Draft Final Report. March 2010

APPENDIX C Sacramento Executive Airport NOISE ORDINANCE UPDATE REPORT

Draft

SACRAMENTO EXECUTIVE AIRPORT Noise Ordinance Update Report

Prepared for February 2010 Sacramento County Airport System

Draft

Sacramento Executive Airport Noise Ordinance Update Report

Prepared for February 2010 Sacramento County Airport System

2600 Capitol Avenue Suite 200 Sacramento, CA 95816 916.564.4500 www.esassoc.com

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207694 SACRAMENTO EXECUTIVE AIRPORT Noise Ordinance Update Report

Page

1. Introduction 1 1.1 History of Sacramento Executive Airport Ordinance 1 1.2 Amendment of the Sacramento Executive Airport Single-Event Noise Limit 2 1.3 Weight Limitations on Operations at Sacramento Executive Airport 3

2. Enforcement of Aircraft Noise Limit 3 2.1 Exemptions to Noise Limit 3 2.2 Using the Advisory Circulars 4 2.3 Aircraft Not Listed in the Advisory Circulars 4 2.4 Determining Compliance without Noise Measurement Data 5 2.5 Single Event Limit Compliance 5

3. Evaluation of the Aircraft Noise Limit 5 3.1 Considered Approaches 5 3.2 Selected Method of Evaluation 6 3.2.1 Noise Ordinance Alternatives 6 3.2.2 Selected Alternative 7

4. Reevaluating the Noise Measurement Metric 8 4.1 A-Weighted Decibels 8 4.1.1 Utilizing the A-Weighted Metric 8

5. Conclusions 12

Appendices A. SAC Noise Ordinance B. Airport Noise and Capacity Act C. AC 36-1H: EPNdB Aircraft (Filtered) D. AC 36-3H: dBA Aircraft (Filtered)

List of Figures 1 2007 INM 7.0a CNEL Contours – Existing No Action Contours versus 2007 + 704 MU3001 Jet Aircraft 11

List of Tables 1 Aircraft (Less than 87,000 Lbs.) Below Take-off 74 dBA and Above 84 EPNdB 9

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1.0 Introduction

Sacramento Executive Airport (SAC) has had a single-event noise limit for thirty years (since 1980). The original 80 EPNdB limit was increased by four decibels in 1994 to accommodate some of the larger, more technologically advanced aircraft that were capable of serving SAC, but could not due to the single-event limit. An analysis of the increase in the single-event limit indicated that it would have a negligible effect on the aircraft noise environment in the neighborhoods around SAC.

The current examination of the SAC noise ordinance was undertaken at the request of the Federal Aviation Administration (FAA). FAA expressed concern to the Sacramento County Airport System (SCAS) that the current Noise Ordinance may be discriminatory as the Ordinance’s base metric, EPNdB, applied to the certification of jet aircraft only. FAA requested SCAS to undertake analysis of the SAC noise ordinance to explore what alternatives might be available to replace the EPNdB-based ordinance. As a result of the FAA’s request, the review of the SAC noise ordinance was included as part of the SAC Master Plan Update scope of work.

This chapter provides an overview of the SAC single-event noise limit, discusses some of the issues related to its enforcement today, examines options for the ordinance in the future, and makes a recommendation based on the technical analysis.

1.1 History of Sacramento Executive Airport Noise Ordinance

The SAC single-event noise limit was originally one of the eight voluntary noise abatement procedures recommended in the 1979 Executive Airport Master Plan. In September 1980, the Sacramento County Board of Supervisors voted to create a formal noise ordinance that would limit the use of the airport to aircraft with Federal Aviation Administration (FAA) certificated takeoff noise levels of 80 EPNdB or less. The purpose of the ordinance was to keep the 65 community noise equivalent levels (CNEL) contour within the airport boundary or on the adjacent public property (i.e., the Bing Maloney Golf Course). In October 1980, the City of Sacramento, which owns SAC, adopted a similar noise ordinance.

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1.2 Amendment of the Sacramento Executive Airport Single- Event Noise Limit

An Executive Airport Working Group was formed in 1991 to study the financial viability of SAC and to make recommendations to the County that would improve the financial health of the airport. One of the Group’s recommendations to the Board of Supervisors in August 1992 was to increase the single event noise limit to allow larger, yet quiet, aircraft use of the airport. The Group did not recommend a new single event noise limit, but rather suggested that the noise ordinance be rewritten to allow Stage 31 aircraft to use the airport.

In 1993, Harris Miller Miller & Hanson Inc. (HMMH) was retained by Sacramento County to examine the effect of changing the single event limit on SAC’s 65 CNEL contour. Since Stage 3 aircraft can have a wide range of noise levels, the County decided to examine a change in noise level that would allow for larger, technologically advanced aircraft to use the airport, while not changing the noise levels noticeably. The County requested that HMMH examine the effect of increasing the single event noise limit from 80 to 84 EPNdB.

HMMH’s analysis of the expected change in the 65 CNEL contour revealed that although there was a slight increase in the 65 CNEL contour, it remained entirely on airport property or public lands, meeting the intent of the original noise ordinance.

The County’s Department of Environmental Review and Assessment evaluated the environmental effects of the change of the noise ordinance from 80 to 84 EPNdB and issued a Negative Declaration. Based on the technical analyses, the support from the communities surrounding SAC, and support from the airport tenants, the County decided to amend the noise ordinance to allow aircraft with FAA certificated takeoff noise levels of 84 EPNdB or less. The City of Sacramento amended its SAC noise ordinance to reflect a maximum takeoff level of 84 EPNdB as well.

A series of public meetings were held to describe the increase in the limit and the expected change in community noise exposure. Based on the overwhelming positive feedback from the communities around SAC, and the airport tenants, Sacramento County decided to move forward with the four-decibel increase and the new single-event noise level (84 EPNdB on takeoff) became effective in August 1994 (see Appendix A).

1 Stage 3 refers to one of the FAA’s four noise certification levels. Stage 1 represents the oldest and loudest aircraft types, while Stage 4 represents the most recent and quietest noise certification level. In general, a Stage 3 aircraft will be quieter than a Stage 1 or Stage 2 aircraft of the same size, weight, and number of engines. The difference between the different noise stages is more noticeable on departure than arrival.

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1.3 Weight Limitations on Operations at Sacramento Executive Airport

In addition to the noise limits, Sacramento County also has weight limits on aircraft operating at SAC. Section 11.12.200 (l.) - Landings and Takeoffs—Executive Airport of the Sacramento County Code states:

Prior permission of the director is required for landings and takeoffs of … aircraft with a maximum certificated weight of more than twenty-six thousand (26,000) pounds for aircraft with single tire main mounts; fifty thousand (50,000) pounds for aircraft with dual tired main mounts; and eighty-seven thousand (87,000) pounds for aircraft with dual tandem tire main mounts.

Although not tied to the noise limits, the SAC weight limits prevents certain aircraft from operating at the airport on a regular basis. These limits also need to be considered when assessing whether an aircraft can operate at SAC under a revised noise metric.

2.0 Enforcement of Aircraft Noise Limit

The SAC noise ordinance is based on certificated takeoff noise levels published in FAA Advisory Circulars 36-1 and 36-2, as amended. The current versions of these Advisory Circulars (ACs) are AC 36-1H and AC 36-2C, respectively. The noise ordinance allows both aircraft operators and SCAS staff to check the published noise levels to see if an aircraft’s certificated noise levels fall within the allowable noise ordinance limit. Failure to comply with the single event noise limit when operating at SAC is a misdemeanor.

Many of the aircraft operating at SAC do not have EPNdB levels listed in the ACs. If the Director of Airports suspects an aircraft may not be in compliance with the ordinance, he can request the aircraft owner or operator submit other noise level evidence to demonstrate that the aircraft complies with the Ordinance. If these data are not available or are unclear, the Director of Airports may use actual noise measurements to determine if the aircraft comply with the Ordinance. In both the case of owner/operator submitted data or noise measurements, data that is provided in the form of dBA shall be converted to EPNdB by the Director. The ordinance does not provide a means of converting dBA to EPNdB.

2.1 Exemptions to Noise Limit

The Ordinance specifically exempts certain types of aircraft operations from the requirements of the ordinance as follows:

• Aircraft operated by or for the United States of America or the state of California.

• Law enforcement, emergency, fire or rescue aircraft operated by or for any county or city of the state of California.

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• Aircraft used for emergency purposes during an emergency officially proclaimed by a competent authority pursuant to the laws of the United States, the state of California, or the city or county of Sacramento.

• Aircraft engaged in take-offs or landings while conducting test under direction of the airport director in an attempt to determine the aircraft noise level pursuant to the provisions of the Ordinance.

• Aircraft involved in a bona fide emergency which requires a landing for the preservation of life or property.

Therefore, the first step in the process of assessing compliance with the Ordinance is to determine if the aircraft in question meets any of the exemption criteria. Aircraft that are determined to be exempt based on the exemption criteria need not be assessed in terms of the single event takeoff noise limit.

2.2 Using the Advisory Circulars

The SAC single event noise limits are well known in the aviation industry. Prior to flying to SAC, most professional pilots (particularly those who fly corporate jets) are likely to assess if their aircraft complies with the single event noise limit. Some may check the ACs (or have their flight dispatch staff check the ACs) while others will call SAC staff to ascertain if their aircraft complies with the noise limit.

In an instance where SCAS staff suspects that an aircraft that has landed at SAC does not comply, SCAS staff will use the aircraft registration number to get the precise aircraft model/engine type combination to check against the ACs. Aircraft that comply are permitted to operate at SAC. Owners/operators of aircraft that do not comply should be notified in writing. The ordinance allows for a written warning prior to the issuance of a misdemeanor citation.

2.3 Aircraft Not Listed in the Advisory Circulars

As indicated above, the owner/operator of an aircraft not listed in the ACs that the Airport Director suspects does not comply with the single event noise limit must supply noise level data to the Director demonstrating that their aircraft complies with the Ordinance. Alternatively, noise measurements can be made at the owner/operators expense to determine if the aircraft is in compliance with the noise limits. Both methods of demonstrating compliance can be problematic for a variety of reasons including but not limited to:

• Lack of cooperation on the part of the aircraft owner/operator

• Lack of published noise data for certain aircraft types

• The time and expense involved in conducting noise measurements

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• Lack of sufficient aircraft operations to develop a noise measurement database

• Inability to inexpensively measure EPNdB

• Lack of a dBA to EPNdB conversion factor in the noise ordinance.

All of these factors could make it difficult to ascertain the status of a suspected non-compliant aircraft operating at SAC. Therefore, this step should only be taken when all other reasonable efforts to ascertain an aircraft’s takeoff noise level have been exhausted.

2.4 Determining Compliance Without Noise Measurement Data SCAS staff may be able to reach a reasonable determination of the likelihood that an aircraft will comply with SAC’s single event noise limit based on the aircraft’s weight and power plant as compared to other aircraft that are known to comply with the ordinance. This is particularly true for similar aircraft/engine types that are well below (i.e., 3 dB or more) the single event limit. For aircraft without a similar noise-certified aircraft comparison, such as experimental aircraft or surplus foreign military aircraft, it may be more difficult if not impossible for SCAS staff to make a comparison and reach a reasonable conclusion regarding compliance.

2.5 Single Event Limit Compliance

SCAS staff reviewed the based aircraft fleet at SAC and identified 84 aircraft types representing 274 individual aircraft that do not have EPNdB levels identified in the ACs. SCAS staff may be able to eliminate some of these aircraft from the list by performing the comparison described in Section 2.4, above. Should the Director of Airports have reasonable doubt that one or more of the remaining aircraft do not comply with the Ordinance, technical information should be requested from the aircraft operator/owner to make such a determination or noise measurements can be conducted at the owner’s expense to determine if an aircraft is in compliance.

3.0 Evaluation of the Aircraft Noise Limit

As indicated above, the enforcement of the single-event noise limit has been problematic. As a result, considered were alternative approaches to evaluating and enforcing the SAC Noise Ordinance. The most viable approaches are described below.

3.1 Considered Approaches

Status Quo. With few exceptions over the years, the SAC Noise Ordinance has been successful in eliminating from operation most of the noisiest aircraft that could otherwise use the Airport. The current system is efficient and takes minimal time on the part of SCAS staff to implement.

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Maintaining the current Ordinance noise metric might be a viable option. However, doing so means that some aircraft not included in the ACs, but that would almost certainly exceed the 84 EPNdB when measured, could be operating at SAC in violation of the Ordinance.

Use of Noise Measurements to Enforce Ordinance. Concurrence with the Ordinance is accomplished by referencing the ACs and determining compliance or violation of the single event limit (84 EPNdB). This alternative proposes that EPNdB noise levels be determined for aircraft not included in the AC but which are operating and anticipated to operate at SAC. Consideration was given to requiring the noise measurements be conducted at the expense of the operator, should the Airport Director suspect that an aircraft does not comply with the ordinance. The measurements would be performed by the operator with results provided to SCAS for review. Alternatively, SCAS could consider conducting the aircraft noise measurements and using the results to assess compliance. While this approach would offer more statistically accurate assessments of when a violation of the ordinance occurred, the time and cost required for this process is a major drawback.

Reevaluate the Ordinance During the Master Plan Update. Evaluation of the Noise Ordinance during the Master Plan update process enables SCAS to assess potential changes to the current EPNdB limit in conjunction with other planned or forecast changes to SAC (i.e., operations and fleet mix). Reevaluating the Ordinance during the update process also gives SCAS the opportunity to present any proposed changes to the communities around SAC for their feedback.

3.2 Selected Method of Evaluation

Ultimately, the decision was made to reevaluate the Noise Ordinance during the Master Plan update process. It was determined that the Master Plan update provided the appropriate forum and setting for reevaluating the single event noise limit as a change to the Ordinance. The update process also provides SCAS with the opportunity to publicly discuss Ordinance alternatives. In total, three alternatives were evaluated for the Noise Ordinance during the Master Plan update process. These are described in the paragraphs below.

3.2.1 Noise Ordinance Alternatives No Action. As described above, the SAC single-event noise limit has been highly successful at preventing noisier aircraft from operating at the Airport. To the extent that the Noise Ordinance could remain effective in preventing non-complying aircraft from operating at SAC without limiting the overall effectiveness of the Airport the retention of the Noise Ordinance in its current form is considered a viable option under this alternative. As mentioned previously , however, not revising the current Ordinance would also mean that aircraft currently operating at SAC without a recorded single-event measurement in an EPNdB metric may be operating in non-compliance or that efforts to restrict aircraft that do exceed 84 EPNdB could be determined to be discriminatory, and jeopardize the continued existence and effectiveness of the ordinance.

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No Ordinance. Since the adoption of SAC’s single-event noise limit in 1980, aircraft (particularly corporate jets) have become significantly quieter. Furthermore, the FAA also pointed out that the Noise Ordinance, in its current form, could be perceived as discriminatory towards corporate jet operators, because AC 36-1H (EPNdB) only focuses on aircraft of this type. Elimination of the ordinance would remove any potential for discrimination towards corporate jet operators but it would leave no means for SCAS to effectively control aircraft noise exposure into the community.

Change Noise Measurement Metrics. Initial consultations by SCAS staff with FAA resulted in FAA’s willingness to assist in converting the EPNdB limit to a dBA limit. If pursued, the Ordinance would need to be changed to reflect the corresponding dBA limit.

