VFR through Belgium - Military airspace/danger zones
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VFR through Belgium - Military airspace/danger zones
I am planning a VFR flight from London/UK to Frankfurt/Germany. The shortest routing would take me through Belgium and my planned routing through Belgium is roughly LEQ-GSY-TAU with slight deviations from the direct route to avoid the EBBR TMA.
My main questions are:
- I have read that Belgian ATC is generally quite helpful and open to light VFR aircraft crossing class C airspace. Would this also apply to the EBCI (Charleroi) TMA, especially at lower altitudes (say at 3000 MSL) given the expected lower cloud bases in autumn?
- There are many restricted and danger areas (EB-D, EB-R) and also TSAs/TRAs. Some of these areas are activated by NOTAM so it is possible to check their status beforehand. There are others that are not announced by NOTAM. How often are these areas generally active? Given the huge amount of restricted areas in the south of Belgium and the fact that a large portion of the remainder of the airspace are taken up by TMAs around EBCI, EBBR and EBLG, how does anyone manage any sensible flying?
I am therefore looking for advice about whether I should avoid Belgium altogether and take a more southern route through France which has much less restricted airspace.
For Belgium, is there any other good routing that someone can recommend?
Many thanks in advance!
Regards,
Wolfgang Bardorf
My main questions are:
- I have read that Belgian ATC is generally quite helpful and open to light VFR aircraft crossing class C airspace. Would this also apply to the EBCI (Charleroi) TMA, especially at lower altitudes (say at 3000 MSL) given the expected lower cloud bases in autumn?
- There are many restricted and danger areas (EB-D, EB-R) and also TSAs/TRAs. Some of these areas are activated by NOTAM so it is possible to check their status beforehand. There are others that are not announced by NOTAM. How often are these areas generally active? Given the huge amount of restricted areas in the south of Belgium and the fact that a large portion of the remainder of the airspace are taken up by TMAs around EBCI, EBBR and EBLG, how does anyone manage any sensible flying?
I am therefore looking for advice about whether I should avoid Belgium altogether and take a more southern route through France which has much less restricted airspace.
For Belgium, is there any other good routing that someone can recommend?
Many thanks in advance!
Regards,
Wolfgang Bardorf
Lieber Wolfgang,
As an ultralight flier I am not allowed in controlled airspace so I am not ideally placed to answer. Still here goes for what it is worth:
-) I have never heard of any NOTAM unavailable on the Belgocontrol site... what makes you believe some NOTAM's are not to be found through the internet?
-) EBCI is generally a calm place, they should have time for you. Also, as they get some airline operations their English should be OK. They have been known to accept even ultralights in their CTR.
-) Much the same should go for EBLG though I am even less acquainted with them. Somewhat curiously, this a/d and airspace are controlled by the military at certain times, making it class D, the rest of the time Belgocontrol is in charge and it becomes class C. I don't think it matters much, but again, I have no experience.
-) Danger and restricted areas are mostly limited in altitude, not much of a problem to your flight.
-) whenever TSA's and military CTR's and TMA's are activated, they are often all together. Typically this happens for several subsequent days, sometimes even a whole week, with varying hours for each day, but only on working days. Be aware we have very many holidays in Belgium, i.e. november 1st, 2nd, and 11th.
-) If and when military activity occurs, and their zones and areas are active, I have always known ATC to say so, even when not asked.
-) Routing LEQ-GSY, below 4500' you would enter Belgium in uncontrolled airspace, making Brussels Information on 126.900 your first contact. Time and again I found this service very polite, correct and helpful, but the frequency is quite busy at times, especially in weekends with fair weather. If they don't tell you by themselves, you can certainly ask them for the activation status of any zone or area, they'll cheerfully assist you. I have known them to vector the occasional poor PPL student who got lost on his first solo cross-country, too.
-) from LEQ to GSY there's few if any issues, in the weekend there are gliders at EBTY Maubray but AFAIK they have no winch launches so you could even pass overhead and wave goodbye... EBCV Chičvres is operated by the USAF! inactive in the weekend and very calm otherwise but nearby SHAPE is somewhat sensitive, do check and respect their EB-R02.
-) past GSY terrain goes up, mind your altitude above ground! Namur EBNM is very busy in the weekend, including paradrop from FL 120 or so and don't count on them speaking English.
Feel free to PM for additional info.
