Ostend-Bruges International Airport

AIRPORT CONTACT

ELEVATION: 13 ft.

RUNWAY INFORMATION
Orientation	Length (m)	Displaced Threshold (m)	Glide Slope(deg)	Width (m)
08	3200	300	3	45
26	3200	415	3	45

NOISE ABATEMENT PROCEDURES

2. Noise Abatement Approach and Landing Procedures a. Aircraft performing an ILS approach shall not intercept the GP below 2,000 ft QNH nor fly thereafter below the corresponding glide path. b. Aircraft making a SRA without assistance from the ILS shall not descend below 2,000 ft QNH before reaching a distance from touchdown of 6 NM nor fly thereafter below a descent path corresponding to a glide slope of 3 degrees. c. Aircraft making a visual approach without assistance from the ILS or radar shall not descend below 1,500 ft QNH before intercepting the approach slope or the PAPI nor fly there after below this approach slope. Noise Abatement Take-Off and Climb Procedures for Turbo Jet Aircraft 1. From take-off to 1500 ft QNH - takeoff power - takeoff flaps - climb at V2 + 10 to 20 kt or as limited by body angle 2. At 1500 ft QNH - reduce thrust to not less than climb thrust 3. From 1500 ft QNH to 3000 ft QNH - climb at V2 + 10 to 20 kt 4. At 3000 ft QNH - accelerate smoothly to the en-route climb speed with flap retraction. Propeller Aircraft   1. Takeoff to 1,000 ft QNH - takeoff power - climb at a max gradient compatible with safety - speed not less than single engine climb speed nor higher than best rate of climb speed 2. At 1,000 ft QNH - reduce power to the max normal operating power, if this power has been used for showing compliance with the noise certification requirements or to the max climb power. 3. From 1,000 ft QNH to 3,000 ft QNH - climb at the max gradient with reduced power, maintaining constant speed. 4. Above 3000 ft QNH - accelerate smoothly to the en-route climb speed. Use of Reverse Thrust Except for safety reasons, reverse thrust or reverse pitch propellers other than idle thrust or power shall not be used. 4.1.2 Noise Abatement Approach and Landing Procedures Noise abatement descent and approach procedures using continuous descent and reduced power/reduced drag techniques should be used by all aircraft when operating conditions are as follows: - ILS available - Runway clear and dry - Visibility is higher than 1900 m - Ceiling higher than 500 ft above airport elevation - Cross wind component, including gusts, lower than 15 kt - Tail wind component, including gusts, lower than 5 kt - No adverse weather conditions that may affect the approach (such as reported or forecasted windshears or thunderstorms) Pilot in command of a turbo jet powered aircraft shall use, as a final flap setting the MNM certificated landing flap setting set forth in the approved aircraft flight manual for the applicable conditions. However, each pilot in command has the final authority and responsibility for the safe operation of his aircraft and may use a different flap setting approved for that aircraft if he determines that it is necessary in the interest of safety.

CONTINUOUS DESCENT ARRIVAL (CDA)

See noise abatement procedures

AIRPORT CURFEWS

See operating quota - noise quota count in effect.

PREFERENTIAL RUNWAYS - NONE

OPERATING QUOTA

The airport has a Noise Quota System during the night between 2200 and 0500. a. Take-off and landing with a QC > 83 is forbidden between 2200-0500 b. As from 01 Jan 2010, take-off and landing with QC >37 is forbidden 2200-0500 c. As from 01 Jan 2015 take-off and landing with QC >12 is forbidden 2200-0500 d. For movements with aircraft certified according to the standards of ICAO Annex 16 Chapter 3 or 5, the 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 - 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 8,518 kg or any other aircraft that has been certified according to the standards of one of the chapters of ICAO Annex 16, with the exception of Chapters 2, 3 and 5, the Quota count is one (QC = 1). f. The documents providing the certified fly-over, sideline and approach noise levels in EPNdB shall be communicated to the airport for inspection on the first request.

ENGINE RUN-UP RESTRICTIONS

Engine test runs in the open air and without silencers may only take place on the taxiway at holding bay 08 or 26 (depending on the wind direction) and only between 0600 and 2200 on the condition that a previous authorization was obtained from the airport insepction.

APU OPERATING RESTRICTIONS

Airlines must be aware of the potential impact on the local community, caused by APU use, especially during the night period (2200-0500 LT). The APU must be shut down at the earliest opportunity on arrival on stand. The APU must only be restarted when essential aircraft checks or cabin conditions demand before the planned departure. The APU must not be left running without a qualified person in attendance at the aircraft. Exceptions on this procedure can only be allowed by the Airport Inspection, on justified request. No exceptions shall be allowed during the night period (2200-0500 LT), except for safety reasons. Airport Inspection shall monitor all apron areas at night and note all incidents of APU use.

NOISE BUDGET RESTRICTIONS - NONE

NOISE SURCHARGE- NONE

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	1999	2003 Noise Contour Map
Total Cost of Noise Mitigation Programs to Date	-	-
Source of Noise Mitigation Program Funding for Aircraft Noise	-	-

NOISE MONITORING SYSTEM

4 noise monitoring units

FLIGHT TRACK MONITORING SYSTEM - NONE

NOISE LEVEL LIMITS - NONE

CHAPTER 2 RESTRICTIONS

Stage 2 ban effective April 1, 2002 Directive 92/14/EU Takeoff 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 Belgium government, the Regional and Community governments and foreign Royal Families and Heads of State or 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 on which there is immediate danger to the life or health of persons as well as animals; flights diverted for meteorological reasons. Exceptionally and on explicit justified request, the Minister of Transport may authorize a takeoff or landing of a non-compliant aircraft. The operator of a flight seeking an exemption shall obtain prior permission from the Belgian Civil Aviation Authority: CNN-4th floor, Vooruitgangstraat 80 box 5, 1030 Brussels. Tel +32 (0) 2 206 32 11/Fax +32 (0) 2 203 15 28/E-mail: traffic.rights@mobilit.fgov.be

CHAPTER 2 PHASEOUT

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

CHAPTER 3 RESTRICTIONS

Noise quota system during the night (2200-0500). See Operating Quota for details.