HomeMy WebLinkAboutR-97-0346' 11
J-97-325
5/15/97
RESOLUTION NO. 9 7— 346
A RESOLUTION, WITH ATTACHMENTS, ADOPTING THE
REPORT ENTITLED "NOISE MITIGATION PROGRAM FOR
MIAMI INTERNATIONAL AIRPORT"; FURTHER,
ACKNOWLEDGING THE RECENT COOPERATION OF THE
DADE COUNTY AVIATION DEPARTMENT AND MIAMI
INTERNATIONAL AIRPORT AIR TRAFFIC CONTROL TOWER
WITH THE CITY TO ABATE AIRCRAFT NOISE OVER THE CITY
OF MIAMI ; FURTHER, AUTHORIZING AND INSTRUCTING
THE CITY MANAGER TO DIRECT "THE COMMITTEE OF TWO"
TO CONTINUE ONGOING CONSULTATION WITH SAID DADE
COUNTY AVIATION AUTHORITIES TO IMPLEMENT THE
SUBJECT NOISE MITIGATION PROGRAM, AND REQUIRING
PERIODIC PROGRESS REPORTS.
WHEREAS, pursuant to Motion 97-202, adopted March 27, 1997, a Committee of
Two (the "Committee") was instituted and instructed to study noise abatement procedures
to mitigate noise pollution created by aircraft traffic over the City of Miami; and
WHEREAS, also pursuant to said Motion 97-202, an ongoing dialogue has been
established between the Committee and Dade County authorities in an effort to better
understand operations at Miami International Airport, and to relay the concerns and
objections of Miami residents as pertains to the noise generated by aircraft traffic over the
City; and
WHEREAS,
based
on
said dialogue
and further research into the
approach other
communities have
taken
to
confront the
subject issue, the Committee
has prepared a
report containing findings and recommendations which, if implemented, could significantly
decrease the noise generated by aircraft traffic over the City;
NOW, THEREFORE, BE IT RESOLVED BY THE COMMISSION OF THE CITY OF
MIAMI, FLORIDA:
ATTACHMENTS)
,,,,,.CONTAINED
CITY comesSIOI�'
MEETING OF
MAY 2 2 1997
Resolution No.
9'7- 346
Section 1. The recitals and findings contained in the Preamble to this Resolution
are hereby adopted by reference thereto and incorporated herein as if fully set forth in this
Section.
Section 2. The report entitled "NOISE MITIGATION PROGRAM FOR MIAMI
INTERNATIONAL AIRPORT" (the Program), a copy of which is attached hereto and made a
part thereof, is hereby adopted.
Section 3. The Metropolitan Dade County Aviation Department and the Miami
International Airport Air Traffic Control Tower are hereby commended for their recent
cooperation with City of Miami officials and representatives, thus far, to increase the level
of compliance by airlines and their pilots with existing noise abatement procedures, and are
encouraged to actively pursue the implementation of further regulations, as herein
proposed, in an effort to abate the noise impact of aircraft traffic, while maintaining
operational efficiency.
Section 4. Further, the City Manager is hereby authorized and instructed to
direct the Committee to continue ongoing consultation with the proper Dade County
authorities to implement the subject Program and to submit periodic progress reports to the
City Commission.
Section 5. This Resolution shall become effective immediately upon its adoption.
PASSED AND ADOPTED this22nd day of May , 1997.
ATTEST:
WALTER J.
CITY CLERK
2-
CAROLLO, MAYOR
97- 346
PREPARED AND APPROVED BY:
,-A4-d 0�1
g'JO L EDWARD MAXV� ELL
D PUTY CITY ATT NEY
APPROVED AS TO FORM AND CORRECTNESS:
//
4A.QUNNJO E ,III
CITY ATTOY
W1613:CSK;mis
3-
97- 346
NOISE ABATEML.JT PROGRAM FOR MIAMI INTERivATIONAL AIRPORT
EXISTING REGULATIONS
PROPOSED REGULATIONS
Runway Use Program
Runway 9R
Intersection Departures - Restrictions
0701-2159 hrs. - 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.
2200-0700 hrs. - local time
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.
Propeller driven aircraft with certified gross
weights less than 12,500 pounds may
request intersection departures from
intersection T1. No other intersection
departures shall be approved.
All hours
IVote:.........................................................................................
Check mark indicates that existing regulations are
adequate and must be enforced.
0
0
7*1
Fol
Runway Use Program
Preferential Departure Runways
in order of preference
Four (4) engine piston aircraft (excluding
DH7) shall not use Runway 12/30 for
departure.
D
97-- 346
NOISE ABATEML.JT PROGRAM FOR MIAMI INTERt ATIONAL AIRPORT
EXISTING REGULATIONS
0701-2159 hrs. - local time
EAST
(,) Rnwy 9L (2) RAWY 4 (3) Rnwy 9R
WEST
(,) Rnwy 27L (2) Rnwy 27R (3) Rnwy 30
2200-0700 hrs. - local time
EAST
(,) Runway 9L
WEST
(,) Runway 27L (2) Runway 27R
............................................. I ........... I ...... I.......
PROPOSED REGULATIONS
0701-2159 hrs. - local time
EAST
(,) Rnwy 9L (2) Rnwy 9R (3) Rnwy 12
WEST
(,) Rnwy 27L (2) Rnwy 27R (3) Rnwy 30
N
Runway Use Program
Preferential Arrival Runways
in order of preference
.....................................................................................
0701-2159 hrs. - local time
EAST
(,) Rnwy 9R (2) Rnwy 9L (3) Rnwy 12
WEST
(,) RAw}20 (2) Rnwy 27R (3) Rnwy 27L
2200-0700 hrs. - local time
EAST
(,) Runway 9R (2) Runway 9L
WEST
(,) Runway 27R (2) Runway 27L, Runway
27L not available for turbojet arrivals after
2300 hrs. - local time.
O Runway 12/30 is closed when both
parallel 9/27 runways.
• Controllers shall advise aircraft
requesting other than preferential
j runways that they are noise sensitive.
2
0701-2159 hrs. - local time
EAST
(,) Rnwy 9R (2) Rnwy 9L (3) Rnwy 12
WEST
(,) Rnwy 27R (2) Rnwy 27L(3) Rnwy 30
-61
97-- 346
NOISE ABATEML,4T PROGRAM FOR MIAMI INTERviATIONAL AIRPORT
EXISTING REGULATIONS
.........................................................................................................................................................
East Departure Headings
0701-2159 hrs. - local time
......................................................................................................................................................
Runway 9L . Northbound 090°
Southbound 44V
Runway 9R Northbound 075° a 090°
Southbound 4W-j.4-2°
Local control shall ensure that that
south departures on Runway 9R do not
begin their turn until reaching the
1 Runway 27L middle marker, located '/z
mile from the end of the runway.
Whenever feasible Runway 9R heavy
jet departures using the Vally/Padus
DTA should be issued using heading
105 to reduce aircraft noise over
sensitive areas. Local control shall
coordinate this heading with the
appropriate departure controllers.
Runway 12 Northbound 4;4 a 090°
Southbound 105° a 120'
Runway 9L
PROPOSED REGULATIONS
Northbound 090°
Southbound 105°
=1
Runway 9R Northbound 07518, 090°
Southbound 0901 and
maintain until reaching
shoreline.
Runway12 Northbound 0900
Southbound 1050 a 120°
-............................................................................
........................................................................................... - ---------
West Departure Headings
0701-2159 hrs. - local time
Runway 2 7 R & 2 7 L Northbound 2900
Southbound 270°
Runway 30
e
3
Restricted use in emergency cases
onl
97— 346
4,1
NOISE ABATEML-4T PROGRAM FOR MIAMI INTERv.ATIONAL AIRPORT
EXISTING REGULATIONS
PROPOSED REGULATIONS
........................................................................................................................................................
i
East Departure Headings
2200-0700 hrs. -local time
i
.................... ............................. .................................. ...............................
�
Southbound turbojets departing
Runway 9L should turn to heading 1200
as soon as practical.
Runway 9L is the preferential
departure runway. Runway 9R should
not be used unless the pilot advises
that it is operationally necessary.
Runway 9L Northbound 0900
Southbound 44W
Runway 9R Northbound 0750
Southbound 105° 8,-449°
Runway 12 Northbound 9;a°
Southbound 105° & 1200
........................................
LJ
Runway 9L
Runway 9R
Northbound 0900
Southbound 1050
Northbound 0750
Southbound 1050
Runway12 Northbound 0900 and
maintain heading until
reaching the shoreline.
