M E M 0 R A N D U M

Los Angeles World Airports Date: July 19, 2001

To: VNY Part 150 Steering Committee

From: Mark Schaffer, Committee Chairman

Subject: Final Consideration of the VNY Part 150 Study

At its meeting on July 16, 2001 the Steering Committee made considerable progress toward completion of the Part 150 Study for VNY. To date we have gone through all the measures that were proposed by committee members last fall. Our objective was to afford every reasonable opportunity for each member of the committee to provide input, develop a comprehensive list of measures to consider and then come to agreement of those that were acceptable. To a very real measurable degree we have completed this objective.

I think everyone appreciates that this committee has committed a tremendous amount of its time and energy in the past to move this process forward.

Given the commitment made to date, I believe that we are on the verge of completing the process in a thoughtful and responsible manner and I sincerely hope we can do so at our next meeting.

I also recognize that there are those who would like to continue the process to consider more measures. There are two responses that are applicable in this regard. The first is that one of the important measures to have already been adopted is the establishment of a Noise Roundtable at VNY.

This program will provide the best vehicle by which new proposals can continue to be brought forth and fully debated. The second factor is that the Part 150 process has been going on (off and on) for more than 12 years.

It seems imminently reasonable that enough effort has been made in this particular process and that to make it a worthwhile effort the next step should be taken, which Is to submit the Study to the FAA so that implementation of the prograrti can begin.

In the spirit of moving forward, the work done by the Steering Committee was submitted to the Board of Airport Commissioners (BOAC) on July 19, 2001.

The following two motions were adopted with respect to the Noise Exposure Maps and Noise Compatibility Program:

First, I would move that the BOAC adopt the staff report and the VNY Part I

50 study, including the Noise Exposure Maps;

Secondly, I would move that LAWA Executive Director be directed to defer transmittal of the study to the FAA for two weeks to allow the VNY Steering Committee to hold a meeting for the purpose reviewing the Board's action.

If the Committee concurs with the Board's action, LAWA will then proceed with the submittal of the study to the FAA. In the event the Committee objects to the Board's action, the BOAC will take the Commiftee's suggestions into consideration and take whatever further action, if any, it deems appropriate. Realizing that it has taken over 10 years to come to this stage and the fact that there is not much interest in delaying this matter indefinitely, this motion would authorize the Executive Director to submit the study to the FAA if the Steering Committee fails, for any reason, to take action on the matter two weeks from today, which is August 2, 2001.

The NEMs and NCP that were adopted by the BOAC are the same as those that have been adopted by the Steering Committee over the last several months.

As you may recall in November we adopted the NEMs and 26 of the previously adopted measures. In the ensuing months we adopted 21 more measures.

Twelve of the 21 new measures were incorporated into similar existing measures by expanding the language and intent of those measures. The remaining nine were added to make a total of 35 measures to comprise the NCP. The three NEMs and the NCP are attached for your reference.

As indicated in the BOAC motion shown above the purpose of the next Steering Committee meeting is to ask whether the Committee concurs or objects to the action take n by the BOAC. Accordingly, I have scheduled our next meeting for August 2, 2001. The meeting will again be held at. the Airtel Plaza Hotel and will commence at 7:00 p.m. Also enclosed is an agenda for this meeting. It should be noted that this meeting will be advertised in both the valley edition of the Los Angeles Times and the Daily News, in order to insure that all interested citizens will have an opportunity to attend.

It is my hope and expectation that we can consider and vote upon the whole Part 150 Study as acted upon by the BOAC. Thank you for your commitment to this effort and I look forward to seeing you at the next meeting.

MS:dq

Attachments

cc: R. Johnson P. Depoian

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BOAC action on 7/19/01

The specific NCP measures adopted by the Steering Committee and BOAC are as follows:

NOISE COMPATIBILITY PROGRAM

LAND USE:

1) ALUC Plan

Adopt an Airport Land Use Compatibility (ALUC) Plan for VNY and environs reflecting the provisions of the VNY Part 150 plan. The program will be subject to ongoing monitoring and implementation.

Lead Agency/Action: Los Angeles County Planning to develop plan Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Technical Committee meeting minutes of 7/13/89 Cost/Benefit: State mandated study costs; Quantification of long term benefits dependent on planning variables.