As an ultralight flier I am not allowed in controlled airspace so I am not ideally placed to answer. Still here goes for what it is worth:
-) I have never heard of any NOTAM unavailable on the Belgocontrol site... what makes you believe some NOTAM's are not to be found through the internet?
-) EBCI is generally a calm place, they should have time for you. Also, as they get some airline operations their English should be OK. They have been known to accept even ultralights in their CTR.
-) Much the same should go for EBLG though I am even less acquainted with them. Somewhat curiously, this a/d and airspace are controlled by the military at certain times, making it class D, the rest of the time Belgocontrol is in charge and it becomes class C. I don't think it matters much, but again, I have no experience.
-) Danger and restricted areas are mostly limited in altitude, not much of a problem to your flight.
-) whenever TSA's and military CTR's and TMA's are activated, they are often all together. Typically this happens for several subsequent days, sometimes even a whole week, with varying hours for each day, but only on working days. Be aware we have very many holidays in Belgium, i.e. november 1st, 2nd, and 11th.
-) If and when military activity occurs, and their zones and areas are active, I have always known ATC to say so, even when not asked.
-) Routing LEQ-GSY, below 4500' you would enter Belgium in uncontrolled airspace, making Brussels Information on 126.900 your first contact. Time and again I found this service very polite, correct and helpful, but the frequency is quite busy at times, especially in weekends with fair weather. If they don't tell you by themselves, you can certainly ask them for the activation status of any zone or area, they'll cheerfully assist you. I have known them to vector the occasional poor PPL student who got lost on his first solo cross-country, too.
-) from LEQ to GSY there's few if any issues, in the weekend there are gliders at EBTY Maubray but AFAIK they have no winch launches so you could even pass overhead and wave goodbye... EBCV Chičvres is operated by the USAF! inactive in the weekend and very calm otherwise but nearby SHAPE is somewhat sensitive, do check and respect their EB-R02.
-) past GSY terrain goes up, mind your altitude above ground! Namur EBNM is very busy in the weekend, including paradrop from FL 120 or so and don't count on them speaking English.
Feel free to PM for additional info.
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When I used to fly VFR down there, I never had any trouble in Belgium. They used to give me a transit of their Class C, at say FL085, sometimes with vectors to avoid traffic, etc. A breath of fresh air compared to the ultra-rigid UK system.
Unfortunately one cannot rely on this treatment, definitely not in much of Europe, which is why with VFR one needs to have a Plan B which is a route wholle outside CAS, and a decent GPS which allows one to execute that plan in a hurry if the next CAS transit is refused.
Germany was easy too.
Unfortunately one cannot rely on this treatment, definitely not in much of Europe, which is why with VFR one needs to have a Plan B which is a route wholle outside CAS, and a decent GPS which allows one to execute that plan in a hurry if the next CAS transit is refused.
Germany was easy too.
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I have been that way many times. Look at the chart and it seems daunting .. .. .. but it is not. Your route is fine. You will get an excellent service across the whole of Belgium. Let them know over the radio your route and ask Belg. military if they will clear you direct. Almost certainly they will or they will ask you to avoid a particular area - it really is that simple. It is perfect for skud running 
but just watch for the odd tall mast - everything else is flat - very flat! Last time I was that way I went to Worms (south west of Frankfurt) which was a delightful GA airport.
but just watch for the odd tall mast - everything else is flat - very flat! Last time I was that way I went to Worms (south west of Frankfurt) which was a delightful GA airport.
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I have been that way a lot of times as well, but not since last year. I've always found the ATC very helpfull, even to the extent of allowing VFR inside their zones if avoiding bad weather.
IO540 will probably be along any minute now though to accuse me of lying ( again).
IO540 will probably be along any minute now though to accuse me of lying ( again).
It's much easier than it looks - and close perusal of the heights limits will show you that you can frequently go beneath or above (ie 1000' or 4000').
Our plane is based in EBCI, very helpful and professional.
Safe flights, Sam.
Our plane is based in EBCI, very helpful and professional.
Safe flights, Sam.
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Thank you for all the helpful replies and the different perspectives.
