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HomeMy WebLinkAboutM-97-0202F t CITY OF MIAMI, FLORIDA - INTER -OFFICE MEMORANDUM TO : Honorable Mayor and Members of the City Commission FROM : dward Marquez City Manager RECOMMENDATION DATE : MAR 1 9 1997 FILE : SUBJECT : Ploise Abatement for Miami International Airport REFERENCES: ENCLOSURES: It is respectfully recommended that the City Commission direct the City Manager to present the findings in the attached report, concerning means to mitigate noise impacts on the City of Miami and surrounding areas, to Dade County and Miami International Airport officials in an effort to determine the suitability of adopting such measures. DISCUSSION ITEM Discussion concerning the causes of the noise generated at the Miami International Airport (MIA) and some methods and procedures which, if adopted, would help reduce the amount of noise intrusion currently affecting the residential neighborhoods surrounding MIA. BACKGROUND This item has been prepared pursuant to the instructions issued by the City Commission at its meeting of January 16, 1997 to research whether fines can be imposed by the City of Miami on airlines which violate the City's noise regulations. A study has been conducted on the issue by the Department of Community Planning and Revitalization; its findings and conclusions are presented herein. It has been found that Miami International Airport, unlike most major airports in the United States, does not have in place a strict set of noise abatement regulations for airlines and their pilots to follow. Consequently, the procedures currently in use result in a significant amount of noise intrusion on the areas surrounding -the airport. This study focuses on the causes of such noise intrusions and proposes certain methods and procedures to alleviate the adverse impact on the abutting residential areas. 97- 202 1 NOISE ABATEMENT PROCEDURES PRELIMINARY CONSIDERATIONS FOR MIAMI INTERNATIONAL AIRPORT LANDING AND TAKING -OFF TO THE WEST i Maximize the use of runways 27 left, 27 .right (the west -east runways) at all times and j that of 30 (the southeast -northwest runway) between the hours of 08:00 and 22:00 (local time). Make every effort to orient airport take -offs and landings to the west (whenever prevailing winds allow). • If prevailing winds are from the north, northwest, west or southwest, runways 27L and 27R should be given preferential use over runways 9R and 9L. • Between the hours of 08:00 and 22:00 and if the above conditions apply runway 30 should be given preferential use over runway 12. • Under any circumstances runways 9U27R and 9R/27L should be given preferential use over runway 12 /30. Contingency -basis use of runway12/30 is recommended. Allowing all airplanes to take -off to the west would bring the take -off flight path over the industrial/business complex to the west of Miami International Airport. Climb would continue over uninhabited areas to an altitude of three thousand (3,000) feet before initiating a turn in any other direction. Arrivals, while quieter than takeoffs , are still a significant source of noise. Landing to the west would bring the arrival flight path over residential areas. Certain, easy -to -follow procedures would greatly reduce the noise impact on residential areas: Arriving airplanes should maintain an altitude of three thousand (3,000) feet until reaching the shoreline, then on or above the minimum required landing slope (glide slope) until landing. Airplanes need less power to descend so they are encouraged to maintain a high altitude (three thousand feet ) until the shoreline is reached and from that point on they can begin their descent needing less power and thus generating less noise. Airplanes should adopt their final landing heading (intercept localizer) before reaching the shoreline so that no maneuvering or turning over land is required. CITY OF MIAMI • DEPARTMENT OF COMMUNITY PLANNING AND REVITALIZATION 444 SW 2N0 AVENUE, 3R0 FLOOR • MIAMI, FLORIDA, 33130 PRONE (305) 416-1435 Date: 02/11 /97 Page 1 3 97- 202 W1 4 L NOOSE ABATEMENT PROCEDURES PRELIMINARY CONSIDERATIONS FOR MIAMI INTERNATIONAL ACRPORT LANDING AND TAKING -OFF TO THE EAST When prevailing winds are from the east and of a strength above ten (10) knots, airplanes must take of and land. on runways 9L, 9R (the west -east runways) and 12 ( the northwest -southeast runway). This brings the departure flight path over residential areas in the City of Miami. Here, again, a few simple procedures can greatly reduce the noise impact on the city, if followed: • Prohibit take -off on runway 12 between the hours of.22:00 and 07:00 for all types of airplanes. Between 22:00 and 07:00 traffic is light, this action would not slow -down - traffic. • Prohibit take -off on runway 12 for all airplane types not in compliance with "stage - three" noise regulations, at all times. • All airplanes should be required to maintain runway heading after take -off until reaching the shoreline. This is the shortest distance over populated area during the take -off phase of flight. After crossing the shoreline, airplane can maneuver to its destination heading over water. • All southbound airplanes should be required to carry out their vectoring maneuvers either between the bayshore and Key Biscayne or to proceed southeast -bound between Fisher Island and Virginia Key and execute vectoring maneuvers over open waters. • Under any circumstances runways 9U27R and 9R/27L should be given preferential use over runway 12 /30. Contingency -basis use of runwayl2/30 is recommended. • Apply noise abatement procedures - in the take -off profile as described on page three. CITY OF MIAMI • DEPARTMENT OF COMMUNITY PLANNING AND REVITALIZATION 444 SW 2ND AVENUE, 3RD FLOOR ^ MIAMI, FLORIDA, 33130 PHONE (305) 416-1435 Date: 02/11 /97 Page 2 97- 202 NOISE ABATEMENT PROCEDURES j PRELIMINARY CONSIDERATIONS FOR MIAMI INTERNATIONAL AIRPORT NOISE ABATEMENT TAKE -OFF PROFILE. . Take -off as previously stated is the stage in flight which generates the most noise. In an effort to manage the necessary noise generation so as to minimize its adverse impact upon adjacent residential areas, a few simple procedures may be observed as described below. These steps are safe to follow. They do not place any undue strain on the airplane nor the pilot; nor do they significantly increase the operational expense of the flight by unduly increasing fuel consumption or greatly taxing the flight equipment. The aim, is to allow the airplane to reach the highest altitude possible over the shortest distance. This gain of altitude over a short distance coupled with a reduction of power between fifteen hundred (1,500) feet and three thousand (3,000) feet drastically reduces the noise impact on adjacent residents. This take -off profile is widely in use throughout Europe where most airports are close to residential communities. It can be applied as a standard departure procedure on ALL I runways. i • Maintain a speed of "V2+10" or "V2+15" until reaching three thousand (3,000) feet. 1 • at fifteen hundred (1,500) feet reduce power setting to"climb-2", "climb" or 1.70 EPR for DC-9 and B-727. at three thousand (3,000) feet, bring in flaps (clean-up) and resume normal climb. At 3,000 ft. f Initial climb maintain clean-up and V2+10 or V2+15 At 1,500 ft. resume normal climb maintain V2+10 or V2+15 select climb-2, climb, 1.70 e.p.r. CITY OF MIAMI • DEPARTMENT OF COMMUNITY PLANNING AND REVITALIZATION 444 SW 2"0 AVENUE, 3RD FLOOR • MIAMI, FLORIDA, 33130 PHONE (305) 416-1435 Date: 02/11/97 Page 3 5 .9 �p )— : 202 (� L SOURCES AIRPORT NOISE ABATEMENT 1. Proposed Noise Abatement Procedure for Miami International Airport Captain Eduardo Ferrer (Eastern) Ret. 2. Correspondence Related to MIA Noise Abatement Captain E. Ferrer 3. Additional Information Related to Noise Abatement Captain E. Ferrer 4. Proposed Noise Abatement Procedure for Miami International Airport Captain Bertrand Lecocq 5. Information Related to Noise Abatement (Jeppesen Charts) Captain B. Lecocq 6. Air Line Pilots' Association (ALPA) "Noise Abatement Versus Safety" Air Line Pilot - November/December 1996 7. Aircraft Gas Turbine Engine Technology (2"d Edition) "Sound Suppression" Irwin E. Treager 8. Aircraft Performance Manual (2"d Edition), "Take -Off Speed Thresholds", etc. Norbert R. Kluga 9. The Pilot's Manual, Instrument Flying, "The Instrument Landing System" Trevor Thom 10. Notes on meetings with Captain E. Ferrer, Captain B. Lecocq and Mr. Jeffrey Bunting, Environmental Planner with the Dade County Aviation Department. Copies of all the above listed documents are on file with the Department of Community Planning and Revitalization, Current Planning Division. To obtain copies of these documents, please contact Francisco J. Garcia at (305) 416- 1410. 6 97- 202 L F -t',-, QTt j of fflta-tt WALTER J. FOE,\1A,N Ci1v Clerk March 28, 1997 Captain Eduardo B. Ferrer 301 S.W. 30th Court Miami, Florida 33135 Dear Captain Ferrer: ED\%ARF.) VAR(lt F/ Cit\ \1,(n,wpr Pursuant to Motion 97-202 at the City Commission meeting of March 27, 1997, the City Commission appointed you along with other representatives of a City of Miami delegation to meet with Metropolitan Dade County Aviation Department in connection with noise abatement procedures, as well as addressing the enforcement of appropriate Federal Aviation Administration and Dade County regulations, governing same. Furthermore, please be advised that through the City Manager, Principal Land Development Specialist Francisco Garcia, along with yourself have been appointed by the Commission as a "Committee of Two," for the purpose of studying Logan Airport in Boston, Massachusetts and Atlanta International Airport in Atlanta, Georgia and reporting back to the Commission regarding same (at the first regular Commission meeting of May). City of Miami's Vice Mayor Tomas Regalado was also selected as the Commission's representative to said committee. In closing, congratulations on your appointment. You will be contacted shortly by a representative of the City Administration regarding this matter. Sincerely, l Walter J. Fodman City Clerk cc: Francisco Garcia, Principal Land Development Specialist OFFICE OF THE CITY CLERK/ 3500 Pan American Drive/P.O. Box 330708/Miami, FL 33233/(305) 250-5360/FAX: (30.51 858-1610 9'7- 202 0 M IAM I INTERNATIONAL AIRPORT NOISE ABATEMENT STUDY i `�'f o r`v R ,.acne va 'to Q O 4 q�fC .Fin CITY OF MIAMI DEPARTMENT OF COMMUNITY PLANNING AND REVITALIZATION 97- 202 F INDEX- MIAMI INTERNATIONAL AIRPORT- NOISE ABATEMENT Introduction Proposal for Noise Abatement Regulations City of Miami - Department of Community Planning & Revitalization 1. Proposed Noise Abatement Procedure for Miami International Airport Captain Eduardo Ferrer (Eastern) Ret. 2. Correspondence Related to MIA Noise Abatement Captain E. Ferrer 3. Additional Information Related to Noise Abatement Captain E. Ferrer 4. FAA Noise Abatement Regulations for MIA 5. Proposed Noise Abatement Procedure for Miami International Airport Captains Bertrand Lecocq and Patrick McCoy 5. Air Line Pilots' Association (ALPA) "Noise Abatement Versus Safety" Air Line Pilot - November/December 1996 7. Noise Abatement Procedures - Major Airports Worldwide Captains E. Ferrer and B. Lecocq 8. Aircraft Gas Turbine Engine Technology (2"d Edition) "Sound Suppression" 9. Aircraft Performance Manual (2"d Edition), "Take -Off Speed Thresholds" 10. The Pilot's Manual, Instrument Flying, "The Instrument Landing System" 11. Noise Abatement Regulations and Correspondence with FAA from Dade County Aviation Department Illustrations Copies of all the above listed documents are on file at City of Miami Department of Community Planning and Revitalization, Current Planning Division. i 9'�-- 202 i INTRODUCTION Miami International Airport has undergone a period of significant growth in the last several years. This growth albeit good for the financial health of Dade County, has adversely impacted the residents of the City of Miami. This impact results from the often overwhelming noise generated by aircraft departing from and arriving at Miami International Airport. There are ways in which this impact can be addressed without hindering the growth and success of our airport, one of the nations great international gateways. Throughout the country, and the world, the nuisance created by aircraft noise has been recognized and strict noise abatement procedures and regulations have been adopted and enforced. These procedures allow airports to grow and operate efficiently while addressing the legitimate concerns of those who reside in areas adjacent to the airport and along the flight -path of departing and arriving aircraft. In a time when every major metropolitan area in the United States has a noise abatement policy in place, Dade County hasn't, or doesn't enforce effectively, any noise abatement regulations. The urgency of the issue becomes readily apparent when it's realized that Miami International Airport is the tenth (10"i) busiest airport in the nation. There is much that can be done to ameliorate the existing situation. The measures proposed in the accompanying study would considerably alleviate the impact presently endured by Miami residents. However, as all measures, they would only be effective to the degree that they are observed by airlines and their pilots. Consequently, their success hinges on the implementation of an effective enforcement mechanism. Captain Patrick McCoy Captain Edward Ferrer L 97- 2p-9 NOISE ABATEMENT PROCEDURES PRELIMINARY CONSIDERATIONS FOR MIAMI INTERNATIONAL AIRPORT LANDING AND TAKING -OFF TO THE WEST Maximize the use -of runways 27 left, 27 right (the west -east runways) at all times and that of 30 (the southeast -northwest runway) between the hours of 08:00 and 22:00 (local time). Make every effort to orient airport take -offs and landings to the west (whenever prevailing winds allow). • If prevailing winds are from the north, northwest, west or southwest, runways 27L and 27R should be given preferential use over runways 9R and 9L. • Between the hours of 08:00 and 22:00 and if the above conditions apply runway 30 should be given preferential use over runway 12. • Under any circumstances runways 9L/27R and 9R/27L should be given preferential use over runway 12 /30. Contingency -basis use of runway12/30 is recommended. Allowing all aircraft to take -off to the west would bring the take -off flight path over the industrial/business complex to the west of Miami International Airport. Climb would continue over uninhabited areas to an altitude of three thousand (3,000) feet before initiating a turn in any other direction. Arrivals, while quieter than takeoffs , are still a significant source of noise. Landing to the west would bring the arrival flight path over residential areas. Certain, easy -to -follow procedures would greatly reduce the noise impact on residential areas: Arriving aircraft should fly at an altitude of three thousand (3,000) feet until reaching the shoreline, then on or above the minimum required landing slope (glide slope) until landing. Aircraft need less power to descend so they are encouraged to maintain a high altitude (three thousand feet ) until the shoreline is reached and from that point on they can begin their descent needing less power and thus generating less noise. Aircraft should adopt their final landing heading (intercept localizer) before reaching the shoreline so that no maneuvering or turning over land is required. CITY OF MIAMI • DEPARTMENT OF COMMUNITY PLANNING AND REVITALIZATION 444 SW 2ND AVENUE, 3RD FLOOR • MIAMI, FLORIDA, 33130 PHONE (305) 416-1435 Date: 03/27/97 Page 1 97- 202 In _ r NOISE ABATEMENT PROCEDURES PRELIMINARY CONSIDERATIONS FOR MIAMI INTERNATIONAL AIRPORT LANDING AND TAKING -OFF TO THE EAST When prevailing winds are from the east and of a strength above five (5) knots, aircraft must take -off and land on runways 9L, 9R (the west -east runways) and 12 ( the northwest -southeast runway). This brings the departure flight path over residential areas in the City of Miami. Here, again, a few simple procedures can greatly reduce the noise impact on the city, if followed: • Prohibit take -off on runway 12 between the hours of 22:00 and 07:00 for all types of aircraft. Between 22:00 and 07:00 traffic is light, this action would not slow -down traffic. • Prohibit take -off on runway 12 for all airplane types not in compliance with "stage - three" noise regulations, at all times. • All aircraft should be required to maintain runway heading after take -off until reaching the shoreline. This is the shortest distance over populated area during the take -off phase of flight. After crossing the shoreline, airplane can maneuver to its destination heading. • All southbound aircraft should be required to carry out their vectoring maneuvers either between the bayshore and Key Biscayne or to proceed southeast -bound between Fisher Island and Virginia Key and execute vectoring maneuvers over open waters. • Under any circumstances runways 9U27R and 9R/27L should be given preferential use over runway 12 /30. Contingency -basis use of runway12/30 is recommended. • Enforce noise abatement procedures in the take -off profile as described on page three. CITY OF MIAMI • DEPARTMENT OF COMMUNITY PLANNING AND REVITALIZATION 444 SW 2ND AVENUE, 3RD FLOOR • MIAMI, FLORIDA, 33130 PHONE (305) 416-1435 Date: 03/27/97 In Page 2 97- 202 NOISE ABATEMENT PROCEDURES PRELIMINARY CONSIDERATIONS FOR MIAMI INTERNATIONAL AIRPORT NOISE ABATEMENT TAKE -OFF PROFILE. Take -off as previously stated is the stage in flight which generates the most noise. In an effort to manage the necessary noise generation so as to minimize its adverse impact upon adjacent residential areas, a few simple procedures may be observed as described below. These steps are safe to follow. They do not place any undue strain on the airplane nor the pilot; nor do they significantly increase the operational expense of the flight by unduly increasing fuel consumption or greatly taxing the flight equipment. The aim, is to allow the airplane to reach the highest altitude possible over the shortest distance. This gain of altitude over a short distance coupled with a reduction of power between fifteen hundred (1,500) feet and three thousand (3,000) feet drastically reduces the noise impact on adjacent residents. This take -off profile is widely in use throughout Europe where most airports are close to residential communities. It can be applied as a standard departure procedure on ALL runways. • Maintain a speed of "V2+10"• or "V2+15" until reaching three thousand (3,000) feet. • at fifteen hundred (1,500) feet reduce power setting to"climb-2", "climb" or 1.70 EPR for DC-9 and B-727. • at three thousand (3,000) feet, bring in flaps (clean-up) and resume normal climb. r--"- At 3,000 ft. Initial climb maintain clean-up and V2+10 or V2+15 At 1,500 ft. resume normal climb maintain V2+10 or V2+15 select climb-2, climb, 1.70 e.p.r. CITY OF MIAMI • DEPARTMENT OF COMMUNITY PLANNING AND REVITALIZATION 444 SW 2N0 AVENUE, 3RD FLOOR - MIAMI, FLORIDA, 33130 PHONE (305) 416-1435 Date: 02/ 11 /97 L Page 3 97- 202 AIRPORT NOISE ABATEMENT Proposed Noise Abatement Procedure for Miami International Airport Captain Eduardo Ferrer (Eastern) Ret. 97- 202 97- 202 W .3E ABATEMENT PROPOS, FOR i . MIAMI INTERNATIONAL AIRPORT The growths of civil air transport all over the world has brought a serious concern to the environment nuisance caused by aircraft engines, and airline operations are subject to international, national and local regulation imposed to limit the nuisance. Nevertheless the public has not been satisfied by the efforts and further attempts have been made by the aircraft engines manufacturer to diminish the noise of the new power fan turbines. In most of the airports surrounded by heavy populated areas, special technical patterns are established by the airport authorities to alleviate the noise, especially in the takeoff phase of the aircraft's. Miami International Airport has diminished the noise by keeping the airline transport high in the landing profile phase (West heading downwind) parallel to runway 9L and 9R and 12. However, much more can be done to benefit the population without jeopardizing the air traffic. Runway 12 which is the shortest runway at Miami International (9,355 feet) should be used as a backup when any of the runways 27L and 27R are under maintenance or due to weather conditions. More effort must be taken to mandate all aircraft's without a Stage III turbine and all cargo aircraft's to takeoff East bound utilizing runway 9L and 9R at all times. Furthermore during the hours of 2300 to 0700 local on weekdays and 2300 to 0800 local on Sundays runway 12 must not be used. Miami, being an International Airport is the only airport in the United States that allows aircraft's with piston engines like DC-4, DC-6, DC-7, C- 46, C-240, L-1049, to name a few. These aircraft's should be limited to use either runway 9L or 9R, 24 hours a day. Runway 9L (10,502 feet) and runway 9R (13,002 feet) are the longest runways at Miami International. The noise surrounding an airport is measured from the point of a given aircraft after breaking inertia at maximum takeoff power to a point where a microphone situated at 23,389 feet in direct line captured Page I IN 97- 202 the noise when t; aircraft is already at an alti .fie of 1,000 feet and at V2 plus 10 (velocity minimum control plus 10 knots). The new turbines (power fan) are designed for the fan to produce more force, (less noise) 101 decibels or less equals to Stage III). Starting in January 1, 1997 all national and foreign airlines are subject to have 50% if their equipment in Stage III; by the year 2000 all of their aircrafts must be Stage III. The prevailing wind at Miami International is E-SE. All aircraft's should be given an East bound takeoff in order to avoid the noise in the most congested area in the City of Miami and to increment the security factor. Everybody knows that an aircraft taking off on runway 12 or landing on runway 31 could be the cause of a catastrophe on human life if it crashes in this area, i.e., Dominican Airlines DC-4 and the recent Sao Paulo Brazil accident. PND d = Perceived Noise Decibel Method: the old turbines without hush kits produce 131 decibels (noise) or Stage II or less. The private (small) jet produces an average of 80 decibels. SUMMARY 1. Dade County Aviation Department should ban all aircraft's of less than Stage III to land on runway 31 and takeoff on runway 12. 2. Not to utilize runway 12 for takeoffs and 31 for landings by any turbine aircraft between the hours of 2300 - 0700 local on weekdays and from 2300 - 0800 on Sundays. 3. All cargo aircraft's are limited to use runway 9L and 9R for takeoffs and 27L and 27R for landings. 