Source of Funding: Los Angeles County/State of California Timeframe: short range, current to three years.

2) Insulation

A) Undertake and validate an acoustical insulation program and estimate representative housing types within 70 CNEL.

B) Once validated, establish eligibility for residential acoustical insulation in the greater Van Nuys Airport areas subject to impacts of 65 CNEL or greater. The initial target area will be the households within the

70 CNEL.

C) Expand eligibility program to include the 65 CNEL. If any portion of a lot lies within the 65 CNEL then it should be included. Continue acoustical insulation program until all houses impacted are insulated.

Lead Agency/Acton: Los Angeles World Airports (LAWA) and FAA to implement program Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Section

5 of Volume 1 of Background Appendix, Land Use Compatibility Cost/Benefit: Approximate Cost: $45,000,000; benefit is compatibility of interior noise levels Source of Funding: FAA, LAWA Timeframe: long range, five to eight years

3) Additional Development Within Impact Area

A) Adopt measures to restrict the introduction of new housing within the projected 65 CNEL, unless such property is soundproofed and an avigation easement granted in favor of the airport. Maintain and monitor General Plan over time to assure airport/community compatibility.

B) Encourage owners of undeveloped land to voluntarily develop the property consistent with State Noise Standards.

Lead Agency/Action: L. A. City Planning Department to initiate General Plan revision Reference/Analysis: Steering Committee meeting minutes of 4/25/89 (Volume 2 of Background Appendix), 12/2/91 and 11/8/2000; Technical Committee meeting minutes of 7/13/89 and 7/16/91; Section 5 of Volume 1 of Background Appendix, Land Use Compatibility Cost/Benefit: Planning costs indeterminable; quantification of benefits dependent on planning variables Source of Funding: Los Angeles City Planning Department, LAWA Timeframe: Mid range, three to five years

4) Construction and Capital improvement

A) Construct airfield improvements shown on the current airport layout plan to improve safety and convenience.

B) Provide the means to develop neighborhood enhancement projects with a focus on noise mitigation (e.g. sound walls, landscaping).

C) Construct a hush house on the airfield to suppress jet engine maintenance noise, with the location to be determined after further study.

Lead Agency/Acton: LAWA to construct improvements Reference/Analysis: Steering Committee meeting minutes of 4/25/89 (Volume 2 of Background Appendix), 12/2/91, 12/9/91 and 11/8/2000; Technical Committee meeting minutes of 7/13/89 and 7/16/91; Section 5 of Volume 1 of Background Appendix, Land Use Compatibility Cost Benefit: Five year costs of airfield improvements approximately $6,500,000; Hush house approximately $1,000,000; benefit is substantial reduction of noise to adjacent neighborhoods Source of funding: LAWA, FAA Timeframe: Mid range, three to five years

HELICOPTER OPERATIONS:

5) VNY Helicopter Policy

Formulate and adopt local plans and ordinances as necessary to regulate the establishment and operation of new helicopter landing facilities in the general area. Monitor, maintain, and adjust plans and ordinances over time.

Lead Agency/Action: FAA, LAWA to coordinate development Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Section

2 of Volume 1 of Background Appendix, Community Opinion Survey; Section 4 of Volume 1 of Background Appendix, Helicopter Study Cost/Benefit: Costs dependent on extent of new facilities; primary benefit is to reduce single event noise Source of Funding: FAA, LAWA Timeframe: Mid range, three to five years

6) West Side Operations

Investigate whether to encourage helicopter pilots operating west of VNY to increase their altitude 200 feet which may be accommodated under the existing Burbank glideslope.

Lead Agency/Action: FAA, LAWA to coordinate program Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Section 4 of Volume 1 of Background Appendix, Helicopter Study Cost/Benefit: Costs nominal to implement; primary benefit is to reduce single event and overflight noise Source of Funding: FAA, LAWA Timeframe: short range., current to three years

7) Helicopter Training Facility

Conduct testing and research to determine whether a helicopter training facility would be appropriate on the Bull Creek Site. Such a facility would preclude the need for helicopters to leave the airport to train elsewhere.

Any such facility would be limited in the number of operations allowed as determined by further study.

