| IATA/ICAO CODE: |
BRU/EBBR |
| CITY: |
Brussels |
| COUNTRY: |
Belgium |
AIRPORT CONTACT
Information updated by the airport 10/2007
Verify information below with the airport
| Name: |
Dirk Geukens |
Elisabeth Peeters |
| Title: |
Director of Operations |
Manager Noise Issues |
| Airport: |
Brussels International |
Brussels Airport Company |
Address:
|
Zaventem
B-1930
Belgium |
Zaventem
B-1930
Belgium |
| Phone: |
+32 2 753 6801 |
+32 2 753 6201 |
| Fax: |
+32 2 753 6810 |
+32 2 753 6210 |
| Email: |
|
liesbeth.peeters@brusselsairport.be |
| Airport Web Site: www.brusselsairport.be |
ELEVATION: 180 ft.
| RUNWAY
INFORMATION |
| Orientation |
Length (m) |
Displaced
Threshold (m) |
Glide Slope(deg) |
Width (m) |
| 07L/25R |
3638 |
- |
- |
45 |
| 07R/25L |
3211 |
- |
- |
45 |
| 02/20 |
2987 |
- |
- |
50 |
NOISE ABATEMENT PROCEDURES
For details , see AIP Belgium EBBR AD 2.21- European
AIS Database
Note: There are special noise abatement procedures for arrivals
during the nighttime hours (2200-0459). |
AIRPORT CURFEWS - See OPERATING
QUOTA below
PREFERENTIAL RUNWAYS
| The Preferential Runway System is established
as follows:
| |
Day |
Night |
| 0500 to
1559 |
1600 to
2159 |
2200 to
0159 |
0200 to
0459 |
MON 0500
till TUE
0459 |
Take-off |
25R |
20 |
07R / 07L (*) |
| Landing |
25R / 25L |
25L / 25R |
20 |
TUE 0500
till WED
0459 |
Take-off |
25R |
25R / 20 |
| Landing |
25R / 25L |
25R / 25L |
WED 0500
till THU
0459 |
Take-off |
25R |
25R |
07R / 07L (*) |
| Landing |
25R / 25L |
25R / 25L |
20 |
THU 0500
till FRI
0459 |
Take-off |
25R |
25R / 20 |
| Landing |
25R / 25L |
25R / 25L |
FRI 0500
till SAT
0459 |
Take-off |
25R |
20 |
07R / 07L (*) |
| Landing |
25R / 25L |
25R / 25L |
20 |
SAT 0500
till SUN
0459 |
Take-off |
25R |
25L |
| Landing |
25R / 25L |
25R |
SUN 0500
till MON 0459 |
Take-off |
20 |
25R |
25R / 20 |
| Landing |
25R / 25L |
25R / 25L |
| (*) 07L to NIK / 07R to CIV, LNO, SPI, SOPOK,
PITES and ROUSY. 07L |
a) The Preferential Runway System is not the determining factor
in runway selection under the following circumstances:
- For RWYs 25R, 25L, 07L and 07R: when RWY s are dry or wet
and the cross and/or tail wind component exceed(s) respectively
20 kt and 7 kt (gusts included).
- For RWY s 20 and 02 for landing aircraft : when RWYs are dry or
wet and the cross and/or tail wind component exceed(s) respectively
15 kt and 5 kt (gusts included).
- For RWYs 20 and 02 for departing aircraft from 2200 to 0459: when
RWYs are dry or wet and the cross and/or tail wind component
exceed(s) respectively 15 kt and 5 kt (gusts included).
- For RWYs 20 and 02 for departing aircraft from 0500 to 2159: when
RWYs are dry or wet and the cross and / or tail wind component
exceed(s) respectively 15 kt and 0 kt (gusts included).
- When RWYs are contaminated or when the braking action is less
than good.
- During low visibility operations.
- When alternative RWYs are successively requested by pilots
for safety reasons.