4. Dade County Aviation Department should make mandatory that all foreign companies follow noise abatement procedures for takeoffs on any runway. Capt. E. Ferrer 11/11/96 Page 2 97- 202 9 L AIRPORT NOISE ABATEMENT Correspondence Related to MIA Noise Abatement Captain E. Ferrer 97- 20 F, U.S. Department of Transportation Federal Aviation Administration April 9, 1992 Mr. Edward Ferrar 301 S.W. 30 Court Miami, Florida 33135 Dear Mr. Ferrar: Flight Standards District Office-19 P.O. Box 592015 Miami, Florida 33159 (305) 526-2749 In response to our telephone conversation, I have the following information: Due to the use of 100LL fuel instead of 115/145 fuel, the DC-6 gross weight is reduced from 107,000# to 103,800#. The horse power is reduced from 250OBHP to 2400BHP. The DC-7C weight is reduced from 143,000# to 129,000#. The horsepower is reduced from 340OBHP to 2880 BHP. I do not have any exact figures on the DC-7B, but there is a similar reduction in gross weight as its horsepower is reduced from 3250 BHP to 2880 BHP. The runway lengths at Miami International are as follows: RW 9L/27R - 10,502' RW 9R/27L - 13,002' RW 12/30 - 9,355' Runway 9L/27R is closed sporadically for some repair work. i Trans Air Link and Aerial Transit are two 121 carriers in Miami and both use noise abatement procedures and do not use RW 12 for takeoff. I have seen other DC-6 and DC-7 aircraft using RW 12 for takeoff and not using good noise abatement procedures regardless of which runway they use. Please see the enclosed Notice that addresses four -engine piston aircraft not using RW 12 for takeoff. If I may be of further help, please contact me at (305) 526-2749. Sincerely, i Terrence Exley Aviation Safety Inspector Enclosure 9'7- 202 L METROPOLITAN DADE COUNTI , ,-LORIDA AVIATION DEPARTMENT P.O. BOX 592075 MIAM1, FLORIDA 33159 METRO DADE (305) 876-7000 i November 7, 1991 Captain Ferrer 301 S.W. 30th Court Miami, Florida 33135 Dear Mr. Ferrer, Thank you for your concern with reference to piston aircraft operations out of Miami International Airport. On November 61, 1991 a meeting was conducted between piston aircraft operators, the FAA and Dade County Aviation. Enclosed please find Notice #91-29 which was the subject of this meeting. All of the piston aircraft operators agreed to comply with the request set forth in the Notice. Again we would like to extend an invitation for you to join us on a tour of our facilities along with the FAA tower. Should further information be required, please contact Ms. Maria Lukacs at 876-7475, or myself. Sincerely, Bruce R. Drum Chief, Airside Operations cc: RDiaz/RBusch/MLukacs MIAMI INTERNATIONAL AIRPORT L 97_, 20 F ALEXANDER PENELAS ✓U,acaxt�,o�Z�,ou��iitc �a�nir�rQ METROPOLITAN DADOE COUNTY-FLORIDA METRO-DADE CENTER 111 N. W. FIRST STREET, SUITE 220 MIAMI, FLORIDA 33128.1963 (305) 375 - 5071 May 11, 1992 Captain Edward B. Ferrer President, Cuban Pilot Association P.O. Box 0897 Miami, Florida 33135-0897 Dear Captain Ferrer: Thank you for your letter of April 30, 1992 requesting a conference to discuss the use of runway 12 at Miami International Airport. Please be advised that I have forwarded a copy of your letter to the County Manager requesting that his office investigate this matter immediately. In addition, I have asked that the County Manager's office contact you directly to discuss this matter further. Be assured that the County Manager's office will be in contact with you shortly. I appreciate your bringing this matter to my attention. Be assured that this matter will be appropriately researched and investigated. If I may be of further assistance on this or any other matter, please do not hesitate to call. AP/or/cpa Sincerely, a' �deren s County Commissioner 97- 202 METROPOLITAN DADE COUN). -'LORIDA May 29, 1992 AVIATION DEPARTMENT P.O. BOX 592075 MIAMI, FLORIDA 33159 (305) 876-7000 Captain Edward B. Ferrer President, Cuban Pilots Association Post Office Box 0897 Miami, Florida 33135-0897 Dear Captain Ferrer: I am writing in response to your recent letter to Commissioner Penelas in which you expressed concerns regarding the use of Runway 12 at Miami International Airport. My Deputy, Ed O'Rourke, has contacted you on my behalf and has discussed this matter in some detail with you. He has conveyed to me your concerns and also indicated that you and he will be meeting at 2:00 p.m. on June 4th. I am hopeful that we will be able to reach a satisfactory resolution acceptable to all. Sincerely, �E — F ede.rick/ d , A.A.E. A 2iory Direc r FAE:EOR:rmb CCS: Joaquin G. Avino, P.E., P.L.S. Commissioner Alexander Penelas MIAMI INTERNATIONAL AIRPORT 9'7- 202 U.S. Department of Transportation Federal Aviation Administration Capt. Edward B. Ferrer 301 S.W. 30 Court Miami, Florida 33135 Dear Capt. Ferrer, Federal Aviation Administration . Flight Standards District Office P.O. Box 592015 Miami, Florida 33159 February 26, 1992 Thank you for your letter expressing concern about the older propeller type cargo aircraft that depart the Miami International Airport. This office of the Federal Aviation Adminstration is well aware of the problem that is caused by the SLOW climbing older aircraft that create the noise pollution that you have identified. Toward this end, we have devoted specific recources to inspect these aircraft prior to their departure from Miami to help assure proper compliance with the safety rules of flight, however, the Federal Rules of Flight DO NOT require an aircraft that is departing to maintain a specific altitude of flight over residential areas during the actual departure flight segment. We will continue our impromptu inspections of the older aircraft as long as they continue to operate from the Miami airport. I have instructed Mr. Terry Exley, our DC6-7 expert, to contact you when he returns from his training program. If this situation continues, feel free to write to me and express your concern with regard to the problem. Respectfully, (re H mith Asst. Mgr. Geographic Section L 07- 202 METRO DADE DATE: TO: SUBJECT: AVIRTIOP1 DEPRRTMENT Operational Directive'No. 50 (MIA) June 9, 1992 AIRPORT USERS MIAMI INTERNATIONAL AIRPORT RUNWAY 12/30 RESTRICTION FOR FOUR ENGINE PISTON AIRCRAFT Effective immediately, all four engine piston aircraft must use the parallel runways 09L/27R or 09R/27L for departures, 24 hours a day. Sincerely,. RD/BRD/rab Robert , Jr. Assista. Director of Operations cc: A-Z List GAC R&I P.O. Box 592075 • Miami, Florida 33159 n�11IAVIAII RINSIFILUNATIVS-AIL AVIVIVIOIPT 97- 202 F U.S.Department of Transportation Federal Aviation Administration March 5, 1991 Mr. Jimmy C. Mills Air Traffic Manager, Miami ATC Tower P.O. Box 52-6700 GMF Miami, FL. 33152-6700 Captain Edward B. Ferrer 301 S.W. 30th Court Miami, FL. 33135 Dear Captain Ferrer, In Response to your letter of February 26, 1992, regarding Aircraft Operations at the Miami International Airport, I share your interests. The informal runway use program at Miami Airport is developed in conjunction with the Dade County Aviation Department, and is supported by the FAA. Specific information requests about the program should be directed to the Dade County Aviation Department at (305) 876-7475. Sincerely, my Mills it t a£fic Manager Miami ATC Tower g7- 200 I' METROPOLITAN DADE COUNTY, FLORIDA AVIATION DEPARTMENT P.O. BOX 592075 MIAMI, FLORIDA 33159 METRO- (305) 676-7000 i i i; N O T I C E AIRSIDE #91-29 DATE: October 25, 1991 TO: AIRPORT USERS - MIAMI INTERNATIONAL AIRPORT SUBJECT: FOUR ENGINE PISTON OPERATIONS FROM MIAMI INTERNATIONAL AIRPORT i The Dade County Aviation Department (DCAD) is becoming increasingly concerned of operations by four engine piston aircraft. These concerns result from: (1) Citizen complaints of low altitude overflights and of residential areas. (2) The lack of obstruction protection that the airport is able to provide for these operations under FAR Part 77 criteria. The aircr-aft _F:pe3r to be flying well below these obstruction protection surfaces associated with the airport for which Dade j County has established height zoning. Based on this situation DCAD, in association with the Federal Aviation Administration (FAA), plans to implement the voluntary procedures which will provide greater operational margins and flight over' more compatible land use. Operators of four engine piston aircraft are requested to utilize the parallel Runway 9-27 system whenever these runways are available for departure. Operators are requested not to use Runway 12-30 for departures except when winds or closure of both Runway 9L-27R and Runway 9R-27L requires its use. The Aviation Department will continue to monitor operations of these aircraft types. Continuation of complaints and operations on Runway 12-30 will result in the Aviation Department MIAMI INTERNATIONAL AIRPORT L 97- 202 METROPOLITAN DADE COUNT -ORIDA METRO - AVIATION DEPARTMENT P.O. BOX 592075 MIAMI, FLORIDA 33159 (305) 876-7000 February 4, 1990 Captain Edward Ferrer 301 S.W.30th Court Miami, Florida 33135 Dear Captain Ferrer, In response to your phone call on .February 1, 1991, the following is the information you requested. Effective January 28, 1991, runway 09L/27R, our northern runway at Miami International Airport will be closed during the night hours of 10:00 p.m to 10:00 a.m. for the runway resurfacing project. It is estimated that the completion date will be September 12, 1991. After meeting with the Federal Aviation Administration and voicing our mutual concern with reference to runway 12/30, it was agreed that our goal is to utilize equally both runway 12/30 and 09R/27L, during this time period. Also, the project is not scheduled seven days a week so that when 09L/27R is available, our prior agreement with the FAA will be in place and that runway will be utilized accordingly. We appreciate your patience during the runway resurfacing project. If you should require further information, please call Maria Lukacs at 876-7475, or me at 876-7022. Sincerely, j Bruce R. Drum Chief, Airside Operations cc: BDiaz RBush MLukacs MIAMI INTERNATIONAL AIRPORT 9 7 _ 202 AIRPORT NOISE ABATEMENT Additional Information Related to Noise Abatement Captain E. Ferrer 97-- 202 a • d JUL6.84 o: J "/ASHINGTON, D.C. (VA., WA` HINGTON NAT'L NOISE ABATEMENT PROCEDURES POLICY fRL fY :-:Ex�eptir.rmergencv conditipns, Ipng acr_n!�„rr3y not operate. )'4-snglne ti`ansportcategory turbojets, 5;A.3 Oaf-4 A-300, and 5) air carrief :., , Ycra .�pb �r{e`gutarly operated at the airpari a§ f u(y i98� �ni(iMa °ApTrrov y thl •r FAQ'Adii inistrator anoil Director. N51GHTT1ME NOISE LEVELS —From 2200 to 0700 LT,operations of aircraft type. and model. which exceed the followin noise levels violates Federal Avistiorl Rpgulafsgp§,159.40: DepatTCJres,---�7 as generaed_Qa-take-o1f.Auivals_.- 85dBA as aenerafied on approach, BXC@ptWLaircraft scheduled to arrive before 2200 will be permitted to land ii the. h received -au approach clearance before 2230. Ref. 46 Fed. Reg. 58049, November 27. 1981, and Advisory Circular 36-3B... NONSTOP FLIGHT — Aircarrier aircraf! may not operate between the airport ano any other airport that is more than 1000 s!atute miles away from Washington Airport. Runway 15 available for all let !ake-offs.No runup in position prior to take-off.Roilinq take -offs only DEPARTURES JET AIRCRAFTt From take -off climb to 1500'. At 1500' reduce power to a target setting computed for hot day conditionsat niaximun•, grosstake-off weight to give approximately 500' FPM climb, (In lieu of 1500'as:ne point of power reduction, the DCA 2 DME fix when depart ing'northwest or northeast or the DCA 3 DME fix when departing south may oe used). Maintain reduced power until past a DCA 10 DME Arc. Upon reaching the DCA 10 DME Arc,graoually increase power to normal climb settings. Follow the Potomac: or Anacoslia River routes described below unless otherwise advised by ATC. ATC CLEARANCE TO "CONTINUE CLIMB" IN NOWAY ELIMINATES THE REQUIRE- MENT TO COMPLY WITH NOISE ABATEMENT PROCEDURES. EXCEPT THAT THE SPECIFIC ATC INSTRUCTION TO "EXPEDITE CLIMB" RELEASES THE PILOT FROM FURTHER COMPLIANCE WITH NOISE ABATEMENT PROCEDURES. NORTHWEST -Potomac River to abeam Georgetown Reservoir thence continuo over — the river or via DCA R-328 until past the DCA 10 DME Arc. NORTHEAST-Anacostia River to DCA 5 DME fix, continuing at reduced power pas: the DCA 10 DME Arc. SOUTH -Potomac River to the OCA 5 Dh1E fix, continuing al reduced power {.past :np DCA 10 DME Arc. 1 and 2 ENGINE PROPELLER AIRCRAFT -- Follow Potomac or Anacostia Rivers as appropriate. From take -off climb to 1500 prior to turning on course unless instructed to turn sooner by ATC. 4 ENGINE PROPELLER AIRCRAFT -- Follow Potomac or Anacostia Rivers as appropriate. From take -off climb to 2000 prior to itirn,ng on course unless instructed to turn sooner by ATC. ARRIVALS Aircraft shall be vectored so as :o conlinue their approaches over the rivers while oeinq spaced within the traffic flow. Aircraft making IFR approaches from the northwest shall be cleared for a Wasnington. D C. (Va.) 18-2 River Approach (Visuall when weatner is 3500' and 3 miles or better Radar vectors will be provided to the final approach course. When cleared for a River Approach, aircraft may visually follow the riverto the airport or may proceeo via the DCA — R-328 (148°inbound) or via the LDA Rwy 18 approach to abeam Georgetown Reservoir or the DCA 4 mile DME, then visually follow the river to the airport. A light on Memorial Bridge is installed to :assist pilots in staying over the Potamac River during approaches from the nortnwest. Aircraft making IFR approaches from the south shall be cleared for a Washington D.C. (Va.) 18-3 Mount Vernon Approach (Visua!) when weather is 3000' and 4 m.ies or better — When so cleared, aircraft will proceed inbound via DCA R-189 (009°irbound) to abeam Oxonn (DC) NDB or DCA 5.6 DME fix. "r-1 wili visually follow the river to ;he airport tEAL NOTE At 1500' or 2 DME (North) 3 DME (South), set thrust to 1.70 EPR for DC-9 & B-727 "Climb 2" EPR for B-757 DC-9/B-727: Optimum performance available if flaps/slats are fully retracted prior to thrust reduction. If unable, at 1500' retract remaining flaps/slats on schedule as speed permits at a 500 FPM Rate of Climb. B-757: Do not start flap retraction until Climb Thrust is set since adequate acceleration is available for normal flap retraction schedule. (Graphic on reverse side) 9'7— 202 :g c ®M E ASTE N DATE: 3/8/78 MIAMI INTERNATIONAL ARPT RUNWAY SELECTION PROGRAM FOR AIRCRAFT NOISE ABATEMENT A. GENERAL All arriving aircraft utilizing a runway equipped with a usable electronic or visual glide slope device should make every effort to stay on or above the appropriate glide slope path during the approach (Ref: FAR 91.87, Subparagraph d.2,31). &lI,'departing aircraft should use noise abatement departure techniques and company a �`oved cli ppr mb prnaedures whenever applicable. B. OPERATIONS TO/FROM WEST-NORTHWEST AT NIGHT It will be normal practice for aircraft to land to the east or southeast and depart to the west''ot'northwest subject to all of the following conditions: �. During the hours 2300 to 0700 local time weekdays & 2300 to 0800 local time on Sundays; and 2. Provided weather conditions of at least 3500 feet ceiling and 5 miles visibility exist, when traffic control by. visual separation is employed. If conflicting traffic is not a factor, weather conditions, (i.e. ceiling and visibility) shall not be a constraint; and 3. Runways are clear and dry; and 4. Provided a downwind component of not over 5 knots prevails. '!. C. WHEN WEATHER OR TRAFFIC CONDITIONS PRECLUDE A WEST OPERATION OPERATIONSTO/FROM S NIGHT For the purpose of noise abatement, it will be normal practice for certain aircraft operations to be conducted on Runway 9L/27R during the hours 2300 to 0700 local time weekdays and 2300 to 0800 local time Sundays, subject to'the following conditions: f 1. EAST DEPARTURES - NIGHT (a) Ai1_C=46and four engine propeller aircraft will use Runway 9L. (Note: - Exception:' Electra -Heron). (b) All turbojet aircraft exceeding maximum landing weight plus 100/o will use Runway 9L. (Note: Exception, B-747, DC-10, L-1011 and B-727/737/DC-9 aircraft certificated or modified to FAR 36, may use any runway,assigned by Air Traffic Control. Pilots of these latter aircraft (B-727/737/DC-9) should advise ground control if the aircraft complies with FAR 36). (c) All aircraft included in paragraphs (a) and (b) departing on runway 9L will climb straight ahead on runway heading until leaving three thousand feet or passing the Biscayne Bay Coastline (defined by the 3560 radial of the Biscayne Bay VORTAC) commencing turn on -course. T 2. WEST ARRIVALS - NIGHT {a) ;�eriy.rio piupellec Qi"rc.'taft y .ill"use Ru6way_ 27R t Note: Exception: Electra -Heron) (b)'All turbo -jet aircraft will use Runway 27R. (Note: Exception: B-747, DC-10, L-1011 and B-727/737/DC-9 aircraft certified or modified to FAR 36. These Aircraft -may use any runway assigned by Air Traffic Control. Pilots of these latter aircraft should advise Air Traffic Control if the aircraft complies with FAR 36. * The L-1011 and B-727-225A comply with the provisions of FAR 36 - Noise Standards. FLIGHT OPERATIONS MANUAL . VOLUME.2 97- 202 DATE: 3/6/78 MIAMI INTERNATIONAL ARPT RUNWAY SELECTION PROGRAM FOR AIRCRAFT NOISE ABATEMENT A. GENERAL All arriving aircraft utilizing a runway equipped with a usable electronic or visual glide slope device should rrioke every effort to stay on or o6ove the appropriate glide slope path during the approach (Ref: FAR 91.87, Subparagraph d.2,31). t�snt s�wiul8 usitioTse abatetrarit departure techniques and company, a iv 'c r :"p'Medlu* w en® a 'Opp 160. B. OPERATIONS TO/FROM WEST-NORTHWEST AT NIGHT i ly�t nptttic� � Ct1 e'fof cil Daft tt►"land o Qha ea;t ar southeast and depart to the. 1'awn$ ec dilltSat. , I-'-Dw«iao the hours 2300 to 0700 local time weekdays R 2300 to 0800 local time on actd* 6hd 2. Provided weather conditions of at least 3500 feet ceiling and 5 miles visibility exist, when traffic control by visual separation is employed. if conflicting traffic is not a factor, weather conditions, (i.e. ceiling and visibility) shall not be a constraint; and 3. Runways are clear and dAy; and 4. Provided a downwind component of not over 5 knots prevails. C. WHEN WEATHER OR TRAFFIC CONDITIONS PRECLUDE A WEST OPERATION AT-NIGHr— For the purpose of noise abatement, it will be normal practice far certain aircraft operations to be conducted on Runway 9L/27R during the hours 2300 to 0700 local time weekdays and 2300 to 0800 local time Sundays, subject to -the following conditions: 1. EAST DEPARTURES - NIGHT ; a 3 _angin'e:�ropsliar aircraft w111 vsd.Runwgy 9Ld (Note: Exception: Electra -Heron). (b) All turbojet aircraft exceeding maximum landing weight plus 10% will use Runway 9L. (Note: Exception, B-747, DC-10, L-1011 and B-727/737/DC-9 aircraft certificated or modified to FAR 36, may use any runway assigned by Air Traffic Control. Pilots of these latter aircraft (8-727/737/DC-9) should advise ground control if the aircraft complies with FAR 36).' (c) All aircraft included in paragraphs (a) and (b) departing on runway 9L will climb straight ahead on runway heading until leaving three thousand Feet or passing the Biscayne Bay Coastline (defined by the 356o radial of the Biscayne Bay VORTAC) commencing turn on -course. 2. WEST ARRIVALS - NIGHT ' �_'t�. EPe![et=airci�i!'f'wlll usas Runwcy 27R:. o. Dote: .xceptron: (ectra-Haran) (b) All turbojet aircraft will use Runway 27R. (Note: Exception: B-747, DC-10, L-1011 and B-727/737/DC-9 aircraft certified or modified to FAR 36. These Aircraft may use any runway assigned by Air Traffic Control. Pilots of these latter aircraft should advise Air Traffic Control if the aircraft complies with FAR 36. The L-1011 and B-727-225A comply with the provisions of FAR 36 Noise Standards. L 97- 202 11/06/1996 21:23 1-305-2713832 ALVAREZ ASSOC, INC PAGE 01 A300 EASTERN FLIGHT TRAINING FIGHT MANUAL FLIGHT MANEUVERS NOISE ABATEMENT TAKEOFF PROFILE CLIMB AT 250 KNOTS TO 10,000 FEET MSL, THEN ACCELERATE TO 300 KNOTS ENROUTE CLIMB SPEED 3000 FEET AFL: CALL FOR CRUISE POWER AND 250 KTS ON AT$ SPEED BUG. ACCELERATE TO 250 KNOTS. V3: FLAPS UP V4; SLATS RETRACT CLIMB AT VETO 1000 FEET AFL, CALL FOR CR AND VFTOPITCH BARB CALLS FOR APPP,'OX 10' BODY ANGLE FOR ACCEL- ERATION TO VFTO. 400 FEET AFL: IF AIRCRAFT ACCELERATES FD AT 189 BODY ANGLE, HDG RETRACT FLAPS AT V3 ALT ACO (amber) TRIGGER "GO" LEVER NI 9RATE Vp' 10 SRS XCEED ANGLE POSITIOF CLIGEAR U Vg ROTATE SMOOTHLY TO LIFT OFF ATTITUDE *CLIMB POWER IF MAX THRUST TO MADE. 97- 202 j Flight Tech Int'1 TEL NO.305 386-1152 Dec 17,96 8:14'P.O2 �Growley i ! ( n C� Z Reproduced from the Ordnance Survey mop wit rm of the controller of HMSO, (e Crown c9ipr i i y .,97`7202 _ � �' • F_.�� • �i''•.a,,t�.l :''ye' "�: �fy • ti,•. , ..� ..yi r`��..«`•. � � •4 •t h,.. � ' 'g �._ ;Y �r . �.',�..• :yr���4.5 I :"•�`.'7r.� .. _�'S. :: '-t •• ;' ••, ,j?'.S'4 •.:'e•i\. �.1": .�:, ; `� •-... �^� yr;-'.'q �::r .�- '''�, � �� ' 3. .�• .• I�� F ���� Asks Court t® Quash. the Mar. 31, 2002, ICAO dead t Now London Noise Rules British Airways supported move, saying the only way it a; er carriers could be certain of c• Michael Meeham/Brisbane, Australia, and John D. Morroeeo/London ing with the new rules on many 1 would be to offload large num New noise limits set to go into effect the economics of long -haul flying." passenger or large amounts of at London airports on Jan. 1 have drawn In its protest, the OAA is backing OAA and IATA officials say th fire from Asian carriers and a legal chal- IATA, which said it has taken the "rare Stage 3 aircraft like the 747-41 lenge by the International Air Trans- and reluctant step" of seeking a judicial not meet the night-time limits, al { port Assn. review of the U.K governmenes decision. they might meet daytime limits. Asian carriers, which ironically prideLand The new rules would lower noise units meet them, they would have t themselves on flying the world's Heathrow, Gatwick and Stansted air- faster —which shifts the noise f youngest and least noisy fleets, will berts by 3 dB, to 94 dB., during the day but increases emissions and we the hardest hit by die new regulations. b 2 dB, to 87 dB., at night engines faster. The gross takeoff weights of aircraft es say that the U.K. is, in effect, _ i bound for Asia are necessarily higher unilaterally accelerating plans to phase i than aircraft bound elsewhere, mainly out older and nosier Stage 2 aircraft by i because'of the added fuel necessary to Mar. 31, 2002, under an ICAO reso- 1 reach their destinations, said Qantas lution. The IATA and OAA protests do Managing Director James Strong. not say so explicitly, but privately offi- Strong, who chaired the annual meet- cials of both organizations worry about ing of the Orient. Airlines Assn. here last the worldwide impact if individual air - week, said that even 747-400s, which ports begin setting operating regula- meet International Civil Aviation Or- tions that exceed ICAO standards. ganization (ICAO) Stage 3 noise regu- The timing of IATA's appeal will de- lations, cannot satisfy the new London pend on the court and how the U.K. rules. The 747 dominates European- Dept. of Transport decides to respond. Asian routes. The new restrictions grew out of an Oc- Noting that the U.K government has tober, 1995, consultation paper by the "moved the goalposts" on the Stage 3 U.K. government. Ministry officials say noise regulations, Strong said, "The im- the new rules are less restrictive than pact [for Asian carriers] will be either ones that were originally discussed. in payload restrictions or to pay Fines." The government's avowed intent is Breakingthe rules and paying a fine to target Stage 2 aircraft. OAA mem- ot 1,000 pounds 1, 00per occur- bers said that by next year 90% of rence is the more likely outcome. licathrow's flights will be by Stage 3 Strong said this is because reducing aircraft. BA says it will have its Stage 2 cargo and passenger loads "destroys aircraft out of service in time to meet 40 AVIATION WEEK & SPACE TECHNOLOGY/DECEMBER 9, 1996 AIRPORT NOISE ABATEMENT FAA Noise Abatement Regulations for Miami International Airport 9'7- 202 MT 7110.65M 1131 /97 SECTION 4. NOISE ABATEMENT 1-51. MIAMI INTERNATIONAL AIRPORT a. Runway Use Program (1) Runway 9R intersection departures are restricted as follows: (a) 0701 - 2159 local time - Turbojet aircraft meeting FAR Part 36 Criteria and propeller driven aircraft with certified gross weights above 12,500 pounds may not depart from any intersection except T1. All other aircraft will be required to use the full length of the runway. Note: It is not the controller's responsibility to determine which aircraft meet FAR Part 36 Criteria. (b) 2200-0700 local time 1. All aircraft with certified gross weights of 12,500 pounds or more and all turbojet aircraft regardless of weight will be required to utilize the full runway length. No intersection departures shall be approved. 2. Propeller driven aircraft with certified gross weight less than 12,500 pounds may request intersection departures from intersection T1. No other intersection departures shall be approved. (2) Preferential Departure Runways in order of preference. (a) 0701-2159 local time. 1. East: Runway 9L, Runway 12, Runway 9R. 2. West: Runway 27L, Runway 27R, Runway 30. 1-10 (b) 2200-0700 local time. L East: Runway 9L. 2. West: Runway 27L, Runway 27R. (3) Preferential Arrival Runways in order of preference. (a) 0701-2159 local time. 1. East: Runway 9R, Runway 9L, Runway 12. 2. West, Runway 30, Runway 27R, Runway 27L. (b) 2200-0700 local time. 1. East: Runway 9E, Runway 9L. 2. West: Runway 27R, Runway 27L (Runway, 27L not available for turbojet arrivals after 2300 local time). (4) Between 2200 and 0700 local time (a) Runway 12/30 is closed when both parallels (9L/9R) are open. (b) Controllers shall advise aircraft requesting other than preferential runways that they are noise sensitive. (5) All hours - four engine piston aircraft (excluding DH7) shall not use Runway 12/30 for departure. b. Local Control shall have use of the following headings for turbojet departures: Chapter 1 9'7- 202 1131 /97 (1) 0701-2159 local time: (a) East 1. Runway 9L: Northbound- 090, Southbound- 1;0. 2. Runway 9R: Northbound- 075 and 090, Southbound- 10S and k-10. Local Control shall ensure that south departures on Runway 9R do not begin their turn until reaching the Runway 27L middle marker. 1-51.b.(1)(a)2. Note. The Runway 27L middle marker is located 1/2 mile from the end of the runway. 3. Runway 12: Northbound- 678 and 090, Southbound- 105 and 120. 4. Whenever feasible, Runway 9R Heavy jet departures using the Vally/Padus DTA should be issued heading 105 to reduce aircraft noise over the sensitive areas. Local Control shall coordinate this heading with the appropriate departure controllers. (b) West: Northbound- 290, Southbound- 270. (2) 2200- 0700 local time: (a) East Departures North- bound: 1. Runway 9L - 090. . 2. Runway 9R - 075. 3- Runway 12-075. (b) East Departures South - bound: 1. Runway 91, - N. Chapter 1 MT 7110.65M Note: Southbound turbojets departing Runway 9L should turn to heading 1-2,0 as soon as practical. 2. Runway 9R - 105 ai>d Note: Runway 91, is the preferential departure runway. Runway 9R should not be used unless the pilot advises that it is operationally necessary. 3. Runway 12 - 105 and 120. c. Miami South Departure shall: J (1) from 0701 until 2159 local time, ensure southbound turbojet departures remain on assigned heading until 3,000 feet or 4 miles. (2) from 2200 until 0700 local time, ensure southbound turbojet departures remain on assigned heading until 8.5 miles southeast Miami International. d. Miami North Departure shall ensure northbound turbojet departures remain on assigned heading until 4,000 feet or 5 miles. e. Miami South Final Radar shall: (1) Ensure aircraft executing a visual approach are controlled so as to enter the final approach no less than 5 NM from the landing runway. (2) Ensure aircraft remain at 3,000 feet until 10 flight miles from the approach end of the assigned runway. (3) Between the hours of 2300 and 0700 local time, when MIA is landing to the west, ensure that turbojet aircraft execute the ILS approach (when operational) and are established on the localizer prior to "BASHO" or "SARCO" as appropriate. 97- 202 F MT 7110.65M f Miami North Final Radar shall: (1) Ensure aircraft executing a visual approach are controlled so as to enter the final approach no less than 5 NM from the landing.runway. (2) Ensure aircraft remain at 3,000 feet until 10 flight miles from the approach end of the assigned runway. . (3) Between the hours of 2300 and 0700 local time, when MIA is landing to the west, ensure that turbojet aircraft execute the ILS approach (when operational) and are established on the localizer prior to "BASHO" or "SARCO" as appropriate. 1-52. FORT LAUDERDALE INTERNA- TIONAL AIRPORT a. Preferential Runway Use (1) East in order of preference - Runway 9L, 9R, 13 (2) West in order of preference - Runway 27R, 27L, 31 . (3) Turbojet aircraft - Runway 9L/27R (4) Between 2200-0700 (local time), Runway 9R/27L will be closed for noise abatement. 1-12 1131 /97 b. FLL South Arrival/Departure Radar shall ensure FLL southbound departures remain on assigned heading until 3,000 feet or 3 miles. c. FLL North Departure Radar shall ensure FLL northbound departures remain on assigned heading until 3,000 feet or 3 miles. 