Hannover-Langenhagen

AIRPORT CONTACT

Information updated by the airport 4/2008

ELEVATION: 183 ft.

RUNWAY INFORMATION
Orientation	Length (ft)	Displaced Threshold (ft)	Glide Slope(deg)	Width (ft)
09L/27R	12467	984/984	09L/3 27R/2.9	148
09R/27L	7677	-	09R/3 27L/3	148
09C/27C	2559	196/558	-	75 (max 5.7 t MTOW)

NOISE ABATEMENT PROCEDURES

See AIP Germany ENR 1.5 for details of noise abatement procedures. Departures Chapter 2 Aircraft licensed in accordance with ICAO Annex 16, Chapter 2: Operation within the European Union is not permitted since April 1, 2002 Chapter 3 For aircraft licensed in accordance with ICAO Annex 16, Chapter 3 as well as B737-200 as far as the noise levels for takeoff pursuant to ICAO Annex 16, Chapter 3 have provably been reached by supplementary equipment:
Takeoff to 1500 feet AGL	Takeoff power Takeoff flaps Climb at V2 + 10 KT (or as limited by body angle).
At 1500 feet AGL	Reduce power to not less than climb power. Normal speed and flap retraction schedules to enroute climb
Reverse Thrust Reverse thrust other than idle thrust shall only be used to an extent necessary for safety reasons.
Arrivals Pilots should arrange their flight so as to leave the initial approach fix at a speed which permits operation of the aircraft in clean configuration. This speed should be maintained until reaching a distance of approximately 12 NM from touchdown. For this portion of the approach, an indicated airspeed of 210 kt +/- 10 kt is recommended unless a higher airspeed is required for performance reasons. The subsequent portion of the approach up to a point shortly prior to the Outer Marker should be flown at an airspeed of 160 kt +/- 10 kt using an intermediate flap setting as appropriate for the type of aircraft concerned with the landing gear retracted. This phase will normally include the transition from level flight to descent on the glide path which should be intercepted at a height of not lower than 2000 ft above touchdown zone elevation. Landing configuration should be established shortly prior to or over the Outer Marker, i.e. at this time the landing gear should be extended, the flaps set for landing and the aircraft stabilized at a safe approach speed. Reverse Thrust Reverse thrust other than idle thrust shall only be used to an extent necessary for safety reasons. Reverse Thrust Between 2000-0500 (1900-0400) reverse thrust other than idle thrust shall only be used to an extent necessary for safety reasons. Fuel -Saving and Noise-Reducing ILS Approach Procedures (based on Nfl 1-78/96) 1. General For the purpose of fuel-saving and noise abatement during approach, the following procedure is announced. It may be requested by the pilot or offered by the controller. It can be performed only in connection with an ILS approach. 2. Procedure 2.1 Aircraft will be guided by Approach Control by means of radar vectoring and will be cleared for a continuous descent to the intermediate approach level in such a way that after reaching this intermediate approach level on the localizer course, about one NM will be left for intercepting the glide path in level flight. This intermediate approach segment will serve to reduce speed. It is assumed that the continuous descent will be performed at a rate of 300 ft/NM (descent angle approx.3) down to the cleared level. If for specific reasons (e.g. separation, airspace structure, obstacles), levels above the intermediate approach level have to be assigned first, these restrictions will be lifted early enough to allow a continuous descent at a rate of 300 ft/NM. Details about the distance from touchdown will be transmitted to the pilot together with the clearance for descent and usually at 20, 15 and 10 NM from touchdown. This should enable the pilot to correct the rate of descent as required. 2.2 In case of traffic situations allowing no CDA (e.g. approaches of aircraft with different performance data), pilots will be informed by the notice NO CDA POSSIBLE. In this case, approaches must be conducted according to previous procedures. 3. Noise Abatement On approaches in accordance with the CDA, pilots are expected to continue using the approach techniques recommended for noise abatement in the vicinity of airports. 4. The CDA Procedure may be used at the following airports: Stuttgart - RWY 25 (Zwischenanflughohe/intermediate approach altitude 3500) Nurnbert - RWY 10 (Zwischenanflughohe/intermediate approach altitude 4000) RWY 28 (Zwischenanflughohe/intermediate approach altitude 4000) Hamburg - RWY 23 (Zwischenanflughohe/intermediate approach altitude 3000) RWY 05 (Zwischenanflughohe/intermediate approach altitude 3000) RWY 15 (Zwischenanflughohe/intermediate approach altitude 3000) Hannover - RWY 27L (Zwischenanflughohe/intermediate approach altitude 2000) RWY 27R (Zwischenanflughohe/intermediate approach altitude 2000) RWY 09L (Zwischenanflughohe/intermediate approach altitude 2000) Munich - RWY 26L/R (Zwischenanflughohe/intermediate approach altitude 5000) RWY 08L/R (Zwischenanflughohe/intermediate approach altitude 5000)

