| IATA/ICAO CODE: |
BRU/EBBR |
| CITY: |
Brussels |
| COUNTRY: |
Belgium |
AIRPORT CONTACT
No changes reported by the airport in
2009
Verify information below with the airport
| Name: |
Dirk Geukens |
|
| 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 6804 |
+32 2 753 6201 |
| Fax: |
+32 2 753 6810 |
+32 2 753 4277 |
| Email: |
|
noise@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
1.1 Noise Restrictions
Movements of jet aircraft with MTOW greater of equal to 34 t or
with a capacity of more than 19 seats (crew-only seats excl.)
are restricted:
- take-off or landing with QC > 12 is forbidden between
2200-0459
- take-off or landing with QC > 24 is forbidden between 0500
and 0559.
The QC is calculated using the formula QC=10^[(G-85/10)]
- for take-off: half the sum of the certified flyover and sideline
noise levels in EPNdB of the aircraft at its MTOW
- for landing: the certified approach noise level in EPNdB of
the aircraft at its maximum landing weight, minus 9 EPNdB
Take-off or landing or marginally compliant aircraft is forbidden
between 2200-0459.
Following flights are exempt from the noise quota system:
- Flights carrying members of the Belgian Royal Family, the
Federal Government, regional or community governments or foreign
royal families, foreign heads of state or government leaders,
the President or members of the European Commission on official
mission
- Missions in case of disaster or medical urgency
- Military missions
- Take-off or landing performed in exceptional conditions (flights
on which an immediate threat exists to the health of people
or animals, diverted flights, etc.)
In case of circumstances beyond the operator's control, a non-compliant
flight may be exceptionally allowed, provided that proper justification
is send to the Director General of the CAA within two working
days after the flight.
For marginally compliant aircraft, an authorization of temporary
use may be delivered by the Minister of Transport or his representative,
if the aircraft is operated exceptionally or in non-commercial
flights for modifications, repairs or maintenance.
1.3 Reverse Thrust
Except for safety reasons, reverse thrust shall not be used at
other than idle power. On the aprons, it is prohibited at any
time.
2. Ground Procedures
2.1 Taxi Restrictions Between 2200-20459
Maximum four aircraft are authorized to taxi simultaneously to
the holding positions of the runways in use. Additionally, only
three aircraft are allowed to await take-off clearance at the
holding position at the same time.
Engine run-up is not allowed at the holding position, except for
run-up tests performed immediately before take-off as part of
the take-off procedure.
2.2 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 are only allowed between 0600 and 2100. They
can only take place on the crossing of TWY F3, Y, W1 and W2. If
this crossing is not available due to infrastructural reasons,
holding platform P7 may be used instead.
2.3 Power Supply
The aircraft parking positions 140 to 172, 201 to 240 and 680
to 699 are equipped with 400 Hz and pre-conditioned air (PCA).
As soon as possible after arrival at one of these positions (5
MIN after docking MAX), 400 Hz shall be connected and the APU
switched off. Upon departure (15 MIN before ETD), the APU may
be started and 400 HZ shall be disconnected. When 400 Hz or PCA
is not available, the APU may be used.
When no PCA is available and an authorization from the Airport
Inspection has been obtained, the use of APU is allowed during
periods of extreme high or low temperatures for aircraft docked
for more than 1 hour at the aircraft parking position.
3. Arrival Procedures
3.1 ILS Approach
Aircraft performing an ILS approach shall not intercept the GP
below:
- 2000 ft QNH for RWY 25L/R (3000 ft and 2000 ft respectively
in case of simultaneous approach)
- 2000 ft QNH for RWY 02
- 3000 ft ANH for RWY 20
After interception, the aircraft shall not descend below the
GP.
3.2 Surveillance Radar Approach
Aircraft performing an SRA without ILS assistance, shall not descend
below 2000 ft QNH before 6 NM from touch down, nor fly thereafter
below a descent path of 3 degrees.
3.3 Visual Approach
Aircraft performing a visual approach without ILS or radar assistance,
shall not descend below 1800 ft QNH before interception the PAPI
approach slope, nor fly below it thereafter.