Southbound 1050 8,1200
Miami South Departure Regulations
Miami South Departure shall:
From 0701 until 2159 local time,
ensure southbound turbojet departures
remain on assigned heading until 3,000
feet or four (4) miles.
From 2200 until 0700 local time,
ensure southbound turbojet departures
remain on assigned heading until 8.5
miles southeast Miami International.
4
0
of
97- 346
NOISE ABATEMLAT PROGRAM FOR MIAMI INTERNATIONAL AIRPORT
EXISTING REGULATIONS
PROPOSED REGULATIONS
Miami North Departure Regulations
Miami North Departure shall ensure
northbound turbojet departures remain
on assigned heading until 4,000 feet
five (5) miles.
...........................................................................................................................................................................
i
Miami South Final Radar Regulations
.....................................................................................................................................................................
Miami South Final Radar shall:
Ensure aircraft executing a visual
approach are controlled so as to enter
a final approach no less than 5 NM
from the landing runway.
Ensure aircraft remain at 3,000 feet
until ten (10) flight miles from the
approach end of the assigned runway.
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*1
9'7- 346
NOISE ABATEML,4T PROGRAM FOR MIAMI INTERIvATIONAL AIRPORT
EXISTING REGULATIONS I PROPOSED REGULATIONS
t
............................................................................................. ...
Miami North Final Radar Regulations
..................................................................................................................r.....................................................
Miami North Final Radar shall:
Ensure aircraft executing a visual
approach are controlled so as to enter
a final approach no less than 5 NM
from the landing runway.
j Ensure aircraft remain at 3,000 feet
until ten (10) flight miles from the
approach end of the assigned runway.
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.
6
97- 346
NOISE ABATEMLAT PROGRAM FOR MIAMI INTERivATIONAL AIRPORT
In addition to the amendments specified above the following are proposed to improve
and complement the noise abatement procedures presently in place at Miami
International Airport:
1. That Dade County Aviation Department (DCAD) and Miami International Airport Air
Traffic Control Tower (MIA-ATCT) ban all aircraft less thanStagell] from take -off from
Runway 12 and land on Runway 30
,1�, At least ban Stage / aircraft and give preference to Stage//I aircraft.
2. That Runway 12 not be utilized for takeoffs and Runway 30 for landings for turbojet
aircraft between the hours of 2200 and 0700, local time, on week -days and between
the hours of 2200 and 0800 on week -ends.
.a Feasible.
3. That DCAD and MIA-ATCT make mandatory that all aircraft follow noise abatement
procedures for take -offs and landings on any runway.
"Some problems of where the departing aircraft start their turns could be
improved by developing FMS SIDS (Standard Instrument Departures) or use of DME
(Distance Measuring Equipment)."
4. That all aircraft departures should maintain runway headings after take -off on
Runways 9L, 9R, 27L and 27R; that aircraft departing from Runway 12 fly a heading
105' as soon as possible; that Runway 30 departures fly heading 290' as soon as
possible.
"Built in divergence of headings of fifteen (150) degrees, required divergence for
simultaneous departures, to avoid interference or overlap between the two
controllers. (north and south), makes it necessary to maintain a range of headings
from each runway for departure of aircraft."
5. That no turn to in route climb take place until 10 DME east and 5 DME west.
A Feasible.
6. That the ALPA Noise abatement take -off profile be adopted and enforced at MIA.
Feasible.
7
91- 346
i.
NOISE ABATEML.4T PROGRAM FOR MIAMI INTERivATIONAL AIRPORT
PRESENT STATUS OF STAGE III COMPLIANCE
PASSENGER AIRLINES OPERATING IN
MIAMI INTERNATIONAL AIRPORT
FOREIGN AIRLINES
..................................................................................................................................................................
AEROLINEAS ARGENTINAS
:..................................................................................................................................................................
ALITALIA
AVIANCA
VARIG
AEROMEXICO
..................................................................................................................................................................
LLIFTHANSA
IBERIA
AIR CANADA
BRITISH AIRWAYS
NATIONAL AIRLINES
AMERICAN AIRLINES
CONTINENTAL
AMERICA WEST
DELTA
UNITED
.......................................................................
:NORTHWESTERN
:.......................................................................
US AIR
STAGE III COMPLIANCE
.................................................;
46%
....................................... I..........
93%
90%
72%
...............................................
54%
.................................. I................
99%
74%
93%
86%
STAGE III COMPLIANCE
90%
74%
79%
73%
78%
.............................................................67 %....
................................................................................
80%
Notwithstanding Aerolineas Argentinas, Aeromexico and Northwestern, passenger
airlines operating in Miami International Airport meet and exceed seventy (70%) percent
compliance with Stage III requirements.
Proposed restriction of Runway 12 for use only by Stage III aircraft thus seems feasible
without causing significant disruption to present airport traffic patterns. The
implementation of this particular measure would be the single most successful action
toward reducing the noise impact for the largest amount of neighboring residents.
s
9"7— 346
NOISE ABATEMk-AT PROGRAM FOR MIAMI INTERNATIONAL AIRPORT
The following tests were conducted in a Boeing 727-200 flight simulator in order to prove
the feasibility and effectiveness of the proposed (ALPA) take -off profile. The parameters
of the program where designed to reflect typical conditions for the subject aircraft and
conditions similar to those at Miami International Airport as follows:
191, 000 gross weight Temperature 860 F Wind 080110
JTBD -15 Power Altimeter 29.92 Dry Conditions
Take -off from runway 9L @ Miami International Airport (MIA)
Test 1
Test 2
Test 3
Test 4
V2+10 Kts to 1,500' altitude with take -off power, then reduce power to 1.70
EPR and continue climbing at V2+10 Kts to 3,000' altitude.
From take -off to rotation speed (VR) :45 seconds
From take -off to 1,500' altitude 1:42 seconds
From take -off to 1,500' altitude 1.6 N. miles
From take -off to 3,000' altitude 3:25 seconds
From take -off to 3,000' altitude 5.5 N. miles
V2+10 Kts to 1,500' altitude with take -off power, then reduce power to 1.70
EPR climbing 500' to 1,000' per minute while retracting flaps to 3,000'. Then
climb power.
From take -off to rotation speed (VR)
:45 seconds
From take -off to 1,500'
altitude
1:42 seconds
From take -off to 1,500'
altitude
1.6 N. miles
From take -off to 3,000'
altitude
3:55 seconds
From take -off to 3,000'
altitude
9.2 N. miles
V2+10 Kts to 800' altitude with take -off power, then reduce power to 1.70 EPR
and continue climbing at V2+10 kts. to 3,000' altitude.
From take -off to 800' altitude
From take -off to 800' altitude
From take -off to 3,000' altitude
From take -off to 3,000' altitude
3:17 seconds
0.6 N. miles
4:15 seconds
9.0 N. miles
V2+10 Kts to 800' altitude with take -off power, then reduce power to 1.70 EPR
climbing 500' to 1,000' per minute while retracting flaps to 3,000'. Then climb
power.
From take -off to 800' altitude
From take -off to 800' altitude
From take -off to 3,000' altitude
From take -off to 3,000' altitude
NOTE: Distances are measured from the end of runway 9L MIA.
For runway 9R distance deduct 0.8 N. Miles.
For runway 12 distance deduct 0.2 N. Miles.
1:20 seconds
0.7 N. miles
3:50 seconds
9.5 N. miles
97- 346
NOISE ABATEM,-. J PROGRAM FOR MIAMI INTERk.ATIONAL. AIRPORT
The recommended noise abatement take -off profiles as detailed below, achieve the maximum
possible altitude in the shortest possible distance initially, while maintaining acceptable safety
levels. Subsequently, while still over the City's airspace (where noise pollution is experienced by
residents) the aircraft maintains altitude and decreases drag in order to fly more quietly. Finally
upon reaching the shore the aircraft resumes climbing procedures until cruising altitude is
attained.
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 (exhaust pressure ratio)
4. Minimum of 3,000 ft. AFE
5. Set climb power
Restore thrust to climb EPR without ATRS*
Minimum 3,000 ft. APE N y
Reduce thrust to
quiet EPR T
Min. 800 ft. APE N with ATRS"
AIRLINE PILOT'S
................................................................... Ail
iii.
retract flaps/slats?
