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Chapter Three AIRPORT Chapter 3 AVIATION NOISE CHAPTER THREE AAVIATIONVIATION NOISENOISE AIRPORT The purpose of this chapter is to describe providing guidance for long term land the preparation of the noise exposure use planning which is discussed at a maps (NEM) for Scottsdale Airport. later point in the Part 150 Study process. Noise contour maps are presented for three study years: 2004, 2009, and 2025. These noise contour maps (2004, 2009, The 2004 noise contour map shows the and 2025) are considered baseline current noise levels based on operations analyses. They assume operations based for Calendar Year 2003. The 2009 map is on the existing procedures at Scottsdale based on levels from the operation Airport. No additional noise abatement forecast outlined in Chapter Two. The procedures have been assumed in these 2004 and 2009 maps are the basis for the analyses. The noise contour maps will official "Noise Exposure Maps" required serve as baseline conditions against under Title 14, Code of Regulations which potential noise abatement (CFR), Part 150. procedures will be compared at a later point in the study. The 2025 noise contour map was developed to present a long term view of The noise analysis presented in this potential future noise exposure at chapter relies on complex analytical Scottsdale Airport. Based on forecasts methods and uses numerous technical developed in Chapter Two for the year terms. A Technical Information Paper 2025, these maps can be helpful in (T.I.P.) included in the last section 3-1 of this document, The Measurement the use of such data depending upon its and Analysis of Sound, presents help- statistical validity. ful background information on noise measurement and analysis. The INM predicts noise levels at a set of grid points surrounding an airport. The numbers and locations of grid points are AIRCRAFT NOISE established during the INM run to de- ANALYSIS METHODOLOGY termine noise levels in the areas where operations are concentrated, depending upon the tolerance and level of refine- The standard methodology for analyz- ment specified by the user. The noise ing the prevailing noise conditions at level values at the grid points are used airports involves the use of a computer to prepare noise contours, which con- simulation model. The Federal Avia- nect points of equal noise exposure. tion Administration (FAA) has approved INM will also calculate the noise levels the Integrated Noise Model (INM) for at a user-specified location, such as use in Part 150 Noise Compatibility noise monitoring sites. Studies. The latest versions of the INM are quite sophisticated in predicting noise levels at a given location, account- ing for such variables as airfield eleva- INM INPUT tion, temperature, headwinds, and local topography. INM Version 6.1 was used AIRPORT AND STUDY to prepare noise exposure maps for the AREA DESCRIPTION Scottsdale noise analyses. The runways were input into the INM Inputs to the INM include runway con- in terms of latitude and longitude, as figuration, flight track locations, air- well as elevation. As previously men- craft fleet mix, stage length (trip length) tioned, the INM computes typical flight for departures, terrain, and numbers of profiles for aircraft operating at the air- daytime and nighttime operations by port location, based upon the field ele- aircraft type. The INM provides a da- vation, temperature, and flight proce- tabase for general aviation aircraft that dure data provided by aircraft manufac- includes aircraft commonly operated at turers. The Scottsdale Airport=s field Scottsdale Airport. Exhibit 3A depicts elevation is 1,510 feet above mean sea the INM input assumptions. level (MSL) and its average annual tem- perature is 72.6 degrees Fahrenheit (F). The INM computes typical flight pro- files for aircraft operating at the as- sumed airport location, based upon the It is also possible to incorporate a to- field elevation, temperature, and flight pographic database into the INM, which procedure data provided by aircraft allows the INM to account for the manufacturers. The INM will also ac- changes in distances from aircraft in cept user-provided input, although the flight to elevated receiver locations. To- FAA reserves the right to accept or deny pographic data from the U.S. Geo- graphical Survey was used in the devel- 3-2 opment of the noise exposure contours ATCT and supplemental data acquired for Scottsdale Airport. during times when the tower is closed. Five-year (2009) and long-term (2025) contour sets were prepared based upon ACTIVITY DATA forecasts presented in Chapter Two, Aviation Demand Forecasts. Existing Noise evaluations made for the current and forecasted annual operations are year (2004) are based on operational summarized in Table 3A. counts during 2003 from the Scottsdale TABLE 3A Operations Summary Scottsdale Airport FORECASTS Operations Existing 20041 20092 20252 General Aviation Itinerant 114,163 134,700 175,300 Local 71,121 77,000 85,000 Total 185,284 211,700 260,600 Air Taxi 10,569 14,400 27,500 Airline 0 6,500 10,700 Military 428 500 500 TOTAL OPERATIONS 196,281 233,100 299,000 1 Existing operations are based on Calendar Year 2003 operations. 