- When wind shear has been reported or forecast or when thunderstorms
are expected to affect the approach or DEP.
b) When the components exceed the values stated above, a RWY
more nearly into wind will be assigned. However, neither RWYs
07L and 07R shall be used for Landing , except when no other suitable
RWY is AVBL.
c) In order to expedite DEP TFC when RWY 02 is in use, DEP from
RWY07R is compulsory either from position "H" ( TORA
2 891), line-up position 1 ( TORA 2 624) or line-up position 2
( TORA 2 341) to be intercalated between ARR on RWY 02.
d) In headwind configurations, the cross wind component is not
a limiting factor for Take-off which are conducted on pilot's responsibility
and ATC discretion.
e) Times of RWYs changeover are subject to flexibility in order
to ensure transition in safe conditions. ATC will operate the
changeover as close as possible from the indicated time taken
into account TFC conditions. |
OPERATING QUOTA
Noise Quota System During the Night and the Early
Morning
a) Take-off and Landing with QC > 12 is forbidden between 2200
and 0459.
b) Take-off and Landing with QC > 24 is forbidden between 0500
and 0559.
c) Are excluded from this prohibition:
- Take-off and Landing performed by aircraft carrying members of the Belgian
Royal Family, the Belgian Government, the Regional and Community
Governments, Foreign Royal Families, Heads of State or leaders
of foreign governments, presidents and commissioners of the
European Union, on official missions
- Take-off and Landing performed with regard to missions in case of
disasters or for the purpose of medical assistance
- Take-off and Landing concerning MIL missions
- Take-off and Landing, performed in exceptional conditions such as:
-flights on which there is an immediate danger to the life
or health of persons as well as animals
-flights diverted for MET reasons.
d) Owing to extraordinary circumstances beyond its control, an
operator may be exceptionally allowed to operate a non-compliant
aircraft on the condition that it is duly justified to the Director
General of the CAA within two working days following the operation.
Mail:
Civil Aviation Authority
CCN
Rue du Progrès / Vooruitgangstraat, 80/5
B-1030 Brussels
BELGIUM
Tel:++32 (0)2 206 32 11
Fax:++32 (0)2 203 15 28
Email:civilair@mobilit.fgov.be
e) For movements with aircraft certified according to the standards
of ICAO Annex 16, Chapter 3 or 5, the QC (Quota Count) per movement
is calculated with one number after the comma as follows:
QC = 10^[(G-85)/10]
with "G":
- for the purpose of Landing:
the certified approach noise level in EPNdB of the aircraft at its MAX
certified Landing weight, measured at the ICAO Annex 16 approach certification
point, minus 9 EPNdB
- for the purpose of Take-off:
half the sum of the certified fly-over and the sideline noise
levels in EPNdB as measured at the certification points specified
in ICAO Annex 16 during the noise certification of the aircraft at
its MTOW.
e) For movements with aircraft with a MTOW of no more than 8 618 kg
or any other aircraft that has been certified according to the standards
of one of the chapters of ICAO Annex 16, with exception of Chapters
2, 3 and 5, the Quota Count is one (QC = 1). |
ENGINE RUN-UP RESTRICTIONS
| Restrictions on Engine Test Runs and Idle Checks:
Engine test runs and idle checks in the open air and without
silencers must be restricted to the very minimum and require prior
permission from the Airport Authority.
Engine test runs can only take place on the crossing of TWY F#,
Y, W1 and W2. If this crossing is not available due to infrastructural
reasons, holding platform P7 may be used instead (between 0600
and 2100 only).
1.2 Between 2200 and 0459 (Night) and Between 0500 and 0559 (Early
Morning)
1.2.1 Restrictions During the Night
a) Only four aircraft will be authorized to taxi at the same
time to the holding position of the runway(s) in use
b) Additionally only three aircraft will be allowed to remain
at the holding position awaiting takeoff clearance.
c) Engines run-up is not allowed at the holding position
except for run-up tests made immediately before take-off as
part of the takeoff procedure.
|
APU OPERATING RESTRICTIONS
| Use of APU/GPU 400 Hz/PCA
a) The aircraft parking positions 140 - 172, 201 - 240 and 660
- 699 are equipped with 400 Hz and preconditioned air (PCA).
b) When arriving at one of those positions and as soon as possible
(MAX 5 MIN after docking), the 400 Hz shall be immediately connected
and the APU shall be switched off.
c) When departing (15 MIN before ETD) from one of those positions,
the APU is allowed to be started and the 400 Hz shall be disconnected.
