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Aurora State Airport, Oregon Noise Abatement Program and Violations

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Aurora State Airport, Oregon Noise Abatement Program and Violations AURORA STATE AIRPORT, OREGON NOISE ABATEMENT PROGRAM AND VIOLATIONS In response to voiced concerns by surrounding residential communities, Oregon Dept. of Aviation developed a Noise Management Procedure for the Aurora State Airport. The airport is bounded by City of Aurora on the southwest, Deer Creek Estates to the west, Prairie View Estates to the northeast, and the Charbonneau community of the City of Wilsonville one mile north of the airport. Aurora State Airport has a single runway with a north-south axis, meaning aircraft approaching from the north or taking off to the north are in alignment over Wilsonville and Charbonneau unless they opt to follow the Noise Management Procedure. Here’s how it is described on the Willamette Aviation web site: Noise Abatement Procedures Pilots flying out of Aurora State (KUAO) should be aware that the facility adopted a noise-abatement policy in 2007 in order to minimize aircraft noise over residential areas. For some time now, student pilots have been instructed to avoid overflying the towns of Aurora and Barlow, as well as the Charbonneau community, but the new policy spells out more precise departure and arrival procedures for VFR traffic. In all instances, pilots are advised to avoid flying over congested areas, which include Aurora, Charbonneau, and Barlow. Pilots also should bear in mind that the calm-wind runway at UAO is 35, and that winds are considered "calm" when less than five (5) knots. Upon arrival, pilots should fly as instructed by the control tower. Mid-field crossings in piston aircraft should be made at 2,200 feet MSL. Upon departure, pilots should fly the runway heading to 900 ft. MSL and then make a 45-deg. turns to avoid populated areas to the north and south of the field. Operating a safe and efficient air transportation system is a challenge — it's courteous and responsible pilots who make the difference by avoiding unnecessary residential overflights and by flying as quietly as safety permits. We want to do our best to maintain a "good neighbor" relationship with our nearby communities, and we ask that all pilots do their part by cooperating with these procedures and guidelines. Loren ipsom Loren ipsom Loren ipsom Loren ipsom ODA NOISE MANAGEMENT PROCEDURE ODA provided Noise Management Procedure brochure available on ODA website. The ODA Noise Management Procedure is described as follows on the ODA website: Noise abatement procedures are designed to minimize exposure of residential areas to aircraft noise, while ensuring safety of flight operations. There are communities surrounding UAO airport which are noise sensitive. We want to minimize the noise impacts on these communities. The procedures described herein are intended for noise abatement procedures and are subject to air traffic control and pilot discretion for reasons of safety. Flight Crews on IFR flight plan are recommended to file using Heading to Standard Instrument Departure (SID) example: APPROACHES STANDARD NBAA/AIRCRAFT OPERATING MANUAL NOISE ABATEMENT PROCEDURES SHOULD BE USED Inbound flight path should not require more than a 25 degree bank angle to follow noise abatement track. Observe all airspeed limitations and ATC instructions. Initial inbound altitude for noise abatement areas will be a descending path from 2,500 feet AGL or higher. Maintain minimum maneuvering airspeed with gear retracted and minimum approach flap setting. During IMC, extend landing gear at the final approach fix (FAF), or during VMC no more than 4 miles from runway threshold. Final landing flap configuration should be delayed at the pilot’s discretion; however, the pilot must achieve a stabilized approach not lower than 500 feet during VMC or 1,000 feet during IMC. The aircraft should in full landing configuration and at final approach speed by 500 feet AGL to ensure a stable approach. During landing, use minimum reverse thrust consistent with safety for runway conditions and available length. DEPARTURES STANDARD NBAA/AIRCRAFT OPERATING MANUAL NOISE ABATEMENT PROCEDURES SHOULD BE USED Climb at maximum practical rate not to exceed V2+20 KIAS (maximum pitch, attitude 20 degrees) to 1,000 feet AAE (800 ft. AAE at high-density-traffic airports) in takeoff configuration at takeoff thrust. Between 800 and 1,000 feet AAE, begin acceleration to final segment speed (VFS or VFTO) and retract flaps. Reduce to a quiet climb power setting while maintaining a rate of climb necessary to comply with IFR departure procedure, otherwise a maximum of 1,000 FPM at airspeed not to exceed 190 KIAS, until reaching 