Lead Agency/Action: LAWA, FAA to coordinate program Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Section

4 of Volume 1 of Background Appendix, Helicopter Study Cost/Benefit: Costs would depend upon structures and facilities necessary; primary benefit is to reduce single event and overflight noise Source of Funding: FAA, LAWA Timeframe: short range, current to three years

8) Improve Use of Established Routes

Develop a program to require helicopter operators to fly along established routes, in particular Stagg Street instead of Saticoy Street, and be encouraged to maximize operations over the least noise sensitive areas such as the industrial development to the east and the Flood Control Basin to the south.

Lead Agency/Action: FAA, LAWA to coordinate program Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Section

4 of Volume 1 of Background Appendix, Helicopter Study Cost/Benefit: Costs nominal to implement; primary benefit is to reduce single event and overflight noise Source of Funding: FAA, LAWA Timeframe: short range, current to three years

9) Bull Creek Route to Balboa

Investigate the feasibility of moving the Bull Creek route to the west, over Balboa Boulevard, to reduce noise over residents in the Creek area. Surface traffic on the Balboa Boulevard route should mask some of the noise from helicopters. This recommendation should be considered, but careful evaluation is needed by local residents and pilots.

Lead Agency/Action: FAA, LAWA to coordinate program Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Section

4 of Volume 1 of Background Appendix, Helicopter Study Cost/Benefit: Costs nominal to implement; primary benefit is to reduce single event and overflight noise Source of funding: FAA, LAWA Timeframe: short range, current to three years

10) Public Service Fleets

Work toward enactment of an ordinance that would require City-owned helicopters to maintain specified altitudes (depending on fixed-wing conflicts), except when a mission requires a lower altitude or an orbiting maneuver. Under FAA regulations, helicopters must now be at 500 feet altitude within the Van Nuys 4jrport Traffic Area (ATA), which extends five miles in all directions from the airport. The ordinance would require helicopters within and outside the Van Nuys ATA to maintain sufficient altitude so as not to be a nuisance to local residents, particularly when they are transiting an area. The sufficient altitude would be determined during the development of the ordinance but, at a minimum, would maintain the 500 feet altitude currently flown in the ATA.

Lead Agency/Action: LAWA and City Attorney's Office to prepare ordinance Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Section

4 of Volume 1 of Background Appendix, Helicopter Study Cost/Benefit: Costs nominal to implement; primary benefit is to reduce overflight noise Source of Funding: LAWA, City of Los Angeles Timeframe: mid-range, three to five years

11) Improved Communications

Improve communications between the airport, the FAA, helicopter operators, and residents in an effort to reduce the impact and negative perception of helicopter operations. Residents would be encouraged to provide as much information as possible regarding helicopter infringements, to increase follow-up by the airport and improve self-policing by helicopter operators and individual pilots.

Lead Agency/Acton: LAWA, FAA, and helicopter operators to coordinate program Reference/Analysis: Steering Committee meeting minutes of 11/8/2000; Sections 2 and

4 of Volume 1 of Background Appendix, Community Opinion Survey and Helicopter Study Cost/Benefit: Costs nominal; benefit is to enhance the effectiveness of other helicopter measures Source of Funding: LAWA, FAA Timeframe: short range, current to three years

AIRPORT OPERATIONS:

12) Establish Noise Abatement and Departure Techniques for all aircraft departing VNY

Modified or reduced noise takeoff procedures would vary according to aircraft type, size, and weight. Some aircraft might be required to fly a steeper takeoff profile while others would find it necessary to use a more shallow profile. The takeoff parameters for aircraft would be established through continuous measurement of individual aircraft noise levels using approved manufacturers or NBAA procedures.

Lead Agency/Action: LAWA to develop database, program criteria, and initiate monitoring of operations Reference/Analysis: Steering Committee meeting minutes of 1/9/91, 11/4/91,

1/27/92, 3/24/92 and 11/8/2000; Tables #6 and 7, Cost/Benefit Analysis, of NCP Report; Impact Analyses associated with Figures 3 and 4 of NCP Report; Section 3 of Volume 1 of Background Appendix, Economic Impacts Cost/Benefit: Costs nominal if at all; benefits could be more than 50 percent reduction in noise impacted housing Source of Funding: LAWA, FAA, aircraft owners/pilots Timeframe: short range, current to three years, initiate immediately

13) Establish Noise Abatement and Departure Procedures

Adopt Scenario No. 9 of the Part 150 scenarios as the NCP, based on reduced take-off thrust power settings within safety levels for all jet departures and prohibit aircraft having Part 36 takeoff noise levels in excess of 74 dBA (excluding emergency flights), between the hours of 10:00 p.m. and 7:00 a.m.

