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HomeMy WebLinkAboutReso 123-1981 RESOLUTION NO. 123-81 A RESOLUTION OPPOSING ADMISSION OF BRITISH AIRCRAFT CORPORATION "ONE-ELEVEN" (BAC 1-11) AIRCRAFT INTO OPERATION AT THE SAN FRANCISCO I NTERNATI ONAL AIRPORT WHEREAS, the City of South San Francisco is a municipal corporation located continguous to the San Francisco International Airport; and WHEREAS, the City Council is aware of the negative effects of aircraft noise upon the citizens of South San Francisco; and WHEREAS, it is essential to the health and welfare of the citizens that aircraft noise and its effects be minimized; and WHEREAS, there is currently pending before the Airports Commission of the City and County of San Francisco the application of Pacific Express Airlines to introduce the BAC 1-11 aircraft as a scheduled commercial aircraft at the San Francisco International Airport; and WHEREAS, the City Council has been informed that the BAC 1-11 aircraft are among the noisiest aircraft in existence today; NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of South San Francisco that the City Council does hereby .request the Airports Commission of the City and County of San Francisco to deny the request of Pacific Express Airlines to introduce the BAC 1-11 aircraft as a scheduled commercial aircraft at the San Francisco International Airport. BE IT FURTHER RESOLVED that the City Council requests the Airports Com- mission to consider, in making its determination to deny such application, the facts contained in Exhibit "A" to this Resolution which is incorporated by reference herein. I hereby certify that the foregoing Resolution was regularly introduced and adopted by the City Council of the City of South San Francisco at a special meeting held on the 13th day of October , 1981, by the fol 1 owing vote' AYES: Councilmembmrs Ronald G. Acosta, Mark N. Addiego, Emanuele N. Damonte, Gus Nicolopulos; and Roberta Cerri Teglia NOES: None ABSENT: None ATTEST: City EXHIBIT "A" TO RESOLUTION NO. 123-81 ADOPTED 10/13/81 ~IRCRA.~ ~D ~IRPO~T ~COUSTICS · P. O. Box 94o SAN ln'RM~Ci$CO~ CA. 94-10! TELEPHON g: (4151 732-0871 September 19,, 1981. File No. SSF 81-36. The Honorable Mayor and Members of the City Council and the City Manager, City of South San Francisco, P. O. Box 711, South San Francisco, California 94080. Subject: Proposed Entry into San Francisco International Airport of Aircraft of the British Aircraft Corporation (BAC) 1-11 ("ONE ELEVEN") Type. Dear Mr. Mayor and Members of the City Council, and Mr. Birkelo: In response to a telephone call from Mr. Birkelo and Mr. Wilson, yesterday afternoon, in which Mr. Birkelo requested a comment from me directly to Vice Mayor Roberta Teglia regarding the noise characteristics of the BAC One-Eleven air-carrier aircraft, I reached Mrs. Teglia this morning by telephone. I mentioned to Mrs. Teglia that all of the models of the- BAC One-Eleven aircraft are extremely noisy. I explained to her that, according to the best of my knowledge, Mohawk Airlines, a regional carrier in the upper State of New York and neighboring states, among other carriers, found itself compelled to dispose of its BAC One-Eleven aircraft, because the Port Authority of New York and New Jersey and other Eastern airport authorities objected to the noisiness of that type of aircraft and requested its removal from their airports to protect their neighboring residential areas. FAA Advisory Circular 36-3A. While.it has not been made clear to me on what basis Pacific Express, the reported proponent of the two-to-three-year-long introduction of leased surplus BAC One-Eleven aircraft to the San Francisco International Airport (SFIA), claims that the aircraft are quieter than comparable types of aircraft currently operating at the SFIA, I can only surmise that Pacific Express might be relying on the ratings of the "Estimated Maximum A- Weighted Sound Levels for Airplanes at Part-36 Appendix "C" Locations" that