How much noise do we make?

[mshac]

Honestly I believe you could fly almost any GA piston out of there without causing a stink. I've operated out of airports that had microphones at the end of each runway, and automatic letters were generated to noise violators, but it was never the piston airplanes getting the letters. Ask me how I know...

[patrolpilot]

I agree with mshac; the Skymaster is a good neighbor. In that the dBA value was recorded at Max Continuous vs. Max Power, it is essential to make the power reduction as soon as close-in obstacles are cleared, and single-engine flight ensured.

Like mshac, I spent 34 years flying some very noise-sensitive airports with auto reporting monitors, airplanes from the Lear 25B through the Boeing 737-800. The profile I outlined above covers just about any aircraft.

The BVY Abatement Procedure is very reasonable and fits well with how I fly my Skymaster:
"Retract the landing gear as soon as a landing straight ahead on the runway can longer be accomplished. If practical, maintain best angle-of-climb airspeed until reaching 50 feet or an altitude that provides clearance from terrain or obstacles. Then accelerate to best rate-of-climb airspeed. If consistent with safety, make the first power reduction at 500 feet."

I like your thoroughness, GAdams, looking at the AFD for starters. Not many seem to do that. When I see the "Noise sensitive" comment, I google the airport ID and "noise compliance procedures." Outside of the quiet hours, which I would not operate, here is how I would leave this morning.

Using this morning's weather, I would plan a takeoff weight not to exceed 4500 pounds ('77G), which would allow my single-engine performance to meet the TERPs DER climb performance of 200'/nm. Not required by Part 91, but I have flown too long, and with the airplane's excellent performance range, no need to smack the ground now.

I would make my standard takeoff, RWY 16, this morning. I let the airplane fly when it's ready and while in ground effect, accelerate to be at 80 knots at 50'. With an engine failure before this point, I would close the throttles and land while I manipulated the flaps to aid that landing (Accelerate-Stop Distance this morning is 3715'. Takeoff Distance to '50 is 1740' and landing 1670', a total of 3410'). At 80 knots, I'm flying, and I mark this point by bringing the flaps up. With that, the airspeed is near 90 knots, and the gear comes up. When it "clunks" closed, I would make the power reduction and maintain 90 knots at BVY's request up to 1100' MSL.

[n86121]

Years ago I did the calculations, and the blade tip speeds are near supersonic.

Bring the RPM back a hair after takeoff and you will hear that 'gnrrrrr;' dropoff instantly.

Also, the rear prop 'chops' the rear exhaust. On my T337 that's a large exhaust pipe.

But never an issue.