Click here for a full size map of the noise monitor locations provided by the airport
A voir sur : http://www.boeing.com/commercial/noise/brussels.html
| IATA/ICAO CODE: | BRU/EBBR |
| CITY: | Brussels |
| COUNTRY: | Belgium |
AIRPORT CONTACT
Information updated 5/2008
| 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 6804 | +32 2 753 6201 |
| Fax: | +32 2 753 6810 | +32 2 753 4277 |
| Email: | liesbeth.peeters@brusselsairport.be | |
| Airport Web Site: www.brusselsairport.be | ||
| 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 |
| 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). |
| 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. |
The Preferential Runway System is established as follows:
(1) RWY 07L to NIK, HELEN, DENUTm ELSIK and KOK/RWY 07R to CIV, LNO, SPU, SOPOK, PITES and ROUSY - 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). 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. 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. |
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Noise Quota System During the Night and the Early Morning - 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 -flights on which there is an immediate danger to the life or health of persons as well as animals 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. |
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. |
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. |
| Total noise quota for the airport is limited |
| 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.
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| 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/Night Factor The day/night factor (D) is set to 1, except as determined according to the table below |
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| 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. |
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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.
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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. |
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| 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 |
| Included in Noise Monitoring System |
| - 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 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; Definitions 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; SEL= LAEQ,t + 10 X log 10 t / 1sec 5. LEVT : the SEL value calculated for the event under consideration; Limits |
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Conditions for measurement Characteristics of the measurement equipment and annex reporting |
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| 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 |
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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 Take off and landing of aircraft classified as "Chapter 2" according to the criteria published in ICAO Annex 16 are forbidden. - 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; - flights which there is an immediate danger to the life or health of persons as well as animals Exceptionally and on explicit justified requests, the Minister of Mobility and Transport may authorize a take off or landing of a non-compliant aircraft. |
Chapter 2 airplanes >75,000 lbs are ban from operating in EU Member States as of April 1, 2002. |
Definitions: TKOF and LDG on Belgian aerodromes of civil subsonic jet aeroplanes is forbidden: - 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; |