---------------------------------------------
ASSOCIATION RECOMMENDED NOISE ABATEMENT TAKE -OFF PROFILE
CLOSE -IN PROCEDURE
1. Climb to initiation altitude (minimum 800 ft. AFE) at takeoff thrust.
2. Initiate thrust reduction to quiet EPR (exhaust pressure ratio)
4. Minimum of 3,000 ft. AFE
5. Set climb power
Restore thrust to climb EPR without ATRS"
Minimum 3,000 ft. APE y
Reduce thrust to quiet EPR 21
Min. 800 ft. APE N with ATRS"
............................._....................................... ..... _______________
�IWAIIIIIWW — — — — — — — — — — — — -
AIRLINE PILOT'S ASSOCIATION RECOMMENDED NOISE ABATEMENT TAKE -OFF PROFILE
* ATRS - Automatic Thrust Restoration System
IM
97- 346
CITY OF MIAMI, FLORIDA
INTER -OFFICE MEMORANDUM
TO
Honorable Mayor and Members DATE MAY 15 1997
: : FILE
of the City Commission
SUBJECT : Noise Abatement Program for
! Miami International Airport
FRO : Erg arqueZ REFERENCES:
% F
City Manager
ENCLOSURES:
RECOMMENDATION
It is respectfully recommended that the City Commission adopt the attached resolution
directing the "Committee of Two" (the committee) to continue ongoing consultations with
Dade County officials in order to accomplish the implementation of the operational
regulations proposed in the attached resolution. The resolution further instructs the
committee to report back to the City Commission to provide updates on the progress
achieved, as required.
BACKGROUND
This item has been prepared pursuant to the instructions issued by the City Commission at
its meeting of March 27, 1997 to research means through which the noise pollution
generated by aircraft traffic over Miami can be reduced and to establish a dialogue with the
appropriate Dade County authorities to agree on means through which the reduction of said
noise can be accomplished.
97- 346
1
NOISE MITIGATION PROGRAM
FOR
MIAMI INTERNATIONAL AIRPORT
I
V 0F11
loll
oil
j 7 `O
0., Q,
I
i
CITY OF MIAMI
COMMITTEE FOR AIRCRAFT NOISE ABATEMENT
DEPARTMENT OF PLANNING AND DEVELOPMENT
444 SW 2ND AVENUE, 3RD FLOOR • MIAMI, FL. 33130
9'7-- 346
MEMORANDUM TO THE CITY COMMISSION
PROPOSED NOISE MITIGATION RESOL UTION
97— 346
CITY OF MIAMI, FLORIDA
INTER -OFFICE MEMORANDUM
TO : Honorable Mayor and Members
of the City Commission
. ;1
FRO E arquez
City Manager
RECOMMENDATION
DATE : MAY -1 5 1997 FILE :
SU&IECT ; Noise Abatement Program for
Miami International Airport
REFERENCES:
ENCLOSURES:
It is respectfully recommended that the City Commission adopt the attached resolution
directing the "Committee of Two" (the committee) to continue ongoing consultations with
Dade County officials in order to accomplish the implementation of the operational
regulations proposed in the attached resolution. The resolution further instructs the
committee to report back to the City Commission to provide updates on the progress
achieved, as required.
BACKGROUND
This item has been prepared pursuant to the instructions issued by the City Commission at
its meeting of March 27, 1997 to research means through which the noise pollution
generated by aircraft traffic over Miami can be reduced and to establish a dialogue with the
appropriate Dade County authorities to agree on means through which the reduction of said
noise can be accomplished.
97- 3461
97- 34
J-97-325
5/15/97
RESOLUTION NO.
A RESOLUTION, WITH ATTACHMENTS, ADOPTING THE
REPORT ENTITLED "NOISE MITIGATION PROGRAM FOR
MIAMI INTERNATIONAL AIRPORT"; FURTHER,
ACKNOWLEDGING THE RECENT COOPERATION OF THE
DADE COUNTY AVIATION DEPARTMENT AND MIAMI
INTERNATIONAL AIRPORT AIR TRAFFIC CONTROL TOWER
WITH THE CITY TO ABATE AIRCRAFT NOISE OVER THE CITY
OF MIAMI ; FURTHER, AUTHORIZING AND INSTRUCTING
THE CITY MANAGER TO DIRECT "THE COMMITTEE OF TWO"
TO CONTINUE ONGOING CONSULTATION WITH SAID DADE
COUNTY AVIATION AUTHORITIES TO IMPLEMENT THE
SUBJECT NOISE MITIGATION PROGRAM; AND REQUIRING
PERIODIC PROGRESS REPORTS.
WHEREAS, pursuant to Motion 97-202, adopted March 27, 1997, a Committee of
Two (the "Committee") was instituted and instructed to study noise abatement procedures
to mitigate noise pollution created by aircraft traffic over the City of Miami; and
WHEREAS, also pursuant to said Motion 97-202, an ongoing dialogue has been
established between the Committee and Dade County authorities in an effort to better
understand operations at Miami International Airport, and to relay the concerns and
objections of Miami residents as pertains to the noise generated by aircraft traffic over the
City; and
WHEREAS, based on said dialogue and further research into the approach other
communities have taken to confront the subject issue, the Committee has prepared a
report containing findings and recommendations which, if implemented, could significantly
decrease the noise generated by aircraft traffic over the City;
NOW, THEREFORE, BE IT RESOLVED BY THE COMMISSION OF THE CITY OF
MIAMI, FLORIDA:
If 9'7- 3463
Section 1. The recitals and findings contained in the Preamble to this Resolution
are hereby adopted by reference thereto and incorporated herein as if fully set forth in this
Section.
I
Section 2. The report entitled "NOISE MITIGATION PROGRAM FOR MIAMI
INTERNATIONAL AIRPORT" (the Program), a copy of which is attached hereto and made a
part thereof, is hereby adopted.
Section 3. The Metropolitan Dade County Aviation Department and the Miami
International Airport Air Traffic Control Tower are hereby commended for their recent
cooperation with City of Miami officials and representatives, thus far, .to increase the level
of compliance by airlines and their pilots with existing noise abatement procedures, and are
encouraged to actively pursue the implementation of further regulations, as herein
proposed, in an effort to abate the noise impact of aircraft traffic, while maintaining
operational efficiency.
Section 4. Further, the City Manager is hereby authorized and instructed to
direct the Committee to continue ongoing consultation with the proper Dade County
authorities to implement the subject Program and to submit periodic progress reports to the
City Commission.
Section 5. This Resolution shall become effective immediately upon its adoption.
PASSED AND ADOPTED this day of 1997.
JOE CAROLLO, MAYOR
ATTEST:
WALTER J. FOEMAN
CITY CLERK
2-
97- 346
PREPARED AND APPROVED BY:
�/EL EDWARD MAX#ELL
D PUTY CITY ATTORNEY
APPROVED AS TO FORM AND CORRECTNESS:
A. OU NN JO E , III
CITY ATTO Y
W 1613:CSK;mis
M➢
5
97- 346
NOISE MITIGATIONREPORT
FOR MIAMI INTERNATIONAL AIRPORT
9'7- 346
NOISE MITIGATi-A PROGRAM FOR MIAMI INTERi,..,"riONAL AIRPORT
EXISTING REGULATIONS
PROPOSED REGULATIONS
............................ .................. . ..................................................................................................................... .............. ..........................................
Runway Use Program
Runway GIR
Intersection Departures - Restrictions
................................... .......... .................................................................... I .....N.....ote.: ...... 11 ............... I ...................................................... ...............
0701-2159 firs. - local time EI Check mark indicates that existing regulations are
adequate and must be enforced.
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. P
NOTE It is not the controller's responsibility to determine
which aircraft meet FAR Part 36 Criteria.
2200-0700 firs. - local time
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.
Propeller driven aircraft with certified gross
weights less than 12,500 pounds may 10
request intersection departures from
intersection T1. No other intersection
departures shall be approved.
.................... .......................................................... I ............................................. ......................................................... .......... .............................
Runway Use Program
Preferential Departure Runways
in order of preference
......................................... ...... ............................................................. ................................................ ...... ..........................................
All hours
Four (4) engine piston aircraft (excluding ny
DH7) shall not use Runway 12130 for LJ
departure.