Lease Agency/Action: FAA, LAWA to develop database, program criteria, and continue monitoring of operations Reference/Analysis: Steering Committee meeting minutes of 1/9/91, 11/4/91,

1/27/92, 2/24/92, 3/24/92 and 11/8/2000; Tables #6 and 7, Cost/Benefit Analysis, of NCP Report; Impact Analyses associated with Figures 3 and 4 of NCP Report; Sections 1 and 3 of Volume I of Background Appendix, Alternative Noise Control Scenarios and Economic Impacts Cost/Benefit: Primary cost would include lost revenue resulting from extending the curfew; benefits could be over 50 percent reduction in noise impacted housing.

Source of Funding: LAWA, FAA, aircraft owners/pilots Timeframe: short range, current to three years. Formally continue as soon as the Steering Committee, the BOAC, and the FAA approve the Part 150 NCP

14) Signage

Re-sign the airport at every departure point/intersection of both runways with signs that can be read both day and night that provide the following:

A) Please Fly Quietly

6) Departing South: No Turns Before the Flood Basin C) Departing North: No Turns Before 1,800 MSL

On intersection signs only, the following words should be included:

Intersection Departures Are Not Allowed Between 10:00 p.m. and 7:00 a.m.

Implement immediately with larger, clearer signs being posted at every run-up area describing recommended noise abatement procedures, including altitudes and locations at which turns should be initiated after departure, and noise sensitive areas to be avoided. Maintain program over time.

Lead Agency/Acton: LAWA, FAA; LAWA to construct signs in coordination with FAA on messages Reference/Analysis: Technical Committee meeting minutes of 2/19/91; Steering Committee meeting minutes for 2/24/92, 3/24/92 and 11/8/2000 Cost/Benefit: Costs included in $6,500,00 capital improvement costs (refer to Measure No. 4); benefits dependent on Measures Nos.12 and 13 Source of Funding: LAWA, FAA Timeframe: short range, current to three years

15) Runway Policy

A 'top of the runway ' departure policy, (taking off at the furthest end of the runway) is part of this NCP as a reiteration of existing airport policy for jet aircraft.

Lead Agency/Action: LAWA, FAA; LAWA to enforce policy Reference/Analysis: Steering Committee meeting minutes for 5/29/01 Cost/Benefit: Minimal staff costs; benefit is to enhance effectiveness of noise abatement procedures Source of Funding: LAWA, FAA Timeframe: short range, current to three years

16) Noise Roundtable

Establish a Noise Roundtable at VNY to review progress on the implementation of the Part 150 Study. In an effort to reduce noise impacts, the Roundtable could make adjustments to allow for the implementation of additional noise measures which might be recommended over time, if they become technically and economically feasible.

The Noise Roundtable will act as a review board for at least two years after the recommendations of Scenario No. 12 (the Ad Hoc Committee recommendations incorporated within Measures 13, 15, 18, 19, 20, 21, 24, and 26) and Scenario No. 9 are fully implemented, with the understanding that the Part

150 Study would be continued.

The Noise Roundtable will be charged with holding annual community meetings, or more frequently as warranted, to discuss the status of the Part 150 program and recommended adjustments. LAWA should annually monitor aircraft noise levels and the level of activity at the airport to determine if significant and unexpected changes have occurred to the base year NEM, and to determine if the Part 150 program is being successfully implemented.

The results of the monitoring should be provided at annual public information meetings to discuss the progress of the Part 150 plan, and to educate and inform airport users and the affected communities. Discussions with airport users regarding community complaints associated with airport operations should also be included in these annual reviews. Recommendations for updating the NEMs and Part 150 program should be provided if unexpected changes occur before the five-year period and significantly affect the land use compatibility situation around the airport, and/or the noise abatement cost assumptions used in the development of the current plan.

