Proposal for a Directive of the European Parliament and of the Council on the establishment of
rules and procedures with regard to the introduction of noise-related operating restrictions at
Community airports
(2002/C 75 E/21)
(Text with EEA relevance)
COM(2001) 695 final  2001/0282(COD)
(Submitted by the Commission on 3 December 2001)
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF
THE EUROPEAN UNION,
Having regard to the Treaty establishing the European
Community, and in particular Article 80(2) thereof,
Having regard to the proposal from the Commission,
Having regard to the opinion of the Economic and Social
Committee,
Having regard to the opinion of the Committee of the Regions,
Acting in accordance with the procedure laid down in Article
251 of the Treaty,
Whereas:
(1) A key objective of the common transport policy is
sustainable development. This requires an integratedapproach aimed at ensuring both the effective functioningof the Community’s transport systems and the protection
of the environment,
(2) Sustainable development of air transport necessitates the
introduction of measures aimed at reducing the noise
nuisance from aeroplanes at airports with particularnoise problems,
(3) A new, more stringent noise certification standard, defined
in Chapter 4 of Volume 1, Part II of Annex 16 to theConvention on International Civil Aviation, has beenestablished within the framework of the InternationalCivil Aviation Organisation (ICAO) and will contributeto an improvement in the noise climate around airportsin the longer term,
(4) The Chapter 4 standard has been established for certifi-
cation of aeroplanes and not as a basis for the intro-duction of operating restrictions,
(5) The gradual removal of Chapter 2 aeroplanes in
application of Directive 92/14/EEC (
1)will be completed
on 1 April 2002 and new measures will be required toprevent a deterioration in the noise climate after 2002,assuming continued growth of air transport in Europe,
(6) The use of aeroplanes with a better environmental
performance can contribute to a more effective use ofavailable airport capacity and facilitate airport infra-structure development in line with market requirements,(7) A common framework of rules and procedures for the
introduction of operating restrictions at Communityairports, as part of a balanced approach on noisemanagement, will help safeguard internal marketrequirements by introducing similar operating restrictionsat airports with broadly comparable noise problems. Thisincludes assessment of the noise impact at an airport andevaluation of the measures available to alleviate thatimpact, and selection of the appropriate mitigationmeasures with the goal of achieving the maximumenvironmental benefit most cost effectively,
(8) Regulation 2408/92 (
2) provides in Articles 8 and 9 for,
inter alia, publication and examination of operatingrestrictions: the relationship of those provisions withthis Directive should be set out.
(9) The legitimate interest of the air transport sector in
applying cost-effective solutions for meeting noise
management goals should be recognised,
(10) The 33
rdICAO Assembly has adopted Resolution A33/7
introducing the concept of a balanced approach to noisemanagement, thereby establishing a policy approach toaddress aeroplane noise, including international guidancefor the introduction of operating restrictions on anairport-by-airport basis. The balanced approach conceptof aeroplane noise management comprises four principle
elements and requires careful assessment of all different
options to mitigate noise, including reduction of aeroplanenoise at source, land-use planning and managementmeasures, noise abatement operational procedures andoperating restrictions, without prejudice to relevant legalobligations, existing agreements, current laws and estab-lished policies,
(11) Directive 2002/. . ./EC which is a horizontal measure
covering all modes of transport has introduced a
common approach for the assessment and managementof environmental noise. It aims at monitoring the environ-mental problem caused by noise in major agglomerationsand in the vicinity of main transport infrastructures,including airports, at making information on environ-mental noise and its effects available to the public, andat requesting competent authorities to draw up actionplans with a view to preventing and reducing environ-mental noise where necessary and to preserving environ-mental noise quality where it is good,EN C 75 E/318 Official Journal of the European Communities 26.3.2002
(1) OJ L 76, 23.3.1992, p. 21 as amended by Council Directive
98/20/EC (OJ L 107 , 7.4.1998, p. 4). (2) OJ L 240, 24.8.1992, p. 8.
