Noise Abatement | Winnipeg James Armstrong Richardson International Airport

Regulations Governing Aircraft Noise

The Federal Minister of Transport is responsible for setting aircraft noise regulations in Canada. The Minister derives this authority from the distribution of powers defined in Canada’s Constitution.

The Minister has exercised this authority by setting noise certification requirements for jet aircraft in consultation with the international community, and adopting noise abatement procedures for each airport published as regulations under the Canada Aeronautics Act. The noise abatement procedures currently in place at the Airport have grown out of consultation with the community through the Advisory Committee on the Environment, airlines, municipalities, Transport Canada and the Airport. Noise abatement procedures are aircraft operating requirements specifically designed to reduce noise impacts on communities and neighbourhoods surrounding airports.

Quieter Aircraft

Since jet aircraft first arrived at Winnipeg James Armstrong Richardson International Airport in the 1950s, noise levels have decreased substantially as aircraft engine technology has advanced. Part of the reduction in noise levels can be attributed to aircraft certification requirements. Because of the global nature of aviation, the noise requirements for aircraft are set by the International Civil Aviation Organization (ICAO) and adopted by member countries. ICAO is guided by the strategic objective to minimize the adverse effect of global civil aviation on the environment.

In 1990, ICAO passed a resolution recommending that all member countries establish aircraft noise guidelines requiring noisier Chapter 2 jet aircraft be replaced or upgraded to meet new quieter Chapter 3 standards.

In response to the ICAO resolution, air carriers committed to a program that gradually upgraded or replaced older Chapter 2 jets (noisier) with new Chapter 3 aircraft (quieter by 10 decibels). Upgrading Chapter 2 aircraft involves installing hush kits or replacing the engine with a quieter model. Upgrading Chapter 2 aircraft rather than replacement with Chapter 3 aircraft was provided as an option because of the dramatic difference in cost - hush kits cost a few million dollars where a new aircraft costs tens of millions of dollars.

Transport Canada adopted regulations requiring air carriers to upgrade their fleets to meet the international standard. By April 1, 2002, all jet aircraft over 34,000 kg must meet or exceed Chapter 3 standards in order to operate at Canadian airports. Only military aircraft are exempt. However, as old military aircraft are phased out, new aircraft engineering has lead to increasingly quieter military aircraft.

Noise Abatement Procedures

Noise abatement procedures (NAPs) are in-flight operations designed to minimize noise disturbances to residential areas along flight paths, as well as areas close to the Airport.

Noise Abatement Procedures are published in the Canada Air Pilot, a document describing flight and other aircraft operating procedures for each airport in Canada. The noise abatement procedures outlined in the Canada Air Pilot are adopted into regulation by the Canada Aeronautics Act.

The noise abatement procedures described in the Canada Air Pilot apply primarily to jet aircraft and specify departure and arrival altitude, flight paths, preferential runway use, nighttime operating restrictions, and other restrictions designed to reduce noise disturbance to surrounding neighbourhoods. The procedures in the Canada Air Pilot are a result of consultation between the Airport, NavCanada, Transport Canada, the airlines and the local community.

The noise abatement procedures in place for Winnipeg James Armstrong Richardson International Airport are consistent with those for other international airports across the country, but are specific to the pattern of land use around the Airport, the runway layout and the wind conditions which influence safe aircraft arrivals and departures.

Altitude and Flight Paths

Altitude restrictions vary for different aircraft and are designed for both safety and noise abatement considerations. In general, departure procedures require jet aircraft to achieve an altitude over 3200 feet above ground level prior to initiating a turn. Landing procedures for jet aircraft stipulate minimum height distances along the runway approach and require pilots to operate the aircraft "to give the best possible performance with respect to noise abatement (flap and gear selection, power settings)" (Canada Air Pilot).

Flight paths leading to Winnipeg James Armstrong Richardson International Airport have evolved as new navigation technologies and better aircraft performance have allowed for greater flight path definition.