Lead Agency/Action: LAWA to coordinate with VNY Noise Roundtable members Reference/Analysis: Steering Committee meeting minutes of 3/24/92, 11/8/2000 and 5/29/01 Cost/Benefit: Nominal staffing costs; benefit is enhanced effectiveness of noise measures Source of Funding: LA'TP-JA Timeframe: short range, current to three years

17) Noise Management Monitoring System

Establish a noise management monitoring and flight track system with software and database that feature the ability to positively identify all aircraft. Establish, maintain and update over time, an automated data system that will provide the following information for turbo jet and turbo fan aircraft operations (arrivals and departures):

· Aircraft 'N' number sorting by types of jets; · Aircraft Type, Owner, and Pilot; · Part 36-3F (most recent edition) listed noise departure level; · NBAA, or aircraft manufacturers noise abatement operation level, and . Actual operation noise level recorded by VNY noise monitors.

LAWA should contract with an acoustical consultant to calibrate VNY noise microphones to permit accurate and consistent "real time" monitoring of noise abatement jet aircraft departures. Additionally, LAWA should install, with permission of the FAA, a radio receiver with dictaphone capabilities that will identify airport tower clearance "N" number and "real time"

operation information. At the Steering Committee meeting on May 29, 2001, the need to investigate the feasibility of obtaining a noise monitoring system with real time capabilities emphasized. It was also emphasized that any such noise monitoring system not be used for enforcement of any pre-set noise thresholds.

Lead Agency/Action: LAWA to acquire monitoring system, coordination with FAA on installation and LAWA noise abatement officer at VNY to manage system through coordination with FAA and VNY Airport Manager Reference/Analysis: Steering Committee meeting minutes of 2/27/91, 2/24/92,

3/24/92,

11/8/2000 and 5/29/01; Technical Committee meeting minutes of 7/16/91 Cost/Benefit: cost of system is estimated at $300,000; benefits are bed directly to action Items 12 and 13, noise abatement procedures Source of Funding: FAA, LAWA Timeframe: short range, current to three years

18) Automated Feedback System

Establish an automated feedback system to those in the community such that residents are assured that data kept on a daily basis is accurate and reliable. Acquire ANOMS, or a similar system, that has the capability to interface with ARTS 3 data, track aircraft by altitude, provide a hard copy of individual flight information characteristics, and provide automated noise monitoring correspondence capabilities, LAWA should maintain and upgrade over time

Lead Agency/Action: LAWA to acquire monitoring system, LAWA noise abatement officer at VNY to manage system through coordination with FAA and VNY Airport Manager Reference/Analysis: Steering Committee meeting minutes of 2/27/91, 2/24/92,

3/24/92 and 11/8/2000; Technical Committee meeting minutes of 7/16/91 Cost/Benefit: Cost of system is included in Item 18; Benefits are tied directly to action items 13 and 14, noise abatement techniques and procedures Source of Funding: FAA, LAWA Timeframe: short range, current to three years

19) Tenant Association

Establish a more formalized tenant association willing to communicate with violating pilots, to voluntarily comply with the 'Fly Neighborly' programs and procedures established at Van Nuys Airport.

Lead Agency/Action: LAWA, VNY Tenant Association coordination Reference/Analysis: Section 2 of Volume 1 of Background Appendix, Community Opinion Survey; Steering Committee meeting minutes of 2/24/92, 3/24/92 and

11/8/2000 Cost/Benefit: Minimal staff costs; benefit is to enhance effectiveness of noise abatement procedures Source of Funding: LAWA Timeframe: short range, current to three years

20) ATIS Message

Request that the FAA, a partner in this project, change its regional policy to allow local control towers to add a brief 'Fly Quietly' message to its Automatic Terminal information System (ATIS). Provide a message on the ATIS system that states: "Due to excessive aircraft noise levels, aircraft operating at VNY should fly in a friendly manner," utilizing NBAA or manufacturer's noise abatement procedures. The program should be maintained over time.

