECHO, WHISKEY and NOVEMBER can be used on ATC discretion.

3.4 AERODROME TRAFFIC CIRCUITS

3.4.1 GENERAL

AD TFC circuits may be operated within a radius of 3 km from the ARP and continuously in sight of the TWR and at an ALTwhich shall not exceed 1 500 ft AMSL.

3.4.2 VISIBILITY AND CEILING

3.4.2.1 BY DAY

a. VFR flights

∗ VIS: 5 km∗ ceiling: 1 500 ft

b. Special VFR flightsThe general provisions described in ENR 1.2, Special VFR flights apply, except that the minima for VIS and ceiling arethe following:

∗ VIS: 3 000 m *∗ ceiling: 850 ft

* HEL may operate with a VIS less than 3 000 m but not less than 800 m, clear of clouds and in sight of GND or water, ifmanoeuvred at a speed that will give adequate opportunity to observe other TFC or any obstructions in time to avoidcollision.

3.4.2.2 AT NIGHT

VFR flights at night are subject to the minima applicable during daytime.

3.5 RADIO COMMUNICATION FAILURE

3.5.1 IFR FLIGHTS

If an ACFT does not succeed in LDG within the 30 MIN normally allowed to make its APCH and LDG, it must leave the CTRon QDR 256° of ONL at 2 400 ft AMSL and land at the first suitable AD where the MET conditions permit a visual APCH andLDG.

3.5.2 VFR FLIGHTS

3.5.2.1 OUTSIDE CONTROLLED AIRSPACE

In all cases, the ACFT shall remain outside the controlled airspace.

3.5.2.2 WITHIN CONTROLLED AIRSPACE BUT OUTSIDE THE AERODROME TRAFFIC CIRCUIT

According to its position from the RWY axis, the ACFT shall leave the controlled airspace by the shortest way:

a. north of the RWY axis: via visual reporting point ROMEOb. south of the RWY axis: via visual reporting point OSCAR

3.5.2.3 WITHIN THE AERODROME TRAFFIC CIRCUIT

A full-stop LDG is requested.



EBLG AD 2.23 ADDITIONAL INFORMATION

1 AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)ATIS broadcast messages serving INBD and OUBD TFC are broadcasted H24 (for FREQ, see EBLG AD 2.18, Radio Navigationand Landing Aids).

They contain the following elements in the order as listed:

START SEQUENCE EXPRESSIONATISITEMSLiège ...LIÈGE- Name of ADInformation ... (alfa - zulu)INFO (A till Z)- Alphabetical designator...HHMM- Time of observationExpecting vectoring ...TYP APCH- Type of APP to be expectedLDG RWY ...LDG RWY- RWY in use for LDGTKOF RWY ...TKOF RWY- RWY in use for TKOFBraking action touchdown ...BA (TDZ)- Braking action

Mid-point ...MID

Stop-end ...END

Operational status ...OPS STS- Operational statusWind ...WIND- Surface wind, direction and speed including significant

variationsVIS ...VIS- VISRWY visual range on RWY ...RVR (RWY)- RWY visual range

... touchdown ... / ... metres ...TDZ / m

... mid-point ... / ... metres ...MID / m

... stop-end ... / ... metres ...END / m

Present weather ...WX- Present weatherCloud base ...BASE- BaseTemperature ...T- Air temperatureDew point ...DP- Dew point temperatureQieu an eitch ...QNH- Altimeter settingTransition level ...TL- Transition levelRecent weather ...RE- Recent weatherWindshear ...WS- WindshearTrend ...TREND- Trend type LDG forecast

When rapidly changing weather conditions make it inadvisable to include a weather report in ATIS broadcast, the MET dataare omitted and expressed as follows:

"MET REPORT OMITTED DUE TO RAPID CHANGES".

The omitted data are AVBL on ATC FREQs.

Pilots are requested to listen to ATIS broadcast prior to the first contact with an ATS unit. Upon establishing communicationwith the relevant ATS unit, the pilot will acknowledge receipt of ATIS message by using the following expression:

"INFORMATION . . . (alphabetical designator) RECEIVED".