(12) Directive 85/337/EEC (1) already provides for a compre-
hensive assessment of airport projects including noisemitigation. This can be considered as meeting, in part,the assessment requirements of this Directive in the caseof airport infrastructure extension projects,
(13) Such an assessment may demonstrate that the objectives
can only be achieved by a restriction on new services andthe gradual withdrawal of aeroplanes that meet the
Chapter 3 noise certification standard by a small margin,
(14) The particular noise problems of airports which are
located in the centre of large conurbations (city airports)should be recognised by allowing for the introduction ofmore stringent rules,
(15) It is necessary to finalise the indicative list of city airports
on the basis of information to be provided by MemberStates,
(16) The extension of airport infrastructure should be
facilitated with a view to safeguarding the sustainabledevelopment of air transport activities,
(17) It is necessary to allow for the continuation of existing
airport-specific noise management measures and forcertain technical changes to operating restrictions of apartial nature,
(18) Undue economic hardship for operators from developing
nations should be avoided by allowing for the granting ofexemptions where appropriate, and such provision should
include safeguards to avoid abuse,
(19) It is necessary to ensure transparency and consultation of
all parties involved in conjunction with proposals onnoise related measures, including the introduction ofnew operating restrictions,
(20) Operators should be given a reasonable period of advance
notice when new operating restrictions are to beintroduced,
(21) Provisions should be made to ensure the right of appeal
against the introduction of operating restrictions,
(22) The Directive is in accordance with the principles of
subsidiarity and proportionality as set out in Article 5of the Treaty. The introduction of operating restrictionsat Community airports can contribute to the objectiveofpreventing a worsening of the noise climate aroundairports, but there is a possibility of introducing
distortions of competition. The objective can therefore,be more effectively achieved by the Community bymeans of harmonised rules on the introduction ofoperating restrictions as part of the noise managementprocess. The Directive confines itself to the minimumrequired in order to achieve this objective and does notgo beyond what is necessary for that purpose,
(23) In accordance with Article 2 of Decision 1999/468/EC of
28 June 1999 (
2) laying down the procedures for the
exercise of implementing powers conferred on theCommission, certain measures for the implementation ofthis Directive should be adopted by use of the advisoryprocedure provided for in Article 3 of that Decision,
(24) Since certain measures necessary for the implementation
of this Directive are measures of general scope within themeaning of Article 2 of Council Decision 1999/468/EC of28 June 1999 laying down the procedures for the exerciceof implementing powers conferred on the Commission,they should be adopted by use of the regulatoryprocedure provided for in Article 5 of that Decision,
(25) The measures provided for by the present Directive
supersede those provided by Regulation (EC) 925/1999of 29 April (
3) on the registration and operation within
the Community of certain types of civil subsonic jet aero-planes which have been modified and recertificated asmeeting the standards of volume I, Part II, Chapter 3 ofAnnex 16 to the Convention on International CivilAviation, third edition (July 1993). That Regulationshould therefore be repealed,
HAVE ADOPTED THIS DIRECTIVE:
Article 1
Objectives
The objectives of this Directive are
(a) to lay down rules for the Community to facilitate the intro-
duction of operating restrictions in a consistent manner atthe airport level so as to help prevent a worsening of the
noise climate and to limit or reduce the number of people
significantly affected by the harmful effects of aircraft noise
(b) to provide a framework which safeguards internal market
requirements by ensuring that similar solutions are appliedif similar noise problems are identified at airportsEN 26.3.2002 Official Journal of the European Communities C 75 E/319
(1) OJ L 175, 5.7.1985, p. 40 as amended by Council Directive
97/11/EC (OJ L 73, 14.3.1997 , p. 5).(2) OJ L 184, 17 .7.1999, p. 23.
(3) OJ L 120, 8.5.99, p. 47.
(c) to facilitate a sustainable development of airport capacity
(d) to facilitate the achievement of specific noise abatement
objectives at the level of individual airports
(e) to enable the selection of available measures with the goal
to achieve maximum environmental benefit in the mostcost effective manner.
Article 2
Definitions
For the purpose of this Directive:
(a) Airport shall mean a civil airport which has more than
50 000 movements per year (a movement being a take-offor landing), excluding those purely for training purposes onlight aircraft
(b) City airport shall mean an airport in the centre of a large
conurbation, providing predominantly point-to-point intra-European service, where a significant number of people areobjectively affected by aircraft noise and where any incre-mental increase in aircraft movements represents aparticularly high annoyance in light of the extreme noisesituation. An airport may qualify as a city airport only ifthere is an alternative airport also serving that city. Theseairports are listed in Annex 1.
