[Code of Federal Regulations]
[Title 14, Volume 3]
[Revised as of January 1, 2004]
From the U.S. Government Printing Office via GPO Access
[CITE: 14CFR150.35]
[Page 95-102]
TITLE 14--AERONAUTICS AND SPACE
CHAPTER I--FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION
(CONTINUED)
PART 150--AIRPORT NOISE COMPATIBILITY PLANNING--Table of Contents
Subpart C--Evaluations and Determinations of Effects of Noise
Compatibility Programs
Sec. 150.35 Determinations; publications; effectivity.
(a) The FAA issues a determination approving or disapproving each
airport noise compatibility program (and revised program). Portions of a
program may be individually approved or disapproved. No conditional
approvals will be issued. A determination on a program acceptable under
this part is issued within 180 days after the program is received under
Sec. 150.23 of this part or it may be considered approved, except that
this time period may be exceeded for any portion of a program relating
to the use of flight procedures for noise control purposes. A
determination on portions of a program covered by the exceptions to the
180-day review period for approval will be issued within a reasonable
time after receipt of the program. Determinations relating to the use of
any flight procedure for noise control purposes may be issued either in
connection with the determination on other portions of the program or
separately. Except as provided by this paragraph, no approval of any
noise compatibility program, or any portion of a program, may be implied
in the absence of the FAA's express approval.
(b) The Administrator approves programs under this part, if--
(1) It is found that the program measures to be implemented would
not create an undue burden on interstate or foreign commerce (including
any unjust discrimination) and are reasonably consistent with achieving
the goals of reducing existing noncompatible land uses around the
airport and of preventing the introduction of additional noncompatible
land uses;
(2) The program provides for revision if made necessary by the
revision of the noise map; and
(3) Those aspects of programs relating to the use of flight
procedures for noise control can be implemented within the period
covered by the program and without--
(i) Reducing the level of aviation safety provided;
(ii) Derogating the requisite level of protection for aircraft,
their occupants and persons and property on the ground;
(iii) Adversely affecting the efficient use and management of the
Navigable Airspace and Air Traffic Control Systems; or
(iv) Adversely affecting any other powers and responsibilities of
the Administrator prescribed by law or any other program, standard, or
requirement established in accordance with law.
(c) When a determination is issued, the Regional Airports Division
Manager notifies the airport operator and publishes a notice of approval
or disapproval in the Federal Register identifying the nature and extent
of the determination.
(d) Approvals issued under this part for a program or portion
thereof become effective as specified therein and may be withdrawn when
one of the following occurs:
(1) The program or portion thereof is required to be revised under
this part or under its own terms, and is not so revised;
(2) If a revision has been submitted for approval, a determination
is issued on the revised program or portion thereof, that is
inconsistent with the prior approval.
[[Page 96]]
(3) A term or condition of the program, or portion thereof, or its
approval is violated by the responsible government body.
(4) A flight procedure or other FAA action upon which the approved
program or portion thereof is dependent is subsequently disapproved,
significantly altered, or rescinded by the FAA.
(5) The airport operator requests rescission of the approval.
(6) Impacts on flight procedures, air traffic management, or air
commerce occur which could not be foreseen at the time of approval.
A determination may be sooner rescinded or modified for cause with at
least 30 days written notice to the airport operator of the FAA's
intention to rescind or modify the determination for the reasons stated
in the notice. The airport operator may, during the 30-day period,
submit to the Regional Airports Division Manager for consideration any
reasons and circumstances why the determination should not be rescinded
or modified on the basis stated in the notice of intent. Thereafter, the
FAA either rescinds or modifies the determination consistent with the
notice or withdraws the notice of intent and terminates the action.
(e) Determinations may contain conditions which must be satisfied
prior to implementation of any portion of the program relating to flight
procedures affecting airport or aircraft operations.
(f) Noise exposure maps for current and five year forecast
conditions that are submitted and approved with noise compatibility
programs are considered to be the new FAA accepted noise exposure maps
for purposes of part 150.
[Doc. No. 18691, 49 FR 49269, Dec. 18, 1984, as amended by Amdt. 150-2,
54 FR 39295, Sept. 25, 1989]
Appendix A to Part 150--Noise Exposure Maps
Part A--General
Sec. A150.1 Purpose.
Sec. A150.3 Noise descriptors.
Sec. A150.5 Noise measurement procedures and equipment.
Part B--Noise Exposure Map Development
Sec. A150.101 Noise contours and land usages.
Sec. A150.103 Use of computer prediction model.