The air TFC controller shall confirm the validity of the alphabetical designator received. If the designator has changed in themean time, he shall only give the designator valid at that moment.

2 LOW VISIBILITY PROCEDURESThe "Liège Airport Low Visibility Procedures Manual" is divided in four main parts:

• The first part describes in a general way the low VIS procedures (LVO) at EBLG.• The second part traces in a schematic way the distribution of responsibilities between the various services involved in this

kind of operations.



• The third part describes the particulars of ATC procedures when LVO are taking place.• The last part presents a list of all the checks to be performed by the responsible staff before starting up the LVO and

actions to be taken in case of equipment failure.

2.1 GENERAL

2.1.1 ELEMENTS OF LOW VISIBILITY PROCEDURES CHART

See chart AD2 EBLG MISC.01.

• RWY and TWY marking and lighting• ILS sensitive area• ILS critical area• LLZ and GP transmitter location• Low VIS routeing• MET measurement systems• CAT II panels• Physical barriers• RFF (RFF) Services location• Parking and apron areas• RWY intrusion protection for TKOF and LDG

2.1.2 DEFINITIONS

CAT II: Instrument precision APCH and LDG are performed with a DH less than 200 ft (60 m) but not less than 100 ft (30 m)and a RVR at or above the value authorized by the Belgian CAA.

CAT III: Instrument precision APCH and LDG are performed with a DH less than 100 ft (30 m) or without any DH and a RVRat or above the value authorized by the Belgian CAA.

Note: At EBLG, the RVR value for CAT II is 350 m.

Note: At EBLG, the RVR value for CAT III is 125 m.

2.1.3 TYPICAL COMPONENTS REQUIRED FOR LVO

Note 1: Any failure or change in the operational status of any of the above-mentioned facilities will be announced by NOTAM(if the failure is expected to last more than 1 HR), or by ATC as the case may be.

Suspension of LVO will only be announced if the ILS equipment is concerned.

a. ILS

∗ Localizer (LLZ)∗ Glide Path (GP)∗ Outer Marker (OM), Middle Marker (MM) or equivalent fix

b. Visual aids for LDG

∗ RWY marking∗ Precision APCH lighting system (high intensity)∗ RWY THR lights∗ RWY edge lights∗ RWY TDZ lights∗ RWY end lights∗ RCL lights (15 m or less spacing)

Note: Unless otherwise requested, the APCH sequence flashing lights (ASFL) will be switched off when RVR at TDZ isbelow 500 m.

c. Visual aids for taxiing

∗ TWY marking∗ Stop bars∗ Panels∗ TWY centre line lights and markings∗ "Follow-me" car

d. MET installations

∗ surface wind speed and direction sensors∗ RVR measurement system at positions TDZ, MID and END



∗ Ceiling measurement system

e. ATIS (Not AVBL)f. Emergency power supply

∗ Provided for lighting system and ILS equipment.∗ Types of emergency power supply

− No Break− Short Break− No Break Batteries

2.1.4 LOW VISIBILITY OPERATIONS

2.1.4.1 RWY CATEGORIES AND FACILITIES

a. CATs of operations

∗ RWY 23L: CAT I , II and III

b. Facilities

∗ RWY 23L

− ILS− No break battery power supply− Lighting system− Precision APP lighting system− Sequence flashing lights (not lit when RVR at TDZ is below 500 m)− THR lights and RWY end lights− RCL lights (colour coded) and RWY edge lights− TDZ lights− Secondary power supply− RVR measurement system (transmissometer) at positions TDZ, MID and END− Ceiling and wind measurement system

∗ RWY 05R

− ILS− No break battery power supply− Lighting system− Precision APP lighting system− Sequence flashing lights (not lit when RVR at TDZ is below 500 m)− THR lights and RWY end lights− RCL lights (colour coded) and RWY edge lights− Secondary power supply− RVR measurement system (transmissometer) at positions TDZ, MID and END− Ceiling and wind measurement system

∗ RWY 23R

− ILS− No break battery power supply− Lighting system− Precision APP lighting system− Sequence flashing lights (not lit when RVR at TDZ is below 500 m)− THR lights and RWY end lights− RWY edge lights− Secondary power supply− RVR measurement system (transmissometer) at position TDZ− Ceiling and wind measurement system