are incorporated in the FAA Advisory Circular No. 36-3A, entitled "Estimated Airplane Noise Levels in A-Weighted Decibels," published on June 11, 1980, and reportedly withdrawn since then and subjected to a complete revision. SSF 81-36, 810919. I have carefully reviewed the work done by Mr. Richard Linn, Director of Technology of American Airlines, and others who have examined the proposal by the FAA to apply the criteria set forth in the FAA Advisory Circular 36-3A to the admission of various types of aircraft to the Washington National Airport, and I agree with Mr. Linn's conclusion that many of the FAA r, atings are without an adequate foundation or, alternatively, constitute an unjustifiable application of actual or (as in the case of the BAC One-Eleven) "guessed at" product-certification noise values in lieu of noise values actually measured in real aircraft operations at a real airport. The BAC One-Eleven, apparently, has never been tested by the FAA at Part-36 Appendix-"C" locations. Please find enclosed herewith copies of the two-page text of FAA Advisory Circular No. 36-3A and six "takeoff" pages of a reproduction of FAA Advisory Circular 36-3A, with the BAC One-Eleven entries circled for ready identification. I regard these listings as unreliable. Noise-Monitoring Reports of the Zurich International Airport, zurich, Switzerland. The takeoff noise levels of aircraft of the various BAC One-Eleven models have been included in.the series of accurate noise-level.measurements of all types of aircraft at suitable residential locations in the vicinity of the Zurich and Geneva- Cointrin International Airports in Switzerl'and. The locations are directly comparable to areas of the Cities of San Bruno, South San Francisco, and Daly City relative to the San Francisco International Airport. The climbout areas adjacent to the Zurich International Airport in which the measurements were made, are situated in rising terrain similar to the terrain in the San Bruno Gap. The noise measurements Of individual takeoffs at Zurich and Geneva, and 'the detailed statistical evaluation of~climb gradients and noise levels, have been incorporated in a'report entitled "Report on the Allocation of Types of Aircraft to Noise Categories as a Basis for the Assessment of Noise-Related Airport Fees," ZRH Technical Rep½ort 80 930, which was published by the Zurich International Airport Administration on May 8, 1980. An American translation of the report was made by the writer after a suitable trial period had been completed and was included as Appendix VI in the report entitled "Noise-Related Surcharges on Landing Fees and Noise-Related Runway Curfews," by Maurice A. Garbell, _ ~_ published by the Garbell Research Foundation, San Francisco, California on April 8, 1981, as Report No. 10 of the Garbell Aerospace Series. -- 2' -- SSF 81-36, 810919. Please find enclosed herewith a copy of Page 12 of Appendix VI of the aforementioned Garbell Research Foundation Report No. 10, comprising "TABLE 5" of the ZRH Technical Report 80 930, with the BAC One-Eleven entries circled for ready identification. Having examined the noise-monitoring equipment employed, the noise-monitoring procedures practiced, and the statistical concepts and calculations performed by the professional staff of the ZRHIA, I find the ZRH data to be reliable and directly applicable to the circumstances prevailing to the North and Northwest of the SFIA. Summary of Findings. ~ - On.the basis of the available data, we conclude as follows: i · The BAC One-Eleven aircraft are among the noisiest aircraft in existence today. Their maximum noise levels are exceeded only by the old, straight-jet, DC-Ss (DC-80-20, -30, -40, -50), which United Airlines and other operators have grounded because of their characteristics of noisiness and wasteful fuel consumption, and which are no longer in operation at the SFIA. Their maximum noise levels are comparable to those of the noisiest "stretched-DC8s," turbofan Boeing 707s and Boeing 727-200 ADV (advanced), and the noisiest DC-9-50s. The BAC One-Eleven aircraft generate maximum noise levels that eXceed those of all other Boeing 727s, the Boeing 737s, and the noisy old-model 747-100s, the DC-8-62s, and all other DC-9s. The BAC One-Eleven aircraft are almost "twice as noisy" as the Airbus (Eastern Air Lines at the SFIA), the more advanced Boeing 747-200s, the Special-Performance short- body Boeing 747-SPs, the smallest DC-9-10s, the DC-10, and the Lockheed L-1011. · From personal observation of BAC One-Eleven aircraft at various airports in the eastern United States, I have been annoyed not only by the banshee-like shrill compressor noise as a BAC One-Eleven approaches the position of an observer on the ground, but also by the prolonged deep rumble after the passage of the aircraft, attributable to the severe velocity jump (shear) between the straight exhaust jets of the Spey engines on the BAC One-Eleven and the atmosphere. These phenomena are not described adequately by the "maximum A-weighted noise level" alone. - 3 - SSF 81-36, 810919.~ · I would anticipate a severe and adverse noise impact on the people of South San Francisco, were a BAC One-Eleven aircraft to perform a straight climb through the San Bruno Gap, or were it to turn right in a Shoreline departure procedure after a takeoff from a Runway 01. · It would appear from my own observations, also, that the BAC One-Eleven aircraft exhibit greater sensitivity to a crosswind component during takeoff than at least some other widely used jet-propelled airliners. If this characteristic is found to be valid, it would signify that BAC One-Eleven aircraft would be among the first to be obliged to abandon Runways 1 at the SFIA for takeoff in a moderate westerly wind and to resort to takeoffs on Runways 28. Recommendation. I would recommend that the City of South San Francisco oppose the admission of BAC One-Eleven aircraft to the SFIA on the grounds of its proven excessive noisiness. Moreover, I would'recOmmend that the City of South San Francisco oppose the consideration of the "estimated" noise data contained in the Federal Aviation Administration Advisory Circular No. 36-3A in the assessment of the possible noise impact of the BAC One-Eleven aircraft on the residents of the environs of the San Francisco International Airport on'the grounds of the inadequate foundation of the "estimated" maximum noise levels set forth therein. The need for opposing the use of FAA Advisory Circula~ 36-3A is heightened by our need to maintain a consistent position on that subject in the course of the forthcoming resumption of the Noise Variance Hearing for the SFIA. Sincerely yours, ice A. Garbell President 11 enclosures. Xc: Vice Mayor Roberta Cerri Tegtia, by separate mailing to her home address. - 4 - S-40 51:7061 FEDERAL AVIATION ADMINISTRATION ADVISORY CIRCULAR 36-3A ESTIMATED AIRPLANE NOISE LEVELS IN A-WEIGHTED DECIBELS % June I1, 1980 !. PURPOSE. This circular provides listings of air- plane noise levels in A-weighted decibels (dBA) ranked m descending order for the conditions and the assump- tions described below. This information is provided both for aircraft that have been noise certified and for air- craft for which no such requirement currently exists. 2. CANCELLATION. Advisory Circular 36-3, Air- plane Noise Levels in A-weighted decibels dated 5/29/79 is canceled. 3. BACKGROUND. FAR Part 36 requires the re- porting of turbojet and large transport category aircraft certificated noise levels in units of Effective Perceived Noise kevel in decibels (EPNdB). Many airport and other community noise analyses utilize a noise rating scale that is based upon A-~:cighted decibels. For this reason, the dBA noise levels for aircraft under FA R Part 36 conditions have been estimated to provide a reference source for aircraft noise levels that is consistent with the many noise rating scales having dBA as the basic weighted measure. These listings also provide public exposure to progress in the control and abatement of airplane noise, as 'well as 'offer a common noise level reference lot"potential future reductions. 