1-53. FORT LAUDERDALE EXECU- TIVE AIRPORT a. Runway 26 is the preferred departure runway for turbojets. b. On an east operation, ensure that FXE northbound turbojet departures are issued heading 330. c. When traffic conditions permit, assign a higher initial altitude for turbojet departures. 1-54. OPA-LOCKA AIRPORT a. Runway 12/30 is the preferred arrival and departure runway for turbojets. b. No practice approaches are permitted to Runway 9L. 1-55 thru 1-99 RESERVED Chapter 1 97- 202 i AIRPORT NOISE ABATEMENT Noise Abatement Proposals for Miami International Airport Captains Bertrand Lecocq & Patrick McCoy 97- 202 N AS, E4,. A_BATEMENT PROPOSAt., -FOR MIA MI._INTERNATIONAL AIRPORT i (Tro\\11i at Mlanli Itimnational Airport appears to have illushroollled III the last several years. This oro\\rtll albeit good for the financial health of Dade Count\'. is hcculntn� a real environmental problem forthe residents of the t"it\ ofNiiumi. There al*e \\;IVs in Wiwh these problems can. be addressed \\ithout hindering the z;ro\yth ol'onc oi'the nations great international gate\\gays. The real en\•irortmental problem iur this community is the over\\ helrllin,,, noose that is created by departing and alrryulg jets at '\Iianli 1111cl-ll:tllonal Airport 'ilu'ougllout the country. there are Boise abatement procedure` in plae,:. 'These procedures allo\\ airports to grow and operate eliicientl\ and at the same bone address Ih,: legitimate concerns ol'the residents who reside around the geographical areas ofthose ail -ports. I . ry lmkior city in the country has some kind of noise abatement polic\. Dade County has I,,,) turmal policy to address this probleu). Dade C'ounty h;ts no tornlal office that deals with :iirp,lr; noise. except an answering machine that takes the caliers message. This is \\'hoof, in>uHi icnt lw• the tenth busiest aii7)ort in the nation. There is much that can he done. The I,c\ to redticinQ noise is \\r,,tel•I.\,c1Cpalt1.11-es :uld arriVills. Sale departures call be made with (IlN to a ten (1 U) knot tailwind. Thu, in most cases departitw and a] -riving traffic can use the t\\o \\cst rullwa\•s thus achicvina the rn,ist optimal noise reduction. Departing to the \nest is primarily Oyer industrial areas and oreatr• nllrrlmizes the magnitude ofa potential air disaster. Departing to the east should he Utilized onl\' wh,:n \\csterly departure. callnot he aeco111111odated. The nortliwestisoutheast (Run\V Iy 12 3t1 ) rumnway is of particular Whell departing to the southeast (12) a densely populated area becomes exposed to the potentials of an air disaster. Depallures to the southeast also exposes that ;nine largel\ populated ;lre:l to eWessiye noise. It' departures to the east must he made. then the use ofthe due east i urr,\ a\:; of 9l . and 9R should he the only runways pennitted. Rumya\ 1:' i s,anheast departure) should never be used for delMlturc. However with an easterly operation. arri\'all; ern run\\a\• 12 could be a.. orIII nudated \\'ith out compromising a reduction in noise to increase the arrival rate at �,.I IA. Af he area under the al•rival path to runway 12 is mostly industrial and cvcr,lades. With \\esterk tkpartures being the norm. run\nav 30 (north\\est) can he used as a dcpallure rum\ay one- it., \.a\ to increase traffic flow leaving \IIA. Runway 30 should never he used as an an-iyal I-un\\a\ 1l•t'iVing traffic require very high power settings thus creating a \•erg• high level of noise. pcople who live under the ani\al path to runway 30 would super With a Westerly departure as.the normal tlo\'\ t )r departing aircraft. the aill)ort \vould enjoy the "tne efficiency that it already has With its casterl\• umlitiuration and it, :iddltlon dranlattc Illy reduce the noise that is non\• nezp.al I ely Impacting the conllllunit\' In addition to the above general suggestion,. depalling ail•crall \\ ould he required to depart \ IIA using ICAO climb procedures. 'These procedures ;tre used as the starnaarL.i operating, policy by airlines all over the world except I'(), -airline in the United States. . \il 1( � W climb procedur, requires that a jet airplane climb it., quick N Is possible to ?tW feet. Hi,. hiolier an airplane can climb prior to accelerating will create less noise i01. those below tile Il Ighl. lath ofthat jet ail1:11anc. 97- 202 ! 4 Culrcntly airplane, only climb to ti00 tccl prior to accelerati110. ChIIll-) 0111 on departure is "hen most of the noise k created. Fstahlishing cflrctivc climb Otit procedure>; 11-e Of'Significant importance. Especially when jet airplane- are forced to depart to the east ever residential arras. ArrI I airerail, thougll less noise than departing aircraft. are still a n, i:;c nu*sance. Arl•MIl , aircraft should be required to stagy ahovc -MV �11KIC Slope 111CIlCatIOU uPlll reaching 2000 feet. When forced to intercept the'1lide slope fi,olli above. the jet ait7flnnc must reduce its power to idle in order to descend quickly to reach the glide slope by 2000 tart. Wilh reduced power there is reduced noise. aircraft alignimcnt „pith fhc rune av should take piac,: l ,wild tell miles from the aiiivrl. This will reduce the lateral 1YIovcment required over populkllk�.1 w-cas to lisle tip with the I landing rumway. { Thou0h this is a gcnarll firailmwrk for a noise abatement proposal.:lw, !proposal to be considered rtkctn-e will have to consider these suJ,grstioms. i Sin,:er�l�. ! Captain Patrick McCoy j Instructor Pilot American :Airlines --------------------------------------------------------------------------------------------------------- 97- 60 W L Bertrand G. Lecocq January 26, 1997 1776 Opechee Drive Miami, Florida 33133 Dear Mr. Garcia: I was made aware that the city of Miami was looking into the issue of noise complaints caused by airplanes using Miami International Airport. As a Captain for a major Airline based in Miami, I fly in and out of MIA for a living. I believe some noise abatement procedures could be implemented at MIA. These procedures would greatly reduce the noise disturbance endured by the citizens of the city of Miami and Dade county. They would help secure future economic growth for MIA by making the airport a "good neighbor ", thus reducing opposition to new runway, terminal or other construction project at MIA. MIA is one of the few, if not the onlymajor airport in the � rp country, with virtually no noise abatement procedure in place. I have flown out of MIA for the past six years and I have yet to see a published noise abatement procedure. Washington -National, John F. Kennedy, Newark, LaGuardia, Chicago, Los -Angeles, Orange -County, San -Diego, San - Francisco, Long -Beach, to name a few, all have noise abatement procedures published in departure/arrival charts issued to pilots and Air Traffic Control. Miami has none. The sole procedure I have been aware of, is a restriction on the use of runway 12/30 at night. The citizens of Miami and Dade county have a valid point in their complaint. A lot of the aircraft landing and taking -off at MIA are older model jets and do not comply with stage III noise requirements. Stage III requirements will be imposed on all aircraft by the end of 1999. These aircraft do represent the biggest noise burden. Special rules could apply to these jets in the form of runway use, take -off profiles and power settings. As mentioned above, a lot of airports in the country have had such procedures in place for years. It is time for MIA to implement some simple and safe noise abatement procedures. These procedures will benefit the residents, and I believe the economic well being of MIA and the airlines serving MIA in the future. I have attached some solutions that could be implemented at MIA. A lot of these are in use in different combinations at airports throughout the world. Please let me know if I can be of assistance to you or any committee in providing more technical information. Resl Bert L 9'7- 202 Solution # is Landing and taking -off to the west Maximize the use of runways 27 left, 27 right and 30 at all times (excepted 30 between the hours of 22:00 and 08:00 local). Air Traffic Control would make every effort possible to "turn -around" the airport to the West: -Anytime the wind is from the north, northwest, west or southwest, the runways in use should be 27L, 27R, 30. - Anytime the wind is from the east, northeast, southeast or south with a velocity below ten (10) knots the runways in use should be 27L, 27R, 30. Take -off is the loudest phase of flight. Allowing all airplanes to take -off to the west would bring the take -off flight pass over the industrial/business complex to the west of Miami Internationnal Airport. Climb would continue over uninhabited parts to three (3) thousand feet before initiating any turn south or north. Arrivals are a lot quieter than take -offs but are still a source of noise. Landing to the west would bring the arrival flight pass over the city. Some easy to follow procedures would greatly reduce the noise impact on residents: ® keep airplanes at three (3) thousand feet until crossing the coast, then on or above glide slope on arrival to 27L and 27R; to runway 30, at or above charted minimums. This would reduce power setting on approach, therefore reduce noise. ® vector airplanes to intercept localises over water and "track" the localiser to final. ® allow visual approaches on the condition that airplane maintains three (3) thousand feet until crossing over the coast. 1 97— 202 L Solution #2: when landing and taking -off to the east When the prevailing wind is from the east above ten (10) knots, airplanes have to take -off and land using runways 9L, 9R and 12. This brings the take -off flight pass over the city. Here again a few easy procedures to follow can greatly reduce noise impact on the city: prohibit take -off on runway 12 between the hours of 22:00 and 07:00 for all airplane types. Between 22:00 and 07:00 traffic is light, this action would not slow -down traffic. ■ at all times, prohibit take -off on runway 12 for all airplane types not compliant with "stage -three" noise regulations. ® keep airplanes on runway heading after take -off until reaching the coast. This is the shortest distance over populated area during the take -off phase of flight. After crossing the coast, airplane can be vectored south or north over water. Consideration should be given to vector airplane southbound, either between the coast and Key - Biscayne or, around and beyound Key -Biscayne. ® apply noise abatment procedures in the take -off profile as discribed on page three. 2 97— 202 Solution #3: Noise Abatment Take -off Profile 1 To reduce noise impact during the take -off phase of flight a few easy steps should be followed by departing airplanes. These steps are safe to fly and do not penalise j economic well-being of the airlines. They can be applied as a standard departure on ALL runways. The take -off profile described below is widely in use throughout Europe where 1 most airports are close to communities, It allows the airplane to reach the highest altitude possible over the shortest distance. This gain of altitude over a short distance coupled with a reduction of power between 1500 Ft and 3000 Ft drastically reduces the noise impact on residents. ■ maintain a speed of "V2+10" or "V2+15" until reaching three (3) thousand feet ■ at 1500 feet reduce power setting to "climb-2", "climb" or 1.70 EPR for DC-9 and B-727. ® at 3000 feet "clean-up" and resume normal climb. Initial climb maintain V2+10, V2+15 L 1500 feet Maintain V2+10, V2+15 Select climb-2, climb, 1.70 Epr 3000 feet Clean-up Resume normal climb lj 97— 202 AIRPORT NOISE ABATEMENT Air Line Pilots' Association (ALPA) "Noise Abatement Versus Safety" Air• Line Pilot- November/December 1996 97 - 202 hreo years ago, ALPR -xia- pointed up would require a right smart tional Noise Abatement ii- response %vith little margin for error. mittee celebrated success after~ In fact, the FAA permitted power working for more than a decade to elini- cuts so deep that the (light path could nate arbitrary, often unique noise -abate-,, deteriorate to a 5.6 percent descent gra- ment takeoff procedures mandated by °,,,dient afteran engine failure until the a number of noise -sensitive ah1)o4.*, ;';'; pilots increased tln-list on the remain - Those procedlures, largely the 'result' . ing engines. of local community pressure on airport The procedures also often were so managements, often reduced the mar- complex as to be, as the FAA has put it, gin of safety to an unacceptably low `intricate." They thus increased the level. For too long, same airports had flight crews workload during a critical forced airlines to accept these proce- phase of flight and increased the risk of dunes as part of the price of admission diverting the pilots' attention from.scan- to the airport. ping their instruments, watching for Pilots were required to reduce thrust traffic, and engaging in other tasks criti- substantially while their airplanes were cal to flight safety. still as low as 400 feet above the runway, On July 23,1993, the FAA pubUshed flying at a relatively slow speed «nth lift- Advisory Circular (AC) 91-53A, "Noise (and drag-) increasing flaps and/or slats Abatement Departure Profiles." That extended. Recovering from an engine AC,•.which replaced an AC issued in failure and/or windshear encounter 1918,was intended toreplace the then - while low, slow, spooled back, and "current, politically motivated, irrational local noise -abatement procedures with ► Dick Deeds, a refired Delta two safe and reasonable options. captain, was chair nan gl'ALPA's Unfortunately, some folks in the uatioxal Yoise Abatement. Colmnit- United States and abroad are still tnw- tee and receir•ed the Associations ing to promote other, less safe proce- 1982 Air Scc/'et y A xtrd. dures. That's why ALPA's national 'Toile Abatement Coiiimittee has re - wed its efforts to settle this debate once and for all. What can you do as a line pilot? First, let's review AC 91-53A. It de- scribes acceptable criteria for two types of s'afo)Ase-abatement departure pro- ;fd.i NADPs) for subsonic turbojets having a maximum gross takeoff weight of more than 75,000 pounds: "Close -in community" NADI's are intended to reduce noise in noise -sensitive areas near the departure end of the runway. "Distant -community" NADI's are de- signed to reduce noise for all other noise -sensitive areas. Airlines are now required to trciix flight crews to fly these NADPs. For the first time in ALPA's history, we now have an FAA policy ail NADPs that guarantees pilots a safe procedure and that gives airport operators the flexibility to address both close -in and distant none problems. AC 91-53A sets a minimum alti- tude--800 feet above field elevation — below which pilots cannot be made to reduce power for noise abatement. This "initiation altitude" is the altitude at ALMS national Noise Abatement Committee needs line pilot support to eliminate nonstandard noise -abatement takeoff departure procedures that still exist at some airports. By Capt. Dick Deeds (Delta, Ret.) In Novenduvr/December 1106 Air Linn• /�lr�••$9 0 7 -- •F!i FIGURE 1: L • IrANT PROCEDURE 1. Climb to initiation altitude (minimum 800 ft. AFE) at takeoff thrust 2. Initiate flaps/slats retraction 3. After retraction, reduce thrust to quiet EPR 4. Minimum of 3,000 ft. AFE Restore thrust to climb EPR 5. Set climb power Minimum 3,000 ft. AFE __-------• ----------- Reduce thrust to without ATRS quiet EPR y Minimum 800 ft. ------ - ---- With ATRS AFE ------ Retract flaps/slats ------ -th--_ Engine failure gradients 2-engine-12% Without ATRS: FAR-25.111(c) gradients 3-engine-1.5% With ATRS—zero gradient 4-engine-1.7% FIGURE 2: CLOSE -IN PROCEDURE 1. Climb to initiation altitude (minimum 800 ft. AFE) at takeoff thrust 2. Initiate thrust reduction to quiet EPR 3. Minimum of 3,000 ft. AFE 4. Set climb power Restore thrust to climb EPR Minimum 3,000 ft. AFE Without ATRSReduce thrust thrustt.o r quiet EPR �r Minimum 800 ft. — — — — — ---- With ATRS AFE-------------�------------------------- En&c failure gradients 2-engine-1.2% Without ATRS: FAR 25.111(c) gradients 3-engine-1.5% With ATRS—zero gradient 4-engine-1.7% wluch the flight crew starts to reduce power—itot the altitude at which. the airplane reaches quiet EPR. This is a safe altitude that provides a greater margin in case of engine failure or windshear—a standard altitude for ev- ery airport for a particular aircraft fleet on an airline. Airports cannot change this initiation altitude for any reason. No more power cuts at 400 feet! Reduced thrust for noise abatement (quiet EPR) must now be maintained at a level that «dll ensure the airplane meets the required engine -out takeoff climb gradients specified in FAR Part 25.111(c)(3)forthef lmislatsconfigura- tion of the aii plane after an engine fails and before the pilots increase power on the remaining engines. Thrust may be reduced below this value only if an automatic thrust resto- ration system (ATRS) is installed. Even then, thrust may never be reduced be- low the level that will ensure a zero climb gradient after an engine failure and before the ATRS restores power. The "distant" NADP (see Figure 1) 40 • Air Line Pilot Novewber/December L calls for retracting the flaps and slats before making any power reduction. When the airplane reaches the NADP initiation altitude and the pilots begin retractingthe flaps and slats, the engines are developing full takeoff thrust and are therefore making much more noise until the flaps and slats are retracted. Once the high -lift devices are re- tracted, however, engine tluust may be safely reduced to a much lower setting than if the flaps/slats were still ex- tended, thus malting much less noise over the distant community. The tim required for retraction places the air. plane further from the runway than i power was reduced %Kith the flaps/slat; extended. Hence the procedure give. more noise relief to people living farther from the runway end. At airports where the noise -sensitive community is close to the runway (sec - Figure 2),•the technique of reducing power before retracting the flaps and slats provides immediate noise relief af- ter the airplane reaches the NADP ini• tiation altitude (again, at least 800 feet above field elevation). But the power cannot be reduced as much as when the (laps and slats are fully retracted; the airplane will take longer to reach the altitude at which full climb power can be restored. This procedure gives re- lief to people living close to the depar- ture end of the runway but at a cost to those living farther away. In either case, for the first time, the airport operator has the ability to ne- gotiate %vith an airline on which proce- dure would provide the most noise re- lief to surrounding communities. Most importantly for pilots, AC 91- 53A sets the standards for NADPs throughout the United States —stan- dards that cannot be changed by local authorities. AC 91-53A is a " xtinhN4n" for everybody. ALPA's national Noise Abatement Committee has been working with the International Federation of Air Line Pilots Associations and the Interna- tional Civil Aviation Organization to achieve this standw-dization worldNvide. ALPA's goal is to obtain one standard — that spelled out in AC 91-53A—so that pilots %trill be trained in only these two NADPs and ivill find only these two procedures used at every air carrier airport on this planet. {+ MUT YOU CAN DO 1110S A LINE PJI OT 1. Ensure that ,your airline is famil- iar with the noise -abatement depar- ture procedures described in AC 91- 53A and that only 071C initiation alti- tude is specified for your ah•craft. 2. Ensure that these procedures are included in your airline's recurrent and simulator training. 3. Refuse to fly any airport -specific noise -abatement departure proce- dure that is not in your air carrier operations manual. 4. Report any noise -abatement de- parttwe procedures that vary from those in the AC to ALPAs Engineer- ing and Air Safety Department via the toll -free, 24-hour aviation safety reporting line, 1-800-424-2470. ■ 97- 202 AIRPORT NOISE ABATEMENT Noise Abatement Procedures - Major Airports Worldwide Captains E. Ferrer & B. Lecocq 97- 202 L F 1a7r SANTA.ANA, CALF 24 JAN 97 4OH14;WAYNE -ORANGE CO FLIGHT MANUAL PART II SNA DOMES'n000VERAGE GENERAL - Frequencies -Operations 130.15 • Noise Abatement - Noise Curfew Hours - No takeoff 2200-0700 local time (0800-Sunday) - No landing 2300-0700 local time (0800-Sunday) Exception: Late Arrivals - if flight is delayed and will arrive between 2300 and 2315 local time, the Captain will request AA Dispatch to ob- tain airport approval for the late operation. The tower will remain open until 2315 local time with prior coordi- nation with AA Dispatch. . Landing PROHIBITED after 2315 local time except in an emergency. • If estimated landing time is after 2315 local, contact AA DISPATCH for alternate plan. • Notes - Tower hours ' 0615-2300 local time. - AA Aircraft Operations PROHIBITED at this airport when tower is closed. - Abbreviated iFR clearance readback procedures in effect. ARRIVAL • OFE Std Day Conv .06 • Runway Restrictions - Runway 1 R/19L PROHIBITED for takeoff or landing by AA aircraft. - After clearing the runway hold short of Taxwiay A. - Taxiway Restriction - Taxiway C between Taxiway G and K is PROHIBITED for AA aircraft. r . • Note - For sequencing with VFR traffic, contact tower immediately after handoff from approach or passing FAR i C�n9q t�vr,siw i L :-V*k,o by yeti &UYA—. I- C c 24 JAN 57 'an' SANTA ANA, CALIF FLIGHT MANUAL PART 11 JOIN WAYNE ORANGE CO DOMESTIC COVERAGE SNA DEPARTURE CALMONS When taxiiV to Runway 19R, if you have NOT received your Close- out; notify &und and DO NOT taxi beyond the 19L run-up area. V. • Noise Abatement Procedures - Standar#hrust takeoff is PROHIBITED. Runway49R: 757 and DC-9 (See appropriate AA pages 10-7V thru 10.�7X). Runway 1L: DC-9 (See AA page 10-7Y) 757 - No Special Noise Abatement Procedure re quired. • Special Procedures - FMS equipped aircraft - Runway 19 FMS departure Procedure (Back Bay Departure). - To utilize this departure, inform clearance delivery on initial voice contact. They will amend your clearance to include the Back Bay departure and delete the Musel departure. - ATC may amend this procedure with an altitude or airspeed clear- 'ance at any time. -r ,57, execute the SNA Noise Abatement procedure on AA page 10-7V. - .Cross the iSNA 5.6 DME at or below 5000' MSL using Raw Data. - engage LNAV and VNAV for the remainder of the departure. • continue SID as charted complying with all indicated crossing re- ions, unless otherwise cleared by ATC. • • SSA is an extremely noise sensitive airport Noise [110itors are located along the takeoff flight path and noise levels are'ecorded and reported for each departure. • It is impera&e that the special noise abatement profiles be flown with precision. Dtiring rotation, 757 V-bars will lag -significantly. Rotation should be a smooth continuous 30/sec to the target pitch attitude. in- aicated power reductions must be made promptly and the turn to 175,1 made at exactly 1 DME. Safety is always first! Do Not rotate early as a tail -strike could result. in addition, H operational considerations (TCAS, traffic, ATC request, etd.) require you is abandon the noise profile, please submit a brief OP-25 explaining the circumstances. The noise numbers created by such excursions may be appealed if appropriate. /nai.-4enx�wa of we wNe ....F... ,..... -I,,— F ANTA _ANA, CALJF iar v �a ,arl s7 JOHN WAYNE -ORANGE CO FLIGHT MANUAL PART 11 �� SNA DOMESTIC COVERE AG 757 TAKEOFF PROCEDURE RUNWAY i9R Autothrottte. AND Flight Director System Operative Note: If any of these systems are Inoperative set Normal Climb Power at 800'. Revert to appropriate procedures In event of a failure affecting safety. 0 Resume Normal speed, OS or higher. �' Si�+9 Set s \ tier t>ectc Set speed +80, clean 15° or 20° Angde 25v up on schedule. \ Q Select FL Change, verity V2t15 to 25 \ 0^ Stabltlze at O lTurn SNA�1751 DME DGatcrossing, the 1181 SU VOR 10 Press = Z5 800'(AFL) ' • y2'1810 I I I I RUNWAY IraTJATE CLEAN-UP ABOVE 3000' MSL I TAKEOFF EPR N REDUCED EPR --#— CLIMB EPR—•► TAKEOFF PROCEDURES • Arm Reduced Climb (press 2 on TRP) and verify on upper EICAS. • Advance throttles to vertical while holding brakes. • Release brakes, advance throttles to Max Takeoff Power and en- gage autothrottles. - • At VR rotate to climb at V2+15 to 25. • Press Climb button on TRP (NOT 2) at EXACTLY 800' AFL. • At EXACTLY 1.0 SNA ILS DME (SLI 1180) turn to 1750. Notes: Automatically reduced thrust levels result in 1,2% Engine Out Climb Gradient.. :i - At 3000' AFL normal Climb 2 power is automatically restored.DO NOT delete Climb 2 until at least 5 miles from KSNA and 5000' MSL. - Autopilot may be used above 3000'. ,2 - No Special Procedure required for 757 on Runway 1l~ v� H6RW eo rr ano VNP- SMngS L Supplied by Jc-pp03an Sander. A Ina •JAN 9` 1r.. -..... SA. r n AM,, -ALIF FLIGHT MANUAL PART It JOHN WAYNI` - ORANGE CO-� DOMESTIC COVERAGE DC-9 TAKEOFF PROCEDURE RUNWAY 11913 ------------------- 'Autothrottle, Flight Director - Takeoff 1Vtode,i `---- AND ARTS System Operative ----------------- Flap ARTS -p,l- SeP Z17A/219 At 3000 aeeeL and tetrad flaps j� 11 1.65 At 5 DUE set climb power and L17 1.72 accet. to normal climb speed. 2a 1.77 (Do not set climb power pnor Set Power per above table at to 5 DUE.) 800'. Do not begin Power reduction prior to 800'. 3000' SNA. Power to be set by pilot not flying. 800' uH --f'- crossing the 118DUE o< " SLI OR. I J2{10 I I 1 RUNWAY DO NOT RETRACT FLAPSISLATS UNTIL 3000' MSL I I I 4 -- TAKEOFF EPR ►f4 REDUCED EPR —►4- CUMB EPR—s Note: Reduced thrust levels shown above result in 1.201. engine out climb gradient. Check Flight Director takeoff mode engaged. Hold brakes and set 1.6 EPR (Do Not Park) Release brakes, engage autothrottle and set max. thrust wits, ARTS on. Supp'.W INdeppaxmi Sa UWSon, Ira El F SANTA ANA, CALIF 1a7x 2� �7 .JOHN WAYNE - ORANGE CO FLIGHT MANUAL PART it �� 5NA DOMESTIC COVERAGE DC-9 TAKEOFF PROCEDURE RUNWAY 19R ..----.--------------- ------- , F AutdthroTe, Flight Director.