∗ RWY 05L

− Lighting system− THR lights and RWY end lights− RWY edge lights− Secondary power supply



− Ceiling and wind measurement system

∗ TWYsCentre line lighting operations (see 2.1, Visual aids for taxiing)

2.1.4.2 RWYS AND TAXIWAYS

a. RWYsWhen LVO are notified, RWY 23L will be used for TKOF and LDG. However, for safety reasons and subject to delay,RWY 05R may be used for TKOF on pilot's request only.

a. TWYsWhen LVO are notified, taxi is only authorized on TWYs equipped with centre line lights and following the STD routes.

2.1.4.3 FREQUENCIES

← a. Liège Delivery

← ∗ 121.925 MHz (for start-up and ATC CLRs)

← b. Liège GND

← ∗ 121.925 MHz

c. Liège TWR

∗ 129.250 MHz

d. Liège APP

∗ 119.275 MHz

e. ATIS

∗ 126.250 MHz and 115.450 MHz

2.1.4.4 ILS CRITICAL AND SENSITIVE AREAS PROTECTION

a. The occurrence of interference to ILS signals is dependent on the total environment around the ILS antennas and heantenna characteristics. Any large reflecting objects, including vehicles or fixed objects such as structures within te radiatedsignal coverage, will potentially cause multipath interference to the ILS course and path structure.

b. The location and size of the reflecting fixed objects and structures in conjunction with the directional qualities of theantennas will determine the static course or path structure quality whether CAT I II or III.

Movable objects can degrade this structure to such an extent that the ILS signals become unreliable.

c. For the purpose of developing protective zoning criteria, these areas are divided into two types:

∗ The ILS critical areaThe ILS critical area is an area of defined dimensions around the localizer and glide path antennas where vehicles,including ACFT, are excluded during all ILS operations. The critical area is protected because the presence of vehiclesand/or ACFT inside its boundaries will cause unacceptable disturbance to the ILS signal-in-space.

∗ The ILS sensitive areaThe ILS sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles,including ACFT, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILSoperations. This area is defined by "CAT" panels and GND markings.

Note 1: The objective of defining critical and sensitive areas is to offer an adequate protection to the ILS.

Note 2: The dimensions of each critical and sensitive area are determined by the technical service.

Note 3: No person or vehicle whatsoever is admitted in the critical areas. This standing rule is absolute and no exception thereon shall ever be made.

AMDT 12/2011© BELGOCONTROL AIM, 2011


Note 4: LDG ACFT should leave as soon as possible the ILS sensitive area signalled by alternated yellow and green TWYcentre line lights.

Note 5: No vehicle or ACFT shall be permitted to infringe the ILS sensitive area from the time when: an ARR ACFT has passedthe OM until it has completed its LDG run, or a DEP ACFT has commenced its TKOF run until it is airborne.

This means that no LDG or TKOF CLR must be issued if the ILS critical or sensitive area is known to be infringed.

2.1.4.5 SAFETY RULES CONCERNING THE ACCESS TO THE CRITICAL AND SENSITIVE AREAS

These rules are laid down only for the benefit of the maintenance staff on duty. The presence of any other person is prohibitedin these areas whilst LVO are in progress.

a. Critical area

∗ No person or vehicle whatsoever is admitted into this area.∗ This standing rule is absolute and no exception there on shall ever be made.

b. Sensitive area

∗ No vehicle or staff member is admitted in the sensitive area without prior permission from the person in charge ofthe Airport Inspection.

∗ Admittance shall only be given in co-ordination with the TWR and in the shortest possible delay. A two-waycommunication shall be kept with the TWR at all times whilst in the sensitive area.

∗ LDG aids which can be reached via the perimeter track: pedestrian presence of technical maintenance of staff isauthorized without escort but all vehicles shall be left behind at the safety barrier.

∗ LDG aids which can only be reached via the manoeuvring area: escort by the Airport Inspection to the edge of thesensitive area and vice-versa is compulsory. From there on pedestrian penetration is admitted.