4. NOISE L E VELS. a. The noise levels were estimated for each airplane as they might occur during type certification tests con- ducted under Appendices A, B, and C of FAR Part 36, Amendment 8. However, it should be specifically- noted that the reported levels are estimates and do not represent actual certified values. This is because certifi- cation data are reported to the FAA in units of Effec- tive Perceived Noise Level (EPNdB) for large trans- port category airplanes and turbojet powered aircraft. Where possible, the .dBA values were estimated from certification"data. Propeller-driven aircraft below 12,500 pounds gross weight are certificated in units of dBA, but the tests do not include takeoffs and landings; there- fore, these values also were estimated. b. The listings of the various certificated and uncerti- ficatcd airplanes include tabulations of their noise levels at maximum gross weights. Soun level estimates are provided in decibels (dBA) at FAR Part 36, Appendix C positions (6500 meters from start of roll for takeoff and 2000 meters from the runway threshold for ap- proach). c, Since the noise levels are estimated as they might occur during type certification tests conducted tinder Appendix C of Part 36, these values are intended to provide a consistent basis for comparison of noise levels of major aircraft models rather than of individual air- craft. The noise levels of individual aircraft may also differ due to variations in weight and operating proce- dures from those used during certification. For instance, takeoff noise levels are reduced' substantially as aircraft takeoff weight is reduced. Takeoff weights during normal in-service operations are often less than the maximum certificated weight. In general, for equal noise control technology, the lower the maximum weight of an air- plane the lower in the tabulation it will appear on the attached listings. Conversely, th6se aircraft normally associated with high weight, long range operation and, therefore, greater productivity, have the higher noise levels and will appear predominantly at the top of the list. This aspect of increasing noise levels with increasing weight is embodied in the ~noise certification requirements of Part 36. The takeoff noise level is also dependent on operating procedures applied. The takeoff noise level estimates in the table represent full thrust conditions for some aircraft and a reduced thrust condition, as per- mitted by FAR Part 36, for other' aircraft. Neither of these conditions may be representative of the in-service operation of a particular aircraft at a particular airport. Sec FAA Advisory Circular 91-53, Noise Abatement Departure Profile. Variations from the values of the noise estimates presented in Ibis circular for individual flights at actual airports under nominally the same conditions could range within plus or minus 3 dBA for airplanes certificated in accordance with Part 36 or more for those .airplanes not noise certificated. Additional variations ~n absolute value occur when aircraft operating con- ditions do not conform with those corresponding to noise certification. However, the FAA believes that the rank- ing of aircraft noise levels that occur under uniform cer- tification conditions provides' the best information cur- rently available on the relative noisiness of airplanes over a wide variety"of conditions. d. There are variations in the raw noise data obtaihed during the Part 36 certification. The Part 36 noise test procedures require averaging six or more measurements at each location to statistically establish a 90% confi- dence in the result with a variation not to exceed plus or minus 1.5 EPNdB. c. In addition to thc Appendix I listing of noise levels in order of descending magnitude, this Advisory