Lead Agency/Acton: FAA to implement based on input from LAWA

Reference/Analysis: Steering Committee meeting minutes of 2/24/92, 3/24/92 and 11/8/2000 Cost/Benefit: Minimal costs; benefit is to enhance effectiveness of noise abatement procedures Source of Funding: FAA Timeframe: short range, current to three years

21) Marketing Policy

Develop and adopt a noise-sensitive marketing policy for VNY that will encourage the voluntary introduction of quieter aircraft into VNY operations and discourage the use of noisier aircraft

Lead Agency/Action: LAWA, VNY Tenant Association coordination Reference/Analysis: Steering Committee meeting minutes of 5/29/01 Cost/Benefit: Nominal staff costs; benefit is to enhance effectiveness of noise abatement procedures Source of Funding: LAWA Timeframe: short range, current to three years

22) Financial Assistance

Develop a program to provide financial assistance to residents who are interested in moving out the noise impact area.

Lead Agency/Action: LAWA Reference/Analysis: Steering Committee meeting minutes of 5/29/01 Cost/Benefit: Costs are indeterminable and dependent on the extent of participation; benefits will be to optimize the minimization of incompatible land uses Source of Funding: LAWA, FAA Timeframe: short range, current to three years

23) Noise Abatement Officer

Continue the position of a full-time noise abatement officer as part of the Van Nuys Airport Manager's Office who, working with the Airport Security, can continually monitor jet aircraft departures, report them to the Airport Manager and the community in terms of amount of noise generated on departure. The officer shall be responsible for operation of the permanent monitoring system, serve as a community liaison regarding noise issues, coordinating with aircraft pilots and collection and response to noise complaints.

Develop a program to improve formal lines of communication between the FAA, the airport, and aircraft operators on noise abatement procedures. Within the context of general guidance to the noise abatement officer in communication with aircraft operators, the VNY noise complaint system should be improved to provide greater feedback to operators, and link complaints to actual noise reduction measures. The function of the noise complaint system should be expanded to effectuate reductions in noise and not merely be used for public relations purposes.

Lead Agency/Action: LAWA to coordinate noise abatement office through VNY Airport Manager Reference/Analysis: Section 2 of Volume 1 of Background Appendix, Community Opinion Survey; Technical Committee meeting minutes of 2/19/91; Steering Committee meeting minutes of 2/24/92, 3/24/92, 11/8/2000, 5/29/01 and

7/16/01 Cost/Benefit: Annual salary and benefits of noise abatement officer approximately $90,000; benefit is improved communication and noise abatement management Source of Funding: LAWA Timeframe: short range, current to three years

24) Noise Abatement Information

Compile available information on noise abatement procedures from manufacturers, pilots, and noise offices at other general aviation airports to be made available to pilots operating at VNY.

Lead Agency/Action: LAWA shall obtain and manage data Reference/Analysis: Technical Committee meeting minutes of 2/19/91; Steering Committee meeting Minutes of 2/24/92, 3/24/92 and 11/8/2000 Cost/Benefit: Minimal costs; benefit is to enhance effectiveness of noise abatement procedures Source of Funding: LAWA Timeframe: short range, current to three years

25) Raising Burbank Glideslope

Continue coordinated research with the FAA to investigate the feasibility of raising the approach glideslope to Burbank to allow an increase in operating altitude for helicopter and fixed winged operations. If feasible, practical, and safe, this could raise air space over VNY by as much as 1,500 to 2,000 feet. LAWA shall request the FAA to conduct a study resulting in increasing the glideslope angle for Burbank Airports' Runway 7ILS approach to the maximum practicable so that operational altitudes at VNY can be raised without conflict with Burbank Airport Traffic.

A 1,500 to 2,000 foot above ground level (AGL) minimum altitude would be required for helicopters. The Steering Committee recommends that this measure be forwarded to the VNY Helicopter Task Force as an item that they request be considered. Pending the outcome of the evaluation by the Task Force this measure would be subject to possible further modification.

Ongoing monitoring and implementation should be maintained.

Lead Agency/Action: FAA, LAWA to coordinate program to initiate feasibility analysis Reference/Analysis: Steering Committee meeting minutes for 2124/92, 3/24/92,

11/8/2000 and 5/29/01; Section 4 of Volume 1 of Background Appendix, Helicopter Study Cost/Benefit: Costs would include adjustments to ILS system and navigational aids; primary benefit is to reduce single event and overflight noise and cumulative noise level reductions commensurate with amount of increase in glideslope Source of Funding: FAA, LAWA Timeframe: long range, five to eight years

26) Lease Policy

Recommend that it be a policy of the BOAC to add to any future new leaseholders a requirement that they only station (base) Stage 3 aircraft at Van Nuys Airport. New leaseholders being defined as Fixed Based Operators (FBO's) who are not currently on this airport but who wish to move onto the airport in the future. The requirement would only apply to based aircraft and not to itinerant aircraft. Based aircraft are defined as any aircraft which is parked, hangared, or tied down at VNY for more than 90 days.