- Takeoff Mode, r t inoperative ' . At 3000' accelerate and retract flaps. At S DME set cilmb power and accelerate to normal climb speed. (Do not set climb power prior to S DME.) Per table at bottom of page, begin power reduction Not before SW' and be set at 1000' \ v2t�p I Power to be set by pilot \ I not flying. --Turn to 175` Hdg at ISNA 1 DUE or 1000, �'"— crossing the 1181 SLI VOR. 1� I 1 ln�yAY DO NOT RETRACT FLAPS/SLATS UNTIL 3000' MSL 1 I I 4 TAKEOFF EPR —0--REDUCED EPR ---►j4 CLIMB EPR -► Note: Reduced thrust levels shown above result in 1.20% engine out climb gradient • Check Flight Director takeoff mode engaged. (If operative) • Hold brakes and set 1.6 EPR (Do Not Park). • Release brakes, engage autothrottle and set max. power with ARTS on. • Or, set reserve power with ARTS inoperative. Reduced Power Setting at 1000' as follows: Flight Director Takeoff Mode tnop ARTS System Inop Autothrottle Inop Flap Setting Flap Setting C imb EPR at all (Flap Settings No Reduced EPR) 11 1.65 11 1.70 17 1.72 17 1.77 2a 1.77 24 1.82 change:Reasue L SOwvOC-d W reap, :�W ,�am,sw, UV_ 'D ') I �l �I J± I P] -1 ■ �1t= �ei�'r+sr�w�M�os•�tlAf��'�ih7��/pw�Nt�p�tq 24 JAN 97 1a7Y Q SANTA ANA,­CALiF �l FLIGITIr MANUAL PART 11 JOHNWAYNE - GRANGE Cd. DOM0TIC COVERAGE SNA DC-9 TAKEOFF PROCEDURE RUNWAY 1 L AT 3000' ACCEL. TO NORMAL CLIMB SPEED. 3000' `lv}�'a REDUCE TO CLIMB POWER 1500' yZx1� I RUNWAY DO NOT RETRACT FLAPSISLATS UNTIL 3000' — SAN UtEGO FREEWAY I NEWPORT FREEWAY 4 TAKEOFF EPR 014 CLIMB EPR --- —: MAINTAIN RUNWAY HEADING UNTIL 1000' AFL (UNLESS OTHERWISE DIRECTED BY ATC). • Hold brakes and set 1.6 EPR (Do Not Park). • Release brakes, and set max. power with ARTS on. • Or, set reserve power with ARTS inoperative. �:3f1�B; RF!f'SZ1C SvLoIed flY cpJsr Sa le cpn. Inc F -1 MINGTONi.M C. Eo- 27 DEC 96 V >HINGTON NATIONAL FLIGHT MANUAL PART 11 I DOMESTic COVERAGE KA' DEPARTURE peclai Procedures 727 Special takeoff procedures Flaps 150 and 25° - Normal takeoff profile except: 1) Climb to 1500' AGL prior to setting climb power and complet- ing clean-up. NOTE: Flaps 250'takeoff - flaps to 150 at 400' AGL per normal procedure. : 2) After flaps 50, redue to 1.70 EPR. 3) Maintain 1.70 EPR until DCA VOR/10 DME and then set climb power. NOTE: Only ATC clearance to "EXPEDITE CLIMB" cancels requ- dement to comply with Nosie Abatement procedures. Votes CURFEW * DC-9 and 727 aircraft PROHIBITED from making takeoffs be- tween 2200-0700. * Local ATC does not police curfew (i.e., tower clearance does not grant curfew immunity). Inc. L c (.7 C 27 DEC 96 1°''"' WASHINGTON, D. VC. FLIGHT MANUAL PARTIi WASHINGTON NATIONAL DOMESTIC COVERAGE DCA' GENERAL CAUTIONS Nit city for special arrival/departure procedures (see page 10A thru 10D). Prohibited Area 73 (Mt. Vernon) extends from sutface to 1500' MSL ap- proximately 9 DME south of DCA on the west bank of the Potomac River. Expect poor braking on both ends of Runway 18136 in damp, wet, or icing conditions. • Frequencies - Operations 129.22 ARRIVAL CAUTIONS There are two LDA approaches to Runway 18. Ensure the correct ap- proach is flown. Use minimum thrust turning into Gate 9. Due to ramp slope at Gates, brakes must be set or wheels chocked if brakes are released. • OFE Std Day Conv .02 • Special Procedures - After landing contact Operations to confirm gate assignment. Notes - Gate 9 requires two guidemen (see page 10-77). ' Follow lead-in line and guideman's signals to closely, especially with commuter aircraft parked west of Gate 9. ' Runway edge lights - Runway 3/21 V off edge. Runway 13/33 10' off edge. - Runway 18/36 33' off edge. ' Taxiway edge lights 6' off edges. - CURFEW ' 727 aircraft PROHIBITED to land 2200-0700 (extension to 2230 authorized with prior coordination from Dispatch. You must be cleared for approach prior to 2230). - Local ATC does not police curfew (i.e., tower clearance does not grant curfew immunity). 1 raww: Adopt! =d-w 91lonTa1w sumvrrod ny JePWOM SwAr. M. rQ F 13 DEC 96 ya7Y WASHINGMN, D. C. FLIGHT MANUAL PART 11 WASHINGTON NATIONAL DOMESTIC coVERAGE DCA RWY 36 NOiSE ABATEMENT DEPARTURE GEORGETOWN N RESERVOIR NAVAL OBSERVATORY t (4 01AMCA) tikA P-56 THEODORE ROOSEVELT ISLAND \ t>r•. \ CAU77ON \\ P-56 APPPDX 1 NM FROM RWY 36. \ Turn left immediately at 300' AGL and fly directly over the Potomac River, Follow the Potomac until abeam -�. Georgetown Reservoir and continue overthe river until reaching 10 DME. If ��� . IMC encountered on departure, turn _ left and intercept the DCA R-328e.�`� NOTE Use the northeast shoreline of the Potomac River as the boundary of P-56 until past Theodore Roosevelt Island. �t'.L•n0?: New k>, Mat z r, 17 o - River Reference Lights Naraids- Firoa1 Ce!lirtg•Vis Apl Elev 16' Alxh Crs No .�T see see FAF 3500' - 3 mzE 14' Plarnfew. Phxrviewi 1. RADAR required. 2. Clearance for visual approoch does not authorize P"e tratim of Prohibited Area P•56. AT1S `WA--WWToN Approach M I WASHMTON Town 132.65 1 124.7 119.1 MALSF No mused agiroaclt' ' N�" procedure. VAST _ Drp„d Helicopter 121.7 120:75 39-00 David W. Tay!or Naval Ship Research & Development Center- RECOMMENDED 1. 'k 3000, �' %.�0 nlOe9' 'OCgl9C'o 10d9' I1k , Reservoir American Legion 'Nr i Memorial Bridge RECOMMENDED ��// 1800' Chain :a, Georgetown Bridge - �Reservoir RECOMMENDED �� 1200' �' ,• ,� Key_ ---� Bridge�r �r 1 O Roosevelt % B dge Arlington Meml Bridge wASHINGTON + 11.11_0 DCA RIVER VISUAL APPROACH RWY 18 PROHIBITED r AREAS P-56 GRECOMMENDED 900' Q- rge Mase 46ini- Bridge Meml Bridge Aircraft may visually follow the Potomac River to the airport, or may proceed via the DCA VOR R-328 (148° inbound) or via the Rosslyn LDA Rwy 18 Approach to abeam Georgetown Reservoir (D4.0 DCA), then folio the Potomac River to the airport. A M T suook,d 7y JePoOsen sandersm. lnc. 0 . WEATHER MINIMUMS Ceiling 3500' vis 3 aRtSf✓=N 11 Y. L•i-L1 tLauti-y1 .._.. _. : •_- m%t (KMt ram ' Apt Crs No coiling-v)s I Apr El'v I6 r; . ` se' See Planvew FAF0rvtew. 00'-4� TD2EdI + .V • RW NOCA DAR required. ALSF-11 No missed approach procehrre. AnS WA-%MGTON Approarh (91 WASHINGTOM Tower Grouei ! Hcttccpter 132.65 124.7 119.1 121.7 120.75 PROHIBITEV AREA 3�i� P•56 WASH1N CN D cu 111.0 DCA so Power , j Plant,; � 197' �� Masonic Temple `% 462 b Woodrow Wilson Bridge S } E Arc 1600 oxotw RECOMMENDED eE..cc ! Mount Vernon h PROHIBITED AREA �/���� mm P-73 f% Ch� % . Fi D 10. ►i . DCA Q Cn ° e. p 2500 (TCA FLOOR,, C° 77-00 _— —_ _ •Y MT VERNON VISUAL APPROACH RWY 36 ,ircraft may proceed.via DCA VOR R-189 (0090 inbound) to 5.6 DME, then :)!!ow the Potomac river to the airport. WEATHER MINIMUMS Ceiling 3000'- vis 4 Lm C 1-IV tr02 e 1 we4►`r 1 VA) __..__. 96 Tx LLVArSI *fir. a!/O�p..• ..L Nereids• I Final �3000'4 Coiling-Vis Apt Flev 16' NEIDA i-�J� M .VERScc ApP,_11 ow. 0TDZE 14' 1. RADAR required, Al SF IIIfAISSEO APPROACH: In the event of a go- 2. For use By stunt E (/i) ORSLW F (IF) Aircraft only. � f around, climbing LEFT turn to 2000'Dui- 3. H iv°r no' In sight by NEIDA, maintain 1600', A. Dtssc'cr� °dime oFMS f 10B' M (J^�Creca fired = tdD /B WT/D 9 DCA Vbound via DCA R-325 tOf( aCiECiRC+ETOVVIV nd hold, be'.rr�+t pOCXSad FIBRE. J r unless instructed otherwise by ATC• AT1S WASHINGTON Aporoach IR? WASHINGTON Tower Orottnd licapttr 132.65 124.7 119.1 121.7 i15e211cW_ BALTIMORE-- f{72t' °1115.1 BAL %•: ' t LLICAR j OEORGETOYM - �+ 10a9' gP' t0aq' 54'j .I�/ At or above M 323 GTN 9se I/oa9',�5 r! A" j 10000' $ A I V43H O I `rO 866' 596 -t0,Q t 428' ` 0 t 1 i NOT TO SCALE °30+:B1TFL'A4EA--1------------------- p•56 lo• -L5.7 F289E ?SI- '�ARMR p ASN,NCTON-1 m]11.0DCA 690, %1 A50�u113_5A / RW36 !{L'' ;� PowFT85B_{ AL1DA i S71' Pla— At or alwvc { 6000' �' At 60Q' veI19m ! 7000' ° Masonic400' TeTplr11462' Its DM.EWoodrow Wil109.9IDCAAt 210 Kf PC+QCS Bridge FT88E_ 1 t and 5000' At 2T0 Kt At 1600' ( ,, and 5000' OXOhN i�47a' �, 332 DC 1" W77TE \\� 1Y� above 0955' _-r�t�, _ - 275° 4 fj .5NFlDA ! 4000' . ri[55' AstiRFl+l �� ti r �µ 521' pit Mount V&non rY' + ?RO;ii1BTTE0 AREA F192J 57 V P.7_0 11 _ , . �A'210Kt i A AD h� At or above 2500' A4y':' i 1 ' f / 1c.0 DNS: Arc DCA 949' F7960 t /2 or above 3500' 516' tZ�` 0 �:O e70' n. D10 4a3' moms /� 77•00 /1 rs:o WEATHER MINIMUMS Citing 3000'-YIS 4 /-NI Nf`c�. c �,. is •r\ mre Nwr.l ... r_... .-. .. .... .. 1 .1EPPEZFN < CEiD TORONTO, ONT TORONTO/PEARSONINTL "BE ABATEMENT PROCEDURES b. Preferential runway assignumnl (0000--0630local lime) Consistent with operational safety (i.e., wind, weather, runway conditions, approach aid availability etc.), ATC will assign runways in the following order of priority. Arrivals Departures 1. Runway 06L Runway 24R 2. Runway 15 Runway 33 S. Runway 06A Runway 24L c. Engine Run -ups Between 0000 — 0700 local time, maintenance ruin -ups are prohibited unless authorized by the Airport Operations Outy Manager (905-676-3030). d. Training Flights Training flights are not permitted in the Toronto Class F Control Zone from 0000 — 0700 local time, For other times, prior permission is required from Toronto ACC Flow Management Unit (905-676-3528 or 1.800.26114831), NOISE ABATEMENT PROCEDURES a. 0700 — 2300 focal time Except in emergencies, Noise Abatement Procedures as outlined in 1, and 2. below apply to all turbojet and turbo-lan powered aircraft. — 1. Departure Procedures (a) VNAP A or B Is required for all runways. See Jeppesen Canada ATC Para 7.6.3 or Canada Rules and Procedures page, if held. (b) S10 routing Shall ue followed to 3600, ASL, For Rwy 33, no unauthorized turns prior to MALTN Int. NOT&: • S)D cancellation does not rermtneite Noise AUdlement Procedure. (c) Do not exceed 250 Kts until above 10,0001 ASL, unless otherwise authorized by ATC. 2. Arrival Procedures Consistent with safety, crows shall minimize approach noise. For all approaches: (a) Maintain 3000' ASL or above;' _ (b) Intercept Final Approach Course at or outside Final Approach Fix; then, (c) Remain on or above glide slope or assumed 31 glide slope. b. 2301— 0659 local time 1. Procedures (a) Departure procedures 1. (b) and (e) above, and arrival procedures 2, above apply to all aircraft. Departure procedure 1. (a) above applies to turbo -jet and turbo -fan powered aircraft only. (b) Avro Departure procedure will not be assigned by ATC. 2. Reverse Thrust Consistent with safa.Waf operations, pilots should minimize the use of reverse thrust. ALL 9' 2 0 2 F -1 J[sptF EN .4 J Aar AN97 fa4 r TORONTO, ONT 70HONT0I PEARSON INTL I NODE ABATEMENT PROCEDURES I DAYLIr3NT: r T plus 4 HOURS_ UTC(2) BTANOARD: LT plus 8 HOURS - UTC(Z) GENERAL Noise Operating Restrictions and Noise Abatement procedures apply at Toronto/Lester B. Pearson Intl Airport to all IFR and VFR aircraft, unless otherwise specified. NOISE OPERA71NO RESTRICTIONS a, Restrictions I. Arrivals and departures of turbo -jet and turbo -tan powered aircraft 34,000 kg (75,000 Ibs� and over (maximum certificated gross tak"111 weight) are restricted as per the table below: AIRCRAFT PERIOD — LOCAL 71ME Noise Certification or Type Arrivals Prohibited Departures Prohibited All Non -noise Certified Aircraft plus Concorde 2000 - D1300 2000 - 0800 All ICAO Annex 16, Vol 1 Chapter 2 Aircraft` 0000 -0700 0000- D700 All ICAO Annex 16, Vol 1 Chapter 3 Aircraft' 0030 - 0630 0030 - 0630 ' NOTE: ICAO Annex 16, Envuonmenfal Protection, categorizes akaeft as follows: SUBSON10 JETS — Applfcaaon for Con f cafe otAimiorthlness far the Prototype accepted before 6 Oct 77 are Chapter 2., accepted on or after 6 Oct 77 are Chewer 3. PROP DRIVEN —• OVER 5700 kg {12, 500 ibs) and appfrcation for Certificate of Alry+<orihiness for the Pralotype Wepfed on or after f Jan 85 and before 17 Nov 88 are Chapter 2; — OVER 9000 kg (20,000lbs) and accepted on or after 17 Nov 68 are also Chapter 2. 2. Non -noise certificated turbo -jet and turbo -tan powered aJrcraft, 34,000 kg (75,000 fbs) and over (maximum certificated gross take -off weight) and Concorde are prohibited from departing on runways 06L, 068, and 15. 3. Between 0000 and 0630 local time. departures are prohibited on runways 06L, 06R, & 15; and arrivals are prohibited on tunways 24L, 2411 & 33, unless assigned by ATC, I' 4. Submit requests for operating extensions on the day of operation to the Airport Operations Duty Manager (Tale 905.676-3030, Fax 905.6765615) with justification. S. For advance exemption requests or Information, make submission In wiling (or Fax 905.676-5M) to: Director of Operations Greater Toronto Airports Authority Lester B. Pearson International Airport P.O, Box 6031 Toronto AMP. Ontario L5P 1 B2 L JEPPESENI 24® 10-4A MONTREAL, QUE MONT'REAL INTL (00 RVAL) I NOISE ABATEMENT PROCEDURES I PART f — NOISE OPERATING RES! ICTIONS: TURBO -JET AND TURBO -FAN AIRCRAFT enur=nitl c Aircraft Period - Local-Tlma Noise Certiliccatlon and Weight Limitations Arrivals Prohibited Departures Prohibited All non -noise certificated aircraft Including Afl times All times the Corcorde. All ICAO Amex 16. Volume 1, Chapter 2 ' or Untied States FAR Part 38, Stage 2 2230 to 0700 2300 to 0700 aircraft Alt ICAO Annex 16. Volume 1, Chapter 3 or Untied States FAR Part 38, Stage 3 0100 to 0700 OM to 0700 aircraft over 45,000 kg (maxinwm certlbcaled take -oft weight). NOTE- 0747, DO- 10 and L-1011 shwa* mutt 0 OPOMW 10 G7a9 W U (MA - 009u sI Noise CerV11cadon Criteria, PANT Tl — NOISE ABATEMENT PROCEDURES (°-a. Preferential runway ansignment (2300- 0700 local tfine). Conaietenl we sail* considerations and operational requirements, ATC All assign runways In accordance with the order of priority listed below: First Choice Arrivals DaWiures Rwy 2011 or 28 Rwy 24L or 10 Second Choice Rwy 24L or 06L or 0$R Rwy 28 Third Choice Rwy 10 Rivy 06L or 06R ATC wilt not depart from the order of priortty indicated above except for emergencies, Medavacs or operational llmitallons: b. Departure procedures below are mandatory at all times for albrunwaya. Compltance with the following procedures is a pilot responsibility. 1. Turbo -prop and piston powered aireraft- maximum rate of climb on assigned heading to 3000 feet. 2. Turbojet and f trbo4an aimynh - VNAP A or 8 on assigned heading to 3000 test or maximum rate of climb on assigned heading to 30M feat 3, SIDs conform to noise abatement procedures, 4. SIOs cancellation dbes not cancel noise abatement procedures. NOTE: ;CAOAnnax 16, temtronmvnfalPrnfeet n, earego&osaAcraRasfallows.• 5�3SONfG JETS —Application fa' Certr'frcafe od AfnwnYvitess for Ire Prototype accepted beforo 6 Oct 77 are Chapter2; aocvpted on or after' 6 Oct 77 are ChapW-7. PROP DRIVEN — 0VER 5700 kg (12,500 fbs) and appAmdan for Carb'r6a-to of Nlnwal inaw for Ore Prototype acMfed on or akar f Jan 86 and before 17 Nov 88 are C4iapter2; OVER g000 kg (20,OM 8u� and accepted on or afar 17 Nov 68 are also Chaprer2. _ j r F JEP MAP 24 JAN 97 10-48 MONTREAL, QUE 4$ MONTREAL INTL IDORVAL NOISE ABATEMENT PROCEDURES Arrival procedures below are mandatory In accordance with the times Indicated. Compliance with the following procedures Is a FpII*i responsibility. a) Turbo -prop and piston powered aircraft (between 23:00 and 07:00 hours local time), Turbojet and turbofan powered aircraft (at all Ilmes), b) Intercept extended runway centerline (totalizer) at 3000' or above. Not mandatory for runways 06L•06R if over lake St -Louis. c) Consistent with safety, pilots will use thrust/drag configurations compatible with minimum noise emission. d) All approaches to remain above or on an assumed 3.0° glide slope (2.5° for runway 06L). e) Use of reverse thrust is to be avoided or reduced between 23:00 and 07,00hours, when conditions permlI. f) Clearance for approach or for landing, does not cancel the arrival procedures described above. APPLICABLE TO ALL iEEI iAAW ' TURAir1.fEV' - . AND TURSOFAuPIDWEWJJ'AIFd!cR`A1 I: -- LAKE 3T Louls ! ICAO ANNEX 16, ENVIRONMENTAL PROTECTION Subsonic Jets - Application for Certificate of Airworthiness for the Prototype accepted before 6 Oct 77 are Chapter 2; accepted on or after 6 Oct 77 are Chapter 3. Prop Driven - OVER 5700 KG (12,56618) andapplication for Certificate of Airworthiness for the Prototype accepted on or of ter 1 fan 85 and before � 17 Nov 88 are Chapter 2; OVER 9000 KG (19,842 LB) and accepted on or after 17 Nov 88 are also Chapter 2. I� i� L JaPPESEN 2a 10.4 i MONTREAL, QUE MONTREAL INTL IDORVAL) NOISE ABATEMENT PROCEDURES nAYLIQHT LT : LTp us 4 HOURS a UTG (n pursuant to Canadlan Aviation �i,I�ema� al Airport(Dorval),petarestrictions and noise abatement procedures apply GENERAL ... ... I a. Nalse operating to&. c ions apply to all turbo -let and turbo -tan aircraft to accordance with the schedule In Part I. b. Noise abatement procedures apply to all twin and multl engine aircraft operating 1FR or VFR as stipulated in Part It. a. 1. The tasting of any aircraft power plant above Idle power setting bshveen 2300 and hours, local time, for maintenance purposes Is prohibited unions previously authorized by the Airport DU1y Manager (taus; 633-3223). 2. The ��ga 'at arm)ppower da al! tbovee Idle power on the hangar line to l d. Aii trafnktg Ilighis are prohibited between 2000 and 0800 hours, local time, weeMys and at all ]Imes on raining conducted oude theaDorvalDepartures d co zone am twwever, authorixedarylvals of tsubjec Iflights ts a and b. above. e. Exemptions Exemptions may be authorized in advance by the Airport General Manager for speclAc lllghts on an Individual basis or toy determinate periods. Forward reoaMs with ju48cailon to the fopowing address: Airport Genera) Manager Montreal Intl Airport, Dorval 975 Romeo -Vachon Blvd Haab Suits 317 Dorval, Quebec H4Y 1H1 Fax (514) 033.3068 For intonation or urgent cases, contact the Alrpmt Duty Manager. Tole: (514) 03-3223 Fa)c (514) 633-3138. _-1 F L -1 18 OCT 96 10-TY LA5 VEGAS, NEVADA FLIGHT MANUAL PART 11 McCARRAN INTL DOMESTIC COVERAGE t AS GENERAL • Frequencies -Operations 129.2 • Runway Restrictions • Runway 11119R PROH11911ITED for takeoff or landing. OK for taxi. • Note • AA i3ates locafed at Satellite One Concourse C. - There is no AA Operations at LAS, Paperwork and sign -in available at the mini-ops located behind Gates C•12 and C14116 or in the crew lounge on the ramp (level between Gates C14 and C16. ARRIVAL • OFE Std Day Cone 2.28 • Land and Hold -Short Operations - Controllers may authorize a clearance to Land and Hold -Short of an intersecting runway when landing on runways in table Wow. • Land and Hold -Short Operations are NOT AUTHORIZED if: • Braking, anti-sidd and thrust mr3verser systems are not fully operational. MEUCDL items include any weight penalty. Runway Limited Landing Weight (1000 Ibs) j LDG laVVlr WS OF MID ff OCIG-M DC1i4.10 A304 763 RWL 35 50 35 50 3G 54 40 30 19L 7L12 DRY 431 m MAXIMUM LANDIING WEIGHT (AFM) AUTHOAVED 25R 1R11 DRY m m LDG AYVY "OF 7M 757 1 DC-9 727 1 F100 RWY FT 30 30 28 40 30 25 a2 19L 7Ll25R 7900 DRY MAXIMUM LANDING WEIGHT (AFM) ALn HORIZED 25R 1 Rl19L 11800 ❑RY NA = NU [ AU HUHIZEU M = Max Landing Weight (AFM) DEPARTURE • Special Procedures - 727 Takeoff - Maintain takeoff power and V2 + 10' to 1 ODO' AFL, then lower nose and retract flaps on schedule while maintaining a positive rate at climb. At zero flaps set climb power and maintain zero flap speed to 3000' AFL, then accelerate to normal climb speed. Ci,e ": Added Mhtom f .WW F L ire �� ��► -—..it1�___.i�Y±lt__.=.1±�<__.��I�r..� j 24JAN97 1a7Y LONG BEACH, CALIF PAFLIGHT MANUAL PART it LONG REACH DOMESTIC COVERAGE LW �� GENERAL CAUTION Takeolf or landing between 2200 and 0700 svill receive noise viola- tions and/or fines., Regularly scheduled operations delayed due to problems beyond the airline's control (weather, ATC or mechanical) may land until2300 hours without enforcement action. Landing after 2300 will receive noise violations regardless of the reason. Froquenciea - Operations 13D.15 • Runway Restrictions - Runways 1611/341.,16LJ34R are PROHiBrrEo for takeoff or tandir y. ® notes - Tower Hours: 0615-2345 focal time, - AA operatlons PROHIBITED when tower is closed. - AA Gates located east of Taxiway G entrance to ramp area. • OFE Std Day Conv .06 ARRfVAL DEPARTURE • Ramp Coordinates - N33 49.1 W118 08.7 • Notes - Vector after takeoff require minimum turn radius in order to prevent noise violation. Execute turn with AT LEAST 250 to 300 bank. Onnom: New city Suddied bV Jeac•aefl98MUMm. Int F -1 27 DEC W tale ALBUQUEFIQUIF, N MEX 1a OCT 96 �ta7w ALBUQUEhAE, N MEX. FLIGHT MANUAL PART 11 ALBUQUERQUE INTi. FLIGHT iUtQtNUAI. PARTII ALBUQgERQIi1E INTL, DOMESTIC COVERAGE ABQ DOMESTIC COVERAGE ABQ GENERAL DEPARTURE CAr!I770N • SpAcial Procedures Nigh terrain east of the airport (Reference page 10-1). - VMC « Frequencies • Operations 129.2 ' Pilots may request NVFR departure climb" provided you can main- tain visual contact with the terrain at all times. Expect normal ra- • Runway Restrictions dar vectors and traffic separation; However, this procedure will - Runway 12130 PROHIBITED for takeoff or landing. OK for taxi, relieve the controller from adhering- to minimum vectoring atti- • Taxiway RestricUons tudes and will shorten your vectors. - Taxiway D, north of Taxiway B PROHIBITED. - 727 Takeoff - Taxiway R, east of Runway 17/36 PROHIBITED. ' Maintain takeoff power and V2+10 to I OOV AFL, then lower nose and retract flaps on schedule while maintaining a positive rate of climb. At zero flaps set climb power and maintain zero flap spec to 30OU AFL, then accelerate to normal climb speed. ARRIVAL ° Noise Abatement Runway 8 CAUTION �� ' Between 21 OD and 0700local, aircraft departing Runway 8 will be High terralneastofRunwa 26 enetratesa 3° fide path Reference issued a right tum. Northbound aircraft will be tumed on course g �' P 9 p ( when either location 'or altitude decreases aircraft generated page 10.1)• nolse. Note • QFE std Day Conv 6.35 - When ready for taxi, advise Ground it you do not have a closeout. • Noise Abaternent - On a visual approach to Runway 26, avoid deviating north of the runway centerline to avoid the Four Hills housing area. z I I� Chanpe: Rem-W T&**" Q ree+riefions Swimoy eappwAn Sarxlamn. Mc Change: "cis 6lippihdbyJeppasertSerdersd4 ire. L o-7Y BOSTON, MASS TzosErss � LOGAN INTL FLIGHT MANUAL PART II Bos DalitesTlc cavERaaE Pal iepp rnEf11 �ocTC6 to-3 BOSTON, ASS 00STpH o.perrur. (NJ 133.0 LOGAN INTL LOGAN ONE DEPARTURE (VECTOR) ARRIVAL • OFE Std Day Conv .02 JET AIRCRAFT Caper lure headings/ TAKE -OFF (Non•.)at Aireraltj veclors are predicated on avoiding nalsc All Rwys: Fly runway beading or as a Special Procedures sensitive areas. Flight craw awareness and eeaigned by ATC. Tttencs eompllance Is lmportanl In minlmlxipg noise DWARTLME - International arrivals will normal/ be arked at Terminal E, After p Impact oo surrounding communities. Aircraft All aircrall Ex a radar vectors to talking with Operations on 129.22, contact Massport Ops. On 131.1 that arm initially vectored over water can assigned routalNAVAID/fix. Jet aircraft expect to cross the coastline above 6000' MAINTAIN 6000' of L�O1yE assigned for parking at the International Terminal,before proceeding on course, altitude. Non -jet aircraftMAINTAIN TAKE-OPP (Jet Aircraft) 3000' or LOWER m4gnad altitude. a Land and Hold -Short Operations Rsrys 4LJAt Fly runway heading to DOS All airctaft Ex°eet clearance to Filed - Controllers may authorize a clearance to Land and Hold -Short of an 4 OME, then turn RIGHT to a 000' heading. alittuid6iflighl loyal ten minutes Thence after departurs. interSet tin runway when landing on runways g y g ys in table below. Hwy g: Fly runway heading. Thence - Land and Hold -Short Operations are NOT AUTHORIZED if: Rwy 1SR: Fly runway handing to BOB 1 DME, then turn LEFT to a 120- heading. Thence ' Braking, anti-skid and thrust reverser systems are not fully op- rn ��p 2f �n: Turn LEFT to a 140' heading. erational. Rwy 27: Fly runway heading to BOS 2 DME,-I • MEUCDL items include any welght penalty. N hen turn to is 2351 bendin. Hwy 33L: LFly Runway Lim Red Landing Weight (10001be) runway heading to BOB 2cOME, than turn LEFT to a 315' heading. Thence NOT TO SCALE CONCORD '� 1,12.4 CON 1413 1%2 wml us a K>]tih'EIp.1f0( PEASE ENE LOG a°i 118.5 PSM W t2ss2-tr n 3e9 CHEST NQ 05.1 1Y0J0 49.Y to 115.1 CTR oMANCHISTEA ° MI? 17,5 NYr7257,0 It11L4.4 NIHTT°. N4.2 52.1 Wa7 n.1 OQ0' BARNES Take -off dapiclad routes t�l 113.0 BAF 1 qba arc for jet Aircraft only. 1H1 09.7 '111= 43.0 Ifo co ��� j loll RWY � QF MD•11 DC10.3ti DG10-10 A300 763 FiWY Fr 35 50 35 SD 35 54 40 3D 15R 9I27 860t} DRY 982 423 m m m m m m �•*'' ! .4...,. �j �•C f.^ yE �� .�A��ailc'.1 �I f•tll� r>ri is r{�.�• M-1:, �5 2zL 9l27 400 DRY 355 3�2 402 m 356 m m m . JR 'qqq 'm ,...rn ...:.m , '..m • . ; . 33L, 4L122 550 DRY 36b m m- LDG RUYY � OF 762 757 DG9 727 F 100 R�NY IT 3D 30 28 AO 30 25 42 15R 9127 6800 DRY MAXIMUM LANDING WEIGHT (AFM) AUTHORIZED 22L 9l27 6400 DRY 33L 4Lf22RDRY 96550_ NA = NOT AUTHORIZED m = Max Landing Weight (AFM) DEPARTURE • Special Procedures • If you have not received the load closeout when ready to taxi, in- lorTn Ground that you are waiting for numbers. - Runway 22LlR - Initiate departure tum at 100' AFL for noise abatement. soon.& a moo. L BOST I v a.: 11112,7 BOS Ail Nos 2i.4wont °59aBps�? 1_8miw4sox "t*lmw12g0-Z N42 IV w071 37.7 of �Iftt 5.7 BNAOLEY �� 41t7bQ t-�4° Lf�1.� p w9724T.4 till11.4 B011�rf�� /UEDY �1t�,7 o . ,,, tr \�.