Circular also provides the same data listed by aircraft manufac- turer. This list, contained in Appendix 2, is presented as a convenience in locating data on specific airplanes. f. While these listings provide data on a wide variety of airplane types and models within types, other specific 11-3-80 Pubhshed by THE BUREAU OF NAIIONAL AFFAIRS tNC. WASHINGTON DC 20037 35 mod~,~i designations (often peculiar to just one carrier) may not be shown. Thus, for example a Boeing 727-232 · is not listed, but the equivalent data for a Boeing 727-200 with the proper engine should be used. Similarly, data for a McDonnell-Douglas DC-8-30 should be used for ,-.~.hcr models of the DC-8-30 series of aircraft. g. The FAA's Integrated Noise Model (IN'M) com- _~ter program may be useful in providing more detailed ,,aise predictions for aircraft as they are actually flown. FILE Further, the 1NM can provide predictions of noise levels at other locations which may be of greater interest to a particular community. 5. REVISIONS. The airplane noise level listings in this Advisory Circular will be revised and updated periodically. JOHN E. WESLER Director of Environment and Energy Noise Regulation Reporter MANUFACTURER CO NCORO E GENERA: 0YF:ANICS GENERAL DYNAMICS BOEING NCDONNELL DOUGLAS MCDONNELL DOUGLAS BOEING BOEING MCOONNELL DOUGLA~ HCDDNNE LL DOUGLAS MCDONNELL DOUGLAS BOEING MCOONNELL DOUGLAS ~CDONNE LL OOUGLAS MCDON~E LL OOUGLAS ~OEI~G 60EI~G MCOONNELL OOUGLAS 60EING 60EING ~OEING 80EING HCDONNELL 00UGLAS MCOONNE EL OOUGLAS MCDONNELL OOUGLAS 60EI~G BC'E lNG BOE ~NG B0 E ~NG . 50 E ~ NG HAWKER SIDDELEY HAWKEE SIDDELEY BOEING bOEING BOEING BOEING BOEING BOEING LOCKHEED ~OEING BOEING GENERAL DYNAMICS BOEING BOEING BOEING 50EING BOE lNG I Appendix 1 ESTIMATED MAXIMUM A-WEIGHTED SOUND LEVELS FOR AIRPLANES AT PART-36 APPENDIX 'C' LOCATIONS TAKEOFF GR WG~. AIRPLANE ENGINE 1000 LBS. CONCORDE 0 -592~/M-& 02 400 o 0 CV-OO0-22M CJ-8OS-3B 193.0 CV-880--2 2 CJ-805-3 184.0 B-747-100 JTgD-3 710.0 DC8-55 JT30-3B 328.0 DC8-61 J '[ 3 D-3 B 320 · O B-707--120 JT3C-6 258.0 D-747-200 JTDD-3A 767.0 DCB-50 J13O-i 300.0 DC8-62 JT3g-Jb . 350.0 DC8-63 JT3D-3B 350.0 B-707-420 KCO.MK508 316,0 DC8-40 P, CO. 12 315.0 OCS-lO jT 3C-6 273,0 OCS-50 J~3D-3b 315.0 G-747-100 JT90-3AWET 735,0 B-747-200 JTgD-3A 773.0 B-747-20 0 J T 9D-7 770.0 DC8-30 JT 4A-9 315.0 B-747-100 JTgD-7 710.0 B-747-2OO JTgD-7WET 775.0 8-747-100 JTgD-TWET 735.0 8-707-320C JT3D-3B 332.0 DC8-6Z O TBD-3B 335.0 DC8-b2 JT3D-7 350.0 DC8-63 J'[ 3D-7 355.0 8-707--3208 JT3D-3b 328.0 B-747-100 JTgD-TFWET 750.0 B-747-i00 JT 90-7 F 750,0 B-747-200 JTDD-3A 767.0 B-747-I00 JT%O-TWET 750,0 8-747-200 JTDD-7FWE T 805.0 TRIDENT 1E RB163 MKSI1-5 130.0 TRIDENT 2E R~163 M~51Z-5 143.5 B-720 JT3C-7 230.0 B-747-20,g JTDD-3AWET 773.0 B-7~7-200 JTDD-7 770,0 8-747-200 JT9Q-7WE~ 785.0 B-747-100 JTgD-7 710,0 8 -747-200 J T 9D-7 F 775 · 0 I329, JETSTAR O'[ llA-~ 42,0 B-707-320 JT4A-1 l 316.0 B-797-200 CFE-50E 820,0 CV-990A CJ-~OS-Z3 Z53.0 B-707-~20 JT4A-~' 248.0 6-747-200 C F 6-50E~ 800.0 D-747-SP JT90-7FW~T 695,0 B-747-SP JTgD-'/A 690.0 [~-747-200 RB2! l-. ~24B 800,0 EST. DBA 112,9 107.8 105.8 105,7 105,2 105.2 104.6 104,2 104,2 104.Z 104.2 103.8 103.8 103.8 103.2 103.1 102.8 102.6 102.2 I01.5 10],.5 lO1,4 lOl.Z 101,2 i01.2 10~.2 100.8 100,5 100,5 100,5 100.2 99.9 99,8 99.8 g9.6 99.6 99.4 99.1 99,1 99,1 98,6 97.3 97.2 96,6 96.6 96,2 96,1 96.0 FLAPS 10 I0 10 10 10 10 10 10 i0 10 10 10 10 I0 10 10 10 10 10 I0 10 10 10 NOTES 8 . 8 8 8 7 8 8 8 8 8 ? ? ? B ? 