FREQUENTLY ASKED QUESTIONS
WHAT TYPE OF AIRPORT IS MORRISTOWN MUNICIPAL AIRPORT (MMU)?
MMU is a General Aviation Reliever Airport. The term General Aviation refers to all civil
aircraft that are not classified as air carrier, commuter, or military. This category includes
everything from a small single-engine propeller-driven aircraft to large corporate jets. A
Reliever Airport like Morristown pulls private aircraft away from the air carrier airports such as
Newark, LaGuardia, and JFK in order to reduce air traffic delays and enhance safety. A
commercial service or air carrier airport is an airport that provides regularly scheduled passenger
and freight service. Morristown Municipal Airport does not have, nor will it seek, regularly
scheduled air carrier or freight service.
WHY ARE PLANES ALLOWED TO TAKE OFF AND LAND LATE AT NIGHT?
MMU is a public use airport and as such is obligated by the Federal Aviation Administration
(FAA) to be open 24 hours and available to all aircraft.
WHY DO I NOTICE INCREASES AND DECREASES IN THE NUMBER OF
AIRPLANES THAT FLY OVER MY HOUSE?
Over the past few years, MMU’s operation count has remained consistent. Fluctuations in air
traffic activity because MMU has four runways pointing in different directions. Aircraft will use
whichever runway allows for the safest takeoff or landing. Aircraft generally take off and land
into the wind, and smaller aircraft are more sensitive to wind conditions. Therefore, depending
upon wind direction and velocity on any given day, residents may see few planes overhead while
on other days they may see quite a few. The airport has two instrument approaches which are
used in inclement weather. The active runway for MMU is dictated by the direction of the wind,
as well as the active runways at other airports in the area, Newark in particular. Pilots flying into
MMU will not be allowed to use an approach that would conflict with those being used at nearby
airports. While noise abatement is an important consideration, safety and separation are the air
traffic controllers’ foremost priorities.
CAN THE AIRPORT CHANGE FLIGHT PATTERNS?
The FAA-published departure procedure has remained unchanged for many years. The
published departure route is for aircraft flying under Instrument Flight Rules (IFR). MMU’s
Control tower is basically a Visual Flight Rules (VFR) tower with a secondary radar feed from
Newark Airport. MMU is situated in a valley, which limits the radar coverage. Therefore,
aircraft departing IFR are instructed to contact New York Terminal Radar Approach Control
(TRACON) – the main control center for the NY Metro area – immediately after departure.
This is a challenging task, as aircraft are given instructions that may vary from the published
procedures in order to provide for safe aircraft sequencing and separation. MMU does not have
the authority to change the FAA procedures or instructions given by NY TRACON.
Three instrument approaches exist: the Instrument Landing System (ILS) for Runway 23, the
Global Satellite Positioning System (GPS) and RNAV to Runway 5. Each is crucial in that they
are the only means pilots have to land safely during inclement weather. TRACON sets up the
aircraft on approach to MMU, notifies MMU Tower of the approaching aircraft, and then hands
off the aircraft to MMU Tower for separation with other aircraft in MMU’s airspace. As of April
2003, the GPS approach to Runway 5 was instituted, which allows those properly-equipped
aircraft to fly a more typical straight-in approach to the airport. This new technology is proving
to be a considerable improvement by reducing pilot and air traffic controller workload,
enhancing safety, and reducing noise for the surrounding communities to the south of the
airfield.
WHY DO THEY HAVE PUBLISHED DEPARTURE ROUTES IF THEY DON’T
ALWAYS USE THEM?
Published departure routes are crucial in several situations. As mentioned earlier, the radar
coverage for MMU is limited. If NY TRACON does not immediately pick up the aircraft on
radar, or if the controller is temporarily too busy to communicate with the departing aircraft, the
controller and pilots adhere to pre-determined instructions. The published procedures will also
be used if the pilot loses communication or if there is a temporary radar system outage.
WHY DO THE JETS SEEM TO BE GETTING BIGGER AND LOUDER?
The sizes of corporate aircraft have changed little in the last 15 years. Fortunately, they have
become safer and quieter. The newer business jets are the most technologically advanced and
quietest aircraft in service. It is the somewhat smaller and older jet aircraft that are often the
noisiest. In December of 1999 the FAA completed a phase-out of the majority of the older and
louder jet aircraft that weigh more than 75,000 lbs.–these are mostly commercial aircraft. No
such phase-out, however, was mandated for aircraft weighing less than 75,000 lbs, those among
which are smaller corporate jets that serve general aviation airports such as MMU.
HOW DOES THE WEATHER AND SEASON AFFECT AIRCRAFT NOSIE?
Individuals will notice an increase in aircraft noise during warmer months when windows are
usually open and people spend more time outside. During hot and muggy summer days an
aircraft’s climbing performance decreases; aircraft therefore remain lower longer and more
power is required for climb-out. More noise is also experienced during the warmer months,
largely due to the moisture content in the air. On a bad-weather day, a low cloud ceiling will
insulate noise, and this may be especially apparent with helicopter operations.
AREN’T THERE REGULATIONS ON HOW LOW AIRCRAFT CAN BE?
There are three phases of aircraft operation: departure, landing and en route flight. When
aircraft – be they fixed-wing or helicopters – are taking off or landing, there are no minimum
altitude requirements. When en route, fixed-wing aircraft must maintain 1000' mean sea level
(MSL) over congested areas and 500' MSL over other areas. Helicopters, however, have no
minimum altitude requirements. Because of their maneuverability, helicopters can also get a
Special Visual Flight Rule (SVFR) clearance that allows them to fly below the basic VFR
weather minimums. This is especially important during medivac (medical helicopter transport)
operations.
