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Noise Abatement Procedures

Noise Abatement Procedures apply to jet-propelled aircraft and those over 5700kg MTOW, with specific guidelines for runway selection and flight paths. Operators must develop noise abatement departure procedures approved by the Civil Aviation Safety Authority, adhering to ICAO standards. Curfews exist at certain airports, including Adelaide and Sydney, which are detailed in the NOISE charts.

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28 views2 pages

Noise Abatement Procedures

Noise Abatement Procedures apply to jet-propelled aircraft and those over 5700kg MTOW, with specific guidelines for runway selection and flight paths. Operators must develop noise abatement departure procedures approved by the Civil Aviation Safety Authority, adhering to ICAO standards. Curfews exist at certain airports, including Adelaide and Sydney, which are detailed in the NOISE charts.

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T H Chan
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AWM

9 MAR 07
TERMINAL
© Jeppesen, 1999, 2007. All Rights
Reserved. Noise Abatement Procedures AU

1 APPLICATION
1.1 Noise Abatement Procedures shall normally apply to all jet propelled aircraft and other aircraft having a MTOW
exceeding 5700kg (12,560 lbs).

NOTE: A subsonic jet-propelled aircraft will not be permitted to operate in Australia unless it meets the requirement of
ICAO ANNEX 16, Volume I, Chapter 3 (not published herein).
1.2 Where noise abatement procedures are prescribed, and ATC traffic management permits, the runway nomination
provisions published on NOISE charts will be applied. Not withstanding this, noise abatement will not be a determining
factor in runway selection under the following circumstances (unless required by Noise Abatement legislation):

a. In conditions of low cloud, thunderstorms and/or poor visibility;

b. For runway conditions that are completely dry:

1. when the crosswind component, including gusts, exceeds 20 kt;

2. when the downwind component, including gusts, exceeds 5 kt;

c. For runway conditions that are not completely dry:

1. when the crosswind component, including gusts, exceeds 20 kt;

2. when there is a downwind component;

d. When wind shear has been reported;

e. When, in the opinion of the pilot-in-command, safety would be prejudiced by runway conditions or any other
operational consideration.

1.3 Preferred flight paths for arriving and departing aircraft have been determined for particular locations. For departing
aircraft they may be in the form of a SID. Arriving aircraft must not make approaches to land below the visual or
electronic glide paths for the runway in use. The requirement to follow the noise abatement flight paths shall be subject
to a specific ATC clearance or instruction, and may be varied by ATC for operational reasons; e.g., weather, traffic
complexity.

1.4 Aircraft operating outside tower hours of operation (at locations which do not have continuous tower services) must
comply with relevant noise abatement procedures only where they do not conflict with circuit direction requirements for
that location.

1.5 Noise abatement departure procedures will be developed by the operator for each aircraft type in accordance with
the requirements of ICAO Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS) Vol. 1, Part V,
Chapter 3. and are subject to approval by the Civil Aviation Safety Authority.

1.6 Noise abatement departure procedures must be used by jet propelled aircraft from the locations and runways
identified under the noise abatement procedures published in Jeppesen Terminal section. The departure procedure to
be used on a specific departure should satisfy the noise abatement objectives of the airport operator in alleviating noise
either close to the airport or distant from the airport. Examples of such procedures are given in PANS-OPS Vol. I, Part
V, Chapter 3 (NADP 1 and NADP 2).

NOTE 1: NADP 1 and NADP 2 are EXAMPLES only. The actual procedures developed by the operator for a specific
aircraft type may vary from these examples provided the minimum requirements of the procedures are met.
NOTE 2: The power settings to be used subsequent to the failure or shutdown of an engine or any other apparent loss
of performance, at any stage in the take-off or noise abatement climb, are at the discretion of the pilot-in-command, and
noise abatement considerations no longer apply.
1.7 As an alternative to the procedures detailed in para 1.6, operators of aircraft which have engines with a by-pass
ratio greater than 3.5 may use the procedure detailed below:

a. climb at V2 +10KT to V2 +20KT – or body angle limit speed; and

b. maintain take-off power to a height above the airport of 1000 ft:

c. then maintaining a positive rate of climb, accelerate to zero flap minimum safe maneuvering speed (V ZF )
retracting flap on schedule;

d. then reduce to normal climb power/thrust; and

NOTE: For aircraft with slow flap retraction, reduce power/thrust at an intermediate flap setting.
e. continue climb at not greater than VZF +10KT to a height above the airport of 3000 ft:

f. accelerate smoothly to enroute climb speed; and

g. maintain runway heading unless required to do otherwise in accordance with a SID or specific ATC instruction.

2 CURFEWS
2.1 There are curfews on some operations at Adelaide, Gold Coast, Melbourne/Essendon and Sydney airports. See the
applicable NOISE charts for details.

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