The benefit of this approach as recommended is that using an equivalent dBA level approved by the FAA will make it easier for SCAS to identify noncompliant aircraft without making the Ordinance more restrictive and thus avoid the need to conduct a review under FAR Part 161. There are other procedural considerations that will need to be addressed including the need to revise the Ordinance and potential environmental processing that may be required by Sacramento County’s Department of Environmental Review and Assessment as a part of the Ordinance revision.

3.2.2 Selected Alternative After consulting with the FAA SCAS determined the most appropriate alternative to pursue is to change the noise metrics used to measure the single event noise levels of aircraft operating at SAC. It was determined that while the Noise Ordinance in its current form is successful at minimizing the community’s exposure to single event noise levels in excess of 84 EPNdB, the Ordinance is at risk to potential challenge on the basis of its discriminatory nature and that as written is not as inclusive as it could be in covering aircraft that might be operating out of compliance at SAC. Additionally, the number of aircraft listed in the ACs for EPNdB noise levels is limited compared to lists for the A-weighted metric, which includes not only corporate jet aircraft, but single-engine and twin-engine piston and turboprop aircraft as well. Thus the No Action Alternative was rejected.

The option of eliminating the SAC Noise Ordinance was also dismissed from consideration due to the potential for negative community impact and reaction. While advances in aircraft engine and airframe technology has significantly reduced the amount of noise generated, individuals working and residing in the vicinity of an airport can still be exposed to excessive noise levels generated by aircraft on take-off or approach. Preserving an established noise standard is a community expectation, maintains a good relationship between the community and the Airport, and promotes a healthy living environment.

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4.0 Reevaluating the Noise Measurement Metric

As described throughout this Chapter, one of the greatest weaknesses of the SAC Noise Ordinance is the limiting nature of the metric used to measure noise levels associated with each aircraft. Many of the aircraft operating at SAC are not listed in the ACs using the EPNdB metric, and as such, it is difficult for SCAS staff to determine whether or not certain aircraft operate in compliance at the Airport. In order to address this issue, changing the measurement metric from EPNdB to dBA is the proposed course of action.

The scope of the proposed changes to the single-event noise limit, however, is constrained within the parameters established by FAR Part 161, and by FAA directives. Most notably, any change:

• Could not be more restrictive than the current limit; • Could be as restrictive as the current limit; or • Could be less restrictive than the current limit. Furthermore, it is the goal of SCAS to make the current single-event limit less discriminatory, focusing less on just corporate jet aircraft and applying equally to all aircraft types operating at SAC. And further, the goal was to try to ease implementation of the Ordinance in order to improve its overall effectiveness.

4.1 A-Weighted Decibels

There is no simple conversion to derive an EPNdB level from a dBA value for a particular aircraft type, though most reference materials suggests that EPNdB is approximately 13 decibels greater than dBA. Therefore, 13 decibels may be added to a dBA value to approximate where an aircraft noise level falls with respect to SAC’s 84 EPNdB single-event noise limit. During discussions between SCAS and the FAA, however, it was determined that the 13 decibel difference would be too restrictive, lowering the max noise limit and effectively preventing aircraft that currently operate at SAC in compliance with the current ordinance from utilizing the Airport. It was therefore determined that subtracting 10 decibels from aircraft EPNdB values would create a non-discriminatory list of aircraft that could operate at SAC without being more restrictive than the 84 EPNdB limit.

4.1.1 Utilizing the A-Weighted Metric The 10 decibel difference between the two metrics facilitated a comparison of the aircraft listed under AC 36-1H (EPNdB) and AC 36-3H (dBA). As shown in Appendix C, the list provided under AC 36-1H is limited to only 193 aircraft (below the 87,000-pound weight limit), and are exclusively corporate jet aircraft. However, the dBA list (Appendix D) is far more comprehensive with a list of 395 aircraft (below the 87,000-pound weight limit) that not only includes corporate jets, but single and twin-engine propeller-driven aircraft as well. The expansive list of A-weighted aircraft more than doubles the number of aircraft that SCAS can

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reference for possible violations of the single-event noise limit, increasing the overall ability to enforce the Ordinance.

A comparison of the two metrics, however, reveals that switching the metric to dBA and lowering the level to 74 dBA made the Ordinance slightly less restrictive than it is in its current form under the 84 EPNdB level. In total, 26 aircraft types currently above the established 84 EPNdB single- event limit would comply with a revised limit of 74 dBA (see Table 1).

TABLE 1: AIRCRAFT (LESS THAN 87,000 LBS) BELOW TAKE-OFF 74 dBA AND ABOVE 84 EPNdB TOGW TO TO TO MANUFACTURER AIRPLANE ENGINE 1000 LBS FLAPS dBA EPNdB LEARJET LEARJET 24E CJ610-6 12.9 20 73.1 84.3 GULFSTREAM GIIB/GIII (QTA STC SPEY MK 511-8 69.7 0 73.0 84.6 ST03621AT) DASSAULT FALCON 50 (M1230) TFE731-3-1C 40.78 20 72.6 84.8 DASSAULT FALCON 50 (M1230) TFE731-3-1C 40.78 20 72.6 84.8 RAYTHEON HAWKER 125- 3A/RA TFE731-3-1H 23.6 - 72.4 85.5 RAYTHEON HAWKER 125- 3A/RA TFE731-3-1H 23.6 - 72.4 85.5 RAYTHEON HAWKER 125- 400A TFE731-3-1H 23.6 - 72.4 85.5 RAYTHEON HAWKER 125- 400A TFE731-3-1H 23.6 - 72.4 85.5 GULFSTREAM GIIB/GIII (QTA STC SPEY MK 511-8 68.2 0 72.4 84.1 ST03621AT) IAI 1125 ASTRA TFE731-3A-200G 24.65 12 72.1 84.1 MITSUBISHI MU300 DIAMOND I JT15D-4 14.1 - 71.9 86.3 BEECH BEECHJET 400 JT15D-5 15.8 - 71.8 88.6 MITSUBISHI MU300-10 DIAMOND II JT15D-5 15.8 - 71.8 88.6 DASSAULT FALCON 20-G (M2500) ATF3-6-2C 32. 10 71.7 87.5 GULFSTREAM GII (QTA STC ST03621AT) SPEY MK 511-8 64.8 0 71.6 85.5 RAYTHEON HAWKER 125- 1A TFE731-3-1H 21.7 71.2 84.2 RAYTHEON HAWKER 125- 1A TFE731-3-1H 21.7 71.2 84.2 RAYTHEON HAWKER 125- 3A TFE731-3-1H 21.7 71.2 84.2 RAYTHEON HAWKER 125- 3A TFE731-3-1H 21.7 71.2 84.2 DASSAULT FALCON 50 TFE731-3-1C 38.8 20 70.9 84.3 DASSAULT FALCON 50 TFE731-3-1C 38.8 20 70.9 84.3 IAI 1124A WESTWIND II TFE731-3-1G 23.5 12 70.3 85.4 GULFSTREAM GII (QTA STC ST03621AT) SPEY MK 511-8 62. 0 70.2 84.1 CESSNA CITATION V (560) JT15D-5A 16.3 7 69.4 84.6 CESSNA CITATION III (650) TFE731-3B-100S 21.5 7 68.8 84.9 LEARJET LEARJET 55B TFE731-3A-2B 21.5 - 68.4 86.3

Source: ESA, 2010

Ultimately, the small addition of 26 aircraft types compliant under the new Noise Ordinance with a revised metric (dBA) is considered nominal. With the exception of only three aircraft in Table 1 (i.e., Beechjet 400, MU300-10, and the Falcon 20-G), the increase in decibels generated by the aircraft that would now be allowed to operate at SAC under the proposed Ordinance change is

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three dB or less2. Furthermore, the increase in operations at SAC from these new aircraft would result in a total of approximately 704 additional operations (an operations is a landing or take-off) per year, or 1.93 operations per day. The small increase in daily operations at the Airport would have a negligible effect on the 65 CNEL contour (see Figure 1).

2 In general, the “average” person can detect a difference in two noise events when they differ by 3 dB or more. While changes less than this are detectable in a controlled environment with minimal ambient noise, most listeners think that two events separated by 3 dB or less sound approximately the same. Therefore, the possible change in noise levels on a single-event basis is small and not likely to be differentiated from aircraft currently operating at SAC.

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Sacramento River

12 20

Mungers Lake

5 §¨¦ 30

Greenhaven Lake 16 65 2 UV99

UV160 2007 CNEL 2007 CNEL + MU3001 _

0 Feet 1,500 Sacramento County Airport System Noise . 207694.00 SOURCE: ESA Airports; ESRI; INM 6.2a; GlobeXplorer, 2008-09-01 Figure 1 2007 INM 7.0a CNEL Contours - Existing No Action Contours versus 2007 + 704 MU3001 Jet Aircraft DRAFT FOR DELIBERATIVE PURPOSES ONLY SAC Noise Ordinance Update Report

5.0 Conclusions

The Executive Airport Noise Ordinance has operated at a high level of effectiveness since its inception thirty years ago. However, changing needs of stakeholders, requirements of the FAA, and improvements in performance standards for aircraft have led to the necessity for reevaluating the single-event noise limit. The decision and process of revising the Ordinance was carefully considered and vetted with the FAA and communities around the Airport. The Master Plan update public outreach program and process was used for this purpose.

One of the primary goals of the reevaluation process was to avoid triggering a FAR Part 161 review. To do this requires avoiding making the Ordinance more restrictive than it currently is. Additionally, SCAS sought to ensure that the Ordinance applied equally to all aircraft, and not just corporate jets. Finally, any change to the Noise Ordinance needed to make it more easily enforceable for SCAS staff.

The proposed change in the Ordinance noise metric and level satisfies all three criteria identified by the FAA and SCAS. Changing the single-event noise limit to 74 dBA decreases the restrictiveness of the Ordinance while making more aircraft accessible to evaluation. This effectively eliminates the possibility of discrimination towards any one type of aircraft, and allowing SCAS staff to more easily evaluate the operations of a wider pool of aircraft. Though changing the single event limit from 84 EPNdB to 74 dBA under the revised Ordinance may result in very limited additional use by some slightly louder aircraft, discussions with both the FAA and surrounding community indicates that this small change is acceptable to the majority of interested stakeholders in light of the benefits of maintaining and enhancing an already effective Noise Ordinance for the community.

Sacramento Executive Airport 12 ESA / 207694 Noise Ordinance Update Report February 2010 Preliminary − Subject to Revision Appendix A SAC Noise Ordinance

Chapter 12.88 SACRAMENTO EXECUTIVE AIRPORT

12.88.520 Prohibited aircraft noise level defined. It is unlawful and a misdemeanor for a person to take off or land an aircraft at the airport if the noise level for the model of aircraft exceeds 84.0 EPNdB as said noise level is set forth in the advisory circular in the columns entitled "Meas EPNdB" or "M/Est EPNdB" as measured at take-off. (Prior code § 4.04.102)

12.88.530 Determination of noise level from manufacturer’s data. In the event a model of aircraft has not been measured in EPNdB for its take-off noise level by the Federal Aviation Administration, or such aircraft is not listed in the advisory circular, and the airport director has reasonable doubt that such aircraft will comply with the noise level standard specified in Section 12.88.520 of this chapter, then the owner or operator of such aircraft, at the request of the airport director, shall submit to the airport director such technical information concerning noise data on the aircraft as is available from the aircraft manufacturer or other reliable sources. Such data shall be used by the airport director to determine the EPNdB noise level of such model or aircraft at take-off. If noise data has been furnished in dBA (A-weighted decibels), the airport director shall convert such dBA (A-weighted decibels) noise data to the estimated EPNdB noise level. (Prior code § 4.04.103)

12.88.540 Determination of noise level from FAA data or actual measurement. In the event a model of aircraft has not been measured in EPNdB for its take-off noise level by the Federal Aviation Administration, or such aircraft is not listed in the advisory circular, and the airport director has reasonable doubt that an aircraft of that model will comply with the noise level standard specified in Section 12.88.520 of this chapter, and technical information concerning noise data on the aircraft as provided in Section 12.88.530 of this chapter is not available or adequate for the airport director to make a determination pursuant to that section, then the airport director may measure or have measured at the operator’s expense, the take-off noise level of an aircraft of such model for the purpose of estimating or determining the EPNdB noise level of such aircraft at take-off. The airport director may measure the noise level in dBA (A-weighted decibels) using the same or substantially similar measuring techniques and procedures as used by the Federal Aviation Administration. In lieu of actual measurement of noise level of aircraft, the airport director may use the estimated dBA (A-weighted decibels) noise level, at take-off of aircraft as set forth in the publications of the Department of Transportation, Federal Aviation Administration described as follows: (1) Advisory Circular AC No. 36-3, Appendix I, dated May 29, 1979, and (2) Advisory Circular AC No. 36-2A, Appendix III, dated February 6, 1978, and future amendments to or replacement of such advisory circulars. After determining the dBA (A-weighted decibels) noise level of such aircraft, the airport director shall convert such dBA level to the estimated EPNdB noise level. (Prior code § 4.04.104)

12.88.550 Airport director determinations, noise, violation. If the airport director determines, based on the noise data received pursuant to Section 12.88.530 of this chapter or ascertained by measurement or data obtained pursuant to Section 12.88.510 of this chapter, that the aircraft noise level exceeds a standard at take- off of 84.0 EPNdB, then it is unlawful and a misdemeanor for a person to take-off or land such an aircraft at the airport. Notice of the airport director’s determination pursuant to Section 12.88.530 or 12.88.540 of this chapter shall be given in writing to the persons who base a model of the aircraft at the airport which the airport director has determined exceeds a noise level at take-off of 84.0 EPNdB. Such determinations by the airport director shall also be posted in five prominent locations at the airport. (Prior code § 4.04.105)

12.88.620 Notice of noise standards. Copies of the advisory circular and the determinations on noise level of aircraft made by the airport director pursuant to Section 12.88.530 or 12.88.540 of this chapter shall be maintained in the Sacramento County department of airport offices located at the airport and shall be supplied to the Federal Aviation Administration tower operators at the airport. A general summary of the airport noise standards shall be posted at five prominent locations at the airport. (Prior code § 4.04.112)

Appendix B Airport Noise and Capacity Act

1990 Noise and Capacity Act Page 1 of 7

AIRPORT NOISE AND CAPACITY ACT OF 1990

P. 479 AIRPORT NOISE AND CAPACITY ACT OF 1990

SEC. 9301. SHORT TITLE This subtitle may be cited as the “Airport Noise and /Capacity Act of 1990.”

[49 U.S.C. App. 2151 note]

SEC. 9302. FINDINGS.

The Congress finds that- (1) aviation noise management is crucial to the continued increase in airport capacity; (2) community noise concerns have led to uncoordinated and inconsistent restrictions on aviation which could impede the national air transportation systems; (3) a noise policy must be implemented at the national level; (4) local interest in aviation noise management shall be considered in determining the national interest; (5) community concerns can be alleviated through the use of new technology aircraft, combined with the use of revenues, including those available from passenger facility charges for noise management; (6) federally controlled revenues can help resolve noise problems and carry with them a responsibility to the national airport system: (7) revenues derived from a passenger facility charge may be applied to noise management and increased airport capacity; and (8) a precondition to the establishment and collection of passenger facility charges is the issuance by the Secretary of Transportation of a final rule establishing procedures for reviewing airport noise and access restrictions on operations of Stage 2 and stage 3 aircraft.