2.1.4.6 SEPARATION BETWEEN ACFT AND BETWEEN ACFT AND VEHICLES ON THE MANOEUVRING AREA

When there is a requirement for TFC to operate on the manoeuvring area in visibilities which require the AD control to applyseparation between ACFT, and between ACFT and vehicles, the following shall apply:

a. at the intersection of TWYs, an ACFT or vehicle on a TWY shall not be permitted to hold closer to the other TWY than theHLDG position limit defined by a stop bar or TWY intersection marking.

b. The longitudinal separation on TWYs shall be specified by the appropriate ATS authority.Note: This separation shall take into account the characteristics of the aids AVBL for surveillance and control of GNDTFC.

2.1.4.7 OTHER SYSTEMS FOR SURFACE MOVEMENTS GROUND CONTROL AND GUIDANCE

a. TWY lighting system

∗ All STD routes for ARR or DEP ACFT are equipped with TWY centre line lights controlled by the TWR.∗ Neither vehicle nor ACFT shall be permitted to pass through a stop bar except otherwise instructed by ATC in case

of technical problem only..

b. Surface Movement RadarNot AVBL

c. "Follow-me" carA "Follow-me" car which is kept in stand-by when the RVR value at the TDZ is less than 400 m shall assist on requestthe pilot while taxiing to the apron.

2.2 RESPONSIBILITIES

2.2.1 METEOROLOGIST

In order to provide a rapid and efficient installation of equipments and procedures needed for LVO and, if necessary, apppropriateflow control measures, the MET service shall inform the TWR chief controller, or his substitute, by phone (8492) and by fax(8500) when special conditions which may lead to LVO are forecasted and/or observed. Furthermore, the meteorologist shallgive indications about the probable duration of these conditions.

Note: Any other MET conditions which could compromise the LDGs shall be transmitted.

The meteorologist shall inform the TWR chief controller, or his substitute, by phone (8492) and by fax (8500) in case ofcancellation of LVO conditions.



2.2.2 TOWER CHIEF CONTROLLER (OR HIS SUBSTITUTE)

The TWR chief controller, or his substitute, is the main co-ordinator between all of the parts of the system during the LVO.

When LVO conditions are forecasted or present, the TWR chief controller, or his substitute shall:

• contact the Airport Inspection to collect information about the status of the AD FACs involved in LVO, and• check the availability of MET information (present and forecasted weather)

← • if necessary , contact the Brussels ACC Supervisor to implement appropriate flow control measures

When:

• the general VIS decreases below 1500 m and/or• the ceiling of the vertical VIS is reported to be at or below 300 ft and when• the weather forecast expects further deterioration below 800 m,

the TWR chief controller, or his substitute, shall perform the TWR low VIS checklist

When the inspection is completed, theTWR chief controller, or his substitute, shall notify beginning of LVO to:

• the pilots by means of a general call on the ATC FREQs← • Brussels ACC Supervisor

• the Airport Inspection• the technical supervisor (radio), or his substitute• the MET observer• the flight office

and note all details in the log-book

2.2.3 BRUSSELS ACC

• Inform the pilots of the beginning or the end of LVO• Agree on the application of the required separation minima• Prepare, if necessary, the application of flow control measures due to reduced RWY capacity

2.2.4 AIRPORT INSPECTION

• Perform the "inspection checklist" (signs, lighting, ILS area, barriers, ...)• Advise the TWR chief controller or his substitute when the inspection is completed (Phraseology: "INSPECTION CAT II-III

COMPLETED" - "NO REMARKS" - "REMARKS: ..." )• Notify the beginning and the end of LVO to the RFF Services, the technical Division - Electricity, the "Follow-me" car and

the airport users

Note: Any deficiency shall be reported to the TWR chief controller, or his substitute by phone (8492) or by fax (8500) and aNOTAM Series Alpha will be published when the deficiency is expected to last more than 1 HR.

2.2.5 RESCUE AND FIRE FIGHTING SERVICES

• The RFF services will be on stand-by during the whole LVO period.