d) When on of the systems is unserviceable, the APU may be used.
e) When no pre-conditioned air is available, the use of the APU
is allowed during periods of extreme high or low temperatures
for an aircraft docked for more than one hour at the aircraft
parking position on the condition that a previous authorization
was obtained from the Airport inspection. |
NOISE BUDGET RESTRICTIONS
| Total noise quota for the airport is limited |
NOISE SURCHARGE
| 5/2008 Updated per the IATA Airport & Air Navagation
Charges Manual |
| *A portion of
the landing charge (2.08) is allocated to the Brussels International
Airport Company and another portion (1.6432) is allocated to Belgocontrol
which equals the Unit Rate of 3.7232 |
| Landing Charge: Basis MTOW |
Applied to each landing and
each take-off
NOTE: According to the information in the AIP, GEN 4.1-4, para 7.2
- For the calculation of the charges and fees below, each fraction
of a ton is counted as a whole ton, each fraction of 10 tons is
counted as a whole.
| Calculation:
U x W x E x D |
| U = Unit Rate
(EUR 3.7232)* |
is the unit tariff |
| W = Weight Factor(W) |
The maximum authorized take off weight of the
aircraft expressed in tons
Minimum Weight Factor 25 tons
Maximum Weight Factor 175 tons |
| E = Environmental Factor |
| Noise Level
Category
of the Aircraft |
Environmental
Factor (E) |
| 1 |
1.70 |
| 2 |
1.20 |
| 3 |
1.00 |
| 4 |
0.90 |
|
| The aircraft are classified into four
noise categories by BIAC in accordance with the stipulations of
the management contract between the State and BIAC. Each aircraft,
of which the documents necessary for the classification have been
transmitted to BIAC, will be assigned to a noise category. The initial
classification into a noise category or a change of noise category
of an aircraft is effective on the first day of the month following
receipt of the required documents. Any aircraft for which BIAC has
not received the required documents will automatically be assigned
to category 1 with the exception of propeller aircraft of a maximum
9 tons, which will be assigned to category 2. |
| D = Day/Night Factor |
| Day: 0600-2259 |
1 |
| Night: 2300-0559 |
2.25 |
| The time of landing to be taken into
account is the actual time at which the aircraft touches down.
The take off time is the actual time at which the aircraft lifts
off. |
| Aircraft Noise Categories
Basic principle:
A theoretical reference curve is drawn up according to the maximum
authorized take off weight expressed on tons (MTOWTON) and the
number of engines.
This curve is determined by the following formula:
PRED=LAT+APP+TKO
In which the parameters, dependent on the MTOWTON and the number
of engines, take the values mentioned in the tables below.
| LAT parameter |
| weight |
0-35 tons |
35-400 tons |
400 tons and more |
| LAT=94 |
LAT=80.87+8.51 log MTOWTON |
LAT=103 |
| APP parameter |
| weight |
0-35 tons |
35-280 tons |
280 tons and more |
| APP=98 |
APP=86.03+7.75 log MTOWTON |
APP=105 |
| TKO parameter
1 or 2 engines |
| weight |
0-48.1 tons |
48.1-385 tons |
385 tons and more |
| TKO=89 |
TKO=66.65+13.29 log MTOWTON |
TKO=101 |
| TKO parameter
3 engines |
| weight |
0-28.6 tons |
28.6-385 tons |
385 tons and more |
| TKO=89 |
TKO 69.65+13.29 log MTOWTON |
TKO=104 |
| TKO parameter
4 engines and more |
| weight |
0-20.2 tons |
20.2-385 tons |
385 tons and more |
| TKO 89 |
TKO=71.65+13.29 log MTOWTON |
TKO=106 |
|
| PRED gives the reference value in EPNdB (Effective
Perceived Noise Level) for a given aircraft. The determination
of the noise category of an aircraft is based on the data of its
noise certificate established according to ICAO provisions.
In order to determine the noise category of an aircraft the sum
TOTNOISE of the noise levels expressed in EPNdB for the lateral
noise, the take off and landing noise, mentioned on the noise
certificate of the aircraft, is compared with the PRED value which
corresponds to the characteristics of this aircraft.
