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HomeMy WebLinkAboutSS6 - JWA Noise Monitoring Stations - PowerPoint September 8, 2015 Item No. SS6 Side - By - Side Test Results John Wayne Airport August 2015 i i © NEWPORT BEACN N� ANCA 1990 Exhibit 1: Noise Monitoring Locations Aviation Manning at the Leading Edge SANTA ANA F' . by • w. JOHN WAYNE AIRPORT, _ COSTA M_ ESA '�'• T ORANGE COUNTY Q IRVINE . © NEWPORT BEACN N s... Exhibit 1: Noise Monitoring Locations A via Hon Planning of Me Leading Edge Nar [ounlerbrhKf i ticw End murc Exhibit 3: Sketch of Microphone Setup Aviation Manning at the Leading Edge Sec. 2-1-30.4. Commercial airline operations. (a) No person may engage in commercial airline operations at John Wayne Airport if such aircraft generate a SENEL level at any of the - following respective noise monitoring stations ("NMS"), averaged over each noise compliance period, which is greater than the following SENEL values for Class A aircraft when operating as a Class A operation and for Class E aircraft when operating as a Class E operation: Class A Class E NMS 1S 101 .8 d13 93.5 dB NMS 2S 101. 1 dB 93.0 dB NMS 3S 100.7 dB 89.7 dB NMS 4S 94. 1 dB 86.0 dB NMS 5S 94.6 dB 86.6 dB NMS 6S 96.1 dB 86.6 dB NMS 7S 93.0 dB 86.0 dB Aviation Manning at the Leading Edge Sec. 2-1-30.5. General aviation operations. p (a) No person shall operate any general aviation aircraft at John Wayne Airport if it generates a SENEL level, as measured at John Wayne Airport NMS IS, NMS 2S, or NMS 3S, on takeoff' or landing, which is greater than the following SENEL values: 1 NMS is 101 .8 dB NMS 2S 101 . 1 dB NMS 3S 100.7 dB %he A viadm Planning at Me Leading Edge (b) Curfew. (1 ) No person shall operate any general aviation aircraft at night at John Wayne Airport if it generates a SENEL level at any of the following respective noise monitoring stations, either on takeoff or landing, which is greater than the following SENEL values: NMS IS 86.8 dB NMS 2S 86.9 dB NMS 3S 86.0 dB NMS 4S 86.0 dB NMS 5S 86.0 dB NMS 6S 86.0 dB NMS 7S 86.0 dB NMS 8N 86.0 dB NMS 9N 86.0 dB NMS ION 86.0 dB A vbdm%aaniW at Me Leafing Edge _ : for Class A operations, the typical margin available ranges from 3 dB to 12 dB- 3 Month Test At 4 Sites Table 1 = The Mar in Available Shown in dBA for Class E Noise Levels Aircraft 1S 2S 3S 4S 5S 6S 'S CRJ9 3.1 39 1.2 6S 7.4 3.7 6.2 CRJ7 5.3 5.7 2.8 6.0 63 4.9 64 B737-700 3.3 2 9 1.0 1 R 3 3 2 2 3 7 Source: Quarterly Report April 1 through June 30, 2014 I� N� Aviation Manning at the Leading Edge • • • o- a 'v 1p ,ao 107 JW Ca/dw Hyper•Cardioid Omm-Direc rPonal %LeB Aviation Manning at the Leading Edge o 0 Exhibit 2: Pistonphone and Coupler Used to Calibrate Hydrophone r (top: calibrator and coupler. bottom: coupler disassembled) Aviation Manning at the Leading Edge Table 2: Comparison of SENEL