Sec. A150.105 Identification of public agencies and planning agencies.
Part C--Mathematical Descriptions
Sec. A150.201 General.
Sec. A150.203 Symbols.
Sec. A150.205 Mathematical computations.
Part A--General
Sec. A150.1 Purpose.
(a) This appendix establishes a uniform methodology for the
development and preparation of airport noise exposure maps. That
methodology includes a single system of measuring noise at airports for
which there is a highly reliable relationship between projected noise
exposure and surveyed reactions of people to noise along with a separate
single system for determining the exposure of individuals to noise. It
also identifies land uses which, for the purpose of this part are
considered to be compatible with various exposures of individuals to
noise around airports.
(b) This appendix provides for the use of the FAA's Integrated Noise
Model (INM) or an FAA approved equivalent, for developing standardized
noise exposure maps and predicting noise impacts. Noise monitoring may
be utilized by airport operators for data acquisition and data
refinement, but is not required by this part for the development of
noise exposure maps or airport noise compatibility programs. Whenever
noise monitoring is used, under this part, it should be accomplished in
accordance with Sec. A150.5 of this appendix.
Sec. A150.3 Noise descriptors.
(a) Airport Noise Measurement. The A-Weighted Sound Level, measured,
filtered and recorded in accordance with Sec. A150.5 of this appendix,
must be employed as the unit for the measurement of single event noise
at airports and in the areas surrounding the airports.
(b) Airport Noise Exposure. The yearly day-night average sound level
(YDNL) must be employed for the analysis and characterization of
multiple aircraft noise events and for determining the cumulative
exposure of individuals to noise around airports.
Sec. A150.5 Noise measurement procedures and equipment.
(a) Sound levels must be measured or analyzed with equipment having
the ``A'' frequency weighting, filter characteristics, and the ``slow
response'' characteristics as defined in International Electrotechnical
Commission (IEC) Publication No. 179, entitled ``Precision Sound Level
Meters'' as incorporated by reference in part 150 under
[[Page 97]]
Sec. 150.11. For purposes of this part, the tolerances allowed for
general purpose, type 2 sound level meters in IEU 179, are acceptable.
(b) Noise measurements and documentation must be in accordance with
accepted acoustical measurement methodology, such as those described in
American National Standards Institute publication ANSI 51.13, dated 1971
as revised 1979, entitled ``ANS--Methods for the Measurement of Sound
Pressure Levels''; ARP No. 796, dated 1969, entitled ``Measurement of
Aircraft Exterior Noise in the Field''; ``Handbook of Noise
Measurement,'' Ninth Ed. 1980, by Arnold P.G. Peterson; or ``Acoustic
Noise Measurement,'' dated Jan., 1979, by J.R. Hassell and K. Zaveri.
For purposes of this part, measurements intended for comparison to a
State or local standard or with another transportation noise source
(including other aircraft) must be reported in maximum A-weighted sound
levels (LAM); for computation or validation of the yearly
day-night average level (Ldn), measurements must be reported
in sound exposure level (LAE), as defined in Sec. A150.205 of
this appendix.
Part B--Noise Exposure Map Development
Sec. A150.101 Noise contours and land usages.
(a) To determine the extent of the noise impact around an airport,
airport proprietors developing noise exposure maps in accordance with
this part must develop Ldn contours. Continuous contours must
be developed for YDNL levels of 65, 70, and 75 (additional contours may
be developed and depicted when appropriate). In those areas where YDNL
values are 65 YDNL or greater, the airport operator shall identify land
uses and determine land use compatibility in accordance with the
standards and procedures of this appendix.
(b) Table 1 of this appendix describes compatible land use
information for several land uses as a function of YDNL values. The
ranges of YDNL values in Table 1 reflect the statistical variability for
the responses of large groups of people to noise. Any particular level
might not, therefore, accurately assess an individual's perception of an
actual noise environment. Compatible or noncompatible land use is
determined by comparing the predicted or measured YDNL values at a site
with the values given. Adjustments or modifications of the descriptions
of the land-use categories may be desirable after consideration of
specific local conditions.
(c) Compatibility designations in Table 1 generally refer to the
major use of the site. If other uses with greater sensitivity to noise
are permitted by local government at a site, a determination of
compatibility must be based on that use which is most adversely affected
by noise. When appropriate, noise level reduction through incorporation
of sound attenuation into the design and construction of a structure may
be necessary to achieve compatibility.