97- 346
NOISE MITIGATi,.d PROGRAM FOR MIAMI INTERI...TIONAL AIRPORT
EXISTING REGULATIONS
0701-2159 hrs. - local time
EAST
(,) Rnwy 9L (2) RRWY 1 (3) Rnwy 9R
WEST
(1) Rnwy 27L (2) Rnwy 27R (3) Rnwy 30
2200-0700 hrs. - local time
PROPOSED REGULATIONS
0701-2159 hrs. - local time
EAST
(,) Rnwy 9L (2) Rnwy 9R (3) Rnwy 12
WEST
0) Rnwy 27L (2) Rnwy 27R (3) Rnwy 30
01
EAST
(,) Runway 9L
WEST
(1) Runway 27L (2) Runway 27R
............................................................................................................................................................................................
Runway Use Program
Preferential Arrival Runways
in order of preference
............................................................................................................................................................................................
0701-2159 hrs. - local time 0701-2159 hrs. - local time
EAST
(1) Rnwy 9R (2) Rnwy 9L (3) Rnwy 12
WEST
(1) PIAWY 30 (2) Rnwy 27R (3) Rnwy 27L
2200-0700 hrs. - local time
EAST
(1) Runway 9R (2) Runway 9L
WEST
(1) Runway 27R (2) Runway 27L, Runway
27L not available for turbojet arrivals after
2300 hrs. - local time.
• Runway 12/30 is closed when both
parallel 9/27 runways.
• Controllers shall advise aircraft
requesting other than preferential
runways that they are noise sensitive.
i ?
I
EAST
(1) Rnwy 9R (2) Rnwy 9L (3) Rnwy 12
WEST
0) Rnwy 27R (2) Rnwy 27L(3) Rnwy 30
'uJ
2
97- 346
NOISE MITIGATk,-.4 PROGRAM FOR MIAMI INTERi,,.,TIONAL AIRPORT
EXISTING REGULATIONS PROPOSED REGULATIONS
..................................................................................................................................................................................
............... ..........................
East Departure Headings
0701-2159 hrs. - local time
................................. ..................................... ..................... ............................ ................................................................
Runway9L Northbound 090" Runway 9L
...........................................
Northbound 0900
Southbound 44V
Southbound 1050
Runway 9R Northbound 07508,0901 Runway 9R
Northbound 075080900
Southbound 4°-z44V
Southbound 0900 and
maintain until reaching
Local control shall ensure that that
shoreline.
south departures on Runway 9R do not
begin their turn until reaching the
Runway 27L middle marker, located 1/2
mile from the end of the runway.
Whenever feasible Runway 9R heavy
jet departures using the Vally/Padus
DTA should be issued using heading
105 to reduce aircraft noise over
sensitive areas. Local control shall
coordinate this heading with the
appropriate departure controllers.
Runway12 Northbound Q;a° 8, 0901 Runway 12
Northbound 0900
Southbound 105',s, 4°
I .....................................................................................................
Southbound 1051
................................................................................... I ...... .................................
West Departure Headings
0701-2159 hrs. - local time
.........................
........................................................................................................ .............................................................................................
Runway 27R & 27L Northbound 2900
Southbound 270'
Runway 30 41Q PFQ Restricted use, only when operationally
necessary..
3
g7- 346
NOISE MITIGAT►- A PROGRAM FOR MIAMI INTER►,. TIONAL AIRPORT
EXISTING REGULATIONS
PROPOSED REGULATIONS
East Departure Headings
2200-0700 hrs. - local time
.........................................................................................................................................................
Southbound turbojets departing 21
Runway 9L should turn to heading 120'
as soon as practical.
Runway 9L is the preferential 21
departure runway. Runway 913 should
not be used unless the pilot advises
that it is operationally necessary.
Runway 9L Northbound 090" Runway 9L
Southbound 440°
..............................................................
Northbound 090'
Southbound 105'
Runway 9R Northbound 0750 Runway 9R Northbound 0751
Southbound 1050 c4490 Southbound 1051
Runway12 Northbound G740 Runway12 Northbound 090'
Southbound 105° 8,-,29° Southbound 105°
and maintain heading
until reaching the
shoreline.
.........................................................................................................................................................................
Miami South Departure Regulations
........................................................................................................................................................................
Miami South Departure shall:
From 0701 until 2159 local time, [�
ensure southbound turbojet departures
remain on assigned heading until 3,000
feet or four (4) miles.
From 2200 until 0700 local time, 21
ensure southbound turbojet departures
remain on assigned heading until 8.5
miles southeast Miami International.
4
97- 346
NOISE MITIGATk,.4' PROGRAM FOR MIAMI INTER�k,.,TIONAL AIRPORT
EXISTING REGULATIONS PROPOSED REGULATIONS
................................. .................. ........... I ........... ....................... .......... ...................................... ................. .......................
Miami North Departure Regulations
.............................. ...................... ...... ................................. ................ I ..................... I .............. ......................................................
Miami North Departure shall ensure
northbound turbojet departures remain
on assigned heading until 4,000 feet
five (5) miles.
.............................. ...................................................... -1.1.1 ........... I ......................................... .............. ................... ................ ...................
Miami South Final Radar Regulations
.......... ............... ................ ....... ...... ................................ ................................. .......... ................................. ......... ......
Miami South Final Radar shall:
Ensure aircraft executing a visual
approach are controlled so as to enter
a final approach no less than 5 NM
from the landing runway.
Ensure aircraft remain at 3,000 feet
until ten (10) flight miles from the
approach end of the assigned runway.
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- 346
k.,
NOISE MITIGATt J PROGRAM FOR MIAMI INTERi..,TIONAL AIRPORT
I
I
EXISTING REGULATIONS PROPOSED REGULATIONS
Miami North Final Radar Regulations
.......................................................................................................................................................................................................................................
Miami North Final Radar shall:
Ensure aircraft executing a visual
approach are controlled so as to enter
a final approach no less than 5 NM
from the landing runway.
Ensure aircraft remain at 3,000 feet
until ten (10) flight miles from the
approach end of the assigned runway.
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.
31
0
0
2
97- 346
rA
NOISE MITIGATt, .J PROGRAM FOR MIAMI INTERL,,TIONAL AIRPORT
In addition to the amendments specified above the following are proposed to improve and
j complement the noise abatement procedures presently in place at Miami International
Airport:
I
1. That Dade County Aviation Department (DCAD) and Miami International Airport Air
Traffic Control Tower (MIA-ATCT) ban all aircraft less than Stagelll from take -off from
Runway 12 and land on Runway 30
At least ban Stage / aircraft and give preference to Stagelll aircraft.
2. That Runway 12 not be utilized for takeoffs and Runway 30 for landings for turbojet
aircraft between the hours of 2200 and 0700, local time, on week -days and between
the hours of 2200 and 0800 on week -ends.
Y Feasible.
3. That DCAD and MIA-ATCT make mandatory and enforce that all aircraft follow noise
abatement procedures for take -offs and landings on any runway.
"Some problems of where the departing aircraft start their turns could be
improved by developing FMS SIDS (Standard Instrument Departures) or use of DME
(Distance Measuring Equipment)."
4. That all aircraft departures should maintain assigned headings after take -off on
Runways 9L, 9R, 27L and 27R; that aircraft departing from Runway 12 fly a heading
1050 as soon as possible; that Runway 30 departures fly heading 290' as soon as
possible.
"Built in divergence of headings of fifteen (95°) degrees, required divergence for
simultaneous departures, to avoid interference or overlap between the two controllers.
(north and south), makes it necessary to maintain a range of headings from each
runway for departure of aircraft." - Feasible
5. That no turn to en route climb take place until 10 DME east and 5 DME west,
alternatively that no turn to en route climb take place until the shoreline heading east
and until 4000 feet .
.;;� Feasible.
6. That the ALPA Noise abatement take -off profile be adopted and enforced at MIA.
A Feasible.
7. That whenever prevailing winds permit (less than 8 knots) airport operations be
oriented westward.
9
Feasible.
9?- 346
NOISE MITIGATION PROGRAM FOR MIAMI INTERNATIONAL AIRPORT
;.I
i
PRESENT STATUS OF STAGE III COMPLIANCE
PASSENGER AIRLINES OPERATING IN
MIAMI INTERNATIONAL AIRPORT
A
FOREIGN AIRLINES
STAGE III COMPLIANCE
AEROLINEAS ARGENTINAS
46%
ALITALIA
93%
AVIANCA
90%
VARIG
72%
AEROMEXICO
54%
LUFTHANSA
99%
IBERIA
74%
AIR CANADA
93%
BRITISH AIRWAYS
86%
NATIONAL AIRLINES
STAGE III COMPLIANCE
AMERICAN AIRLINES
90%
CONTINENTAL
74%
AMERICA WEST
79%
DELTA
73%
UNITED
78%
NORTHWESTERN
67%
US AIR
80%
Notwithstanding Aerolineas Argentinas, Aeromexico and Northwestern, passenger airlines
operating in Miami International Airport meet and exceed seventy (70%) percent
compliance with Stage III requirements.