So to summarise:
- VFR transit of Belgian controlled airspace is normally not a major issue, including through the EBCI TMA and even CTR, ATC will accommodate your transit request; however (obviously), have a plan B in mind
- Belga (Mil) Radar can help you navigate around any military activities
Remaining question I have is: How often are the TSAs/TRAs really active? I have noticed that Elsenborn TSA and the danger zone (I think that's EB-D6A, I don't have the map to hand right now) are often active for short periods of time, this is announced through NOTAM. I notice from the Belgian AIP though that there are many other TSAs that can be activated and that their activation apparently is not announced through NOTAM. One example is the TSA just sitting above EBCI. Are these really active on a frequent basis or are these placeholders in the map for areas that be activated if there is any large military operation/training taking place, which would be more infrequent?
Regards,
Wolfgang Bardorf
So to summarise:
- VFR transit of Belgian controlled airspace is normally not a major issue, including through the EBCI TMA and even CTR, ATC will accommodate your transit request; however (obviously), have a plan B in mind
- Belga (Mil) Radar can help you navigate around any military activities
Remaining question I have is: How often are the TSAs/TRAs really active? I have noticed that Elsenborn TSA and the danger zone (I think that's EB-D6A, I don't have the map to hand right now) are often active for short periods of time, this is announced through NOTAM. I notice from the Belgian AIP though that there are many other TSAs that can be activated and that their activation apparently is not announced through NOTAM. One example is the TSA just sitting above EBCI. Are these really active on a frequent basis or are these placeholders in the map for areas that be activated if there is any large military operation/training taking place, which would be more infrequent?
Regards,
Wolfgang Bardorf
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As a very general statement, military areas are rarely actually active but (esp. in France) the military tend to pretend they are active because they know they will otherwise eventually lose them. So ATC will keep you out of there even if there is no real reason.
If you look at the airway network, you see how the military areas define where the airways go (or vice versa).
If the military areas were removed, the whole low level airway network would be transformed.
If you look at the airway network, you see how the military areas define where the airways go (or vice versa).
If the military areas were removed, the whole low level airway network would be transformed.
One aspect that wasn't mentioned yet: penalties are far worse in France. A friend of mine mishappened to enter the prohibited zone around one French nuclear power plant (they all have one!), and when he landed and stopped his engine the next thing he saw was the gendarmerie van stopping next to his plane. I never dared ask him how much he had to pay.
OTOH I never heard anyone was actively prosecuted for violating forbidden airspace in Belgium - which I do NOT mean as an invitation to come along and blunder anywhere you have a mind, though. But this country IS tolerant of mistakes, generally.
So yes, you certainly must have a plan B ready, as any pilot should, always and everywhere. But France isn't always the best, and it certainly has its own restrictions.
OTOH I never heard anyone was actively prosecuted for violating forbidden airspace in Belgium - which I do NOT mean as an invitation to come along and blunder anywhere you have a mind, though. But this country IS tolerant of mistakes, generally.
So yes, you certainly must have a plan B ready, as any pilot should, always and everywhere. But France isn't always the best, and it certainly has its own restrictions.
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Wolfgang,
On the extremely rare occasions that I have been refused transit through particular airspace (due TRA activity) ATC, both civil (Brussels) and military (Beauvechain) not only provided an alternative, but provided positive control to get me back on track. The service provided to VFR is second to none in Belgium; you should have no problems getting transits as required. What route is your plan A and I'll have a look at it, if you like.
On the extremely rare occasions that I have been refused transit through particular airspace (due TRA activity) ATC, both civil (Brussels) and military (Beauvechain) not only provided an alternative, but provided positive control to get me back on track. The service provided to VFR is second to none in Belgium; you should have no problems getting transits as required. What route is your plan A and I'll have a look at it, if you like.
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The penalties for the French nuclear TRAs have been variously reported at 10k euros and/or confiscation of the aircraft.
I have no idea whether this is true, and I have never heard of anybody getting such a fine. Is there any supporting evidence?
In 2003 I busted a French nuclear TRA. This was when the old UK notam website NATS | AIS was barely usable and they did not appear on there. They also did not appear on the then current IGN charts (and did not appear on them for a further year). I never realised anything, landed in the UK, heard nothing for 5 months, and then got a letter from the UK CAA asking me who the pilot was on the flight, etc, saying the French asked the CAA to prosecute me.
I had long ago chucked out my flight notes but did recall French ATC asking me lots of details about me (name, etc) at the time, while never indicating why they wanted to know.