2.2.6 TECHNICAL DIVISIONS ( RADIO AND ELECTRICITY)

• During the LVO period, a priority shall be accorded to the involved equipment• Avoid any intervention on the equipment during the LVO period• Notify ATC whenever the ILS CAT differs from that promulgated

If a failure is detected, Electricity Division will advice the Airport Inspection, Radio Division will advise the TWR chief controller,or his substitute.

2.2.7 PILOTS

• Perform all actions and follow procedures and minima in accordance with state and company rules• Perform following supplementary reports, recalled by the ATC controllors:

∗ DEP ACFT: Pilots shall report at TKOF HLDG position CAT II-III or at any other reporting point on the AD prescribedby ATC.

∗ ARR ACFT: Pilots shall report passing the OM on final, on the GND when RWY and sensitive area are vacated andin case of missed APCH.



2.3 ATC PROCEDURES IN CASE OF CAT II OPERATIONS

2.3.1 APPROACH CONTROL PROCEDURES

a. General (ECAC Doc 17 § 1.6.2.2.1)The responsiblities of ATC during LVO do not differ from those in other operations. However, since the safety of theoperation is much more dependent of the integrity of the GND system than it is in CAT l or non-precision operations,additional safeguards are required.

Furthermore, the greater complexity in the combinations of airborne and GND systems which are acceptable for CAT IIoperations makes it essential that ATC be in a position to transmit to flight crews accurate and up-to-date information onthe status of the various elements of the GND system.

This does not mean that ATC should be given the responsibility of deciding whether or not CAT II operations may becarried out. This must always be the decision for the pilot-in-command.

The function of ATC in this instance is to keep the flight crew informed as to the quality of the ILS, the quality of the visualaids and of the implementation of the low VIS procedures and safeguarding.

b. Information to the pilots

∗ Notification of the beginning and the end of LVO by means of a general call on the ATC FREQ∗ Current RVR readings for the LDG RWY∗ Significant changes in surface wind (speed and direction)∗ Information on the status of the various elements of the ground system

c. Separation on final APCH - Interception

Experience has shown that a final APCH spacing in excess of 10 NM may be necessary

d. LDG CLR

LDG CLR should be given not later than 2 NM from touchdown.

2.3.2 GROUND CONTROL PROCEDURES

a. General

∗ ACFT may be required to manoeuvre on the AD in a VIS down to and even below 100 m before TKOF and afterLDG. Conflicting TFC can be eliminated by restrictions of movements and selection of some facilities or specialprocedures and STD routes.

∗ The first objectives must be to avoid any risk of collision and to make the RWY area sterile and safe.∗ Experience has shown that the lowest VIS at which a pilot taxiing is able to maintain a safe spacing with other ACFT

is considered to be a VIS corresponding to an RVR of 150 m. In lower VIS conditions, the overall responsibility forthe avoidance of collision increases for the ATC unit.

∗ "Follow-me" car shall be AVBL H24.

← b. STD taxi routes

∗ When LVO are performed, taxi procedure is only authorized on TWYs equipped with centre line lights and followingthe STD routes as depicted on the AD chart.

← ∗ When LVO are in progress on RWY 23L, taxi should be done via:

− RWY S2 or C0, RWY 05L/23R, C2, S2 for landing ACFT← − TWY S6 for departing ACFT

∗ The TWY centre line lights/stop bars system (Sequential Lighting System) is operated by the GND controller in orderto avoid any conflict between ACFT and vehicles.

c. Restrictions (ECAC Doc 17 § 1.6.2.2.)

∗ The Obstacle Free Zone (OFZ) must be clear of all obstacles such as vehicles and ACFT when an ACFT on APCHor carrying out a go-around is below 200 ft.

∗ The ILS critical area must be clear of all vehicles and ACFT whenever the ILS is being used.∗ The ILS sensitive area must be clear of all vehicles and ACFT which might cause reflection of the signals:

− when an approaching ACFT has passed the OM until it has completed its LDG run− when an ACFT taking off is using the LLZ for guidance during the TKOF GND run

© BELGOCONTROL AIM, 2011AMDT 08/2011


2.3.3 SYSTEM FAILURES - ABNORMAL OPERATIONS

This matter will be developed in accordance with ECAC Doc 17, ATC and RFF emergency rules.