� k4t 57.3 1141 56,6 W072 4-1.s w070 57.1 ��o`r N1�1r 0411.9 1M07o 79.4 ., PROP] ARCCW o u°+s11! .6 PYD I W41 46.4 W070 411.6 a ,t N41 43.5 Y1071 25.E°� r AANTUCXrt k31G;2 ACK�., / IW 31.S W070 46�1s + M41 16.9 IYUTd fll,i SANDY POINT 'f°���• ,u117,8 SEYY ��� IAAFrTNAS ij ° r-VUFYPAD __j F II 400� MEW 27 DEC 96 E0 NAFLIGHT MANUAL PART II DOMESTIC COVERAGE DFr:PkF: CALGARY, ArLTA CALGARYVNTL (ICAO) CYYC (ATA) VYC • Frequencies Operations - 129.7" Ramp Advisory - 121.3 "Direct interconnect to Dispatch Desk 17: Key mike 5 times,'one second apart, to initiate connection. • Taxiway Restrictions -.Taxiway CA PROHIBITED. • Canadian Airspeed Limits • Maximum of 200 KIAS below 30OU AGL within 10 NM of an airport. May CLIMB. faster than 250 KIAS above 3000' AOL ff cleared above 10,000r MSL. " • Noise Abaosment (Reference page 10.4/10-4A) . Stage 2 (727) is equivalent of ICAO Annex 16 Chapter 2, - Stage 3 (All other aircraft) is equivalent to ICAO Annex 16 Chapter 3. AA standard 'climb procedures comply with Canadian Vertical Noise Abatement• Procedures (VNAP 8), • NoteS - AA Gates located east of Taxiway CD entrance to ramp.. ' - CustQmis Crewmembers may leave the aircraft and go to Operations for op- erational masons without clearing customs. Any crewmember en- tering a public area' must clear Canadian Customs by completing the standard entry form. Pftor to exiting Canada, each crevmTem- ber will pre -clear U.S. Customs by completing the standard decla- rabon farm. Change: Added Inleioarmea to Olsaalch 8ucgiled br Jeooeeen Sanderson. Inc, I No\A -IEPPE SicN 3 NOV 91 aD mom DAYLIGHT• LT plus 6 HOURS. UTG(Y) STANDARD: LT plus T HOVIt9 tlTC{2) l� CALGARY, ALTI APPLICABLE TO JET AIRCRAFT These procedures apply to jet aircraft including turbo -iota, turbo -(on jots end lsn-jets, and are In affect at all limes unless otherwlso specifle4L PREFERENTIAL RUNWAY DETERMINATION FOR TAKE -OFF ATC will designate runways to divert as many take -offs as possible, consistent with safety of operations, from flight over residential areas adjacent to the atnlroll. Use other than designated runways should only be requested to meal operational naeosel ICAO Annex 16 Chapter 3 Aircraft are exempt from using PREFERENTIAL RUNWAY FOR TAKE -OFFS between 0700 end 2300 LT- (0900 to 2300 LT Sal and Sun]. Subject to operational requirements ICAO Annex 16 Chapter 2 aircraft with northern at eastern destination will be assigned runway 34 for take -off. DEPARTURE PROCEDURES Rwy VNAP All 8wys I A or 6 For all take -offs ellmb to 6500'• 1. Rwys 07, 10 - Climb runway heading to 6500` beforo proceeding on Course. -- 2. Rwy 15 - Climb on track of 101' via YANKF-E fYl NOB to 6500' beforo proceeding on course. 3. Rwy 25 - Not Authorized, 4. Rwy 28 - ICAO Annex 16 Chapter 2 Aircraft : Climb runway heading to 6 OME, right turn to heading 295• to 6500' before proceeding on course. ICAO Annex 16 Chapter 3 aircraft : Climb on the LOC (BC) 211V to 6500' before proceeding on course. S. Rwy 34 - No left turns below 6500' south of ECHO NOB. ARRIVAL PROCEDURES -VISUAL APPROACH Circuit height 6000' or as assigned. 1. A11 Rwys - Military jet aircraft multiple circuits and all overhead breaks prohibited. 2. Rwy 07 - Not Authorized, 3. Rwy TO - No Restrlcllons. A. Rwys 28, 34 - Complete all turns to final approach prior to the outer marker at or above the ILS gllde path. S. Rwys 10, 25 - Join lrnal approach at or above the VASiS glide slope. Pilots ate requested to use delayed gear and flap extension and low power/drag eonfigurallons consistent with opofaling procedures and safety. NIGHT RESTRICTIONS (2300-0700 LT Mon -Fri) (2300.0900 LT Sal and Sun) Taking Into consideration the following conditions and except as authorized by ATC, aircraft will depart on runway 34 and land on runways 16, 25 or 28. 1. Physical condition of surface. 2. Effective crosswind component not to exceed 15 knots for arrivals, 20 knots lot departures. 3. Eftective tailwind component not to exesod 5 knots. 4. Other Safety considerations declared by the Captain of the aircraft. 5. For landing on runway 25, aircraft are to fly the runway 28 ILS until Interception of the extended centerline of runway 25 for a visual stralghl-in approach. __J r KMM JEPPESEIU JNOV95 to•aA CALGARY, ALTA CALGARY INTL i jNOISE ABATEMENT PROCEDURES ARRIVAL -DEPARTURE PROCEDURES r a I! Jj r I� 6 D" yYC Chapter 2 Aircraft: Climb rwy heeding to b DME, right lure to heading 205• to 6500' befefe proceeding on course,* ,;;;,, H I:JJJJ I ICAO Annex 16 a JJJJJJJ+J+J. J J+!JJJJ G Chapter 3 Aircraft: Climb on the LOC (SCi +'+ 241• to $600' before :;;;: ; _'•�?'' proceeding on course. L il No tell turns below 6509' south of ECHO NDe. YY b500' 6500, 07 F, -1 L V, il1`7Y laocrsa FT LAUDERDALE, FLA FLIGHT MANUAL PART II HOLLYWOOD INTL DOMESTIC COVERAGE FLL GENERAL - Frequencies - Operations 129.2 - Runway Restrictions Runway 9R127L PROHIBITED for takeoff or landing. ARRIVAL 0FE Std Day Conv .01 • Land and Hold -Short Operations - Controllers may authorize a clearance to Land and Hold -Short of an intersecting runway when landing on runways in table below. - Land and Hold -Short Operations are NOT AUTHORIZED it: • Braking, anti-skid and thrust reverser systems are not fully oper- ational. ' MEIICDL items include any weight penalty. Runway Limited Landing Weight (1000 Itm) LDG WS OF MD•11 I D010.30 DC10-10 AW01 763 RWY RWY Fr 38 50 35 1 50 35 1 50 40 30 13 OR127L I B3501 DRY I 355 1 393 1402 1 m 1356 1 m m m LE>G RWY WS OF 762 757 DC-9 727 F100 Rwyj Fr 30 30 29 140 30 25 142 13 9R/27L 6350 DRY MAXIMUM LANDING WEIGHT (AFM) AUTHORIZED NA = NOT AUTHORIZED m = Max Landing Weight (AFM) DEPARTURE CAUTION Use minimum thrust when departing Gate D5. • Special Procedures - Noise Abatement; 727 - Runway 27F1 takeoff. " Climb at V2 plus 10 kts. At 1000' AFL setclimb power, then ac- celerate and retract flaps on schedule. F -1 Una, FRESNO FLIGHT MANUAL PART II FAT DOMESTIC oOVERAQE GENERAL CrA rlJT70NS Mountainous terrain northeast, Dense patchy fog during winter months. High performance military fixear and notary wing aircraft. VFR traffic, Chandler Downtown airport 5 miles southwest • Frequen+cies =•Operations 128.95 • Runway Restrictions - Runway 11 R129L PROHIBITED for takeoff or landing without prior approval from Flight Operations Technical via J8 or through Dispatch MOD. • Taxiway Restrictions - Taxiway A PROHIBITED for AA aircraft. - Taxiways N and K between runways PROHIBITED for AA aircraft. • Note - AA Gates located at southeastem corner of ramp. ARRIVAL CAUTJONS Military arresting cable t &W' from Runway 29 threshold. It raised. Request tower retract it. Runway 29R -11 unable to retract cable, ,land past it. Runway f ?L - Taxi slowly across cable. • QFE Std Day Conv .36 • Nolse Abatement Procedures Traffic Pattern Altitude: 2300' MSL - Maintain at or above 6000' MSL, until 20 miles from the airport, dur- ing approach for landing, - Expect left -traffic for Runway 11L, right -traffic for Runway 28R. • Fly downwind for Runway 29R to cross the Outer Marker (4-mile final) at or above 1370' AFL. - Expect no opposite direction approaches to Runway i 1 L, when Runway 29R is in use. CiMnpeC Runway isadedws WPPfledOyJaPP~Ser4w omIuR i JePPESEIN 400% ;Q hAILTON, ONT NOISE ABATEMENT PROCEDURES DAYIiGItT : L7 plus 4 HOURS - UTC(Z) STANDARD: LT plus b H"s • UTC(2) DEPARTURE rawY vNAr All R44Y5 A or 6 Departures not permitted on runway 06, between 2300 hours to 0700 hoop local tim♦ unless aulhorl:eq by the Airport General Manager. Runway 12L Climb on trect or 1171 till BRAVO NDB and 3000', --Runway 3OR Climb on runway heading 10 13001, Turn LEFT heeding 2601, Maintaln 4000'. Remaining runways -Climb on runway heading to 3000' before proceeding on course, ARRIVAL. Arrivals not permitted on, and approaches not permitted lorunwayy 24 between 2300 hours and 0700 tours local Luna unless authorized by the Airport General Managa,r. Visual Arrivals: — I. Aircraft 26,000 kg and over (mat cart. l3TOW) maintain 3000' or above N of runway 12L i 309 except an final. 2. Rernatn on or above 11-9 gtrda slopo or assumed 3• glide path. PREFERENTIAL RUNWAYS Between 2300 hours and 0700 hours local timer, conslatent with safety of operations, ATC will assign runways in the following order of priorlty: DEPARTURES ARRIVALS 1. 24 1. 06 2. 121. 2, 30R 3. UP 3. 12L REVERSE THRUST Consistent With lafelY df operstions, pilots should minimlia reverse thruot when using runways 12L and 30R• TRAINING FLIGHTS Nor permitted between 2300 hours and 0700 hours local tfine unless authorized by the Airport General Manager. DEPARTURE PROC 1 ' JJ �J' JJ,J I:JJ • ..J J J J..J.. J. J IJJ .IJJ• ,J., rJ 3JJ 1J�J • �IJ .. JJJJ. �JI JJJ.. ,. I JIJJJJ JJ /r-�3�1 1,JJJJJ Maintain 4000, J JJ JJ,f`�^�• �• J JJJJJ. a.}• JJ JJJJ. •:{K,• '. JJJJ.I .' IJJ). )JJJJJ..: `�•:•• •• r,J ,J: JJJJ JJJ-.-- D00 -t J. ,J •J. J L -� 24JAN97 ED VANCOUVERAC FLIGHT MANUAL PART It VANCOUVER INTL. DOMESTIC COVERAGE (ICAO) CYVR (ATA) YVR GENERAL CAUTIONS Canadian Airspeed Limits: Maximum of 200 KIAS below 3000' AGL within 10 NM of an airport. May CLIMB faster than 250 K1AS above 3000'AGL if cleared above 10,000, MSL. Vertical Noise Abatement Procedures (VNAP): AA standard climb procedures complies with Canadian VNAP B. Frequencies -Operations 129,57 Note: Monitored by both AA and Canadian Airlines. • Notes - AA Gates located in concourse at north end of ramp. - AA aircraft may use Concourse C and Concourse E. ' Concourse C is used for International and Transborder flights. ' Concourse-E is used for Transborder flights. - AA Operations behind ticket counter. ARRIVAL, • OFE Std Day Conv .01 • Special Procedures - CAT It Approaches - Canadian fields have only two transmissometers (TDZ and midfield). (See FM Part I, Section 10) - AA crews are authorized to conduct the "ILS CAT Ii-RWY 8W on page 11-4. • Notes - Turns onto Runway 30 PROHIBMD without clearance. See page 10-7X for Automated Guide -in System. DEPARTURE • Noise Abatement - Normal AA takeoff profiles comply with Canadian Noise Abatement procedures. Aircraft certified to FAR 36 Stage 3 are equivalent to ICAO Annex 16, Chapter 3. Landing Runway 8U26R -use minimum reverse thrust that does not jeopardize safety. • Notes - Contact Ground prior to pushback. Damp is not controlled by Ground. Change. NWO Ah"T*M. S+ppuad by Jepp&%n 5ende ew, Inc. 97- 202 L _� MROGET ADAMS MTL' e>toos� A LO(�►1. i11f1E + 4 f10tTR5 =:3i�} . Afflc SWT AMWMG My 0f M AD tFR W=2ft get n>alntain an AM'de Of 9W rn OM fQ +� ached on are tss3~ !ctitdVNR P ,fat Q at andpvpeovdrm'qakcmffin excms 0f 5 700 kg VFR artd m a visual apc mOch sr+ol: . yj rtnriYak� a eerr�irt�um t�gP>f a&�de of 900 rn (3.00D t!) rdrla 4lyir+g aver �e ist�nd. b) riot be less than 4 lcm. from i+ae a f befog 900m. P'060 ft}, cj is�eRR the sor9M nui dos« tt= 5 DME A appro®dwV'f m fie S-^ f AMCPL T DEFORTM Rrrlf o9w moffn*�otm I pri�r to S moAttot%-4 tLl m for depeftrm &I MY CSTr j) a) sec *craft & a 750 m SZ500 V* atIxooeed /o 7 WE. whicx� oocres rest- WO oo ri— ck-.t V a best posA* rate Of dffkL b) otmd ubopw t ai*a cfirrt► to 800 m (ZWO r} or wooeed to 5 DME. wlmd ever Canes best• and oormnr:e cFnnbko al baSt POMklW rays of a} pmPelm Criran aVO-4 in ewws of 5,700 kg shoo aWb to 450 m (I—SDO M arrd a ` V t beg pos ZbO rate 109 cknb. . d} M cow P TAXQ t drtfen ahmO stop crm to 30C n It •000 aid m++teaie normal e5mt�iria AWXMAgT DEPAf;MG RW MW SCJUMBOUM Prior Ao it>i brrB SOPIAM914 kom Sur OePwumm On RWY 0%7p a} .let � c�'rib'Oa 6t%J m t2000 ft) Q pwoeed iD 3 UN�E,'xhid�vs+' cones fzsi, aetid oantirn�e nartttat d►n4irtA• b) Guad bxbopop WcFA Zt afl dmb to 450 m (1 500 Cr proceed 3 D1+tE sever optrres first. t and cnrmrrue oorr�l sierct+ir'+9• ci AV cow Prqpdler dim aser3R st*l OF, TO 300 Tr MOW k$ or PrW b 317�, ivftidtevor t oomes fbsk and ❑certm* camas dmbo 1 plliipS�ipLGGi rjC1 taW 94 A?C DWARTI* lE CLEARA = nmw3mrdtwid soe Vmced' os appmez+ft YA be kKkx d lA a4 �pThe Phrarfc� ar►d's'iall mom Ul OWVFWC0- ►+ �e ryoists obowiem 1,.MDTE' A9 heoft We bm w on CW as6me" sembgs. j e f L L JL " f3sip% iO-; SAKTAEE 'DE BMTA, k.ULUIy w � • tM ARATENIM PROC'i`DtM CL rm RI ISTAMAIM6Ir }InsS)nows r UIC� m RtNW>i1X i 3 . DEPARTURES TO TEH 3VB . Cr) .. p T!as twises aeatelstont vracaGste fs not eppflcaole in wss of an Qnrtt*Qency. C1fm5 at V;! � •10;.. to T iS' an61e of attitude daDes+�atA oa aircfaf: tfasitttipns. A: 4W AGL or over R'localor. arRKf rer ig reacw `.itst. turn to Toctio MVI) RM, e!aintalrrir:g V2 '• 10.wittr a•f>rdrk �N . . CO of PSI. At 100D* AGA, redeae to UtmD Power wvd oantirx3 wind VZ - 10 t0t3l finishing It* m nrntfax�rc ��rto nk of 251. After coletlon 01 to+s, crown aircraft mC wniir�w at best tiAjna . angte :0 13.0m to -EH mrrm. Pvametetm for DG-to altcmM V2 20. LL MWAY 13 DEPARTURES TO 71P NM TMI not56 aBat pevrt ptoredute !s trot apPlicaSlt in cg case of an 011M trroy..Clirn fc at V2 + 14 or Is* arsgte of attitude 0apem0n; on aircraft li mtafiorm. A, 400' AGL or trvtt•A locator. n wttil:tl VjT is fttactmd firs*, turn to 2ipaWra (ZIP) TIDE, maintaining V2 - 10•with a bark =ogle Cf 25". At 10f}0' AGL, redttco to clirolb power and c*nttnue with V2 - 10 untif finishing the r unimn 6e* of 251. Attef completions of tum, clean aircraft a:td conlimm at bmt climb angte to !3,ot]0' to ZIP NM. i Parartx:crs for 17G10 airora:t, V2 = 20. M V) rr) 1 I U' � U • _J L7 � C I 0 lL L 71 fl Z to MD � a k O ItOT TO�SCAU •`vf a At rM, AGL, eedice ro dirnb power. continue with.%% + IQ 4%tll Rft4fdng ltse mir-atrtsn panic of 251. After carrpl►'tlon of ur", clew, aircraft ar►s! cowinn or best dirnb angle to 130W I to Zip MB. + ;1 74D AGL. m5um fo C1;itab power, • ya �$ cvtA'aw.►M14Fr Yy — t0 rsrtit ilrrlshirg 13e1.-Wm tinbm.&of W. A't+yr ompWmn ' ti dtf +sm cfwn a;mraff and oalfirrue 4a 6f�,a,.rbangw now tec.. 1rar, :"m u- ainr-s ammm. F IL AIN"- MDM ADATMEW PRQCWUREs ED Appmoink To JLT Al"CrjWr r- An takeo?ft tram Rwy 07, the llolAimo. with xft 0) -OtD 4mftXWclimb raft POMb M wwo-tr 0?CIP!s Si-st, it Wmas — ft-odiaft a" -W th&fICM cUnd3ft to TM VM -M=4 the airs ft CM 4v$mW oWIWB DEPARPRE PROCEDUM LL. JET k1a. me* of dimb v lET v4d dbybmg *A" io rr Rl aproceed cots" Iwe )6 S& 9. lo-a MQNTECQ BaYANT�.�. �. tL a NOErE ABATEMENT ' m S Y- R «t11.0 � r- • .. ?Nlifl[F �e1Gti'-11t?rR} CT plas•3 T;�� ` !, cri A fifi74 kgit2.S0o Ib4. p WVlned Aircraft as A.U.W_ O'f rtM�te [ti3ii (b) Alt tufhtned PWmvfc.d Mrcwt (c) A" WR DVP2<r"r"' 6 have Heel. IM'MPOrated lnt0 tti@ a: 4OTEt These *0190 aW temerrt W #e Qj Li TAKE-CWF• Mocwtmpcis (a) AirCra+t With WE Ouse • tnalie a criffrtrPn9 LEFT-Uffm ' BpY 07: At GIOf?TEGV BAY 1.6 QME Ors -00W3Y tma4+wi) Ei1Mtf 2'3: BeYanC lfiraend at rmrwav and vfittq, VM4 EGO BAY 3 DW, traits a ' ctiarattvg (TLC',lfT tuft. Then+ro (b) Aircfatt 1fYittwottt DFIt' Opefa'+nU LEFT t— dirOct to L*00IELLA tYwY 07: At the sw of runway. awk 1 cligrbinj j N POINT. TIMIce lit 3 AlI1F, frtrtce 3 elimhing +T teuttBeyond© MT 23: Beyond the etsd of rummy and "it, " ` Thence. WJ UMARTU (a) yn Lkpef:►a! tietrxe ft7M4 arM guilt up m —&," to a 0 5• hBadfg climbing to rrelnirntm 3t)RO RMSI- . Bic". Ill (a) TFR D69-- "s 1 Pix"Cd to atpxdat�9e wi0 AIC iMIftl0c ss. 4r,4� . s?, fki ,.'r •r�N':. 7. • Ek d� �f Y __�,' f0*01Crr�t%san 'y.: v:.:j'�::.�:':.:j�y. .., •.i..,, Yi•i .{�: .:, a :1`•7t_'`"7�-• .` .v Tr..I�e� _... +,�.?.N� .iY j. • � :f : i.4- .. '.�:. c. j i+.i. �)•�'.X� � �� ' 'i (�' �•`►�IY�! �K111'f! ir4Vhi Ir UrArI= RAY � °:r'fi ,,:*i • .> `;;:Zr.; 4i<,.-.-.^ e:cy',.,. ••2 'r'. ;3;._ t•, n I;W ❑ .W $QY(jtDCf j ' •.n�'n •rv, L d`'b . vri0'1?.d" 3T r = �~ ih m C z: o. a C C C C C". c�:2sss logy. FLIGHT MANUAL PART 11 LA RtOMAf+iA, DOU R, ... LA ROMANA tf1TIE't, , QCAO)M" (ATA) Lam: ARRIVAL corrtirwed • SOOCiw PPracegiures Approach requires minimum reported 1000' ceiling and 4.8 km• (3 frOes) visibility. WIDA for arty approach is I OW AFL - Request tower to turn on VAST YA)en landLng Runway 12- . Aio�es Parlvng ' AA parking is in marked area on west end of ramp area naritr of runway. Taxi -In. Use caution due to limited ramp area. Tani Is united to painted taxi Ramp should onty be accerssed in a noritrmm.steriy direction. Takeoff arxf landing on Runway 30 wiil require a greater than W turn between the nmway and ramp. DEPARTURE •PAwgp Coordk%ates - N18 24.8 V 068 56.6 calstiow - Limited rarrp area. Use rrvnir wm power necessary due to jet blasL Taxi is lirn ted to painted taxi lane. Numerous small airc;aft on Wnp. - No taxiway. Use extra vigilance for other arriving1departing traffic prior to taxi on runway. - p0 WT aerro 1 W toms except W rum at ends- of rmmays_ Artale-- left Um oW - check for smalt anhTets an nmway prior to takeoff. - Expect luftlenoe departing Rumay 12 if crosswind is present. s SpecW Pracedur - Use art enc*w- departing ramp. - Cow "Taxi* and '°Before Takeoff e=ept for Runwak ;tears" chec khsts before leaving ramp. - Cor4ad-La Romana Towerfor taxi clearance_ Takeo`, Mk -(turns - required reported 1000' ceiiirttwd 4,$ km (3 miles). • Noise Abatenwt - Rr, wr4 12 Air departure, ffy naway heading ung 1 SW AFL, tires► turn Ieff on course_ cn�•or rkcr, JeD sy A F c 0) 't to Ri - W n 0 ra *PRS_1drj 12.LP'N 96 IV-' Mm id ruERTi JCO LIAS MLMZ Mik, 1PI-4. INTL Sm A%x North& +� 120.9 9 9.4 vLAG" WSMAPPROAC34 vvxjAl,.-ra. ccc,Wd 121.9 Ali Se; FICHES • MATOM V pie .:ate Oa A VAM 6110 LAGOON VISUAL APPROACH RUNWAYS PROMM Nor AUTHORIZED AT NIGHT When clewed for the Lagoon Visual Runway 8 Approach aircraft will proceed visually to Intercept and fly the Runway 10 1 inal approaa.course until I the west end of the San lose L690M then m*e left turn to land Runway S. Aircrakt,' remain an or north . of the Runway 10 first approach course due to simllanecus visual approachos being conducted to Runway 10. CW WEATHM MINUMMS canting 2000'— vn 5 F rr jem em 29 --21 20- OPWW, 'fl Abck* SOW W-3 OW 124.8 i20.15 OKANDOINTL OKAWO SIX, DEP.ARME (OOA44RW.,(VM(*) Ln n TAXELOW DEPAIRT ME and twit. mawitain poxva as M4 &iirj*f4 MAMAUSW.. Eme"Ol f1w{ Aws *5 AW asUR: Mar to a.OW ctewmwa VO t i ""S aftermapW-Urt.. A-M Cro" ORL t or bbo" 2W'. AcAR TAUAW459--j r—aM LL o Am U4 WMA 214 W3012.8 w61 w In W— Gm CITY woo 6:..; am= A112-6 OAMI r---OCUA 1t24,—= ral Fa -Julz M TU W= MA [A!jlA;6 iAt 1 KZF M.2 40 rV mmom 1970U' 56CA A] 16.4 PIE r above J, 115.2 SRO MV 219 WM2,U,3 cr Fell c Cw • NO?F TO SCALE 0 x LL. VIL� ,-F5� Oj, 10. a 063 vim a, 0 Vft �-31 - n�ft 3 - nV 47 Oft 25.3 T--PAV&9--t j - a V24 00 wm 4 115 rAW UAai- l-_, I I � 7 FS f Fa, ah—46AZW45.2 F 11 —i 29 NOV s9 tU-T! N EWAK NJna' FLIGHT MANUAL PART II NEWARK INTL a WMESM COVERAGE EWB N GENERAL m • Fmquencies - Operations 129.32 f . ems, .� • DO NOT taxi through parking areas Lindy or Amelia (sae Jappesen page 10-913). - AA Operations area tocated in the main terminal baggage claim across from Door 12. LL - .latbridge key access to all doors and -all gates. - Wni-Ops located behind Gates Wand 32 Cr U 0 J L ARRIVAL CAUT1O1J Al=aft parked In parking area Lindy (JeMesen page 10-9) must be behind the parking line depicted on AA gage 10-7.Z to ensure ade- quate clearmnCe. • OFE Std Day Conv .02 Special Procedures - Make request for Runway 11 landing on initial contact with New York TRACON, if desired. - Advise Ground of desired ramp entrance. - After. landing, contact Operations to confirm gate assignment. DEPARTURE • Noise Abatement • Ttrn to departure heading as soon as practicable to avoid noise riionit015. I ,Avaw N"lomw CdJ l; 0 /�A C�l�, su�,rod ny.�c.,;an sani�snr� k,r. ,�. Y�ttrorar�. NEWARK; a.4.� MLARK CAM �• ��.A AaAM Litt gas VM4 7L4 :" ! atE1S EBB r---CJQfiil f 3t11" war 'i itG� i83 MTt� Jj �S{�ti wM aae s x+r ba8 rTteTs�u a ��4 :I NOT TO SCALE �8 � � � ow U.1� rams sa,u +� f �� W o���,' •a' 'O rr .. d 1 r,tr M7 VIM4 4 �pt� afwr tY6v4 aE l ' ILt��tJWt ufR�. SPAR--- . 41.1 V00: an NEWARK SIX DEPARTURE �a�wA t%1 u.2 wivzz (VECTOR) gby q?+1j tND.O.9 ra86ti M3•bL TAPE -OFF 1 t Rrvya 4LIR: CQvb oa a OW rreadir4L woo /~ +_fib ` o Oa craseiag A WE IEZA (ttse'IEWR. CUB *NY whao 17A!r IFZA DAaE is not avarta8te) Suro LEFt to a ' IN 422 WW4 11.2 a �' �FO8. MAMAS 2506'. Theace 151123 CRI Rry II: (ObstttaCtido 1742' a' rph, 6.5 Nkl eaSC Of /��aZ Q�� R rrtd SbQ trr73 Su dowttrre and or raway.l Tun LEFT to a OW i two Ik0 1� a. ���.>i�.. � � �� `s '��j 'ovahgad�p &u not proceao east of CAL R MSE C l' Q « � .+Dcn aossing .1 a/dE. IEZA fuse MwA � m!Y .�` wr" IEZA 0UE.is riot avaii.bie► turn LEFT ' is a 290' htadia6. MAr77TA31 25W'. Th-;- n.� Y44 3ie Yr9c5 til.7 i� .a-t= 'ild�" o t. LSIs r"wa: Tina AEI dumb an a t90• HT iO •rJ[ TTp �f —S 2M-M. Lvw vasvn4 % WA N 50 0'. turn fiK,�tT to a �' haaduxy f1A]1[t'1I16 5030'. Thet-cce 1�t y 29: (�earyaaa Fan uarctr AtBrF onttau d ttaA !sA irtlffa KS from depar tune and and 46.5' nctM of rwy ce^- tt]C tuaE Q terrine. Via rtnway treading ru U w1 atot Fart y ntl X4 WM4 ",A •' j Nt"-7 MZA Laox r. ctLab on 26S'.Of1tT1 rASM 5000'. Ttx*r+ce ..AA'i)I:Lr p via veaUX Or a"41edrauuJrut. E=pacr clear- MeD �2 M M 594 t - .� l arm 'to tDeQ a�t3rumel;tiyrrt Ja*" CM aiirrrues Q �4 w aim ture- �,y� o p COOS Jim- VORI lot Reparuares Fs act nectars via 9OH t/aRIHOr�i R•064•. Ar tOt$ on IM's COtj C4ato iat doombMeS EYpect Yactora vri SAX .. Z ail VORi SAX R-411,. Mr.Dt /1F.6 trVt'UtC.�oWa lot t9pQarttare3 Cxnecz YOCtD(rr to CCaI k-356. TA�rce, iVAlte ini via Cdt- R-2tk a \ 1 nix7e Int via COL R-19�2. Rwys 2WR.4.4w wtd iM--STSLk3N0 Eicactt O rwsar vectors batwoon a 2nd d MM. yy� � 4 rNe7t Of S AWA 22LM SIK,� iM depautires E%3Wz raaar wktww via SW VDR/58.1 R-ZV.• o Rwy'a ZZUR LOW.LIS•rte�srStrr=x Expect fwdar yy o veetara ri Swf VDRJW.t R-27a.. 5 . _ A" 22LIR pwke tw aeparurca Esoect ladar ` rir vectors via Mi vMSBS R-VZ wol,oM For aircrati"gzzie. XetM. iL-ys- Catyet, j rad:o c*nwt jawhat JT ' �65tibltatlap 1vI87/ ATC,. GireW t0 4Mw if-- � - - * saeoaa�! ntc.r tw. »ab au>ut.+' ai �sfc� -1 (L Cn I 01 1 - -C r'", W`� 29 NOV 96 NEWAIK. ZL IPARM MARDM ONE D GAM 041 X**741 214 WO to be used wtm &ujWwJ Of AICMAY) aircraft v*) -"A 67 .6 c r [A-116 m ft" 01113" VVj 349 'UJR-- rAimb m a OGW W". Won N - 4-DW rEZA (we ZGW9 OM ONI( VFhafi ismit available? -tum uw.r to-Z ng. IL43XTAIN AQW. Toem SO 13-8 WW- 4 34-7 A It: (Cestrwtion 1742' WO. SS "M east of V txe eW of rLmay,) Tin LEFr'tO a OW Ica not proceed oast of CC)L PL42; ). crossly 4 OMF MZA (um MWR DME only TEZA CVAE is 4NOt awaRMUM) U17A LEFT 0; C97A Vol 0" WM 41.7 NX -to WAIF. o phill 04.5 *074 OLI a 22LrR: Tun LEFT, cling On 0 190' W"Ag- =vasing 2.3 DUE TLSQ LOC UM RIOW 10 i 'heading. MAX4TALN SM'. Ther-06 Del 15.7 jAX I PKI 04.1 WM4 323 ZRQ"AY Of . . . . . . . 4 Jl 493 110 49A 111M.M.1k M 36LA WW3 SU M 47-2 W074 1.1.2 PAEV VA Vas 04.6 rwe APIN4 3L$ VmLinj Soumr, 43112.9 _qj .10.75 JEW? to - "Zo— ".7 RZA 10C azrz 29: (Marvwm Fart Marks r Is. 1872' amilzbourod rora departLwa wed and 46.5'rWth Of MY CWi- no.) WA nm-wy rrwAing 10 MWY&t%P ran Tseive Via* vectors ' to COL VOR via COL R-350. to . ".'nixie vSaCOL R-)E'2.t*PrWsea V276,tVJFK &0 OM 4&3W JFK R-150 A-3D0 at 50 MW Via vectors assipim! rbid,61rix . Ftnect cMarwxo to tiled 46modej riigft tarot tm'ginutee-alter depdrtwe. MO 25.E WW4 9.11.1i S n. '7S U-1 W JV WM4 OP-6 CT. -dw _4 O10 . �A_ MLY PROS 0 Y For wrVVm" Vii, b6ztfi. A;Soxl..kaws' C-VLO".' 13my TAU, i4 ri*o c&.Ixci WSLI-1 tb A-rc. CTOM to 30M aft-. __j AU 0 a Taxi -rcw, weries OvWd be mrnV mid mady d9ar- gat-, -txAd tmcW,6y tor cad kftffnSWn 10 Mae. do" OF' LL M. Of --E)VMdTabd Yam nbor JFK PZAV in ft t is rMOSSMY.to Oy akcrA tm tog adiie 10 ar M*'"'airtxadL tip .W 9#1R. &read dmarM"Mt)� gt, hoKand adow-t6t delay will be-ibsorbed atIfie depadtge delay m9wV we& Tim to wsw&d bewkv as SDM as feasim. Strk:t adhorenMto apk p=edLm in Me A=A.OPwatkV "30- Nows PL*hbacko*, RMV W PtAtoa,dea'anm frm ap gates. GuWmm will provide, 11" U,)d wr,� 1 1: i a aj -i at,, F CO 0 CD C i �^ 0 R 4J L CH -Q MI 'A T 4 21.'A' MAYS C> *41 1&$ WM4.342 9N COWT ful 092 Y=4 41.7 1,1u1 15.7 SAX I wi t4.Twc;4-323 BWZ E= W 49 1 svy 97-8 A 296--"4--2 kl I 2.LC4 U7 X7 A r1l W073 04C PAW, 4LO TOM 04.6 Z1� V,&%At A112-9 SR111. .5 lAISKA UM 91.7 At or above Ir KAMAIN sow z:.;. + . . .. LL filGay Or - 1 OW 212 W4 SBA _±l 477OG :Yl W XI WM n* MDTzTw—wis7' now TAiMM No 0&# 1111" 092 Z2 4 7, NW. X2 WM4 -S" faV6rS rig 2 *0 IVA Z —1 NEW' YORK, NY KERNMY lWn S SEAVIEW ONE DEPARTURE ' (YEaOR) -L MMY MMM AMMOr MLY) to be used ~ Mtshywd DVATO My. int departures ExPact vv-'t*gs 10 VOR or SAX R-3i I—. 4UN- Tom RICK. cl' - IFTh 13L/R: Climb an a"Wmd dipartre /R, Clbft vn aft N'hw* rteodrrtg wAwrAm MCI%= tttrys 2ft/R (Gatew" etkab). (ro be assign" during U* ;WtW ZN*4M LOCUtp Turn pjGW.;retwCept jM A-232 =tit 5 OW. IM 47AV073 SMI Itted twn LEFT to a M' bWWO. WAMrAZO; WW. Ttlerme R"s 3ILM Okeezy Point CMA): Two LEFT. proceed dire" CFU VOR. F41ce lum EAST of CM R-039.Tt"n m CRI Ft--223. Crow CRI 3 OW or JIM R-M at or above 2500•. WAVITAM SOW. ThOftoe Rwp 311JQ (Hrifto Clbft).- TumLFFT, :.'proceed direct QlW MM. thm Sy a 220- hkiggn after OW MM. gftkft txm EAST W saga' • -LM R-039. Crew JFx R-2S3 at m ftov* 2500•. MA2WA3W 50W. Tbance Ilk t M"* 3WA (C"11100ift): TL" LEFT, 11DW Wil » woce" 4mract M ifoR. make u" EAST of wil F14M. It" Ila Iml ft-ln. (:to" CM P. ()Woc WK B-253 at or above ZSW,, KAZINTAIN MM'. Ttmwe WWARTtM 115.9 A Via vectors to Itw jM R-' .39 to JFK R-1391 ati.— IMS. than turn fUGHT proceed direct to JFK 3M -lW VIV3,44Z VOR. E!mMj v4w-Ws to autgned mute: fix Expoct Wewswe. to Mod altirgde/Iliam level TO wkwites after depw lure abo" 2M' AB or LYMTAIN Q- XID Sam CJp IMd IfA wwr Ite OL6 WIM 4Y. 1: NOT 10 SCAU -i 5 , F wvolturerraaam 1 t�(I 1 tM1O-ysrZ�f� j�+�W �Xllm tetl. MI Sae t1aYa S5.1,^�71 i m,11 *W4 7.XI l�� h JHl At:74 S17 WAIE Mtl Oa-2 all 4;7r .7_ Ytl Oa.l IaW1 32J Fe . -I 9 SB.1 It,,..� wri �a 7 rers ss7 35'a +eYa iu ti ' 1 1 gbh GLA1lIA YL6 SSe 11M tfi.3 'V 2 r_, ,, At. ,60� :500' xw :A MAi6TAM ' h Saw Qi3' b5 ✓, jjj wo 34.1 YJ13 n.0 a1 Z1r i t1b LiT SQFi ie.5 B R81I ae0;t1 RPM 87 I c� to t � /� Yr PIN ;".*90,o u !-' f WA oOL OCIN 13.1 A.% �a i%cy Qg=RION ma ' .. Y *dTL i Lq ,ts'716'WAD Aq LiD_6 L 6UJJfJIJ iu113.1 L6AA e MO U.O M073 A 1 �a¢�Op6FOf'OppQ��p 1111V«r) W� �DY atl 09A WITS WS 11S9 t MAWAIN 1i41 SS � aCn cL3 i Se Yw.ey /r WW2 S&I KMFyY SEVEN DfPAQitlRE w Su (wam) 1� TAKE -OFF Ittvyr tl/il Tun R*.4447, cns h ow a t00• W+RfTAtmlt � twad.tl., YAINTADi SXW TM'sN�Y' d(rro d-00ltc tore 1l saw �)? . 4v gwys t3L.rst on esstgnntl tt.auttq. YAIMTAIH'SfY10''Taos' "(Pw it"s MIR: dalb :a dgpry.ry M u .nwe SC.� C� •tf p 2 - APPW D-2 harnNra. tAAMASM bt706'. 1 'AwVs MIR (Galev.sY-Clirab): eaalow" out" I" pff— OO local: R- :M ► AMAIN 1 9dw Kfa Yte NJ al'A7 54 7 Ttfrt MAT to iruarcept JFK until l.E-1' Aradtr6 eMINTAlII sow a. Wit as 5 [SaaE, 2ttevr ttsn _ . Q . WAVIr tuu 1r.1 wm 153 SOW' . Tamre Rrya 31UR (9rttcXY Pol" CH : Tnrn LFFY• arotxerl dtrect fstt VOR. Lure 5xex of � � w tvol r 4 [Yf{ Fa / Not TOSCAtE CRI R-6J0, trlaa vle CRI R-Y23., u CAf A D►ta or JFX A-253 At W. '. OuLr IAIM M00•. Tft n - Rwfor ya 3jlZ kite ClA: is FT. :an4eao Of3v NOB, a 220' ak ' MaO.aUtW. p altal'.OGY NUB. ►qtt n EAST of CRt R-=. post+ JFK A-253' or aDuve 25W. MAMTALI Kw10': TM'�Ce ' ROTES Rtrys ]YJR lhwtsie C: Turt1 L� r. - aavYs int Oeportw"s hsoer: v cws to CAL .CJBLRRefy urn EAST d y' 6aa vowlstw R-QS4. —`-- t_RI R-O39, ttwt via I.RL R-t�H, .YOea CR1 7 R-4z. tb Hatt. ins aeparturas Esoect vector to ? ri1eE'ns .fftt R-253.at of bare i500 • .:FK R-t09. MA14TAIN 0000'. TbWoj , Costa Int n pwu..n to R+ya]11111 (Jala.ritd pirl_' Te be ' SAX VoAluxf ti-311. rsa3Raad by ATC to wms terboje t aHeratt: 0Wa Lai oaparnweU c-ip:t= �vciocs to Ttaw MQfT..dttsb on EeedilG 1f001, remaM ' Jtx R-121. w4he JFK 26 OHE, It.nM6ta' eo rarovr r clva .