Proposed restriction of Runway 12 for use only by Stage III aircraft thus seems feasible
without causing significant disruption to present airport traffic patterns. The implementation
of this particular measure would be the single most successful action toward reducing the
noise impact for the largest amount of neighboring residents.
If implemented along with ALPA takeoff profile and westerly operations when feasible the
net result is calculated conservatively at a 60% reduction of the noise pollution generated
' by aircraft traffic over Miami.
s
9?— 346
A y
NOISE MITIGATION PROGRAM FOR MIAMI INTERtiNTIONAL AIRPORT
The following tests were conducted in a Boeing 727-200 flight simulator in order to prove
the feasibility and effectiveness of the proposed (ALPA) take -off profile. The parameters of
the program where designed to reflect typical conditions for the subject aircraft and
conditions similar to those at Miami International Airport as follows:
191, 000 gross weight Temperature 86' F Wind 060/10
JT8D -15 Power Altimeter 29.92 Dry Conditions
Take -off from runway 9L @ Miami International Airport (MIA)
Test 1, V2+10 Kts to 1,500' altitude with take -off power, then reduce power to 1.70 EPR
and continue climbing at V2+10 Kts to 3,000' altitude.
From take -off to rotation speed (VR)
:45 seconds
From take -off to 1,500'
altitude
1:42 seconds
From take -off to 1,500'
altitude
1.6 N. miles
From take -off to 3,000'
altitude
3:25 seconds
From take -off to 3,000'
altitude
5.5 N, miles
Test 2. V2+10 Kts to 1,500' altitude with take -off power, then reduce power to 1.70 EPR
climbing 500' to 1,000' per minute while retracting flaps to 3,000'. Then climb
power.
From take -off to rotation speed (VR) :45 seconds
From take -off to 1,500' altitude 1:42 seconds
From take -off to 1,500' altitude 1.6 N. miles
From take -off to 3,000' altitude 3:55 seconds
From take -off to 3,000' altitude 9.2 N. miles
Test 3. V2+10 Kts to 800' altitude with take -off power, then reduce power to 1.70
EPR and continue climbing at V2+10 kts. to 3,000' altitude.
From take -off to 800' altitude
From take -off to 800' altitude
From take -off to 3,000' altitude
From take -off to 3,000' altitude
3:17 seconds
0.6 N. miles
4:15 seconds
9.0 N. miles
Test 4. V2+10 Kts to 800' altitude with take -off power, then reduce power to 1.70 EPR
climbing 500' to 1,000' per minute while retracting flaps to 3,000'. Then climb
power.
From take -off to 800' altitude
From take -off to 800' altitude
From take -off to 3,000' altitude
From take -off to 3,000' altitude
NOTE: Distances are measured from the end of runway 9L MIA.
For runway 9R distance deduct 0.8 N. Miles.
For runway 12 distance deduct 0.2 N. Miles.
9
1:20 seconds
0.7 N. miles
3:50 seconds
9.5 N. miles
97- 346
NOISE MITIGATION PROGRAM FOR MIAMI INTERNATIONAL AIRPORT
The recommended noise abatement take -off profiles as detailed below, achieve the maximum
possible altitude in the shortest possible distance initially, while maintaining acceptable safety
levels. Subsequently, while still over the City's airspace (where noise pollution is experienced by
residents) the aircraft maintains altitude and decreases drag in order to fly more quietly. Finally
upon reaching the shore the aircraft resumes climbing procedures until cruising altitude is attained.
Climbing, or gaining altitude, is the noisiest aspect of aircraft operations. By minimizing the amount
of climb over the City's airspace the noise impact is itself minimized.
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 (exhaust pressure ratio)
4. Minimum of 3,000 ft. AFE
5. Set climb power
Restore thrust to climb EPR without ATRS**
Minimum 3,000 ft. APE y
....................................................................................................
Reduce thrust to
quiet EPR 7f
Min. 800 ft. APE N with ATRS . **
... ...............................................................I...............I.............
AIRLINE PILOT'S
retract flaps/slats �^
--------------------------------------------
ASSOCIATION RECOMMENDED NOISE ABATEMENT TAKE -OFF PROFILE
CLOSE -IN PROCEDURE *
1. Climb to initiation altitude (minimum 800 ft. AFE) at takeoff thrust.
2. Initiate thrust reduction to quiet EPR (exhaust pressure ratio)
3. Minimum of 3,000 ft. AFE
4. Set climb power
Restore thrust to climb EPR
Minimum 3,000 ft. APE N
Reduce thrust to quiet EPR 71
Min. 800 ft. APE y with ATRS**
.................................................... 1.
—
ASSOCIATION RECOMMENDED NOISE ABATEMENT TAKE -OFF PROFILE
without ATRS**
y
AIRLINE PILOT'S
...........................................................................................................................
* CLOSE -IN PROCEDURE - recommended for MIA due to airport's proximity to residential:
communities.
..........................................................................................................................................................................................................................................
** ATRS - Automatic Thrust Restoration System
]0
97- 346
NOISE ABATEMENT VERSUS SAFETY
ALPA's 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.)
Three years ago, ALPA's national Noise Abatement Committee celebrated success after working
for more than a decade to eliminate arbitrary, often unique noise -abatement takeoff procedures
mandated by a number of noise -sensitive airports. Those procedures, largely the result of local
community pressure on airport managements, often reduced the margin of safety to an
unacceptably low level. For too long, some airports had forced airlines to accept these
procedures as part of the price of admission to the airport.
Pilots were required to reduce thrust substantially while their airplanes were still as low as 400
feet above the runway, flying at a relatively slow speed with lift -(and drag) increasing flaps and /or
slats extended. Recovering from an engine failure and/or windshear encounter while low, slow,
spooled back, and pointed up would require a right smart response with little margin for error. In
fact, the FAA permitted power cuts to deep that the flight path could deteriorate to a 5.6 percent
descent gradient after an engine failure until the pilots increased thrust on the remaining engines.
The procedures also often were so complex as to be, as the FAA has put it, "intricate." They thus
increased the flights crew's workload during a critical phase of flight and increased the risk of
diverting the pilot's attention from scanning their instruments, watching for traffic, and engaging in
other tasks critical to flight safety. On July 23, 1993, the FAA published Advisory Circular (AC) 91-
53A, "Noise Abatement Departure Profiles." That AC, which replaced an AC issued in 1978, was
intended to replace the then -current, politically motivated, irrational local noise abatement
procedures with two safe and reasonable options.
Unfortunately, some folks in the United States and abroad are still trying to promote other, less
safe procedures. That's why ALPA's national Noise Abatement Committee has renewed 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 describes acceptable criteria for two types of safe noise -abatement departure
profiles (NADPs) for subsonic turbojets having a maximum gross takeoff weight of more than
75,000 pounds: "Close -in community" NADPs are intended to reduce noise in noise -sensitive
areas near the departure end of the runway. "Distant community" NADPs are designed to reduce
noise for all other noise -sensitive areas. Airlines are now required to train flight crews to fly these
NADPs.
For the first time in ALPA's history, we now have an FAA policy on NADPs that guarantees pilots
safe procedure and that gives airport operators the flexibility to address both close -in and distant
noise problems. AC 91-53A sets a minimum altitude 800 feet above field elevation below which
pilots cannot be made to reduce power for noise abatement. This "initiation altitude" is the
altitude at which the flight crew starts to reduce power - not 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 every airport for a particular aircraft fleet on an airplane.
Airports cannot change this initiation altitude for any reason. No more power cuts at 400 feetl
Based on article in Air Line Pilot Magazine (November/December 1996)
97- 346
Reduced thrust for noise abatement (quiet EPR) must now be maintained at a level that will
ensure the airplane meets the required engine -out takeoff climb gradients specified in FAR Part
25.111(c)(3) for the flaps/slats configuration of the airplane 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 restoration system (ATRS) is installed. Even then, thrust may never be
reduced below the level that will ensure a zero climb gradient after an engine failure and before
the ATRS restores power.
