OPS Noise Abatement

You have preferential runways and preferential routes.

Operator establishes the procedures

Safety is the number 1 priority, it matters more than noise abatement.

Procedure should be simple and safe.

For each aircraft type, Operator must establish 2 procedures;

In addition, each NADP climb profile can only have one sequence of action.

Noise Preferential Runways

Runway selected should have suitable

Noise abatement needs an approach path (glidepath guidance; VASI or ILS) Runway lighting

Noise abatement should NOT be the determining factor for the use of a runway.

If runway surface is adversely affected, (contaminated) but that is the runway you need to use for noise abatement, you don;t use it

Visibility < 1.9 km

Angle of bank is limited to 15 degrees when you are at a height of below 150 m (500') unless you have accelerating (and to ensure attainment of safe speeds) you are allowed to have a bank angle > 15 degrees.
No turns should be required when reducing power.
You need enough navigational guidance.
The Operator makes the procedure, the State clears it (approves)
The PIC will decide (in the interest of safety) whether to take in noise abatement procedure (looking at whichever is safer)

Procedures not executed below a height of 240 m (800') above aerodrome elevation
No more than two procedures for Departure ; one normal and one noise abatement
All necessary obstacle data must be made known to operator
In case of engine failure, procedure is at discretion of pilot
Minimum level of thrust for flap/slat (after power reduction) is the lesser max climb power to maintain engine inoperative net climb gradient
Procedure not to be adopted where windshear exists