-Topic Inl aepaIrues EcPeCf vectors to JFX.2.3 DLL aovlsa AT--4%4371TAn/ 2D00'. WX R-sea. .;Npp Itlt oaprtMaas lLxQ"t vectors to �I�T ' JFI( n-130. VW irectorito assiywd rovial:Is. . t- >,vaveylnt naputurac FcN veete:s to as2rJ.lto IA filed rRrtYrJel t129110+ve:'tan ^.tiK R-138. wilrttic aKw dytaryxp . .. ' F to M m U IL I 0 a) 11 ? `' U 41 .a NJ LL j r• Wm 10 scAd AIAAT7t NC' 34.9 Wm N.2 I aRrAw % e pg MITi%.4_Rf� %0 Runs~ l+ �1 �Vow I�V ` M 138.1 WWI rA S IS . \r \\Ott t7t� � 782'�. Glalt7 Nj�a om p r o IslRflOV.O M11 7BS led3 Ie.B _-`�� ` i• o .= 5 5Q5' ✓! 1 i 4.9 iF1� �` lit: a3 1VJ7i 324 CitO�ibb it" �p1� �3p34 a 295° MAD = - tl�5 01 �AIIA22 ?Tr J WW YORK, NY KE"DY 1NTL 4w411mszo bee Wa BE I I ONE DEPARTURE (SEMIXETTE) . M17 a„ m GRBU ONE DEPARTURE (GREKI1-Gd2E1CI) 1clrrs \'. x►e 3a.1 01 f HAPIE ONF DEPARTURE iNAPfE1.HAPIE) / tui Lr tpap K3 /ty+. 09.4 T �. �- MERIT ONE DEPARTURE (MERITI:AAMUT n>t�1e D 1135AWAIX1)3.3 (VECTOR) `°•Tt7_I 0*1 / 'I b Yt71 IRf:AV MHPM A14CRAFi ONLY) ac3 7ia W= � / w ld jj�j 33r._ ;ND& AMER(CAM HO M AIRCRAFT 0FI[Y1 ;.. nay �q' TAKE -OFF I IKI jai00.0 of �� `3� R,"s AL/R. 7- RIGIAT thi t� x k 10^' Mahn Q MAINTAIN SUD:'. :!fontt ` 7. ,� W0 41 � / 1YW0 57.8 as ®Oa' it1T2.� BOS� 5RA -T�65 •/� b^I� tlW3 ta.9 ��jo oNAlri110QIOC vie)16.2 A 1 /` 6 �\` •Nt I6.1 yAYO 01OtA /j'�'� 60 •J. I KRIeCT / 1-1-°oTT5.9 JF[ t�Fya 1 � 60j)• ills mrs es i ti t .. S'AIA7V IMRitfAN � `fI� '" •• tsz so Af ur.above nm Sib VWIS 002 `T son, Al1 I Rays 13L/R: Cl�no on asslyr.ed depaer:rlre hot u MATWAM 50W'. Tnanea - 0 It"& 22L M: Ct W-" m ne:waY M*-ing• NAINTAtIt . iEIOO ! IM 1. 1 hence Rveys 31L,'R f91e047 Point Ciimb): Tv1 RU W%7 00.o proceed dtt'a-.:j CM VCR Witt lurn EAS: Di CAI R-039, then'ma CAI R-223. Cross CRt 3 Dh'- W :tK R-253 et or above 2!KV11 WARITAIN 5010'. 1 KAm4 fug Sib to OC.O TMelet trays 31L!R (Bridge ClioW: TtST LEFT. ,:'oceed Cirec: GC;Y NOB. t:or• tty a 220' ". mdt:r, ails, ' OGY NOD. Maki lrxn LAS'. of CR! R-039. ClWs , Ie41Alf ltS tqy; 0og q 01 ti t .FK R-2i.> a: a u:019 2500'. MAINTAIN '10W. Rays E1tJR (Calurfla Clirte): Tdrn LEFT, aro- teed dr¢c: CRI VOR. Meta Wn EAST o1 CRI 1 rL/�, P p.,3p •Mn bra CRI A••178. toes CRt 1 OA- o: % b•t JFK R-253 et ur above 2--9W. MAINTAIN. V.Xr. .e N -trrnce BECTE ONE DEPARTWE TAKEOFF: Bca above. TRANSItICK:' Nantuekel (BETTEI.ACY): Via radar �mtms to Stno 'st direct ACK VOR. Expect clearchce to . fried ml: tude//hdm Leval Lao mkwtea 81!er ON er:v 4. n , tat ao E'-< ONE DEt•AATVRE „,na7�t TAIcti=-a Fr:sr„b- TA TRANSITION: Mal In (GPM IJiVUnW)' Via radar eeelors to t.7reti Irrl direct Wds Int d.rict Marta Int.. EzMo2 clamilm4 to filed alt?t,�-Ifligm it"; "ten mtrktles R'W deprr1WP. ' MAPI£ ONE DEPARTURE TAKE -OFF; See stove. - TRR" - 7snoo (Yi11PTEt•TAs00): Vta radar eocllx! f0 (1`1API .rex tie In.. A110" Y~ !mot. Etef clea'ame to AVAL1f4 It.y.I .1 mmvr/l light Itvel ten mcnotes a:ier Kt 10.0 1•,57 OC.O Cspar:ure. MERIT ONE DEPARTURE TAKE -OFF: Ste smee. TRANSITION: Putnam (NEAIT1.PtlM Via racer Yec:om to !9V %twit Ind d.roc: WO VCR CtrW, PUT VOR. E ps�_c•,_t,:oarex0 to :ited'all•ttmerttght Yve! ea+natrs at:a: dvosTtrae. After PUT VOR, E1cPec• ilw Tcl!wr+q rpytw: � �� !! / JMOC wrc ,daps: c:torly3'a eft Grad. A:NX-EEC90. e-Wl wi1c111M d:reet. • 07.0 Now Vc.0 7usky 3 ..Guar-ezoec: dKecl BOSVOR Chas:. ' . ,0 J, zsrcw a} • loA .... , ;.. � w�hatesa9d fibs ioivraL9 -we w, s ttte ta4aue�5 .. ' 2 PAIIIY 15 wID bates�iad a t376T, A320. �+�t. EM;1Q Ltpii aedad�wrsi�'eireeat i . a�' For akuedt g7'47, B'Ta7, . �� - Wtrersn�rw�9asd�V°�ggOOn'a'd°`053LT.ao�dxe�lw1 1fi w� be rY• ,, GM1�eaE fr� 9' 1 b) For all 4M-4 When r 0*W 33 4fl KT an8 # pioTs nx�ast FAJNWAY 15 I"SE A6 MWMT PROCOXIM 3. Atk+rixicet�200'q�reaet*n9� � ... --, ' imams b� ATC cSOMOM Sype'putt � Afft?itAF�G tX>ci'[f�Oi- mustS". pwwdtx-) P � bay( &uxja wm b¢ ZWO . c4 . Fu,,b k lM 69lstot etm l Tli, Qraoeck+� wit not ba a a u . _ �f t r ' s • ': tip t ' W t -1 F CWAYN , - • Fleq.ncUe io 0 .130, 1S .6 • parati n's Noisa Abatement -.Noije. -�C NotakbOff92OO4ftDJ6ca1time No landing 2300-0704 b-cm--UM6:. (000-Sunday) . ExcePtl6h: ' 1-ite"Arrivals '--H flighils ]dqlayd-wille*wwillarrive between ptaiwill Mqued AA Dispatch to ob- tain al"appMvWforthe-late-o*­ Oration.- The tower will remain Op6n.unfil 231 5:10cal time with prior coordi- A- nation-wIth ADigpatch. t L&dng PROHIS)TED gfter2315 local time exmW in an emeigency. If estimated lending time Is after 2315 local, oMtWtAA DISPATCH fw.afternate plan. • Notes - Tower hours 0615-2300 local time. - AA Aircraft Operations PRomarrEb at thiig airport w" hen* tower is closed. * ' I - Abbreviated lFR clear4req- rapqba pm OlLfies in effect. ARRIVAL • OFE Std DW Pon%i M • Runway Restr[cflonS Runway IRMSIL-PROMBITED for takeoff or landlog by AA aircfaft. After clearing the runway hold sh* oh of T"A. Taxiway Restriction. Ta)dwa? C betwDenl*WaYG 4ndK is PROMS ITED.forAA aircraft. :FOC *QqUO" ith VFR -' -.-0QntaPt, 19WK kninediately after -j 4 *1 r 1 AIRPORT NOISE ABATEMENT Aircraft Gas Turbine Engine Technology (2"d Edition) "Sound Suppression" 97- 202 `Akmz 4 FIG. 8-7 The variable -area exhaust nozzle for the General Electric J85. ing the nozzle wide open, the engine idle speed can be held high with a minimum of thrust produced (Fig. 8- 6). This is beneficial since maximum available thrust can then be made available quickly by merely closing the nozzle, thereby eliminating the necessity of having to accelerate the engine all the way tip from a low -idle rpm. High -idle rpm will also provide a higher quantity of bleed air for operation of accessories, and in addition, make "go -grounds" safer. Of course, variable -area noz- zles incur a penalty in the form of additional weight and j complexity, as indicated in Fig. 8-7, and at the present time are being used only on aircraft operating at suffi- ciently high Mach numbers to snake their use worth- while. SOUND SUPPRESSION THE NOISE PROBLEM The noise problem created by commercial and mili- tary jet takeoffs, landings, and ground operations at air- ports near residential areas has become a very serious problem within the last several years. Figure 8-8 illus- trates the several levels of sound, in decibels, from var- ious sources. The decibel (dB) is defined as being ap- proximately the smallest degree of difference of loudness .)rdinarily detectable by the human ear, the range of which includes about 130 dB. The pattern of sound from a jet engine makes the noise problem even more bothersome than that coming I ACTUATOR RING 2 LINK 3 HOUSING _4 4 INNER LEAF 5 ROLLER 6 HOUSING EXTENSION 7 OUTER LEAF from other types of engines. For example, the noise from a reciprocating engine rises sharply as the airplane propeller passes an observer on the ground, and then drops off almost as quickly. But as shown in Fig. 8-9, a jet reaches a peak after the aircraft passes, and is at an angle of approximately 45' to the observer. This noise then stays at a relatively high level for a considerable length of time. The noise from a turbojet is also more annoying because it overlaps the ordinary speech fre- quencies more than the noise from a reciprocating en- gine and propeller combination (Fig. 8-10). Since the noise is produced by the high -velocity ex- haust gas shearing through the still air (see page 156-162), it follows that if the exhaust velocity is slower and the mixing area wider, the exhaust noise levels can be brought down to the point where a sound suppressor is not necessary. The exhaust -gas velocity of a turbofan is slower than a turbojet of comparable size because more energy must be removed by the turbine to drive the fan. The fan exhaust velocity is relatively low and creates less of a noise problem. Noise levels are also lower in the high -bypass -ratio turbofan engine through the elimination of the inlet guide vanes (see Figs. 2-13, 2-19, 2-25, 2-26, 2-27, 2-35, 2-44, 2-51, and 2-52) and the resulting reduction of the "siren" effect. The noise generated by this effect occurs when the columns of air created by the compressor inlet guide vanes are cut by the rapidly moving compressor blades, generating high - frequency pressure fluctuations. Further noise reduc- tions are achieved by lining the fan shroud with acous- tical materials [see Fig. 8-17(b)], thus dampening the EXHAUST SYSTEMS 155 97- 202 Noise level, I Domestic I Traffic in db Aircraft 160 150 140 Jet engine 50 ft [15m1 away 130 IC Aero engine 120 Passing tank 50 ft [15m1 away Jet airliner at 110 Pneumatic drill 10 ft [3ml away 500 ft [150M1 away 100 Inside subway trair Inside cabin of g0 Motor horn civil aircraft 80 70 © Loud radio music Heavy traffic 60 O Loud conversation Inside bus or train 50 Conversation Quiet car passings 40 C7 Private office 30 Clock ticking I Quiet street 20 O Quiet garden 10 0 _ FIG. 8-8 Comparison of the level of sound from various sources. pressure fluctuations, and by spacing the outlet guide vanes farther away from the compressor. For these rea- sons, fan engines in general do not need sound sup- pressors. The function of the noise suppressor is to lower the level of the sound, about 25 to 30 dB, as well as to change its frequency (Fig. 8-11), and to do this with a minimum sacrifice in engine thrust or additional weight. The two facets of the noise problem, ground opera- tion and airborne operation, lend themselves to two solutions. Noise suppressors can be portable devices for use on the ground by maintenance personnel, or they can be an integral part of the aircraft engine installation. Examples of various types of ground and airborne sup- pressors can be seen in Figs. 8-12 and 8-13. Of the two, airborne suppressors are more difficult to design because of the weight limitations and the necessity of having the air exit in an axial direction to the engine. THE SOURCE OF SOUND jet engine noise is mainly the result of the turbulence produced when the hot, high -velocity exhaust jet mixes with the cold, low -velocity or static ambient atmos- pliere around the exhaust. The turbulence increases in proportion to the speed of the exhaust stream and pro- duces noise of varying intensity and frequency until I 156 CONSTRUCTION AND DESIGN i ry.l Human response Permanent damage to ear Acute pain in the ears Threshold of feeling Conversation impossible p Conversation only possible by shouting N11 Conversation VF by raised voice �l i Normal - - J\ 1t' c� . conversation _ possible �r jTIC: Threshold of hearing mixing is completed (Fig. 8-14). Since there is little mixing close to the nozzle, the fine grain turbulence produces a relatively high frequency sound in this area. But as the jet stream slows down, more mixing takes place, resulting in a coarser turbulence and correspond- ingly lower frequency. Therefore the noise produced from a jet engine exhaust is a "white" noise (an analogy to white light) consisting of a mixture of all frequencies with intensity peaks at certain frequencies due to the characteristic note of the turbine wheel, which makes an excellent siren (Fig. 8-15). At low power settings, for example, during landing, noise generated from the compressor blades may become predominant. The noise emanating from the compressor consists of more discrete higher frequencies. High -frequency sounds are attenuated (weakened) more rapidly by obstructions and distance, and are more directional in nature, whereas low -frequency sounds will travel much farther. There- fore compressor noise is less of a problem than noise from the jet exhaust stream. THEORY OF OPERATION The high -intensity sound generated by the shearing action of the "solid" jet exhaust in the relatively still air can be reduced and modified by breaking up this "solid" air mass by mechanical means and thus make the mixing 97- 202 L - — �I�ti f ,�+#��5�;:' ice: `'i�+-+'.'r=:t�`r,.,•� , .' : •. [3m1 . \ 135 dB `15° J 50' a [15ml L° 20° 1 130 d8 p/F p'~ titi 30° 125 dB 115 d6 120 dB 100, 110 dB \ O°Ser 01 � QO° Observer moving parallel to jet axis 100 ft [30m1 away 12(f \ 60° 110° 70° 100° 90° 80° FIG. 8-9 Typical noise field from a jet spreading in still air. The curved lines represent equal sound levels. C a a C I \\ Jet Prop tn C2 i lf) O Unsuppressed --- — AdB Suppressed 30 60 0 100 Speech frequencies Angle from jet axis FIG. 8-10 The jet engine produces its maximum noise in the FIG. 8-11 The sound level intensities are reduced by means speech frequency. of a noise suppressor. EXHAUST SYSTEMS 157 97- 202 Y '-r (a) (c) TENSION BAR ATTACHMENT TO ENGINE (b) 30'-G" ( 930 cn, I 15'-6" 1457 cm) 7'-0" D (213 cmJ SUPPRESSOR INLET CABLE SHIELD ATTACHMENT B'-0" 7'-0" D. (244 cm) (213 cm) --- Q. 4'-2" (127 cm) I to to 6'-0" D 9'-7" 1292 cm] (182cm) I am / IAC THRUST TRAILER ALLOW- UNIVERSAL UDAC NOISE SUPPRESSOR DESIGNED ADD -ON V ERTICAL EXHAUST JT-4 SILENCER (CAN BE EASILY ALTERNATE PANTOGRAPHI ING VERTICAL, HORIZONTAL, FOR USE WITH JT-3, ATTACHMENT STEERING i ANGULAR & ROTATIONAL CJ-8WAY & VON ENGINES ESTACHEDORB 12790 9I CONWAY & AVON ENGINES EST. WT. 8200 LB I2790 kgI TO GROUND MODES OF ADJUSTMENT EST. WT. 2500 LB 11125 kg) EST. WT. 1700 LB 1585 kgl TOTAL EST. WT. 10,000 LB (4500 k91 15 -0 1457 cm) (d) FIG. 8-13 Various t\•I,rS ul gnwnd 110isc Suhl,ress„rs. (a) A > round R,n;r tiul,I,rrs;,u ��itb water rinl{ tilt iuulint. l.lir Lntisli s C,ujl (b), (c), .nlll (d) Sullllrr;;l,rs n1.u1r by InduStrial Acoustics ('mI'llm' In:. (C"Iltillued o11 rlu �nll urillt jlall'. ) EXHAUST SYSTEMS 159 97- 202 AIRPORT NOISE ABATEMENT Aircraft Performance Manual (2"d Edition), "Take -Off Speed Thresholds", etc. Aircraft ...... .... ... ......... ... .... .... . ...... 77- .... ......... .... ...... ......... ...... 00 . . . . . . . . .. .. . . .. . . . . . . . . . . . . . . . . Norbert R. Klu a Second Edition, 1993 97- 202 F ACCELERATEISTOP DISTANCE �ALL•ENGINE ACLELERA Figure 88. Accelerate -Stop Distance (2) be at a safe climb speed when reaching this 35 foot height. 4. Airspeeds a. VI is the speed during the takeoff roll at which the flight crew will be committed to takeoff if an engine fails. b. Va is the takeoff rotation speed. c. V. is the safe climb speed to be reached by 35 feet of altitude. Takeoff Performance Information Takeoff Speed Thresholds V rcc• minimum control speed on the ground, This is the minimum speed on the ground at which directional control can be maintained solely through the use of aerodynamic controls when an outboard (critical) engine suddenly becomes inoperative with the remaining engines at takeoff thrust. VMcAl minimum control speed in the air, This is the minimum speed in flight at which an aircraft can be controlled in a maximum 51, bank by full application of the aerodynamic controls when an outboard (critical) engine suddenly becomes inopera- tive with the remaining engines at takeoff thrust. With all engines operating, it is possible ' for an aircraft to takeoff and fly at a lower airspeed. Loss of an engine at this lower speed will cause the airplane to be uncontrollable unless thrust is reduced on an engine(s) on the opposite side of the fuselage to alleviate the asymmetrical thrust condition. 139 ���-STOPYYAY STOP DISTANCE� V„ critical engine failure speed or decision speed, This is the speed on takeoff at which, upon failure of an outboard (critical) engine, the following will be true: 1. the accelerate -stop distance will not exceed the length of the runway plus any stopway. 2. if takeoff is continued, the takeoff distance will not exceed the length of the runway plus the length of any clearway. 3. the takeoff run will not exceed the length of the runway. Definition of Terms Used with RelationJo V, Above Accelerate -stop distance, The accelerate -stop distance is the distance from brake release to Vr with all engines operating at takeoff thrust plus the dis- tance required to stop the aircraft with the failure of an engine at VI. Stopway, Stopway is an area beyond the takeoff runway able to support the aircraft on an aborted takeoff without causing structural damage to the aircraft. Takeoff distance, Takeoff distance is the greater of the distance between brake release and a 35 foot height with the critical engine failure at VI or between brake release and 35 foot height plus 15 % with all engines operating, 97- 202 YR 1154 ALL -ENGINE TAKEOFF DISTANCE ALL -ENGINE TAKEOFF DISTANCE TO )S- ALL-ENGINE TAKEOFF FIELD LENGTH TAKEOFF DISTANCE WITH AN ENGINE FAILURE I ALL -ENGINE ACCELERATION �..---- L'LERA tI ACCENGINIONI-- Figure 89. Takeoff Distance Figure 90. Takeoff Run • 1/2 714S ols r, A CEIE RAIL TOP DI A E YI IND STOPWAYI Y, YLO Nous T RE cowl Y, DYER RUNWAY ACCELERATE -CLIMB DISTANCE TO )S' WITH CLEARWAY NUpwir_.. ON[•C NGINC- I CLEARWA �ALL•E MGM[ AC CC LC NATION-- ACCLLCRA TI011 sror TAKEOFF RUN ONE•[NCINC-IN000 NARL[ TAKCOr; DISTANCE TO )S' Clearway. Clearway is an area beyond the end of the runway at least 500 feet wide and clear of all obstacles. In lateral distance along an extended centerline of the runway, the maximum allowable clearway may not be longer than one half of the runway length. Takeoff run. Takeoff run for the jet, is that portion of the takeoff distance encompassed with the runway length. Vn, takeoff rotation speed. After VI, when the takeoff is continued, the next speed threshold is V, This speed cannot be less than VI because VI could 140 33, possibly be the same as VMCG' In such circumstanc- es, the aircraft would be uncontrollable with an engine inoperative as soon as the nose wheel has lifted off the runway. At the other extreme, such as with the boeing 727 with its high -lift wing, low VMCG, and excellent braking capability, VL is always reduced to Va since trying to stop the aircraft after rotation could cause severe structural damage. VW6., lift-off speed• Lift-off speed is the speed at which the aircraft becomes airborne. When and where VWF occurs after rotation is a function of the thrust -to -weight ratio. 97 - 202 L _� ET"ALANC ED F r ELD ' All•ENGINC ACCELERATION ONE -ENGINE -INOPERABLE TAREOFF DISTANCE TO JS---�- -- -- - - - - - ACCELERATION/STOP DISTANCE Figure 91. Unbalanced Field Vu one engine_out takeoff safety speed. V2 is attained by the time a 35 foot height is reached and its attainment assures that the aircraft will maintain minimum allowable one -engine -out climb gradients during the takeoff/climb. Field Length Limiting Takeoff Gross We�ht The definition of VI above defines field length limits, which in turn will indicate a field length limiting weight. This is the maximum weight which will allow the aircraft to meet the criteria enumerated under the definition of VI. Definition of Balanced and Unbalanced Fields Balanced field. A balanced field is a field where VI is such that the accelerate/stop distance equals the takeoff distance. A balanced field allows the maxi- mum takeoff weight for a given runway length. Unbalance field,, An unbalanced field is a field where VI is such that takeoff distance is either longer or shorter than the accelerate/stop distance. An unbalanced field reduces the maximum takeoff gross weight for a given runway length. An unbalanced field will result from each of the following situations: 1. At low takeoff weight at low field elevations, V, could be less than VMcc. This is contrary to FAA regulations; so, V, must be increased to Vm,3. This will increase the accelerate/stop distance to a value greater than the takeoff distance. 2. At low takeoff weights at low field eleva- tions, V2 could be less than 110 % of VMCA. This is L 141 ONE-ENGINE-INO► 0&W ACCELERATION -STOP contrary to FAA regulations; so, V2 must be in- creased to 1109t of VMcA. This will increase the accelerate/stop distance to a value greater than the takeoff distance. 3. At high takeoff weights at high field eleva- tions, VI could exceed brake energy limits. V, must be decreased to the brake energy limits. This de- creases the acceleratelstop distance to a value less than the takeoff distance. 4. For aircraft, such as the Boeing 727, the calculated VI speed for a balanced field could exceed VR. In such cases, VI is reduced to VR to prevent aircraft damage in the event of engine failure at Va. This decreases the accelerate/stop distance to a value less than the takeoff distance. Climb Segments Climb segments will be defined below. FAA regulations specify minimum climb gradients for each segment such that an aircraft experiencing critical engine failure at V, will attain at least these gradi- ents. Performance charts may restrict takeoff gross weight to attain these minimum gradients, but this is not assurance that any obstacle in the climb path will be cleared. First segment. The first segment is from VLoP to V21 The first segment ends at the completion of gear retraction (usually between 100 feet and 200 feet altitude). (Takeoff thrust, gear retracting, and flaps down.) Second segment, This segment extends from the 9'7- 202 AIRPORT NOISE ABATEMENT The Pilot's Manual, Instrument Flying, "The Instrument Landing System" 97- 202 L F- M I -mm A-1, A Graphics by Robert Johnson Foreword by VICE ADMIRAL DONALD D ENGEN USN.(Ret) PRESIDENT AOPA AIR SAFE-TY FOUNDATION u 97- 202 I Iy.I -1. 1Ifu IIIJIl Ulll6l/l #01luffly aYalClll. Since ILS approaches will often be made in conditions of poor visibility or at night, there is always associated visual information that can be used once the pilot becomes'visual'. This may include approach lights leading towards the runway, runway lights, touchdown lights, and centerline lights. Lighting is indispensible for night operations, but it can also be invaluable during daylight hours in conditions of restricted visibility. There may also be a VASI (Visual Approach Slope Indicator) situated near the touchdown zone to provide visual slope guidance during the latter stages of the approach. This, and other visual information, will assist you in maintaining a stable descent path towards the runway, where you can complete the flare and landing, and the ground run. The ILS is selected in the cockpit on the VHF-NAV radio. Its cockpit display is usually the same instrument as for the VOR except that, as well as the vertical localizer needle (CDI) that moves left and right for course guidance, there is a second needle that comes into view. It is horizontal, and is able to move up and down to, represent the position of the glideslope relative to the airplane. Some ILS indicators have needles that are hinged and move like wipers, others have needles that move rectilinearly. The airplane may be thought of as the center dot, and the intersection of the needles as the relative position of the glidepath. ' CCEED \ Position GS of Airplane O GS NEEDLE ''' O' LOC Relative . Position of LOCNEEDLE ILS GlidepathC LO NEEDLE Fig.14-2. The ILS cockpit display. 14-2 The Pilot's Manual— Instrument Flying 97- 2ii9 The LocalizL.. The localizer provides directional guidance along the extended centerline of the landing runway. Its transmitting antenna, which may be 60 feet wide and 10 feet high, is positioned at the far end of the runway (i.e. the stopping end), and typically 1000 ft beyond the end so as not to be an obstacle to airplanes taking off. Fig.14-3. The localizer transmitting antenna. The localizer transmits a highly directional beam on a frequency in the VHF band between 108.10 and 111.95 MHz, the specific frequency being published on charts and in the Airport/Facility Directory (A/FD). There are 40 localizer frequen- cies available, with all of them having an odd number as the first digit after the decimal point, such as 109.1 , 108.3, and 110.5. I THE LOCALIZER GROUND EQUIPMENT The localizer antenna at the far end of the runway transmits two overlapping lobes of radio energy on the localizer's carrier frequency (e.g. 109.9 MHz for Los Angeles International Airport ILS Rwy 25 Right). The lobe on the left hand side of the approach course is modulated at 90 Hz (traditionally known as the I YELLOW sector), and the lobe on the right hand side of the approach path is modulated at 150 Hz (the BLUE sector). The two lobes overlap to provide a path in line with the extended centerline of the runway. The colors blue and yellow were once painted on the localizer cockpit display, but this is not the case on modern intruments. You will, however, sometimes hear blue and yellow sectors mentioned. i � i BLUE SECTOR 05OHz��/�X_ EQUAL SIGNALS APPRi PATH Localizer Antenna YELLOW SECTOR 90 Hz Fig.14-4. The localizer's radiation pattern. The transmission pattern is adjusted for each ILS so that the course width, from i full scale fly -left to full scale fly -right, is 700 ft at the approach runway threshold. Since runways are of varying lengths, and since the localizer antenna is posi- tioned beyond the far end of the runway, the angular width of localizer beams ! will vary between 3 and 6 degrees to achieve the 700 ft course width at the approach threshold. Atypical angular width of the localizer course, from full scale fly -left to full scale fly -right (peg to peg), is 5°, i.e. 2.5° either side of the localizer course centerline, but for different localizers this may vary from 1.5" to 3`. The Instrument Landing System (ILS) 14-3 i 9 20202 1 2100 it 15001t HAT HAT i /i///i�•���•............