2.4 LOW VISIBILITY CHECKLISTS

2.4.1 TWR LOW VISIBILITY CHECKLIST

As soon as the meteorologist notifies that LVO are likely to occur, the TWR chief controller, or his substitute, shall take thefollowing actions, as appropriate:

• contact the Airport Inspection to collect information about the status of AD facilities involved in LVO• contact the CANAC ACC supervisor to implement appropriate flow control measures.

From the moment the reported VIS is 1 500 m or below and/or the cIoudbase is 300 ft or below, and when the weather forecastexpects further deterioration below 800 m, the chief controller or his substitute, shall take the following actions, as appropriate.

a. Airport inspection

∗ State the MET observation or forecast.∗ Ask implementation of LVO safeguards∗ Obtain detailed information, if any, on the unserviceability of all the visual lighting facilities of RWY 23L and associated

TWYs.

b. Check the ILS slave indicators.

∗ first row of control lights

− Green: NORMAL, ILS operational− Amber: WARNING, ILS downgraded to CAT I (no stand-by transmitter)− Orange: MAINTENANCE, ILS unreliable− Red: SHUT DOWN, ILS unserviceable

∗ second row of control lights (MM)

− Green: NORMAL, ILS operational− Red: ALARM, ILS unserviceable

∗ third row of control lights (OM)

− Green: NORMAL, ILS operational− Red: ALARM, ILS unserviceable

∗ Far-Field Monitor

− Green: NORMAL− Red: ALARM, ILS signal out of tolerance

c. Technical staffConfirm the intention to operate in ILS CAT II-III by phone (8747). The technical staff shall notify any failure of the ILSequipment and/or the no-break battery power supply to the TWR chief controller, or his substitute.

d. METCheck the availability of the MET observation report (wind, speed, direction, cloudbase and RVR).

e. Sensitive areaInstruct ACFT and vehicles to vacate the sensitive area, if not done by the Airport Inspection.

f. Lighting facilities

∗ Select CAT II-III configuration lighting∗ Forward to the Airport Inspection all necessary information concerning the lighting facilities and stop bars as observed

on the light control panel.∗ Switch off the sequence flashing lights of RWY 23L when the RVR at the TDZ is 500 m or less.

← g. ACCNotify the Brussels ACC Supervisor when the ILS CAT II-III safeguards have been installed



ILS LVO may be started provided that:

• all necessary safeguards have been installed• the inspection of the sensitive area and the lighting facilities has been accomplished and reported

operational• the technical staff has not downgraded the ILS signal

Equipment failure to be reported to pilots

• Any failure of the ILS equipment (LLZ, GP, OM or MM )• DME (as alternative to marker beacons) unserviceable• Touchdown RVR system unserviceable• Other RVR systems unserviceable• APCH lighting unserviceable• RWY lighting system unserviceable (THR, TDZ, edge, centre line, end)• Stand-by power supply unserviceable• TWY lighting system unserviceable• Stop bars unserviceable• Ceilometer unserviceable• Anemometer unserviceable

Note: any failure or change in the operational status of any of the above-mentioned facilities will be announced by NOTAM (ifthe failure is expected to last more than one HR), ATIS and/or by ATC as the case may be. Suspension of CAT II-III operationswill only be announced if the ILS equipment is concerned.

2.4.1 AIRPORT INSPECTION CHECK LIST

a. CAT II-III RWY 23L (RVR VIS: 1 500 m / cloudbase: 300 ft)

∗ Barriers at the entrance of TWYs N1, N2, N3, N4 and C5 and on service road near S2∗ ILS (LLZ, GP and markers)∗ Lighting

− APCH lighting system− THR lights and RWY end lights− RCL lights and RWY edge lights− TDZ lights

∗ Secondary power supply∗ RVR system (positions TDZ, MID, END) - Ceiling and wind measurement system∗ Stop bars on the lighted panels CAT II-III and at the taxi-HLDG positions∗ No vehicle or other motor running in the ILS sensitive and critical area

Note: When the conditions of points c, d, e or f are not met, a NOTAM will be issued.