3.4 Noise Abatement Approach and Landing Procedures
Noise abatement descend and approach procedures using continuous
descent and reduced power / reduced drag techniques should be
used when following conditions apply:
- ILS available
- runway clear and dry
- visibility exceeding 1 900 m
- ceiling higher than 500 ft above AD ELEV
- cross wind component lower than 15 kt (gusts incl)
- tail wind component lower than 5 kt (gusts incl)
- no adverse weather conditions that may affect the approach
(wind shear, thunderstorms, etc)
Turbo-jet powered aircraft shall use as final flap setting the
minimum certified landing flaps setting published in the Aircraft
Flight Manual for the applicable conditions. However, each pilot-in-command
may use a different flaps setting approved for the aircraft if
he determines that it is necessary in the interest of safety.
3.5 Speed Limitation
Aircraft being radar vectored shall reduce speed to 250 KIAS when
entering the radar vectoring area or when below FL 100. 250 KIAS
MAN shall be respected by all pilots as soon as they cross on
of the speed limiting points (SLP) as shown on the chart AIP Belgium
and G.D. Luxembourg AD 2. EBBR-STAR.01.
3.6 Special Procedures for Arrivals Between 2200-0459
Traffic leaving IAF KERKY for approach to RWY 25L/R will not be
cleared to descent below FL 70 until crossing R-360 BUB.
Aircraft performing an ILS approach shall not intercept the ILS
LLZ/GP earlier than 11 NM from THR and not below 3000 ft QNH.
When simultaneous approaches are in progress, the ILS LLZ/GP shall
not be intercepted below 3000 ft (RWY 25R) and 4000 ft (RWY 25L).
4. Departure Procedures
4.1 General
The AIP Belgium and G.D. Luxembourg SID EBBR AD 22.2 and 3.2.1
constitute noise abatement procedures. It is therefore emphasized
that pilots shall adhere to these routes as closely as performance
permits. If unable to comply with these procedures, they shall
advise ATC immediately.
4.2 Climb Gradient
In order to minimize noise nuisance and to clear obstacles in
the departure area, aircraft shall maintain a net climb gradient
of 7 percent MNM until passing 3200 ft QNH. If unable to comply,
pilots shall advise ATS accordingly when requesting start-up clearance.
| 4.3 Noise Abatement Take-off and Climb
Procedures |
| For turbo-jet aircraft |
| - From take-off to 1700 ft QNH |
- take-off power
- take-off flaps
- climb to V2+10 to 20 kt or as limited by body angle |
| - At 1700 ft QNH |
- reduce thrust to not less than climb thrust |
| - From 1700 ft QNH to 3200 ft QNH |
- climb at V2+10 to 20 kt |
| - At 3200 ft QNH |
- accelerate smoothly to en-route climb speed
with flaps retraction |
| For propeller aircraft |
| - From take-off to 1700 ft QNH |
- take off power
- climb at maximum gradient compatible with safety
- speed not less than single engine climb speed, or higher
than best rate of climb speed |
| - At 1700 ft QNH |
- reduce power to the maximum normal operating
power
(if this power has been used for showing compliance with the
noise certification requirements) or to the maximum climb
power |
| - From 1700 ft QNH to 3200 ft QNH |
- climb at the maximum gradients with reduced
power, maintaining constant speed |
| - At 3200 ft QNH |
- accelerate smoothly to en-route climb speed |
4.4 Speed Restrictions
Unless otherwise instructed by ATC for safety reasons, maximum
speed below FL 100 is 250 KIAS or clean speed (Vzf), whichever
is higher.
4.5 Special Procedures for Departures Between 2200 and 0459
Take-off from another runway than the assigned one, can only be
allowed for safety reasons and after approval from the Airport
Authority. If such approval has been obtained, this shall be stated
when requesting start-up and ATC clearance (also see AIP Belgium
and G.D. Luxembourg SID EBBR AD 2.20 and 4.1 and 4.2).
All departures from RWY 25R shall start their take-off at the
beginning of the runway and preferably an uninterrupted take-off
from P3 will be made.
