| IATA/ICAO CODE: |
BRS/EGGD |
| CITY: |
Bristol |
| COUNTRY: |
UK |
AIRPORT CONTACT
No changes reported by the
airport in 2009
Verify information below with the airport.
| Name: |
Kevin Cooper |
| Title: |
Aviation Operations Manager |
| Airport: |
Bristol International |
Address:
|
Bristol BS48 3DY
UK |
| Phone: |
+44 1275 473 633 |
| Fax: |
+44 870 1244 747 |
| Email: |
kcooper@bristolairport.com |
| Airport Web Site: www.bristolairport.com |
ELEVATION: 622 ft.
| RUNWAY
INFORMATION |
| Orientation |
Length (m) |
Displaced
Threshold (m) |
Glide Slope(deg) |
Width (m) |
| 09 |
2011 |
- |
3 |
45 |
| 27 |
2011 |
120m |
3 |
45 |
NOISE ABATEMENT PROCEDURES
| a. Bristol Airport is subject to Local Authority
Planning Requirements, from 2300-0700 (local). Except in the case
of aircraft in distress, all take-offs and landings between these
hours are subject to prior application being made to the Aviation
Operations Manager, Tel: 01275-473568.
b. The following procedures may be departed from only to the
extent for avoiding immediate danger and for complying with ATC
instructions.
i - Operations of all aircraft using the airport are to ensure
that their aircraft conform to the noise abatement techniques
laid down for the type of aircraft and that operations are conducted
in a manner calculated to cause the least disturbance practicable
in
areas surrounding the airport.
ii - Jet aircraft must not join the final approach track at
a height of less than 2100 ft (QNH).
iii - Propeller driven aircraft of more than 5700 kg MTWA
must not join the final approach track at a height of less than
1600 ft (QNH).
c. Unless otherwise instructed by ATC, aircraft using the ILS
in IMC or VMC shall not descend below the height specified in
i or iii above before intercepting the glide path nor thereafter
fly below it. Aircraft approaching without assistance from ILS
or radar shall follow a descent path which will not result in
its being at any time lower than the approach path which would
be followed by an aircraft using the ILS glide path.
d. The Noise Preferential Routeings (NPR) given below are compatible
with ATC requirements and shall apply in both VMC and IMC. The
tracks are to be flown by all departing jet aircraft and those
propeller driven aircraft of more than 5700 kg maximum certificated
weight, unless otherwise instructed by ATC, or unless deviations
are required in the interests of safety.
The NPRs are incorporated in ATC Standard Instrument Departure
procedures (SIDs).
|
| Runway 09 |
Climb straight ahead to I-BON 4.7 nm DME to be no lower than 3000
ft QNH at this point before commencing the turn. |
| Runway 27 |
Climb straight ahead to I-BTS 4.5 nm DME to be no lower than 3000
ftQNH at this point before commencing the turn. |
| The obligations of NPRs cease when
an altitude of 4000 ft QNH or above has been reached.
e. Jet aircraft and propeller driven aircraft of more than 5700
kg maximum certificated weight making visual approaches to Runway
27 shall intercept
final approach track at:
i Not less than 3 DME, from the North;
ii Not less than 4 DME, from the South.
f. Additionally, when departing Runway 09 and requiring to turn
left, all other aircraft shall, in order to avoid Felton Village
0.75 nm East North East, climb straight ahead to 1 DME before
commencing the left turn.
g. Continuous Descent Approaches
Subject to ATC instructions, inbound aircraft are to maintain
as high an altitude as practical and adopt a continuous descent
profile, when appropriate. ATC will advise pilots of an estimate
of the track distance to run to touchdown as soon as possible
after first call on the approach frequency.
h. Pilots and engineers should restrict the use of Auxiliary
Power Units (APU) to the minimum tine necessary.
|
CONTINUOUS DESCENT
APPROACHES (CDA)
g. Continuous Descent Approaches
Subject to ATC instructions, inbound aircraft are to maintain as
high an altitude as practical and adopt a continuous descent profile,
when appropriate. ATC will advise pilots of an estimate of the track
distance to run to touchdown as soon as possible after first call
on the approach frequency. |
AIRPORT CURFEWS
| Aircraft Noise
Quota Count System
(a) Definitions
'airport manager' means the person (or persons) for the time being,
having the management of Bristol Airport or persons authorized
by such person or persons;
'maximum certificated weight' means the maximum landing weight
or the maximum take-off weight, as the context may require, authorized
in the certificate of airworthiness of an aircraft; 'the Notice'
means the London/Heathrow, London/Gatwick and London/Stansted
Airports Noise Restriction (No. 2) Notices 1994 as from time to
time amended or any subsequent Notice made under section 78 of
the Civil Aviation Act 1982 or any re-enactment, with or without
modification, of that section;
'quota' means the maximum permitted total of the quota counts
of all aircraft taking off from or landing at Bristol Airport
in question during any one season between 2330 and 0600, and
'quota count' means the amount of the quota assigned to one take-off
or to one landing by any such aircraft, this amount being related
to its noise classification as specified below;
'the summer season' means the period of British Summer Time in
each year as fixed by or under the Summer Time Act 1972, and 'the
winter season' means the period between the end of British Summer
Time in one year and the start of British Summer Time in the year
next following.