I asked the CAA to obtain the radar trace, which showed that I was indeed under a radar service, with a discrete non-7000 squawk.
It was fairly obvious that French ATC saw me all along, did nothing about it, and afterwards somebody blew his top...
To cut a long story short, the CAA agreed there were serious notam issues, and sent me an extremely stroppy letter, signed by some Rear Admiral with a massive fountain pen and a double-barreled name, and told the French that they dealt with it. This I thought was pretty good of them.
Later that year, but before I got the initial CAA contact letter above, I flew the same route but luckily above the 1000m (3200ft) AGL TRA ceiling. This time, ATC were much more on the ball and suggested a change of route, taking me several miles away from the TRA edge, just to be sure... but I already knew of the TRA, from the SIA charts.
Got to be careful down there
I have no idea whether this is true, and I have never heard of anybody getting such a fine. Is there any supporting evidence?
In 2003 I busted a French nuclear TRA. This was when the old UK notam website NATS | AIS was barely usable and they did not appear on there. They also did not appear on the then current IGN charts (and did not appear on them for a further year). I never realised anything, landed in the UK, heard nothing for 5 months, and then got a letter from the UK CAA asking me who the pilot was on the flight, etc, saying the French asked the CAA to prosecute me.
I had long ago chucked out my flight notes but did recall French ATC asking me lots of details about me (name, etc) at the time, while never indicating why they wanted to know.
I asked the CAA to obtain the radar trace, which showed that I was indeed under a radar service, with a discrete non-7000 squawk.
It was fairly obvious that French ATC saw me all along, did nothing about it, and afterwards somebody blew his top...
To cut a long story short, the CAA agreed there were serious notam issues, and sent me an extremely stroppy letter, signed by some Rear Admiral with a massive fountain pen and a double-barreled name, and told the French that they dealt with it. This I thought was pretty good of them.
Later that year, but before I got the initial CAA contact letter above, I flew the same route but luckily above the 1000m (3200ft) AGL TRA ceiling. This time, ATC were much more on the ball and suggested a change of route, taking me several miles away from the TRA edge, just to be sure... but I already knew of the TRA, from the SIA charts.
Got to be careful down there
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A few notes for you
Charleroi is quite busy with Ryanair and several flying schools, they might send you via the VRP's or better vector you. I think it's best to stay high but watch on your sector LEQ-GSY as near Chievres the Brussels TMA starts at 2500ft
Liege is never a problem to cross, during daytime is not very busy
East of SPI you will have the check if the Elsenborn areas (TSA28,D04 etc) are active as the military fly their UAV's there and I don't think they will let you cross it if they are flying. Normally these times are published in the Belgian notams
Best is to speak with Belga radar (Military FIS) 129.325 in this area
If the weather is good you could also fly higher, routing something lik KOK-MAK-HUL-LNO through the Brussels TMA, normally this is no problem but I think they prefer you fly at least FL70. Just ask Ostend approach (if you fly through their TMA) or Brussels info that they coordinate a crossing
If you have any other question just ask
Grts from Belgium
Charleroi is quite busy with Ryanair and several flying schools, they might send you via the VRP's or better vector you. I think it's best to stay high but watch on your sector LEQ-GSY as near Chievres the Brussels TMA starts at 2500ft
Liege is never a problem to cross, during daytime is not very busy
East of SPI you will have the check if the Elsenborn areas (TSA28,D04 etc) are active as the military fly their UAV's there and I don't think they will let you cross it if they are flying. Normally these times are published in the Belgian notams
Best is to speak with Belga radar (Military FIS) 129.325 in this area
If the weather is good you could also fly higher, routing something lik KOK-MAK-HUL-LNO through the Brussels TMA, normally this is no problem but I think they prefer you fly at least FL70. Just ask Ostend approach (if you fly through their TMA) or Brussels info that they coordinate a crossing
If you have any other question just ask
Grts from Belgium
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Wolfgang,
We fly exactly this route (SE England to/from Frankfurt) very often, and I can only echo the comments of other above: on closer inspection the airspace is not as complex as it looks at first, and Belgian ATC are wonderfully helpful.
BTW we use EDFB Reichelsheim airfield near Frankfurt - which do you plan to use?
