GAC Operating Manual Supplement OMS-02 - Code7700

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSLOG OF REVISIONSRev.No.PagesRevisedDescription of RevisionDateBASIC ISSUEAug 29/07GAC-OMS-02Page i

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSLIST OF EFFECTIVE PAGESSECTION PAGE REV DATEFront Matter i 0 Aug 29/07Front Matter ii 0 Aug 29/07Front Matter iii 0 Aug 29/07Front Matter iv 0 Aug 29/07Data Page 1 0 Aug 29/07Data Page 2 0 Aug 29/07Data Page 3 0 Aug 29/07Data Page 4 0 Aug 29/07Data Page 5 0 Aug 29/07Data Page 6 0 Aug 29/07Data Page 7 0 Aug 29/07Data Page 8 0 Aug 29/07Data Page 9 1 June 25/08Data Page 10 1 June 25/08GAC-OMS-02BASIC ISSUEPage ii Aug 29/07

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSSUBJECTTABLE OF CONTENTSPAGEBACKGROUND ..............................................................................1INTRODUCTION .............................................................................1OPERATIONAL LIMITATIONS.......................................................1General ......................................................................................1Takeoff.......................................................................................2Departure Climb.........................................................................2NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE..............4General ......................................................................................4Noise Abatement Departure Procedure 1 (NADP-1) –Close In Noise Reduction ..........................................................4Noise Abatement Departure Procedure 2 (NADP-2) –Distant Noise Reduction ............................................................5ENGINE FAILURE CONSIDERATIONS.........................................7General ......................................................................................7Engine Failure During an NADP-2 Procedure...........................7STANDARD DEPARTURE PROCEDURE GUIDANCE.................7APPENDIX A – DEMONSTRATED MANEUVER MARGINS ........9BASIC ISSUEAug 29/07GAC-OMS-02Page iii

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSTakeoffNoise abatement procedures in the form of FLEX power takeoffshould not be required in adverse operating conditions includingwhen the following conditions exist:a. Contaminated runway surface conditions including snow, slush,ice, or standing water, or by mud, rubber, oil or othersubstances.b. Surface visibility is less than 1.9 km (1 NM)c. Crosswind component, including gusts, exceeds 28 km/h (15 kt)d. Tail wind component, including gusts, exceeds 9 km/h (5 kt), ande. Windshear conditions have been reported or forecast or whenthunderstorms are expected to affect the approach or departure.Note: The use of FLEX (reduced) power for takeoff is permitted withcowl anti-ice selected on for takeoff.Departure ClimbThe standard airplane operating procedures ensure that safety offlight operations is maintained while minimizing exposure to noise ofthe ground. The following requirements need to be satisfied:a. Noise abatement procedures shall not be executed below aheight of 240 m (800 ft) above aerodrome elevation;b. The noise abatement procedure specified by an Operator for anyone airplane type should be the same for all airports;c. To minimize the impact on training while maintaining someflexibility to address variations in the location of noise sensitiveareas, sufficient commonality shall exist between the departureprocedures specified by the Operator. There will be no morethan two departure procedures to be used by one Operator foran airplane type, one of which should be identified as the normaldeparture procedure, and the other as the noise abatementdeparture procedure;d. Normal departure procedures typically include general noisereduction measures which encompass one of the two examplesshown under Noise Abatement Departure Climb Guidance;GAC-OMS-02BASIC ISSUEPage 2 Aug 29/07

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSThe use of FLEX (reduced) power takeoff procedure is highlyrecommended and encouraged whenever takeoff conditions permit.Refer to the FLEX Takeoff Supplement in the AFM for more details.Additionally, the FMS TOLD (Takeoff and Landing Data) function willautomatically calculate the airplane performance when the FLEXoption is selected in the Takeoff Initialization pages.a. After takeoff from the departure airport, the initial climb speedshall not be less than V2+10 kt. As noted earlier the automaticspeed targets will produce the speed target of V2+10 kt as afactor of normal rotation rates at any weight.b. On reaching an altitude equivalent to at least 240 m (800 ft)above aerodrome level, decrease aircraft body angle/angle ofpitch while maintaining a positive rate of climb, retract flaps andaccelerate towards VZF (200 kt). Doing so will result in theautomatic speed target changing to 200 kt. Select MANual speedthen select either VNAV or FLCH on the Guidance Panel.The autothrottle will reduce power to the climb rating. Limitbank angle to 15 degrees while the flaps are retracting untilreaching a speed greater than VREF on the speed tape.Note: The use of VNAV is at the discretion of the PIC. SelectingVNAV has two benefits. The first is that when VNAV is selected,the vertical mode becomes VFLCH. The second benefit is thatuse of VNAV/VFLCH will ease compliance with published SIDaltitudes and reduce the probability of altitude excursions whenclimbing at high rates of climb.c. Maintain a positive rate of climb and accelerate to and maintaina climb speed of 200 kt until 900 m (3,000 ft) above aerodromelevel.d. On reaching 900 m (3,000 ft) above aerodrome level, deselectMANual under the Speed window on the Guidance Panel andtransition to normal en-route climb speed.GAC-OMS-02BASIC ISSUEPage 6 Aug 29/07

