PIE Noise Abatement Procedures

In cooperation with the Federal Aviation Administration (FAA) the Airport has implemented noise abatement procedures to help mitigate the noise exposure of nearby residential communities. The North Bay Visual Approach, RNAV GPS (A) and the St. Pete-2 Departure (SP2) noise abatement procedures direct arriving and departing aircraft over water, avoiding residential neighborhoods, thus reducing the noise exposure to residents living near the airport. (See maps below). These noise abatement procedures were developed by the Airport but had to be approved by the FAA prior to implementation. The North Bay Visual Approach and St. Pete-2 procedures have been in use since 1996, the RNAV GPS (A) was introduced in 2005.

Per FAA mandate, the Airport’s published noise abatement procedures apply only to turbojet aircraft with a certified gross weight of 60,000 lbs. or more. The FAA grants pilots and air traffic controllers the discretion to deviate from published noise abatement procedures when safety is a concern. Factors which may affect safety include poor weather conditions and conflicting air traffic.

The North Bay Visual Approach (NBVA), depicted below, is required by the FAA for use during daylight hours (sunrise to sunset) and during visual meteorological conditions (clear weather). Nighttime use of this procedure is not authorized by the FAA due to safety concerns.

The NBVA requires aircraft to approach the Airport from the northeast toward the Oldsmar Power Plant. They continue toward the airport on a heading of 190 degrees. As the aircraft approaches the extended centerline for Runway 17L, they turn-in for their final approach and landing. Because this is a visual approach, pilots have some discretion when determining altitude, approach speed, rate of descent, etc. These factors are based primarily on aircraft performance, weather, air traffic, and safety of flight issues.

The RNAV GPS (A) approach to Runway 17L follows a similar path as the North Bay Visual Approach and can be used at night. However, it requires use of a GPS enabled navigation system on the aircraft, which only a few airlines operating at PIE have. Due to this, use of this approach is limited.

An application has been made to the FAA for a new VOR-B approach ro Runway 17L, which would be usable by all airlines at night in visual flight conditions. We expect a decision on this approach in mid-2008.

North Bay Visual Approach

(Click on the diagram above for the full-page view)

The St. Pete-2 Departure (SP2), depicted below, applies to air carrier aircraft departing to the north. Upon departure from Runway 35R, aircraft are directed to turn toward the northeast (030 degree heading) toward the Oldsmar power plant. Moments later, they are turned north on a 010 degree heading. When using the SP2 departure, the majority of the aircraft’s ascent occurs while over water minimizing the noise-exposure to the residential areas below. Use of this procedure enables aircraft to maintain a departure track over Old Tampa Bay until a higher altitude can be reached.

St. Pete-Two Departure (North)

(Click on the diagram above for the full-page view)

The St. Pete-2 Departure (SP2), depicted below, applies to air carrier aircraft departing to the south. Upon departure from Runway 17L, aircraft fly runway heading (170 degrees) until they are 3.5 miles south of the airport. At 3.5 miles south, they turn to a heading of 200 degrees or as otherwise assigned by air traffic control. Maintaining runway heading (of 170 degrees) for 3.5 miles allows the airline to gain altitude while avoiding residential areas located southwest of the airport. This is not a noise abatement procedure, however it depicts the typical departure procedure used by airlines departing to the south. The Airport is in the process of exploring alternative departure procedures which may lessen the noise impact to residential areas to the south.

St. Pete-Two Departure (South)

(Click on the diagram above for the full-page view)