Determination of noise categories:
In view of the fixed theoretical reference curve, the four categories
are determined as followed. |
| Category 1 |
TOTNOISE > PRED -4dB |
| Category 2 |
PRED -12 dB < TOTNOISE = or < PRED -4dB |
| Category 3 |
PRED -20 dB < TOTNOISE = or < PRED -12dB |
| Category 4 |
PRED -20 dB > or = TOTNOISE |
| Procedure for Classification into Noise
Categories:
- For a given aircraft the sum TOTNOISE is made on the basis
of three noise certification data (lateral, landing and takeoff)
- The corresponding PRED value is calculated by means of the
above mentioned formula on the basis of MTOWTON value (maximum
authorized takeoff weight expressed in tons) and the number of
engines.
- By comparison between the PRED value and the TOTNOISE value,
the noise category is determined on the basis of the criteria
mentioned above.
- In principle, the determination of the TOTNOISE value is based
on the results obtained according to ICAO provisions from noise
certification of "Chapter 3" aircraft, i.e. at 2000
m from the landing threshold below the descent path, at 6500 m
from the start of roll below the climb-out path at takeoff, at
450 m from the runway center line for the lateral value.
- As the lateral measurements for "Chapter 2" aircraft,
are carried out at 650 m, the lateral value for these types of
aircraft has to be increased by 2.1 dB
- In default of certification data according to ICAO provisions,
the certification data according to FAA provisions may also be
used.
- For certain types of aircraft, for which no noise certification
is required and for which noise data are not or only partially
available, an appropriate procedure is worked out together with
the operator in order to establish a realistic TOTNOISE. |
NOISE MITIGATION/LAND
USE PLANNING PROGRAM INFORMATION
| Type
of Program |
Date
Implemented |
Status |
| Sound Insulation (Residences and Public
Buildings) |
- |
Under discussion |
| Purchase Assurance for Homeowners Located
Within the Airport Noise Contours |
- |
Under discussion |
| Avigation Easements |
- |
Under discussion |
| Zoning Laws |
- |
Under discussion |
| Real Estate/Property Disclosure Laws |
- |
Under discussion |
| Acquire Land for Noise Compatibility to
date |
- |
Under discussion |
| Population within each noise contour level
relative to aircraft operations |
- |
Under discussion (sound insulation
aspects) |
| Airport Noise Contour Overlay Maps |
- |
Under discussion |
| Total Cost of Noise Mitigation Programs
to Date |
- |
Under discussion (sound insulation
aspects) |
| Source of Noise Mitigation Program Funding
for Aircraft Noise |
- |
Under discussion |
NOISE MONITORING SYSTEM
Click here for a full size
map of the noise monitor locations provided by the airport
Noise Monitor Locations |
| NMT |
Latitude |
Longitude |
Administrator |
Type |
Started
Monitoring |
Ended
Monitoring |
Notes |
| 01 |
50.915174 |
4.502614 |
Brussels Airport |
V |
1991 |
|
1 |
| 02 |
50.903145 |
4.537863 |
Brussels Airport |
V |