When RWY 25L or 25R are runway in use for take-off, the following
types of aircraft only will be allocated CIV 7D or CIV 2Q if routing
via CIV (See AIP Belgium and G.D. Luxembourg SID EBBR 2.21, 4.5
for ICAO Aircraft Type)
|
CONTINUOUS DESCENT
ARRIVAL (CDA)
3.4 NOISE ABATEMENT APPROACH AND LANDING PROCEDURES
Noise abatement descend and approach procedures using continuous
descent and reduced power / reduced drag techniques should be used
when following conditions apply:
• ILS available
• runway clear and dry
• visibility exceeding
1 900 m
• ceiling higher than 500 ft above AD ELEV
• cross wind component lower than 15 kt (gusts incl)
• tail wind component lower than 5 kt (gusts incl)
•
no adverse weather conditions that may affect the approach (wind
shear, thunderstorms, etc)
Turbo-jet powered aircraft shall use as final flap setting the minimum
certified landing flaps setting published in the Aircraft Flight
Manual for the applicable conditions. However, each pilot-in-command
may use a different flaps setting approved for the aircraft if he
determines that it is necessary in the interest of safety. |
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(1) |
| Landing |
25R / 25L |
25L / 25R |
20 |
TUE 0500
till WED
0459 |
Take-off |
25R |
25R
/ 20(2) |
| Landing |
25R / 25L |
25R / 25L |
WED 0500
till THU
0459 |
Take-off |
25R |
25R |
07R
/ 07L (1) |
| 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 (1) |
| 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(2) |
| Landing |
25R / 25L |
25R / 25L |
| (*) 07L to NIK / 07R to CIV, LNO, SPI, SOPOK,
PITES and ROUSY. 07L |
(1) RWY 07L to NIK, HELEN, DENUTm ELSIK and KOK/RWY 07R to CIV,
LNO, SPU, SOPOK, PITES and ROUSY
(2) RWY 20 to LNO, SPI, SOPOK, PITES and ROUSY/RWY 25R for other
traffic
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 arriving or departing traffic.
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 available.
c ) 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.
d) 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
| 1.1 Noise Restrictions
Movements of jet aircraft with MTOW greater of equal to 34 t or
with a capacity of more than 19 seats (crew-only seats excl.)
are restricted:
- take-off or landing with QC > 12 is forbidden between
2200-0459
- take-off or landing with QC > 24 is forbidden between 0500
and 0559.
The QC is calculated using the formula QC=10^[(G-85/10)]
- for take-off: half the sum of the certified flyover and sideline
noise levels in EPNdB of the aircraft at its MTOW
- for landing: the certified approach noise level in EPNdB of
the aircraft at its maximum landing weight, minus 9 EPNdB
Take-off or landing or marginally compliant aircraft is forbidden
between 2200-0459.
Following flights are exempt from the noise quota system:
- Flights carrying members of the Belgian Royal Family, the
Federal Government, regional or community governments or foreign
royal families, foreign heads of state or government leaders,
the President or members of the European Commission on official
mission
- Missions in case of disaster or medical urgency
- Military missions
- Take-off or landing performed in exceptional conditions (flights
on which an immediate threat exists to the health of people
or animals, diverted flights, etc.)
In case of circumstances beyond the operator's control, a non-compliant
flight may be exceptionally allowed, provided that proper justification
is send to the Director General of the CAA within two working
days after the flight.
For marginally compliant aircraft,
an authorization of temporary use may be delivered by the Minister
of Transport or his representative, if the aircraft is operated
exceptionally or in non-commercial flights for modifications,
repairs or maintenance.
Marginally compliant aircraft:
civil subsonic jet aeroplanes, that meet the certification limits
as laid down in Volume 1, Part II, Chapter 3 of Annex 16 to the
Convention on International Civil Aviation by a cumulative margin
of not more than 5EPNdB (Effective Perceived Noise in decibels),
whereby the cumulative margin is the figure expressed in EPNdB
obtained by adding the individual margins (i.e. the differences
between the certificated noise level and the maximum permitted
noise level) at each of the three reference noise measurement
points as defined in Volume 1, Part II, Chapter 3 of Annex 16
to the Convention on International Civil Aviation. |
ENGINE RUN-UP RESTRICTIONS
| 2.2 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 are only allowed between 0600 and 2100. They
can only take place on the crossing of TWY F3, Y, W1 and W2. If
this crossing is not available due to infrastructural reasons,
holding platform P7 may be used instead. |
APU OPERATING RESTRICTIONS
| 2.3 Power Supply
The aircraft parking positions 140 to 172, 201 to 240 and 680
to 699 are equipped with 400 Hz and pre-conditioned air (PCA).