7 7 8 8 8 8 8 6 8 8 8 8 8 C m Z Z 0 m < m MANUFACTURER BOEING BOEING HAWKER SIDDELEY MCDCNNELL DOUGLAS MCDONNELL DOUGLAS BOEING BOEING MCDONNELL DOUGLAS MCDONNELL DOUGLAS EOEING BOEING MCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS BOEING MCDONNELL DOUGLAS BOEING MCDONNELL DOUGLAS BOEING MCDONNELL DOUGLAS BOE1NG BOEING HAWKER SIDDELEY MCDONNELL DOUGLAS BOEING MCDONNELL DOUGL'A S BAC MCDONNELL DOUGLAS BOEING bOEING MCDONNELL OOUG'LA S MCDONNELL DOUGLAS BOEING BOEING ROCKWELL INTERNATIONAL BAC BOEING IAI IAI ME S SEP, S CMMI T T'-BO LKO W BOEING BDE lNG BOEING MCDONNELL DOUGLAS t~OE lNG BOE lNG BOSING AIRPLANE B-707-12 OB B-747-200 TRIDENT 3B DC8-20 0C-10-30 B -74 7-S P B-747-SP DC-I 0-30 DC-10-30 B-727-200 B-747-200 DC-Z 0-30 DC-10-30 ' DC-lO-3O DC-10-30 O C-10-30 B-747-SR DC-lO-q0 B-727-200 OC-iO-~O B-727-200 OC-I 0-30 5-727-20 0 B-720B TRIDENT l DC-lO-40 ' B-727-100 DC-10--40 1-11-500 DC-10-40 B-727-200 8-727-200 DC-lO-30 DC-lO-30 8-727-200 B-747-SR SABRE 40A 1-11-500 B-72 7-20 0 1121 COMMODORE 1123 WES]WIND HFB-320 HANSA B-727-100 B-727-200 B-727-200 DC-10-10 B-TZ7-100 B-727-100 B-72 7-200 ~ndix 1 TA%EOFF ENGINE J730-3 CF b-50E R~163 MK512-5 JT4A-3 CF6-50C1 . JTgD-TA Jl 9D-TF CFB-50C CFB-50C1 JTSO-15 JT9D-70A CF6-bOC1 CF6-50C CF&-SOA CF6-50C CFB-50C1 J1 90-7A JTDD-bgB JT BD-17R{}N JTDD-59A JTBD-17QN CFB-50A JT80-9 JT3D-1 RB163 MKS05-5 J T 9D-5 9B JTBD-1 .;T 9o-59A SPEY MK512 -- -- JTDD-20 JTBO-ITRQN JTBO-DQN CFB-50C · CFB-50C JTBD-15~N JTDD-TA JTI2A-8 SPEY MKS12 JTSD-I ?ON CJ6IO-5 CJBiO-9 CJBiO-5 JTBD-1FCD JTSD-I 5QN JTBD-TQN CF6.-~O JTSD-TFCD JTSD-gFCD J T 8 g-?gN GR WGT. i000 LBS. 258.0 7?5.0 150.0 276.0 590.0 660.0 660.0 565.0 572.0 . 190.5 820.0 562.0 550.0 550.0 534.4 534.4 610.0 590.0 208.0 590.0 203.1 519.6 172.5 235.0 115.0 555.0 161.0 555.0 104.5 530.0 197.0 194.5 440.0 440.0 190.5 570.0 19.6 99.7 190,5 18.5 20.7 20.2 109.5 184.2 172.5 440.0 169,5 169,5 169,5 EST. DBA 95.8 95,8 95.8 95.8 95.4 94,9 94.9 94.5 94.5 94.1 94.1 93.9 93.8 93.4 93,1 92.9 92.7 92.6 92,2 92.2 92.1 91.8 91.8 91.2 90.8 90,6 90.5 90.4 90.4 90.4 90.3 90.2 90.0 90.0 89.9 89.8 89.7 89.7 89,7 89.3 89.0 88.9 88.9 88.7 88.6 88.2 FLAPS 10 06 I0 10 10 10 05 I0 10 10 O8 10 10 10 10 05 i0 05 05 15 10 05 LO 10 05 15 10 10 05 10 O5 05 05 15 05 05 O5 15 NOTES 8 8 8 6 6 6 2 8 8 8 8 3,8 2 2,8 3 3 2,8 m m Z m m .MANUFACTURER MCDCNNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS BOEING BOEING BOEING 90EING MCDONNELL OOUGLAS LOCKHEED BOEING BOEING LOCKHEED MCDONNELL DOUGLAS BOE BOEING hOE lNG bO E I NG 80E ING BOEING BOEING BOEING bOEING MCDONNELL DOUGLAS BOEING MCDONNELL DOUGLAS BOEING LOCKHEED MCDONNELL DOUGLAS LOCKHEED LOCKHEED MCDONNELL DOUGLAS BOEING GATES LEAP, JET ROCKWELL INTERNATIONAL MCOONNE LL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS GRUMMAN AMERICAN MCDONNELL DOUGLAS BOEING MCDONNELL DOUGLAS HCDONNE LL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS GATES LEARJET GATES LEARJET AIRPLANE DC-lO-40 DC-10-10 DC-lO-lO B-727-200 B-727-100 B-737-Z00 B-727-100C DC-10-lO L-lOll-1 5-737-200 8-737-200 L-IOll-I DC-10-10 B-737-200 B-727-100 B-737-200 B=737-200C 8-737-200 B-727-100 B-737-i00 B-737-200 B-7~7-200 DC-10'--40 B-737-200 DC-9-50 8-737-200 L-lOll- 1 O C-9 -30 L-lOll-1 L-lOll DC-9-50 8-737-200 LEARJET 23 SABRE &O DC-10-10 DC-10-10 DC-9-50 DC9-30 GULFSTREAM II DC-g-40 B-737-200 0C-9-50 DC-9-$0 DC-9-30 0C-9-50 DC-<)--GO DC-?-30 LE?RJET 25C LEA~JET 250 Appendix 1 ..TAKEOFF ENGINE JTgD-20 CFB-OD CFB-BDI JT 8D-~; QN JTUD-IFCD JT BD-gQN JT (,D-7 CF6-bDI R6 211-22C J T 8 D-9 ON J T UD-I 7QN Rb211-22C C F6-bD JTBD-9~N J T 80-7 FCD JT SD-15k,'N JT 80-15 J l UD-7 JT BO-qFCD JTOD-9 J 1 8O-I JTBD-qQN Jl~O-20 J1 JTBD-X7 JTBD-17QN RB211-22C J'TBD-17 RB211--22C ~6211-228 JT8O-15 JTBD-gQN CJ-6IO-1 JTI2A-8 C F b-bO CF6,--ODi' JTSD-1? JTBD-9 SPEY MK51 1-8 JTBD-11 JT 80-TON JTBD-17 JTBD-17 J'TBD-9 JTSD-15 JTBD-15 JTBD-15 CJblO-6 CJ610-6 GR WGT. 1000 LBS. 484.0 430.0 440.0 172.5 160.5 117.0 160.5 430.0 430.0 115.5 122.5 422.0 410.0 114.5 160.5 117.0 115.5 109.0 160.5 lll.O 115.5 115.5 430.0 110.7 121.0 115.5 416.0 lZl. O 396.0 430.0 121.0 I09.0 12.5 20.0 377.5 386.5 llO.O 114.0 65,5 1~.0 100.5 115.0 115.0 110.0 115.0 114.0 114.0 15.0 15.0 EST. DBA 08.2 88.1 08.1 87.9 87.4 87.3 87.3 87.3 87.i 86.9 06.9 86.9 86.9 86.8 86.8 86.6 86,5 86.4 86.4 86.1 86.1 86.1 85.6 85.5 85.4 85,3 85.3 85,3 85.2 85.1 85.1 84.9 84.7 84.7 84.5 84.5 84.5 84,3 84.2 84.1 83.8 83.7 83.