Values From Old and New Systems t7sting ew Site Aircraft Aircraft Class (energy averge) (energy averge) Count Change* 1S A306 A 96.2 96.8 42 0.6 1S A30B A 97.9 98.6 16 0.7 15 A319 A. 94.0 94.5 773 0.4 15 A320 A 93.6 94.0 504 0.4 1S A321 A 97.3 97.9 128 0.6 15 8734 A 97.0 97.5 10 0.5 15 B737 A 8 E 92.1 92.5 4916 0.5 iS 8738 A 97.7 982 1989 0.5 15 8752 A 95.4 95.6 317 0.4 15 CRJ7 E 87.5 88.1 402 O.fi 15 CRJ9 E 90.3 90.7 2242 03 2S A306 A 95.5 96.2 45 0.7 A30B A 972 97.9 16 0.7 2S A319 A. 912 917 761 0.5 A320 A 92.7 932 526 0.5 2S A321 A 964 97.0 128 0.6 2S 8734 A 95.3 95.9 10 0.6 25 8737 A 8 E 912 911 5032 0.5 8738 A 962 96.7 2021 0.6 2S 8752 A 94.5 95.0 317 0.5 5 CRJ7 E 872 87.6 411 0.5 2S CRJ9 E 887 89.2 244 0.5 3S A306 A 939 94.1 42 03 3S A308 A 95.2 95.6 16 0. 3S A319 A 92.7 93.1 789 0.3 3S A320 A 91.4 91.7 519 0.3 35 A321 A 95.3 95.6 125 0.4 3S 8734 A 96.8 97.2 11 0.4 35 B737 A 8 E 90.8 911 5184 0.3 3S 8738 A 963 96.6 2036 0.3 3S B752 A 938 94.1 319 03 3S CRJ7 E 86.4 87.0 428 0.6 3S CRJ9 E 88.5 89.0 243 0.4 8N A30B A 96.6 97.4 8 0.9 8N A319 A 91.6 923 379 07 ON A320 A 913 92.1 335 0.7 8N A321 A 92.5 93.3 53 0.8 ON B734 A 95.5 962 5 0.8 8N B737 A 8 E 92.6 93.3 2641 0.7 ON B738 A 93.6 94.3 1077 0.7 8N B752 A 94.2 95.0 170 0.8 ON CRJ7 E 88.5 88.8 227 0.3 8N CRJ9 E 88.8 89.3 115 0.5 A positive change means new SENEL measurement is louder than the existing measurement .x Largest difference for Class A aircraft for saes 1S,2S,and 3S .y Largest deference for Class E aircraft for sites 1S,2S,mW 3S Awaden Manning at the Leading Edge General Aviation Aircraft Note that the general aviation recommended changes were based on an analysis similar to the air carrier analysis described earlier. The results showed that for the general aviation aircraft the differences for the new monitors were 0.3; 0.71 0.3; and 0.4 for sites 1S, 2S, 3S, and 8N respectively. These numbers are very similar to the air carrier numbers. There may be some bias in the general aviation results as only a small fraction of general aviation operations trigger a noise event at the monitors. Thus the measurements reflect the results only for the AvHtign M.Z.g at the Leading Edge ■ Calibration Considerations Microphone Considerations ` Electronic System Considerations 2-- eLmq Aviation Manning at the Leading Edge It is important to remember that these increases do not represent an increase in the noise levels that will occur in the community. Rather, these increases in the noise limits are necessary to account for new microphones that are more sensitive than the old microphones. As discussed in detail above, these modifications are therefore necessary to maintain parity with the existing noise compliance limits at the Airport. Table 3: Recommended Adjustments, in dB. To The Phase 2 Access Plan SENEL Noise Limits Increase New Increase New