(b) For the purposes of this system:
(i) the noise classification of any aircraft shall be that
set out in the Schedule of the Notice
(ii) subject to sub-paragraph (iii), the quota count of an
aircraft on take-off or landing shall be calculated on the basis
of the noise classification for that aircraft on take-off or
landing, as follows:
|
| Noise
Classification |
Quota
Count |
| less than 90 EPNdB |
0.5 |
| 90 - 92.9 EPNdB |
1 |
| 93 - 95.9 EPNdB |
2 |
| 96 - 98.9 EPNdB |
4 |
| 99 - 101.9 EPNdB |
8 |
| Greater than 101.9 EPNdB |
16 |
| Certification noise levels (EPNLs)
will be used: |
Takeoff
|
(Takeoff+Sideline)/2 for Chapter3
((Takeoff+Sideline)/2)+1.75 for Chapter 2 |
| Approach |
Approach - 9 |
(iii) exempt aircraft are -
(A) those jet aircraft with a maximum certificated weight
not exceeding 11,600 kg and
(B) those propeller aircraft, which on the basis of their
noise data are classified at less than 87 EPNdB and which
are indicated as exempt in Part 2 of the Schedule to the Notice.
The taking off or landing of such aircraft shall not count
towards the quota.
(c) For the purposes of this system, an aircraft shall be deemed
to have taken off, or landed at the time recorded by the Air Traffic
Control Unit of Bristol Airport.
(d) This system shall take effect at the start of the first full
season commencing after the date on which the development becomes
operational. Subject to the following provisions of this condition,
the quota for the summer season shall be 1260, and the quota for
the winter season shall be 900.
(e) An aircraft with a quota count of 4 shall not -
(i) be scheduled to take off or land during the period 2300
to 0600;
(ii) be permitted to take off during the period 2300 to 0600,
except in the period 2300 to 2330 in circumstances where:
(A) it was scheduled to take off prior to 2300, and
(B) take-of was delayed for reasons beyond the control of
the aircraft operator.
(f) An aircraft with a quota count of 8 or 16 shall not -
(i) be scheduled to take off or land during the period 2300-0700;
(ii) be permitted to take off in the period 2300 to 0700, except
in the period 2300 to 2330 in circumstances where:
(A) it was scheduled to take off prior to 2300, and
(B) take-off was delayed for reasons beyond the control of
the aircraft operator.
(g) An aircraft shall not be permitted to take off or be scheduled
to land during the period 2330 to 0700 where:
(i) the operator of the aircraft has not provided (prior to
its take-off or prior to its scheduled landing time as appropriate)
sufficient information to enable the airport manager to verify
its noise classification and thereby its quota count; or
(ii) the operator claims that the aircraft is an exempt aircraft,
but does not, on the evidence available to the airport manager,
appear to be an exempt aircraft.
(h) If a quota specified in paragraph (d) is exceeded by up to
10% in any one season, the quota for the season next following
shall be reduced by the amount of that excess.
(i) If that quota is exceeded by 10% or more in any one season,
the quota for the season next following shall be reduced by the
amount of the excess up to 10% plus twice the amount of the excess
over 10%.
(j) If any part of that quota remains unused in any one season,
the amount of the short fall up to a maximum of 10% shall be added
to the quota for the season next following.
(k) This system shall not apply to any take-off or landing which
is made:
(i) where the Airport Manager decides, on reasonable grounds,
to disregard for the purpose of this condition a take-off or
landing by a flight carrying or arriving to collect cargoes,
such as medical supplies required urgently for the relief of
suffering, but not cargoes intended for humanitarian purposes
where there is no special urgency.
(ii) where the Airport Manager decided to disregard for the
purposes of this condition a take-off or landing in any of the
following circumstances:
(A) delays to aircraft which are likely to lead to serious
congestion at the aerodrome or serious hardship or suffering
to passengers or animals;
(B) delays to aircraft resulting from widespread and prolonged
disruption of air traffic;
(C) where an aircraft, other than an aircraft with a quota
count of 8 or 16, is scheduled to land after 0630 but lands
before 0600;
Provided that for the avoidance of doubt, where an aircraft
is scheduled to land between 0600 and 0630 hours, but lands
before 0600, that landing shall count towards the quota. If
shall be the duty of the Airport Manager to notify the local
planning authority in writing, within one week from its occurring,
of any occasion (whether a single occasion or one of a series
of occasions) to which this paragraph applies.
