Noise abatement procedures are in effect at the airport. Information regarding the Noise Abatement procedures is published on the Metropolitan Airports Commission web site at: http://www.macnoise.com/relievers/stp
NOISE ABATEMENT TAKEOFF AND APPROACH PROCEDURES
A basic noise mitigation strategy is the use of noise abatement
takeoff and landing procedures. There are a number of alternatives
within this strategy including runway selection, takeoff and landing
profiles and power settings, and approach or departure paths.
Runway selection is affected by winds, airspace procedures with
adjacent air traffic facilities, navigational aids, local tower
procedures, aircraft performance and requirements, and traffic
density. When linked with appropriate landing and takeoff profiles
and approach/departure paths, runway selection should provide
relief when compared to an unconstrained airport environment.
The following takeoff and approach procedures shall apply to the
St. Paul Downtown Airport.
3.1 When the winds are calm (less than 5 knots) the preferred
runway shall be Runway 14. However, if traffic density or air
traffic procedures dictate, Runway 32 may also be used.
3.2 In most circumstances the winds, weather or traffic density
will dictate the runway to be used. However in some circumstances
there will be an option. To have the least impact on the surrounding
community, and to provide for an orderly flow of traffic during
non-towered hours, the following priorities are recommended when
selecting a runway (during tower hours, air traffic control will
dictate the active runway):
3.2.1 Piston Engine Aircraft or Turbo Prop Aircraft:
Arrivals - 32, 31, 27, 14, 13, 9
Departures - 14, 13, 9, 32, 31, 27
3.2.2 Jet Aircraft:
Arrivals - 32
Departures - 14
3.3 Unless otherwise instructed by Air Traffic Control, aircraft
should follow the below detailed procedure while approaching to
land at STP to minimize impact on the surrounding community.
3.3.1 An airplane approaching to land on a runway served by a
visual approach slope indicator or precision approach path indicator
shall maintain an altitude at or above the glide slope until a
lower altitude is necessary for a safe landing, and, unless otherwise
instructed by Air Traffic Control all general aviation aircraft
shall use National Business Aircraft Association Noise Abatement
Approach and Landing Procedures when arriving to the airport (see
3.4 During non-tower hours, aircraft flying under VFR should
follow the below detailed procedures while approaching to land
at STP on Runway 14 or Runway 32 to minimize impact on the surrounding
3.4.1 During non-tower hours, aircraft landing on Runway 14 should
follow the preferred noise abatement arrival routes (Interstate
35E or Mississippi River) and avoid noise sensitive residential
areas (see Figure 3.2)
3.4.2 During non-tower hours, aircraft landing on Runway 32 should
follow the preferred noise abatement routes (Mississippi River/Downwind
over Highway 61) and avoid noise sensitive residential areas (see
3.5 Unless otherwise
instructed by Air Traffic Control, turbojet aircraft departing
on Runways 32 or 31 shall use the National Business Aircraft Association
Close-In Departure Procedure (see Figure 3.4).
3.6 Unless otherwise instructed by Air Traffic Control, turbojet
aircraft departing on Runways 14 or 13 shall use the National
Business Aircraft Association Standard Departure Procedure (see
Figure 3.5). Note: Birds on and in the vicinity of the airport
(particularly over River Valley).
3.7 During non-tower hours, when departing Runway 32, aircraft
shall fly runway heading for 1.7 nautical miles before turning
to a northerly or northeasterly heading to follow the preferred
noise abatement routes (Interstate 35E or Highway 5/Railroad Line).
See Figure 3.6.
3.8 During non-tower hours, when departing Runway 14, aircraft
shall follow the preferred noise abatement route (Mississippi
River) whenever possible and avoid noise sensitive residential
areas (see Figure 3.7).
4 TRAFFIC PATTERN PROCEDURES
The traffic pattern is the specified path to be flown by aircraft
operating in the vicinity of an airport. The components of a typical
traffic pattern are: upwind leg, crosswind leg, downwind leg,
base leg, and final approach (see Figure 4.1).
The following procedures shall be adhered to while operating in
the traffic pattern at the St. Paul Downtown Airport:
4.1 Consistent with recommended airport operating procedures and
minimum safe altitudes as established in Part 91 of the Federal
Air Regulations, the traffic pattern altitude shall be 1,200 feet
above ground level.
4.2 Multiple training events by jet aircraft in the traffic pattern
4.3 Extended legs in the traffic pattern are not permitted unless
required by Air Traffic Control or for operational safety.
4.4 Whenever feasible, aircraft remaining in the traffic pattern
shall use Runway 13/31.
4.5 During non-tower hours, avoid noise sensitive residential
areas and avoid repeated training operations over the same noise
5 MAINTENANCE RUNUPS
Two locations on the airport are designated for engine tests and
maintenance runups, as specified below. These locations are selected
to minimize the amount of noise projected toward adjacent residential
5.1 Between 1700 local and 2200 all engine tests and maintenance
runups in excess of 5 minutes shall be conducted in the designated
5.2 Aircraft will be parked on a heading of 270 to 320 degrees
5.3 Except in emergencies, engine tests and maintenance runups
are prohibited between 2200 local time and 0800 local time.
5.4 Run-up Areas - The runup pad adjacent to the threshold of
the active runway should be used.
6 HELICOPTER PROCEDURES
The unique design characteristics and capabilities of helicopters
allow and sometimes require operations to and from movement areas
not designated for fixed wing aircraft. In general, helicopter
operators are instructed to avoid the flow of fixed wing aircraft.
The following procedures shall apply to helicopter training.
6.1 Helicopter training in the traffic pattern area is prohibited
from 2200 local time to 0800 local time.
6.2 Air Traffic Control shall determine traffic pattern procedures
for training helicopters, keeping in mind the noise sensitive
areas surrounding the airport.
6.3 During non-tower hours, helicopters shall follow the preferred
noise abatement routes (Interstate 35E, Highway 5/Railroad Line,
and the Mississippi River) whenever possible and avoid noise sensitive
residential areas, as detailed in Figures 3.2, 3.3, 3.6 and 3.7.
7 NIGHTTIME RESTRICTIONS
The period of 2200 hours to 0700 hours is when most people are
resting and are most sensitive to noise intrusions. To help mitigate
the effect of airport operations on the surrounding community,
the following voluntary nighttime restrictions are in effect.
7.1 Operators are asked to voluntarily restrain from conducting
operations during the quiet hours, 2200 to 0700 local time.
7.1.1 If operations must occur during the quiet hours, operators
shall follow the departure and arrival procedures previously outlined
and avoid flying over noise sensitive residential areas.
7.2 No training may be conducted in the traffic pattern between
the hours of 2400 local and 0700 local. Note: Operations between
2200 and 2400 local may need to be conducted for the purposes
of meeting nighttime flight currency requirements.
7.3 Intersection takeoffs at the airport are discouraged at all
times. There may be no intersection takeoffs between the hours
of 2200 local and 0700 local.
8 COMPLAINT PROCEDURES
The Metropolitan Airports Commission maintains a noise complaint
and information line 24 hours a day, seven days a week. Residents
can call this number (612-726-9411) or the locally listed number
(651-224-2203) to file noise complaints about specific operations
at STP or to request a return call. Residents may also log complaints
using the Noise Program website: www.macnoise.com.