AIRPORT CURFEWS

Local flying Restrictions 1. Between 2100 and 0500 (19 00 and 0400) flight operations exceeding the noise levels pursuant to ICAO Annex 16, Volume 1 Chapter 3 are not permitted. 2. Between 2200 and 0500 (2100 and 0400) the following flights and aircraft only are permitted: 2.1 Take-offs and landings of turbo-jet aircraft not exceeding the noise levels pursuant to ICAO Annex 16 Volume 1 Chapter 3 and which are marked in the Attachment below which is part of this regulation and shall be amended
Attachment to 2.1
All jet-propelled aircraft up to a MTOW of 25000kg not exceeding the noise found in Annex 16 Chapter 3 pursuant to ICAO as well as the following airplane types:
A300(all versions)	B727-100 (3 tay engines)	BAe146(all versions)AVRO-RJ-series
A310(all versions)	B737-300/400/500/600/700/800	Fokker 100/70
A320(all versions)	B757(all versions)	Gulfstream IV
A340(all versions)	B767(all versions)	L1011(all versions,only take-offs)
A319	B777	DC8-70
A321	B747-400 Canadair RJ Dash 8-400	DC10-30 and all versions of MD80 ( landings only) DC 10 ( only take-offs )
A330 A340 B717	MD80(all versions, landings only)	MD11(all versions) MD90 Tupolev 204
Note: The times stated in brackets are applicable during legal summer time. Newly invented types of aircraft may be treated as listed in this attachment as long as no other decision is made.

PREFERENTIAL RUNWAYS

During night-hours 09L/27R Between 2100 (2000) and 0500 (0400), take-offs and landings by aircraft listed below may generally only be performed on the northern Runway ( 09L/27R). Exceptions to this regulation are permitted based on compelling air traffic control reasons, meteorological reasons or flight operational reasons.

Propeller aircraft with a MTOW of more than 5,7 t	B737-200	MD DC10 MD DC 8-70 series
A300 (all versions)	B757-300	MD11 MD80-series
A310 (all versions)	B767 (all versions)	MD90
A330	B777	Tupolev 154
A340	B747-400	Tupolev 204
B727-100 re- engined with 3 tay engines	L1011

OPERATING QUOTA - NONE

ENGINE RUN-UP RESTRICTIONS

Run-up of jet engines other than idle run-ups are not permitted between 2100-0500 (local time) out side the noise reduction shelter. Between 2100-2300 (local time) as well as between 0300-0500 (local time), runups of jet engines are permitted if required due to safety reasons shortly before takeoff or after landing or for maintenance purposes which cannot be postponed. (for more information see AIP Germany AD2 EDDV 5./ 5.1/ 6.

APU OPERATING RESTRICTIONS - NONE

NOISE BUDGET RESTRICTIONS - NONE

NOISE SURCHARGE

2/2008 IATA Airport and Air Navigation Charges Manual

Landing Charge Turbo Jet Powered A/C			Aircraft over 2 tonnes - MTOW International and Domestic
Chapter 3
Included on Bonus List			EUR 7.15 per tonne
Not included on Bonus List			EUR 16.20 per tonne
Night Surcharge (ICAO Annex 16 Chapter 3)			Per flight (21:00 until 04:49)
Noise Category 1 (see attachment below)			EUR 55.00
Noise Category 2			EUR 120.00
Noise Category 3			EUR 230.00
Noise Category 4			EUR 380.00
Noise Category 5			EUR 680.00
Noise Category 6			EUR 1330.00
Noise Category 7			EUR 2550.00
Night Surcharge (ICAO Annex 16 Chapter 2)			Per flight (21:00 until 04:49)
Noise Category 1 (see attachment below)			EUR 130.00
Noise Category 2			EUR 230.00
Noise Category 3			EUR 440.00
Noise Category 4			EUR 740.00
Noise Category 5			EUR 1350.00
Noise Category 6			EUR 2650.00
Noise Category 7			EUR 5000.00
Non-Annex 16 Aircraft			EUR 62.00 per tonne
Bonus List
All types with MTOW below 25 tonnes, plus
A300		B727-100(3 Tay re-engined)	DC8-70
A310		B737-300 to 800	DC10
A320		B747-400	MD11
A330		B757	MD90
A340		B767	Fokker 70/100
A319		B777	AVRO RJ
A321		Gulfstream IV/V	BAe 146 (all versions)

