48 AIRLINER WORLD SEPTEMBER 2017
once again with another direct routing,
this time to WOODY near the Dutch
airport of Woensdrecht and an entry
point into Belgian airspace.
It’s not long before the crew starts
planning for the arrival into its Brussels
base. They pick up the latest ATIS as we
cross the Netherlands, confirming that
radar vectors to “simultaneous
dependent ILS approach for Runways
25 Left and 25 Right” are in use.
Passing our top of descent point,
Amsterdam ACC clears us down to
FL260 and directs us towards Antwerp.
The Avro’s windscreen wipers begin to
accrue ice as we pass FL150, a timely
reminder to the crew to activate the jet’s
anti-ice systems.
Our handover to Brussels ATC is
swiftly followed by a revised clear-
ance to the Bruno VOR and further
descent to FL110 as we’re positioned
for an approach to Runway 25L. The
crew requests to switch to the parallel
Runway 25R which, although currently
in use for departures, is significantly
closer to our expected parking position
and will save the need for a long taxi.
Fortunately for us there’s relatively few
outbound flights from the Belgian
capital at this time of day, so ATC
approves the request and reissues our
approach clearance.
The crew proceeds with a quickupdate, covering the revised procedure,
new ILS and NDB frequencies, updated
heading and course, and the new
missed approach briefing.
De Ridder reduces the speed back
to 250kts and, once the updated wind
direction and speed are received,
recalculates the landing speeds – this
entails adding an extra 3kts, half of the
reported gusting wind. The landing
checklist is completed shortly after-
wards, and the flaps are set to 24°.
The approach is smooth once again
and the Avro touches down gently on
Runway 25R. Slowing through 80kts,
the first officer hands control of the
column to Sanczuk and moves his
hands from the yoke to the tiller, using
nosewheel steering to keep the aircraft
on the centreline.
We vacate left across the outer bravo
taxiway and sidle into stand 144 on the
northernmost pier where the crew
performs an ‘overspeed shutdown’ of
the engines. This task, which must be
completed daily, tests the LF507-1F’s
overspeed protection system, which
is designed to automatically cut off
the fuel supply if the fan speed
reaches 104%.
What is most likely my final Avro flight
with Brussels Airlines ends with an
on-time arrival, much like the countless
others before it. The round trip to
Bromma was a fantastic opportunity to
see the remarkable RJ100 at its best, but
deplaning from the aircraft I can help
but feel a tinge of sadness. I suspect I’m
not alone; the jet has proven itself to be
a dependable workhorse that spear-
headed the Belgian national airline’s
revival from bankruptcy to respected
flag carrier.The author would like to thank
Captain Michaël Sanczuk, First
Officer Tom De Ridder and Brussels
Airlines Vice President Media
Relations/Communications
Geert Sciot for their help in
producing this article.Homeward bound: Flight
SN2306 routed initially
to the Alsie VOR close
to the Danish-German
border before joining
the UN872 airway
southwest towards its
final destination.Cleared to land: Though
Runway 25L is in use
at Brussels, the crew
asks to switch to the
parallel Runway 25R,
which saves the need
for a long taxi back to
the parking stand.Avro sunset: Brussels
Airlines’ RJ100s are
very much in their
twilight years with
the last example of a
once 26-strong fleet
due to operate its final
service on October 28.
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