The "distant" NADP (see distant procedure pg.10) calls for retracting the flaps and slats before
making any power reduction. When the airplane reaches the NADP initiation altitude and the
pilots begin retracting the 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 retracted, however, engine thrust may be safely reduced to a much lower setting than
if the flap/slats were still extended, thus making much less noise over the distant community. The
time required for retraction places the airplane further from the runway than if power was reduced
with the flaps/slats extended. Hence the procedure gives more noise relief to people living farther
from the runway end.
At airports where the noise -sensitive community is close to the runway (see close in procedure
pg. 10), the technique of reducing power before retracting the flaps and slats provides immediate
noise relief after the airplane reaches the NADP initiation altitude (again, at least 800 feet above
the field elevation). But the power cannot be reduced as much as when the flaps and slats are
fully retracted; the airplane will take no longer to reach the altitude at which full climb power can
be restored. This procedure gives relief to people living close to the departure 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 negotiate with an airline on
which procedure would provide the most noise relief to surrounding communities. Most
importantly for pilots, AC 91-53A sets the standards for NADPs throughout the United States -
standards that cannot be changed by local authorities , AC 91-53A is a "win/win" for everybody.
ALPA's national Noise Abatement Committee has been working with the International Federation
of Air Line Pilots Associations and the International Civil Aviation Organization to achieve this
standardization worldwide. ALPA's goal is to obtain one standard — that spelled out in AC91-53A-
so that pilots will be trained in only these two procedures used at every air carrier airport on this
planet.
WHAT YOU CAN DO AS A LINE PILOT
1. Ensure that your airline is familiar with the noise -abatement departure procedures described
in AC 91-53A and that only one initiation altitude is specified for your aircraft.
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 procedure that is not in your air
carrier operations manual.
4. Report any noise -abatement departure procedures that vary from those in the AC to ALPA's
Engineering and Air Safety Department via the toll free, 24-hour aviation safety reporting line,
1-800-424-2470.
Based on article in Air Line Pilot Magazine (November/December 1996) ry 346
MIA MI INTERNA TIONA L AIRPORT
EXISTING REGULATIONS
97- 346
ii-rnOPOIITAN DAD[ COUNTY, FLonIDA
smwffln
At FRO DADS
AVIATION DEPARTMENT
Operational Directive No.4 9 mA.)
DATE: February 9, 1990
TO: AIRPORT USERS
MIAMI INTERNATIONAL AIRPORT
SUBJECT: POWER -UP MARKER FOR DEPARTING JET AIRCRAFT
IN THE NORTHWEST CORNER
In order to reduce taxilane shoulder .Jet blast erosion, and
neighborhood noise in the Virginia Gakdens 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 Divisit3ant
.
Interim Director of
Operations
RDJ/rab
Attachment - Map
cc: A-K-List/R&I
97— 346
ME7R0•DADE
TO:
SUBJECT:
AVIATION JecP RTlMENT
Operations Bulledn No, 1041
ALL AIRCRAFT OPERATORS
DADE COUNTY AVIATION DEPARTMENT
NOISE ABATEMENT DEPARTURE PROFILES
Miami International Airport (MIA) is one ofthe 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-INIMI-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 tyT-e, if operating aircraft
other than listed, contact (305) 876-0569 for consultation.
Aircraft Tyoe
B727 Series
F28
DC9 Series
B737 Series
B747 Series
DC 10
A300
MD80
F100
A320
B757
B767
NADp
FAA AC91-53A (Close -in)
FAA AC91-53A (Close -in)
FAA AC91-53A (Close -in)
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 AC91-53 A (Distant)
FAA AC91-53 A (Distant)
FAA AC91-53A (Distant)
)VIP I. Nin v •• 1 -
—IJ C:
P.O. Box 592075 • Miami, Roddo 33159 ,�
Background
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
utilizing 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.
Projectt umma[v
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
Foreifzn
American
AeroMexico
Continental
Air Jamaica
Northwest
British Airways
United
BWTA
US Air
Finnair
Iberia
Mexicana
S AI-] S A
TACA
When responding to the survey, airlines indicated that they used either FAA - AC91-53, AC91-53A
(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 diterent altitude for power
cutback or for initiation of flap retraction.
A,`Ier reviewing the responses to the survey, a number of generalizations can be drawn about how
aircraft are flown out of MIA.
• 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 NUA does not exist.
• Many of the foreign airlines use one of the ICAO NADP's which are very different
than the FAA's AC91-53 A 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 (AIRS) should use the system in conjunction with the appropriate close -in
or distant procedure to further reduce aircraft noise impacts.
Based on NADP's and noise contour analysis, and as stated previously, the following procedures are
recommended for aircraft utilizing MIA.
Aircrafi Tvpe
NA -DP
B727 Series
FAA AC91-53A (close -in)
F28
FAA AC91-53A (close -in)
DC 9 Series
FAA AC91-53A (close -in)
B 737 Series
F.A1 AC91-53A (distant)
B 747 Series
FAA AC91-53A (distant)
DC 10
FAA .AC91-53A (distant)
A 300
FAA AC91-53A (distant)
MD 80
FAA AC91-53A (distant)
F 100
F,kA AC91-53A (distant)
A 320
FAA AC91-53A (distant)
B 757
F,kA AC91-53A (distant)
B 767
FAA AC91-53.A (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.
Bruce Drum
Assistant Direct or/Airside Operations
cc
i
A-Z List/Cargo List/R&I
g - 346
ltti, O' ,A
DATE:
TO:
SUBJECT:
AVLATIC I DEPARTMENT
Operoti onol Directive No. oll , )
November 19, 1992
AIRPORT USERS
MIAMI INTERNATIONAL AIRPORT
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
91.67(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 • Komi, Florida 33159
97- 346
Operations Direct 52 (MIA)
November 19, 1992
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 COUNU
DEP
Wider' A.A.E.
Avi n Dir or
FAE/BRD/rab
Attachment
cc: A-Z List
GAC
R&I
97- 346
!fill it
i`:'-800, msI_
Ij. 1300' MS•
I.
600' MSIL
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MIAMI INTERNATIONAL AIRPORT
i lu 1` Ili°.Ij l"' I , .I I'I'; ,IJ'' :';" I I.I'Ir'I"III�I: Illlli .;'I:I�II -)I "; : CLIMB —OUT ALTITUDE CRITERIA FOR
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47
TO: AIRPORT USERS I
MIAMI INTERNATIONAL AIRPORT
i
SUBJECT: NIGHTTIME RUNWAY CLOSURE
Effective 0001 local time, March 27, 1995, aircraft operators are reminded that Miami Internation l
Airport needs to beta "good neighbor" with respect to aircraft noise and that a runway -use program
'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:
; l , Runway I V30 will be closed for arrivals and departures daily between 2200 and 0700 wh
Runways 09R/27L and 09U27R 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 minimiz
and only used by those aircraft that have an operational necessity.
Exceptions to these ms, implemented under Dade County Code -Chapter 25, will only be made or
emergencies, unusual weather conditions, or construction/maintenance requirements on of er
runways. The Dade County Aviation Department will perform the necessary runway inspecti ns
prior to the reopening of any closed runways, When Runway 09L/27R is closed between 2200 and
0700 local time, Runway 09R/27L will be available.
BRD/rab
c: A-Z List
GAC
R&I
B. Schultz-FAA-ATC MIA
na4icc:0D55.395
Sincerely,
Bruce R. Drum
Assistant Director of Airside Operations
P.O. Box 592075 O Mlwm , Florldo 33159 ,
,ti®A�M►i �ll�dT�RNA,�f1�Md►�.. ,�II�IP�i2Y
974 346
METROPOLITAN DADE COUNTY FLORIDA
METRO•DADE
NOTICE
AIRSIDE 94-10
DATE: June 14, 1994
TO: Airport Users
Miami International Airport (MIA)
SUBJECT: Aircraft Ground Operating Restrictions - Northwest Corner
AVIATION DEPARTMENT
P.O. BOX 592075
MIAMI, FLORIDA 33159
(305) 876-7000
tiSg�•7;:�aJ1'
D���Fr.�1,rtIr,��NT OR
Dade County Aviation Department (DCAD) 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. AJ1 tenants in the Northwest
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
Ml A klt iNTt^ gNATiONAL AIrR�ORT J ? - 346
I
METROPOLITAN DADE COUNT-Y, FLORIDA AVIATION DEPARTMENT
P.O. BOX 5920,75
METRO.:0E N O T I C E MIAMI, FLORIDA 33159
--------- (305) 876-7000
AIRSIDE 94-4
DATE: FEBRUARY 14, 1994
TO: 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
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,
Bruce R. Drum
Chief, Airside Operations
BD/JB/mr
Attachment
cc: A-Z List/Cargo List/R&I
MIAMI I INTE NA.TIONAL PARPORT
g7_ 346
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=f. FROM MIAMI INTERNATIONAL AIRPORTI-
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AVIATION DEPARTMENT
MEMO
"M) Operations Bulletin Tdo. `R-4 1011 (MIA)
May 10, 1990
TO: ALL AIRCRAFT MAINTENANCE COMPANIES
SUBJECT: NIGHTTIME ENGINE RUN -LIPS
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 beat-ween the hc,.:r. s 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 on
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 mechanical 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). Alteri;ate 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- 346
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MET R(? DADE
TO:
FROM:
SUBJECT
AVIATION hw4PARTMENT
Operodons Bulletin No._ 1042
ALL AIRCRAFT OPERATORS
I :.