(c) civil subsonic jet aeroplanes shall mean aeroplanes with a
maximum certificated take-off mass of 34 000 kg or more,
or with a certified maximum internal accommodation forthe aeroplane type in question consisting of more than 19passenger seats, excluding any seats for crew only
(d) marginally compliant aeroplanes shall mean civil subsonic
jet aeroplanes, that meet the Chapter 3 certification limitslaid down in Volume 1, Part II, Chapter 3 of Annex 16 tothe Convention on International Civil Aviation by a cumu-lative margin of not more than 5 EPNdB (EffectivePerceived Noise in decibels), whereby the cumulativemargin is the figure expressed in EPNdB obtained byadding the individual margins (i.e. the differences betweenthe certificated noise level and the maximum permittednoise level) at each of the three reference noisemeasurement points as defined in Volume 1, Part II,Chapter 3 of Annex 16 to the Convention on International
Civil Aviation
(e) Operating restrictions shall mean noise related action that
limits or reduces access of civil subsonic aeroplanes to anairport. It includes operating restrictions aimed at the with-drawal from operations of marginally compliant aeroplanesat specific airports as well as operating restrictions of apartial nature, affecting the operation of civil subsonicaeroplanes according to time period(f) Interested parties shall mean natural or legal persons
affected or likely to be affected by, or having an interestin the introduction of noise reduction measures, includingoperating restrictions.
Article 3
Competent authority
Member States shall designate the independent competent auth-
orities responsible for matters falling within the scope of thisDirective.
Article 4
General rules on aircraft noise management
1. Member States shall ensure that the competent authorities
adopt a balanced approach by considering the availablemeasures to address the noise problem at an airport in theirterritory, namely the foreseeable effect of a reduction ofaeroplane noise at source, land-use planning and management,noise abatement operational procedures and other possiblenoise management measures, such as economic incentivesand operating restrictions.
2. When considering operating restrictions, the competent
authorities shall take into account the likely costs and benefitsof the various measures available as well as airport specific
characteristics.
3. Measures or a combination of measures taken under this
Directive shall not be more restrictive than necessary in orderto achieve the environmental objective established for a specific
airport. They shall be non-discriminatory on grounds of
nationality or identity of air carrier.
Article 5
Rules on assessment
1. Member States shall ensure that the decision which is
requested by the managing body of an airport or by a public
authority to the competent authority for operating restrictions
is based on the information as specified in Annex 2, to beprovided in an appropriate form by the managing body ofthe airport.
2. Where airport projects are subject to an environmental
impact assessment in application of Directive 85/337/EEC asamended by Directive 97/11/EC, the assessment carried out inconformity with the provisions of Council Directive85/337/EEC shall be considered as equivalent to and meetingthe requirements of the provisions laid down in paragraph 1provided that the assessment includes the elements in Annex 2to this Directive.EN C 75 E/320 Official Journal of the European Communities 26.3.2002
Article 6
Rules on the introduction of operating restrictions aimed
at the withdrawal of marginally compliant aeroplanes
1. If the assessment of all available measures carried out in
conformity with the requirements of Article 5 demonstratesthat the achievement of the objectives of this Directiverequires, after consideration of operating restrictions of apartial nature,the introduction of operating restrictions aimedat the withdrawal of marginally compliant aeroplanes, the
following rules shall apply instead of the procedure foreseen
in Article 9 of Regulation 2408/92/EC at the airport underconsideration:
(a) 6 months after the completion of the assessment and
decision by a competent authority to the introduction ofan operating restriction, no new services shall be allowedwith marginally compliant aeroplanes at that airport.
(b) not less than one year thereafter each operator may be
required by the competent authority to remove marginally
compliant aeroplanes from their fleet at an annual rate of
not more than 20 % of that operator’s fleet of marginallycompliant aeroplanes serving that airport. The rate ofremoval shall take into account the age of the aeroplanesand the composition of the total fleet.
2. Subject to the rules on assessment of Article 5 city
airports listed in Annex 1 may introduce measures that aremore stringent, in terms of the definition of marginallycompliant aeroplanes provided that these measures do notaffect civil subsonic jet aeroplanes that comply, througheither original certification or recertification, with the noisestandards in Volume I, Part II, Chapter 4 of Annex 16 to theConvention on International Civil Aviation.
(3) The Commission shall, at the request of a Member State
or on its own initiative, examine the application of paragraphs1 and 2, and, within three months of receipt of a request andafter consulting the Committee referred to in Article 12(1) inaccordance with the procedure laid down in Article 12(3),decide whether the Member State concerned may pursue theintroduction of the operating restriction. The Commission shallcommunicate its decision to the Council and the MemberStates.
Any Member State may refer the Commission’s decision to the
Council within one month. The Council, acting by a qualifiedmajority, may take a different decision within a period of onemonth.