1991 |
|
|
| 03-2 |
50.89893 |
4.510158 |
Brussels Airport |
V |
2004/06/22 |
|
1, 2 |
| 04 |
50.878354 |
4.486452 |
Brussels Airport |
V |
1991 |
|
|
| 06 |
50.859374 |
4.41586 |
Brussels Airport |
V |
1991 |
|
|
| 07 |
50.861489 |
4.511564 |
Brussels Airport |
V |
1991 |
|
|
| 08 |
50.939228 |
4.591188 |
Brussels Airport |
V |
1991 |
|
|
| 09 |
50.9315 |
4.50084 |
Brussels Airport |
V |
1991 |
|
|
| 10 |
50.907491 |
4.394356 |
Brussels Airport |
V |
1991 |
|
|
| 11 |
50.82735 |
4.465687 |
Brussels Airport |
V |
1991 |
|
|
| 12 |
50.811436 |
4.550541 |
Brussels Airport |
V |
1991 |
|
|
| 13 |
50.936672 |
4.374101 |
Brussels Airport |
V |
1991 |
|
|
| 14 |
50.918523 |
4.321668 |
Brussels Airport |
V |
1991 |
|
|
| 15 |
50.888609 |
4.477966 |
Brussels Airport |
V |
1991 |
|
1 |
| 16 |
50.920771 |
4.614878 |
Brussels Airport |
V |
1991 |
|
|
| 19-1 |
50.917348 |
4.407999 |
Brussels Airport |
SM |
2003/01/09 |
2005/07/01 |
|
| 19-2 |
50.917562 |
4.410943 |
Brussels Airport |
SM |
2005/07/01 |
|
|
| 20 |
50.912483 |
4.432494 |
Brussels Airport |
SM |
2003/01/11 |
|
|
| 21 |
50.911286 |
4.355272 |
Brussels Airport |
SM |
2003/01/09 |
|
|
| 23 |
50.915375 |
4.507378 |
Brussels Airport |
SM |
2004/08/31 |
|
1 |
| 24 |
50.843789 |
4.468305 |
Brussels Airport |
SM |
2004/06/02 |
|
|
| 26 |
50.872929 |
4.350012 |
Brussels Airport |
SM |
2004/03/05 |
|
|
| 30 |
50.892903 |
4.416946 |
BIM/IBGE |
V |
1997/04/01 |
|
|
| 31 |
50.870194 |
4.396438 |
BIM/IBGE |
V |
1996/01/01 |
|
|
| 34-2 |
50.851695 |
4.340633 |
BIM/IBGE |
V |
2003/11/05 |
|
2 |
| 36 |
50.899988 |
4.364345 |
BIM/IBGE |
V |
2003/08/01 |
|
2 |
| 38 |
50.839402 |
4.458103 |
BIM/IBGE |
V |
2003/12/04 |
|
2 |
| 39-2 |
50.83242 |
4.465286 |
BIM/IBGE |
V |
2004/05/05 |
|
2 |
| 40 |
50.912986 |
4.371766 |
LNE |
V |
2001/10/05 |
|
|
| 41 |
50.927377 |
4.3611 |
LNE |
V |
2002/09/27 |
|
|
| 42 |
50.897199 |
4.436453 |
LNE |
SM |
2003/01/29 |
|
|
| 43 |
50.903707 |
4.558208 |
LNE |
SM |
2003/02/07 |
|
|
| 44 |
50.83318 |
4.526694 |
LNE |
V |
2002/04/04 |
|
|
| 45 |
50.930343 |
4.319608 |
LNE |
SM |
2003/01/01 |
|
|
| 46-1 |
50.846877 |
4.473154 |
LNE |
M |
2003/12/05 |
2005/05/25 |
|
| 46-2 |
50.84544 |
4.472199 |
LNE |
SM |
2005/10/18 |
|
|
| 47-1 |
50.791788 |
4.585623 |
LNE |
M |
2005/07/05 |
2005/11/05 |
|
| 47-2 |
50.856714 |
4.488429 |
LNE |
SM |
2004/05/28 |
|
2 |
| 48 |
50.870985 |
4.624944 |
LNE |
M |
2005/06/10 |
2005/08/05 |
|
| 51-1 |
50.904328 |
4.384688 |
BIM/IBG |
V |
2003/11/26 |
2005/05/06 |
2 |
| 51-2 |
50.904444 |
4.389777 |
BIM/IBG |
V |
2005/01/29 |
|
2 |
| 52 |
50.86223 |
4.283572 |
BIM/IBG |
V |
2003/11/26 |
|
2 |
1 - Monitor located close to the airport
2 - monitor that is not reported
V = Fixed monitor
M = Mobile monitor
SM = semi mobile monitor |
FLIGHT TRACK MONITORING SYSTEM -
NONE
NOISE LEVEL LIMITS
- noise limits only are applicable in Brussels Region.
This region is located west of the airport of Brussels
- for the Brussels Region 3 zones are determined with each their
own limits.