[49 U.S.C. App 2151]

SEC. 9303. NATIONAL AVIATION NOISE POLICY.

(a) DEVELOPMENT - Not later than July 1, 1991, the Secretary of Transportation (hereafter in this subtitle referred to as the “Secretary”) shall issue regulations establishing a national aviation noise policy which takes into account the findings, determinations, and provisions of this subtitle, including the phaseout and nonaddition of Stage 2 aircraft as provided in this subtitle an implementation dates and reporting requirements consistent wit this subtitle and existing law.

(b) BASIS - The national aviation noise policy shall be based upon a detailed economic analysis of the impact of the phaseout date for Stage 2 aircraft on competition in the airline industry, including the ability of air carriers to achieve capacity growth consistent with the projected rate of growth for the airline industry, the impact of competition within the airline and aircargo industries, the impact on nonhub and small community air service, and the impact on new entry into the airline industry.

Page 480

(c) RECOMMENDATIONS - Not later than July 1, 1991, the Secretary shall transmit to Congress

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recommendations on- (1) the need for changes in the standards and procedures which govern the rights of State and local governments (including airport authorities) to restrict aircraft operations for the purpose of limiting aircraft noise; (2) the need for changes in the standards and procedures which govern law suits by persons adversely affected by aircraft noise; (3) the need for changes in standards and procedures for Federal regulation of airspace (including the pattern of operations for the air traffic control system) in order to take better account of environmental effects; (4) the need for changes in the Federal program providing assistance for noise abatement planning and programs, including the need for greater incentives or mandatory requirements for local restrictions on the use of land impacted by aircraft noise; (5) whether any changes in policy recommended in paragraphs (1) through (4) should be accomplished through regulatory, administrative, or legislative action; and (6) specific legislative proposals necessary for implementing the national aviation noise policy.

[49 U.S.C. App 2152]

SEC. 9304. NOISE AND ACCESS RESTRICTION REVIEWS.

(a) IN GENERAL-

(1) ESTABLISHMENT OF PROGRAM - The national aviation noise policy to be established under this subtitle, shall require the establishment, by regulation, in accordance with the provisions of this section of a national program for reviewing airport noise and access restrictions on operations of Stage 2 and Stage 3 aircraft. Such program shall provide for adequate public notice and comment opportunities on such restrictions.

(2) LIMITATIONS ON APPLICABILITY.-

(A) APPLICABILITY DATE FOR STAGE 2 AIRCRAFT. - With respect to Stage 2 aircraft, the requirements set forth in subsection (c) shall apply only to restrictions proposed after October 1, 1990.

(B) APPLICABILITY DATE FOR STAGE 3 AIRCRAFT. - With respect to Stage 3 aircraft, the requirements set forth in subsections (b) and (d) shall apply only to restrictions that first become effective after October 1, 1990.

(C) SPECIFIC EXEMPTIONS. - Subsections (), (c), and (d) shall not apply to- (i) a local action to enforce a negotiated or executed airport aircraft noise or access agreement between the airport operator and the aircraft operator in effect on the date of the enactment of this Act; Page 481 (ii) a local action to enforce a negotiated or executed airport aircraft noise or access restriction the airport operator and the aircraft operators agreed to before the of the enactment of this Act; (iii) an intergovernmental agreement including airport aircraft noise or access restriction in effect on the date of the enactment of this Act; (iv) a subsequent amendment to an airport aircraft noise or access agreement or restriction in effect on the date of the enactment of this Act that does not reduce or limit aircraft operations or affect aircraft safety; (v) (I) a restriction which was adopted by an airport operator on or before October 1, 1990, and which was stayed as of October 1, 1990 by a court order or as a result of litigation, if such restriction or a part thereof is subsequently allowed by a court to take effect; and (II) in any case in which a restriction described in subclause (I) is either partially or totally disallowed by a court, any new restriction imposed by an airport operator to replace such disallowed restriction if such new restriction would not prohibit aircraft operations in effect as of the date of the enactment of this Act; and (III) in any case in which a

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restriction descried in subclause (I) is either partially or totally disallowed by a court, and any new restriction imposed by an airport operator to replace such disallowed restriction if such new restriction would not prohibit aircraft operations in effect as of the date of the enactment of this Act; and (vi) a local action which represents the adoption of the final portion of a program of a staged airport aircraft noise or access restriction where the initial portion of such program was adopted during calendar year 1988 and was in effect on the date of the enactment of this Act.

(D) ADDITIONAL WORKING GROUP EXEMPTIONS. -

Subsections (b) and (d) shall not apply where the Federal Aviation Administration has prior to the date of the enactment of this Act formed a working group (outside the process established by part 150 of title 14 of the Code of Federal Regulations) with a local airport operator to examine the noise impact of air traffic control procedure changes, unless an agreement relating to noise reductions at such airport is entered into between the airport proprietor and an airline or airlines constituting a majority o the airline use of such airport, in which case the exception to subsections (b) and (d) provided by this sentence shall apply only to local actions to enforce such agreement.

(b) LIMITATION ON STAGE 3 AIRCRAFT RESTRICTIONS. - No airport noise or access restriction on the operation of a Stage 3 aircraft, including but not limited to-: (1) a restriction as to noise levels generated on either a single event or cumulative basis; (2) a limit, direct or indirect, on the total number of Stage 3 aircraft operations; (3) a noise budget or noise allocation program which would include Stage 3 aircraft;’

Page 482 (4) a restriction imposing limits on hours of operations; and (5) any other limit on Stage 3 aircraft; shall be effective unless it has been agreed to by the airport proprietor and all aircraft operators or has been submitted to and approved by the Secretary pursuant to an airport or aircraft operator’s request for approval in accordance with the program established pursuant to this section

(c) LIMITATION ON STAGE 2 AIRCRAFT RESTRICTIONS.- No airport noise or Stage 2 aircraft unless the airport operator publishes the proposed noise or access restriction and prepares and makes available for public comment at least 180 days before the effective date of the restriction- (1) an analysis of the anticipated or actual costs and benefits of the existing or proposed noise or access restrictions; (2) a description of alternative restrictions; and (3) a description of the alternative measures considered which do not involve aircraft retractions, and a comparison of the costs and benefits of such alternative measures to the costs and benefits of the proposed noise or access restriction.

(d) APPROVAL OF STAGE 3 AIRCRAFT RESTRICTIONS.-

(1) IN GENERAL.- Not later than the 180th day after the date on which the Secretary receives an airport or aircraft operator’s request for approval of a noise or access restriction on the operation of a Stage 3 aircraft, the Secretary shall approve or disapprove such request.

(2) REQUIRED FINDINGS.- The Secretary shall not approve a noise or access restriction applying to Stage 3 aircraft operations unless the Secretary finds the following conditions to be supported by substantial evidence: (A) The proposed restriction is reasonable, nonarbitrary, and nondiscriminatory. (B) The proposed restriction does not create an undue burden on interstate or

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foreign commerce. (C) The proposed restriction is not inconsistent with maintaining the safe and efficient utilization of the navigable airspace. (D) The proposed restriction does not conflict with any existing Federal statute or regulation. (E) There has been an adequate opportunity for public comment with respect to the restriction. (F) The proposed restriction does not create an undue burden on the national aviation system.

(e) INELIGIBILITY FOR PFC’s AND AIP FUNDS.- Sponsors of facilities operating under airport aircraft noise or access restrictions on Stage 3 aircraft operations that first became effective after October 1, 1990, shall not be eligible for grants authorized by section 505 of the Airport and Airway Improvement Act of 1982 after the 90th day following the date on which the Secretary issues a final rule under section 9304(a) of this Act, unless such restriction have been agreed to by the airport proprietor and aircraft operators or the Secretary has approved the restrictions under this subtitle or the restrictions have been rescinded.

Page 483

(f) REEVALUATION.- The Secretary may reevaluate any noise restrictions previously agreed to or approved under subsection (d) upon the request of any aircraft operator able to demonstrate to the satisfaction of the Secretary that there has been a change in the noise environment of the affected airport and that a review and reevaluation pursuant to the criteria established under subsection (d) of the previously approved or agreed to noise restriction is therefore justified.

(g) PROCEDURES FOR REEVALUATION.- The Secretary shall establish by regulation procedures under which reevaluations under subsection (f?) are to be accomplished. A reevaluation under subsection (f) of a restriction shall not occur less than 2 years after a determination under subsection (d) has been made with respect to such restriction.

(h) EFFECT ON EXISTING LAW.- Except to the extent required by the application of the provisions of this section, nothing in this subtitle shall be deemed to eliminate, invalidate, or supersede- (1) existing law with respect to airport noise or access restrictions by local authorities; (2) any proposed airport noise or access regulation at a general aviation airport where the airport proprietor has formally initiated a regulatory or legislative process on or before October 1, 1990; and (3) the authority of the Secretary to seek and obtain such legal remedies as the Secretary considers appropriate, including injunctive relief.

[49 U.S.C. App. 2153]

SEC. 9305. DETERMINATION REGARDING NOISE RESTRICTIONS ON CERTAIN STAGE 2 AIRCRAFT.

The Secretary shall determine by a study the applicability of subsections (a), (b), (c), and (d) of section 9304 to noise restrictions on the operations of Stage 2 aircraft weighing less than 75,000 pounds. In making such determination, the Secretary shall consider- (1) noise levels produced by such aircraft relative to other aircraft; (2) the benefits to general aviation and the need for efficiency in the national air transportation system; (3) the differences in the nature of operations at airports and the areas immediately surrounding such airports; (4) international standards and accords with respect to aircraft noise; and (5) such other factors which the Secretary deems necessary.

[49 U.S.C. App. 2154]

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SEC. 9306. FEDERAL LIABILITY FOR NOISE DAMAGES.

In the event that a proposed airport aircraft noise or access restriction is disapproved, the Federal Government shall assume liability for noise damages only to the extent that a taking has occurred as a direct result of such disapproval. Action for the resolution of such a case shall be brought solely in the United States Claims court.

Page 484 [49 U.S.C. App. 2155]

SEC. 9307. LIMITATION ON AIRPORT IMPROVEMENT PROGRAM REVENUE.

Under no conditions shall any airport receive revenue under the provisions of the Airport and Airway Improvement Act of 1982 or impose or collect a passenger facility charge under section 1113(e) of the Federal Aviation At of 1958 unless the Secretary assures that the airport is not imposing any noise or access restriction not in compliance with this subtitle:

[49 U.S.C. App. 2156]

SEC. 9308. PROHIBITION ON OPERATION OF CERTAIN AIRCRAFT NOT COMPLYING WITH STAGE 3 NOISE LEVELS.

(a) GENERAL RULE.- After December 31, 1999, no person may operate to or from an airport in the Untied states any civil subsonic turbojet aircraft, with a maximum weight of more than 75,000 pounds unless such aircraft complies with the Stage 3 noise levels, as determined by the Secretary.

(b) WAIVER.-

(1) APPLICATION.- If, by July 1, 1999, at least 85 percent of the aircraft used by an air carrier to provide air transportation comply with the stage 3 noise levels, such carrier may apply for a waiver of the prohibition set forth in subsection (a) for the remaining 15 or less percent of the aircraft used by the a carrier to provide air transportation. Such application must be filed with the Secretary no later than January 1, 1999, and must include a plan with firm orders for making all aircraft used by the air carrier to provide air transportation to comply with such noise levels not later than December 31, 2003.

(2) GRANTING OF WAIVER.- The Secretary may grant a waiver under this subsection if the Secretary finds that granting such waiver is in the public interest. In making such a finding, the Secretary shall consider the effect of granting such waiver on competition in air carrier industry and on small community air service.

(3) LIMITATION.- A waiver granted under this subsection may not permit the operation of Stage 2 aircraft in the United Sates after December 31, 2003.

(c) COMPLIANCE SCHEDULE.- The Secretary shall, by regulation, establish a schedule for phased-in compliance with the prohibition set forth in subsection (a). The period of such phase-in shall begin on the date of the enactment of this Act and end before December 31, 1999. Such regulations shall establish interim compliance dates. Such schedule for phased-in compliance shall be based upon a detailed economic analysis of the impact of the phaseout date for Stage 2 aircraft on competition in the airline industry, including the ability of air carriers to achieve capacity growth, consistent with the projected rates of growth for the airline and air cargo industries, the

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impact on nonhub and small community air service, and the impact on new entry into the airline industry, and on analysis of the impact of aircraft noise on persons residing near airports.

Page 485

(d) EXEMPTION FOR NONCONTIGUOUS AIR SERVICE.- This section and section 9309 shall not apply to aircraft which are used solely to provide air transportation outside the 48 contiguous States. Any civil subsonic turbojet aircraft with a maximum weight of more than 75,000 pounds which is imported into noncontiguous State or a territory or possession of the Untied States on or after the date of the enactment of this Act may not be used to provide air transpiration in the 48 contiguous States unless such aircraft complies with the stage 3 noise levels.

(e) VIOLATIONS.- Violations of this section and section 9309 and regulations issued to carry out such sections shall be subject to the same civil penalties and procedures as are provided by title IX of the Federal Aviation Act of 1958 for violations of title VI.

(f) JUDICIAL REVIEW.- Actions taken by the Secretary under this section and section 9309 shall be subject to judicial review in accordance with section 1006 of the Federal Aviation Act of 1958.

(g) REPORTS.- Beginning with calendar year 1992, each air carrier shall submit to the Secretary an annual report on the progress such carrier is making toward complying with the requirements of this section (including the regulations issued to carry out this section), and the Secretary shall transmit to Congress an annual report on the progress being made toward such compliance.

(h) DEFINITIONS.- As used in this section, the following definitions apply:

(1) AIR CARRIER; AIR TRANSPORTATION; UNITED STATES.- The terms “air carrier,” “air transportation,” and “United States” have the meanings such terms have under section 101 of the Federal Aviation Act of 1958.

(2) STAGE 3 NOISE LEVELS.- The term “Stage 3 noise levels” means the Stage 3 noise levels set forth in part 36 of title 14, Code of Federal Regulations, as in effect on the date of the enactment of this Act.

[49 U.S.C. App. 2157]

SEC. 9309. NONADDITION RULE.

(a) GENERAL RULE.- Except as provided in subsection (b) of this section, no person may operate a civil subsonic turbojet aircraft with a maximum weight of more than 75,000 pounds which is imported into the Untied States on or after the date of the enactment of this Act unless- (1) it complies with the Stage 3 noise levels, or (2) it was purchased by the person who imports the aircraft into the United States under a legally binding contract entered into before such date of enactment.

(b) EXEMPTION FOR COMPLYING MODIFICATIONS.- The Secretary may provide an exemption from the requirements of subsection (a) to permit a person to obtain modifications to an aircraft to meet the stage 3 noise levels.

(c) LIMITATION ON STATUTORY CONSTRUCTION.- For the purpose of this section, an

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aircraft shall not be considered to have been imported into the United States if such aircraft- (1) on the date of enactment of this Act, is owned- Page 486 (A) by a corporation, trust, or partnership which is organized under the laws of the United States or any State (including the District of Columbia); (B) by an individual who is a citizen of the United States; or (C) by any entity which is owned or controlled by a corporation, trust, partnership, or individual described in this paragraph; and (2) enters into the United States not later than 6 months after the date of the expiration of a lease agreement (including any extension thereof) between an owner described in paragraph (1) and a foreign carrier.