This article shall not affect Article 8 of Regulation
2408/92/EEC.
Article 7
Existing operating restrictions
Article 5 shall not apply to:
(a) operating restrictions that were already in force on the date
of entry into force of this Directive.(b) technical changes to operating restrictions of a partial
nature that do not have any significant cost implicationsfor the airline operators at any given Community airportand that have been introduced after the entry into force ofthis Directive.
Article 8
Developing nations
1. Non-compliant aeroplanes registered in developing
nations and listed in Annex 3 shall be exempted from theprovisions of Article 6 paragraphs 1 and 2 provided that
(a) such aeroplanes, granted noise certification to the standards
specified in Chapter 3, Volume 1 of Annex 16 to theConvention on International Civil Aviation, were operatedinto the Community between 1 January 1996 and 31December 2001 (the reference period),
(b) these aeroplanes were, in the reference period, on the
register of the developing nation concerned and that theycontinue to be operated by a natural or legal person estab-lished in that nation.
2. Any Member State granting an exemption shall forthwith
inform the competent authorities of the other Member Statesand the Commission of the exemptions it has granted includingsuch details as are specified in Annex 3.
Article 9
Consultation and transparency
Member States shall ensure that a consultation procedure
relating to the application of Articles 5 and 6 and involvingall interested parties is established. Competent authoritiesshould ensure openness and transparency as regards data andcomputation methodology within the limits of commercialconfidentiality.
Article 10
Public notice
1. Member States shall ensure that, when competent auth-
orities decide the introduction of any new operating restriction,
public notice is given to all interested parties at least
(a) 6 months before the entry into force of the measures in
Article 6(1)(a).
(b) one year before the entry into force of the measures in
Article 6(1)b and 6(2).
2. Any Member State shall forthwith inform the other
Member States and the Commission of any new operatingrestriction it intends to introduce at an airport in its territory.EN 26.3.2002 Official Journal of the European Communities C 75 E/321
Article 11
Right of appeal
Member States shall ensure that any interested party has the
right to appeal against the measures taken pursuant to Articles6 and 7 , before a national court or an independent publicauthority other than the one that has adopted the contestedmeasure.
Article 12
Committee
1. The Commission shall be assisted by the Committee
instituted by Article 11 of Regulation 2408/92/EC.
2. The Committee may be consulted by the Commission on
any matter concerning the application of this Directive.
3. When reference is made to this paragraph, the advisory
procedure laid down in Article 3 of Decision 1999/468/ECshall apply, in compliance with Article 7(3) and Article 8thereof.
4. When reference is made to this paragraph, the regulatory
procedure laid down in Article 5 of Decision 1999/468/ECshall apply, in compliance with Article 7(3) and Article 8thereof.
Article 13
Information and revision
Member States shall upon request submit information on the
application of this Directive to the Commission.
No later than 5 years after the entry into force of this Directive
the Commission shall report to the European Parliament and tothe Council on the application of this Directive.
The report shall be accompanied, where necessary, by
proposals for revision of the Directive.It shall contain an assessment of the effectivness of this
Directive, in particular the need to revise the definition ofmarginally compliant aeroplanes as laid down in article 2(d).
Article 14
Repeal
Regulation (EC) No 925/1999 is repealed as from the date of
entry into force of this Directive.
Article 15
Implementation
Member States shall bring into force the laws, regulations and
administrative provisions necessary to comply with thisDirective by 1 January 2003 at the latest. They shallforthwith inform the Commission thereof.
When Member States adopt those provisions, they shall contain
a reference to this Directive or be accompanied by such areference on the occasion of their official publication.Member States shall determine how such reference is to bemade.
Article 16
Entry into force
This Directive shall enter into force on the day following that
of its publication in the Official Journal of the European
Communities .
Article 17
Addressees
This Directive is addressed to the Member States.
ANNEX 1
LIST OF CITY AIRPORTS
Berlin-Tempelhof
Stockholm BrommaLondon CityBelfast CityEN C 75 E/322 Official Journal of the European Communities 26.3.2002
ANNEX 2
INFORMATION REFERRED TO IN ARTICLE 5(1)
1. Current inventory
1.1. A description of the airport including information about its size, location, surroundings, air traffic volume and mix.
1.2. A description of the environmental objectives for the airport and the national context.1.3. Details of noise contours for the current and previous years  including an assessment of the number of people
affected by aircraft noise. Description of the computational method used to develop the contours.