- the limits are not set for individual NMTs, but for zones
- within these zones, the limits are more stringent further away
from the airport
- Noise limits are as well expressed in limits per individual movement
(SEL) as in limits for global noise charge (LAeq)
- Separate limits exist for day and night. |
SUMMARY OF THE DECREE FROM THE BRUSSELS CAPITAL
REGION ON THE REPRESSION AGAINST NOISE POLLUTION GENERATED BY
THE AIRLINE TRAFFIC dd 27.5.99. [published in the Belgian Official
Gazette dd 11.8.1999]
BRUSSELS CAPITAL-REGION MINISTRY OF
THE BRUSSELS-CAPITAL REGION
27.5.1999 - Decision by the Brussels-Capital Government with
respect to the repression against noise pollution generated by
the airline traffic. The Brussels-Capital Government, In view
of the recommendation dd 17.7.1997 regarding the repression of
the noise pollution in urban environment, more particularly article
9; In view of the recommendation from the Environmental Board
dd 04.3.1998; In view of the decision taken by the Brussels-Capital
Government dd 16.7.1998 with respect to the request for advice
within one month; In view of the advise rendered by the Raad van
State [Highest legal Authority] dd 20.4.1999 in application of
article 84, para 1, item 1 on the co-ordinated laws from the Raad
van State;
On recommendation of the Minister of Environment; After deliberation
:
Has ordered :
Definitions
Art.1 For the application of this
decision following factors need be taken into account [indicates
a summary of key technical factors which will be each part of
the applicable formula for measurement]
1. The level of acoustic pressure equivalent or LAEQ,T: level
of acoustic pressure expressed in dB(A) which is supposed to
generate the same exposure to noise then a fluctuating noise
during measurement T, as defined in article 1, item2, of the
decision of the Government of the Brussels-Capital Region dd
02.7.1198 which defines the method for control and the conditions
for measurement of noise;
2. Event : the overflight of an aeroplane that produces more
then 70 dB(A) measured in LAEQ, 1sec;
3. t : period of time corresponding to the length of the event
prolonged by 10 seconds immediately before and after the event
under consideration;
4. .Sound Exposure Level (SEL) : the level of exposure expressed
in dB(A) calculated by the following formula:
SEL= LAEQ,t + 10 X log 10 t / 1sec
5. LEVT : the SEL value calculated for the event
under consideration;
6. .LSP aeroplane : LAEQ,T specific to noise produced by a source
of ambient noise, generated by aeroplanes and calculated for
a defined period of observation;
7. Zone 2 : area located north-east situated in between the
borders of the regional territory and the radius central point
fixed by co-ordinates 50'54.2'N - 004'32.4'E with a radius length
of 10,000 meters;
8. Zone 1 : area located north-east situated in between the
borders of the regional territory the limits of zone 2 and the
radius central point fixed by co-ordinates 50'54.2'N - 004'32.4'E
with a radius length of 12,000 meters;
9. Zone 0 : a zone of the regional territory which is not covered
by zones 1 and 2;
10. Day : period for measurement between 07hrs and 23hrs (local
time);
11. Night : same but between 23hrs and 07hrs (local time);
Limits
Art.2 Regardless of the weather conditions, L-levels LEVT
and LSP aeroplane [above item 5 and 6] are not to exceed the following
values: |
|
Locations |
LEVT
in
dB(A) |
LSP
aeroplane in
dB(A) |
| day |
night |
day |
night |
| 0 |
80 |
70 |
55 |
45 |
| 1 |
90 |
80 |
60 |
50 |
| 2 |
100 |
90 |
65 |
55 |
|
| Conditions for measurement
Art.3 The microphone having a wind
envelop attached to it, needs be placed outside on a height between
1,5 and 25 meters above the ground and at least 1,5 of any wall
of whatever nature;
For specific measurements the equipment is being checked against
the standards prior to each series of measurements. For measurements
being made at the usual measurement locations the same checking
of the equipment against standards is made on a regular basis
and minimum once per week.
Characteristics of the measurement equipment
and annex reporting
Art.4 The characteristics of the equipment for measurement
and the measurement reports are conform articles 11 and 12 of
the Decisions taken by the Brussels-Capital Government dd 02.7.1998
which ruled the methods of control and circumstances for measurement
of noise.
Adjustment of the limits
Art.5 At the end of an adaptation period decided by the
Government, the limits per overflight and per period are automatically
and by law enforcement brought in line with the values as follows
: |
|
Locations |
LEVT
in
dB(A) |
LSP
aeroplane in
dB(A) |
| day |
night |
day |
night |
| 0 |
75 |
70 |
55 |
45 |
| 1 |
85 |
75 |
55 |
45 |
| 2 |
90 |
80 |
60 |
50 |
|
Transition ruling
Art.6 The norms indicated under article 2 are applicable
as from 01.1.2000.
