Vaasa Airport

AIRPORT CONTACT

No changes reported by the airport in 2009
Verify information below with the airport.

NOISE ABATEMENT PROCEDURES

In order to reduce aircraft noise impact on residential areas in the vicinity of Vaasa airport, the following procedures will be applied: Flying below the altitude of 600 M (2000 ft) MSL over Vaasa city area must be avoided, unless lower altitude is necessary for take-off or landing. See AIP Finland, ENR 1.5 paragraph 4 Noise Abatement Procedures 4.1 The published SID and STAR routes are also the minimum noise routings. 4.2 After take-off aircraft shall climb as rapidly as practicable to at least 2000 ft. 4.3 The final stage of an instrument or visual approach shall not be preformed below the glide path ILS or PAPI. When ILS GP or PAPI is not available, the approach should be carried out maintaining at least 3 degree glide path. 4.4 Continuous descent approach (CDA) is a noise abatement technique for arriving aircraft in which the rate of descent is adjusted by pilots to achieve a continuous descent profile before interception of the ILS glide path, the objective being to minimize the length of level flight segments while as far as possible using reduced engine power. 4.5 According to the Decision of Finavia flying below 2000 ft MSL above the city of Helsinki shall be avoided. For coordinates of Helsinki Noise Abatement Area, see AIP Finland, EFH AD2.17. Note: Irrespective of the recommendation above, the aircraft shall follow flying altitudes specified for departure and arrival routes located within the noise abatement area.

CONTINUOUS DESCENT ARRIVAL (CDA)

4.4 Continuous descent approach (CDA) is a noise abatement technique for arriving aircraft in which the rate of descent is adjusted by pilots to achieve a continuous descent profile before interception of the ILS glide path, the objective being to minimize the length of level flight segments while as far as possible using reduced engine power.

AIRPORT CURFEWS - NONE

PREFERENTIAL RUNWAYS

Landings - Runway 34 Take-off - Runway 15 The preferential runway system applies to all jet aircraft and it is used when ever possible without risk for flight safety. Military and training flights are excluded from the preferential runway system.

OPERATING QUOTA - NONE

ENGINE RUN-UP RESTRICTIONS - NONE

APU OPERATING RESTRICTIONS - NONE

NOISE BUDGET RESTRICTIONS - NONE

NOISE SURCHARGE - NONE

NOISE MITIGATION/LAND USE PLANNING PROGRAM INFORMATION

Type of Program	Date Implemented	Status
Sound Insulation (Residences and Public Buildings)	-	-
Purchase Assurance for Homeowners Located Within the Airport Noise Contours	-	-
Avigation Easements	-	-
Zoning Laws	-	-
Real Estate/Property Disclosure Laws	-	-
Acquire Land for Noise Compatibility to date	-	-
Population within each noise contour level relative to aircraft operations	-	-
Airport Noise Contour Overlay Maps	-	-
Total Cost of Noise Mitigation Programs to Date	-	-
Source of Noise Mitigation Program Funding for Aircraft Noise	-	-

NOISE MONITORING SYSTEM - NONE

FLIGHT TRACK MONITORING SYSTEM - NONE

NOISE LEVEL LIMITS - NONE

CHAPTER 2 RESTRICTIONS

Chapter 2 airplanes >75,000 lbs are banned from operating at airports in EU Member States as of April 1, 2002.

CHAPTER 2 PHASEOUT

From April 1, 2002 all civil subsonic jet aeroplanes >75,000 lbs operating at airports in EU Member States must comply with the standards specified in Part II, Chapter 3, Volume 1 of Annex 16 in accordance with EU Council Directive 92/14/EEC.

CHAPTER 3 RESTRICTIONS - NONE