OPSG 1 JAR OPS Noise Abatement Procedures Capt. Claude Godel OST 05-4

2 JAR-OPS Present text ( 1998) JAR-OPS 1.235Noise abatement procedures (a) An operator shall establish operating procedures for noise abatement during instrument flight operations in compliance with ICAO PANS-OPS Volume 1 (Doc 8168-OPS/611). (b)Take-off climb procedures for noise abatement specified by an operator for any one aeroplane type should be the same for all aerodromes. OPSG proposal (2005) JAR-OPS 1.235Noise abatement procedures When required to meet aerodrome noise abatement objectives an operator shall establish operating procedures for noise abatement that: a)comply with ICAO PANS OPS Volume 1 (Doc 8168-OPS/611). b)comprise of no more than two climb profiles for each aeroplane type, one of which shall meet the close-in noise abatement objective and the other the distant noise abatement objective. c)must be designed to be simple and safe to operate with no significant increase in crew workload, particularly during the initial climb phase. d)shall always have the same philosophy and structure with identical sequence of actions for any given type of aeroplane. e)ensure that safety is always the priority over Noise abatement considerations.

3 ICAO PANS OPS Volume 1 (Doc 8168-OPS/611) Part V Chapter c) c) To minimize the impact on training while maintaining some flexibility to address variations in the location of noise-sensitive areas, sufficient commonality shall exist between the departure procedures specified by the operator. There will be no more than two departure procedures to be used by one operator for an aeroplane type, one of which should be identified as the normal departure procedure and the other as the noise abatement departure procedure. d) Normal departure procedures typically include general noise reduction measures that encompass one of the two examples shown in the appendix to this chapter – Noise Abatement Departure Climb Guidance. …. Noise abatement climb example of a procedure alleviating noise close to the aerodrome (NADP 1) 2.4 On reaching an altitude at or above 240 m (800 ft) above aerodrome elevation, adjust and maintain engine power/thrust in accordance with the noise abatement power/thrust schedule provided in the aircraft operating manual. Maintain a climb speed of V 2 plus 20 to 40 km/h (10 to 20 kt) with flaps and slats in the take-off configuration. 2.5 At not more than an altitude equivalent to 900m (3000 ft)…accelerate… 3. Noise abatement climb -Example of a procedure alleviating noise distant from the aerodrome (NADP 2) 3.4 On reaching an altitude equivalent to at least 240 m (800 ft) above aerodrome elevation, decrease aircraft body angle/angle of pitch whilst maintaining a positive rate of climb, accelerate towards V ZF and either: a) reduce power with the initiation of the first flap/slat retraction; or b) reduce power after flap/slat retraction.

4 A closer look to the two procedures Part V Chapter c) c) To minimize the impact on training while maintaining some flexibility to address variations in the location of noise-sensitive areas, sufficient commonality shall exist between the departure procedures specified by the operator. There will be no more than two departure procedures to be used by one operator for an aeroplane type, one of which should be identified as the normal departure procedure and the other as the noise abatement departure procedure. d) Normal departure procedures typically include general noise reduction measures that encompass one of the two examples shown in the appendix to this chapter – Noise Abatement Departure Climb Guidance…. What can we understand? - There shall be no more than two departure procedures -The, so called, “normal procedure” is in fact one of the two examples (NADP 2 a) on most of the aircraft. Therefore we are not in contradiction with ICAO when choosing to write “two climb profiles” each of one being a noise abatement procedure. And it sounds more environmentally correct…

5 A closer look to the two ICAO examples Noise abatement climb example of a procedure alleviating noise close to the aerodrome (NADP 1) 2.4 On reaching an altitude at or above 240 m (800 ft) above aerodrome elevation, adjust and maintain engine power/thrust in accordance with the noise abatement power/thrust schedule provided in the aircraft operating manual. Maintain a climb speed of V 2 plus 20 to 40 km/h (10 to 20 kt) with flaps and slats in the take-off configuration. 3. Noise abatement climb -Example of a procedure alleviating noise distant from the aerodrome (NADP 2) 3.4 On reaching an altitude equivalent to at least 240 m (800 ft) above aerodrome elevation, decrease aircraft body angle/angle of pitch whilst maintaining a positive rate of climb, accelerate towards V ZF and either: a) reduce power with the initiation of the first flap/slat retraction; or b) reduce power after flap/slat retraction. NADP 1 - Close in Easy! : somewhere between 800ft and 2999ft (it’s written on the chart), reduce power but maintain speed and flaps/slats until 3000ft where acceleration takes place. NADP 2 - Distant We want it easy too!: “the NADP shall always have the same philosophy and structure with identical sequence of actions for any given type of aeroplane”. For a given type of aeroplane, the operator will have to choose between ICAO 3.4 a) and 3.4 b) and then fly the same procedure on each aerodrome where the Distant NADP is the better solution. NADP 2 a) on one airport and NADP 2 b) on an other is not permitted because it is not the same sequence of action.