& 83.4 83.4 83.1 83.1 82.8 82,8 FLAPS 10 08 O8 15 O5 O1 O5 I1 10 O1 O1 10 14 O1 05 O1 01 O1 05 OI 10 OI O1 I0 10 14 Cl 14 15 2O O1 2O 20 NOTES 2 3,8 2,8 8 2,8 3 2 8 2,8 3 8 2 2,8 8 1,8 '2 8 1,8 8 1,8 2,8 8 1,8 8 1 2,8 1,8 1,8 1 1,8 MANUFAClURER MCDONNELL DOUGLAS MCDONNELL DOUGLAS MCOONNELL DOUGLAS BAC LOCKHEED MCDONNELL DOUGLAS MCOONNELL DOUGLAS MCOONNELL DOUGLAS HCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS LOCKHEED GATES LEARJET MCDONNELL DOUGLAS MCDONNELL DOUGLAS GRUMMAN AMERICAN GATES LEARJET GATES LEARJET HAWKER SIDDELEY AIRBUS VFW FOKKER VFW FOKKER AIRBUS MCDONNELL DOUGLAS HAWKER SIDDELEY HAWKER SIDDELEY AIRBUS MCDONNELL DOUGLAS AEFOSPATIALE AIRBUS MCDONNELL DOUGLAS MCDONNELL DOUGLAS ROCKWELL INTERNATIONAL AIRBUS HAWKER SIDDELEY ROCKWELL INTERNA'TIONAL GENERAL DYNAMICS HCDONNE~L OOUGLAS HCDONNELL DOUGLAS MCDONNELL DOUGLAS MCDONNELL DOUGLAS AIRBUS DASSAULT EREGUET AIRBUS AIRBUS AIRBUS AIRBUS AIRBUS AIRPLANE DC-9-30 'DC-9-40 DC-9-30 1-11-300/400 1329-25 JETSTAR-II DC-9-50 DC9-30 DC-9-30 O C-9 -3 g 0C-9-50 D C-9 -30 0C-9-30 L-188 LEAR JET 24D 0C-9-%0 Dcg-~o GULFSTREAM II LEARJET 250 LEAKJET 25F HS-125-~00 A-30084-2C F-28 MKIO00 F-28 MK2000 'A-300B DC-~-30 M S- 125-3 HS-1Z5-600 A-30084-2C DC-9-30 NORD -26ZC A-3OOB2-1A DC9-30 DC9-80 5hOE A-30OB4-2C HS-125-1A SABRE 75A CV-580 DC9-20 DC9-10 Dcg-IO DOg-lO A-30082-1C FALCON 20 A-3OOB2-1A A-30081 A-3OOB2-iA A-300B2-1C A-300B2-1C hdix 1 TAKEOFF ENGINE JT8O-9 JT SD-1 1 JTOD-TA SPEY MKEI2 '~ F E73I-3-IE- J38D-i7 JTBD-ii J7 SD-1 7 JTBO-15 JTBD-15 JTBD-9 JTBD-15 50 i-Bi ~ CJ610-6 JTBU-15 JTBD-7 SPEY MKEiI-8 CJ~I~-6 CJ61C-{~ VIPER 522 CFE-50C SPEY MK555-15 SPEY MY, 555-I 5 CFE-50A JTGO-TA vi ~R 522 VIPER 001-22 CF~-bOC JT~D-15 BAS1AN VIIA CFE-50A JTBO-1 J T 8D-1 ¢9 GO-4~O-G156 CF6-50C VIPER 521 CFTOO-2D-2 ALLISOn4 501-D13D J 7 8[)-9 JTBD-5 JTBD-1 JTO0-7 C~6-50C CF700-2D-2 CF6-50A CFE-50A C FE-50A CF6-50C CFE-~OC GR WGT. 1000 LBS, 108.0 107.0 108 '. 0 98.9 43.8 110.0 114.0 110.0 110.0 110.0 103.0 108.0 116.0 13.5 105.0 108.0 62.0 15.0 15.0 23,3 346.5 65.0 65.0 302.0 94.0 21.0 25 .o 336.6 98.0 22.9 312.4 90.0 140.0 6.5 330.0 19.6 23.0 54.6 90.0 86.3 90.7 90.7 312.4 28.6 3G1 302.0 302.4 302 .o 302.1 EST. DBA 82.8 82.5 82.4 82.3 82.3 82.3 82.2 82.0 02.0 81.6 81.5 81.3 80.6 80.6 80.3 80.1 79.7 79.7 79.7 79,4 79.2 79.2 79.1 79.0 78.7 78.7 78.5 78.5 78.3 78,3 78.3 78.I 78.0 77 .g 77.7 77.7 77.3 77.3 77.3 77.3 77.3 77.1 77.0 76.8 76.8 76.8 76.0 FLAPS 2O 20 08 08 06 06 15 10 NO'rES 1,8 8 1,8 1 1 1 1 8 1 8 8 8 8 8 8,9 8 1 8 8,9 8 8,9 8 8 8,9 B 8 8 8, 8 8,9 8 8,9 8,9 8,9 8,9 o z r-- T -q o MANUFACTUEER SHORTS A1RBUS gATES PIPER GATES LEARJ[T OEECH LESSNA CESSNA IAI' BEECH bEECh BEECM GALES LEARJ~% GATES LEAkJET GATES L~ARJET rATES LEARJET L, ATE$ L~KJ~T OATLS LEAA~ET CESSNA CESSNA CESSNA EMB~AER PlPfr_~ P1PEK SWEARINGEN SWEARINGE~ SW£AK1NG~N BEECH CESSNA P~PER TED SMI)~ UEECH CESSNA CESSNA CESSNA DEHAVILLAND PIPEK CESSNA DASSAUL3 BREGUE% BEEC~ CESSNA DEHAVILLANO PIPE~ ~gCZWELL ~NTEP. NATZONAL AIRPLANE 298 3--30 A-3OOB2-K-3C L EARJI: l 24F PA-_31-3 50 L EAKJEi 24E A36 (2 BL. ) 3 5'-~33 3ZOC 337H WESTWINO V39B ~5-C~3A F33A LEAR, JET 35 LEAR,~E T 36 LEAKJET 35A LEARJET 3oA LEAEJET 3O LEAAJET 35 310Q EMB I10-PZ PA32KT-300 SA2Zb-T SAZ26--TC SAZZb-AT T3LOR P A-3Z--300 ~0]. U60 TU206G T2~0M 185F O ~C;-7 P~--23-250 PA--Z6~-Z35 l~2Q t-ALCON 10 DHC-6 P A-3 ½-ZOOT 680FL Appendix 1 IAKEOFF ENGINE PT 6A-45A PTbA-,4,5A CFG-b0C CJO lO-o Ti O-5q, O-J 280 CJ610--6 I 0-520-B 0--4'/' 0--~, TS X0-~70-D 0-3 TFE73 0-5 ZO-~ 0-5 G-5 ZO--b TF E731-2 T~E~3I-Z TFE73i-Z TF E731-Z TFE73i-2 TFE731-Z TS i0-520-R TSI O-SdO-~ 0~ O-VO I O-5~-A O--~O~I~SD TP E-331-3U-3 03G P~-33 I-3UW ~03G TP E--33 I-3U-303G iGS~5~AiD TS 10-SZ~ I0-5~0~iA5 ~0-5~O-S~A5 TI ~5~1~ 1~ TSI ~52~M TSIO-52~R I0~2~ TS I0-SZ~E TS 10-5 ~O-N PTbA-50 ~SQO-C1A O->Z, 0-B~85 0-~?0~ TF E?3 i-Z IO-SZO~ 0-wT0-U T TS ~ IGS0-~IA GR WGT. I000. LBS, 23,4 22,4 312.4 13.5 7,.0 12,9 3.0 5.2 22-9 3°3 3,4 17.0 17.0 18=0 lO,O 17.0 17.0 5.2 6,5 12,5 12.5 1Z -5 8.8 5.5 3.4 ~.0 6.8 3.8 3.0 18.7 lZ.5 