The allocation of aircraft into noise categories is based on the average noise levels measured upon landing and take-off of the observed aircraft types. Aircraft types not listed will be classified at the airport's discretion on the basis of noise certificates presented until satisfactory measurements results are available to Hanover Airport.
Classification of turbo-jet aircraft licensed according to ICAO Annex 16/3, propeller-driven aircraft and helicopters
Noise Category 1: LAZ to 69.9 dB(A)	Noise Category 2: LAZ 70.0 to 73.9 dB(A)	Noise Category 3: LAZ 74.0 to 76.9 dB(A)	Noise Category 4: LAZ 77.0 to 79.9 dB(A)
All Ch 3 jets with MTOW <34t	A300	A330	AN 22
All prop A/C with MTOW <34t	A310	A340	BAC 111 hushkit
All Helicopters	B727-100 re-eng.	AN12	MD80-83, MD88
A318, A319, A320	B767	B727 hushkit	B747-S
B717	B737-400	DC8-70 Series	B747-400
B737-300, -500 to 900	DC6	DC9 hushkit	DC10
B757	IL18, IL 76 re-engined	IL 96	TU154
BAe146/Avro RJ CRJ7	TU204	MD 87
Fokker 70/100	YK42/142	MD11
Gulfstream IV/V	A321	SC 5 (Shorts Belfast)
L188		C130 (Hercules)
C160/ND16 (Transall)		B777
MD 90
Noise Category 5: LAZ 80.0 to 82.9 dB(A)	Noise Category 6: LAZ 83.0 to 85.9 dB(A)	Noise Category 7: LAZ 86.0 dB(A) and above
B747-100 to 300		AN124
IL 62
B727 Hushkit
Classification of turbo-jet aircraft licensed according to ICAO Annex 16/2 and turbo-jet aircraft not licensed in accordance with ICAO Annex 16 (military aircraft)
Noise Category 1: LAZ to 69.9 dB(A)	Noise Category 2: LAZ 70.0 to 73.9 dB(A)	Noise Category 3: LAZ 74.0 to 76.9 dB(A)	Noise Category 4: LAZ 77.0 to 79.9 dB(A)
			All Ch 2 jets with MTOW <34t
			B747-S
			DC 9
			C17 (Globemaster)
			Fokker28
Noise Category 5: LAZ 80.0 to 82.9 dB(A)	Noise Category 6: LAZ 83.0 to 85.9 dB(A)	Noise Category 7: LAZ 86.0 dB(A)and above
B737-200	IL 86	AN 124
B747-100 to 200		BAC 111
IL 62		B727
TU 134		C5
TU 154		E 3 AWACS
DC8 (except -70 series)		VC10

NOISE MITIGATION/LAND USE PLANNING PROGRAM INFORMATION

Type of Program	Date Implemented	Status
Sound Insulation (Residences and Public Buildings)	-	-
Purchase Assurance for Homeowners Located Within the Airport Noise Contours	-	-
Avigation Easements	-	-
Zoning Laws	-	-
Real Estate/Property Disclosure Laws	-	-
Acquire Land for Noise Compatibility to date	-	-
Population within each noise contour level relative to aircraft operations	-	-
Airport Noise Contour Overlay Maps	-	-
Total Cost of Noise Mitigation Programs to Date	-	-
Source of Noise Mitigation Program Funding for Aircraft Noise	-	-

NOISE MONITORING SYSTEM

Map of Noise Monitoring Locations provided by the Airport 7/2006

FLIGHT TRACK MONITORING SYSTEM

Since march 2007 availablel via internet-homepage of DFS German Air Navigation Services verfügbar: http://www.dfs.de/dfs/internet/deutsch/index.html

NOISE LEVEL LIMITS - NONE

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

See Airport Curfew Information.