Noise at SMO

[FracCapt]

With the exception of a miss, or circle, it would be hard to se it off on landing in the beechjet. With the slam dunk 1 arrival followed by the boat achor gps appoach, we are pretty close to idle the whole time. We have it down now after 3 trips, but it was an eye opener the first time for us east coast boys.

One more thing....they have noise sensors very close to the approach end as well as the departure end, so on takeoff, DO NOT set max thrust prior to brake release. The way I have always done it(and never busted noise limits) is set about 80%N1, release the brakes, and at the same time slowly(2-3 seconds) go to T/O power. This has worked for me in the BE400 and the Hawker.

 

[Chocks]

I busted it once in a Westwind taking off to the east with a tight tower-assigned turn asap after takeoff. I fought it, went to arbitration and won. The city showed up with two attorneys at the arbitration.

Somebody is going to crash taking off of SMO trying not to ring the bell and SMO is going to pay a fortune in the lawsuit.

 

[FlyFlyFly]

You need to stop the whining coming from the other side of the cockpit...

that alone would cut the noise in half.

Tell him I said Hi and to start returning my calls.

 

[Senior_Citizen]

I visited SMO (as passenger) twice for a convention, first we go on our CJ2, -no problems-, the second we visited on a chartered GIV, -they limited T.O. weight-, today I revised the data (G450) about the T.O. procedure for Stage III airports, the manual has the following instructions (also true for GIV's): (cut'n paste)

PROCEDURE A (MTOW Below 60,000 lbs)
1) Utilize Min/Rated EPR and 20° flaps for all takeoffs. Align
aircraft on the runway as close to departure end as feasible.
Hold brakes and advance power levers to 1.20 EPR. Release
brakes and rapidly advance power levers (with or without
Autothrottles) to Min EPR.
2) At VR, promptly rotate aircraft to Take-Off pitch attitude (13 -
15°). Upon obtaining a positive rate of climb, Flaps 20°, retract
landing gear, and reduce power to an EPR of 1.38. Accelerate
thru VFS, (maximum 13 - 15° pitch attitude), if necessary.
3) At 3000 feet AGL, retract flaps and accelerate to normal climb
speed and EPR.

PROCEDURE B ( MTOW = 60,000 lbs to 64,000 lbs)
1) Utilize Min/Rated EPR and 20° flaps for all takeoffs. Align
aircraft on the runway as close to departure end as feasible.
Hold brakes and advance power levers to 1.20 EPR. Release
brakes and rapidly advance power levers (with or without
Autothrottles) to Min EPR.
2) Upon obtaining a positive rate of climb, retract landing gear.
Using a speed of V2 + 10, Flaps 20, cutback to an EPR of 1.4
at about 300 ft. This cutback point occurs before the end of the
runway. This procedure results in a higher altitude, and the
engines should be sufficiently spooled down before reaching
the monitor.
3) At 3000 feet AGL, retract flaps and accelerate to normal climb
speed and EPR.

 

[G100driver]

Another trick at SMO. Call the noise abatement office, tell them you are not sure if your procedure is acceptable. Perform the take off and call them after you are through 10000 feet. They will then tell you how you did. If you bust, no problem. You are working within the system and tell them you will work on it next time.

As for the fine .... F 'em. What are they going to do, boot your airplane? You can pay them when you sell it.

 

[AlabamaMan!!]

Last time I went in there to pick up some pax it was on Veteran's Day. Those douchebags took the day off, and the tower guy was cool about letting us know. I think he was letting everyone know. We made a slow climb with the flaps and gear hanging and t.o power until the shore.........never heard about it. Hope we pissed off some biatch on his back porch.

 

[400A]

You need to stop the whining coming from the other side of the cockpit...

that alone would cut the noise in half.

Tell him I said Hi and to start returning my calls.

LOL,,,, I will tell him. We were taxiing when you called.

Did you change birds?

 

[LAZYB]

Used to do this all the time when I flew for a DOD

operation in the "valley". If you felt the need, you told the noise gods you would be at a "medium weight, light weight, etc..." and maybe some other aspect of your modified "flight test" to improve community relations...

There's also a way to "cheat" the system. You can ask for a "noise check", or some similar phrase(hopefully somebody will chime in with the EXACT proper phraesology) and if you happen to bust it they won't fine you, just call it a "test" of their noise monitor system. They used to do this, and at my company management recommends that we request this, but I never do because I always come in 10db or more below the limit(and because I forget most of the time).

 

[satpak77]

Then you file with another tail number.

out of curiousity, will filing with another tail number "beat" the Mode S data feed to ATC?

I thought it was hardwired or programmed with your tail number?

 

[400A]

out of curiousity, will filing with another tail number "beat" the Mode S data feed to ATC?

I thought it was hardwired or programmed with your tail number?

It Is.

 

[501261]

out of curiousity, will filing with another tail number "beat" the Mode S data feed to ATC?

I thought it was hardwired or programmed with your tail number?

Yup, if you have a MODE S your tail number is in the system.

Back to SMO and using a false tail number; the biggest problem with that is in order to takeoff from SMO, you will end up taxiing about 5 feet from the tower and noise police office. Granted mistakes happen, but in this day and age, I certainly wouldn't try and pull a stunt like that.

Incidentally, just because you have an assigned mode S code, doesn't necessarily mean the FAA is "tracking" you. You still have to have a Mode S transponder, having a code and actually having the Mode S are 2 different things.

 

[Metro752]

If I moved to Santa Monice, and got a city job, it would be the noise police watchman, and I would never ring the bell

 

[400A]

Thanks for all the info yall.

We did good. We left yesterday and did the following.

MGTOW, Flaps 10, initial climb at V2 + 10 till the end of the runway.

Then N1 to 70% with falps 10, lowerd the nose to only climb 4-500ft-min till the shore line.

Called back and the reading was an 84db with 95db being max.

Thanks again,

400A