(d) For the purpose of compliance with this part, all land uses are
considered to be compatible with noise levels less than Ldn
65 dB. Local needs or values may dictate further delineation based on
local requirements or determinations.
(e) Except as provided in (f) below, the noise exposure maps must
also contain and indentify:
(1) Runway locations.
(2) Flight tracks.
(3) Noise contours of Ldn 65, 70, and 75 dB resulting
from aircraft operations.
(4) Outline of the airport boundaries.
(5) Noncompatible land uses within the noise contours, including
those within the Ldn 65 dB contours. (No land use has to be
identified as noncompatible if the self-generated noise from that use
and/or the ambient noise from other nonaircraft and nonairport uses is
equal to or greater than the noise from aircraft and airport sources.)
(6) Location of noise sensitive public buildings (such as schools,
hospitals, and health care facilities), and properties on or eligible
for inclusion in the National Register of Historic Places.
(7) Locations of any aircraft noise monitoring sites utilized for
data acquisition and refinement procedures.
(8) Estimates of the number of people residing within the
Ldn 65, 70, and 75 dB contours.
(9) Depiction of the required noise contours over a land use map of
a sufficient scale and quality to discern streets and other identifiable
geographic features.
(f) Notwithstanding any other provision of this part, noise exposure
maps prepared in connection with studies which were either Federally
funded or Federally approved and which commenced before October 1, 1981,
are not required to be modified to contain the following items:
(1) Flight tracks depicted on the map.
(2) Use of ambient noise to determine land use compatibility.
(3) The Ldn 70 dB noise contour and data related to
Ldn 70 dB contour. When determinations on land use
compatibility using Table 1 differ between Ldn 65-70 dB and
the Ldn 70-75 dB, determinations should either use the more
conservative Ldn 70-75 dB column or reflect determinations
based on local needs and values.
(4) Estimates of the number of people residing within the
Ldn 65, 70, and 75 dB contours.
[[Page 98]]
TABLE 1--Land Use Compatibility* With Yearly Day-Night Average Sound Levels
----------------------------------------------------------------------------------------------------------------
Yearly day-night average sound level (Ldn) in decibels
Land use ---------------------------------------------------------------------------------
Below 65 65-70 70-75 75-80 80-85 Over 85
----------------------------------------------------------------------------------------------------------------
Residential
Residential, other than mobile Y N(1) N(1) N N N
homes and transient lodgings.
Mobile home parks............. Y N N N N N
Transient lodgings............ Y N(1) N(1) N(1) N N
Public Use
Schools....................... Y N(1) N(1) N N N
Hospitals and nursing homes... Y 25 30 N N N
Churches, auditoriums, and Y 25 30 N N N
concert halls.
Governmental services......... Y Y 25 30 N N
Transportation................ Y Y Y(2) Y(3) Y(4) Y(4)
Parking....................... Y Y Y(2) Y(3) Y(4) N
Commercial Use
Offices, business and Y Y 25 30 N N
professional.
Wholesale and retail--building Y Y Y(2) Y(3) Y(4) N
materials, hardware and farm
equipment.
Retail trade--general......... Y Y 25 30 N N
Utilities..................... Y Y Y(2) Y(3) Y(4) N
Communication................. Y Y 25 30 N N
Manufacturing and Production
Manufacturing, general........ Y Y Y(2) Y(3) Y(4) N
Photographic and optical...... Y Y 25 30 N N
Agriculture (except livestock) Y Y(6) Y(7) Y(8) Y(8) Y(8)
and forestry.
Livestock farming and breeding Y Y(6) Y(7) N N N
Mining and fishing, resource Y Y Y Y Y Y
production and extraction.
Recreational
Outdoor sports arenas and Y Y(5) Y(5) N N N
spectator sports.
Outdoor music shells, Y N N N N N
amphitheaters.
Nature exhibits and zoos...... Y Y N N N N
Amusements, parks, resorts and Y Y Y N N N
camps.
Golf courses, riding stables Y Y 25 30 N N
and water recreation.
----------------------------------------------------------------------------------------------------------------
Numbers in parentheses refer to notes.
*The designations contained in this table do not constitute a Federal determination that any use of land covered
by the program is acceptable or unacceptable under Federal, State, or local law. The responsibility for
determining the acceptable and permissible land uses and the relationship between specific properties and
specific noise contours rests with the local authorities. FAA determinations under part 150 are not intended
to substitute federally determined land uses for those determined to be appropriate by local authorities in
response to locally determined needs and values in achieving noise compatible land uses.
Key to Table 1
SLUCM=Standard Land Use Coding Manual.
