There to one study, children exposed to the noise


There were many medical evidences that excessive noise in
general, and air noise in particular, caused psychological disorders and other
negative psychological effects on humans. Specifically, aircraft noise leads to
an increase in chronic fatigue and neurological complaints. Some studies have
found that high blood pressure and high cholesterol levels associated with
stress, high irritability and fatigue increase when a person is exposed to
excessive noise levels for several hours. In addition, according to one study,
children exposed to the noise of frequent aircraft in the school did not learn
as well as other children who go to school in a quieter environment.


The EU aims to reduce noise disturbance for citizens despite
general rules on environmental noise management, as well as by addressing
specific sectors of activity, such as air transport.

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The Environmental Noise Directive (2002/49/EC) sets out a
general framework for noise assessment and management. It identifies indicators
and harmonized methods of assessing population vulnerability and requires
regular noise maps (especially around large airports), as well as providing
information to the public. Member States must also take measures to avoid,
prevent or limit environmental noise. The Directive does not set boundaries,
and measures to be taken in noise action plans remain under the full discretion
of the competent authorities. The data collected under this directive is
collected in the Noise and Information Surveillance Service for Europe (NOISE)
and is intended for public opinion. The effectiveness of environmental noise
guidance is being reviewed. Following a report on its implementation (COM(2011)321),
the Committee initiated public consultations in June 2012 on these guidelines
and on the European Union noise policy.





EU legislation specifically aimed at reducing air traffic
noise is based primarily on the application of existing standards within the
framework of ICAO and on the development of joint European Union measures to
implement an internationally recognized “balanced” approach.
“While land-use management and its procedures continue to operate within
the mandate of Member States, a common approach under Directive 2002/30 / IEC
on the authority of airport authorities has established local operational constraints
to reduce noise pollution, one approach to noise management, The interior has a
similar approach in all airports facing similar noise problems at airports with
more than 50,000 traffic annually (plus four city airports) based on the
“balanced approach” which provides for general measures when the
absolute prohibition or access to a civilian aircraft to Aur In particular met
(a) when to get to For EU to EU aircraft that comply with international noise
standards can only be “margin” international noise regulations do not
exceed 5db.


. The ICAO Council adopts international standards and
recommended practices (“SARP”). The SARPs are subsequently contained
in the annexes to the Chicago Convention. The Convention was first adopted on 2
April 1971 and is listed in Annex 16 of the Chicago Convention for the
Protection of the Environment. Annex 16 was adopted following the
recommendations of the Special Meeting on Aircraft Noise at Airports, held in
1969. Annex 16, volume I, contains provisions for uniform measurements of
aircraft noise levels and noise certification standards for any aircraft being
built. Volume II identifies aircraft engine emissions standards.


The first volume of Annex 16 distinguishes aircraft at three
levels of accuracy. Chapter 1 refers to non-noise aircraft (“Nick”)
and includes all aircraft that can not comply with Chapter 2 standards,
including most types of Boeing 707, McDonnell Douglas Ds 8, Convers, Caraviles,
and Terrantas. Most of these aircraft are old in many parts of the world
because of age and do not comply with existing noise regulations. Chapter 2 of
Volume I of Annex 16 provides the first stringent noise standards. This applies
to aircraft approved for the first time, ie aircraft in which applications for
an airworthiness certificate for the prototype (the so-called model
certificate) or any other similar procedure were accepted prior to 6 October
1977. Several types of aircraft are treated exceptionally in Chapter 2 The
actual noise level measures the noise level, and Chapter 2 prevents the plane
from exceeding the maximum number of spots at specific moments. Chapter 2 also
contains detailed technical procedures for calculating these noise standards.
Chapter 3 applies stricter standards to aircraft designed after 6 October 1977.
Accordingly, many aircraft do not meet these standards. For example, Chapter 3
excludes Boeing-727s, Boeing-737-200s, McDonell Douglas DC-9s and


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