Noise-Control Proposals for Van Nuys Airport
On Thursday, the Van Nuys Airport Part 150 Steering Committee will meet and prepare its final noise-control recommendations. The goal of this federally financed study is to prepare recommendations collectively known as a Noise Compatibility Program. Once these recommendations are sent to the Federal Aviation Administration and approved, they form the basis for noise control at the world’s busiest general aviation airport. This will conclude an effort that began almost 10 years ago.
Once the program is approved, it will bar nearby residents from suing Van Nuys Airport for noise damages. But it will also mean that a few residents will be able to collect funds to soundproof their homes.
The airport has changed over the past several decades from a small, rural general aviation field to one of the world’s largest corporate jet centers. Of particular note is the large number of noisy Stage 2 jets stationed there or that fly in and out. The airport has also become the major media / news helicopter facility for an excessive number of helicopters that operate at all hours of the day and night. This striking increase in helicopter operations complicates the noise problem and requires aggressive noise-control measures.
Unfortunately, after several meetings, the Part 150 Steering Committee has only reaffirmed an outdated list of weak noise-control measures. What is needed now are additional measures that will effectively address the growing noise problem. We believe that all of the recommendations below should be included in the final list sent to the FAA:
Rental rates for leases and tie-downs should be correlated to the level of noise generated by the aircraft. Differential landing fees with higher fees for noisier aircraft and lower fees for quieter aircraft should be established. Fines should be imposed for aircraft operators who violate “fly neighborly” policies at the airport.
The program should establish a daytime maximum noise limit of 77 dBA (A-weighted decibel) for aircraft operating at the airport. A cap on the number of Stage 3 jets that may be based at Van Nuys should be imposed. A policy that would encourage flights to begin takeoff at the top of the runway, rather than at intersections or midfield, is needed.
The Part 150 noise contour should be expanded to include residences within the 60 and 55 CNEL (community noise equivalent level) contours. The program should establish noise-sensitive areas to be avoided by pilots. A noise-sensitive marketing policy would discourage the basing of noisy aircraft and certain types of training at the airport.
A 1,500- to 2,000-foot above ground level minimum altitude should be required and a 10 p.m. to 7 a.m. curfew on nonemergency helicopters should be put in place. Annual public informational meetings on the progress of the Part 150 program should be held, including discussions with airport users regarding community complaints.
Provisions for a full-time noise abatement officer should be a program measure.
The airport’s noise-complaint system should be improved to provide greater feedback to operators and link complaints to noise-reduction measures. The program should enforce the Airport Commission’s operating policy of the 12,500-pound weight limit on air taxis and charters.
The program should include a measure for a total night-time curfew on jet operations--arrivals and departures, except emergencies--between 10 p.m. and 7 a.m.
These measures will be met with opposition from vested aviation interests that simply want to rubber stamp the Part 150 Study and send it off to Washington, D.C. But there is no doubt that the outdated noise compatibility program measures that have so far been approved by the steering committee are grossly inadequate. Without an aggressive program, the Part 150 Study will have failed to protect the community and its residents from ever-increasing airport noise.
GERALD A. SILVER
and MYRNA L. SILVER
Encino
Editor’s note: Gerald A. Silver is president of Homeowners of Encino.