We have a standard company route which we use (ferry flying of new WT9 Dynamic aircraft to/from their factory in Slovakia), I have flown it myself 4 times and we have recently sent a fairly low hours person to bring an aircraft back along it. Having a precise, standard route is very helpful in making sure anyone can just take the maps and fly it (with a suitable briefing). In terms of the route through Belgium, we use the following (if you are interested, I can get the lat/longs from the GPS):
Cap Gris Nez (France)
Wind turbines W of Halle
HUL
(Week days only; road junction NE of Lunbeek)
FLO
Point near Roetgen (Germany)
This keeps us out of all restricted airspace (caution height restrictions), requiring only a transit of the Beauvechain CTR (which is only active on weekdays, and we always get without any problem - it is an airbase for training on light aircraft only.
I am sure you will have no problems in Belgium. Let us all know what route you choose, and how it goes!
Safe landings,
Nick
We fly exactly this route (SE England to/from Frankfurt) very often, and I can only echo the comments of other above: on closer inspection the airspace is not as complex as it looks at first, and Belgian ATC are wonderfully helpful.
BTW we use EDFB Reichelsheim airfield near Frankfurt - which do you plan to use?
We have a standard company route which we use (ferry flying of new WT9 Dynamic aircraft to/from their factory in Slovakia), I have flown it myself 4 times and we have recently sent a fairly low hours person to bring an aircraft back along it. Having a precise, standard route is very helpful in making sure anyone can just take the maps and fly it (with a suitable briefing). In terms of the route through Belgium, we use the following (if you are interested, I can get the lat/longs from the GPS):
Cap Gris Nez (France)
Wind turbines W of Halle
HUL
(Week days only; road junction NE of Lunbeek)
FLO
Point near Roetgen (Germany)
This keeps us out of all restricted airspace (caution height restrictions), requiring only a transit of the Beauvechain CTR (which is only active on weekdays, and we always get without any problem - it is an airbase for training on light aircraft only.
I am sure you will have no problems in Belgium. Let us all know what route you choose, and how it goes!
Safe landings,
Nick
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Again, many thanks for the quick replies!
The route that I am planning to take is:
LYD-LEQ-EBSG-GSY-SANKTVITH-TAU
Depending on weather (I do not have an IR rating), FL75 or obviously much much lower, this means that I will need to transit Lille TMA and Charleroi TMA (if below FL55) but will avoid Brussels TMA altogether. I also need to watch out for EB D-26 on the way.
I am not too concerned about Lille Lesquin as it is not a terribly busy airport and I have had very good experiences transitting controlled airspace in France, based on the feedback I received I hope that transitting Charleroi airspace should be fine too. The 'plan B' deviation would be to route south of the control zone at a lower altitude but keeping a close watch on avoiding EB R-06B.
Alternatively, what do you think about routing LEQ-CIV-SPI-TAU? This would take me through the Brussels TMA but I cannot imagine too much traffic at low levels, especially given that my route will still be quite far away EBBR.
For those who asked, I am planning to fly to Mainz/Finthen (EDFZ), I used to do a lot of flying around Frankfurt/Egelsbach (EDFE).
Regards,
Wolfgang
The route that I am planning to take is:
LYD-LEQ-EBSG-GSY-SANKTVITH-TAU
Depending on weather (I do not have an IR rating), FL75 or obviously much much lower, this means that I will need to transit Lille TMA and Charleroi TMA (if below FL55) but will avoid Brussels TMA altogether. I also need to watch out for EB D-26 on the way.
I am not too concerned about Lille Lesquin as it is not a terribly busy airport and I have had very good experiences transitting controlled airspace in France, based on the feedback I received I hope that transitting Charleroi airspace should be fine too. The 'plan B' deviation would be to route south of the control zone at a lower altitude but keeping a close watch on avoiding EB R-06B.
Alternatively, what do you think about routing LEQ-CIV-SPI-TAU? This would take me through the Brussels TMA but I cannot imagine too much traffic at low levels, especially given that my route will still be quite far away EBBR.
For those who asked, I am planning to fly to Mainz/Finthen (EDFZ), I used to do a lot of flying around Frankfurt/Egelsbach (EDFE).
Regards,
Wolfgang
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Your alternative would nog be granted should rwy 02/07 be in use at EBBR.
Your first idea is best, but you'll have to pick an IFR-level (see AIP).
Will you be flying in the week or weekend ?
Your first idea is best, but you'll have to pick an IFR-level (see AIP).
Will you be flying in the week or weekend ?
