Phoenix Sky Harbor International Airport  Large Turbojet Aircraft

 

These are the civil and military aircraft in this category operating at the Phoenix Sky Harbor International Airport:

Military Aircraft

The Boeing KC-135B, equivalent to a civil Stage2 compliant aircraft, was flown by the Arizona Air National Guard prior to April of 2005, when the 161st Operation Group (Arizona Air National Guard) completed the conversion of the tanker fleet to the KC-135R version that has CFM56 Stage3 compliant engines.

Stage 2 Aircraft - Hush kitted to satisfy minimum Stage 3 certification criteria

DC-9-40 (Cargo) Take-off: 95.8 to 96.8 EPNdB Sideline: 99.5 to 100.5 EPNdB Approach: 99.4 EPNdB   The McDonnell Douglas DC-9 is used by Airborne Express.	B727-200 (Cargo) Take-off: 88.5 to 97.7 EPNdB Sideline: 95.7 to 99.8 EPNdB Approach: 97.2 to 100.3 EPNdB   The Boeing 727 is used by Capital Cargo, Champion Air, and FedEx.	DC-8 73F (Cargo) Take-off: 95.7 EPNdB Sideline: 92.8 EPNdB Approach: 98.3 to 98.5 EPNdB   McDonnell Douglas DC-8 is used by DHL.
As of January, 2000 Stage 2 aircraft were phased out or could no longer be used in revenue service at U.S. airports. According to U.S. transition regulations codified in 14 CFR 91.801 through 91.877, hushkit modification became an appropriate method to comply with Stage 3 aircraft noise limitation standards.  Stage 3 applied to (subsonic) civil aircraft over 75,000 pounds.

Stage 3 Aircraft

 

A300-600 (Cargo) Take-off: 88,0 to 93.1 EPNdB Sideline: 97.9 to 98.3 EPNdB Approach: 101.3 to 101.9 EPNdB   The Airbus A306 all cargo version is used by FedEx and UPS.	A310 (Cargo) Take-off: 85,7 to 92.9 EPNdB Sideline: 94,8 to 96.5 EPNdB Approach: 98.5 to 100.6 EPNdB The Airbus A310 all cargo version is used by FedEx.	A319 Take-off: 78,5 to 87.5 EPNdB Sideline: 91,4 to 94.9 EPNdB Approach: 93.7 to 94.8 EPNdB The Airbus A318 and 319 are used by US Airways, Frontier and United.	A320 Take-off: 84 to 88 EPNdB Sideline:  92.8 to 95.2 EPNdB Approach: 95.5 to 96.6 EPNdB The Airbus A320 is used by Air Canada, Air Jamaica, US Airways, JetBlue, Northwest, TED, United.	A321 Take-off: 81.8 to 89.8 EPNd Sideline: 95.2 to 97.9 EPNdB Approach: 95.1 to 96.6 EPNdB   The Airbus A321 is used by US Airways.

 

 

B 737-400 Take-off: 82.4 to 88.9 EPNdB Sideline: 89,6 to 93.2 EPNdB Approach: 97.7 to 100.2 EPNdB The Boeing 737-300 is used by Alaska, US Airways, ATA Continental, Delta, Sourthwest, United,  and Western Pacific. Alaska also uses the Boeing 737-400.	B737-500 Take-off: 80.4 to 87.7 EPNdB Sideline: 88.2 to 90.8 EPNdB Approach: 97.2 to 100.0 EPNdB The Boeing 737-500 is used by Sourthwest.	B737-700 Take-off: 80.3 to 88.6 EPNdB Sideline: 89.2 to 95.5 EPNdB Approach: 95.8 to 96.2 EPNdB   Boeing 737-700 is used by Aeromexico, Alaska, Continental, and Southwest.	B737-800 Take-off: 82.2 to 91.4 EPNdB Sideline: 91.8 to 95.5 EPNdB Approach: 96.4 to 96.8 EPNdB   The Boeing 737-800 is used by Alaska, Continental, Delta, Sun Country, and the all cargo version by Miami Air. Continental also uses the Boeing 737-900.
B757-200 Take-off: 79.4 to 91.4 EPNdB Sideline: 93.7 to 95.1 EPNdB Approach: 97.0 to 98.1 EPNdB   The Boeing 757-200 is used by American, ATA, US Airways, Continental, Delta, Northwest, and the cargo version by UPS.	B757-300 Take-off: 84.0 to 89.8 EPNdB Sideline: 93.5 to 95.2 EPNdB Approach: 95.2 to 95.4 EPNdB   The Boeing 757-300 is used by Northwest.	B767-200 Take-off: 83.7 to 92.8 EPNdB Sideline: 93.4 to 97.2 EPNdB Approach: 95.7 to 101.7 EPNdB   The Boeing 767-200 is used by Delta.	B767-300 CF-engines: Take-off: 83.1 to 92.1 EPNdB Sideline: 94.3to 97.8 EPNdB Approach: 96.5 to 101.7 EPNdB PW-engines: Take-off: 81.5 to 94.2 EPNdB Sideline: 95.3to 99.0 EPNdB Approach: 96.6 to 100.2 EPNdB   The Boeing 767-300 is used by Delta, Hawaiian, and the all cargo version by UPS.