•.... .............. bnrn..... /nm•,... Fig.14-14. A 3`glideslope loses height by about 300 ft per nautical mile. The approximate height on slope can be checked by multiplying the distance from the runway in miles by 300. For example, at 2 nm from touchdown the airplane should be about 600 ft above the touchdown zone elevation (TDZE). If the TDZE is 2350 ft MSL, 600 ft HAT is indicated on the altimeter by 2950 ft MSL. THE GLIDESLOPE GROUND EQUIPMENT The glideslope transmitting antenna is usually situated 750-1250 feet in from the runway threshold to ensure that any airplane flying the glideslope will have adequate wheel clearance over the threshold and any objects and/or terrain on approach. On some runways, the glideslope transmitting antenna may be posi- tioned further in if there are high and restricting obstacles on the approach path. The threshold crossing height (TCH) of the glideslope is published on the ILS approach chart. The main wheels on some larger airplanes follow a much lower flightpath than the glideslope receiving antenna, which could be located near the nose of the airplane or somewhere else significantly higher than the wheels. A pilot of a large airplane should be aware of this. The aim when flying a glideslope is not to touchdown on the 'piano keys', but to touchdown in the designated touchdown zone (TDZ), near where the glideslope intersects the runway. r' Glideslope Antenna Glideslope G\,%Des4OP� 'gpee\Pa�h� / /r Transmitter Touchdown l rox 3° ' Zone aPP ' Threshold approx 100011 Fig.14-15. The typical glideslope transmitting antenna is approximately 1000 ft in from the runway threshold. As well as being located, on average, some 1000 ft in from the threshold, the glideslope transmitting antenna is usually offset by some 300 ft to the side of the runway, both to avoid being an obstacle to aircraft operating on the runway, and to prevent interference with the glideslope signal by nearby aircraft on the ground. The glideslope is transmitted on an ultra high frequency (UHF) carrier wave using a similar principle to the localizer transmission (that of two overlap- ping lobes), but the transmission pattern is slightly more complex. j A large 90 Hz lobe overlaps a 150 Hz lobe in the vertical plane. The actual glideslope, formed where the two signals are equal, is typically. inclined at 30 to the horizontal, but some glideslopes may be shallower at 2.5`, and others may be steeper at 3.5% It may not seem much of an increase in approach angle, but a 4° slope is extremely steep, very noticeable in the cockpit and possibly difficult to maintain in some jet transports. 14-10 The Pilot's Manual — Instrument Flying 9'7- 202 I L POOR TECHNIQUE G\�des\op0 g°True Glideslope GOOD TECHNIQUE .........//i / 1/7//77777/7777171171171r7%777 7-17 Fig.14-18. Ideally, intercept the glideslope from below. The glideslope signals are usually accurate out to about 10 nm, but descent based on the glideslope indication should not be commenced until the airplane has first intercepted the localizer. The ILS Rwy 27 at South Bend, Indiana, is designed so that an airplane over any of the initial approach fixes (IAFs) may maneuver quite comfortably to join the localizer inbound not below 2200 ft MSL, and then intercept the glideslope from below. From LINGS IAF (initial approach fix) and GOSHEN IAF, the localizes intercept is a turn onto final course. From MISHA IAF, a track outbound on MC 092 followed by course -reversal using a procedure turn to join MC 272 inbound, is required. Fig.14-19. The South Bend, Indiana, ILS Rwy 27. 14-12 The Pilot's Manual. Jnstrument Flying 97-.202 ft. i I SELECT -BUR ILS on M1 VHF-NAV to prepare for selected on VTU F-NAV SELECT VNV VOR monitor OVER OM, Monitor'•dah•dah•' already seleacd on N2 VHF-NAV on 02 VHF•NAV, to monitor MISSED APPROACH and BLUE OM Light; Climb straight ahead on to track MC 054 to TOAKS. BUDr p INT, and as MISSED A rallon 0 , M for possible MISSED APP. ALTITUDE should be 275011 MSL LOC Course to 15001t MSL, COS I it right on GS, than climbing fight turn .•.} 9 INTERCEPT LOC * COMMENCE TIMING (back-up in at TOAKS, and ( p la track direct t. 9jD0 I then descend to I case of L failure, when must VNV VOR/DME. '. � ( raven to LOC approach). t not below 350011 MSL. --- SELECTVINEE TOAKS I OM LµM Compass Locator INTERSECTION on ADF, to assist Mp stLEx In Intercepting i 0> INTERSECTION I� course. � G I OVER LMM, monitor aural '•dlt-doh•' 3500 I and WHITE MM Ughl; ADF needle swings with passage q,� \ over VINES Compass Locator. a s • .r APPROACH TRANSITION: I SELECT LAX VORTAC CO)6 FAF M :054/14.5nmfrom IAF at -� on M2 VHF•NAV for ��I VENTURA VORTAC -tlescend fix at SILEX INT. 300 _ IC ���� l i not below 4100ft MSL. �I��i' �t .} °'---z•- '� x c'p �'a DH PASSING SILEX INT; t LEVEL•OFFat 3000ft MSL; 0>0�3. ' descend to 3000 tt MSL t INTERCEPT Glideslope ifom S-~ below, and commence descent to DECISION HEIGHT. �'� 974 tt MSL BURBANK 1 / �I! I VAN NUYS ■ HOLD GS WITH PITCH ATTITUDE ON N (elevator); VOR/DMG •- "-- "--- �-- -- " I � *HOLD AIRSPEED WITH POWER (throttle); i 1 * Integrate normal checks, etc, with approach. I I 1 I 50FT TO DH, be prepared for Missed Approach. DECISION HEIGHT If visual - continue tot Landing; R-316 I SILEX Not visual - commenco Missed App. i i I •`• Intcrseclfon � 0C, I � I TOAKS Intersection 5 �Q LAX VORTAC Fig. 14-41. Maneuvering for Burbank ILS Rwy 7 approach. The missed approach procedure should always be reviewed, and alternative action planned if there is any doubt that a successful landing can be made. Low cloud fluctuating about the decision height, poor visibility, heavy rain, or anything that might prejudice your arrival, should lead you to consider suitable alternate airports, There is always a (remote) possibility that an essential ground aid required for the landing will become unserviceable (caused by a lightning strike or flooding during a storm, for instance). j The fuel situation must be considered, and the minimum fuel on board required for diversion should be calculated. Allow for reserves. Is there fuel enough for more than one approach before diverting, how much fuel is available for holding, is the weather at the alternate airport still suitable for an approach, etc? Prepare for the approach well before reaching the airport, so that, once there, you can devote sufficient attention to flying the ILS approach. Track to the airport following the normal route and using the normal enroute tracking aids, maintaining the appropriate altitude. The minimum safe altitudes within 25 nm of Vinee compass locator (UR) are quite high, up to 9100 ft MSL in the northeast sector, but ATC may clear you to lower altitudes and provide radar vectors to expedite your arrival. All clearances, headings, altitudes and pressure settings passed by ATC should be repeated. All radio aids must be identified before being used. The Instrument Landing System (ILS) 14-27 9 7 - 202 L AIRPORT NOISE ABATEMENT Noise Abatement Regulations and Correspondence with FAA from Dade County Aviation Department f t 97- 202 . r tETnOPOUTAN DADE COUNTY, FLonIDA 1ETF10 DADE "u NOW AVIATION DEPARTMENT Operational Directive No. 49. (MIA) DATE: February 9, 1990 TO: AIRPORT USERS MIAMI INTERNATIONAL AIRPORT SUBJECT: POWER -UP MARKER FOR DEPARTING JET AIRCRA.ET IN THE NORTHWEST CORNER In order to reduce taxilane shoulder •Jet blast erosion, and neighborhood noise in the Virginia Gaidens and Miami Springs areas, a new power -up circular marker has been painted. This marker is located on the taxilane between Buildings 1003 and 1008, in the northwest Corner of Miami International Airport. (See attached map). All departing jet aircraft from the Northwest Corner (Northwest of building 1003), are now required to be towed out to this marker for the power -up of their engines. Airside Operations personnel will monitor all jet operations in the Northwest Corner to ensure compliance with the directive. Sincerely, Robert DiZ.. Jr. Interim As istant Director of Operations RDJ/rab Attachment - Map cc: A-K List/R&I 97- 202 F -1 POWER-UF ==4 Am 14,P,K E R a6 th. -8 �C� � CARGO AREA to C to L GENERAL I AVI CENTER CU! AT I rw "--J DTOS 1 -2 I METRO.3A EE j TO: FROM: AVIATION JEPARTMENT Operations Bulledn No. 1041 ALL AIRCRAFT OPERATORS DADE COUNTY AVIATION DEPARTMENT SUBJECT: NOISE ABATEMENT DEPARTURE PROFILES Miami International Airport (MIA) is one of the busiest international airports in the United States. Air traffic activity and facilities at MIA are expanding to meet the demand for air service into and out of South Florida. It is important that, as this growth occurs, the movement of aircraft to and from MIA be conducted in a manner that affords best use of runways, meets user demands, and minimizes noise impacts on neighboring communities. Accordingly, it is requested that pilots adhere to departure procedures that reduce off -airport noise impacts, and assist the Airport in achieving good neighbor status with our environ communities. As part of MIA's "Good Neighbor Policy", DCAD enlisted the services of the acoustical consulting firm of Harris Miller, Miller and Hanson (i ftvIIvg i) to survey current Noise Abatement Departure Procedures (NADP) in use by operators at MIA and determine the appropriate procedures for noise abatement at MIA. Recommendations Based on evaluation of procedures and considering environ communities of MIA, the following NADP's are recommended for operators utilizing MIA. Listing is by aircraft tyre, if operating aircraft other than listed, contact (305) 876-0569 for consultation. Aircraft Tye B727 Series F28 DC9 Series B737 Series B747 Series DC 10 A300 MD80 F100 A320 B757 B767 A P FAA AC91-53A (Close -in) FAA AC91-53A (Close -in) FAA AC91-53A (Close -in) FAA AC91-53A (Distant) FAA AC91-53 A (Distant) FAA AC91-53A (Distant) FAA AC91-53A (Distant) FAA AC91-53A (Distant) FAA AC91-53A (Distant) FAA AC91-53A (Distant) FAA AC91-53A (Distant) FAA AC91-53A (Distant) JmT;f.Nio.c -1- P.O. Box 592075 • Miami, Florida 33159 MMNM 9'7- 202 L _� Backg o and As stated previously, a survey was taken of foreign and domestic carriers operating at MIA. The survey was used to determine noise abatement departure procedures that are in use at MIA and to determine which procedure, by aircraft type, creates the least noise impact on our environ communities. As part of this study, the consultant modeled sound exposure level (SEL) single -event noise contours for six of the most common aircraft types in use at MIA. The contours were run uti]i,�ing standard departure profiles and Noise Abatement Departure Procedures (NADP) as set forth in Federal Aviation Administration (FAA) Advisory Circular (AC) 91-53A. A comparison of the old NADP (AC-91-53), revised NADP (AC91-53A) and International Civil Aviation Organization (ICAO) NADP standards was also made. Proiect Summary A total of six domestic and 12 foreign carriers were sent surveys regarding their use of NADP's at MIA. Five domestic and nine foreign carriers responded. Airlines participating in the survey were as follows: Domestic Fri n American AeroMexico Continental Air Jamaica Northwest British Airways United BWIA US Air Finnair Iberia Mexicana SA_HSA TACA When responding to the survey, airlines indicated that they used either FA,-� - AC91-53, AC91-53 A (close -in or distant) or the ICAO Procedure "A" (Distant) or Procedure "B" (close -in) for noise abatement. In some cases airlines indicated that they used a variation of one of the previously mentioned procedures. When a variation was used, it normally involved a different altitude for power cutback or for initiation of flap retraction. After reviewing the responses to the surrey, a number of generalizations can be drawn about how aircraft are flown out of MIA. i<.P I. l-,,, • NADP's used by airlines operating at MIA differ. • Some airlines have adopted either a close -in or distant type of NADP as the only procedure they fly in all of their aircraft types, while some fly different procedures depending upon aircraft type. A standard NADP by aircraft type at MIA does not exist. -2- 97- 202 • Many of the foreign airlines use one of the ICAO NADP's which are very different than the FAA's AC91-53A NADP. • Some airlines do not use NADP's for their Stage III aircraft. The study concluded that if all aircraft and airlines utilized one of the two AC91-53A NADP's, substantial noise reductions could be achieved in noise -sensitive residential areas east and west of MIA. Which procedure, close -in or distant, to use to achieve the highest noise level reduction depends on aircraft type. In addition, the study also concluded that aircraft equipped with Automatic Thrust Reduction System (ATRS) should use the system in conjunction with the appropriate close -in or distant procedure to further reduce aircraft noise impacts. Bas-,on NADP's and noise contour analysis, and as stated previously, the following procedures are recommended for aircraft utilizinp- MIA. Aircraft Tvoe NADP B727 Series FAA AC91-53A (close -in) F28 FAA AC91-53A (close -in) DC 9 Series FAA AC91-53A (close -in) B 737 Series FAA AC91-53A (distant) B 747 Series FAA AC91-53A (distant) DC 10 FAA AC91-53A (distant) A 300 FAA AC91-53A (distant) MID 80 FAA AC91-53A (distant) F 100 FAA AC91-53A (distant) A 320 FAA AC91-53A (distant) B 757 FAA AC91-53A (distant) B 767 FAA AC9l-53A (distant) Should your airline be operating aircraft not listed within this Bulletin, further information, or to view the entire study, please contact DCAD - Development Division at (305) 876-0569. Thank you for using Miami International Airport, and please fly neighborly. cc lelil.l. Mwe Is A-Z List/Cargo List/R&I Bruce Drum Assistant Director/Airside Operations -3- 97- 202 METRO-DADE AVIATIC J DEPARtMeNT Operational Directive No. 52 (MIA) DATE: November 19, 1992 TO: AIRPORT USERS MIAMI INTERNATIONAL AIRPORT SUBJECT: DEPARTURE PROCEDURES FOR 4-ENGINE PISTON -POWERED AIRCRAFT Operators of 4-engine piston -powered aircraft are reminded of the requirement to comply with Federal Aviation Regulation 91.87(f)(2). This regulation states that "each pilot of a large airplane shall climb to an altitude of•1,500 ft. above surface as rapidly as practicable." Accordingly, aircraft operators of these aircraft should utilize procedures that expedite their climbs when departing Miami International Airport and other Dade County Airports. It is requested that the aircraft maintain an average 500-550 feet per minute rate of climb to 1,500 ft. in altitude. The Federal Aviation Administration Flight Standards District Office and several operators of DC-6 aircraft have assured the Aviation Department that these climb rates can be safely and consistently maintained by these aircraft types. Departing east from Miami International Airport and using these climb/rates, aircraft should meet altitude criteria at the following locations: Interstate 95 Expressway: crossed at or above 600' MSL - Western Biscayne Bay Shore: crossed at or above 800' MSL - Miami Beach: crossed at or above 1,300' MSL Departing west from Miami International Airport, aircraft should meet altitude criteria at the following locations: Palmetto Expressway: crossed at or above 200' MSL Homestead Extension of the Florida's Turnpike (Expressway): crossed at or above 800' MSL Krome Avenue (North -south road at edge of Everglades): crossed at or above 1,500' MSL P.O. Box 592075 • Miami, Florida 33159 A-,uiA NVI A11PI OUT 97- 202 Operations Direc' "ce 52 (MIA) November 19,. 199.. Page 2 The Dade County Aviation Department will monitor compliance with these altitudes by aircraft operators. When operators are found to consistently deviate, the FAA Flight Standards District Office will be informed and operators will be notified by the Department. In these circumstances the Department will request information from the operators on why they cannot meet these altitudes. Air Traffic Control will assign initial departure headings and other instructions as appropriate. Nothing in this recommended procedure should supersede responsibilities of the pilot in command to operate aircraft in a safe manner and in accordance with applicable rules and regulations and instructions of Air Traffic Control. Sincerely, DADE COLRSU F.r'eder, A.A.E. Avid r6n Dir�or FAE/BRD/rah Attachment cc: A-Z List GAC R&I 97- 202 F -1 i I I .. III . !rail i II� - j I II I !�I 1 ,I �. jllil!ljri ..IAl W I.' rillllli� Ihil Ij!i !l I �'I ,111 Illllllli !I•f. I•{� `, 111�'. a -� �• _.LI, .I �. _I I ',�I i _i-i9�1!jJ'lllillll I i,•�a'I II !, '�.• �..' 'Ll ! � i l '� . +.I. _ .a!;�:: t: LL 1_ lr�_ i'I , � ' 1:� �I r 0IIIII Ill ''lli .l I,r r• II ZZ IJL w Ill iffs Lu I if I VI-11, w x If cl) If w In: w w `IIca L) 0;1 < w w cr w cc m uj if. wIll 4t �_" — I . _= LL 1111NA110NA, AIRPOHT ITT-, II I jj' Illm i WON tit! Im I 00'MSL L 77�'Ilrr1300' M.S L LI L 1500'MSL PII 600'MSL ti. ..;I! "t. gill] 266- MSL (' !' s I :11,:8001 It IV,-I:i I I Ili -III J t - A1 �j.L i� I I , I )IJ I 'I 4I \.1. Hill JIV �,:' I ! :'L.Ii►:�.,i �', ,� fI , ' .y"- ;11I�i 1 _''.`;�I�,� 11f; `,' ��` y �: ,� _ ,,,. I ,' '. I.I � i . I �.�,.' I L. I,,II. i I ^�l} , .'�,I. �t;>: ; i� 1 �i f CLIMB —OUT ALTITUDE CRITERIA FOR MIAMI INTERNATIONAL AIRPORT 4—ENGINE PISTON —POWERED AIRCRAFT F Apr. 3 ' 95 9:21 i P DTECH SUPPORT FROM 876-0- P. 1 IAVIMO DElPARTME ' Opuradonal Directive No. 55 (MU) �i Q 'tni4..• Post -it" Fax Note 7671 De{e peg( 0 To J�-. UN N From coJoept. eo. Phone N Phono A pax 8 L 3 C� Fax M �+t TO: AIRPORT USERS MIAMI INTERNATIONAL AIRPORT i SUBJECT: NIGHTTIME RUNWAY CLOSURE Effective 0001 local time, March 27, 1995, aircraft operators are reminded that Miami Internation I Airport needs to beia "good neighbor" with respect to aircraft noise and that a runway -use progra is in effect to minimize noise over residential areas around the airport, especially at night. In suppo of our "good neighbor" policy, the following runway procedures are in effect between 2200 a d 0700 local time: 1. Runway 12/30 will be closed for arrivals and departures daily between 2200 and 0700 wh Runways 09R/27L and 09L/27R are available. 2. Runway 27L will be closed to jet aircraft arrivals daily between 2200 and 0700. 3. Use of Runway 9R for jet aircraft departures between 2200 and 0700 should be mini and only used by those aircraft that have an operational necessity. Exceptions to these n9j& implemented under Dade County Code -Chapter 25, will only be made emergencies, unusual weather conditions, or construction/maintenance requirements on of runways. The Dade County Aviation Department will perform the necessary runway inspecti prior to the reopening of any closed runways. When Runway 09L/27R is closed between 2200 0700 local time, Runway 09R/27L will be available. Sincerely, :• nc+4icc;0D55.395 A-Z List GAC R&I B. Schultz-FAA-ATC MIA P.O. Box 592075 0 Morro, Soddo 33159 AAIALAI INTIEUNA►TICNA L A►IVIADI 2T ,/--3, /z h--_ Bruce R. Drum Assistant Director of Airside Operations J 97� 202 METROPOLITAN DADE COUNTY FLORIDA AVIATION DEPARTMENT P.O. BOX 592075 MIAMI, FLORIDA 33159 j METRO- (305) 876.7000 N 0 T I C E i AjRSIDE 94-10 I I DATE: June 14, 1994 TO: Airport Users -Jsir► � Miami International Airport (MIA) 199,i I ASS/n7 aaf1- iSUBJECT: Aircraft Ground Operating Restrictions - Northwest Corner D�i�F,t.� h,�'FNr i !!!IlIIIIIlIli111111l11111111111111111i1111lIII1111111111lI1111111111111111111111111illllllllllll Dade County Aviation Department (DCA.D) has been receiving increasing numbers of late night (2300-0500) noise complaints from residents of Miami Springs. Many of these complaints are related to jet aircraft run -ups and taxiing operations within the Northwest Corner of the airport and operations at and behind the General Aviation Center (GAC). Operators are reminded that restrictions on aircraft ground operations are in effect in the Northwest Corner of the Airport. See attached Operational Directives No. 49 (MIA) - Power -Up Marker for Departing Jet Aircraft In the Northwest Corner and No. R-4 1011 (MIA) - Nighttime Engine Run -Ups MIA, and Dade County Code 25-10.21 - Starting and Running Aircraft Engines. Aircraft activity at MIA is increasing to meet the demand for air travel and air cargo in South Florida. As the Airport embarks on a new age of development to meet this demand, issues such as aircraft noise will need to be addressed, your help in reducing off -airport noise impacts is requested. A Northwest Area operators/tenants meeting will be held on Friday, July 8, 1994, at 1000 at the DCAD Airside Operations office located on the ground level (airside) of Concourse E Satellite. The purpose of the meeting is to discuss existing restrictions in the Corner and to receive your input on alternatives for additional restrictions and procedures. All tenants in the Northwest j Corner of the Airport are encouraged to attend. Sincerely, Bruce R. Drum Chief, Airside Operations BD/JB/mr Attachment cc: A-Z List/Cargo List/R&I iR, f. 111? Sr�T�'RAt hTtnpa.�.li,'1-t'',�aT' 9 0 r 202 L METROPOLITAN DADE COUNTY, FLORIDA AVIATION DEPARTMENT P.O. BOX 592Q75 MIAMI, FLORIDA 33159 METRO•DADE N -0 T I C E (305) 876.7000 AIRSIDE 94-4 DATE: FEBRUARY 14, 1994 T0: AIRPORT USERS MIAMI INTERNATIONAL AIRPORT (MIA) SUBJECT: AIRPORT'S GOOD NEIGHBOR POLICY Recently, increasing numbers of jet aircraft (passenger and cargo) have been observed departing Miami International Airport (MIA) and making early or immediate turns after take -off. This has resulted in increased noise complaints and a heightened awareness of aircraft activity at MIA. Complaints related to this deviation from normal. operating procedures have been noted in residential areas east of the Airport, due to early southeast and northeast turns from Runway 9L and residential areas adjacent to the northwest corner of the Airport due to early northeast and northwest turns from Runways 27R and 30. Operators of jet aircraft (passenger and cargo) are reminded that the environs of MIA are noise sensitive, and that compliance with existing procedures should be observed to lessen off -airport noise impacts. Commuter and General Aviation aircraft operators are reminded to avoid residential areas immediately north of the Airport when departing Runway 9L/27R. Direct overflight of the Airport Terminal Complex should also be avoided. Air traffic activity at MIA is increasing to meet the demand for air travel in South Florida. As the Airport embarks on a new age of development to meet this demand, issues such as aircraft noise i will need to be addressed, your help in reducing off -airport noise impacts is appreciated. This request to operators is made as a desirable alternative to Formal Noise Abatement Procedures. Sincerely, /l�tc c Bruce R. Drum Chief, Airside Operations BD/JB/mr Attachment cc: A-Z List/Cargo List/R&I g7_ 202 F -1 97- 202 F AVIATION DEPARTMENT f.+e I Ilaunuc 017eIatlolis I3ulletln fJo. _R-4 1011 (MIA) May 10, 1990 TO: ALL AIRCRAFT MAINTENANCE COMPANIES SUBJECT: NIGHTTIME ENGINE RUN -UPS MIAMI INTERNATIONAL AIRPORT In the interest of nighttime aircraft noise reduction affecting the communities neighboring Miami International Airport, all . aircraft engine run -ups are prohibited betxaen the '�ci:rs of 11 p.m., and 7 a.m., Monday through Friday, and 11 p.m. and 10 a.m., Saturday and Sunday, unless a specific exemption has been approved by Dade County Aviation Department Operations 876-7333 or VHF 130.5 MHz. Exemptions will be granted subject to the following: 1. The aircraft must now be scheduled for departure prior to 9 a.m., (previously 10 a.m.) Monday through Friday, or 11 a.m., (previously noon) Saturday and Sunday an the following morning without the possibility for run -ups prior to or after the prohibited nighttime run- up period. 2. All aircraft engine run -ups during the prohibited period (11 p.m. - 7 a.m., Monday through Friday and 11 p.m. - 10 a.m., Saturday and Sunday) must be approved by Dade County Aviation Department Airside operations Gate Control Office. Prior to approval, the aircraft operator must provide the airline name, aircraft registration, aircraft type, the me:hanical reason for the run up, scheduled departure time, departure flight number, expected duration of run-up, and the name and phone number of the requesting individual. 3. All aircraft run -ups during the prohibited run-up period must be conducted at the Dade County Aviation Department midfield blast fence, located east of ' Building 2200 (Cargo City). Alternate locations will be approved only if the Dade County.Aviation Department midfield facility is out of service. All aircraft engine run -ups during the prohibited period must be limited to fifteen minutes or less (previously twenty minutes) without additional approval from the Dade! County Aviation Department (876-7333). During this fifteen minute run-up period, maximum power shall be limited to one minute. 97- 202 h11�In1 liilernllInlinl nlir1011 . 1'.0. 