DADE COUNTY AVIATION DEPARTMENT (DCAD)
NOISE MITIGATION PROCEDURES
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 E 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
ai„ertly 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 arrival/departure and associated
P.O. Box 592075 • Mom], %ddo 33159
A t/kAi1 iNTEUNA►T1ONA.L A.1RE)CUT
:
97 - 346
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 program
shall not be construed or interpreted to alter, amend or conflict with Air Traffic
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 900 105°, 120°
9R 75°, 90°, 105° 105°, 120°
12 75°, 90° , 105° 105°, 120°
27L 2700,2900 2700
27R 270°, 290° 270°
30 270°, 290° 270°
Duing 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.
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
i turn until reaching airfield boundary.
-4-
97- 346
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 Bav 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-
97- 346
Premature deployment exposes more residential areas to this increased noise level.
Large 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
miles 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 JE 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 (1 1/19/92) for specific
altitude/ground location requirements and compliance mandate.
Overflight of MIA Terminal Complex is not permitted.
Lar-,e Four Engine Piston Aircraft Arrivals (DC-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.
S.
97- 346
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.
Cher Propeller Driven Aircraft
Prgpeller 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 9U27R 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 9L 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 '/2 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)
Mami 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
1011 MIA (5/10/90) for designated areas, instructions and use restrictions. Incident
? reports will be filed by DCAD Airfield Operations for non-compliance.
-7-
9?-- 346
NOISE ABATEMENT DEPARTURE PROFILES
Jet aircraft departing MIA are requested to utilize noise abatement departure profiles
as stated in the attached Operations Bulletin No. 1041.
FOR FURTHER IlYFORMATION
Further information on DCAD's Noise Abatement Program can be obtained by contacting DCAD
Development Division at (305) 876-0569.
/2 h--
Bruce Drum
Assistant Director/Airside Operations
c:1-- euictiawpd
9'7- 346
G7/10:1r6 JVED 14: L4 FAX 4043055099 ASO-532
Mr. Jeffrey R. Bunting
Principal Planner
Metropolitan Dade County Aviation Department
P.O. Box 592075
Miami, Florida 33159-2075
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 visU-I
approach procedures in HMMH Report No. 292860.09. The charted visual
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 Airpj:j
Traffic Control Tower to implement the procedures in scenarios 2, 3, and 4 ,a-;
soon as control personnel and the users can be briefed.
Please refer any questions to Carl Stekoe at (404) 305-5576.
Sincerely,
Q;G^iED BY
G Y W. TUCKER
Gary W. Tucker
Manager, Air Traffic Division
Enclosure
cc: CH2MHILL
ASO-620E
ORL-ADO
MIA ATCT
97- 346
07/10/86 WED 14:14 FAX 404305509.9 :DSO-532
Q 0 0 :i
ENVIRONMENTAL ASSESSMENT
OF FLIGHT TRACK CHANGES
AT MIAMI INTERNATIONAL AIRPORT
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,,0onal
Airport (MIA). On May 1, 1996, DCAD requested that the FAA establish and
implement Charted Visual Flight Procedures (CVFP) for turbojets landing :luring
west -flow conditions. The proposed changes are intended to reduce the noise
impacts of aircraft operations, particularly during the nighttime hours in the :'Miami
Beach and Key Biscayne areas. It should be noted that both of these are,As 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 Interr�.A nal
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:t are
preferred whenever wind conditions permit and unreasonable delays c«n be
avoided.
2. Usage of Runway 9R for jet departures should be minimized betwec;n 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, 106 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. Arriwds 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.
97- 346
07/10/96 WED t4:15 FAX 4043055099 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 25, 1996, the DCAD forwarded that document to the FAA. The
document is titled "Noise Impact Assessment of Runway Use Proced i;es at
Miami International Airport". It was prepared by Harris Miller Miller & Hanson
Inc., for DCAD and is HMMH Report 292860.08. Another HMMH Repo (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 ev,;.;uated
that studied the combined effects of the five proposed scenarios. In cr'ler to
evaluate the noise impacts, the FAA Integrated Noise Model, Version 4.1 (INM
4.11) was used. The six scenarios are:
z
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 oi.rcraft
flying a 105 or 120 heading would be required to maintain that headir,q
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 aircral t on
arrival to Runways 27L and 27R would maintain 3,000 feet above gr(:.k.;nd
level until 10 miles from the runway end at all times. Nighttime turbcj,-:t
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 '-rom
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 c;,' 120
degrees and maintain that heading until 8.5 miles from the airport.
' 97- 346
0.7/10:'Ni WED 14:16 FAX 40.13055099 ASO 532
sQ 005
Scenario 5 Refine Northbound Turns from Runways 9L/9R
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 earner, 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 environs -rental
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 witl-Cn the
65 Ldn contour. The proposed changes in these scenarios (2,3,& 4) wo-.;!(i 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 developed for
a proposed new rurnriay 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 impli-inent
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 compatibilil�- 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
97- 346
G7/IV/96 WED 14:10 FAN 404305:io99 ASO-532
Q 006
this study. These procedures will become permanent upon completion of the
EIS process unless the study discloses facts not presently known.
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:c;Sting
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 con,iition
requiring consultation pursuant to Section 102(2)(c) of NEPA.
Gt1i 1;1,?A S, -i1!BD BY
;a;?PY i"4. TUCKER
Approved Date
OIL.
Manager, Air Traffic Division, ASO-500
Disapproved Date
Manager, Air Traffic Division, ASO-500
97- 346
-11/12/96 12:47
NOTICE
^U305 869 5490 MIAMI ATC'1'
PTIONAL FORM 99 (7.90)
FAX TRANSMITTAL
To From
DepLJAgency Phan
,, of pages t
Vr, L---z -it-
7110.8
AW
Fax# 0%-1b-to FaKa —
NSN 7540-01-317-7368 5099-101 GENERAL SERVICES ADMINISTRATION 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 71 10.65, 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
b. Runway 12 and Runway 9R -heading 075
Note: Heading 090 is no longer an option for northbound departures off of runways 12 and 911. 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. Runway 911 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 miles southeast of the
airport.
These procedures will be incorporated into the next revision of Miami Tower Order 7110.65L.
y ills
Air Traffic Manager
Miami ATC Tower
i
Distribution: All Holders of Miami Tower Order 7110.851.
Initiated by: MFH-5309 7 - 346
111 .12/96 12:48 U305 869 5190
811/96 —
111AMI ATUY
,.,
MT 7110.65L CHG 3
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
`l 3 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
localizes prior to "BASHO" or "SARCO" as
appropriate.
3-15 MONITOR NORTH/SOUTH
a. Positions of Operation (both).
1. 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 119.3
2. Monitor South 123,9
c. 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
The monitor controller shall be
responsible for the separation of aircraft
established on the final approach course from
IS 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 wi11 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.
3-16 SATELLITE SECTOR
SUPERVISOR
Responsibilities.
a. Provide supervision for positions, Z,
Q, L, G, R, F, FD-1, FD-2 and associated
hand-offlcoordinator positions.
b. Supervise and direct the overall
operation in the satellite sector to assure an
equitable flow of traffic.
