View Full Version : Noise abatement LHR and LGW
Wildwood99
1st Jul 2011, 09:01
What is the normal noise abatement procedure for departures from LHR and LGW?
Is the power reduced at 1500ft or 1000ft?
Are the flaps/slats retracted at 3000ft or are they selected at a lower alitiude?
Crazy Voyager
1st Jul 2011, 10:17
Some details of this can be found in the AIP. Both on charts (At least KK has a published "Noise Preferential routings" chart) and in the text part of the AIP.
As for flap/slat retraction it most likely depends on the airline, type and conditions on that day.
foxmoth
9th Jul 2011, 01:21
What is the normal noise abatement procedure for departures from LHR and LGW?
Is the power reduced at 1500ft or 1000ft?
Are the flaps/slats retracted at 3000ft or are they selected at a lower alitiude?
And the reason for asking is??
Most airlines with 'modern' jets including BA just do it 'normally' (ie begin normal accel -VNAV/LVLCHG) at 1000/1500 aal) and are not bothered by the regs. It is all to do with Db.
Max Angle
12th Jul 2011, 15:11
Noise abatement take off is a fairly common procedure at non UK European airports, reduce to climb power at 1500ft agl and accel. at 3000ft agl. How much difference does it actually make on the ground I wonder. I don't think there is a single UK airport that stipulates the procedure, LHR and LGW is just a normal take-off.
Noise abatement take off is a fairly common procedure at non UK European airports - well, I never did it (except in a 200), anywhere!
Tail-take-off
14th Jul 2011, 10:45
BOAC
Whether you did or didn't is not being debated here. Max Angle is correct that it is a requirement at some Eouropean airports (CDG & AMS spring to mind). The airield plates normally specify any required noise abatement proceedures.
BOAC, a lot of airports stipulate the required Noise Abatement Procedures, for example in CDG.....
Pilots of turbo jets MUST follow initial climb procedures as follows:
- maintain a speed of V2+10, or as performance permits, up to 3400 ft with Flaps in Takeoff Position.
- maintain, takeoff power up to 1900 ft, then maximum climb power to 3400ft.
- at 3400 ft return to normal climb power and flap retraction schedules to enroute climb
Other European airports have similar departure requirements.
Lateral/Full-Power
Approach
Flyover
Noise Level (EPNdB)
90.4
99.9
84.4
Noise Limit (EPNdB)
95.8
99.6
89.9
Margin (EPNdB)
5.4
-0.3
5.5
The B737-300 has a 5.4 EPNdB Margin on takeoff and a Cumulative Margin (EPNdB) of 10.60. If you don't follow the stipulated procedures, how do you ensure compliance with the required noise limits?
Mutt
how do you ensure compliance with the required noise limits?Well, being a simple chap I followed company procedures which were to 'ignore' all that. I would suggest that following company procedures is the best policy - and I never triggered a noise violation to boot. We certainly use to give les francais the Agincourt signal on that one:)
mcdhu
14th Jul 2011, 20:03
It's my (limited) understanding that EU Ops states that OMs must contain no more than 2 easily understood NA strategies.
We use NADP3 by default unless the OFP/CFP tells us to use NADP1. It's as simple as that!