[HOME]

http://www.rcaanews.org/1990act-text.html 6/12/2009 Appendix C AC 36-1H EPNdB Aircraft (Filtered)

NOISE LEVEL MTOW MLW THRUST FLAPS (EPNdB) MANUFACTURER MODEL 1000# 1000# ENGINE MODEL No. 1000# BPR TO AP TO SL AP STAG NOTES

AIRBUS UK -547852 87.00 77.20 SPEY511-14/14W 2 11.40 0.70 0 45 94.80 103.40 99.70 2 12

BOMBARDIER CL-600-2D24 (CRJ-900) 84.50 73.50 CF34-8C5 & CF34-8C5A1 2 14.51 4.90 8 45 84.60 89.10 93.20 3

BOMBARDIER CL-600-2D24 (CRJ-900) 84.50 73.50 CF34-8C5A1 (Normal Takeoff + 2 14.51 4.90 8 45 84.50 89.40 93.20 3

BAE SYSTEMS (AVRO) 146-RJ 70 84.00 83.50 LF 507-1F 4 7.00 5.10 18 33 80.20 89.10 97.50 3 4

BAE SYSTEMS (AVRO) 146-RJ 70 84.00 83.50 LF 507-1F 4 6.13 5.10 18 33 81.90 87.20 97.50 3

BAE SYSTEMS (BAe) 146-100A 84.00 77.50 ALF502R-5 4 6.97 5.70 18 33 81.80 87.70 95.60 3

BAE SYSTEMS (BAe) 146-100A 82.25 73.35 ALF502R-3A 4 6.70 5.90 18 33 82.30 87.60 95.20 3

BAE SYSTEMS (BAe) 146-100A 82.25 73.35 ALF502R-5 4 6.97 5.70 18 33 82.30 87.60 95.20 3

AIRBUS UK 1-11 400 (QTV STC: ST02167AT) 81.90 78.00 SPEY511-14/14W 2 11.40 0.70 26 90.00 96.20 93.80 3

FOKKER F70 81.00 75.00 TAY MK620-15 2 13.80 3.00 0 42 76.80 89.90 87.70 3

BOMBARDIER CL-600-2D24 (CRJ-900) 80.47 73.50 CF34-8C5 & CF34-8C5A1 2 14.51 4.90 8 45 83.40 89.20 93.20 3

BOMBARDIER CL-600-2D24 (CRJ-900) 80.47 73.50 CF34-8C5A1 (Normal Takeoff + 2 14.51 4.90 8 45 83.30 89.50 93.20 3

AIRBUS UK -620900 80.00 71.00 SPEY 506-14 2 10.40 1.00 3 45 93.30 99.10 97.80 2 12

BAE SYSTEMS (BAe) 146-100A 76.00 72.35 ALF502R-3 4 6.70 5.90 18 33 80.70 87.20 95.10 3

BAE SYSTEMS (BAe) 146-100A 76.00 72.35 ALF502R-3A 4 6.70 5.90 18 33 79.00 88.00 94.90 3 BD700-1A10 (Global Express) (Learjet STC: BOMBARDIER SA8184NM-D) 75.00 75.00 Rolls Royce/ BR700-710-A2-20 2 14.97 5.00 16 30 75.60 89.30 89.70 3

BOMBARDIER CL-600-2C10 (CRJ700) 75.00 66.90 CF34-8C1 2 13.79 6.30 8 45 82.70 89.40 92.60 3

BOMBARDIER CL-600-2C10 (CRJ-700) 75.00 67.00 CF34-8C1 2 13.79 6.30 8 45 82.70 89.40 92.60 3

GULFSTREAM G-IV GULFSTREAM w/ASC 190 74.60 66.00 TAY 611-8 2 13.85 3.00 20 39 77.50 86.60 92.00 3

GULFSTREAM G-IV 73.20 58.50 TAY 611-8 2 13.85 3.00 10 39 76.80 87.30 91.00 3

FOKKER F28 MK4000 73.00 65.80 SPEY MK555-15H 2 9.77 1.00 6 42 91.90 99.20 99.40 2

FOKKER F28 MK4000 73.00 69.50 SPEY MK555-15P 2 9.85 1.00 6 42 92.90 101.70 101.40 2 BOMBARDIER CL-600-2C10 (CRJ-700) 72.74 67.00 CF34-8C1 2 13.79 6.30 10 45 83.20 89.60 92.50 3

BOMBARDIER CL-600-2C10 (CRJ700) 72.50 66.90 CF34-8C1 2 13.79 6.30 8 45 82.10 89.50 92.60 3

FOKKER F28 MK3000 71.00 64.00 SPEY MK555-15H 2 9.77 1.00 6 42 91.00 99.30 99.40 2

DASSAULT FALCON 7X (Take-off configuration SFI) 70.00 62.40 PW307A 3 6.40 4.10 9 40 82.30 90.10 92.60 4 G-1159 (GIIB) (STAGE III TECH. L.C.; STC GULFSTREAM ST01567LA) 69.70 58.50 SPEY RB 511-8 2 11.40 0.64 10 39 84.60 95.50 96.80 3 G-1159 (GIII) (STAGE III TECH. L.C.; STC GULFSTREAM ST01567LA) 69.70 58.50 SPEY RB 511-8 2 11.40 0.64 10 39 84.60 95.50 96.80 3

GULFSTREAM G-IIB/G-III 69.70 58.50 SPEY 511-8 2 11.40 0.64 10 39 91.10 103.40 97.30 2 12 GIIB/GIII (QUIET TECH. AERO.; STC GULFSTREAM ST02618AT) 69.70 58.50 SPEY 511-8 (RB 163-25) 2 11.40 0.64 10 39 87.00 95.90 97.70 3

DASSAULT FALCON 7X 69.00 62.40 PW307A 3 6.40 4.10 20 40 83.70 90.30 92.60 4

DASSAULT FALCON 7X (Take-off configuration SFI) 69.00 62.40 PW307A 3 6.40 4.10 9 40 81.90 90.10 92.60 4 G-1159 (GIIB) (STAGE III TECH. L.C.; STC GULFSTREAM ST01567LA) 68.20 58.50 SPEY RB 511-8 2 11.40 0.64 10 39 84.10 95.50 96.80 3 G-1159 (GIII) (STAGE III TECH. L.C.; STC GULFSTREAM ST01567LA) 68.20 58.50 SPEY RB 511-8 2 11.40 0.64 10 39 84.10 95.50 96.80 3

GULFSTREAM G-II GULFSTREAM 65.50 58.50 SPEY 511-8 2 11.40 0.64 10 39 92.50 103.00 98.30 2 12

FOKKER F28 MK1000 65.00 59.00 SPEY MK555-15 2 9.39 1.00 6 42 90.00 99.50 101.20 2

FOKKER F28 MK2000 65.00 SPEY MK555-15 2 9.39 1.00 6 42 90.00 99.50 101.80 2 * G-1159 (GII) (STAGE III TECH. L.C.; STC GULFSTREAM ST01567LA) 64.80 58.50 SPEY RB 511-8 2 11.40 0.64 20 39 83.60 95.60 96.50 3 G-1159 (REALLY QUIET LLC; STC GULFSTREAM SE01291LA) 64.80 58.50 SPEY 511-8 2 11.40 0.64 10 39 85.50 95.70 97.80 3 12 G-1159 (GII) (STAGE III TECH. L.C.; STC GULFSTREAM ST01567LA) 62.00 58.50 SPEY RB 511-8 2 11.40 0.64 20 39 82.60 95.70 96.50 3 G-1159 (REALLY QUIET LLC; STC GULFSTREAM SE01291LA) 62.00 58.50 SPEY 511-8 2 11.40 0.64 10 39 84.10 95.70 97.80 3 12

GULFSTREAM G-II GULFSTREAM 62.00 58.50 SPEY 511-8 2 11.40 0.64 20 39 90.90 102.70 98.20 2 12

GULFSTREAM GII (QUIET TECH. AERO.; STC ST02618AT) 61.20 58.50 SPEY 511-8 (RB 163-25) 2 11.40 0.64 10 39 84.30 95.70 97.50 3

BOMBARDIER CL-600-2B19 (CRJ) 53.00 47.00 CF-34-3A1 2 9.22 6.00 20 45 79.80 82.20 92.10 3

BOMBARDIER CL-600-2B19 (CRJ) 53.00 47.00 CF-34-3B1 2 9.22 20 45 78.70 82.40 92.10 3

DASSAULT FALCON 900EX (M3000) 49.00 44.50 TFE731-60-1 3 5.00 4.40 20 40 79.80 90.50 92.30 3 EMBRAER EMB-145LR 48.50 42.54 AE3007A1/1 2 7.58 4.76 9 45 79.40 84.60 92.50 3

BOMBARDIER CL-604 48.20 38.00 GE CF34-3B 2 8.72 6.30 20 45 81.20 86.20 90.30 3 *

BOMBARDIER CL-604 47.60 38.00 GE CF34-3B 2 8.72 6.30 20 45 80.90 86.20 90.30 3 *

DASSAULT FALCON 900 (M1196) 46.50 42.00 TFE731-5AR-1C 3 4.75 3.70 20 40 82.90 89.50 91.70 3

DASSAULT FALCON 900B (M1200) 46.50 42.00 TFE731-5BR-1C 3 4.75 3.70 20 40 80.70 91.20 91.70 3

EMBRAER EMB-145EP 46.29 41.22 AE3007A 2 7.58 5.23 9 45 83.70 84.20 92.60 3 *

DASSAULT FALCON 900 45.50 42.00 TFE731-5AR-1C 3 4.75 3.70 20 40 81.90 89.50 91.70 3

EMBRAER EMB-145ER 45.41 41.22 AE3007A 2 7.58 5.23 9 45 77.90 84.60 92.60 3

BOMBARDIER CL-601-1A 45.10 36.00 CF-34-1A 2 8.65 6.30 20 45 80.50 84.60 90.10 3 *

BOMBARDIER CL-601-3A 45.10 36.00 CF-34-3A/-3A2 2 8.65 6.30 20 45 79.80 85.70 90.10 3 *

BOMBARDIER CL-601-3R 45.10 36.00 CF-34-3A1 2 9.22 6.00 20 45 79.80 85.70 90.10 3 *

LOCKHEED 1329-25 (AIRESEARCH) 44.50 36.00 TFE731-3 4 3.70 2.80 93.10 88.10 96.90 2 * **

LOCKHEED 1329-25 (STAR 3 STC# ST00259SE) 44.50 36.00 TFE731-3-1R 4 3.70 2.80 20 59 85.40 90.70 96.90 3

LOCKHEED 1329-23A/D/E (STAR 3 STC ST00258SE) 44.25 36.00 TFE731-3-1R 4 3.70 2.80 20 59 85.20 90.70 96.90 3

EMBRAER EMB-135LR 44.09 40.78 AE3007A1/3 2 7.20 4.77 9 45 77.90 84.40 92.30 3

LOCKHEED 1329-23 (AIRESEARCH) 43.80 TFE731-3-1E 4 3.70 2.80 20 59 92.70 88.10 96.90 2 * **

BOMBARDIER CL-601-3A 43.10 36.00 CF-34-3A 2 8.72 6.30 20 45 79.40 85.90 89.40 3 *

BOMBARDIER CL-601 43.00 36.00 CF34-1A 2 8.65 6.30 20 45 79.90 84.80 89.40 3 *

BOMBARDIER CL-601 42.10 36.00 CF34-1A 2 8.65 6.30 20 45 79.40 84.90 89.40 3 *

BOMBARDIER CL-600 41.25 36.00 ALF-502L/L-2/L-2C 2 7.50 5.00 20 45 84.70 89.50 91.60 3 *

BOMBARDIER CL-600 (WINGLETS) 41.25 36.00 ALF-502L/L-2/L-2C 2 7.50 5.00 20 45 84.80 89.50 91.60 3

DASSAULT FALCON 50 ( M1810) 40.79 35.72 TFE731-40-1 3 3.70 3.50 20 48 83.00 92.70 95.20 3

DASSAULT FALCON 50 (M2193) 40.79 35.72 TFE731-40-1 3 3.70 3.50 20 48 83.80 92.00 95.20 3

DASSAULT FALCON 50 (M1230) 40.78 35.71 TFE731-3-1C 3 3.70 2.80 20 48 84.80 91.50 97.10 3 BOMBARDIER CL-600 40.40 36.00 ALF 502L/L-2/L-2C 2 7.50 5.00 20 45 84.00 87.20 91.60 3 *

DASSAULT FALCON 50 38.80 35.72 TFE731-3-1C 3 3.70 2.80 20 48 84.30 91.60 97.40 3

BOMBARDIER BD-100-1A10 (CHALLENGER 300) 38.50 33.75 AS907-1-1A 2 6.92 4.20 10 30 75.30 87.60 89.60 3

DASSAULT FALCON 2000 36.50 33.00 CFE738-1-1B 2 5.72 6.00 20 40 79.40 86.40 93.10 3

BOMBARDIER CL-600 36.00 33.00 ALF-502 2 7.50 5.00 20 45 81.60 89.30 91.20 3 *

CESSNA 750 CITATION X 35.70 31.80 AE3007C 2 5.00 5.30 15 35 72.30 83.00 90.20 3

RAYTHEON HAWKER 125-1000 35.50 28.50 PW305 2 5.20 4.50 0 25 85.70 85.30 92.00 3

GULFSTREAM G200 34.85 28.00 PW306A 2 6.04 4.50 25 40 81.40 85.80 92.70 3 46

GULFSTREAM G200 34.85 28.00 PW306A 2 6.04 4.50 25 40 81.40 85.80 90.90 3 47

ISRAEL AIRCRAFT Galaxy 34.85 28.00 PW306A 2 6.04 4.50 0 40 81.40 85.80 92.70 3

FAIRCHILD DORNIER DORNIER 328-300 Mod 10 34.52 31.72 PW306B 2 6.05 5.60 12 32 76.50 89.80 92.10 3

FAIRCHILD DORNIER DORNIER 328-300 33.51 31.06 PW306B 2 6.05 5.60 12 32 76.10 89.80 91.10 3

DASSAULT FALCON 200 32.00 27.60 ATF3-6A-4C 2 5.20 2.90 5 40 83.90 89.00 93.90 3

DASSAULT FALCON 200 (M5634) 32.00 28.88 ATF3-6A-4C 2 5.20 2.90 5 40 83.90 89.00 94.20 3

DASSAULT FALCON 20-G (M2500) 32.00 27.56 ATF3-6-2C 2 5.40 2.90 10 40 87.50 88.30 95.90 3

RAYTHEON HAWKER 125-1000 31.00 25.00 PW305 2 5.20 4.50 0 25 81.80 85.90 91.60 3

DASSAULT FALCON 20-C5/D5/E5 (M3547) 30.50 28.88 TFE731-5BR-2C 2 4.80 3.70 15 40 82.90 91.90 90.60 3

DASSAULT FALCON 20-F5 (M3547) 30.50 28.88 TFE731-5BR-2C 2 4.80 3.70 10 40 81.90 92.10 90.30 3

DASSAULT FALCON 20-C5/D5/E5 (M3500) 29.10 27.73 TFE731-5AR-2C 2 4.50 3.70 15 40 82.90 88.40 90.70 3

DASSAULT FALCON 20-C5/D5/E5 (M3530) 29.10 27.73 TFE-731-5BR-2C 2 4.80 3.70 15 40 80.30 90.70 90.70 3

DASSAULT FALCON 20-F5 (M3500) 29.10 27.73 TFE731-5AR-2C 2 4.50 3.70 10 40 81.80 88.60 90.00 3

DASSAULT FALCON 20-F5 (M3530) 29.10 27.73 TFE-731-5BR-2C 2 4.80 3.70 10 40 79.30 90.90 90.00 3

DASSAULT FALCON 20-Basic/D/E 28.66 27.32 CF700-2D-2 2 4.50 2.00 15 40 90.00 92.30 101.70 2 DASSAULT FALCON 20-Basic/D/E/F (M2851) 28.66 27.32 CF700-2D-2Q 2 4.50 2.00 0 40 81.90 94.00 99.70 3