1.4. A description of measures to ameliorate aircraft noise already implemented: for example, information on land-use
planning and management; noise insulation programmes; operating procedures such as PANS-OPS; operationrestrictions such as noise limits, night limits/curfew, noise charges; preferential runway use, noise preferred
routes/ track-keeping; and noise monitoring.
2. Forecast without new measures
2.1. Descriptions of airport developments (if any) already approved and in the programme, for example, increased
capacity, runway and/or terminal expansion, and the projected future traffic mix and estimated growth.
2.2. In case of airport capacity extension the benefits of making that additional capacity available.2.3. A description of effect on noise climate without further measures, and of those measures already planned to
ameliorate that noise impact over the same period.
2.4. Forecast noise contours  including an assessment of the number of people likely to be affected by aircraft noise
 distinguish between established residential area and newly constructed residential areas.
2.5. Evaluation of the consequences and possible costs of not taking action to reduce the impact of increased noise  if
it is expected to occur.
3. Assessment of additional measures
3.1. Outline of the additional measures available and an indication of the main reasons for their selection. Description of
those measures chosen for further analysis and information on the cost of introducing these measures; the numberof people expected to benefit and timeframe; and a ranking of the overall effectiveness of particular measures.
3.2. Assessment of the cost/effectiveness or cost/benefit of the introduction of specific measures, taking account of the
socio-economic effects of the measures on the users of the airport: operators (passenger and freight); travellers andlocal communities.
3.3. An overview of the possible environmental and competitive effects of the proposed measures on other airports,
operators and other interested parties.
3.4. Reasons for selection of the preferred option.3.5. A non-technical summary.
4. Relation with the (proposed) Directive relating to the Assessment and Management of Environmental
Noise [COM(2000) 468]
4.1. When and where noise maps or action plans have been prepared under the terms of the Environmental Noise
Directive these will be used for providing the information required in this Annex.
4.2. The assessment of noise exposure (i.e. noise contours and number of people affected) shall be carried out using at
least the common noise indicators L
denand Lnight as specified in the Environmental Noise Directive, where available.EN 26.3.2002 Official Journal of the European Communities C 75 E/323
ANNEX 3
LIST OF MARGINALLY COMPLIANT AEROPLANES FROM DEVELOPING NATIONS (BY GEOGRAPHICAL
REGION)
Note: Exemptions for aeroplanes in this Annex are granted within the general framework of the United Nations policies
and decisions (e.g. sanctions, embargo, etc.)
Type RegistrationCumulative margin
(in EPNdB)Operator
ACAC and AFCAC
EGYPT
B707-300F Cargo SU-AVZ 2,5 Air MemphisB747-300 SU-GAL 3,4 Egyptair
B747-300 SU-GAM 3,4 Egyptair
MORROCO
B747-200 CN-RME 0,6 Royal Air Moroc
ANGOLA
B747-300 D2-TEA 3,4 TAAGB747-300 D2-TEB 3,4 TAAGIL62M D2-TIF 0,1 TAAG
GABON