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSENGINE FAILURE CONSIDERATIONSGeneralAll takeoff performance in the Airplane Flight Manual assumes that anengine fails at or after V1. With this in mind, should an engine fail ator after V1, the PF should follow the AFM procedures for an enginefailure during takeoff.a. Maintain directional control.b. After a positive rate of climb is established, call for gear retraction.c. Climb at V2 to V2+10 kt until a minimum of 450 m (1,500 ft)above the departure airport elevation before commencing theEngine Failure Checklist. Should any turns be required asmandated by ATC for terrain or traffic or as mandated by theStandard Instrument Departure Procedure for terrain clearanceor airspace limitations, maintain a minimum speed of V2 toV2+10 kt while in the turn.Engine Failure During an NADP 2 ProcedureShould the engine failure occur during an NADP 2 procedure above240 m (800 ft) during or after flap retraction, accelerate to VSE andcontinue the climb using either climb power or MCT if necessary toclear obstacles to a minimum of 450 m (1,500 ft) above the departureairport elevation before commencing the Engine Failure Checklist.STANDARD DEPARTURE PROCEDURE GUIDANCEIf the operational limitations above preclude the use of either theNADP 1 or 2 procedures, the following guidance is offered. Thisprocedure was developed during the certification process for all of theapplicable models and meets noise abatement requirements at mostairports.This procedure involves initiation of flap retraction on reaching theminimum prescribed altitude. The flaps are to be retracted onschedule while maintaining a positive rate of climb. The powerreduction is to be performed with the initiation of the first flapretraction. At the prescribed altitude, complete the transition tonormal en-route climb procedures.BASIC ISSUEGAC-OMS-02Aug 29/07 Page 7

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSThe standard procedure is not to be initiated at less than 120 m (400ft) above aerodrome level. If turns are required by the StandardInstrument Departure procedure, it is recommended that flapretraction be delayed until the turns are completed and that theminimum speed of V2+10 kt be maintained during all turns.The use of FLEX (reduced) power takeoff procedure is highlyrecommended and encouraged whenever takeoff conditions permit.Refer to the FLEX Takeoff Supplement in the AFM for more details.Additionally, the FMS TOLD (Takeoff and Landing Data) function willautomatically calculate the airplane performance when the FLEXoption is selected in the Takeoff Initialization pages.a. After takeoff from the departure airport, the initial climb speedshall not be less than V2+10 kt. As noted earlier the automaticspeed targets will produce the speed target of V2+10 kt as afactor of normal rotation rates at any weight.b. On reaching an altitude equivalent to at least 120 m (400 ft)above aerodrome level, select VNAV or FLCH on the GuidancePanel while maintaining a positive rate of climb, and accelerateto 200 kt. Doing so will result in the automatic speed targetchanging to 200 kt and the autothrottle will reduce power to theclimb rating. Retract flaps on schedule. Limit bank angle to 15degrees while the flaps are retracting until reaching a speedgreater than VREF on the speed tape.Note: The use of VNAV is at the discretion of the PIC. SelectingVNAV has two benefits. The first is that when VNAV is selected,the vertical mode becomes VFLCH. The second benefit is thatuse of VNAV/VFLCH will ease compliance with published SIDaltitudes and reduce the probability of altitude excursions whenclimbing at high rates of climb.c. Maintain a positive rate of climb and accelerate to and maintain aclimb speed of 200 kt until 750 m (2,500 ft) above aerodromelevel.d. On reaching 750 m (2,500 ft) above aerodrome level, transitionto normal en-route climb speed of 250 kt as presentedautomatically.GAC-OMS-02BASIC ISSUEPage 8 Aug 29/07

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSAPPENDIX A – DEMONSTRATED MANEUVER MARGINSDuring certification, all airplanes covered by this Supplementdemonstrated maneuver margins above the stick shaker speed asrequired by JAR/CS 25.143(g) as noted in the Table A-1 below.Configuration Speed Bank Angle Power SettingTakeoff V2 30° AsymmetricTakeoff V2+10 kt 40° All Engines OperatingEn Route VSE 40° AsymmetricLanding VREF 40°Symmetric for 3°Flight Path AngleTable A-1BASIC ISSUEGAC-OMS-02Aug 29/07 Page 9

NOISE ABATEMENT DEPARTURE PROCEDURESFOR JAA / EASA OPERATORSThis page intentionally left blank.GAC-OMS-02BASIC ISSUEPage 10 Aug 29/07