2.4.2 RESCUE AND FIRE FIGHTING CHECK LIST

Barriers at the entrance of TWYs N1, N2, N3, N4 and C5 and on service road near S2 (one light on each barrier)

EBLG AD 2.24 CHARTS RELATED TO EBLG

AD2 EBLG ADC.01AD2 EBLG ADC.02

Aerodrome Chart - ICAO1.

AD2 EBLG GMC.01Ground Movement Chart - ICAO2.Aerodrome Obstacle Chart - ICAO (Type A - Operating limitations)3.

AD2 EBLG AOC.01RWY 05R/23L3.1←AD2 EBLG AOC.02RWY 05L/23R3.2

Precision Approach Terrain Chart - ICAO4.←AD2 EBLG PATC.01RWY 05R4.1←


AD 2.EBLG-30 AIP Belgium and G.D. of Luxembourg23 SEP 2010~~~eaip-amdt~~~AIRAC-2010-06

AD2 EBLG PATC.02RWY 23L4.2AD2 EBLG PATC.03RWY 23R4.3AD2 EBLG MISC.01Low Visibility Procedures Chart5.AD2 EBLG MISC.02Radar Vectoring Area6.

Standard Arrival Chart - Instrument - ICAO7.←AD2 EBLG STAR.01Liège Vectoring Area active7.1AD2 EBLG STAR.02Liège Vectoring Area not active7.2

Standard Departure Chart - Instrument - ICAO8.AD2 EBLG SID.01RWY 05 L/R8.1←AD2 EBLG SID.02RWY 23 L/R8.2←

Instrument Approach Chart - ICAO9.AD2 EBLG IAC.01ILS or LLZ RWY 23L9.1←AD2 EBLG IAC.02VOR RWY 23L9.2←AD2 EBLG IAC.03ILS or LLZ RWY 23R9.3←AD2 EBLG IAC.04ILS or LLZ RWY 05R (CAT A-B)9.4←AD2 EBLG IAC.05ILS or LLZ RWY 05R (CAT C-D)9.5←AD2 EBLG IAC.06VOR RWY 05R (CAT A-B)9.6←AD2 EBLG IAC.07VOR RWY 05R (CAT C-D)9.7←AD2 EBLG VAC.01Visual Approach Chart - ICAO10.←AD2 EBLG MISC.03"Area Requiring Special Attention" Chart11.



INTENTIONALLY LEFT BLANK

AIP Belgium and G.D. of Luxembourg AD 2.EBLG-ADC.01

© BELGOCONTROL AIS AMDT 02/2011

10 FEB 2011


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-ADC.02

© BELGOCONTROL AIS

AD2 EBLG ADC.02

AIRAC AMDT 05/2010

01 JUL 2010


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-GMC.01


01 JUL 2010


AIP BELGIUM AND G.D. LUXEMBOURG AD2 EBLG AOC.0110 MAR 2011

RWY 05R / 23L

TYPE A (OPERATING LIMITATIONS)

AERODROME OBSTACLE CHART - ICAOM

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PUBLISHED BY AIS - BRUSSELS / BELGIUM - UNDER THE RESPONSABILITY OF S.P.W. (Région Wallonne) Date of survey : 2007 for 23L departure and 2010 for 05R departure

MAGNETIC VARIATION 0°W 2005

DIMENSIONS AND HEIGHTS IN METRES

DECLARED DISTANCES

LANDING DISTANCE AVAILABLE

ACCELERATE STOP DISTANCE AVAILABLE

TAKE-OFF DISTANCE AVAILABLE

TAKE-OFF RUN AVAILABLE

RWY 23LRWY 05R

3690

3690

3690

3690

3690

3690

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300

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200

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Pole, antenna, chimney, tower

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AIP BELGIUM AND G.D. LUXEMBOURG

AERODROME OBSTACLE CHART - ICAOTYPE A (OPERATING LIMITATIONS)