DASSAULT FALCON 20-F (M1400) 28.66 27.32 CF700-2D-2 2 4.50 2.00 10 40 90.00 92.30 103.00 2

RAYTHEON C-29A 28.00 23.35 TFE731-5R-1H 2 4.30 3.30 0 45 81.40 87.30 95.80 3

RAYTHEON HAWKER 125- 800 27.40 23.35 TFE731-5R-1H 2 4.30 3.30 0 45 80.90 87.20 96.50 3

RAYTHEON HAWKER 125- 800A 27.40 23.35 TFE731-5R-1H 2 4.30 3.30 0 45 80.90 89.60 96.50 3 25

RAYTHEON HAWKER 125- 600A 25.50 22.00 TFE731-3-1H 2 3.70 2.70 0 45 88.00 89.20 96.30 3

RAYTHEON HAWKER 125- 600A 25.50 22.00 VIPER 601-22 2 3.65 0.00 0 45 92.30 99.20 102.90 2 12

RAYTHEON HAWKER 125- 700A 25.50 22.00 TFE731-3-1H 2 3.70 2.70 0 45 88.00 89.20 96.30 3 33

RAYTHEON HAWKER 125- 700A 25.50 22.00 TFE731-3-1H 2 3.70 2.70 0 45 91.60 92.10 96.00 2 25,33

SABRELINER SABRELINER 80A/80SC 25.50 22.00 CF700-2D-2 2 4.50 2.00 0 91.20 91.40 101.10 2 *

ISRAEL AIRCRAFT 1125 ASTRA 24.70 20.70 TFE731-3A-200G 2 12 40 84.10 89.70 89.80 3

GULFSTREAM G100 24.65 20.70 TFE731-40R-200G 2 4.25 2.90 25 40 79.10 89.50 91.90 3

ISRAEL AIRCRAFT 1125 ASTRA SPX 24.65 20.70 TFE731-40R 2 0 40 79.90 89.90 92.30 3

SABRELINER SABRELINER 65 24.00 21.80 TFE731-3R 2 3.70 2.80 84.00 93.00 90.60 3 *

RAYTHEON HAWKER 125- 3A/RA 23.60 20.00 TFE731-3-1H 2 3.70 2.70 0 45 85.50 89.80 95.70 3

RAYTHEON HAWKER 125- 400A 23.60 20.00 TFE731-3-1H 2 3.70 2.70 0 45 85.50 89.80 95.70 3

ISRAEL AIRCRAFT 1124A WESTWIND 2 23.50 19.00 TFE731-3-1G 2 3.70 2.80 20 40 85.40 88.70 92.80 3 *

ISRAEL AIRCRAFT 1125 ASTRA 23.50 20.70 TFE731-3A-200G 2 12 40 82.30 89.80 89.80 3

LEARJET 60 23.50 19.50 PW305A 2 4.67 8 40 70.80 83.20 87.70 3

SABRELINER SABRELINER 80 23.30 22.00 CF700-2D-2 2 4.50 2.00 90.70 91.30 100.20 2 *

LEARJET 60 23.10 19.50 PW305A 2 4.67 8 40 70.80 83.10 87.70 3

CESSNA 650 CITATION VII 23.00 20.00 TFE731-4R-3S 2 3.20 7 40 78.90 91.90 90.80 3

SABRELINER SABRELINER 75A 23.00 CF700-2D-2 2 4.50 2.00 15 25 90.70 91.30 100.20 2 *

ISRAEL AIRCRAFT 1124 WESTWIND 22.90 19.00 TFE731-3-1G 2 3.70 2.80 20 40 81.20 88.40 93.00 3 SABRELINER SABRELINER 60A/60SC 22.70 20.60 JT12A-8 2 3.30 0 94.40 100.00 102.20 2

SABRELINER SABRELINER 65 22.70 21.80 TFE731-3R 2 3.70 2.80 0 36 82.30 93.10 90.60 3 *

CESSNA 650 CITATION VI 22.45 20.00 TFE731-3C-100S 2 2.90 7 40 82.20 92.40 93.80 3

CESSNA 650 CITATION III 22.00 20.00 TFE731-3B-100S 2 2.90 3.11 7 37 80.10 92.40 93.80 3 22

RAYTHEON HAWKER 125- 1A 21.70 19.60 TFE731-3-1H 2 3.70 2.70 0 45 84.20 90.00 96.00 3

RAYTHEON HAWKER 125- 3A 21.70 20.00 TFE731-3-1H 2 3.70 2.70 0 45 84.20 90.00 96.30 3

LEARJET 55B 21.50 18.00 TFE731-3A-2B 2 3.70 20 40 86.30 90.70 91.00 3 *

LEARJET 55C 21.50 17.00 TFE731-3AR-3B 2 3.90 2.90 20 40 87.00 91.40 92.40 3 *

LEARJET 55C 21.50 18.00 TFE731-3AR-2B 2 3.90 2.90 20 40 86.70 90.90 92.40 3 *

RAYTHEON HAWKER 125- 1A 21.20 19.60 TFE731-3-1H 2 3.70 2.70 0 45 83.40 90.10 96.00 3

CESSNA 650 CITATION III 21.00 17.00 TFE731-3B-100S 2 2.90 3.11 20 37 84.90 92.50 92.40 3

LEARJET 55 21.00 17.00 TFE731-3A-2B 2 3.70 8 40 85.50 90.70 90.60 3 *

LEARJET 55C 21.00 17.00 TFE731-3AR-3B 2 3.90 2.90 20 40 86.70 91.50 92.40 3 *

LEARJET 55C 21.00 18.00 TFE731-3AR-2B 2 3.90 2.90 20 40 86.20 91.00 92.40 3 *

LEARJET 45 20.50 19.20 TFE731-20R-1B or (-20AR-1B) 2 8 40 74.40 85.20 93.40 3

SABRELINER SABRELINER 40 20.20 17.50 JT12A-8 2 3.30 0 25 94.50 100.10 98.40 2

SABRELINER SABRELINER 60 20.20 JT12A-8 2 3.30 24 95.00 100.30 98.50 2 *

CESSNA 560XL EXCEL 20.00 18.70 PW545A 2 3.00 7 35 72.40 85.30 93.10 3

LEARJET 55 19.50 17.00 TFE731-3A-2B 2 3.70 8 40 84.20 90.90 90.60 3 *

DASSAULT FALCON 10 19.30 17.64 TFE731-2-1C 2 3.23 2.80 15 52 82.20 86.20 95.20 3

LEARJET 35A/36A 18.30 15.30 TFE731-2-2B 2 3.50 2.64 8 40 79.20 86.70 91.40 3

LEARJET 36A 18.30 15.30 TFE731-2-2B 2 3.50 2.64 20 40 83.90 87.80 91.40 3 *

LEARJET 35/36 18.00 14.30 TFE731-2-2B 2 3.50 2.64 20 40 84.50 87.90 92.20 3 *

LEARJET 35A 18.00 14.30 TFE731-2-2B 2 3.50 2.64 8 40 83.60 87.40 91.30 3 * LEARJET 35A/36A 18.00 14.30 TFE731-2-2B 2 3.50 2.64 8 40 78.70 87.40 91.30 3

SABRELINER SABRELINER 40 17.50 14.00 JT12A-8 2 3.30 0 25 89.70 100.40 97.50 2

LEARJET 31A 17.00 15.30 TFE731-2-3B 2 3.50 8 40 81.90 86.90 92.80 3

LEARJET 31A 17.00 16.00 TFE731-2-3B 2 3.50 8 40 82.90 86.80 93.10 3

LEARJET 35/36 17.00 14.30 TFE731-2-2B 2 3.50 2.64 20 40 84.00 86.90 92.20 3 *

CESSNA 560 ENCORE 16.63 15.20 PW535A 2 2.90 7 35 70.30 89.90 90.50 3

LEARJET 31 16.50 15.30 TFE731-2-3B 2 3.50 8 40 81.00 87.00 92.60 3 *

CESSNA 560 CITATION Ultra 16.30 15.20 JT15D-5D 2 2.30 7 35 82.90 95.90 85.70 3

CESSNA 560 CITATION V 16.30 15.20 JT15D-5A 2 2.90 2.10 7 35 84.60 94.60 88.90 3

LEARJET 25B/C/D/F XR Dee Hwd 16.30 13.30 CJ610-6/8A 2.95 0.00 10 40 93.50 103.90 99.00 2

LEARJET 25 16.00 13.30 CJ610-6 2 2.95 0.00 10 40 93.50 103.90 99.00 2

CESSNA 560 CITATION V 15.90 15.20 JT15D-5A 2 2.90 2.10 7 35 83.70 94.70 88.90 3

BEECH BEECHJET 400 15.78 14.22 JT15D-5 2 2.90 2.10 10 30 88.60 93.70 91.40 3 *

MITSUBISHI MU-300-10 (DIAM. II) 15.78 14.22 JT15D-5 2 2.90 2.10 10 30 88.60 93.70 91.40 3 *

CESSNA 552 15.50 14.30 JT15D-5 2 2.90 2.10 20 35 89.30 94.70 88.50 3 *

LEARJET 31 15.50 15.30 TFE731-2-3B 2 3.50 8 40 79.60 87.20 92.60 3 *

MITSUBISHI MU-300 (DIAMOND I) 15.50 13.20 JT15D-4D 2 2.50 2.68 0 30 81.20 88.40 85.80 3

CESSNA S550 CITATION S/II 15.10 14.40 JT15D-4B 2 2.50 2.68 7 35 80.00 91.30 86.20 3 LEARJET 25 15.00 13.30 CJ610-6 2 2.95 0.00 94.00 99.30 100.80 2

LEARJET 25/25B/C Raisb MK II 15.00 13.30 CJ610 2 10 40 91.00 103.80 99.00 2

LEARJET 25C 15.00 13.30 CJ610-6 2 2.95 0.00 20 40 94.00 99.30 100.80 2 13

LEARJET 25D 15.00 13.30 CJ610-6 2 2.95 0.00 20 40 94.00 99.30 102.70 2 14

LEARJET 25D/25F 15.00 13.30 CJ610-6/8A 2 2.95 0.00 8 40 90.10 103.70 95.20 2

LEARJET 28/29 15.00 14.30 CJ610-8A 2 2.95 0.00 8 40 87.00 99.70 101.70 2

CESSNA 550 CITATION Bravo 14.80 13.50 PW530A 2 2.20 15 40 73.70 85.20 91.20 3

CESSNA S550 CITATION S/II 14.70 14.00 JT15D-4B 2 2.50 2.68 20 35 87.90 91.60 85.10 3 *

AEROSPATIALE SN601 CORVETTE 14.60 13.20 JT15D-4 2 2.50 2.68 15 35 74.00 81.00 90.00 3

CESSNA 550 CITATION II 14.10 13.50 JT15D-4 2 2.50 2.68 0 40 71.60 86.40 90.50 3

MITSUBISHI MU-300 (DIAMOND I) 14.10 13.20 JT15D-4 2 2.50 2.68 10 30 86.30 88.00 85.80 3 *

AEROSPATIALE SN601 CORVETTE 13.90 12.40 JT15D-4 2 2.50 2.68 15 35 80.40 85.40 89.50 3 *

CESSNA 525B 13.87 12.75 FJ44-3A 2 2.82 0.00 15 35 74.00 88.80 88.60 3

LEARJET 24/24D 13.50 11.90 CJ610-6 2 2.95 0.00 20 40 91.80 99.30 100.70 2 13

LEARJET 24B/D Raisbeck MK II 13.50 11.88 CJ610 2 10 40 87.60 104.00 98.00 2

LEARJET 24D 13.50 11.90 CJ610-6 2 2.95 0.00 20 40 91.80 99.30 101.70 2 14

LEARJET 24D 13.50 11.90 CJ610-6 2 2.95 0.00 20 40 91.90 104.00 96.70 2

LEARJET 24F 13.50 11.90 CJ610-6 2 2.95 0.00 8 40 85.80 103.70 95.30 2

CESSNA 550 CITATION II 13.30 12.70 JT15D-4 2 2.50 2.68 15 40 80.10 86.70 90.50 3 *

LEARJET 24 Raisbeck MK II 13.00 11.90 CJ610-1/-4 2 1.34 0.00 10 89.00 103.80 98.00 2

LEARJET 24E 12.90 11.90 CJ610-6 2 2.95 0.00 8 40 84.30 103.90 95.30 2

CESSNA 551 CITATION II 12.50 12.00 JT15D-4 2 2.50 2.68 15 40 80.10 86.70 90.50 3 *

LEARJET 23 Raisbeck MK II 12.50 11.90 CJ610-1/-4 2 1.34 0.00 10 88.00 103.80 98.00 2

LEARJET 24F-A 12.50 11.90 CJ610-6 2 2.95 0.00 8 40 83.60 103.90 95.30 2 RAYTHEON 390 PREMIER 12.50 11.60 FJ44-2A 2 2.30 0 30 76.60 87.90 92.00 3

CESSNA 525A CITATION JET II (CJ-2) 12.37 11.50 FJ44-2C 2 2.10 15 35 74.50 88.80 91.40 3

CESSNA 500/501 CITATION I 11.80 11.30 JT15D-1/-1A 2 2.20 3.30 15 40 78.00 86.20 87.90 3 *

CESSNA 525 CESSNA JET 10.40 9.70 FJ44-1A 2 1.50 15 35 73.40 83.70 92.10 3

CESSNA 500 CITATION 10.30 9.90 JT15D-1 2 2.20 3.30 15 40 76.40 86.10 87.70 3 *

ECLIPSE EA500 6.00 5.60 PW610F-A 2 15 32 69.20 78.90 81.90 4

ECLIPSE EA500 5.76 5.42 PW610F-A 2 15 32 67.80 79.10 81.80 4 Appendix D AC 36-3H dBA Aircraft (Filtered)

TOGW MLW TO APP TO APP MANUFACTURER AIRPLANE ENGINE 1000 LBS 1000 LBS dBA dBA FLAPS FLAPS NOTES 8,15,22,43 BAE SYSTEMS (AVRO) 146-RJ 70 LF507-1F 84. 83.5 71.2 85.7 18 24* 8,15,22 BAE SYSTEMS (AVRO) 146-RJ 70 LF507-1F 84. 83.5 69.3 85.7 18 24* 8,15,22,43 BAE SYSTEMS (AVRO) 146-RJ 70 LF507-1F 84. 83.5 69.3 87.4 18 33 8,15,22 BAE SYSTEMS (AVRO) 146-RJ 70 LF507-1F 84. 83.5 71.2 87.4 18 33 8,15,22 BAE SYSTEMS (BAe) BAe-146-100A ALF-502R-3A/-5 84. 77.5 72.4 87. 18 33

