Its been a few years since I flew into DCA. Corporate aircraft have yet to be allowed back into DCA since 9-11-2001. Ironic that the type aircraft used by the terrorists have been back into DCA for a long time.That having been said, landing south at DCA has two options: 1. A visual approach following the Potomac and then turning about a mile final or 2. if weather is a factor shooting an LDA (similar to a localizer) approach to runway 15 and circling to 19 if necessary. Corporate aircraft are also frequently asked to circle over the river and land on runway 21(or 22, I forget). Now that makes life even more interesting. Corporate aircraft also are occasionally asked when shooting the 01 approach to circle to 33.

HeyThis may be slightly outdated, but good info non the less:Quote:NOISE ABATEMENT PROCEDURESNonstop Flight: Air carrier aircraft may not operate between the airport and any other airport that is more than 1250 statute miles away from Washington National Airport. Departures:From take-off climb to 1500'. At 1500' reduce power to a target setting computed for hot day conditions at maximum gross take- off weight to give approximately 500 FPM climb. (in lieu of 1500', as the point of power reduction, the DCA 2 DME fix when departing northwest or northeast or the DCA 3 DME fix when departing south may be used). Maintain reduced power until past the DCA 10 DME Arc, gradually increase power to normal climb settings. Follow the Potomac or Anacostia River routes described below unless otherwise advised by ATC.ATC clearance to "continue climb" in no way eliminates the requirement to comply with noise abatement procedures, except that the specific ATC instruction to "expedite climb" releases the pilot from further compliance with noise abatement procedures. Northwest - potomac River to abeam Georgetown Reservior or the DCA 4 DME Arc, then continue over the river or via DCA R-328 until past DCA 10 DME Arc.Northeast - Anacostia River to DCA 5 DME fix, continuing at reduced power past the DCA 10 DME Arc. South - Potomac River to the DCA 5 DME fix, continuing at reduced power past the DCA 10 DME Arc. Arrivals: Aircraft shall be vectored so as to continue their approachs over the rivers while being spaced within the traffic flow. Aircraft making IFR approaches from the northwest shall be cleared for Washington DC (Va) 19-1 River Approach (visual) when weather is 3500' and 3 miles or better. Radar vectors will be provided to the final approach course. When cleared for a River Approach, aircraft may visually follow the river to the airport or may proceed via the DCA R-328 (148 degree inbound) or via the LDA Rwy 18 approach to abeam Georgetown Reservior or the DAC 4 DME fix, then visually follow the river to the airport. A light on Memorial Bridge is installed to assist pilots in staying over the Potomac River during approaches from the northwest.Aircraft making IFR approaches from the south shall be cleared for a Washington DC 19-1 Mount Vernon Approach (visual) when weather is 3000' and 4 miles or better. When so cleared, aircraft will proceed inbound via DCA R-189 (009 degrees inbound) to abeam Oxonn (DC) LOM or DCA 5.6 DME fix, then will visually follow the river to the airport. End QuoteSource: http://www.boeing.com/commercial/noise/was...tional.html#napOther Airports: http://www.boeing.com/commercial/noise/noi...ocedures.html#UMakes flying into and out of DC in FS rather interesting.I've tried these in FS with Scenery and Autogen turned right up, and AI turned off (they break all the rules anyway). Rather nice sight seeing in FS with those settings on a clear day, or with weather turned off.

Hi Hornit,Can you confirm that a codeword is required for KDCA, and given in the clearance? Also- off topic here :) if typed on the MD-88, is one concurrently typed on the entire MD80 series? (aside from differences).Thanks,Bruce.

I think the flight distance restrictions were part of a deal made with Arlington County to keep traffic volume down (and also promote Dulles as both were owned by Congress). I worked in Crystal City for several years, and made many trips in the back on that approach. Always fun.Had one approach in a NWA DC-9 or MD-80 and I could tell as we went past Roslyn (always keep eye out for USAToday building) we were way high. I don't know how low we finally got, but got to watch the terminal zoom past. It was the last flight of the day (around 2300) and I wanted to get home! We had to fly out past Mt Vernon, and then past Dulles to get back on the approach and then try again. The second time we came in pretty low, but still were high at the threshold. I guess they weren't going to try again, and we came down HARD.I wasn't there then, but I thought about the Air Florida crash into the 14th St Bridge too in nasty winter conditions (that was on takeoff).scott s..