Y (Yes)=Land Use and related structures compatible without restrictions.
N (No)=Land Use and related structures are not compatible and should be prohibited.
NLR=Noise Level Reduction (outdoor to indoor) to be achieved through incorporation of noise attenuation into the
design and construction of the structure.
25, 30, or 35=Land use and related structures generally compatible; measures to achieve NLR of 25, 30, or 35 dB
must be incorporated into design and construction of structure.
Notes for Table 1
(1) Where the community determines that residential or school uses must be allowed, measures to achieve outdoor
to indoor Noise Level Reduction (NLR) of at least 25 dB and 30 dB should be incorporated into building codes
and be considered in individual approvals. Normal residential construction can be expected to provide a NLR of
20 dB, thus, the reduction requirements are often stated as 5, 10 or 15 dB over standard construction and
normally assume mechanical ventilation and closed windows year round. However, the use of NLR criteria will
not eliminate outdoor noise problems.
(2) Measures to achieve NLR 25 dB must be incorporated into the design and construction of portions of these
buildings where the public is received, office areas, noise sensitive areas or where the normal noise level is
low.
(3) Measures to achieve NLR of 30 dB must be incorporated into the design and construction of portions of these
buildings where the public is received, office areas, noise sensitive areas or where the normal noise level is
low.
(4) Measures to achieve NLR 35 dB must be incorporated into the design and construction of portions of these
buildings where the public is received, office areas, noise sensitive areas or where the normal level is low.
(5) Land use compatible provided special sound reinforcement systems are installed.
(6) Residential buildings require an NLR of 25.
(7) Residential buildings require an NLR of 30.
(8) Residential buildings not permitted.
[[Page 99]]
Sec. A150.103 Use of computer prediction model.
(a) The airport operator shall acquire the aviation operations data
necessary to develop noise exposure contours using an FAA approved
methodology or computer program, such as the Integrated Noise Model
(INM) for airports or the Heliport Noise Model (HNM) for heliports. In
considering approval of a methodology or computer program, key factors
include the demonstrated capability to produce the required output and
the public availability of the program or methodology to provide
interested parties the opportunity to substantiate the results.
(b) Except as provided in paragraph (c) of this section, the
following information must be obtained for input to the calculation of
noise exposure contours:
(1) A map of the airport and its environs at an adequately detailed
scale (not less than 1 inch to 8,000 feet) indicating runway length,
alignments, landing thresholds, takeoff start-of-roll points, airport
boundary, and flight tracks out to at least 30,000 feet from the end of
each runway.
(2) Airport activity levels and operational data which will
indicate, on an annual average-daily-basis, the number of aircraft, by
type of aircraft, which utilize each flight track, in both the standard
daytime (0700-2200 hours local) and nighttime (2200-0700 hours local)
periods for both landings and takeoffs.
(3) For landings--glide slopes, glide slope intercept altitudes, and
other pertinent information needed to establish approach profiles along
with the engine power levels needed to fly that approach profile.
(4) For takeoffs--the flight profile which is the relationship of
altitude to distance from start-of-roll along with the engine power
levels needed to fly that takeoff profile; these data must reflect the
use of noise abatement departure procedures and, if applicable, the
takeoff weight of the aircraft or some proxy for weight such as stage
length.
(5) Existing topographical or airspace restrictions which preclude
the utilization of alternative flight tracks.
(6) The government furnished data depicting aircraft noise
characteristics (if not already a part of the computer program's stored
data bank).
(7) Airport elevation and average temperature.
(c) For heliports, the map scale required by paragraph (b)(1) of
this section shall not be less than 1 inch to 2,000 feet and shall
indicate heliport boundaries, takeoff and landing pads, and typical
flight tracks out to at least 4,000 feet horizontally from the landing
pad. Where these flight tracks cannot be determined, obstructions or
other limitations on flight tracks in and out of the heliport shall be
identified within the map areas out to at least 4,000 feet horizontally
from the landing pad. For static operation (hover), the helicopter type,
the number of daily operations based on an annual average, and the
duration in minutes of the hover operation shall be identified. The
other information required in paragraph (b) shall be furnished in a form
suitable for input to the HNM or other FAA approved methodology or
computer program.
Sec. A150.105 Identification of public agencies and planning agencies.
(a) The airport proprietor shall identify each public agency and
planning agency whose jurisdiction or responsibility is either wholly or
partially within the Ldn 65 dB boundary.
(b) For those agencies identified in (a) that have land use planning
and control authority, the supporting documentation shall identify their
geographic areas of jurisdiction.