FOKKER F70 RR TAY MK620-15 81. 75. 65.4 78.6 42 8,15 15 AIRBUS UK -620900 MK506-W/HUSHKIT 80. 71. 84.1 90.3 8 45 15 AIRBUS UK -620900 SPEY-MK506 80. 71. 85.8 94.3 8 45 8,15,22 BAE SYSTEMS (BAe) BAe-146-100A ALF-502R-3A/-5 76. 72.4 69.1 86.5 18 33

BOMBARDIER CL-600-2C10 (CRJ700) CF34-8C1 75. 66.9 69.1 82.5 8 45 8,15

GULFSTREAM GULFSTREAM IV - SP RR TAY 611-8 74.6 66. 64.9 81.3 20 39 8,15

GULFSTREAM GULFSTREAM IV RR TAY 611-8 73.2 58.5 64.2 80.7 10 39 8,15

FOKKER F-28 MK4000 SPEY MK555-15H 73. 64. 75.5 86.3 15 -

BOMBARDIER CL-600-2C10 (CRJ700) CF34-8C1 72.5 66.9 68.2 82.5 8 45 8,15

VICKERS ARMSTRONGS VISCOUNT 745 RR DART6 MK510 72.5 64. 78.1 84.6 - - 11

GULFSTREAM GIIB/GIII (QTA STC ST03621AT) SPEY MK 511-8 69.7 58.5 73. 89.5 0 39 8,15,16

GULFSTREAM GULFSTREAM IIB/GIII SPEY MK511-8 69.7 58.5 82.8 82.5 10 20* 8,15,16

GULFSTREAM GULFSTREAM IIB/GIII SPEY MK511-8 69.7 58.5 82.8 89.7 10 39 8,15,16

DASSAULT FALCON 7X (SFI) PW307A 69. 62.4 70.5 84. 9 40

GULFSTREAM GIIB/GIII (QTA STC ST03621AT) SPEY MK 511-8 68.2 58.5 72.4 89.5 0 39 8,15,16

GULFSTREAM GII TT (QTA STC ST03621AT) SPEY MK 511-8 65.5 58.5 71.9 89.4 0 39 8,15,16

GULFSTREAM GULFSTREAM II SPEY MK511-8 65.5 58.5 84.2 90.7 10 39 8,15,16

BOMBARDIER DHC-8-400 (Q400) PWC 150A 65.2 62. 62.5 81.7 5 35 8,15,42 BOMBARDIER DHC-8-400 (Q400) PWC 150A 65.2 62. 62.5 83.3 5 15 8,15

BOMBARDIER DHC-8-401 (Q400) PWC 150A 65.2 62. 62.5 81.7 5 35 8,15,42

BOMBARDIER DHC-8-401 (Q400) PWC 150A 65.2 62. 62.5 83.3 5 15 8,15

BOMBARDIER DHC-8-402 (Q400) PWC 150A 65.2 62. 62.5 81.7 5 35 8,15,42

BOMBARDIER DHC-8-402 (Q400) PWC 150A 65.2 62. 62.5 83.3 5 15 8,15

FOKKER F-28 MK1000 SPEY MK555-15 65. 59. 79.2 94.1 6 42 4

FOKKER F-28 MK1000 SPEY MK555-15 65. 59. 79.2 94.7 6 42 4

GULFSTREAM GII (QTA STC ST03621AT) SPEY MK 511-8 64.8 58.5 71.6 89.4 0 39 8,15,16

GULFSTREAM GII (QTA STC ST03621AT) SPEY MK 511-8 62. 58.5 70.2 89.4 0 39 8,15,16

GULFSTREAM GULFSTREAM II SPEY MK511-8 62. 58.5 82.6 83.9 - 20* 8,15

GULFSTREAM GULFSTREAM II SPEY MK511-8 62. 58.5 80.1 83.9 - 20* 8,15,16

GULFSTREAM GULFSTREAM II SPEY MK511-8 62. 58.5 82.6 90.6 20 39 8,15

BOMBARDIER DHC-8-400 (Q400) PWC 150A 61.7 60.5 61. 81.6 5 35 8,15,42

BOMBARDIER DHC-8-400 (Q400) PWC 150A 61.7 60.5 61. 83.4 5 15 8,15

BOMBARDIER DHC-8-401 (Q400) PWC 150A 61.7 60.5 61. 81.6 5 35 8,15,42

BOMBARDIER DHC-8-401 (Q400) PWC 150A 61.7 60.5 61. 83.4 5 15 8,15

BOMBARDIER DHC-8-402 (Q400) PWC 150A 61.7 60.5 61. 81.6 5 35 8,15,42

BOMBARDIER DHC-8-402 (Q400) PWC 150A 61.7 60.5 61. 83.4 5 15 8,15

GENERAL DYNAMICS CV-580 501-D13 54.6 52. 74.3 85.7 - - 10

NIHON YS-11A-200 DART MK 542 54. 52.9 81. 90. - - 5

CANADAIR RJ (CL-600-2B19) CF34-3A1 53. 47. 67.2 81.4 20 45 15

SAAB 2000 AE2100A 49.6 47.4 63.5 78.9 15 20 8,15

DASSAULT FALCON 900EX (M3000) TFE731-60-1 49. 44.5 68.2 82.9 20 40 8,15 15 AEROSPATIALE ATR72-200 PW124/HS 14SF11 48.5 47.07 73.2 82.4 15 30 15 AEROSPATIALE ATR72-210 PW127/HS 14SF11 48.5 47.07 72.3 82.2 15 33 8,15 AEROSPATIALE ATR72-210 PW127/HS 247F 48.5 47.07 67. 81. 15 33

EMBRAER EMB-145LR AE3007A1/1 48.5 42.54 68. 82.5 9 45 8,15

GENERAL DYNAMICS CV-440 R-2800 48. 47.2 86. 84. - - 5

CANADAIR RJ (CL-600-2B19) CF34-3A1 47.5 44.7 62.7 81.4 20 45 15 15 AEROSPATIALE ATR72-210 PW127/HS 14SF11 47.4 47.07 71.8 82.2 15 33 8,15 AEROSPATIALE ATR72-210 PW127/HS 247F 47.4 47.07 66.4 81. 15 33 8,15 BAE SYSTEMS (BAe) BAe-748 SERIES 2B RR-DART MK535-W/HUSHKIT 46.5 43. 78. 80. 15 27 8,15 BAE SYSTEMS (BAe) BAe-748 SERIES 2B RR-DART-MK535 46.5 43. 78.3 88.8 15 27

DASSAULT FALCON 900 (M1196) TFE731-5AR-1C 46.5 42. 72.2 82.6 20 40 8,15

DASSAULT FALCON 900B (M1200) TFE731-5BR-1C 46.5 42. 69.9 82.6 20 40 8,15

CASA AIRCRAFT C-295 PW 127 GM 46.3 45.63 69.9 81.6 10 15 15

FOKKER F-27 MK500/600 MK552-7R 45.9 43.5 76. 79.4 0 40 15,16

BOMBARDIER DHC-7 PT6A-50 45.5 42. 69. 84. 25 15

DASSAULT FALCON 900 TFE731-5AR-1C 45.5 42. 69.2 81. 7 20* 8,15

DASSAULT FALCON 900 TFE731-5AR-1C 45.5 42. 71.2 82.6 20 40 8,15

EMBRAER EMB-145ER AE3007A 45.41 41.22 65.9 82.9 9 45 8,15

CANADAIR CHALLENGER CL-601 CF34-1A 45.1 36. 67. 80.4 20 45 15

CANADAIR CHALLENGER CL-601 CF34-3A/A1/A2 45.1 36. 66.5 80.4 20 45 15

FOKKER F-27 MK500/600 MK552-7R 45. 41. 75.3 79.1 0 40 15,16 8,15 BAE SYSTEMS (BAe) BAE-748 SERIES 2A RR DART MK532-2L 44.5 41.5 78. 88.8 15 27

LOCKHEED 1329-25 JETSTAR w/STAR 3 TFE731-3 44.5 36. 75. 88.3 20 59 8,15,34

LOCKHEED 1329-23 JETSTAR w/STAR 3 TFE731-3 44.25 36. 74.7 88.3 20 59 8,15,33 15 AEROSPATIALE ATR72-200 PW124/HS 14SF11 44.07 43.87 70.7 82.7 15 30 LOCKHEED 1329-25 JETSTAR TFE731-3-IE 43.8 36. 82.3 88.3 20 50 4

FOKKER F-27-200 MK532-7 43.5 41. 78. 88.1 - - 5

FOKKER F-27-500/600 MK532-7R 43.5 42. 78. 86.8 - - 5

CANADAIR CHALLENGER CL-601 CF34-1A 43.1 36. 66.4 80.4 - - 15

BOMBARDIER DHC-8 311 PW123 43. 42. 65.4 80.7 35 8,15

BOMBARDIER DHC-8 314 PW123 43. 42. 67.1 80.6 35 8,15

LOCKHEED 1329 JETSTAR JT12A-8 42. 35. 88.7 101. - 50 8,13

CANADAIR CHALLENGER CL-600 ALF-502L 41.25 36. 67.5 81.7 20 45 15

DASSAULT FALCON 50 ( M1810) TFE731-40-1 40.79 35.72 70.6 84.5 20 48 8,15

DASSAULT FALCON 50 (M2193) TFE731-40-1 40.79 35.72 70.6 84.5 20 48 8,15

DASSAULT FALCON 50 (M1230) TFE731-3-1C 40.78 35.71 72.6 82. 20 20* 8,15

DASSAULT FALCON 50 (M1230) TFE731-3-1C 40.78 35.71 72.6 87.3 20 48 8,15

CANADAIR CHALLENGER CL-600 ALF-502L 40.4 36. 66.9 81.7 20 45 12

FOKKER F-27-100 RR DART6 MK514 39. 37.5 76. 82.6 - - 11

DASSAULT FALCON 50 TFE731-3-1C 38.8 35.7 70.9 82. 20 20* 8,15

DASSAULT FALCON 50 TFE731-3-1C 38.8 35.72 70.9 87.6 20 48 8,15

FAIRCHILD F-27-F RR DART MK529 38.5 36.7 77.3 87. - - 11 15 AEROSPATIALE ATR42-300 PW120/HS 14SF5 37.26 36.16 68.4 84.7 15 30 15 AEROSPATIALE ATR42-320 PW121/HS 14SF5 37.26 36.16 67.7 84.7 15 30

DASSAULT FALCON 2000 CFE738-1-1B 36.5 33. 64. 83.8 20 40 8,15

BOMBARDIER DHC-8 106 PW121 36.3 33.9 66.4 81.2 35 15

BOMBARDIER DHC-8 201/202 PW123 36.3 33.9 66.4 81.2 35 15 15 AEROSPATIALE ATR42-320 PW121/HS 14SF5 35.6 35.27 66.7 84.8 15 30

GULFSTREAM GULFSTREAM I RR DART MK529 35.1 33.6 71. 85.9 - - 15 GULFSTREAM G200 PW306A 34.85 28. 74. 81.4 25 40 8,15,45

GULFSTREAM G200 PW306A 34.85 28. 74. 83.1 25 40 8,15,44

CASA AIRCRAFT CN-235-200 CT7-9C 34.83 34.39 70.1 79.9 10 40 15

CASA AIRCRAFT CN-235-300 CT7-9C3 34.83 34.39 69.1 80.2 10 15 15 15 AEROSPATIALE ATR42-300 PW120/HS 14SF5 34.72 34.17 66.5 84.9 15 30

FAIRCHILD DORNIER 328-300 Mod 10 PW306B 34.52 31.72 62.7 80.3 12 32 8,15

BOMBARDIER DHC-8 102 PW120 34.5 33.9 66.7 81.2 35 15

BOMBARDIER DHC-8 103 PW121 34.5 33.9 65.7 81.2 35 15

FAIRCHILD DORNIER 328-300 PW306B 33.51 31.06 62.2 79.5 12 32 8,15

CASA AIRCRAFT CN-235-100 CT7-9C 33.29 32.85 68.8 80.8 10 23 15

DASSAULT FALCON 20-G (M2500) ATF3-6-2C 32. 27.56 71.7 84.1 10 40 8,15

DASSAULT FALCON 200 ATF3-6A-4C 32. 27.6 71.7 84.1 5 40 8,15

RAYTHEON HAWKER 125-1000A PW305 31. 25. 71.8 82.2 25* 8,15

RAYTHEON HAWKER 125-1000A PW305 31. 25. 71.8 82.9 45 8,15

FAIRCHILD DORNIER 328-100 Mod 10 PW 119B 30.84 29.17 66.6 83. 12 12 15,38

FAIRCHILD DORNIER 328-100 Mod 20 PW 119C 30.84 29.17 67. 83. 12 12 15,38

DASSAULT FALCON 20-C5/D5/E5 (M3547) TFE731-5BR-2C 30.5 28.88 72.1 82.2 15 40 8,15

DASSAULT FALCON 20-F5 (M3547) TFE731-5BR-2C 30.5 28.88 71.4 81.3 10 40 8,15

DASSAULT FALCON 20-C5/D5/E5 (M3500) TFE731-5AR-2C 29.1 27.73 72. 81.8 15 40 8,15

DASSAULT FALCON 20-C5/D5/E5 (M3530) TFE-731-5BR-2C 29.1 27.73 69.2 81.8 15 40 8,15

DASSAULT FALCON 20-F5 TFE731-5AR-2C 29.1 27.76 70.6 79.4 10 25* 8,15

DASSAULT FALCON 20-F5 (M3500) TFE731-5AR-2C 29.1 27.73 70.6 81. 10 40 8,15

DASSAULT FALCON 20-F5 (M3530) TFE-731-5BR-2C 29.1 27.73 68.1 81. 10 40 8,15

SAAB SF340B (Dowty props) GE CT7-9B 29. 28.5 64.1 82. 15 20 8,15 SAAB SF340B (HS14RF-19 props) GE CT7-9B 29. 28.5 64.2 78.8 15 20 8,15