13ox 5920755 AMP • Miriittl, Floilcla 33159 M � AVIATION hdEPARTMENT ® Opercadons Bulletin NO. to42 TO: ALL AIRCRAFT OPERATORS FROM: DADE COUNTY AVIATION DEPARTMENT (DCAD) a SUBJECT: NOISE MITIGATION PROCEDURES Ay'?tlOi� pypl�i�iis Miami International Airport (MIA) is the primary link of air travel between North, Central and South America, the Caribbean and Europe. In 1993 Miami International recorded 533,554 operations, and is currently the second busiest international airport in the United States. It is important that, as this growth occurs, the movement of aircraft to and from MIA be conducted in a manner that affords best use of runways, meets airport demands, and minimizes impacts on neighboring communities. Air traffic activity at MIA is increasing to meet the demand for air travel into and out of South Florida and the airport is embarking on a development program to meet these demands. Accordingly, it is requested that the FAA and pilots adhere to procedures to reduce off -airport noise impacts, and assist the Airport in achieving and maintaining good neighbor status with our environ communities. INTENT OF BULLETIN The intent of this Operations Bulletin is to provide information, to aircraft operators and pilots utilizing MIA, on the existing Noise Mitigation Procedures at MIA. Every effort should be made to adhere to procedures outlined in these programs. However, nothing in this bulletin shall be construed or interpreted to alter, amend or conflict with Air Traffic Control (ATC) clearances and instructions or the pilot's responsibility to operate the aircraft in a safe manner consistent with Federal Aviation Administration rules, procedures and Air Traffic Control instructions. All procedures herein are applicable to pilots of pure jet, turbojet, or turbofan aircraft, which are designated Stage II or Stage III departing from or arriving at MIA, recognizing that these aircraft are the primary contributors to the noise impact on surrounding residential areas. All aircraft designated Stage 1 by FAA AC36-IC, are prohibited from operating at MIA. The Aviation Department is currently working with FAA Flight Standards personnel to enforce this national requirement. Large four -engine piston aircraft are addressed separately. Procedures applicable to small propeller driven aircraft are also enclosed. Such pilots are offered less restrictive operating procedures due to the lower noise levels and greater performance characteristics of their aircraft. Pilots of propeller driven aircraft generally are expected, however, to operate their aircraft in a manner which produces the least noise impact on environ communities. DCAD and the FAA have developed the following Noise Mitigation Procedures which are employed on a 24-hour basis. This includes assignment of runways for arrivaUdeparture and associated P.O. Box 592075 • Mloml, Roddo 33159 1 A 1A►A 1 INTIEUSA►TIONAsL A►IRLA)RT 97- 202 This program is intended to be informal in nature, advising aircraft operators and pilots of the existing informal noise abatement program at MIA, and to request that every effort be made to achieve the intent of the program. However, the pro -ram shall not be construed or interpreted to alter, amend or conflict with Air Traffic 1 Control clearances and instructions or pilot's responsibilities to operate the aircraft in a safe manner, consistent with Federal Aviation Administration rules, procedures, and ATC clearances. Under normal operating conditions it is requested that the following procedures, be utilized for departures and arrivals at MIA. These procedures will be reviewed periodically, or as necessary, by the FAA and Dade County Aviation Department. The review will assess changes in aircraft demand, runway capacity, technological advances in aircraft or air traffic control, operational requirements and applicable federal regulations. Jet Aircraft Jet Aircraft Departures Standard departure headings by runway are as follows: Northbound Southbound Runwav Traffic Traffic 9L 901, 1050, 1200 9R 75°, 90°, 105° 105°, 120° 12 750, 90° , 105° 105°, 1200 27L 270°,290° 2700 27R 270°, 290° 2700 30 270°,290° 2700 } During easterly departure flows, ATC instructions and procedures normally cause jet aircraft to remain on initially assigned departure heading until reaching 5 nautical miles (NM) from runway end or 4,000' Mean Sea Level (MSL) for northbound traffic and 4NM or 3,000' for southbound traffic. Under west flow conditions aircraft to remain on initially assigned departure heading until reaching 4NM or 3,000' whichever occurs first. i Southbound aircraft departing Runway 9R should not begin turn until reaching the middle marker of Runway 27L (.5 nautical miles from end of 9R). All other traffic should not begin turn until reaching airfield boundary. .i i -4- i I 97- 202 During east flow conditions at MIA, the intent of these procedures is to maintain initial departure heading until reaching Biscayne Bay then to initiate northbound/southbound turns with aircraft utilizing the Bay for noise abatement purposes. To the extent possible, pilots should make their turns such that aircraft remain over the center of the Bay and avoid noise sensitive communities of Miami Beach and Key Biscayne. Eastbound aircraft requiring overflight of Miami Beach, should maximize rate of climb as to traverse Miami Beach at the highest altitude possible thus reducing the noise impact on residents. During west flow conditions the intent of these procedures is to maintain initial departure heading until beyond the Florida Turnpike. Deviations from initial departure heading prior to Florida Turnpike are strongly discouraged due to close -in noise sensitive communities northwest and southwest of the airport. Aircraft operators are reminded that: Runway 12/30 is not available for arrivals and departures between 2200 and 0700, when both parallel runways are open. Departures on Runway 9R between 2200 and 0700 are discouraged due to noise sensitive communities located east of Runway 9R/27L. Runway intersection departures between 2200 and 0700 are not permitted. Runway 27L is closed to jet aircraft arrivals 2200-0700. Jet Aircraft Arrivals No turns onto final approach are permitted within five nautical miles of the assigned runway approach end. Miami Approach Control will vector jet aircraft onto a minimum five nautical mile final to minimize overflights of residential areas and to allow low thrust final approaches. The Aviation Department requests that when operating under visual approach conditions pilots avoid turns within 5NM of runway end and utilize the VASI or glide slope. Visual approaches under. east flow conditions should turn onto final, west of the Florida Turnpike. Air Traffic Control will normally ask pilots to stay west of Turnpike as part of their visual approach clearance. Visual approaches under west flow conditions should, as a minimum, complete the turn onto final, prior to reaching the western shore of Biscayne Bay. Overflights of Miami Beach, North Miami Beach and Key Biscayne are discouraged unless required, and instructed by FAA-ATC. ATC normally limits aircraft descents to altitudes above 3,000' MSL until aircraft are 10 NM from runway end. _Compliance is appreciated. Pilots are requested to avoid premature deployment of flaps and landing gear during initial stages of approach. Deployment of flaps and gear increases drag and increases noise. -5- '= 202 Premature deployment exposes more residential areas to this increased noise level. Lange Four -Engine Piston Aircraft Four -Engine Piston Aircraft Departures (DC-6/7 etc.) Intersection departures are not permitted. Operators are required to comply with Federal Aviation Regulation 91.87(f)(2) which states "airplane shall climb to an altitude of 1,500 ft. AGL as rapidly as possible. Aircraft should maintain initial runway heading provided by FAA-ATC until 10 nautical mules from the airport. Overflights of populated areas should be avoided if possible. Under east flow conditions, aircraft should meet altitude criteria at the following locations: - Interstate 95 Expressway: crossed at or above 600' MSL - Western shore of Biscayne Bay: crossed at or above 800' MSL - Miami. Beach (if required): crossed at or above 1.300' MSL Under west flow conditions, aircraft should meet altitude criteria at the following locations: - Palmetto Expressway: crossed at or above 200' MSL Homestead Extension of the Florida's Turnpike (Expressway): crossed at or above 800' MSL Krome Avenue (North -south road at edge of Everglades): crossed at or above 1,500' MSL Note: Turns to south are normally not permitted under west flow until aircraft are 10 NM from airport. Consult Dade County Aviation Department Operational Directive No. 52 MIA (11/19/92) for specific altitude/ground location requirements and compliance mandate. Overflight of MIA Terminal Complex is not permitted. Large Four Engine Piston Aircraft Arrivals MC-6/7 etc) No turns onto final approach are permitted within five nautical miles of the assigned runway approach end. ' Miami Approach Control will vector large four engine piston aircraft onto a minimum 5NM final to minimize overflights of residential areas. ATC normally limits aircraft descents to altitudes above 3,000' MSL until aircraft are 10 NM from runway end. Compliance is appreciated. The Aviation Department requests that when operating under visual approach conditions pilots avoid turns within 5NM of runway end and utilize the VASI or glide slope. Visual approaches under east flow conditions should, as a minimum, turn onto final, west of the Florida Turnpike. Visual approaches under west flow conditions should complete the turn onto final, prior to reaching the western shore of Biscayne Bay. Overflights of Miami Beach, North Miami and Key Biscayne are discouraged unless required, and instructed by FAA-ATC. W 07- 202 F Pilots should avoid premature deployment of flaps and landing gear during initial stages of approach. Deployment of flaps and gear increases drag and increases noise. Premature deployment exposes more residential areas to this increased noise level. Runway 12/30 is not normally available between 2300 and 0700 when both parallel runways are open. Other Propeller Driven Aircraft Propeller Driven Aircraft Departures (Except DC- 6/7) ATC typically issues initial departure headings to small propeller driven aircraft that will turn them immediately away from runway heading and jet aircraft traffic flows. This procedure provides immediate separation of aircraft with dissimilar speeds, however, it is requested that small propeller driven aircraft departing north from Runway 9L27R initiate wide, standard rate turns to avoid low - altitude overflights of residential areas of Virginia Gardens and Miami Springs which are adjacent to the airport's northern boundary. Small propeller driven aircraft departing Runway 91, should pass directly over the tall former Eastern Air Lines headquarters building located in the extreme northeast corner of the Airport. Under west flow conditions aircraft departing 27R should pass directly over the tall Dade County Jail, located '/z mile northwest of the northwest corner of the Airport. Overflight of MIA Terminal Complex is not permitted. Propeller Driven Aircraft Arrivals (Except DC-6/7) Miami Approach Control will vector small propeller driven aircraft on short finals or issue a visual approach for short final. This procedure maximizes airfield capacity and minimizes mixing of faster aircraft with slower aircraft on approach paths. 3. Additional Noise Mitigation Policies Power -Up Markers All departing jet aircraft from northwest ramp areas and terminal ramp areas are required to be towed to designated power -up markers prior to powering -up engines. This requirement does not include general aviation/corporate type jets. Consult attached Operational Directive No. 49 MIA (2/9/90) for specific locations. Incident reports will be filed by DCAD Airfield Operations for non-compliance. - Aircraft Engine Maintenance Run -Ups Aircraft maintenance run -ups are only permitted in designated DCAD run-up areas (Dade County Code 25-10-.21). Consult attached Operational Directive No. R-4 I011 MIA (5/10/90) for designated areas, instructions and use restrictions. Incident reports will be filed by DCAD Airfield Operations for non-compliance. -7- S7 202 NOISE ABATEMENT DEPARTURE PROFILES Jet aircraft departing WA are requested to utilize noise abatement departure profiles as stated in the attached Operations Bulletin No. 1041. FOR FURTHER INFORMATION Further information on DCAD's Noise Abatement Program can be obtained by contacting DCAD Development Division at (305) 876-0569. C:V ]3uflcumwpd In 1-2 A, - Bruce Drum Assistant Director/Airside Operations 9 7 - 202 1`7/10/66 WED 14:14 FAX 4043055nn0 ASO-532 I i i "JUL E� I Mr. Jeffrey R. Bunting Principal Planner Metropolitan Dade County Aviation Department P.O. Box 592075 Miami, Florida 33159-2075 I Dear Mr. Bunting: Enclosed is the Federal Aviation Administration's (FAA) environmental assessment of the flight track changes your office requested on February 3, 1995, and May 1, 1996. We concur with the implementation of scenarios numbered 2, 3 and 4 in HMMH Report No. 292860.08, and the charted visli.:sl approach procedures in HMMH Report No. 292860.09. The charted visual i approach procedures implementation is conditional upon the approval of the procedures by the FAA Flight Procedures Office. By copy of this letter, I have authorized the Air Traffic Manager, Miami Airp(:1 Traffic Control Tower to implement the procedures in scenarios 2, 3, and 4 ,as soon as control personnel and the users can be briefed. Please refer any questions to Carl Stokoe at (404) 305-5576. Sincerely, 1 i IMCGsIAIAL SIGNED BY CARY W. TUCKER Gary W. Tucker Manager, Air Traffic Division Enclosure cc: CH2MHILL ASO-620E ORL- ADO MIA ATCT L I-Q002 53./ 97- 202 57/10/J6 WED 14:14 FAX 4043055na,9 ASO-532 ENVIRONMENTAL ASSESSMENT OF FLIGHT TRACK CHANGES AT MIAMI INTERNATIONAL AIRPORT i Purpose and Need On February 3, 1995, the Dade County Aviation Department (DCAD) requested that Federal Aviation Administration (FAA) make some operational changes and amend the departure flight tracks for turbojets departing Miami Interr:ational Airport (MIA). On May 1, 1996, DCAD requested that the FAA establish and implement Charted Visual Flight Procedures (CVFP) for turbojets landing ;wring west -flow conditions. The proposed changes are intended to reduce the noise impacts of aircraft operations, particularly during the nighttime hours in the tliami Beach and Key Biscayne areas. It should be noted that both of these are"Is are located outside the existing 65 Ldn noise contour. The federal action being assessed by this study is the implementation of some departure and arrival flight track changes. These changes would be implemented by a facility directive issued by the Air Traffic Manager of the FAA control tower at Miami Intern�.,tlonal Airport for use by air traffic control personnel. Specifically the changes requested are: 1. Between the hours of 10 p.m. and 7 a.m. operations to the we,,-'( are preferred whenever wind conditions permit and unreasonable delays c<in be avoided. 2. Usage of Runway 9R for jet departures should be minimized between the hours of 11 p.m. and 7 a.m. with departures only by those aircraft which require the additional runway length. 3. Between 11 p.m. and 7 a.m. any jet aircraft departures on Runways 9R or 12 should be provided initial headings of 075 degrees, 105 degrees cr 120 degrees, unless unusual weather conditions require deviation. 4. The use of CVFP's would require turbojet aircraft to fly more straight line approaches over the Miami Beach and Key Biscayne areas. This would reduce the wide variability in the arrival tracks to Runways 27L, 27R and 30. Arriv,%Is to Runway 27R would be restricted to a narrow corridor over Miami Beach. Arrivals to Runways 27L and 30 would be restricted to narrow arrival corridors located primarily over water. Q 003 97- 202 L 07/10A96 WED 14:15 FAX 4043055.0.99 ASO-532 - In response to the DCAD request of February 3, 1995, the FAA requested that the DCAD provide a document that could be used to assess the environmental impacts, if any, of the changes requested by DCAD. On March 26, 1996, the DCAD forwarded that document to the FAA. The y document is titled "Noise Impact Assessment of Runway Use Proced 1,es at Miami International Airport". It was prepared by Harris Miller Miller .& Hanson Inc., for DCAD and is HMMH Report 292860.08. Another HMMH Report (No. 292860.09) accompanied the DCAD request for CVFP's of May 1, 1996. A copy of both documents is attached to this study. HMMH Report 292860.08 summarizes the results of a noise impact assessment for five proposed operational scenarios at MIA. A sixth scenario was evriluated that studied the combined effects of the five proposed scenarios. In order to evaluate the noise impacts, the FAA Integrated Noise Model, Version 4.1 (INM 4.11) was used. The six scenarios are: Scenario 1 Maximize West -Flow Operations This proposal would maximize west -flow operations between the ho; , of 10:00 p.m. and 7:00 a.m. Scenario 2 Eliminate 90 degree Headings from Runways 9R and 12 This proposal would also be implemented between the hours of 10:0) p.m. and 7:00 a.m. and would apply to turbojets only. Southbound a.rcraft flying a 105 or 120 heading would be required to maintain that headir,(] until at least 8.5 nautical miles from the airport. Scenario 3 Require Straight -In Approach to Runway 27R There are two parts to this scenario. All turbojet and turboprop aircraft on arrival to Runways 27L and 27R would maintain 3,000 feet above gn:,k.;nd level until 10 miles from the runway end at all times. Nighttime turboj -et arrivals to Runway 27R must be on the final approach course and glide slope prior to the "BASHO" intersection. Scenario 4 Require 120 degree Heading for Southbound Departures 'prom Runway 9L This scenario would require southbound aircraft departing Runway 9L between the hours of 10:00 p.m. and 7:00 a.m. to turn 'to a heading r..-, 120 degrees and maintain that heading until 8.5 miles from the airport. 2004 97- 202 I X F 0.7/10/ '6 WED 14 - 16 FAX 4043055099 ASO-532 11005 Scenario 5 Refine Northbound Turns from Runways 9U9R This proposal would amend the initial departure headings for some northbound turbojet aircraft departing Runways 9L and 9R for both daytime and nighttime operations. Some turbojets would be turned to a heading of 075 degrees when departing these runways. Scenario 6 Cumulative Impact (Scenarios 1 to 5) As stated earlier, this scenario summarized the cumulative impacts of the previous five scenarios. IMPACTS OF PROPOSED CHANGES The FAA's study of the proposed changes indicates that the only environmental category that would be impacted would be noise. The changes would only affect airborne aircraft and would not increase the capacity of the airport or the n!:mber of arrivals or departures. The HMMH reports discuss the noise impacts of the proposed changes in great detail. In summary, Report 292860.08 disclose-J that the changes proposed in scenarios two, three and four would not increas_, noise by any significant level. FAA's threshold of significance has been determi -.'ad to be a 1.5 Ldn increase in noise over any noise sensitive area located with!n the 65 Ldn contour. The proposed changes in these scenarios (2,3,& 4) wo,,Od not exceed that threshold. Scenarios one and five would create a change in noise levels that would e•:;ceed the FAA's threshold of significance. Coordination with the Miami International Airport Traffic Control Tower indicates that the changes in scenarios two, ,three and four can be made without adversely impacting the flow of air traffic. There is presently an Environmental Impact Statement (EIS) being develop-.:d for a proposed new runway at MIA. Since the HMMH report discloses scF• ,arios one and five exceed the noise threshold of significance, the FAA has deter.—ined that we will not implement those scenarios at this time. The FAA will implement only the operational changes contained in scenarios two, three and four on an interim basis until the EIS is complete. All scenarios in this study will be in ;;uded in the EIS for further study and consideration to determine compatibilii5, with operations on the proposed new runway. HMMH Report 292860.09 indicates that the CVFP's may also be implemented without any significant increase in noise levels. The use of these procedures would reduce the number of overflights of the Miami Beach and Key Biscayne areas which is the goal of the DCAD. The FAA will also implement these CVFP's on an interim basis pending completion of the EIS mentioned earlier in g'- 202 �- J 1 07/10/96 WED 14:16 FA-1 4043055099 ASO-532 i I this study. These procedures will become permanent upon completion of the EIS process unless the study discloses facts not presently known. i I i i FINDING OF NO SIGNIFICANT IMPACT PROPOSED CHANGES TO AIR TRAFFIC CONTROL PROCEDURES AT MIAMI INTERNATIONAL AIRPORT MIAMI, FLORIDA The proposed air traffic control procedures were developed for noise mitigation at the express request of the Dade County Aviation Department, the operator of Miami International Airport. They are acceptable procedures from an air traffic control perspective and do not exceed any significant environmental thresholds. After careful and thorough consideration of the facts contained herein, the undersigned finds that the proposed Federal action is consistent with e:i;-ting environmental policies and objectives as set forth in Section 101(a) o' the National Environmental Policy Act of 1969 (NEPA) and that it will not signifi':antly affect the quality of the human environment or otherwise include any condition requiring consultation pursuant to Section 102(2)(c) of NEPA. ORIGINAL S;G1lED BY GARY lid. TUCKER Approved Manager, Air Traffic Division, ASO-500 Disapproved Manager, Air Traffic Division, ASO-500 Date A - 9- 1996 Date 1@ 006 97- 202 :,,11/12/96 12:47 NOTICE V305 869 5490 MIAMI ATCT PTIONAL FORM 99 V-90) FAX TRANSMITTAL From < DepUAgency pFwne 0 Fax Fax a NSN 7540-014 7-7368 R99-tot GE x of pages ► v V,,"z- Q 001 7110.8 07/24/96 Cancellation Date: August 31, 1997 SUBJ: Departure Headings for Turbojets 1. PURPOSE. This notice amends turbojet departure headings on an east operation from the hours of 2200 to 0700 local time, 2, DISTRIBUTION. All holders of the MT 7110.65, dated September 1, 1995. 3. EFFECTIVE DATE. September 1, 1996 4. BACKGROUND. A Noise Impact Assessment of Runway Use Procedures at Miami International Airport made several recommendations that would ease noise over heavily populated areas surrounding the airport. In a continuing effort to remain a "good neighbor", without causing a significant impact to air traffic, the following departure headings and procedures for turbojets have been amended, 5. ACTION. From 2200 - 0700 (local time), the standard headings will be: East Departures Northbound: a. Runway 9L - heading 090 r— b. Runway 12 and Runway 9R - heading 075 Note: Heading 090 is no longer an option for northbound departures off of runways 12 and 9R That heading, has been replaced by heading 075, East Departures Southbound: a. Runway 9L - heading 120 (Southbound turbojets departing Runway 9L should turn to heading ` 120 as soon as practical.) b. Runway 12 and Runway 911 - Heading 105 and heading 120, Note: Runway 91, is the preferential departure runway. R,taway 9R should not be used unless the pilot advises that it is operationally necessary. Note: Heading 090 is no longer an option for southbound departures, Ensure southbound turbojet departures remain on assigned heading until 8.5 mites southeast of the airport. These procedures will be incorporated into the next' revision of Miami Tower Order 7110.65L. *Air Us affic Manager Miami ATC Tower Distribution: All Holders of Miami Tower Order 7110.65L Initiated by: MFH-530 7- 202 L '111'12/96 12:48 . %2305 869 5490 8/1/96 of the airport. Aircraft turned on inside 15 NM shall be coordinated with the appropriate monitor controller. The pilot shall be instructed to monitor the appropriate tower frequency and report the final- approach fix. Final controllers shall obtain acknowledgment of these instructions. 3. TNT arrivals, departures, and practice approaches when Miami Tower is on an East operation. 4. Ensure aircraft executing a visual approach are controlled so as to enter the final approach no less than 5 NM from the landing runway. 5. Ensure aircraft remain at 3,000 feet .until 10 flight miles from the approach end of the assigned runway. ____ ? 6. When MIA is landing to the west, ensure turbojet aircraft execute the appropriate ILS approach (when operational) between the hours of 2300 and 0700 local time. These aircraft must be established on the localizer prior to "BASHO" or "SARCO" as appropriate. 3-15 MONITOR NORTH/SOUTH a. Positions of Operation (both). l . TRACON position M1/2 2. RADAR scope V-8 3. ARTS symbol 1J 4. ICSS position (a) Monitor North 242 (b) Monitor South 232 b. Frequencies. 1. Monitor North 118.3 2. Monitor South 123.9 e. Airspace: That airspace one and one-half miles either side of the final approach when simultaneous ILS approaches are in use. The airspace within the no transgression zone is shared. * d. A check of the override capability at each monitor position shall be completed before monitoring begins. e. Responsibilities. Chapter 3 L MIAMI ATCT Q 002 _1* MT 7110.65L CHG 3 The monitor controller shall be responsible for the separation of aircraft established on the final approach course from 15 NM to the runway. Actions taken to maintain separation shall be coordinated with affected positions. f. Procedures. 1. Monitoring shall be performed with the scope off -centered scanning a maximum of 20 miles using two-mile range marks. 2. Monitor controllers shall obtain the arrival sequence by quick looking the appropriate arrival position. When the ARTS is inoperative the Supervisor shall be responsible for relaying the approach sequence. 3. Any aircraft turned on to the final approach course inside 15 NM will be coordinated with the appropriate monitor controller. 4. Arrival controllers will ensure that aircraft are instructed to monitor the appropriate local control frequency when issuing the approach clearance. Monitor controllers will advise the appropriate arrival controller when aircraft are not on local control frequency by the 15 mile range mark. 5. Should it become necessary for either monitor controller to turn an arrival which is deviating or an aircraft on the adjacent final approach course, this information will be immediately transmitted to the tower and the arrival controller. 346 SATELLITE SECTOR SUPERVISOR Responsibilities. a. Provide supervision for positions, Z, Q, L, G, It, F, FD-1, FD-2 and associated hand-off/coordinator positions. b. Supervise and direct the overall operation in the satellite sector to assure an equitable flow of traffic. 3-5 97- 202 AIRPORT NOISE ABATEMENT Illustrations 97- 202 L MIAMI INTERNATIONAL CI RESIDENTIAL ® COMMERCIAL INDUSTRIAL INSTITUTIONAL L F i FIGURE 1.: DISTANT PROCEDURE 1. Climb to initiation altitude (minimum 800 ft. AFE) at takeoff thrust 2. Initiate flaps/slats retraction 3. After retraction, reduce thrust to quiet EPR 4. Minimum of 3,000 ft. AFE Restore thrust to climb EPR 5. Set climb power 1 Minimum 3,000 ft. AFE Without ATRS Reduce thrust to 'NA quiet EPR Minimum 800 ft. - - ----- - --- With ATRS AFE Retract flaps/slats — — — — — — — — — — — — — — — — — — — — — — — — —t1_1------------ Engine failure gradients 2-engine-1.2% Without ATRS: FAR 25.111(c) gradients 3-engine-1.5% With ATRS—zero gradient 4-engine-1.7% FIGURE 2: CLOSE -IN (PROCEDURE 1. Climb to initiation altitude (minimum 800 ft. AFE) at takeoff thrust 2. Initiate thrust reduction to quiet EPR 3. Minimum of 3,000 ft. AFE 4. Set climb power Restore thrust to climb EPR Minimum 3,000 ft. AFE Without ATRS Reduce thrust to quiet EPR Minimum 800 ft.--------- ------ With ATRS AFE z' — — — — — ------� ®-- — — Engine failure gradients 2-engine-1.2% Without ATRS: FAR 25.111(c) gradients 3-engine-1..5% J With ATRS—zero gradient 4-engine-1.7% 97-02