3,000 feet AAE or 1,500 feet AAE at high-density-traffic airports. If ATC requires level off prior to reaching NADP termination height, power must be reduced so as not to exceed 190 KIAS. Above 3,000 feet AAE (1,500 feet at high-density airports) resume normal climb schedule with gradual application of climb power. Ensure compliance with applicable IFR climb and airspeed requirements at all times. Runway 35: Avoid straight-out departure; turn left (270° HDG to NEWBERG2) or turn right (060° HDG to GLARA2) If straight-out departure are unavoidable then depart 340° HDG, direct Interstate 5. Runway 17: Avoid turns that will fly-over City of Aurora; turn left or right three (3) mile from end of runway TOTAL OPERATIONS AT AURORA STATE AIRPORT Thanks to the operation of an air traffic control tower (ATC) at Aurora Airport, we now have access to the FAA’s Air Traffic Data System (ATADS) database, which documents all flights handled by the ATC and allows assessment of Total Operations at the airport (excluding flights that occur when the ATC is not staffed). Total Operations are all take offs and landings from an airport (including Instrument and Visual Flight Rules operations) but exclude overflights (no landing or take off). Total Operations are made up of two types, Local Operations (operations within the traffic pattern airspace—i.e. take off and land at the same airport) and Itinerant Operations (those arriving from another airport or departing the traffic pattern airspace to another airport). The ATADs data for Aurora State Airport shows by month Local, Itinerant and Total Operations occurring at the airport (excluding operations that occur with the ATC is not staffed). Because this Noise Management Procedure is voluntary, and because there continued to be significant repeat offenders after it was put in place by ODA, a resident of Charbonneau began documenting violations which resulted in overflights or residential areas and/or significant noise violations using Flight Aware software which documents the flight paths of aircraft flying into and out of Aurora State Airport. The majority of violations are itinerant operations on flights from the local air space to another airport, and the majority are also turbo-craft or jet aircraft, which make the most noise. This documentation of Noise Management Procedure violations has become particularly valuable because the incidence is neither small nor infrequent. Further, flight path violations of the Noise Abatement Procedures result in overflights of neighborhoods that result no just in noise pollution, but related exhaust pollution. It should be noted that an air traffic control tower was constructed at Aurora Airport in 2015, without conducting an environmental assessment or environmental impact study of either previous environment pollutions and how they would be disturbed, nor of the likely increase in noise and environmental pollutions from increased operations due to the presence of an air traffic control tower. The collection of flight data using the Flight Aware software has made possible the assembly of a data set that correlates flights registered in Flight Aware with Total Operations – they will never be the same because as many as 10% of operators don’t register their flight path and thus don’t appear in Flight Aware, but would appear in FAA ATACS data. For the nine months from June 2020 through March 2021, violations of the Aurora Airport Noise Abatement Procedures have been captured using Flight Aware software, and they document a constant and sizeable level of weekly and monthly violations, as follows: AURORA STATE AIRPORT – NOISE ABATEMENT PROCEDURES: violations vs. Total Operations Noise Week Total Violation Abatement ending Operations Rate Violations 6/6/2020 685 88 12.8% 6/13/2020 407 71 17.4% 6/20/2020 691 90 13.0% 6/27/2020 784 91 11.6% 7/4/2020 653 105 16.1% 7/11/2020 591 93 15.7% 7/18/2020 864 86 10.0% 7/25/2020 885 89 10.1% 8/1/2020 815 97 11.9% 8/8/2020 702 134 19.1% 8/15/2020 633 77 12.2% 8/22/2020 767 112 14.6% 8/29/2020 724 123 17.0% 9/5/2020 825 49 5.9% 9/12/2020 310 35 11.3% 9/19/2020 87 45 51.7% 9/26/2020 610 134 22.0% 10/3/2020 842 88 10.5% 10/10/2020 675 112 16.6% 10/17/2020 644 88 13.7% 10/24/2020 1035 111 10.7% 10/31/2020 1162 85 7.3% 11/7/2020 448 78 17.4% 11/14/2020 415 85 20.5% 11/21/2020 334 65 19.5% 11/28/2020 232 56 24.1% 12/5/2020 668 89 13.3% 12/12/2020 422 54 12.8% 12/19/2020 277 61 22.0% 12/26/2020 240 46 19.2% 1/2/2021 427 48 11.2% 1/9/2021 391 59 15.1% 1/16/2021 421 62 14.7% 1/23/2021 729 81 11.1% 1/30/2021 268 64 23.9% 2/6/2021 365 69 18.9% 2/13/2021 365 69 18.9% 2/20/2021 191 35 18.3% 2/27/2021 450 77 17.1% 3/6/2021 702 93 13.2% 22736 3194 14.0% Data collected using Flight Aware software.
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