Part C--Mathematical Descriptions
Sec. A150.201 General.
The following mathematical descriptions provide the most precise
definition of the yearly day-night average sound level (Ldn),
the data necessary for its calculation, and the methods for computing
it.
Sec. A150.203 Symbols.
The following symbols are used in the computation of Ldn;
------------------------------------------------------------------------
Measure (in dB) Symbol
------------------------------------------------------------------------
Average Sound Level, During Time T............................ LT
Day-Night Average Sound Level (individual day)................ Ldni
Yearly Day-Night Average Sound Level.......................... Ldn
Sound Exposure Level.......................................... LAE
------------------------------------------------------------------------
Sec. A150.205 Mathematical computations.
(a) Average sound level must be computed in accordance with the
following formula:
[GRAPHIC] [TIFF OMITTED] TC15SE91.000
where T is the length of the time period, in seconds, during which the
average is taken; LA(t) is the instantaneous time varying A-
weighted sound level during the time period T.
Note: When a noise environment is caused by a number of identifiable
noise events, such as aircraft flyovers, average sound level may be
conveniently calculated from the sound exposure levels of the individual
events occurring within a time period T:
[[Page 100]]
[GRAPHIC] [TIFF OMITTED] TC15SE91.001
where LAEi is the sound exposure level of the i-th event, in
a series of n events in time period T, in seconds.
Note: When T is one hour, LT is referred to as one-hour
average sound level.
(b) Day-night average sound level (individual day) must be computed
in accordance with the following formula:
[GRAPHIC] [TIFF OMITTED] TR10FE03.003
Time is in seconds, so the limits shown in hours and minutes are
actually interpreted in seconds. It is often convenient to compute day-
night average sound level from the one-hour average sound levels
obtained during successive hours.
(c) Yearly day-night average sound level must be computed in
accordance with the following formula:
[GRAPHIC] [TIFF OMITTED] TC15SE91.003
where Ldni is the day-night average sound level for the i-th
day out of one year.
(d) Sound exposure level must be computed in accordance with the
following formula:
[GRAPHIC] [TIFF OMITTED] TC15SE91.004
where to is one second and LA(t) is the time-
varying A-weighted sound level in the time interval t1 to
t2.
The time interval should be sufficiently large that it encompasses
all the significant sound of a designated event.
The requisite integral may be approximated with sufficient accuracy
by integrating LA(t) over the time interval during which
LA(t) lies within 10 decibels of its maximum value, before
and after the maximum occurs.
[Doc. No. 18691, 49 FR 49269, Dec. 18, 1984; 50 FR 5064, Feb. 6, 1985,
as amended by Amdt. 150-1, 53 FR 8724, Mar. 16, 1988]
Appendix B to Part 150--Noise Compatibility Programs
Sec. B150.1 Scope and purpose.
Sec. B150.3 Requirement for noise map.
Sec. B150.5 Program standards.
Sec. B150.7 Analysis of program alternatives.
Sec. B150.9 Equivalent programs.
Sec. B150.1 Scope and purpose.
(a) This appendix prescribes the content and the methods for
developing noise compatibility programs authorized under this part. Each
program must set forth the measures which the airport operator (or other
person or agency responsible) has taken, or proposes to take, for the
reduction of existing noncompatible land uses and the prevention of the
introduction of additional noncompatible land uses within the area
covered by the noise exposure map submitted by the operator.
(b) The purpose of a noise compatibility program is:
(1) To promote a planning process through which the airport operator
can examine and analyze the noise impact created by the operation of an
airport, as well as the costs and benefits associated with various
alternative noise reduction techniques, and the responsible impacted
land use control jurisdictions can examine existing and forecast areas
of noncompatibility and consider actions to reduce noncompatible uses.
(2) To bring together through public participation, agency
coordination, and overall cooperation, all interested parties with their
respective authorities and obligations, thereby facilitating the
creation of an agreed upon noise abatement plan especially suited to the
individual airport location while at the same time not unduly affecting
the national air transportation system.
(3) To develop comprehensive and implementable noise reduction
techniques and land use controls which, to the maximum extent feasible,
will confine severe aircraft YDNL values of Ldn 75 dB or
greater to areas included within the airport boundary and will establish
and maintain compatible land uses in the areas affected by noise between
the Ldn 65 and 75 dB contours.
[[Page 101]]
Sec. B150.3 Requirement for noise map.