Lead Agency/Action: LAWA to adopt Board Resolution Reference/Analysis: Steering Committee meeting minutes of 4/25/89, 3124/92 and 11/8/2000; Volume 2 of Background Appendix, Report on Public Workshop of

4/25/89; Table 6 of NCP Report, Cost Benefit Analysis Cost Benefit: Cost burden on new leaseholders would be dependent on requisite replacement of aircraft within their fleet; benefits include incremental reduction in noise impacts commensurate with rate of turnover of aircraft Source of Funding: New tenants Timeframe: long range, five to eight years

27) Air Traffic Control Tower

Request the FAA to upgrade the VNY Air Traffic Control Tower from a level 3 tower to a level 4 tower. An upgrade to a level 4 control tower would result in more efficient and improved operational control and could provide for increased tower personnel on duty to support the recommendation that the tower be operated 24 hours a day.

Lead Agency/Action: FAA to establish upgrade Reference/Analysis: Steering Committee meeting minutes of 3/24/92 and 11/8/2000 Cost/Benefit: Cost dependent on amount of increase in manpower and associated resources; benefit is enhanced effectiveness of measures Source of Funding: FAA Timeframe: short range, current to three years

28) Aircraft "N" Numbers

Recommend to the FAA that larger "N' numbers be required on aircraft.

Larger "No numbers on aircraft, particularly on the bottom side of wings, would enhance a citizen's ability to identify an aircraft, thereby better enabling utilization of the noise complaint procedures.

Lead Agency/Action: FAA to instigate policy with coordination from aircraft owners and manufacturers Reference/Analysis: Steering Committee meeting minutes of 3/24/92 and 11/812000 Cost Benefit: Costs would be significant to existing aircraft owners collectively; benefit is to promote identification of errant aircraft Source of Funding: Aircraft owners and manufacturers Timeframe: short range, current to three years

PART 161 MEASURES - Anytime an airport operator Proposes to enforce or implement a measure that will effect the access to an airport, a cost benefit analysis in accordance with federal regulations (Part 161) must be conducted. The following seven measures (Nos. 29 to 35) are recommended to be included in a comprehensive Part 161 Study to be conducted in compliance with the requirements of Federal Aviation Regulations Part 161. A determination on whether to further pursue any or all of the seven measures would be predicated on the findings and conclusions of that Part 161 Study.

29) Incentives/Disincentives in Rental Rates

Subject to a Part 161 Study, a system of incentives and disincentives could be established to encourage greater use of quieter aircraft and less use of noisier aircraft. Subject to the findings and conclusions of the Part 161 Study, a program would be developed to have rental rates for leases and tie downs correlated to the level of noise generated by the aircraft to encourage quieter aircraft usage.

Lead Agency/Action: LAWA in coordination with the FAA Reference/Analysis: Steering Committee meeting minutes of 5/29/01 Cost/Benefit: Total costs are indeterminable and predicated on the findings and conclusions of the comprehensive Part 161 Study; an objective would be to have such a program revenue neutral in comparison to typical rental rates; cost of the Part 161 Study itself is estimated to be approximately $2,000,000 for all seven measures; benefits would be to decrease noise impacts Source of Funding: FAA, LAWA Timeframe: Mid-range, three to five years

30) Incentives/Disincentives in Landing Fees

Subject to a Part 161 Study, a program would be developed to establish differential landing fees with higher fees for noisier aircraft and lower fees for quieter aircraft.