(iii) This system shall not apply to any take-off or landing
which is made in an emergency consisting of an immediate danger
to life or health, whether human or animal.
The Airport Manager shall provide at the end of every season
a report to the local planning authority and to all other members
of the airport consultative committee on the usage of the quota.
|
PREFERENTIAL RUNWAYS
| Noise sensitive area 3-4NM ENE of Airport. |
OPERATING QUOTA
| The total Seasonal Quota is 1260 points (summer), 900 (winter).
See airport curfew for details. |
ENGINE RUN-UP RESTRICTIONS
| Ground running of aircraft engine is not to be carried out
between 2330-0600(local), except that in the case of an aircraft
which is scheduled to depart at or before 0800 local, essential
ground running may be carried out for periods not exceeding:
a) 2 minutes at full power
b) 5 minutes at 50% power or less
c) 10 minutes at idle power
Except for run at idle power aircraft should be positioned on
the threshold of RWY 09 or in the vicinity of 09 holding area
on TWY G. |
APU OPERATING RESTRICTIONS
It is expected that running of APU/GPU's or similar equipment
is minimized to avoid disturbance.
As a general rule, APUs shall be switched off as soon as possible
on arrival on stand or shall be limited to ETD - 25 minutes. |
NOISE BUDGET RESTRICTIONS - NONE
NOISE SURCHARGE
| 9/2009 IATA Airport and Air Navigation Charges Manuel |
| Landing Charge |
MTOW on all departures |
| Over 3 tonnes |
GBP 13.70 per tonne or part |
| Out of Hours Operation (2200-0700) |
Surcharge of 75% |
| Noise Charge |
|
| Chapter 3 High* |
surcharge of 50% on landing charge |
| Non Chapter 3 aircraft |
surcharge of 200% on landing charge |
| * Aircraft deemed to be Chapter 3 High applies to those aircraft whoes noise performance lies within -5 EPNdB of Chapter 3 certification limits. |
NOISE MITIGATION/LAND
USE PLANNING PROGRAM INFORMATION
| Type
of Program |
Date
Implemented |
Status |
| Sound Insulation (Residences and Public
Buildings) |
1999 - 2003 |
286 houses provided with double glazing |
| Purchase Assurance for Homeowners Located
Within the Airport Noise Contours |
none |
- |
| Avigation Easements |
none |
- |
| Zoning Laws |
- |
Public Safety Zone (PSZ) as determined
by the UK Department for Transport (DfT) |
| Real Estate/Property Disclosure Laws |
none |
- |
| Acquire Land for Noise Compatibility to
date |
none |
- |
| Population within each noise contour level
relative to aircraft operations |
- |
Not available |
| Airport Noise Contour Overlay Maps |
2003 |
Working on 2004 maps. Producing forecasts
for set traffic levels. |
| Total Cost of Noise Mitigation Programs
to Date |
- |
Not available |
| Source of Noise Mitigation Program Funding
for Aircraft Noise |
- |
Not available |
NOISE MONITORING
SYSTEM
| Two noise monitors have been installed (East - West) to provide
noise data. |
FLIGHT
TRACK MONITORING SYSTEM - NONE
NOISE LEVEL LIMITS
| Noise Classification
|
Quota Count |
| less than 90 EPNdB |
0.5 |
| 90 - 92.9 EPNdB |
1 |
| 93 - 95.9 EPNdB |
2 |
| 96 - 98.9 EPNdB |
4 |
| 99 - 101.9 EPNdB |
8 |
| Greater than 101.9 EPNdB |
16 |
| Certification noise levels (EPNLs)
will be used: |
Takeoff
|
(Takeoff+Sideline)/2 for Chapter3
((Takeoff+Sideline)/2)+1.75 for Chapter 2 |
| Approach |
Approach - 9 |
CHAPTER 2 RESTRICTIONS
| Chapter 2 airplanes >75,000 lbs are banned from operating at
airports in EU Member States as of April 1, 2002. |
CHAPTER 2 PHASEOUT
| From April 1, 2002 all civil subsonic jet aeroplanes >75,000
lbs operating at airports in EU Member States must comply with the
standards specified in Part II, Chapter 3, Volume 1 of Annex 16
in accordance with EU Council Directive 92/14/EEC. |
CHAPTER 3 RESTRICTIONS - NONE
COMMENTS
| Bristol International Airport is situated in a noise sensitive
area. |
|