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DECLARED DISTANCES

LANDING DISTANCE AVAILABLE

ACCELERATE STOP DISTANCE AVAILABLE

TAKE-OFF DISTANCE AVAILABLE

TAKE-OFF RUN AVAILABLE

RWY 23RRWY 05L

AMENDMENT RECORD

Nr DATE ENTERED BYLEGEND

Building or large structure

Railroad

Identification number

Pole, antenna, chimney, tower

Tree or shrub

Obstacle area penetrating obstacle plane

300 200 100 0

05001000 1000

500

2000 3000

1000

4000 5000 6000 7000

1500 2000

8000 9000 10000

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MAGNETIC VARIATION 0°W 2005

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1 : 1 500

400

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300

250

200

150

100

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0 0

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DIMENSIONS AND HEIGHTS IN METRES

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21 OCT 2010


DIMENSIONS IN METRESELEVATION IN METRES

AIP Belgium and G.D. of Luxembourg AD 2.EBLG-PATC.0131 JUL 2008


PRECISION APPROACH TERRAIN CHART - ICAO LIÈGE / LiègeRWY 05R

Surveying agency: CICADE S.A. (date of survey: 22 SEP 2007)

HORIZONTAL SCALE 1:3500VERTICAL SCALE 1:350

CONTOURS AND HEIGHTS ARE RELATEDTO ELEVATION OF RWY THR

LEGENDBuilding or large structure

Fence

Railroad

Contour

Centre line profile

Approach lights

Pole or antenna

Tree or shrub

-8

-18

-16

-14

-12

-10

-8

-6

-4

-2

0

2

4

6

8

10

12

14

0 100 200 300 400 500 600 700 800 900 1000 1100 1200

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-10

-8

-6

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0

2

4

6

8

10

12

14

0

10

20

30

40

50

-10

-20

-30

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-50

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vertical scalein feet

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0

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0 100 200 300 400 500 600 700 800 900 1000 1100 1200-18

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0

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20

30

40

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Vertical Scalein feet

Mobile obstructionMobile obstruction

AD 2 EBLG-PATC.02 13 JAN 2011

PRECISION APPROACH TERRAIN CHART - ICAO

AIP Belgium and G.D. of Luxembourg

© BELGOCONTROL AIS, 2010

Surveying agency: CICADE S.A. (date of survey: 20 SEPT 2010)

DIMENSIONS IN METRESHEIGHTS IN METRES

LIEGE / Liège RWY 23L

AIRAC AMDT 01/2011

D

D D D

D

D

DD

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D

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DD

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DIMENSIONS IN METRESELEVATION IN METRES

AIP Belgium and G.D. of Luxembourg AD 2.EBLG-PATC.0331 JUL 2008


PRECISION APPROACH TERRAIN CHART - ICAO LIÈGE / LiègeRWY 23R

Surveying agency: CICADE S.A. (date of survey: 22 SEP 2007)




Fence

Railroad

Contour

Centre line profile

Approach lights

Pole or antenna

Tree or shrub

-8

-18

-16

-14

-12

-10

-8

-6

-4

-2

0

2

4

6

8

10

12

14

0 100 200 300 400 500 600 700 800 900 1000 1100 1200-18

-16

-14

-12

-10

-8

-6

-4

-2

0

2

4

6

8

10

12

14

0

10

20

30

40

50

-10

-20

-30

-40

-50

-60

vertical scalein feet

!

mobileobstruction


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-MISC.01


01 JUL 2010



AIP Belgium and G.D. of Luxembourg AD 2.EBLG-STAR.01

© BELGOCONTROL AIM

12 JAN 2012

AIRAC AMDT 01/2012


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-STAR.02

© BELGOCONTROL AIM

12 JAN 2012

AIRAC AMDT 01/2012


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-SID.01

© BELGOCONTROL AIM

12 JAN 2012

AIRAC AMDT 01/2012


AIP Belgium and G.D. of Luxembourg AD 2.EBLG-SID.02

© BELGOCONTROL AIM

12 JAN 2012

AIRAC AMDT 01/2012











Documents

EBLG — LIÈGE / Liègeaeroports.wallonie.be/opencms/export/sites/be... · EBLG — LIÈGE / Liège EBLG AD 2.1 AERODROME LOCATION INDICATOR AND NAME EBLG — LIÈGE / Liège EBLG