Brussels Airport

IATA/ICAO CODE: BRU/EBBR
CITY: Brussels
COUNTRY: Belgium

AIRPORT CONTACT

Noise surcharge update received from the airport 4/2011

Name: Dirk Geukens  
Title: Director of Operations Manager Noise Issues
Airport: Brussels Airport 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

1.2 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 AND 0459
Maximum four aircraft are authorized to taxi simultaneously to the holding position(s) of the runway(s)-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 the APU is allowed during periods of extreme high or low temperatures for aircraft docked for more than 1 HR at the aircraft parking position.

3 ARRIVAL PROCEDURES
3.1 ILS APPROACH
Aircraft performing an ILS approach shall not intercept the GP below:

• 2 000 ft QNH for Runway 25L/R (3 000 ft and 2 000 ft respectively in case of simultaneous approach)
• 2 000 ft QNH for Runway 02
• 3 000 ft QNH for Runway 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 2 000 ft QNH before 6 NM from touchdown, nor fly thereafter below a descent path of 3°.

3.3 VISUAL APPROACH
Aircraft performing a visual approach without ILS or radar assistance, shall not descend below 1 800 ft QNH before intercepting 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 MAX shall be respected by all pilots as soon as they cross one of the speed limiting points (SLP) as shown on chart AD 2.EBBR-STAR.01.

3.6 SPECIAL PROCEDURES FOR ARRIVALS BETWEEN 2200 AND 0459
Traffic leaving IAF KERKY for approach to Runway 25L/R will not be cleared to descend 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 3 000 ft QNH. When simultaneous approaches are in progress, the ILS LLZ/GP shall not be intercepted below 3 000 ft (Runway 25R) and 4 000 ft (Runway 25L).

4 DEPARTURE PROCEDURES
4.1 GENERAL
The SID (see EBBR AD 2.22, § 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% MNM until passing 3 200 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 1 700 ft QNH
- reduce thrust to not less than climb thrust
• From 1 700 ft QNH to 3 200 ft QNH
- climb at V2 + 10 to 20 kt
• At 3 200 ft QNH
- accelerate smoothly to en-route climb speed with flaps retraction

4.5 SPECIAL PROCEDURES FOR AIRCRAFT WITH MTOW > 200 T

When preferential runway system configuration Runway 25R/20 is in use for departures, the following aircraft shall use Runway 25R for departure, regardless of their destination.

ICAO AIRCRAFT TYPE (see ICAO Doc 8643)
A124
A332
A333
A342
A343
A345
A346
A388
AN22
B741
B742
B743
B744
B74S
B764
B772
B773
B77W
C5
C17
DC10
IL96
L101
MD11
- - - -

4.6 SPECIAL PROCEDURES FOR DEPARTURES BETWEEN 2200 AND 0459
All departures from Runway 25R shall start their take-off at the beginning of the runway and preferably an uninterrupted take-off from P3 will be made.

When Runway 25L or 25R are runway-in-use for take-off, following types of aircraft only will be allocated CIV 7D or CIV 2Q if routing via CIV:

ICAO AIRCRAFT TYPE (see ICAO Doc 8643)
A109
B461
C152
CL60
F27
JS41
PC12
A319
C172
B462
CN35
F2TH
L188
PRM1
A320
B463
C182
CRJ1
F406
L29B
PUMA
A321
B712
C206
CRJ2
F50
L410
R22
AA5
B733
C208
CRJ7
F60
LJ31
R44
AC68
B734
C210
CVLT
F70
LJ35
RJ1H
AC90
B735
C212
D228
F900
LJ45
RJ70
AC95
B736
C25A
D328
FA10
LJ55
RJ85
AL02
B737
C303
DC3
FA20
LJ60
S601
AL03
B738
C310
DH8A
FA50
LYNX
S61
AN72
B739
C337
DH8C
GALX
M20P
SB20
AS32
B752
C340
DH8D
GAZL
M20T
SC7
AS50
B753
C404
DHC6
GLEX
MD52
SF34
AS55
BE10
C414
DR40
GLF4
MD90
SH33
AS65
BE20
C421
E110
GLF5
MU30
SH36
ASTR
BE30
C425
E120
H25A
N262
SR20
AT43
BE33
C441
E121
H25B
P180
SR22
AT44
BE35
C500
E135
H25C
P28A
SW3
AT45
BE36
C501
E145
H500
P28R
SW4
AT72
BE40
C525
E400
H53
P32R
TBM7
ATP
BE58
C550
EC20
H60
PA34
TRIN
B06
BE60
C551
EC35
J328
PA46
WW24
B105
BE99
C560
EC55
JPRO
PAY1
-
B190
BE9L
C56X
EXPL
JS20
PAY2
-
B350
BE9T
C650
F100
JS31
PAY3
-
B407
BN2P
C750
F260
JS32
PAY4
-