6 ICAO PANS OPS reminder 1500ft 3000ft 800ft Close in NADP 1 V Flap Retract Best climb Distant NADP 2 Flap Retract

7 CLOSE IN 800 ft 3000 ft Power Red Accel + retract V ft Power Red Accel + retract V ft Type A aircraft on Aerodrome N°1Type A aircraft on Aerodrome N°2  New proposition permits Power reduction height to be optimized for each given runway but sequence of action must remain the same.  The pilot has to remember two items : Close in + xxxx ft  The pilot’s workload remains acceptable. He will be able to concentrate on lateral track, frequency change, minimum safety altitude, weather radar,…

8 DISTANT 800 ft 3000 ft Power Reduction Accel + retract Type A aircraft on Aerodrome N°1 800 ft 3000 ft Accel + retract Type A aircraft on Aerodrome N°2 Power Reduction  In the OPSG proposition, the two examples above will not be permitted for a same type of aircraft  Same sequence of action means either always power reduction and acceleration or always acceleration then power reduction. The operator has to choose.  The Pilot, again, should not have more than two items to remember: The Distant sequence for his type of aircraft xxxx ft, the height of acceleration

9 DISTANT (2) 800 ft 3000 ft Power Red Accel + retract Type A aircraft on Aerodrome N°1  These two examples above will be permitted for a same type of aircraft  When the same sequence of action is used, the acceleration height may be optimized for each individual runway.  The Pilot has two items to remember: The Distant sequence for his type of aircraft xxxx ft, the height of acceleration for the departure runway 1500 ft 3000 ft Power Red Type A aircraft on Aerodrome N°2 Accel + retract

10 DISTANT (3) 800 ft 3000 ft Power Red Accel + retract Type B aircraft on Aerodrome N°1  Again these two examples will be permitted for another type of aircraft (B)  It’s a different sequence of action but type B aircraft always uses that one.  The Pilot has two items to remember: The Distant sequence for his type of aircraft xxxx ft, the height of acceleration for the departure runway 1500 ft 3000 ft Power Red Type B aircraft on Aerodrome N°2 Accel + retract

11 Manufacturer State of the Art FMS TAKE OFF Page: BOEINGAIRBUS Thrust Reduction Acceleration + Flap retraction

12 Manufacturer Projects (Airbus) Example of future development: “Airbus are developing a new FMS function that should be available next year and will have a function called NADP (Standard on A380) which will allow the use of multiple noise abatement procedures optimised for individual runways for a particular set of operating conditions. The power reduction altitude could be optimised as a function of the weight. It may be possible to uplink the noise abatement procedure to the FMS from the ACARS. There would be a planning tool, called ADAS Airbus Departure Analysis Software, to calculate best procedure. The FMS would have a noise page entered from the performance pages. The reduction altitude is the main parameter to optimise when designing Noise Abatement Procedure. If up-linked by ACARS, no additional workload for pilots. “

13 Manufacturer Projects (Boeing) Example of future development: “Boeing Noise Engineering expects to develop a planning tool to support the selection of noise abatement procedures by airlines. This tool will essentially combine with the Boeing Climbout Program (BCOP) to optimise departure procedures for noise abatement in compliance with safety requirements. The tool will consider MTOW, ambient conditions, thrust rating, flap settings, altitudes for thrust reduction and flap retraction, and the amount of thrust reduction, among others. Tool results could be uplinked to flight crews to provide guidance through FMS. Boeing expects to flight test the results of preliminary optimisation algorithms at a major European airport in 2006, and an initial version of the tool could be ready in time to support 787 deliveries. Any modifications required to the FMS to support multiple noise abatement procedures may be explored during the development of the tool.”

14 OPSG conclusion 1.The initial climb phase of flight is defined as critical and any changes must be assessed for their safety/workload impact. 2.We must limit the complexity and number of procedures during that phase. 3.Concerning the noise abatement procedure, the pilot’s before take off briefing should be limited to those two items: a)“We will fly a Close in (or a Distant) sequence” (two different but clearly defined sequences of actions for a given aircraft type) b)“The Power reduction (and/or the acceleration) will take place at xxxx ft”. (first pilot action depending on the type of sequence) 4.Noise abatement must always come second to safety considerations. 5.Noise abatement procedures shall be limited to the initial climb phase between 800 and 3000 ft above airport level.