As soon as possible after arrival at one of these positions (5
MIN after docking MAX), 400 Hz shall be connected and the APU
switched off. Upon departure (15 MIN before ETD), the APU may
be started and 400 HZ shall be disconnected. When 400 Hz or PCA
is not available, the APU may be used.
When no PCA is available and an authorization from the Airport
Inspection has been obtained, the use of APU is allowed during
periods of extreme high or low temperatures for aircraft docked
for more than 1 hour at the aircraft parking position. |
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 (2.19) is allocated to the Brussels International
Airport Company and another portion (1.5369) is allocated to Belgocontrol
which equals the Unit Rate of 3.7269 |
| 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 3.7269)* |
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 Brussels Airport in accordance with the stipulations
of the management contract between the State and Brussels Airport.
Each aircraft, of which the documents necessary for the classification
have been transmitted to The Brussels Airport Company, 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 Factor 0600-2259 is
1 and the Night Factor 2300-0559 is 2
The day/night factor (D) is set to 1, except as determined according
to the table below |
| DAY/NIGHT FACTOR (D) |
QC |
DIRECTION |
TIME (LOCAL) |
| 2 |
12 or above |
TKOF |
2100 - 0759 |
| 2 |
any |
LDG + TKOF |
2300 - 0559 |
| 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 |
XWGS84 |
YWGS84 |
Administrator |
Type |
Started
Monitoring |
Ended
Monitoring |
Notes |
| 01 |
4°30'14" |
50°54'52.66" |
Brussels Airport |
V |
1991 |
|
1 |
| 02-2 |
4°32'20,22" |
50°54'9.08" |
Brussels Airport |
V |
2006/11/24 |
|
|
| 03-2 |
4°30'41.14" |
50°53'54.19" |
Brussels Airport |
V |
2004/06/22 |
|
1, 2 |
| 04 |
4°29'15.8" |
50°52'40.12" |
Brussels Airport |
V |
1991 |
|
|
| 06 |
4°25'1.66" |
50°51'31.79" |
Brussels Airport |
V |
1991 |
|
|
| 07 |
4°30'46.18" |
50°51'39.39 |
Brussels Airport |
V |
1991 |
|
|
| 08 |
4°35'32.88" |
50°56'19.28" |
Brussels Airport |
V |
1991 |
|
|
| 09 |
4°30'7.57" |
50°55'51.44" |
Brussels Airport |
V |
1991 |
2008/01/25 |
|
| 09-2 |
4°30'15.09" |
50°55'57.78" |
Brussels Airport |
V |
2008/01/25 |
|
|
| 10 |
4°23'44.23" |
50°54'25" |
Brussels Airport |
V |
1991 |
|
|
| 11-2 |
4°28'1.04" |
50°49'35.78" |
Brussels Airport |
V |
2006/06/07 |
|
|
| 12 |
4°33'6.53" |
50°48'39.21" |
Brussels Airport |
V |
1991 |
|
|
| 13 |
4°22'31.32" |
50°56'10.08" |
Brussels Airport |
V |
1991 |
|
|
| 14 |
4°19'22.56" |
50°55'4.74" |
Brussels Airport |
V |
1991 |
|
|
| 15-3 |
4°28'40.62" |
50°53'8.27" |
Brussels Airport |
V |
2006/12/12 |
|
1 |
| 16 |
4°36'58.17" |
50°55'12.82" |
Brussels Airport |
V |
1991 |
2007/05/25 |
|
| 16-2 |
4°36'58.17" |
50°55'12.59" |
Brussels Airport |
V |
2007/05/25 |
|
|
| 19-2 |
4°24'43.96" |
50°55'1.27" |
Brussels Airport |
SM |
2005/07/01 |
|
|
| 20 |
4°26'1.54" |
50°54'42.98" |
Brussels Airport |
SM |
2003/01/11 |
|
|
| 21 |
4°21'23.54" |
50°54'38.68" |
Brussels Airport |
SM |
2003/01/09 |
|
|
| 23 |
4°30'31.14" |
50°54'53.39" |
Brussels Airport |