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
Movements of jet aircraft with MTOW ≥ 34 t or with a capacity of more than 19 seats (crew-only seats excl.) are restricted:

• take-off or landing with QC > 8 is forbidden between 2200 and 0459
• take-off or landing with QC > 12 is forbidden between 0500 and 0559
• take-off with QC > 48 is forbidden between 0600 and 1959
• landing with QC > 24 is forbidden between 0600 and 1959
• take-off with QC > 24 is forbidden between 2000 and 2159
• landing with QC > 12 is forbidden between 2000 and 2159.

Restrictions between 0600 and 2159 do not apply to aircraft that operated at Brussels Airport between 25 OCT 2008 and 24 OCT 2009.

Exemptions may be granted for:
• take-off between 2000 and 2159 with QC ≤ 26 (with a maximum of 3% of the number of take-offs per year for this time period)

• take-off between 2200 en 0459 with QC ≤ 12 (with a maximum of 200 take-offs per year and only for aircraft that operated at Brussels Airport between 25 OCT 2008 and 24 OCT 2009)

• landing between 2200 and 0459 with QC ≤ 12 (with a maximum of 500 exemptions in 2010, 430 in 2011, 360 in 2012 and300 per year afterwards).

Exemptions shall be requested from the CAA in advance via FAX (+32 (0) 2 724 02 01)

The QC is calculated using the formula QC = 10^[(G-85)/10], whereby “G” equals:

• for take-off: half the sum of the certified fly-over 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 of marginally compliant aircraft is forbidden between 2200 and 0459.

Following flights are exempted 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 sent 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

PREFERENTIAL RUNWAYS

The Preferential Runway System is established as follows:

 
Day
Night
0500 to
1459
1500 to
2159
2200 to 0459
MON 0500
till TUE
0459
Take-off
25R
25R/20(1)
Landing
25L / 25R
25R/ 25L(2)
TUE 0500
till WED
0459
Take-off
25R
25R / 20(1)
Landing
25L / 25R
25R / 25L(2)
WED 0500
till THU
0459
Take-off
25R
25R/20(1)
Landing
25L / 25R
25R / 25L(2)
THU 0500
till FRI
0459
Take-off
25R
25R / 20(1)
Landing
25L/ 25R
25R / 25L(2)
FRI 0500
till SAT
0459
Take-off
25R
25R(3)
Landing
25L / 25R
25R
SAT 0500
till SUN
0459
Take-off
25R
25R/20(1)
25L(4)
Landing
25L / 25R
25R/25L(2)
25L
SUN 0500
till MON 0459
Take-off
25R/20(1)
25R
20(4)
Landing
25R / 25L(2)
20

(1) Runway 25R only for traffic via ELSIK, NIK, HELEN, DENUT, KOK and CIV / Runway 20 only for traffic via LNO, SPI, SOPOK, PITES and ROUSY / Aircraft with MTOW > 200 t shall use Runway 25R regardless the destination.
(2) Arrival on Runway 25L at ATC discretion only.
(3) No airport slot will be allocated for take-off between 0000 and 0500
(4) No airport slot will be allocated for take-off between 2300 and 0500

Times of runway 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, taking into account the traffic conditions.

4.2.2 EXCEPTIONS
The preferential runway system is not the determining factor in runway selection under the following circumstances:

a. When the runway is dry or wet and the crosswind component exceeds 15 kt (gusts included).
b. When the runway is dry or wet and the tailwind component exceeds 7 kt (gusts included), including a buffer value of 2 kt.
c. When the runways are contaminated or when braking action is less than good.
d. When alternative runways are successively requested by pilots for safety reasons.
e. When pilots report excessive wind at higher altitudes
f. When wind shear has been reported or forecast, or when thunderstorms are expected to affect arriving or departing traffic.

When the wind components exceed the indicated values, a runway more into wind will be assigned. However, RWY 07L/R will not be used for landing, except when no other suitable runway is available.

In headwind configurations, the crosswind component is not a limiting factor when take-off is conducted on pilot’s responsibility and at ATC discretion.

OPERATING QUOTA

See Airport Curfew Information

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 the APU is allowed during periods of extreme high or low temperatures for aircraft docked for more than 1 HR at the aircraft parking position.

NOISE BUDGET RESTRICTIONS
Total noise quota for the airport is limited

NOISE SURCHARGE
Charges in effect at Brussels April 1, 2011

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 2 airplanes >75,000 lbs are ban from operating in EU Member States as of April 1, 2002.

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.