Rock Hill-York County Airport Bryant Field
Noise Abatement Policy April 2007

Noise Abatement Policy (570 KB)

Noise Abatement Policy—HTML
Introduction
Standard Departure Procedure
Close-In Departure Procedure
Approach and Landing Procedure VFR & IFR
Policy References 

Introduction (back to top)
Rock Hill/York County Airport (Bryant Field – UZA) is a publicly owned general aviation facility and designated reliever airport for Charlotte Douglas International Airport (CLT) located approximately four miles north of the central business district of the City of Rock Hill, South Carolina. The airport is owned and operated by the City of Rock Hill. There are approximately 100 aircraft based at the airport with traffic ranging from flight school activity to corporate jet operations. There is also a sales and maintenance facility for Pilatus and New Piper aircraft.

The airport is generally bounded by Airport Industrial Park and small pockets of residential development to the east, SC 161 to the south, residential developments to the west and small pockets of residential development to the north.

Future airport development as identified in the Airport Master Plan include further development of aircraft storage facilities, general infrastructure enhancements and extending the length of the runway from 5,500 feet to 6,700 feet.

As the airport grows physically, it will also generate increased traffic with an estimated 88,000 operations by the year 2022. This combined with future development of land in the vicinity of the airport is the reason for developing the following Noise Abatement Procedures for the Rock Hill/York County Airport (Bryant Field). In utilizing these procedures, it must be understood that SAFETY is paramount and that in the case of conflicts; the Aircraft Flight Manual takes precedence. Nothing contained in this Noise Abatement Policy shall be construed to affect the responsibilities and authority of the pilot in command for the safe operation of the aircraft.


Ground Operations
Ground operations affect the immediate area around the airport and reducing the overall noise in the surrounding neighborhoods should be considered.

Engine Runup
Aircraft engines shall be run up for testing or in preparation for flight only at the ends of the runway, in the owner service area or other areas that have the least noise impact on the surrounding neighborhood. Such activity shall not be unreasonably undertaken between 10:00 p.m. and 6:00 a.m.

Reverse Thrust
During landing, minimum reverse thrust/prop reverse shall be used consistent with safety for runway conditions and available length

Calm Wind Runway
On December 11, 2002, Runway 02 was designated as the calm wind runway. This is consistent with the current Category 1 ILS runway.

Flight Operations
Flight operations have a much wider noise signature than ground operations. Whether departing or arriving, pilots shall make every effort to FLY QUIETLY. When operating to or from the airport, remember, it’s not just an airport, it’s a neighborhood.

Arrivals
Arrivals shall use the runway indicated by the prevailing wind, Runway 02 for calm wind, or the runway dictated by IFR conditions.
Consistent with safety, arrivals shall utilize a minimum power setting and avoid low dragged-in approaches. In constant-speed propeller aircraft, do not use high rpm settings in the pattern. Prop noise from high-performance singles and twins increases drastically at high rpm settings. For jet aircraft, utilize the guidance of the NBAA NOISE ABATEMENT PROGRAM which is attached to this document and considered a part thereof. During landing rollout, minimum reverse thrust/prop reverse shall be used consistent with safety for runway conditions and available length.

Departures
Departures shall use the runway indicated by the prevailing wind, Runway 02 for calm wind, or the runway assigned by CLT ATC for a departure operating under an IFR Clearance. Preferably all departures shall be conducted from the runway end, rather than intersections, in order to obtain the highest possible altitude when leaving the airport boundary. Touch and Go Operations are considered to be compliant with this policy. Stop and Go Operations shall be conducted as closely to the runway end consistent with safety. On take off, no turns shall be made below 1500 feet MSL unless dictated by an ATC Clearance or 1100 feet MSL if remaining in closed traffic. Power reduction shall be made as soon as safe and practical. For jet aircraft, utilize the guidance of the NBAA NOISE ABATEMENT PROGRAM which is attached to this document and considered a part thereof.
In summary, make every effort to reasonably abate noise in the surrounding airport area.

Fly Quietly and Be Safe 



Standard Departure Procedure (back to top)

1. Climb at maximum practical rate at V2+20 Knots indicated airspeed (KIAS) to 1,000 feet above field level (AFL) with takeoff flap setting.
2. At 1,000 feet AFL, accelerate to final segment speed (Vfs) and retract flaps. Reduce to a quiet climb power setting while maintaining 1,000 FPM maximum climb rate and airspeed not to exceed 190 KIAS until reaching 3,000 feet AFL. If ATC requires level off prior to reaching 3,000 feet AFL, power must be reduced so as not to exceed 190 KIAS until at or above 3,000 feet AFL. (See note below)
3. At 3,000 feet AFL and above, resume normal climb schedule with gradual application of climb power.
4. Observe all airspeed limitations and ATC instructions.

1. Climb at maximum practical rate at V2+20 KIAS to 500 feet AFL with takeoff flap setting.
2. At 500 feet AFL, reduce to a quiet climb power setting while maintaining 1,000 FPM maximum climb rate and V2+20 KIAS until reaching 1,000 feet AFL.
3. At 1,000 feet AFL, accelerate to final segment speed (Vfs) and retract flaps. Maintain quiet climb power, 1,000 FPM climb rate and airspeed not to exceed 190 KIAS until reaching 3,000 feet AFL. If ATC requires level off prior to reaching 3,000 feet AFL, power must be reduced so as not to exceed 190 KIAS. (See note below)
4. At 3,000 feet AFL and above, resume normal climb schedule with gradual application of climb power.
   Observe all airspeed limitations and ATC instructions.

NOTE: It is recognized that aircraft performance will differ with aircraft type and takeoff conditions; therefore, the business aircraft operator must have the latitude to determine whether takeoff thrust should be reduced prior to, during, or after flap retraction. Also, aircraft in excess of 75,000 lbs. GTOW operating under FAR, Part 121, Part 125, or Part 135 may not be permitted to comply with this procedure. 

Approach and Landing Procedure VFR & IFR (back to top)

1. Inbound flight path should not require more than a 20 degree bank angle to follow noise abatement track.
2. Observe all airspeed limitations and ATC instructions.
3. Initial inbound altitude for noise abatement areas will be a descending path from 2,500 feet AGL or higher. Maintain minimum airspeed (1 .3Vs+20 KIAS) with gear retracted and minimum approach flap setting.
4. At the final approach fix (FAF) or not more than 4 miles from runway threshold, extend landing gear. Final landing flap configuration should be delayed at pilot’s discretion to enhance noise abatement.
5. During landing, use minimum reverse thrust consistent with safety for runway conditions and available length.

Policy References (back to top)

AOPA Guide to Airport Noise and Compatible Land Use, Part 1

NBAA Noise Abatement Policy

FAA Advisory Circular 91-53A
Noise Abatement Departure Profiles

Concord Regional Airport Noise Abatement Guidance

Palwaukee Municipal Airport Noise Abatement Guidance

Westchester County Airport Noise Abatement Guidance

Rock Hill-York County Airport Regulations and Minimum Standards

Rock Hill-York County Airport Master Plan

Rock Hill-York County Airport Memorandum of December 11, 2002

NOTE: It is recognized that aircraft performance will differ with aircraft type and takeoff conditions; therefore, the business aircraft operator must have the latitude to determine whether takeoff thrust should be reduced prior to, during, or after flap retraction.