(a) It is required that a current and complete noise exposure map
and its supporting documentation as found in compliance with the
applicable requirements by the FAA, per Sec. 150.21(c) be included in
each noise compatibility program:
(1) To identify existing and future noncompatible land uses, based
on airport operation and off-airport land uses, which have generated the
need to develop a program.
(2) To identify changes in noncompatible uses to be derived from
proposed program measures.
(b) If the proposed noise compatibility program would yield maps
differing from those previously submitted to FAA, the program shall be
accompanied by appropriately revised maps. Such revisions must be
prepared in accordance with the requirements of Sec. A150.101(e) of
appendix A and will be accepted by FAA in accordance with
Sec. 150.35(f).
Sec. B150.5 Program standards.
Based upon the airport noise exposure and noncompatible land uses
identified in the map, the airport operator shall evaluate the several
alternative noise control actions and develop a noise compatibility
program which--
(a) Reduces existing noncompatible uses and prevents or reduces the
probability of the establishment of additional noncompatible uses;
(b) Does not impose undue burden on interstate and foreign commerce;
(c) Provides for revision in accordance with Sec. 150.23 of this
part.
(d) Is not unjustly discriminatory.
(e) Does not derogate safety or adversely affect the safe and
efficient use of airspace.
(f) To the extent practicable, meets both local needs and needs of
the national air transportation system, considering tradeoffs between
economic benefits derived from the airport and the noise impact.
(g) Can be implemented in a manner consistent with all of the powers
and duties of the Administrator of FAA.
Sec. B150.7 Analysis of program alternatives.
(a) Noise control alternatives must be considered and presented
according to the following categories:
(1) Noise abatement alternatives for which the airport operator has
adequate implementation authority.
(2) Noise abatement alternatives for which the requisite
implementation authority is vested in a local agency or political
subdivision governing body, or a state agency or political subdivision
governing body.
(3) Noise abatement options for which requisite authority is vested
in the FAA or other Federal agency.
(b) At a minimum, the operator shall analyze and report on the
following alternatives, subject to the constraints that the strategies
are appropriate to the specific airport (for example, an evaluation of
night curfews is not appropriate if there are no night flights and none
are forecast):
(1) Acquisition of land and interests therein, including, but not
limited to air rights, easements, and development rights, to ensure the
use of property for purposes which are compatible with airport
operations.
(2) The construction of barriers and acoustical shielding, including
the soundproofing of public buildings.
(3) The implementation of a preferential runway system.
(4) The use of flight procedures (including the modifications of
flight tracks) to control the operation of aircraft to reduce exposure
of individuals (or specific noise sensitive areas) to noise in the area
around the airport.
(5) The implementation of any restriction on the use of airport by
any type or class of aircraft based on the noise characteristics of
those aircraft. Such restrictions may include, but are not limited to--
(i) Denial of use of the airport to aircraft types or classes which
do not meet Federal noise standards;
(ii) Capacity limitations based on the relative noisiness of
different types of aircraft;
(iii) Requirement that aircraft using the airport must use noise
abatement takeoff or approach procedures previously approved as safe by
the FAA;
(iv) Landing fees based on FAA certificated or estimated noise
emission levels or on time of arrival; and
(v) Partial or complete curfews.
(6) Other actions or combinations of actions which would have a
beneficial noise control or abatement impact on the public.
(7) Other actions recommended for analysis by the FAA for the
specific airport.
(c) For those alternatives selected for implementation, the program
must identify the agency or agencies responsible for such
implementation, whether those agencies have agreed to the
implementation, and the approximate schedule agreed upon.
Sec. B150.9 Equivalent programs.
(a) Notwithstanding any other provision of this part, noise
compatibility programs prepared in connection with studies which were
either Federally funded or Federally approved and commenced before
October 1, 1981, are not required to be modified to contain the
following items:
(1) Flight tracks.
(2) A noise contour of Ldn 70 dB resulting from aircraft
operations and data related to the Ldn 70 dB contour. When
determinations on land use compatibility using Table 1 of appendix A
differ between Ldn 65-70 dB and
[[Page 102]]
Ldn 70-75 dB, the determinations should either use the more
conservative Ldn 70-75 dB column or reflect determinations
based on local needs and values.
(3) The categorization of alternatives pursuant to Sec. B150.7(a),
although the persons responsible for implementation of each measure in
the program must still be identified in accordance with
Sec. 150.23(e)(8).
(4) Use of ambient noise to determine land use compatibility.
(b) Previously prepared noise compatibility program documentation
may be supplemented to include these and other program requirements
which have not been excepted.