Execution
Art.7 The Minister
for Environment is entrusted with the execution of this Decision
Brussels, 27.5.1999
Names signing parties |
CHAPTER 2 RESTRICTIONS
| 1.3 Chapter 2 Aircraft
1.3.1 Take off and landing of aircraft classified as "Chapter
2" according to the criteria published in ICAO Annex 16 are
forbidden.
1.3.2 Are excluded from this prohibition:
- Takeoff and landing performed by aircraft carrying members
of the Belgian Royal Family, the Belgian Government, the Regional
and Community Governments, Foreign Royal Families, Heads of
State of leaders of foreign governments, presidents and commissioners
of the European Union, on official missions:
- Takeoff and landing performed with regard to missions in
case of disasters or for the purpose of medical assistance;
- Takeoff and landing concerning military missions;
- Takeoff and landing , performed in exceptional conditions
such as:
- flights which there is an immediate danger to the life
or health of persons as well as animals
- flights diverted for meteorological reasons.
1.3.3 Exceptionally and on explicit justified requests, the Minister
of Mobility and Transport may authorize a take off or landing
of a non-compliant aircraft.
The operator of a flight seeking an exemption shall obtain
prior permission from:
Civil Aviation Authority
CCN - 4th floor
Rue du Progres/Voorultgangstraat, 80 Box 5
B-1030 Brussels
Belgium
Take off and landing of aircraft classified as "Chapter
2" according to the criteria published in ICAO Annex 16 are
forbidden.
Are excluded from this prohibition:
- Takeoff and landing performed by aircraft carrying members
of the Belgian Royal Family, the Belgian Government, the Regional
and Community Governments, Foreign Royal Families, Heads of
State of leaders of foreign governments, presidents and commissioners
of the European Union, on official missions;
- Takeoff and landing performed with regard to missions in case
of disasters or for the purpose of medical assistance;
- Takeoff and landing concerning military missions;
- Takeoff and landing , performed in exceptional conditions
such as:
- flights which there is an immediate danger to the life or
health of persons as well as animals
- flights diverted for meteorological reasons
Exceptionally and on explicit justified requests, the Minister
of Mobility and Transport may authorize a take off or landing
of a non-compliant aircraft.
The operator of a flight seeking an exemption shall obtain prior
permission from:
Mail:
Civil Aviation Authority
CCN
Rue du Progrès / Vooruitgangstraat, 80/5
B-1030 Brussels
BELGIUM
Tel:++32 (0)2 206 32 11
Fax:++32 (0)2 203 15 28
Email:civilair@mobilit.fgov.be |
CHAPTER 2 PHASEOUT
CHAPTER 3 RESTRICTIONS
Only at night - see airport curfew QC category information.
Noise Abatement Provision in Belgium
Effective 1 July 2003 and onwards, flights of re-certificated
civil subsonic jet aeroplanes between 2200 and 0500 are only authorized
in clean configuration (landing gear and wing flaps retracted).
- Civil Subsonic jet aeroplane" means a civil subsonic jet
aeroplane with a maximum certificated take-off mass of 34,000
kg or more or with a certified maximum internal accommodation
for the aeroplane type in question consisting of more than 19
passenger seats, excluding any seats for crew only, and powered
by engines with a by-pass ratio of less than three.
- Re-certificated civil subsonic jet aeroplanes" means a
civil subsonic jet aeroplane initially certificated to Chapter
2 or equivalent standards, or initially not noise certificated
which has been modified to meet Chapter 3 standards, either directly
through technical measures or indirectly through operational restrictions:
civil subsonic jet aeroplanes which initially could only be dual-certificated
to the standards of Chapter 2 by means of weight restrictions,
have to be considered as re-certificated aeroplanes; civil subsonic
jet aeroplanes which have been modified to meet Chapter 3 standards
by being completely re-engined with engines having a by-pass ration
of three or more are not to be considered as re-certificated aeroplanes. |
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