This Letter establishes an informal runway use program for Syracuse Hancock International Airport which is applicable to all turbojet aircraft and reissues Syracuse Tower Letter to Airmen No. 11-03. An informal runway use program is one of the most effective noise abatement measures which can be implemented at an airport. It involves a partnership among the airport operator, the FAA, and the airport users. The 1988 FAA-approved FAR Part 150 Noise Compatibility Plan for Syracuse Hancock International Airport recommended the establishment of an informal runway use program which includes designation of a preferred runway and the implementation of a special nighttime runway usage. In combination, these procedures encourage operations over the least populated areas around the airport, particularly during the more noise-sensitive nighttime hours. The recommendations in this Letter to Airmen are based on the safety and operational criteria for runway use programs contained in FAA Order 8400.9 and are not intended to restrict a pilot's use of the full certificated capability of the aircraft nor the use of any instrument approach procedures.

 In order to insure the highest degree of safety, operational limitations have been established by the FAA for managing runway use programs. When any of the following conditions exist, runway selection will be made in accordance with the requirements in FAA Handbook 7110.65 unless otherwise requested by the pilot:

 Wind Shear Or Thunderstorms. There should be no significant wind shear or convective activity which affects the use of the selected runway(s) such as pilot reports of LLWS alerts indicating wind shear or thunderstorms on the initial departure path or final approach course (within five NM) of the selected runway.

Visibility.  The reported visibility for the landing runway is less than one (1) statute mile (RVR 5,000') 

Runway Conditions. There should be no snow, slush, ice, or standing water (other than isolated patches which do not impact braking effectiveness) on the runway to be used.

 Winds. When the runways are bare and dry, the maximum crosswind component is 20 knots and maximum tailwind component 5 knots. When the runways are not bare or not dry the maximum crosswind component is 15 knots and maximum tailwind component 3 knots. Calm wind conditions are considered in effect when the wind is 5 knots or less.

 When the operational and safety criteria described above are satisfied, Runway 10 is the preferred runway for takeoff and Runway 28 is the preferred runway for landing. Since the noise generated by takeoffs is considerably greater than that generated by landings, the noise abatement operating configuration should be determined by the takeoff runway. This in no way implies that the FAA should attempt to conduct continual "opposite direction" operations.  If traffic or operating conditions do not permit the use of opposite direction operations, then general runway use should be applied. Takeoffs on Runway 33 and arrivals on Runway 15 should be avoided, if possible.