Preferential Runway Use

Preferential Runway Use is designated in the Canada Air Pilot. Consistent with safe operation, air traffic controllers will assign runways to divert as many departures and arrivals as possible from flying over noise sensitive residential areas. Strong tail or cross winds, and/or icy runways will dictate which runways can be used for arrivals and departures, but calm wind conditions allow for the selection of runway based on noise abatement considerations.

For arrivals, the first preference is to bring aircraft in from the north and northwest over agricultural areas, followed by arrivals from the south over the Assiniboine Forest. The least preferred approach is to direct arrivals over residential areas to the southeast.

For departures, the preferred order is to:

First, depart north over primarily agricultural or industrial areas, followed by departures to the northwest over agricultural areas;
Second, depart to the south over the Assiniboine Forest; and
Third, depart over residential areas to the southeast.

Air traffic control will select the arrival/departure runways in consideration of the fact that departures are generally louder than arrivals.

Preferential Runway Use is not in effect during major construction programs such as the 2001 Runway 13/31 Rehabilitation Project, the 2003 18/36 Runway Rehabilitation Project and the 2011 Runway Rehabilitation Project.

Night-time Operating Restrictions

A series of night specific restrictions, referred to as Quiet Mode Operations, have been implemented through the Canada Air Pilot in an effort to minimize noise disturbances.

Night-time restrictions cover a number of aircraft operations including:

a) Runway Use - Preferential Runway Use between 11 PM and 7 AM. Consistent with safe operating procedures, air traffic controllers will attempt to divert as many nighttime departures and arrivals as possible away from residential areas unless operational conditions, such as weather systems, wind direction, wind speed, For departures, the preferred order is to:

First, depart north over primarily agricultural or industrial areas, followed by departures to the northwest over agricultural areas;
Second, depart to the south over the Assiniboine Forest; and
Third, depart over residential areas to the southeast.

The use of non-preferred runways occurs most commonly in the spring and fall when predominant winds are shifting.

b) Departure Procedures - jet aircraft are not to depart south or southwest from a mid way point on the runway. This abatement procedure effectively means aircraft have achieved a higher altitude by the time they are flying over residential areas.

c) Flight Training - Prior approval is required for local flight training during the hours of 11 PM to 7 AM to ensure that only flight training activities requiring darkness occur. These flights must also comply with arrival/departure and noise abatement procedures set out in the Canada Air Pilot.

d) Maintenance Engine Run-ups - Run-ups are designed to test aircraft functionality after maintenance procedures or repairs and differ from warming up aircraft engines prior to departure. Restrictions on aircraft run-ups have been implemented to minimize disturbance levels for those living adjacent to the Airport. During the day, high power run-ups are restricted to designated areas away from residential areas. Between 11 PM and 7 AM, aircraft engine run-ups require prior Airport approval. This ensures that nighttime run-ups are those that cannot be delayed to later in the day. All nighttime run-ups are restricted to areas away from residential areas.

e) Reverse Thrust - Reverse thrust is not permitted unless required for the safety of the aircraft.

f) Powerback Operations - Aircraft are not permitted to powerback.

Attenuation Wall

WAA’s attenuation wall was designed to contain the impact of airside noise, thereby reducing noise disturbances for surrounding neighbourhoods. The wall was constructed at the end of Apron 4 between the Perimeter Aviation terminal and Western Canada Aviation Museum on the South East side of the Airport. The wall acts to decrease noise disturbances caused by idling, taxiing, and engine run-ups from aircraft.

Night-time Noise Mitigation Measures

WAA’s Airport Advisory Committee on Environment was responsible for initiating a study to assess a proposed noise mitigation measure: a west turn for jet departures north on Runway 36. The purpose of the measure was to assess the potential for a reduction in aircraft noise in the Inkster neighborhoods northeast of the Airport.

In 2004, a nighttime 5 degree turn west for jet departures on Runway 36 was implemented in the Canada Air Pilot and has since become a required night-time noise abatement procedure after 11 PM. This new measure has played a significant role in the decrease of noise complaints received by WAA.