EST- DBA 76;0 76.0 75.9 73.0 73.0 73 ,,0 73.0 72.2 72,0 7ZoO 72.0 72.0 72.O 71.0 71.6 71,* 7~.0 71 o0 71.0 71,0 71,0 71.0 71~3 70~0 70.0 70.0 70,0 69-0 69,0 67.0 69,0 69,~3 69.0 69,0 6B,O 67,6 67,0 67.0 67,0 bT,O 67.0 FLAPS 20 20 20 ZO 08 OB 08 15 C~ C Z m Z © < m ! MANUFACTURER BEECH MI T,SUUI SN1 PIPER 8EEC~ 8[LLA~CA BEECH MITSUbIShi MOQNEY R0~KW EL~ ~NTERNAT ~ONA~ AEROSPAT ~AUE C~SSNA GRUMMAN AMER/CAN PIP E~ PIP[A CESSNA PIPE& CESSNA UEECh ~UMMAN A~ERZCAN PIPER BELLANCA CESS~ M00NEY ~RUMMAN AMERZCAN CESSNA CESSNA PIPER ROCKWELL ZNTE~ATZONAL BELLANCA AIRPLANE HU-2 B-3bA A24R LT-30A C90 HU-2b-26A M20C SNGOt CORVETTE GA-7 PA-Z½-260 PA-ZS--200 A ~,ZlB PASLT C23 - 1 ?OB AA-5 P&-ZS-140 8GCBC AA-iA 150 PA-L8-150 6908 ?GCAA Appendix 1 TAY. E_nF F · , PTbA-~'7 I 0-360-A186 TP PT b A'--~-I. lO-360-A1B6 I O-5~ 0-T4850 PTOA-2 1 TPE-331-5-25ZM IO-3bO-CID6 Jl 1 50--4 ~T $10-520-M O-3 20-0).D I O-SW0-R1 A5 Z0-360-C~C GT$ I U-bZ0-L JTIbD-i O--3UO-A~K 0-300-~ 0-320-E2[, O-320-E2A 0-320-A IO-360-AIB6 O O-Z35-bZC O-Z35-~ZC O-~O0-A TP ~-3.-3 I-5-251K 0-320-AZ8 GR WGT, 1000 LBS. 10o4 11.0 2.8 9.7 10.0 l1.5 10.3 EST, DBA 66,0 66-0 66,,.0 66,0 65,0 6A,.O 64°0 64.O 6~+.0 63-8 63,0 63.0 63,0 62,0 6Z,0 61,1 6O.O 60.0 60.0 60.0 59,0 58.0 .58,0 57,0 55.0 55,0 54,0 54.0 51,0 FLAPS 15 15 NOT ES rtl GARBELL AEROSPACE SERIES No. 10. NOISE-RELATED SURCHARGES ON LANDING FEES AND NOISE-RELAT .F_2D RUNWAY CURFEWS. By M.aurice A. Garbell. GARBELL RESEARCH FOUNDATION 1714 Lake Street San Francisco * California 94121 APPENDIX VI , · CIVIL AVIATION DEPARTMENT ZURICH OFFICE (DF AIRCRAFT NOISE ABATEMENT 8058 ZURICH INTERNATIONAL AIRPORT. 80 930 CONTENTS · 2. 3. 4. · ~ ,'8. REPORT ON THE ALLOCATION OF TYPES OF AIRCRAFT TO NOISE CATEGORIES AS A BASIS FOR THE ASSESSMENT OF NOISE-RELATED AIRPORT FEES. BASE CONDITIONS. GENERAL PARAMETERS. BASIC PRINCIPLES AND PROCEDURES EMPLOYED. UNDERLYING INVESTIGATIONS PERFORMED. 4.1. Zurich Airport (ZH). 4.1.1. Climb Profiles. 4.1.2.. Corrective Calculation Procedure for Aircraft Position. 4.2. Geneva Airport (GE). 4.2.1. Corrective Calculation Procedure for Aircraft Position. RESULTS. 5.1. Aircraft Types for Which Statistically Significant Measured Noise Values Are Available. 5.2. Aircraft Types for Which Statistically Significant Measured Noise Values Are Not Available. 5.3. New or Modified Aircraft. DETERMINATION OF THE MINIMUM REQUIRED OBSERVATIONAL SAMPLE. THE DETERMINATION OF NOISE CATEGORIES AS A STARTING POINT FOR THE ESTABLISHMENT OF A NOISE SURCHARGE. 7.1. The Band Width of a Noise Category. 7.2. The Specifics of a Pattern of Noise Categories. PERIODIC RE-EXAMINATION. (Translation utilizing American Standard Terminology ..... by Maurice A. Garbell, April--8, 1981.) ZRH Technical Report 80 930., TABLE 5, Allocations Cate- gory. Aircraft'Types III DC-8-20 I DC-8-30 DC-8-40 zi BAc r00) BAC VC-10 Super 1150 07-100 thru-400 IV B-7 V B-707-100B/-300B/C B-720 (-B) B-727-200 ADV DC-8-61 (-F) DC-8-63 (-F & -CF) DC-9-34 DC-9-50 B-727-100 B-727-200 B-737-100 'B-737-200 B-747-100 Convair 9 DA-01 Mer DC-8-62 ( DC-9-20 DC-9- 30 , DC-9-40 - Fokker F-28 (-F) 90-A cure 100 -CF) excl. -34 1-6000 Airbus A-300 B2-100/-200 Airbus A-300 B4-100/-200 B-747-200 (B,C,F) B-747SP Cessna Citation I&II-500 Corvette SN-601 DC-9-10 DC-10-10 Categories, Band Widths Aircraft Types DC-8-50 HS-121 Trident 'iE HS-121 Trident 2E HS-121 Trident 3B HS-121-100 th-ru '-400 HS-106 Comet -4B/-4C SE- 210-3/- 6N/- 6R Tupolev TU-134 Tupolev TU-134A Gulfstream II Hansa Jet HFB-320 HS-125-1B/-3B -400/-600 Ilyushin IL-62 Jetstar L-1329 MK.1 Learjet LR-20 Sabreliner 60 SE- 210-10B/- 10R/- llR/- 12 Tupolev TU-15 4 Tupolev TU 1541 (-A,LB) Yakovlev UAK-40 DC-10-30/-40 Falcon -10 Falcon -20 Fokker VFW-614 HS-125-700 Jetstar L-1329 MK.2 Learjet LR-30 L-1011-385-100 Morane MS-760 Sabreliner 75 (-A) Yakovlev YAK-42 - 12 - o__f Categories. Band Width of Noise Levels 'dB(a) Zur ich 'Geneva 101 97 and and more more 98-100 94-96 95-97 91-93 92-94 88-90 91 and less ~7 and less