2 Chapter Two, Table 2R, p. 2-19 DAILY OPERATIONS Exhibit 3C illustrate this concept AND FLEET MIX graphically. The footprints represent the noise pattern generated by one de- For this analysis, current aircraft op- parture and one arrival of the given air- erations data (takeoffs and landings) craft type. The aircraft illustrated are and forecasts of future activity (2009 commonly operated at Scottsdale Air- and 2025), prepared as part of an opera- port. tions forecast update presented previ- ously in Chapter Two, Aviation Activity The distribution of these operations Forecasts, were used for noise modeling. among various categories, users, and Average daily aircraft operations were types of aircraft is critical to the devel- calculated by dividing total annual op- opment of the input model data. The erations by 365 days. business jet, turboprop, and multi- engine piston operation mix were devel- The selection of individual aircraft oped using FAA=s instrument flight rule types is important to the modeling proc- (IFR) database, Scottsdale Airport land- ess because different aircraft types gen- ing fee reports, and nighttime observa- erate different noise levels. The noise tion logs. The remaining portion of gen- footprints presented in Exhibit 3B and 3-3 eral aviation operation mix was devel- the GASEPV, represents a number of oped using the Scottsdale Airport based single-engine general aviation aircraft. aircraft fleet mix. Among others these include the Beech Bonanza, Cessna 177 and 180, Piper The future fleet mix for Scottsdale Air- Cherokee Arrow, Piper PA-32, and the port was based upon national aircraft Mooney. The general aviation single- trends. As presented in Chapter Two- engine fixed pitch propeller model, the Aviation Demand Forecasts, Scottsdale GASEPF, also represents several single- Airport can expect turbine aircraft to engine general aviation aircraft. These show the strongest growth into the fu- include the Cessna 150 and 172, Piper ture. Piston aircraft growth is going to Archer, Piper PA-28-140 and 180, and be affected somewhat by the availability the Piper Tomahawk. of services, competitive rates and charges, as well as the storage space The FAA's substitution list recommends available. The breakdown of the busi- the BEC58P, the Beech Baron, to repre- ness jet fleet is also going to continue to sent the light twin-engine aircraft such transition from Stage 2 aircraft to qui- as the Piper Navajo, Beech Duke, eter Stage 3 aircraft. The two primary Cessna 310, and others. The CNA441 factors driving this transition are the effectively represents light turbo-prop age of the Stage 2 fleet and the in- and twin-engine piston aircraft such as creased hourly operating cost. Stage 2 the Cessna 402, Gulfstream Com- business jet aircraft were certified prior mander, and others. In addition, the to December 31, 1974 and will be at DCH6 is recommended for use in model- least 50 years old by the year 2025. A ing the Merlin Metroliner and King Air Stage 2 Gulfstream IIB aircraft that turboprop aircraft. seats 12 people has an hourly operating cost of $3,023 while a Stage 3 Gulf- The INM provides data for most of the stream IV aircraft that seats 13 people business turbojet aircraft in the na- has an hourly operating cost of $1,955 tional fleet. The LEAR25 represents according to CJS Worldwide Jet Search. the Lear 20 series aircraft that make up Table 3B lists the annual operations by the majority of small Stage 2 business aircraft type. jet category. The CNA55B effectively represents the Cessna 550 and 560 se- ries aircraft that dominate the small DATABASE SELECTION Stage 3 business jet category. The FAL20 represents the aircraft in the The INM provides aircraft data for most medium Stage 2 business jet category. of the aircraft that operate at Scottsdale Aircraft such as the Lear 30, 40, 50, and Airport. FAA provides a substitution 60 series, in addition to the Hawker 800 list for aircraft not specifically identified and 1000, are effectively represented by in the INM. the LEAR35 designator in medium Stage 3 business jet category. The The FAA aircraft substitution list indi- CNA750 designator, representing the cates that the general aviation single- Cessna Citation X series aircraft, was engine variable pitch propeller model, 3-4 TABLE 3B Operational Fleet Mix Projections Aircraft Type INM Designator Existing
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