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The preferential runway concept is based on optimizing runway utilization under wind, weather, demand, and airport layout constraints to minimize population impacts by taking advantage of uneven population distribution around the airport Preference is given, weather permitting, to those runways for which arrivals or departures affect the fewest people Considerable effort can be devoted to determining which runway flight track combinations create the least noise impact and to developing with the FAA a workable plan that can be implemented Monitoring the effectiveness of any preferential runway use program is important and can also require significant effort to develop and implement
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The FAA has developed a recommended noise abatement takeoff procedure involving power settings and profile characteristics for turbojet-powered aircraft with maximum certificated gross takeoff weights in excess of 75,000 lb [34] Most domestic airlines have incorporated this procedure or an equivalent in their flight manuals The National Business Aircraft Association (NBAA) has also developed and recommended noise abatement procedures for turbojet business aircraft The objectives of the NBAA program are to ensure that jet aircraft noise abatement procedures are safe, standardized and uncomplicated while at the same time being effective at reducing noise levels in the community Noise abatement departure procedures can also include use of specific headings and turns to avoid populated areas The INM may be used to assess the effectiveness of such procedures Noise abatement flight paths can offer significant opportunities for noise abatement where distribution of incompatible land uses is uneven Typically, noise abatement flight paths are designed to avoid the noise sensitive areas and route air traffic over less sensitive areas Implementation of these kinds of flight paths will also require extensive interaction with the FAA Again, the INM may be useful in assessing the noise impacts of various flight tracks
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Noise-based airport use restrictions address noise control through reductions in the average noisiness of the aircraft that use the airport Use restrictions have come under court challenge, especially by the FAA, as unduly restrictive of interstate commerce In general, the courts have found restriction of an airport to be legal if they are 1 Reasonable in the circumstances of the particular airport 2 Carefully tailored to the local needs and to community expectations
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3 Based upon data which support the need and rationale for the restriction 4 Not unduly restrictive of interstate commerce Several types of restrictions may be considered, particularly if they are considered voluntary Curfews or other nighttime use restrictions are designed to reduce or eliminate noisy operations during late-night hours when people may be particularly sensitive to noise Such restrictions can have large DNL benefits relative to the number of aircraft operations affected because of the 10-dB penalty added to noise between 10:00 pm and 7:00 am when computing DNL Aircraft operators may react by canceling operations by restricted aircraft types, switching to quieter aircraft types, or rescheduling Full curfews, such as eliminating all nighttime flights, have been found to be overbroad and to impose undue burden on interstate commerce, and are often viewed as arbitrary and capricious The overbroad issue has to do with the fact that a full curfew may deny access to the airport by users who, in fact, could operate quietly at night without significant disruption to sleep A full curfew might have interstate commerce implications because of nighttime activity to and from outof-state destinations The arbitrary and capricious test has to do with whether or not a use restriction can be justified in terms of its noise benefits Perhaps the most important point to be made is that a detailed quantitative noise analysis should be developed to provide justification for any noise-based use restriction Use restrictions can also be based on FAA noise certification categories These categories are identified in FAR Part 36 and discussed later These restrictions limit the use of the airport based on the noise certification stage of the aircraft For example, an airport may adopt a restriction that limits the use of the airport to stage 3 aircraft at night As part of the certification process specific noise levels are measured for each aircraft [38] and use restrictions can be based on these specific levels For example, an airport could prohibit nighttime departures by aircraft with certified noise levels exceeding 108 EPNdb Use restrictions do not have to be based on certified noise levels Certified noise levels may not be available for some older transport category aircraft or for many general aviation aircraft Certified noise levels may also be deemed unrepresentative of the sound levels produced under actual local operating conditions In such cases, it may be preferable to set limits based on other published data [25] or on the noise levels measured at the airport itself Noise-based landing fees provide an economic incentive to discourage the operation of noisier aircraft, especially during noisesensitive times of the day Noise-based landing fees are proportional in some way to the noise produced by the aircraft For example, an
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