DASSAULT FALCON 20-Basic/D/E CF700-2D-2 28.66 27.32 77. 90.3 15 40 8,15

DASSAULT FALCON 20-Basic/D/E/F (M2851) CF700-2D-2Q 28.66 27.32 71.4 88.9 0 40 8,15

DASSAULT FALCON 20 CF700-2D-2 28.6 27.3 77. 90.1 10 25* 8,15

SAAB SF340B (Dowty props) GE CT7-9B 28.5 28. 63.4 82. 15 20 8,15

SAAB SF340B (HS14RF-19 props) GE CT7-9B 28.5 28. 63.5 78.8 15 20 8,15

RAYTHEON HAWKER 125- 800XP TFE731-5BR-1H 28. 23.35 68.2 82.6 0 45 8,15

SAAB SF340A (Dowty props) GE CT7-5A2 28. 27.2 62.9 82. 15 20 8,15

RAYTHEON HAWKER 125- 800A TFE731-5R-1H 27.4 23.35 69.7 82.5 25* 8,15,20

RAYTHEON HAWKER 125- 800A TFE731-5R-1H 27.4 23.35 69.7 82.5 25* 8,15

RAYTHEON HAWKER 125- 800A TFE731-5R-1H 27.4 23.35 69.7 85. 45 8,15

RAYTHEON HAWKER 125- 800A TFE731-5R-1H 27.4 23.35 69.7 85. 45 8,15,20

SAAB FAIRCHILD SF340 GE CT7-5A2 27.3 26.5 65.3 80. 15 35 12

SAAB SF340A (Dowty props) GE CT7-5A2 27.27 26.5 62.7 75.8 15 20 8,15

SHORTS SD3-60-300 PT6A-67R 27.1 26.5 68.3 84. 15 30 13

SHORTS 21976 PT6A-65R 26.4 26.1 67.9 80.1 5 30 8,15

RAYTHEON HAWKER 125- 600A TFE731-3-1H 25.5 22. 75.8 83.6 25* 8,15

RAYTHEON HAWKER 125- 600A TFE731-3-1H 25.5 22. 75.8 86.1 45 8,15

RAYTHEON HAWKER 125- 600A VIPER 601-22 25.5 22. 81.9 96. - 45 8,15,16

RAYTHEON HAWKER 125- 700A TFE731-3-1H 25.5 22. 75.8 83.6 - 25* 8,15,16

RAYTHEON HAWKER 125- 700A TFE731-3-1H 25.5 22. 75.8 86.1 - 45 8,15,16

RAYTHEON HAWKER 125- 700A TFE731-3R-1H 25.5 22. 76.1 83.5 - 25* 8,15,20,26

RAYTHEON HAWKER 125- 700A TFE731-3R-1H 25.5 22. 76.1 86. - 45 8,15,20,26

SABRELINER CORP. SABRE 80A CF700-2D-2 25.5 22. 80.5 91. - - 12 DOUGLAS DC-3 R-1830-90C 25.2 24.4 85. 84. - - 5

GULFSTREAM G100 TFE731-40R-200G 24.65 20.7 67. 81.2 25 40 8,15

IAI 1125 ASTRA TFE731-3A-200G 24.65 20.7 72.1 80.4 12 40 8,15

RAYTHEON HAWKER 125- 700A TFE731-3-1H 24.2 22. 75.4 83.6 25* 8,15,16

RAYTHEON HAWKER 125- 700A TFE731-3-1H 24.2 22. 75.4 86.1 45 8,15,16 12,15 BAE SYSTEMS (JETSTREAM)JETSTREAM 4100 TPE331-14-801H/802H/805H 24. 23.3 72.5 76.3 15

SABRELINER CORP. SABRE 65 TFE731-3R-1D 24. 21.8 70.8 81.7 - - 8,12

RAYTHEON HAWKER 125- 3A/RA TFE731-3-1H 23.6 20. 72.4 83. - 25* 8,15

RAYTHEON HAWKER 125- 3A/RA TFE731-3-1H 23.6 20. 72.4 85.5 - 45 8,15

RAYTHEON HAWKER 125- 400A TFE731-3-1H 23.6 20. 72.4 83. - 25* 8,15

RAYTHEON HAWKER 125- 400A TFE731-3-1H 23.6 20. 72.4 85.5 - 45 8,15

RAYTHEON HAWKER 125- 400A VIPER-522 23.6 20. 85.3 98.7 45 8,15

IAI 1124A WESTWIND II TFE731-3-1G 23.5 19. 70.3 84.2 12 40 15

IAI 1124IW WESTWIND IW TFE731-3-1G 23.5 19. 71.7 84. 12 40 15

IAI 1125 ASTRA TFE731-3A-200G 23.5 20.7 70.3 80.4 12 40 8,15

LEARJET LEARJET 60 PW305A 23.5 19.5 60.9 77.4 8 40 8,15 4 AEROSPATIALE MOHAWK 298 PT6A-45A 23.4 23. 76. 86. - -

SABRELINER CORP. SABRE 80 CF700-2D-2 23.3 22. 79.6 90.3 15 25 12

LEARJET LEARJET 60 PW305A 23.1 19.5 60.9 77.4 40 8,15 12,15 BAE SYSTEMS (JETSTREAM)JETSTREAM 4100 TPE331-14-801H/802H 23. 22.3 71.6 76.4 15

CESSNA CITATION VII (650) TFE731-4C-3S 23. 20. 65.7 78. 7 20* 8,15

CESSNA CITATION VII (650) TFE731-4C-3S 23. 20. 65.7 81.6 7 40 8,15

SABRELINER CORP. SABRE 75A CF700-2D-2 23. 22. 77.7 90.3 - 25 4 4,8 AEROSPATIALE NORD-262C BASTAN-VIIA 22.9 22.7 78.3 88.9 - - IAI 1124 WESTWIND TFE731-3-1G 22.9 19. 67.4 84. 20 40 8,15

RAYTHEON HAWKER 125- 3A/R VIPER-522 22.7 20. 84.8 98.7 - 50 8,15

RAYTHEON HAWKER 125- 3A/RA VIPER-522 22.7 20. 84.8 98.7 45 8,15

SABRELINER CORP. SABRE 60A JT12A-8 22.7 20.6 83.8 95.4 - - 8,12

CESSNA CITATION VII (650) TFE731-4R-3S 22.45 20. 65.4 81.6 40 8,15

SHORTS 39902 PT6A-45A 22.4 22.1 71.2 81.8 - - 8,15

CESSNA CITATION III (650) TFE731-3B-100S 22. 20. 69.3 81.4 7 20* 7,8,15

CESSNA CITATION III (650) TFE731-3B-100S 22. 20. 69.3 84.8 7 37 7,8,15

CESSNA CITATION VI (650) TFE731-3C-100S 22. 20. 69.3 84.8 7 40 8,15

RAYTHEON HAWKER 125- 1A TFE731-3-1H 21.7 19.55 71.2 83.3 25* 8,15

RAYTHEON HAWKER 125- 1A TFE731-3-1H 21.7 19.55 71.2 85.8 45 8,15

RAYTHEON HAWKER 125- 3A TFE731-3-1H 21.7 20. 71.2 83.5 25* 8,15

RAYTHEON HAWKER 125- 3A TFE731-3-1H 21.7 20. 71.2 86. 45 8,15

CESSNA CITATION III (650) TFE731-3B-100S 21.5 19. 68.8 81.1 7 20* 8,15

LEARJET LEARJET 55B TFE731-3A-2B 21.5 18. 68.4 81.9 - 40

EMBRAER EMB-120 BRASILIA PW115 21.2 21.2 63.2 81.8 15 45 12

RAYTHEON HAWKER 125- 1A TFE731-3-1H 21.2 19.55 70.4 83.3 - 25* 8,15

RAYTHEON HAWKER 125- 1A TFE731-3-1H 21.2 19.55 70.4 85.8 - 45 8,15

RAYTHEON HAWKER 125- 1A VIPER-522 21.2 19.6 83.1 98.5 - 50 8,15

SABRELINER CORP. SABRE 70 JT12A-8 21. 18.5 87.9 93.8 - - 8,12

IAI 1123 WESTWIND CJ610-9 20.7 19. 89.7 99. - - 4

LEARJET LEARJET 45 TFE731-20R-1B 20.5 19.2 60.7 81.5 8 40 8,15

LEARJET LEARJET 55 TFE731-3B 20.5 17. 67. 81.5 - 40 15

MESSERSCHMITT HFB-320 HANSA CJ610-9 20.3 19.4 89.7 99. - - 13 SABRELINER CORP. SABRE 60 JT12A-8 20.1 17.5 84.7 92. - 24 8,12

CESSNA CITATION EXCEL (560XL) PW545 20. 18.7 60.6 85. 7 35 8,15

SABRELINER CORP. SABRE 40A JT12A-8 19.6 17.5 83.4 92. - - 8,12

DASSAULT FALCON 10 TFE731-2 19.3 17.64 69.4 81.8 15 30* 8,15

DASSAULT FALCON 10 TFE731-2-1C 19.3 17.64 69.4 85.3 15 52 8,15

IAI 1121 COMMODORE CJ610-5 18.5 18.5 89.7 100. - - 4

LEARJET LEARJET 35A/36A TFE731-2 18.3 15.3 65.1 81.7 8 40 8,15

LEARJET LEARJET 35A TFE731-2 18. 15.3 71.6 81.7 8 40 15

LEARJET LEARJET 36A TFE731-2 18. 15.3 71.6 81.7 8 40 15

LEARJET LEARJET 31 TFE731-2-3B 17. 15.3 68.9 82.9 40 13,15

LEARJET LEARJET 35 TFE731-2 17. 14.3 70.4 83.1 8 40 4

LEARJET LEARJET 35 W/CENTURY III TFE731-2 17. 14.3 65.6 81.6 - 40 8,15

LEARJET LEARJET 36 TFE731-2 17. 14.3 70.6 83.1 8 40 4

LEARJET LEARJET 36 W/CENTURY III TFE731-2 17. 14.3 65.6 81.6 - 40 8,15

CASA AIRCRAFT C-212-CC TPE 331-10/10R-501C/511C 16.98 16.42 65.7 79.7 10 40 15

CASA AIRCRAFT C-212-CD TPE 331-10R-512C/502C 16.98 16.42 64.7 80.5 10 40 15

CASA AIRCRAFT C-212-CE TPE 331-10R-512C/502C 16.98 16.42 64.7 80.5 10 40 15

CASA AIRCRAFT C-212-CF TPE 331-10R-501C/511C 16.98 16.42 65.7 79.7 10 40 15

CASA AIRCRAFT C-212-DE PT6A-5B 16.98 16.42 68. 76.9 10 40 15

CASA AIRCRAFT C-212-DF TPE 331-10R-502C/512C/513C 16.98 16.42 64.7 80.5 10 40 15

CESSNA CITATION ENCORE (560) PW535A 16.63 15.2 58.3 83. 7 35 8,15 10 BEECH 1900/1900C PT6A-65B 16.6 16.1 66.5 77. - -

CESSNA CITATION ULTRA (560) JT15D-5D 16.3 15.2 67.1 78. 7 35 8,15

CESSNA CITATION V (560) JT15D-5A 16.3 15.2 69.4 80.5 7 35 8,15 LEARJET LEARJET 25 B/C/D/F XR CJ610-6/8A 16.3 13.3 82.3 92. 10 40 8,13

CESSNA 560 JT15D-5A 15.9 15.2 68.7 80.5 7 35 8,15 15 BEECH BEECHJET 400 JT15D-5 15.8 14.2 71.8 83. - -

MITSUBISHI MU300-10 DIAMOND II JT15D-5 15.8 14.2 71.8 83. - - 15 15 BAE SYSTEMS (JETSTREAM)JETSTREAM 31 TPE331-10U-501H 15.2 14.6 63.7 74.7 - -

CESSNA S550 (SII) JT15D-4B 15.1 14.4 64.8 79.6 7 35 8,15

LEARJET LEARJET 25B/C CJ610-6 15. 13.3 82.8 93.8 20 40 4,818

LEARJET LEARJET 25D CJ610-6 15. 13.3 79.7 88.2 8 40 8,13

LEARJET LEARJET 25F CJ610-6 15. 13.3 79.7 88.2 8 40 4,8

CESSNA CITATION BRAVO (550) PW530A 14.8 13.5 61.3 82.3 15 40 8,15

CESSNA CITATION II (550) JT15D-4 14.6 13.5 67.4 79.8 40 8,15

FAIRCHILD DORNIER SA226-AC METRO III TPE-331-11U 14.5 14. 69.2 78.5 - - 10,11

FAIRCHILD DORNIER SA227-AT MERLIN IV C TPE-331-11U 14.5 14. 69.2 78.5 - - 10,11

MITSUBISHI MU300 DIAMOND I JT15D-4 14.1 13.2 71.9 77.2 - 30 12

BEECH 300/300C KING AIR PT6A-60A 14. 14. 64.7 75.9 - - 4 AEROSPATIALE SN601 CORVETTE JT15D-4 13.9 12.4 63.8 79.1 15 35

LEARJET LEARJET 24B/D W/RAISBECK CJ610-6 13.5 11.9 77.8 92. 10 40 8,13

LEARJET LEARJET 24D CJ610-6 13.5 11.9 80.6 89.4 - 40 8

LEARJET LEARJET 24D CJ610-6 13.5 11.9 80.6 94.7 20 40 4,8,17

CESSNA CITATION II (550) JT15D-4 13.3 12.7 62.6 79.3 15 40 8,15

FAIRCHILD DORNIER SA227-AT MERLIN III C TPE-331-10U 13.2 13.2 69.5 78.5 - - 5,11

FAIRCHILD DORNIER DORNIER 228 TPE-331-5-252D 13.1 12.6 66.3 74.7 - -

LEARJET LEARJET 24E CJ610-6 12.9 11.9 73.1 88.3 20 40 48

LEARJET LEARJET 24F CJ610-6 12.9 11.9 74.6 88.3 20 40 48 BEECH B200/T/CT/C;C-12F(4 BLD) PT6A-42 12.5 12.5 66.1 76.6 - - 11 BEECH SUPER KINGAIR 200 PT6A-41 12.5 12.5 68.8 77.8 - - 10,11 BEECH SUPER KINGAIR B200 PT6A-41 12.5 12.5 68.8 77.8 - - 5,11 BEECH SUPER KINGAIR B200T/CT PT6A-42 12.5 12.5 68.8 77.8 - -

BOMBARDIER DHC-6 PT6A-27 12.5 12.5 67. 78. - - 4

BOMBARDIER DHC-6 PT6A-27 12.5 12.5 67. 78. 4

EMBRAER EMB 110-P2 PT6A-34 12.5 12.5 71. 76. - - 4

FAIRCHILD DORNIER SA226-AT TPE-331-3U-303G 12.5 12.5 71. 76. - - 4

FAIRCHILD DORNIER SA226-T TPE-331-3U-303G 12.5 12.5 71. 76. - - 4

FAIRCHILD DORNIER SA226-T(B) MERLIN IIIB TPE-331-10U 12.5 12.5 68.9 78.5 - 5,11

FAIRCHILD DORNIER SA226-TC METRO II TPE-331-3UW-303G 12.5 12.5 71. 76. - - 4

LEARJET LEARJET 23 CJ610-1 12.5 11.9 84.7 89.7 - - 4,8

SHORTS SKYVAN TPE-331-201 12.5 12.5 71.6 77.3 15 46

CESSNA CITATION JET II (525A) FJ44-2C 12.38 11.5 62.7 80.3 15 35 8,15

PIPER CHEYENNE 400LS TPE-331-14 12.05 11.1 57. 78.5 - - 11

CESSNA CITATION I JT15D-1A 11.9 11.4 67.3 77.7 15 40 8,15 11 BEECH B100 KINGAIR TPE-331-6 11.8 11.2 61.5 77.1 - - 4 BEECH A100 PT6A-28 11.5 11.2 62. 74. - - 5,11 BEECH C99 AIRLINER PT6A-34 11.3 11.3 71.1 77.1 - -

GULFSTREAM 695A COMMANDER 1000 TPE-331-10 11.2 10.6 61.6 77.9 - - 5,11

MITSUBISHI MU-2B-36A TPE-331-5-252M 11. 10.2 66. 76. - - 4 5,11 BEECH F90 KINGAIR PT6A-135 10.9 10.9 62. 77.3 - -

CESSNA 500 JT15D-1 10.9 10.9 67. 77.7 15 40 15

GULFSTREAM 690D COMMANDER 900 TPE-331-5 10.7 10.6 61.7 77.4 - - 10 PIPER PA-42 CHEYENNE PT6A-41 10.5 9.4 70.3 77.1 - - 10,11 4 BEECH 99A PT6A-27 10.4 10.4 66. 74. - -