SM |
2004/08/31 |
|
1 |
| 24 |
4°28'10.47" |
50°50'35.68" |
Brussels Airport |
SM |
2004/06/02 |
|
|
| 26 |
4°21'4.58" |
50°52'20.58" |
Brussels Airport |
SM |
2004/03/05 |
2007/05/23 |
|
| 26-2 |
4°21'4.6" |
50°52'20.59" |
Brussels Airport |
SM |
2007/05/24 |
|
|
| 30 |
4°25'5.57" |
50°53'32.5" |
BIM/IBGE |
V |
1997/04/01 |
|
|
| 31 |
4°23'51.74" |
50°52'10.74" |
BIM/IBGE |
V |
1996/01/01 |
|
|
| 34-2 |
4°20'30.83" |
50°51'4.14" |
BIM/IBGE |
V |
2003/11/05 |
|
2 |
| 36 |
4°21'56.2" |
50°53'58" |
BIM/IBGE |
V |
2003/08/01 |
|
2 |
| 38 |
4°27'33.74" |
50°50'19.88" |
BIM/IBGE |
V |
2003/12/04 |
|
2 |
| 39-2 |
4°27'59.6" |
50°49'54.75" |
BIM/IBGE |
V |
2004/05/05 |
|
2 |
| 40 |
4°22'22.92" |
50°54'44.8" |
LNE |
V |
2001/10/05 |
|
|
| 41 |
4°21'44.52" |
50°55'36.61" |
LNE |
V |
2002/09/27 |
|
|
| 42 |
4°26'15.8" |
50°53'47.96" |
LNE |
SM |
2003/01/29 |
|
|
| 43 |
4°33'34.13" |
50°54'11.39" |
LNE |
SM |
2003/02/07 |
|
|
| 44 |
4°31'40.67" |
50°49'57.48" |
LNE |
V |
2002/04/04 |
|
|
| 45 |
4°31'40.67" |
50°55'47.29" |
LNE |
SM |
2003/01/01 |
|
|
| 46-2 |
4°28'24.49" |
50°50'41.62" |
LNE |
SM |
2005/10/18 |
|
|
| 47-2 |
4°29'22.91" |
50°51'22.21" |
LNE |
SM |
2004/05/28 |
|
2 |
| 48-2 |
4°37'0.74" |
50°52'24.66" |
LNE |
SM |
2006/01/04 |
|
|
| 51-2 |
4°23'27.76" |
50°54'14.05" |
BIM/IBG |
V |
2005/01/29 |
|
2 |
| 52 |
4°17'5.41" |
50°51'42.07" |
BIM/IBG |
V |
2003/11/26 |
|
2 |
1 - Monitor located close to the airport
2 - monitor that is not reported
V = Fixed monitor
SM = semi mobile monitor |
FLIGHT
TRACK MONITORING SYSTEM
| Included in Noise Monitoring System |
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
(Also see Quota Count and Airport Curfew information)
Definitions:
Civil subsonic jet aeroplane: A civil subsonic jet aeroplane with
a MTOW of 34 000 kg or more, or with a certified MAX internal
accomodation for the aeroplane type in question consisting of
more than 19 passenger seats, excluding any seats for crew only.
Marginally compliant aircraft: civil subsonic jet aeroplanes,
that meet the certification limits as laid down in Volume 1, Part
II, Chapter 3 of Annex 16 to the Convention on International Civil
Aviation by a cumulative margin of not more than 5EPNdB (Effective
Perceived Noise in decibels), whereby the cumulative margin is
the figure expressed in EPNdB obtained by adding the individual
margins (i.e. the differences between the certificated noise level
and the maximum permitted noise level) at each of the three reference
noise measurement points as defined in Volume 1, Part II, Chapter
3 of Annex 16 to the Convention on International Civil Aviation.
TKOF and LDG on Belgian aerodromes of civil subsonic jet aeroplanes
is forbidden:
- Unless granted noise certification to the standards specified
in Part II, Chapter 3, Volume 1 of Annex 16 to the Convention
on International Civil Aviation, second edition (1988).
- Except flights of marginally compliant aircrafts between 0500
and 2159 (effective 28 December 2007 and onwards). This restriction
does not apply to:
- 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.
|
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