In brief
On 1 October 2026, air traffic controller Skeyes raised the initial descent altitude on route RNP 07L from 3,000 to 4,000 feet (1,220 metres) to lessen noise on the ground.
A February 2025 environmental court ruling gave the Belgian federal state until 1 October 2026 to resolve noise infringements or incur daily fines of 10,000 euros up to 2 million euros.
Mobility Minister Jean-Luc Crucke proposed raising runway tailwind limits to 8 knots and alternating flights with a curved path over Laeken, Ganshoren, and Jette.
Brussels Environment Secretary Ans Persoons and Flemish MPs Bert Wollants and Tine Gielis opposed the plan, warning against redistributing aircraft noise into neighboring areas.
- September 2026Runway 07L records 12 departures and zero landings
- 1 OctSkeyes introduces 4,000-foot descent altitude as court penalty deadline takes effect
- Early 2027Mobility Minister Crucke plans to present draft federal aviation legislation
New flight procedures take effect
Federal Mobility Minister Jean-Luc Crucke announced operational adjustments to Brussels Airport flight paths on 1 October 2026 to curb noise pollution across the capital. Under procedures implemented by air traffic service Skeyes, aircraft landing on runway 07L now begin continuous descent at 4,000 feet (1,220 metres) instead of the previous 3,000 feet (920 metres). The modification introduces a steeper approach angle so aircraft remain at higher altitudes longer before landing. The RNP 07L route, which theoretically passes over 450,000 residents, recorded 543 takeoffs in August 2026 followed by 12 takeoffs and zero landings in September 2026. The operational adjustments respond to a February 2025 environmental court ruling that ordered the Belgian state to address noise limit violations by 1 October 2026 or face fines of 10,000 euros per day, capped at 2 million euros.
- Previous procedure
- 3000 feet
- New procedure (1 October 2026)
- 4000 feet
Data from the article text
Proposed path alternations and wind rules
Beyond the immediate altitude change, the mobility ministry is evaluating structural adjustments to the RNP 07L path, often called the Crucke route. The plan explores reviving a curved approach over Laeken, Ganshoren, and Jette to alternate with the direct satellite path currently overflying Molenbeek, Koekelberg, and Schaerbeek. The ministry also proposes requiring aircraft to take off from the runway threshold outside peak hours and seeking greater transparency in runway allocation by air traffic controllers. To increase the use of preferential runways 25L and 25R, Crucke proposed raising the tailwind limit from 7 knots with gusts to an average of 8 knots for runways 25 and 07. Crucke stated that comprehensive draft aviation legislation will follow in early 2027.
Brussels officials and resident groups push back
Brussels regional representatives and resident groups expressed immediate discontent with the federal package. Brussels State Secretary for the Environment Ans Persoons stated that the measures offer no real relief to 300,000 capital residents living under dense flight corridors.
“It is a pig in a poke.”
Vincent Vanwijnsberghe, president of the resident group Free Air 4 Brussels, said that adjusting wind standards and adding satellite tracks would fail to lower ground noise levels. Brussels Socialist parliamentarian Ridouane Chahid added that alternating between straight and curved trajectories organizes noise distribution among neighborhoods rather than lowering total flight exposure.
Flemish coalition partners warn against noise shifting
Flemish coalition partners in the federal parliament also criticized the proposals, rejecting any redistribution of noise towards Flemish territory. During parliamentary debate, N-VA representative Bert Wollants voiced strong opposition to shifting flight corridors north.
“If you think you can shift nuisances from Brussels to Flanders, that won't pass!”
Christian Democratic lawmaker Tine Gielis warned that her party would request a conflict of interest procedure from Flanders if unilateral changes proceed. Crucke defended the policy, stating that satellite guidance meets European regulatory standards while maintaining a balance between economic activity and court-mandated noise reductions.