Aircraft Operations

Part I — Section 7, Chapter 3
I-7-3-3
3.3 DEVELOPMENT OF PROCEDURES
A noise abatement procedure shall be developed by the operator for each aeroplane type (with advice from the
aeroplane manufacturer, as needed) and agreed to by the State of the Operator. The departure procedure to be used on a
specific departure should satisfy the noise objectives of the State of the Aerodrome.
3.4 AEROPLANE OPERATING PROCEDURES — APPROACH
3.4.1 In noise abatement approach procedures which are developed:
a) the aeroplane shall not be required to be in any configuration other than the final landing configuration at any
point after passing the outer marker or 5 NM from the threshold of the runway of intended landing, whichever is
earlier; and
b) excessive rates of descent shall not be required.
Note.— Design criteria for descent gradients are contained in PANS-OPS, Volume II, Part I, Section 4,
3.3.5, 3.7.1, 4.3.3 and 5.3.
3.4.2 When it is necessary to develop a noise abatement approach procedure based on currently available (1982)
systems and equipment, the following safety considerations shall be taken fully into account:
a) glide path or approach angles should not require an approach to be made:
1) above the ILS glide path angle;
2) above the glide path angle of the visual approach slope indicator system;
3) above the normal PAR final approach angle; and
4) above an angle of 3° except where it has been necessary to establish, for operational purposes, an ILS with a
glide path angle greater than 3°;
Note 1.— New procedures will need to be developed as and when the introduction of new systems and equipment
makes the use of significantly different approach techniques possible.
Note 2.— The pilot can accurately maintain a prescribed angle of approach only when provided with either
continuous visual or radio navigation guidance.
b) the pilot should not be required to complete a turn on to final approach at distances less than will:
1) in the case of visual operations, permit an adequate period of stabilized flight on final approach before
crossing the runway threshold; or
2) in the case of instrument approaches, permit the aircraft to be established on final approach prior to
interception of the glide path, as detailed in Section 4, Chapter 5, 5.2.4, “FAF crossing”.
3.4.3 Within the constraints necessary at some locations to maintain efficient air traffic services, noise abatement
descent and approach procedures utilizing continuous descent and reduced power/reduced drag techniques (or a
combination of both) have proved to be both effective and operationally acceptable. The objective of such procedures is
to achieve uninterrupted descents at reduced power and with reduced drag, by delaying the extension of wing flaps and
23/11/06