WHY DIDN’T MY REALTOR TELL ME ABOUT THE AIRPORT WHEN I BOUGHT
MY HOUSE?
New Jersey State law requires that real estate agents inform potential buyers if the residence is
within the Airport Safety Zone. There are only a handful of residences this close to the airport.
Morristown’s Noise Abatement Officer has been meeting with local Realtors so that they can
relay the proper information to their clients. Ultimately it is the responsibility of the buyer to
research the area and satisfy his/her concerns before purchasing a home. The Noise Abatement
Officer is willing to meet with prospective buyers to provide information about the airport and
answer any questions related to aircraft traffic. For information, call (973) 538-3366, ext.186.
WHAT BENEFIT DOES MMU BRING TO MORRIS COUNTY?
MMU is used by corporate jets and helicopters as an alternative to Newark International Airport.
It is essential to North Jersey’s daily commerce, connecting residents and businesses to state,
regional and worldwide markets. Morristown Municipal Airport’s tenants and visitors provide
and estimated $187 million total output/spending to the community. In addition, MMU serves
the needs of individual aircraft owners and pilots who also conduct business throughout the
Northeast. The Airport plays an important role in attracting and sustaining economic growth and
development in the area. Many companies consider the adequacy and efficiency of aviation
facilities when they are establishing or expanding their business operations. Several large
pharmaceutical, technology, and communications corporations in the area have aircraft hangared
at the Airport.
Morristown Airport serves as a valuable site for the medical community as well. Many hospitals
use MMU to transport patients, medical supplies, and vital human organs to various locations
around the country. Corporate tenants aid the medical community by occasionally operating
flights for the Corporate Angel Network, a program designed to transport cancer patients free of
charge, and for Air LifeLine, an organization that flies patients who can’t afford the cost of travel
to medical facilities for treatments. The State Police and Aeromedical Evacuation Transport
helicopters (Medivac) also frequently use MMU as a fueling station near St. Barnabas in
Livingston, a national burn center, and Morristown Memorial Hospital, a Level II Trauma
Center.
WHAT IS MMU DOING ABOUT NOISE?
The following is a list of MMU’s proactive noise abatement program’s recent accomplishments:
•
The Route 80 Visual Approach With the help of residents, and the FAA we have been able
to adopt a published visual approach for Runway 23. This approach guides aircraft away
from residential areas by using three major roadways: Route 287, Route 80, and Route 46.
Limitations are that it can only be used during the daytime; it requires cloud ceilings of
3,500 feet or better and at least 5 miles visibility.
•
Increased pattern altitude for helicopters to 1000' MSL
•
Implemented voluntary helicopter procedures:
Helicopter Departures:
Departing A/E or Runway 5 - When able fly heading 050 until reaching 1,000
MSL before proceeding on course
Departing B/C or Runway 31 - When able climb to 1,000 MSL within
boundary before proceeding on course
airport
Helicopter Arrivals:
A/E, Rwy 5, C/B, or Rwy 31 - When able maintain at or above 1,000 MSL before
descending over the airport
Helicopters arriving/departing MMU east or westbound should fly overhead either
Route 24 or Route 10 avoiding densely populated residential areas when possible.
If the Columbia Road Route must be flown, avoiding the area south of Columbia
Road and flying as high as possible will aid in alleviating noise.
•
Weekend VFR Fixed Wing Alternate Traffic Pattern In an effort to equally distribute
aircraft traffic pattern work on the weekends over the surrounding communities, VFR
aircraft will fly the right or left traffic pattern designated by Air Traffic Control (ATC). The
VFR aircraft traffic pattern will be alternated between the hours of 0830 local and 2200
local. If the weekend pattern work over an area has been excessive and you do not believe
the aircraft have been alternated, please call our Operations Department and they will
request a pattern change. Some weekends this may not be possible due to weather
conditions, controller workload, or other safety concerns. The traffic patterns are always
established at the discretion of the on-duty Controller In Charge (CIC)
•
Requested an FAA Airspace review of the Runway 23 departure route and any
recommendations for alternate routes that will have the least impact on residential areas
•
Presentations to local realtors familiarizing them with MMU
•
Meetings with local legislators to discuss community aircraft noise concerns
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•
Placing signage at the approach to each runway that includes the noise abatement
procedures
HOW CAN I MAKE A NOISE COMPLAINT?
There are three ways that you can make a noise complaint:
1) Call the Noise Abatement Hotline at (973) 538-3366 x122. If an Operations Coordinator is
not available to speak with you please leave a message containing the following
information:
•
•
•
•
Name, address, phone number
Time of day of disturbance
Type of aircraft (jet, propeller, helicopter)
Additional description (too low/loud)
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2) Send an e-mail to Noise@mmuair.com that includes the above information
3) Fill out the online Noise Complaint Form
Remember, the more complete information we receive, the better able we are to investigate your
complaint.
WHAT HAPPENS WHEN I PLACE A NOISE COMPLAINT? WHAT DOES THE
AIRPORT DO WITH THAT INFORMATION?
We research all complaints. When we receive multiple complaints from one operation we will
notify the operator and inform them of the complaint and review with them our Noise Abatement
procedures. We log all complaints and use the information to identify areas in the noise program
where modifications may be needed. The data is also valuable during meetings with the FAA
and local communities.
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