B747-200 F-ODJG 3,4 Air Gabon
GHANA
DC8-62F Cargo 9G-BAN 1,1 Continental
B747-200F Cargo 9G-MKI 2,3 MK Airlines
B747-200F Cargo 9G-MKJ 2,6 MK AirlinesB747-200F Cargo 9G-MKL ? MK AirlinesDC8-62F Cargo 9G-MKG 1,4 MK AirlinesDC8-62F Cargo 9G-MKH 1,4 MK AirlinesDC8-62F Cargo 9G-MKK 1,2 MK Airlines
SOUTH AFRICA
B747SP ZS-SPA 4,9 SAA
B747SP ZS-SPC 4,9 SAA
B747SP ZS-SPE 4,9 SAAB747-300 ZS-SAC 3,4 SAAB747-300 ZS-SAJ 3,4 SAAB747-300 ZS-SAT 3,4 SAA
B747-300 ZS-SAU 3,4 SAA
B747-300 ZS-SKA 3,4 SAAEN C 75 E/324 Official Journal of the European Communities 26.3.2002
Type RegistrationCumulative margin
(in EPNdB)Operator
B747-300 ZS-SKB 3,4 SAA
B767-200 ZS-SRB 4,2 SAAB767-200 ZS-SRC 4,2 SAA
LACAC
CUBA
IL62M CU-T-1217 0,1 CubanaIL62M CU-T-1225 0,1 CubanaIL62M CU-T-1280 0,1 Cubana
IL62M CU-T-1282 0,1 Cubana
IL62M CU-T-1283 0,1 CubanaIL62M CU-T-1284 0,1 Cubana
ARGENTINA
B747-200 LV-MLO 2,4 Aerolineas ArgentinasB747-200 LV-MLP 2,4 Aerolineas ArgentinasB747-200 LV-MLR 2,4 Aerolineas ArgentinasB747-200 LV-OEP 2,4 Aerolineas ArgentinasB747-200 LV-OEZ 2,4 Aerolineas ArgentinasB747-200 LV-OPA 2,4 Aerolineas Argentinas
B747-200 LV-YPC 2,4 Aerolineas Argentinas
Eastern Europe (except members of ECAC or of the proposed European Common Aviation Area)
BOSNIA HERZEGOVINA
Yak42 T9-ABD 5,0 Air Bosnia
Yak42 T9-ABF 5,0 Air Bosnia
GEORGIA
IL62M UK 86577 0,1 Airzena Georgian AL
KAZAKSTAN
TU154M UN 85719 1,6 Aero EkoTU154M UN 85780 1,6 Aero EkoTU154M UN 85781 1,6 Aero EkoYak42 UN 42338 5,0 Irtysh AviaYak42 UN 42342 5,0 Irtysh AviaYak42 UN 42407 5,0 Irtysh Avia
Yak42 UN 42447 5,0 Irtysh Avia
Yak42 UN 42448 5,0 Irtysh AviaEN 26.3.2002 Official Journal of the European Communities C 75 E/325
Type RegistrationCumulative margin
(in EPNdB)Operator
KYRGHYSTAN
TU154M EX 85718 1,6 Kyrghystan AL
TU154M EX 85762 1,6 Kyrghystan AL
IL62M EX 62100 0,1 Quadrotour Aero
FYROM
DC9-32 Z3-AAB 0,2 MAT Macedonian ALDC9-32 Z3-ARE 0,2 MAT Macedonian AL
TAJIKISTAN
TU154M E 85651 1,6 Tajik AirTU154M E 85691 1,6 Tajik Air
TURMENISTAN
Yak42 EZ-J672 5,0 Turkmenistan AL
Yak42 EZ-J673 5,0 Turkmenistan AL
Yak42 EZ-J674 5,0 Turkmenistan AL
UZBEKISTAN
IL62M UK 86573 0,1 Uzbekistan ALIL62M UK 86578 0,1 Uzbekistan AL
IL62M UK 86579 0,1 Uzbekistan AL
IL62M UK 86932 0,1 Uzbekistan ALIL62M UK 86933 0,1 Uzbekistan AL
FEDERAL REPUBLIC OF YUGOSLAVIA
DC10-30 YU-AMB 1,1 JATDC9-32 YU-AJI 0,2 JAT
DC9-32 YU-AJL 0,2 JAT
Rest of the World
CHINA
B747-200 cargo B 2446 3,4 Air China
B747-200 cargo B 2448 3,4 Air China
B747-200 cargo B 2450 3,4 Air ChinaB747-200 cargo B 2462 3,4 Air China
IRAN
B747-200 EP-IAG 0,6 Iran AirB747-200 EP-IAH 0,6 Iran AirEN C 75 E/326 Official Journal of the European Communities 26.3.2002
Type RegistrationCumulative margin
(in EPNdB)Operator
INDIA
B747-200 VT-EDU 0,8 Air IndiaB747-200 VT-EFU 0,8 Air IndiaB747-200 VT-EGA 0,8 Air IndiaB747-200 VT-EGB 0,8 Air India
B747-200 VT-EGC 0,8 Air India
KUWAIT
B747-200 9K-ADB 0,7 Kuwait Airways
MALAYSIA
B747-300 Frachter 9M-MHK 4,4 Malaysia AL
PAKISTAN
B747-200 AP-AYV ? PIAB747-200 AP-AYW ? PIAB747-200 AP-BAK 2,3 PIAB747-200 AP-BAT 2,3 PIA
B747-200 AP-BCL ? PIA
B747-200 AP-BCM ? PIAB747-200 AP-BCN ? PIAB747-200 AP-BCO ? PIAB747-300 AP-BFU ? PIAB747-300 AP-BFV ? PIA
B747-300 AP-BFW ? PIA
B747-300 AP-BFY ? PIAEN 26.3.2002 Official Journal of the European Communities C 75 E/327