Turbojet Operational Procedures
Since airport noise problems stem from the operation of turbojet/turbofan
aircraft primarily, the least noise generated during arrivals,
departures and ground operations will result in better airport/community
The basic land procedures currently used by the major carriers
serving Norfolk International differ little from the following
procedures. The Noise Abatement Plan does allow different procedures
for use in VFR and IFR conditions. All arrivals will be flown
at or above the glide slope or VASI following Interception. The
landing procedures are as follows:
Runway 5 Arrivals:
Maintain 2,500 feet or above until intercepting the glide slope
when intercepting the localizer course in the vicinity of Deems
Intersection. Maintain at or above 1,300 feet when intercepting
the glide slope near Ingle LOM on the River visual approaches.
All runway 5 arrivals will be established on localizer centerline
at or prior to Ingle LOM.
The VFR final landing configuration should be at 1,000 feet
maximum altitude. Those operators currently using a lower final
landing configuration altitude are encouraged to continue to
do so. Final landing configuration should be at the outer marker
Runway 23 Arrivals
Maintain 2,500 feet or above until crossing the coast line
prior to turning base leg. Base leg and the turn to final will
be conducted over water. For over the water arrivals which do
not cross the coast line prior to the final segment, VFR 23
arrivals are restricted by ATC requirements only.
Runway 32 and 14 Arrivals
Maintain 2,500 feet or above until descent is required for
landing. Final landing configuration should be at or below final
approach fix IFR.
Use of Flaps
The minimum flap setting approved for the landing weight should
be used consistent with safety.
Pilots are encouraged to use minimum reverse thrust as necessary.
The Standard noise abatement departure procedures are based on
FAA AC 91-52 (10/17/78) for the departure profile. Use of this
procedure for Runway 5 is optional beyond 5 DME.
Taxi operations in the terminal area should be at lowest thrust
To the fullest extent consistent with safety, turbojet aircraft
should receive takeoff clearance when nearing the departure end
of the runway to allow continuous movement into the takeoff.
On takeoff, thrust should not be advanced beyond that required
for taxiing until the aircraft is aligned with centerline.
Any engine checks required should be made on takeoff roll and
not while standing in position. Any operator not able to meet
this requirement will furnish to the Executive Director of the
Norfolk Airport Authority a list of aircraft unable to comply
and the specific requirements.
Aircraft being pushed back from the gates on the west side of
Concourse B will be aligned parallel to the centerline of the
ramp taxiway prior to release.
Military itinerant operations will be conducted as per ATC and
standard instrument approach procedures. Successive instrument
approaches for touch-and-go or low approach operations by military
aircraft are not allowed.