Noisy 747-200s?
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Noisy 747-200s?
The following article was in the February 8th, 2004 Cargo Facts European Perspective section:
“Noisy 747-200s? There is a lot of loose talk going on about the future viability of the 747-200 freighter. Massimo Panagia, managing director of Alitalia Cargo, said that the type was facing restrictions at “most” European airports. Other carriers are part-justifying their investment in new 747-400 freighters on the same basis. Now, it is true that many 747-200s only meet chapter 3 standards thanks to flap and power restrictions (JT9D-powered aircraft). But the is, no European airport has yet tried to ban outright, aircraft like the 747-200 that do not meet “Chapter 3 minus 5dB”. Nor can they quickly do so, according to the “balanced approach” that was agreed between the EU and the U.S. during acrimonious row over Hushkits. Yes, Paris CDG, Cologne and a few others have imposed night-time restrictions. But any airport seeking a total ban must consult first, and then phase such aircraft out over a five year period. None have yet embarked on this course. As for the much-discussed “Chapter 4”, its application to existing (as opposed to new-build) aircraft is yet to be defined, let alone approved.”
“Noisy 747-200s? There is a lot of loose talk going on about the future viability of the 747-200 freighter. Massimo Panagia, managing director of Alitalia Cargo, said that the type was facing restrictions at “most” European airports. Other carriers are part-justifying their investment in new 747-400 freighters on the same basis. Now, it is true that many 747-200s only meet chapter 3 standards thanks to flap and power restrictions (JT9D-powered aircraft). But the is, no European airport has yet tried to ban outright, aircraft like the 747-200 that do not meet “Chapter 3 minus 5dB”. Nor can they quickly do so, according to the “balanced approach” that was agreed between the EU and the U.S. during acrimonious row over Hushkits. Yes, Paris CDG, Cologne and a few others have imposed night-time restrictions. But any airport seeking a total ban must consult first, and then phase such aircraft out over a five year period. None have yet embarked on this course. As for the much-discussed “Chapter 4”, its application to existing (as opposed to new-build) aircraft is yet to be defined, let alone approved.”
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mutt,
The only Classic 747-200 that meets Chapter 3 minus 5 dB is the JT9D-70A powered version. The rest are slightly or way under the line. If you are counting on taking credit for the Flap 25 noise numbers in the AFM, that data is not recognized in the EU. Only the USA recognizes the Flap 25 data as certified.
The only Classic 747-200 that meets Chapter 3 minus 5 dB is the JT9D-70A powered version. The rest are slightly or way under the line. If you are counting on taking credit for the Flap 25 noise numbers in the AFM, that data is not recognized in the EU. Only the USA recognizes the Flap 25 data as certified.
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stormin norman,
466 Still listed as active, not parked. 47 listed as parked.
If you were going to re-engine, the smart man would use JT9D-59s off of DC-10s. You would then have an aircraft that has 9+ dB margin to Chapter 3.
466 Still listed as active, not parked. 47 listed as parked.
If you were going to re-engine, the smart man would use JT9D-59s off of DC-10s. You would then have an aircraft that has 9+ dB margin to Chapter 3.