Lead Agency/Action: LAWA in coordination with the FAA Reference/Analysis: Steering Committee meeting minutes of 5/29/01 Cost/Benefit: Total costs are indeterminable and predicated on the findings and conclusions of the comprehensive Part 161 Study; an objective would be to have such a program revenue neutral in comparison to typical landing fees; cost of the Part 161 Study itself is estimated to be approximately $2,000,000 for all seven measures; benefits would be to decrease noise impacts Source of Funding: FAA, LAWA Timeframe: Mid-range, three to five years

31) Expansion of Fines

Subject to a Part 161 Study, a system of fines would be developed to be imposed on aircraft operators who violate policies at VNY. Increased fines would have a deterrent effect on aircraft operators who violate existing ordinances at VNY. The existing voluntary Fly Friendly program would be made a mandatory program with penalties. After two violations, operators who violate the 'Fly Neighborly' program would be fined $500 for the third noisy operation. The fourth citation fine would be $1,000, and the fifth, $2,000. Any operator who receives a sixth citation letter would be banned from using the airport.

Lead Agency/Action: LAWA in coordination with the FAA Reference/Analysis: Steering Committee meeting minutes of 5/29/01 Cost/Benefit: Total costs are indeterminable and predicated on the findings and conclusions of the comprehensive Part 161 Study; an increase in revenues to LAWA would be realized from imposition of the fines; cost of the Part 161 Study itself is estimated to be approximately $2,000,000 for all seven measures; benefits would be to decrease noise impacts Source of Funding: FAA, LAWA Timeframe: Mid range, three to five years

32) Maximum Daytime Noise Limits

Subject to a Part 161 Study, maximum daytime noise limits for aircraft operating at the airport could be established. Subject to findings and conclusions of the Part 161 Study, an ordinance would be developed to establish a daytime maximum noise limit of 77 dBA for aircraft operating at the airport.

Lead Agency/Acton: LAWA in coordination with the FAA Reference/Analysis: Steering Committee meeting minutes of 5/29/01 Cost/Benefit: Total costs are indeterminable and predicated on the findings and conclusions of the comprehensive Part 161 Study; cost of the Part 161 Study itself is estimated to be approximately $2,000,000 for all seven measures; benefits would be to decrease noise impacts Source of Funding: FAA, LAWA Timeframe: Mid-range, three to five years

33) Limit on Stage 3 Jets

Subject to a Part 161 Study, a cap on the number of Stage 3 jets that may be based at VNY would be established.

Lead Agency/Action: LAWA in coordination with the FAA Reference/Analysis: Steering Committee meeting minutes of 5/29/01 Cost/Benefit: Total costs are indeterminable and predicated on the findings and conclusions of the comprehensive Part 161 Study; cost of the Part 161 Study itself is estimated to be approximately $2,000,000 for all seven measures; benefits would be to decrease noise impacts Source of Funding: FAA, LAWA Timeframe: Mid-range, three to five years

34) Expansion of Curfew

Subject to a Part 161 Study, the curfew provisions currently contained in the Van Nuys Noise Abatement and Curfew Regulation could be expanded.

A) The existing 10:00 p.m. to 7:00 a.m. curfew would be expanded to include all non-emergency jets.

B) The existing 10:00 p.m. to 7:00 a.m. curfew on all non-emergency jets would be expanded to include non-emergency helicopter operations. This proposed measure would be subject to further evaluation within the context of the Part 161 Study.

Lead Agency/Action: LAWA in coordination with the FAA Reference/Analysis: Steering Committee meeting minutes of 5/29/01 and 7/16/01 Cost/Benefit: Total costs are indeterminable and predicated on the findings and conclusions of the comprehensive Part 161 Study; cost of the Part 161 Study itself is estimated to be approximately $2,000,000 for all seven measures; benefits would be to decrease noise impacts Source of Funding: FAA, LAWA Timeframe: Mid-range, three to five years

35) Cap/Phase Out of Helicopters

Subject to a Part 161 Study, a cap or phase-out the current fleet of helicopters would be investigated. The measure would also be forwarded to the Helicopter Task Force, as an item that should be considered. Pending the outcome of the investigation into the feasibility and desirability of the measure by the Task Force, the proposed measure would be subject to further evaluation within the context of the Part 150 Study.

Lead Agency/Action: LAWA in coordination with the FAA Reference/Analysis: Steering Committee meeting minutes of 5/29/01 Cost/Benefit: Total costs are indeterminable and predicated on the findings and conclusions of the comprehensive Part 161 Study; cost of the Part 161 Study itself is estimated to be approximately $2,000,000 for all seven measures; benefits would be to decrease noise impacts Source of Funding: FAA, LAWA Timeframe: Mid-range, three to five years