EK Noise Abatement
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EK Noise Abatement
What noise abatement procedures does EK use on the 777 fleet?
NADP2: Accel at 1000' CLB thrust at Flaps 5.
NADP1: Accel at 3000' CLB thrust at 1500'
And what procedure do you use at DXB?
NADP2: Accel at 1000' CLB thrust at Flaps 5.
NADP1: Accel at 3000' CLB thrust at 1500'
And what procedure do you use at DXB?
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EK uses whatever is stated in the state or individual airfield charts. In the absence of that guidance then a variation of NADP2 is used, i.e. 1000/1000.
Several different noise abatement procedures have been developed over the years, some suit close in noise, some more distant. Different Aircraft have different noise footprints. I have seen a lot of confusion when a previous operator has used a different default noise (ICAO A 1500'/3000") due to a different type of aircraft or operation. This is then pervade as standard noise. For EK standard noise is 1000'/1000'
Can't wait for the different opinions to start. However it's not anything I will loose sleep over.
DD
Several different noise abatement procedures have been developed over the years, some suit close in noise, some more distant. Different Aircraft have different noise footprints. I have seen a lot of confusion when a previous operator has used a different default noise (ICAO A 1500'/3000") due to a different type of aircraft or operation. This is then pervade as standard noise. For EK standard noise is 1000'/1000'
Can't wait for the different opinions to start. However it's not anything I will loose sleep over.
DD
No, you're spot on DD.
NADP 2/ default/ ICAO type B- 1000/1000
NADP1- 3000/1000
ICAO type A 3000/1500
As per LIDO GEN TEXT. (The actual minimum height per the text is 800, modified by operator SOPs to 1000)
Other variations per CRAR for individual states.
NADP 2/ default/ ICAO type B- 1000/1000
NADP1- 3000/1000
ICAO type A 3000/1500
As per LIDO GEN TEXT. (The actual minimum height per the text is 800, modified by operator SOPs to 1000)
Other variations per CRAR for individual states.
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DD is correct for the most part. Just one thing to add that particular countries like Germany have their own preferred noise abatement profiles that they require operators to follow. These are mentioned in the the LIDO CRAR for that country which is derived from the AIP. Ideally it should be incorporated in the CCI pages for the destination but is not always the case.
So in summary.
Follow the requirements listed in the airport LIDO AOI or CCI. If none mentioned have a look in the LIDO CRAR. If still no specific noise abatement procedure mentioned, ie DXB, use the default 1000/1000 from the normal procedures. Like everything EK there is no reasonable correlation of information, you have to go hunting for it everywhere hence a lot of people don't bother and do whatever they think is best.
So in summary.
Follow the requirements listed in the airport LIDO AOI or CCI. If none mentioned have a look in the LIDO CRAR. If still no specific noise abatement procedure mentioned, ie DXB, use the default 1000/1000 from the normal procedures. Like everything EK there is no reasonable correlation of information, you have to go hunting for it everywhere hence a lot of people don't bother and do whatever they think is best.
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A few years back there were references to all sorts of stuff all over the place, a change was made to avoid duplication so if there is a LIDO reference why reprint it in CCI, OM-C etc? NAB is one of those cases.
Flying the 777 must be amazingly easy if "hunting" for the NAB presents a challenge...
Flying the 777 must be amazingly easy if "hunting" for the NAB presents a challenge...
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Thanks for the replies!
I assume that the direction you takeoff in from DXB and the SID also play a role in choosing the accel height.
If you need to make a 180 after takeoff, then accelerating in the opposite direction would make little sense. so 1000'/3000'.
I have noticed the majority of the SID's have a 220kt restriction at certain waypoints. Most likely to keep the turn radius to a minimum. Is this usually waived or do you have to stay in flaps 1 on a heavy takeoff in the 777 until past those respective waypoints?
I assume that the direction you takeoff in from DXB and the SID also play a role in choosing the accel height.
If you need to make a 180 after takeoff, then accelerating in the opposite direction would make little sense. so 1000'/3000'.
I have noticed the majority of the SID's have a 220kt restriction at certain waypoints. Most likely to keep the turn radius to a minimum. Is this usually waived or do you have to stay in flaps 1 on a heavy takeoff in the 777 until past those respective waypoints?
Last edited by B-HKD; 12th Sep 2013 at 20:28.
That's a tactical ATC decision. Probably get "No speed restrictions" on first contact with departures more often than not, but not always.
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See...If you had studied more you would know the phrase is "GET a life.."
There is also a saying about stones and glass houses. We will do that one next year..
There is also a saying about stones and glass houses. We will do that one next year..
MAX AB, I believe SID are designed to a standard gradient, (I can't remember what that is off hand tho 3.3% seems to stir some neurones some where). So a speed constraint will usually be an ATC tactical constraint. If the published SID has a higher sid gradient published eg Hongkong, then it is fair to assume it is due to obstacles. In some places where you have a higher gradient, eg Warsaw our company states that the higher gradient is due to ATC constraints. Cheers
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I have noticed the majority of the SID's have a 220kt restriction at certain waypoints. Most likely to keep the turn radius to a minimum. Is this usually waived or do you have to stay in flaps 1 on a heavy takeoff in the 777 until past those respective waypoints?
Correct - the primary reason for the existence of speed limitations in the SID is to ensure that you can follow the required track. Separation between some of them is minimal (prime example left turns to RIKET off 12R DXB vs left to DARAX off 12 SHJ). If the RNP1 tracks are not flown accurately then separation cannot be assured.
Speed limitations are usually waived WHEN THEY CAN BE (no need to ask - Air Arabia!) and no, "climb unrestricted" does NOT lift the speed restriction for the aforementioned reasons.
Edited for non-working "quotes"!
Last edited by Guy D'ageradar; 13th Sep 2013 at 13:16.