B777-200 CF-engines: Take-off: 84.9 to 90.9 EPNdB Sideline: 95.1 to 98.7 EPNdB Approach: 98.9 to 99.0 EPNdB   GE-engines: Take-off: 86.3 to 92.0 EPNdB Sideline: 93.2 to 96.4 EPNdB Approach: 97.6 to 98.3 EPNdB   Delta and United uses the Boeing 777-200	B747-400 Take-off: 88.7 to 99.2 EPNdB Sideline: 98.0 to 99.8 EPNdB Approach: 102.4 to 107.0 EPNdB   When Lufthansa ended operating the Airbus A340 in February 2004, British Airways re-introduced the Boeing 747-400 powered by RB211-524G engines.

 

 

MD-10 (Cargo) Take-off: 100.0 to 100.1 EPNdB Sideline: 96.4 to 96.5 EPNdB Approach: 105.9 EPNdB   McDonnell Douglas MD-10 is used by FedEx.	MD-80 Series Take-off: 84.1 to 89.7 EPNdB* Sideline: 95.9 to 97.1 EPNdB* Approach: 92.9 to 93.3 EPNdB*   McDonnell Douglas MD-82 is used by American, Aeromexico, Alaska, and Midwest Express. McDonnell Douglas MD-83 is used by American, Aeromexico, and Alaska. *McDonnell Douglas MD-87 is used by Aeromexico. McDonnell Douglas MD-88 is used by Delta.	MD-90 Take-off: 77.2 to 84.2 EPNdB Sideline: 88.8 to 91.4 EPNdB Approach: 91.7 to 91.9 EPNdB   McDonnell Douglas MD-90 is used by Delta

 

 

ERJ 135 Take-off: 77.9 EPNdB Sideline: 84.4 EPNdB Approach: 92.3 EPNdB   Continental Express uses the Embraer Regional Jet 135	ERJ 145 Take-off: 77.9 to 79.4 EPNdB Sideline: 84.4 to 84.6 EPNdB Approach: 92.3 to 92.5 EPNdB   Continental Express uses the Embraer Regional Jet 135 ERJ 145	CRJ 200 Take-off: 78.7 EPNdB Sideline: 82.4 EPNdB Approach: 92.1 EPNdB   Mesa Airlines and Sky West uses the Canadair Regional Jet 200	CRJ 900 Take-off: 82.7 to 84.5 EPNdB Sideline: 82.1 to 89.4 EPNdB Approach: 92.6 EPNdB Mesa Airlines and Sky West uses the Canadair Regional Jet 900
EPNdb = Effective Perceived Noise Level.  This is a measure used for certification of large transport planes according to Federal Aviation Regulations (FAR) Part 36. The regulation requires that measurements are taken under standardized conditions, taking into account topography, meteorology, aircraft position, engine models, power, flap settings, aircraft weights and the angles to microphones on the ground.  The measurements are taken separately for the take-off phase, for over flight and for the approach phase. DNL = Day Night Level. This is a weighted averaged measure of predicted noise exposure levels around an airport based on computer modeling, where predominant flight paths and the mix of all aircraft types expected to be using the airport in the future are factored in to make the forecast. EPNdb source: FAA AC 36-1H Appendix 1.