Hi, I was curious to know if there is a database or listing of the accepted acceleration/flap retraction altitudes for the major airports in the US or even the world. I fly the leveld 767 and PMDG 747/MD11, and tend to go with climb thrust at 1500 ft agl, and accel height of 3000ft. I have heard that some international airports may allow accel at 1500 (maybe because plenty of heavy a/c with heavy loads that could use the acceleration sooner).It seems 3000ft is the commonly used height for noise abatement (especially at my home base of KPHL), but I can never seem to see this altitude restriction in any SID or general airport charts. Can anyone please advise?

That kind of data is usually in the Aerodrome Booklet for a specific airport, along with all the minima. But these days those booklets tend to get replaced with electronic flight bags. None of that is free as far as I'm aware, since it has to be updated quite often, but specific Aerodrome Booklets are usually not that expensive and you can often find old ones on sale at airport shops, so if you are simulating a few specific routes, you could just get them for the airports you fly from and to.Most airports expect you to get off the deck and maintain at least 500 FPM, because that is what the noise abatement stuff is often calibrated for, with a decreasing sound footprint as you climb out at that rate of ascent. Typically you are expected to be no lower than 1000 feet AAL over a noise monitoring station, and often a lot higher. 2,000 feet AAL is a typical general figure for the UK, that I do know, and less than 180 knots, unless otherwise directed by ATC, until you are 8 miles away is another favourite figure in the UK. Turboprops and jets above 5700kg MTWA are normally what that stuff applies to.Noise abatement stipulations depend very much on the airport though, as well as what runway is in use and indeed what time of day it is (which is another reason why low cost airlines tend to use out of the way airports, since they tend to be away from residential areas and usually have less rules and therefore less chance of getting fined for infractions). Some noise abatement stuff is merely a request, such as the airport preferring you not to use reverse thrust at night, but the actual noise abatement rules are fairly firm, for example, in the UK, airlines that bust the noise limits typically get fined at least 500 quid, plus 100 quid for every decibel over the limit and they also often get fined a departure slot at the airport where the infraction occurred. Needless to say, the pilot gets a lot of cr*p from managers if they do that sort of thing.Interestingly, that's also one of the reasons why DC-10s and MD-11 were sold off by many airlines, as their tail mounted engines could not be started up until they were at certain points on a lot of aerodromes, because the higher mounted engine's sound tended to carry further. Something to bear in mind if you like being realistic with the PMDG MD-11.Al

Very interesting notes, thanks. I find that 3000 ft seems to be the norm for flap retraction in jets, was curious about KJFK in particular, if they allow 1500 ft agl.