CESSNA CITATION JET (525) FJ44-1A 10.4 9.7 60.3 81.7 15 35 8,15

GULFSTREAM 690B TPE-331-5-251K 10.3 9.7 66. 76. - - 10

GULFSTREAM 690C COMMANDER 840 TPE-331-5 10.3 9.7 61.3 77.4 - - 5,11

GULFSTREAM 695 TPE-331-10 10.3 9.7 62. 77.4 - - 5,15

GULFSTREAM 695 COMMANDER 980 TPE-331-10 10.3 9.7 62. 77.4 - - 5,11

MITSUBISHI MU-2B-26A TPE-331-5-252M 10. 10. 64. 76. - - 4 11 BEECH H18 R-985AN-14B 9.9 9.5 69.6 75. - -

CESSNA CONQUEST II TPE-331-8 9.8 9.8 63. 76.5 - - 511 10 BEECH C90 PT6A-21 9.7 9.7 68. 75. - -

PIPER PA-31T PT6A-28 9. 9. 62. 74. - - 4 11 BEECH B80 IGS0-540-A1D 8.8 8.8 66. 74. - -

MORANE-SAULNIER MS 760B (PARIS II) MARBORE VI C2 8.65 6.96 80.9 91.5 10 55 19

GULFSTREAM 680FL IGSO-540-B1A 8.5 8. 64. 74. - - 11

CESSNA 404 GTSIO-520-M 8.4 8.4 61. 74. - - 11

CESSNA CONQUEST I PT6A-112 8.2 8.2 63. 75. - - 10,11 11 BEECH 65 QUEENAIR IGSO-480-A1B6 7.7 7.4 65.9 73.8 - -

CESSNA 421C GTSIO-520-L 7.5 7.5 61. 74. - - 11

CESSNA CARAVAN I PT6A-114 7.3 7.3 64.9 73. 10 -

PIPER PA-31-350 TI0-540-J2BD 7. 7. 71. 74. - - 11

CESSNA 402C TSIO-520-VB 6.9 6.9 68. 74. - - 11 10,11 BEECH B60 TI0-541-E1C4 6.8 6.8 63. 80. - -

CESSNA 414A TSIO-520-N 6.8 6.8 67. 73. - - 11 GULFSTREAM 500S IO-540-E1B5 6.8 6.8 76. 77. - - 10

GULFSTREAM 560E GO-480-C1B6 6.5 6.5 59. 73. - - 11

PIPER PA-31-310 TI0-540-A2C 6.5 6.5 69. 73. - - 11

PIPER PA-31-325 TIO-540-F2BD 6.5 6.5 70. 74. - - 11

CESSNA 401 TSIO-520-E 6.3 6.3 67. 73. - - 11 10,11 BEECH 58P TSIO-520WB 6.2 6.2 66. 77. - - 10,11 BEECH 58TC TSIO-520-WB 6.2 6.2 67. 77. - -

BRITTEN-NORMAN ISLANDER BN-2B O-540-E4C5 6.2 6.2 68. 73. - - 11

CESSNA 340A TSIO-520-MB 6. 6. 66. 73. - - 11

PIPER 601P IO-540-S1A5 6. 6. 70. 73. - - 11

PIPER PA-602P IO-540-AA1A5 6. 6. 66. 73. - - 11 11 BEECH 58/58A BARON (3 BLD) IO-550-C 5.5 5.4 65.1 73.3 - -

CESSNA 310R TSIO-520-BB 5.5 5.5 65. 73. - - 11

PIPER PA-60-600 IO-540-K1J5 5.5 5.5 66. 73. - - 11 11 BEECH 58 (2BLD) I0-520-C 5.4 5.4 67. 73. - - 11 BEECH 58 (3BLD) IO-520-C 5.4 5.4 63. 73. - - 11 BEECH E55 (2 BLD) I0-520-C 5.3 5.3 67. 74. - - 11 BEECH E55 (3BLD) IO-520-C 5.3 5.3 63. 74. - -

CESSNA 310Q I0-470-V0 5.2 5.2 68. 73.7 - - 10,11

CESSNA 320C TSI0-470-D 5.2 5.2 70. 73. - - 11

PIPER PA-23-250 IO-540-C4B5 5.2 4.94 68. 73. - - 11 11 BEECH B55 IO-470-L 5.1 5.1 73. 73. - - 11 BEECH B55(3BLD) IO-470-L 5.1 5.1 71. 73. - -

PIPER PA-34-200T TSI0-360-E 4.8 4.5 64. 72. - - 11 PIPER PA-34-220T TSIO-360-KB 4.75 4.5 64. 72. - - 11

CESSNA 337H IO-360-G 4.6 4.6 70. 72. - - 11

EXTRA FLUGZEUGBAU EA 400 TSIOL-550-A 4.41 4.41 67.9 64. - - 11,21 11 BEECH D95A TRAVELAIR IO-320-B1B 4.2 4.2 58. 71.1 - -

PIPER PA-46-31P MALIBU TSIO-520-BE 4.1 4.1 70. 63.9 - - 11 11 BEECH 76 I0-360-A1G6D 3.9 3.9 62. 71. - -

PIPER PA-44-180T(2BLD) TO-360-E1A6D 3.9 3.9 62. 71. - - 11

PIPER PA-44-180T(3BLD) TO-360-E1A6D 3.9 3.9 60. 71. - - 11 11 BEECH B36TC BONANZA TSIO-520U 3.85 3.85 71. 64. - -

CESSNA 207 IO-520-F 3.8 3.8 74.3 63.8 - - 11

CESSNA 210 IO-520-L 3.8 3.8 71.4 67.1 - - 10,11

CESSNA T210L TSI0-520-R 3.8 3.8 73. 64. - - 11

CESSNA T210M TSI0-520-R 3.8 3.8 71. 64. - - 11

GULFSTREAM GA-7 O-320-D1D 3.8 3.8 63. 72. - - 4

PIPER PA-44-180 O-360-E1A6D 3.8 3.8 62. 71. - - 11 11 BEECH A36 BONANZA IO-550-B 3.65 3.65 67.8 64. - - 11 BEECH A36 IO-520-BA 3.6 3.6 71. 64. - -

CESSNA 206H IO-580-AIA 3.6 3.6 69.3 63.7 - - 11,21

CESSNA T206H TIO-540-AJIA 3.6 3.6 65.6 63.8 - - 11,21

CESSNA TU206G TSI0-520-M 3.6 3.6 71. 64. - - 11

PIPER PA-30 TWIN COMANCHE IO-320-B 3.6 3.6 56. 70.6 - - 11

PIPER PA-32R-300 IO-540-K1G5D 3.6 3.6 71. 64. - - 11

PIPER PA-32R-301 IO-540-K1G5D 3.6 3.6 70. 64. - - 11

PIPER PA-32R-301T TIO-540-S1AD 3.6 3.6 69. 64. - - 11 PIPER PA-32RT-300 IO-540-K1A5D 3.6 3.6 71. 64. - - 11 11 BEECH F33A I0-520-B 3.4 3.4 70. 64. - - 11 BEECH V35B (3BLD) I0-520-B 3.4 3.4 69. 64. - -

CESSNA 185F I0-520-D 3.4 3.4 66. 64. - - 11

CIRRUS DESIGN CORP. SR 22 IO-550-N 3.4 3.4 73.6 63.8 - - 11,21

PIPER PA-32-300 IO-540-K1G5D 3.4 3.4 71. 64. - -

MOONEY M20M TIO-540-AF1A 3.37 3.37 64.8 63.3 - 11,21 11 BEECH 35-C33A I0-520-B 3.3 3.3 70. 64. - - 4 BELLANCA 17-30A I0-540-T4B5D 3.3 3.3 65. 64. - -

CESSNA 206 IO-520-A 3.3 3.3 70.2 63.5 - - 11

FOUND AIRCRAFT CANADA FBA-2C1 IO-540-D4A5 3.2 3.2 75.9 63.1 - - 11,21

MOONEY M20M TIO-540-AF1A 3.2 3.2 63.9 63.3 - 11,21

PIPER PA-24-260 IO-540-B1A5 3.2 3.2 65. 63. - - 11 10,11 BEECH 35-B33 I0-470-K 3. 3. 71. 68. - - 11 BEECH K35/M35 IO-470-C 3. 3. 70. 63. - -

CESSNA 182P O-470-S 3. 3. 70. 56. - - 10,11

CESSNA 182Q 0-470-U 3. 3. 69. 56. - - 10,11

PIPER PA-28-235 O-540-B4B5 3. 3. 72. 63. - - 11

PIPER PA-28-236 O-540-J3A5D 3. 3. 68. 63. - - 11

CIRRUS DESIGN CORP. SR 20 (2 Bladed Prop) IO-360-ES 2.9 2.9 72.3 61.9 - - 11,21

CIRRUS DESIGN CORP. SR 20 (3 Bladed Prop) IO-360-ES 2.9 2.9 72.1 61.9 - - 11,21

PIPER PA-28RT-201T(3BLD) TSIO-360-FB 2.9 2.9 67. 62. - - 11

ESTUMKEDA LTD d.b.a MICCMAC-145B IO-540-T4B5 2.85 2.74 72.5 63.1 - - 11,21 11 BEECH A24R I0-360-A1B6 2.8 2.8 65. 62. - - 11 BEECH C24R IO-360-A1B6 2.8 2.8 63. 62. - -

CESSNA 177RG I0-360-A1B6 2.8 2.8 65. 62. - - 11

CESSNA 180 O-470-J 2.8 2.8 69. 63. - - 11

PIPER PA-28RT-201(2BLD) I0-360-C1C6 2.8 2.8 67. 62. - - 11

MOONEY M20F w/MODWORK STC# SA02204A IO-360-E5 2.74 2.74 74.4 62. - - 11,21 11 BEECH C35 E-185-11 2.7 2.7 75. 62. - - 11 BEECH E35 E-225-8 2.7 2.7 75. 63. - -

CLASSIC AIRCRAFT WACO CLASSIC F-5 R-755-B2 2.7 2.7 57.8 63.4 - - 11

GULFSTREAM 112 IO-360-C1D6 2.7 2.7 63. 62. - - 11

MOONEY M20J I0-360-A1B6D 2.7 2.7 58. 62. - - 4

PIPER PA-28-200 I0-360-C1C 2.7 2.7 63. 61. - -

MOONEY M20C 0-360-A1D 2.6 2.6 65. 62. - - 11

PIPER PA-28-181 O-360-A4M 2.55 2.5 60. 62. - - 11 11 BEECH C23 0-360-A4K 2.5 2.5 59. 62. - -

MAULE MX7-235 0540-JIA5D 2.5 2.5 63.2 62.7 - - 11 11 BEECH A-23 IO-360-A 2.4 2.4 58. 61. - -

PIPER PA-28-161 O-320-D3G 2.4 2.4 59. 61. - - 11

CESSNA 172 O-320-E2D 2.3 2.3 61. 61. - - 11

CESSNA 172N 0-320-H2AD 2.3 2.3 63. 62. - - 10 11 BELLANCA 8GCBC 0-360-C2E 2.2 2.2 58. 62. - -

CESSNA 170B C-145-2H 2.2 2.2 68. 61. - - 11

GULFSTREAM AA-5A O-320-E2G 2.2 2.2 60. 61. - - 11

GULFSTREAM AA-5B TIGER O-360-A4K 2.2 2.2 57.4 52. - - 10,11

PIPER PA-28-140 O-320-E3D 2.2 2.2 60. 61. - - 11 PIPER PA-28-151 O-320-E3D 2.2 2.2 60. 61. - - 11

OSTMECKLENBURGISCHE F OMF-100-160 O-320-D2A 1.96 1.96 61. 61. - - 11,21

PIPER PA-18-150 0-320-A2B 1.8 1.8 53. 61. - - 11 11 BEECH 77 O-235-L2C 1.7 1.7 56. 60. - - 4 BELLANCA 7GCAA 0-320-A2B 1.7 1.7 51. 60. - -

CESSNA 152 0-235-L2C 1.7 1.7 55. 59. - - 11

PIPER PA-38-112 O-235-L2C 1.7 1.7 56. 60. - - 11

CESSNA 150 0-200-A 1.6 1.6 56. 59. - - 11

CESSNA 150M O-200-A 1.6 1.6 55. 59. - - 11

GULFSTREAM AA-1B O-235 1.6 1.6 57.1 59. - - 11 February __, 2010

Robin Hunt, Manager San Francisco Airports District Office 831 Mitten Road, Room 210 Burlingame, California 94010

Subject: Sacramento Executive Airport Noise Ordinance Update Report

Dear Robin:

Included with this cover letter is a draft copy of the Sacramento Executive Airport Noise Ordinance Update Report. As you are aware, Sacramento Executive Airport (SAC) has had a single-event noise limit in place for thirty years. The current examination of the Noise Ordinance, which sets a single-event noise limit of 84 EPNdB, was undertaken at the request of the FAA, who expressed concern to the Sacramento County Airport System (SCAS) that the current EPNdB metric may be discriminatory as it only applies to the certification of jet aircraft. ESA Airports was tasked with the objective of analyzing the current single-event limit, and providing an alternative that would:

1. Broaden the scope of the single-event limit to include more aircraft; 2. Avoid making the Noise Ordinance more restrictive; 3. Not have a noticeable affect (i.e., increase) on aircraft noise levels; and 4. Not trigger an FAR Part 161 review per the Aircraft Noise and Capacity Act of 1990 (ANCA).

During the extensive review process, ESA Airports and the SCAS considered several methods and alternatives for evaluating and improving the current Noise Ordinance, but ultimately concluded that changing the noise metric used to measure the single-event noise level from EPNdB to dBA (A-weighted decibels) was the most viable option for achieving the goals identified above.

Most reference materials suggest that EPNdB is approximately 13 decibels greater than dBA; therefore, 13 decibels may be added to a dBA value to approximate where an aircraft noise level falls with respect to SAC’s 84 EPNdB single-event noise limit. During discussions between the SCAS and the FAA, however, it was determined that the 13 decibel difference would be too restrictive, lowering the max noise limit and effectively preventing aircraft that currently operate at SAC in compliance from utilizing the Airport. It was therefore determined that by subtracting 10 decibels from EPNdB values it would create a list of aircraft that could operate at SAC without being more restrictive than the 84 EPNdB limit.

With the 10 decibel difference between the two metrics applied, ESA Airports compared aircraft listed under Advisory Circular (AC) 36-1H (EPNdB) to those in AC 36-3H (dBA), which is a more comprehensive list including not only jets, but single and multi-engine piston aircraft as well. The comparison of the two lists identified 26 aircraft types that are currently not eligible to operate at SAC under the existing single-event noise limit of 84 EPNdB, but would comply under a revised limit of 74 dBA. ESA Airports analyzed the potential affect that the addition of the operations of these 26 aircraft types might have on the 65 CNEL contour and determined that the change was negligible (see Figure 1 of the Report). In summary, the attached report concludes that the proposed change to the SAC Noise Ordinance from the 84 EPNdB metric to the 74 dBA metric, successfully satisfies all of the identified goals listed above. Furthermore, implementation of the proposed change would enable the SCAS to more effectively manage the single-event noise limit by providing them with a broader list of aircraft from which to identify take- off noise levels.

Should you have any questions regarding this Report, or the methodology by which our conclusions were drawn, please do not hesitate to contact me by phone at 916.874.0482.

Sincerely,

J. Glen Rickelton, Airport Manager Planning and Environment Sacramento County Airport System cc: George Munson, SCAS Fernando Yanez, FAA T.J. Chen, FAA