Site in Class A Class A in Class E Class E Limit Limit Limit Limit is 0.7 102.5 0.6 94.1 2S 07 101.8 0.5 93.5 3S 04 101 .1 0.6 90.3 4S 0.7 94.8 0.6 86.6 5S 07 95.3 0.6 87.2 6S 07 96.8 0.6 872 7S 0.7 93.7 0.6 86.6 Mbff Aviation Manning at the Leading Edge Table 4: Recommended Adjustments, in dB, to the General Aviation Noise Ordinance Increase New Increase New Site in Daytime in Curfew Curfew Daytime Limit Hours Hours Limit Limit Limit is 01 102.5 0.7 87.5 2S 0.7 101 .8 0.7 87.6 3S 0.4 101 .1 0.7 86.7 4S NA NA 0.7 86.7 5S NA NA 0.7 86.7 6S NA NA 0.7 86.7 7S NA NA 07 86.7 8N NA NA 0.9 86.9 9N NA NA 0.9 86.9 10N NA NA 0.9 86.9 AvHtign M.Z.g at the Leading Edge Table 5: Summary of Estimations of Measurement Uncertainty ON be QdStd N.Arerye Ncw Std Mnnye Nee SMI Oev Why SMI Oen Wnce mty C ft Dft. Std D Wnmb" 101 AIN 95.9 1A 0.5 %.A L6 as 42 as 0.1 Q 101 A30B 97.7 12 as NA 1.3 0.6 16 0.7 02 101 A319 93.5 17 0.2 939 17 0.2 773 0.4 02 0.02 101 AM 93.2 22 03 93.6 2.3 0.2 SW &A 02 0 101 A321 95.6 53 0.9 962 5.3 as 178 O4 02 0. 101 6731 96.9 06 0.4 97A M 0.5 10 OS 02 Q 101 5737 %.1 3.1 0.1 91.6 30 0.1 4916 05 03 001 101 6736 962 3.7 02 913 17 Q2 1969 QS 03 OA 101 5752 96.9 30 0.3 952 31 0.3 317 0.4 03 0.03 101 OR B6.t L4 02 VA 23 0.2 A02 117 03 OA 101 MA 89.t 2a 0.3 902 13 0.3 2A2 414 0.3 ON 102 A306 96.0 53 1.5 94.7 S.1 1.5 4 0.7 0.3 0. 102 A30B 97.0 12 0.6 91.7 13 117 IS 117 02 102 A319 92.6 30 0.2 93.1 29 01 761 OS OA 003 102 A-in 92.0 33 0.3 923 3.4 03 526 QS OA aw 102 A321 94.2 6A 1.1 949 60 1.f IN 07 03 005 102 8731 95.3 03 Q2 959 Q3 Q2 10 as 01 Gal 102 5737 90.3 3A 0.1 WA 32 0.1 5032 116 04 (101 102 8738 95.1 U Q2 95.7 42 0.2 2021 116 03 002 102 5752 93.8 35 114 943 3A 0.4 317 QS 0.3 O. 102 MR 66.3 L7 0.3 611 2.4 0.2 411 Q7 0.7 0 102 CAl9 66.1 27 0.3 86.7 25 0.3 24 06 03 ON 103 As% 93.6 16 0.5 934 L7 as 42 03 02 007 103 AM 95.1 04 0.4 953 09 QS 16 as 03 01 103 A319 92.3 2D 0.1 92.6 21 0.1 AN as 03 00 103 AM 912 1.5 as MA 1.6 01 519 Q2 OA ON 103 A321 WA 39 0.7 94A lA 07 In 03 03 10S B734 96.8 Q7 Q4 911 0.9 QS 11 Q4 03 QS 103 6137 891 27 0.1 NO 2A 0.1 5184 02 0.3 001 103 6736 95.6 30 0.1 954 11 0.1 2036 Q2 03 O02 103 9752 93.4 20 0.2 93.7 21 0.2 319 (12 03 ON 103 CAP 66.1 L7 0.2 66.7 1.6 0.2 AN 0.6 03 04 103 CAN 88.0 20 0.3 us 20 0.3 243 0.5 03 0- 306 A306 93.6 5.6 22 94.6 5.8 13 26 0.9 03 0.12 106 A308 96A 13 0.9 922 13 LO 8 as 01 0 106 A30 913 10 0.1 922 LO 0.1 379 417 02 002 108 AM 90.8 31 0.3 913 11 as 335 Q7 05 Q 108 A321 92.4 LI 0.3 93.1 1.1 0.3 53 as 0.1 OA3 108 6734 95.4 03 0.5 962 as 0.6 S QB 02 02 108 6737 92.4 L5 0.1 93.1 U 0.1 241 017 OA 002 106 5738 93.4 IA 0.1 94.1 LA 0.1 16n Q7 03 002 108 5752 93.9 1.7 03 9A.7 L7 0.3 170 a 03 0. 108 CAP 88.1 L7 0.2 tl.6 LS 0.2 227 QS Q7 1 108 CAN B8.7 04 0.2 893 as 0.2 In QS 03 O. Aviation Manning at the Leading Edge Aviation Manning at the Leading Edge