3-5
97- 346
CORRESPONDENCE WITHDADE COUNTY OFFICIALS
97- 346
METROPOLITAN DADE COUNT,, t-ORIDA
METRO DADE
MWW
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,
/// Bruce R. Drum
Chief, Airside Operations
cc: BDiaz
RBush
MLukacs
+ gG
MIAMI INTERNATIONAL AIRPORT
U.S. Department
of Transportation Mr. Jimmy C . Mills
Federal Aviation Air Traffic Manager,
Administration Miami ATC Tower
P.O. Box 52-6700 GMF
Miami, FL. 33152-6700
March 5, 1991
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,
H
Mills
ic Manager
Tower
97- 346
METROPOLITAN DADE COUNTY, FLORIDA
METRO•DADE
N O T I C E
AIRSIDE #91-29
DATE: October 25, 1991
TO: AIRPORT USERS
MIAMI INTERNATIONAL AIRPORT
AVIATION DEPARTMENT
P.O. BOX 592075
MIAMI, FLORIDA 33159
(305) 876-7000
SUBJECT: FOUR ENGINE PISTON OPERATIONS FROM MIAMI
INTERNATIONAL AIRPORT
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 ai::creft arpaa` to be flying well below these obstruction
protection surfaces associated with the airport for which Dade
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 9 7 - 346
a
METROPOLITAN DADE COUNTi , , LORIDA
METRO•pADE
November 7, 1991
AVIATION DEPARTMENT
P.O. BOX 592075
MIAMI, FLORIDA 33159
(305) 876-7000
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
6, 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
9 346
MIAMI INTERNATIONAL AIRPORT
US Department
of Transportation
Federal Aviation
Administration
Federal Aviation Administration
Flight Standards District Office
P.O. Box 592015
Miami, Florida 33159
February 26, 1992
Capt. Edward B. Ferrer
301 S.W. 30 Court
Miami, Florida 33135
Dear Capt. Ferrer,
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.
i
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.
i
Respectfully,
rrTes H math
i
Asst. Mgr. Geographic Section
i 97- 346
New
{ US Department Flight Standards District Office-19
of Transportation P.O. Box 592015
Federal Aviation Miami, Florida 33159
1 Administration (305) 526-2749
i
i
April 9, 1992
Mr. Edward Ferrar
301 S.W. 30 Court
Miami, Florida 33135
Dear Mr. Ferrar:
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 2500BHP to 2400BHP. The DC-7C
weight is reduced from 143,000# to 129,000#. The horsepower
is reduced from 3400BHP 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 - 10,5021
RW 9R/27L - 13,0021
RW 12/30 - 9,355,
Runway 9L/27R is closed sporadically for some repair work.
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.
r
Sincerely,
l
Terrence Exley
Aviation Safety Inspector
1 Enclosure
97- 346
ALEXANDER PENELAS
/Wxrl.�ZJ.aco�z.r�. ZJ.nrrt�rri:?J�ooa�xJ,
METROPOLITAN DADE 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.
Sincerely,
Q?�
AlAand n s
County Commissioner
AP/or/cpa
97- 346
METROPOLITAN DADE COUN1 LORIDA AVIATION DEPARTMENT
P.O. BOX 592075
J MIAMI, FLORIDA 33159
METR&DADE (305) 876-7000
mow
May 29, 1992
Captain Edward B. Ferrer
I President, Cuban Pilots Association
Post Office Box 0897
f Miami, Florida 33135-0897
i
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.
i
I 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,
F ederick/ ! lE `c%er, A.A.E.
I A 8tiory D rer
FAE:EOR:rmb
CCS: Joaquin G. Avino, P.E., P.L.S.
t Commissioner Alexander Penelas
9
MIAMI INTERNATIONAL AIRPORT 9 ? - 346
i
j AVIRT10 " DEPARTMENT
METRO•DADE
Operotionol Directive No: 50 (MIA)
i
�I
DATE: June 9, 1992
TO: AIRPORT USERS
MIAMI INTERNATIONAL AIRPORT
SUBJECT: RUNWAY 12/30 RESTRICTION FOR FOUR ENGINE
j PISTON AIRCRAFT
II •
Effective immediately, all four engine Diston aircraft must use
the parallel runways 09L/27R or 09R/27L for departures, 24 hours
a day.
Sincerely,.
RD/BRD/rab Robert , Jr.
Assist an Director of Operations
j -,Cc: A-Z List
GAC
R&I
I
I
I
i
1
i
P.O. Box 592075 Miami, Florida 33159 .AgElk
1 � n�111A�n�111 IIv1fIEIR�1a�1fI1O�a�IL a�i11RI1�OIRIf
y�_ 346
MIAMI ATCT
04/28/97
SUBJECT: Review of proposed Noise Abatement Procedures for Miami International Airport
FROM: Bobby D. Price
TO: Captain Eduardo B. Ferrer
I have reviewed the five recommendations you presented to me on April 9, 1997. Neither I nor
the management of Miami air traffic control tower (ATCT) have the authority to make noise
abatement policies. The policies are established by the airport sponsor. The FAA's role is to
comment on proposed changes to inform the sponsor of the potential impacts on capacity and
traffic flows. The response provided is my opinion of the effect your proposals would have on the
safe, efficient movement of aircraft into and out of Miami International Airport (MIA).
i
1. Proposal - Dade County Aviation Department and MIA ATC Tower should ban all aircraft
i
less than Stage III to takeoff on runway 12 and land runway 30.
Response - Implementation of this recommendation could result in significant increase in
departure delays when MIA is operating east and could create arrival delays when MIA is
west. It would also significantly increase coordination between controllers. Approximately
50% of the aircraft at MIA are Stage III and the majority of the other Stage II. It would be
feasible to restrict this usage by Stage I aircraft, however, MIA ATC Tower would need a list
of companies which still operate Stage I aircraft at MIA.
2. Pro osal - Not utilize runway 12 for takeoffs and runway 30 for landings for any turbojet
aircraft between the hours of 2200 - 0700 local on week days and from 2200 - 0800 on
Saturday and Sunday.
Response - Runway 12/30 is currently closed from 2200 - 0700 local daily, unless one of the
parallel runways is closed. Closures on weekends until 0800 local could be done. It would
increase controller workload, however, we understand the community's problem and wish to
make the airport a good neighbor to the extent possible.
3. Proposal - Dade County Aviation Department and Miami Airport ATC Tower should make
mandatory that all aircraft follow noise abatement procedures for takeoffs and landings on any
runway.
Response - Both p parties follow the current established noise abatement procedures.
However, the if the pilot command of the aircraft states that a deviation from noise abatement
is an "operational necessity", ATCT approves it. Additionally, weather on or near the airport
often requires adjustment to noise abatement headings. ATCT returns to standard noise
headings as soon as weather permits. We believe some problems of where the departing
aircraft start their turns could be improved by developing FMS SIDS (Standard Instrument
Departures), or use of DME,
97- 346
a
Noise Abatement
Cpt. E. Ferrer
Page 2
4. Proposal - All aircraft departures should maintain runway headings after takeoff on runway
9L, 9R, and 27L, 27R. Runway 12 departures should fly heading 105 as soon as possible.
Runway 30 departures should fly heading 105 as soon as possible. Runway 30 departures
should fly heading 290 as soon as possible.
Response - This issue is very complicated to explain unless you have knowledge of the Air
Traffic Control rules and regulations. Two different controllers clear aircraft for takeoff on the
parallel runways (9L/9R, 27L/27R). There is a built in divergence of headings of at least 15
degrees (required divergence for simultaneous departures) to avoid coordination between the
two controllers. If all these aircraft were assigned runway heading, it would increase
coordination in Tower Cab, and also increase delays because two aircraft could not depart
simultaneously from each runway. Runway 12 departures on 1 105 heading for south
departures only, could be looked at more closely, however, runway 12 departures that are
destined to the north would be in the wrong departure controllers airspace if assigned a 105
heading. Response - This issue is very complicated to explain unless you have knowledge of
the Air Traffic Control rules and regulations, Two different controllers clear aircraft for takeoff
on the parallel runways (9L/9R, 27L/27R). There is a built in divergence of headings of at
least 15 degrees (required divergence for simultaneous departures) to avoid coordination
between the two controllers. If all these aircraft were assigned runway heading, it would
increase coordination in Tower Cab, and also increase delays because two aircraft could not
depart simultaneously from each runway. Runway 12 departures on 1 105 heading for south
departures only, could be looked at more closely, however, runway 12 departures that are
destined to the north would be in the wrong departure controllers airspace if assigned a 105
heading Runway 30 departures on a 290 heading for north destinations only could is
standard, however, runway 30 departures that are destined to the south would be in the
wrong departure controllers airspace if assigned a 290 heading.
5. Proposal -No turn to in route climb until 10 DME east and 5 DME west.
Response - This proposal is feasible between the hours of 2200 - 0700 local, however, the
volume of departures on an east operation would place an extra workload on the controllers
and increase delays.
97- 346
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