8950 Cal Center Drive Bldg.3, Suite 300 Sacramento, CA phone fax

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1 8950 Cal Center Drive Bldg.3, Suite 300 Sacrament, CA phne fax memrandum date t frm subject Part 150 Advisry Cmmittee, OSU Airprt FAR Part 150 Study Rn Seymur, ESA Airprts Steve Alversn, ESA Airprts Technical Analysis fr Abatement Measures fr Nise Cmpatibility Prgram The secnd phase f a FAR Part 150 Study invlves the develpment f the Nise Cmpatibility Prgram (NCP). Operatinal, land use, and administrative alternatives are reviewed t address nise cncerns f the lcal cmmunities with a primary fcus f addressing the nn-cmpatible land uses that exist within the 65 Day-Night Sund Level (DNL) cntur at an airprt. The cnturs develped fr The Ohi State University Airprt (OSU Airprt) during the Nise Expsure Map (NEM) phase f the Study, determined the 65 DNL cntur remains almst cmpletely n Airprt prperty fr bth the existing and future case scenaris and there are n nncmpatible land uses within the 65 DNL cntur. Knwing the lcal cmmunities beynd the 65 DNL cnturs have nise cncerns, the University is vluntarily prceeding with the NCP t review and attempt t address thse cncerns. During the curse f the Part 150 Study, the Reynlds Smith & Hills (RS&H) Team has slicited input and received feedback frm residents in the vicinity f OSU Airprt n cncerns regarding peratinal nise, land use, and the administratin f the Airprt s in-huse nise prgram. The RS&H Team reviewed the public cmments, input frm the Part 150 Advisry Cmmittee, suggestins frm OSU Airprt, and industry best practices t identify specific measures that culd be evaluated fr ptentially addressing each f the cncerns identified. The measures t be reviewed were frwarded t the Part 150 Advisry Cmmittee fr cmment n January 14, Cmments were received frm Cmmittee members as well as members f the general public. These cmments were reviewed and amendments were made t the list as apprpriate. Many f the cmments received were already cntained n the list because each resident may describe his r her peratinal nise cncerns in a unique way. In these instances, the list was nt changed since the cncern expressed by the cmmenter was already captured. Several cmments recmmended cnclusins the cmmenter wanted t see cme ut f the Part 150 Study, rather than cncerns r suggested abatement measures t be cnsidered. These cmments were nt added t the list f measures t be reviewed, but will be cnsidered when the final recmmendatins f the NCP are develped. The final list f measures is attached t this mem. The NCP prtin f the Part 150 Study prcess is divided int three categries: abatement (peratinal), mitigatin (land use), and administrative. The review f cncerns and any assciated analysis f measures ccurs in sequential rder. The first step is t evaluate peratinal alternatives t determine what relief may be pssible and if they can be implemented. Evaluatin f the peratinal alternatives includes a review f each suggested measure fr peratinal viability (airspace cnstraints, safety cncerns, etc.) as well as a determinatin n whether r nt the suggested alternative meets the previusly established gals f the Part 150 Study fr OSU Airprt. Thse suggested peratinal alternatives that meet these tw criteria will receive further evaluatin. This evaluatin may include additinal technical analysis that culd include individual evaluatin f the suggested

2 Part 150 Cmmittee, OSU FAR Part 150 Study Page 2 measure using the apprpriate mdeling techniques (single event cnturs, DNL cnturs, time-abve analysis, etc.). Once this evaluatin is cmplete, the prpsed peratinal alternatives are cmbined t develp a cmprehensive prpsed DNL cntur. The results f this cntur are then used in the secnd step f the NCP prcess t determine which land use measures shuld be evaluated based n the nn-cmpatible land uses that may be assciated with the new prpsed cntur. Upn cmpletin f the analysis f the land use alternatives, the administrative measures are reviewed in the third step f the NCP prcess t determine what measures will be needed t implement the peratinal and land use alternatives. The final step f the NCP prcess takes all prpsed measures (peratinal, land use, and administrative) t frm the recmmendatins fr the NCP. The RS&H team is currently in the prcess f evaluating thse measures that can mve frward fr further technical analysis and discussin. Because these peratinal measures will frm the backbne f the NCP, this mem was develped t discuss thse peratinal measures and t prvide details n the technical issues assciated with each peratinal measure. The land use and administrative measures will be analyzed fllwing the cmpletin f the peratinal alternatives and all analysis will be presented and discussed in the NCP dcument. After receiving cmments frm the Part 150 Cmmittee and general public n the list f ptential cncerns at the end f January 2009, the RS&H Team began the prcess f reviewing the peratinal cncerns. The team identified what type f evaluatin wuld be required, whether the prpsed measures met study bjectives, and if technical analysis was needed. The suggested measures that require further scrutiny will mve n in the prcess t receive analysis, ptentially including further technical analysis in the frm f additinal mdeling, t determine if the suggested measures are technically and peratinally feasible and wuld address the nise cncern identified. In all cases, the suggested measures will be discussed in the NCP dcument including an explanatin as t why sme suggested measures did nt mve frward fr additinal analysis. Central t this review was a meeting with air traffic cntrl persnnel frm bth Prt Clumbus Internatinal Airprt and OSU Airprt Air Traffic Cntrl (ATC) Twers t discuss the peratinal crdinatin between the tw facilities and the lcal airspace cnstraints that are created by the clse prximity f the tw airfields. Tw key factrs that were discussed during this meeting helped determine which f the suggested measures were viable frm an airspace/air traffic safety standpint and, therefre, suitable fr further technical analysis, and which measures were nt. The first factr relates t the Class C airspace fr Prt Clumbus Internatinal Airprt that is bth ver the tp f and just east f OSU Airprt. The Class C airspace ver OSU Airprt extends frm 2,500 feet Mean Sea Level (MSL) up t 4,800 feet MSL. The prtin f the Class C airspace east f OSU Airprt extends frm the surface t 4,800 feet MSL. Any aircraft that penetrates this airspace must be in cnstant cntact with ATC persnnel at Prt Clumbus Internatinal Airprt. The secnd factr relates t a crridr fr departures frm Prt Clumbus Internatinal Airprt that exists east f State Rute (SR) 315 abve 3,000 feet MSL. Because f this crridr, and the fact that the tw airprts d nt always perate in the same directinal flw based n wind cnditins (directin and speed) at the individual airprts, all departures t the east and arrivals frm the east int OSU Airprt must have clearance frm Prt Clumbus ATC persnnel befre entering this airspace t ensure that aircraft separatin is maintained. It is imprtant t nte that the peratins t and frm the largest airprt in any given airspace typically take precedence ver ther peratins except in emergency situatins. These tw factrs highlight the critical safety issues that must remain the tp pririty with air traffic cntrl as mandated by the FAA. Prtecting the safe perating envirnment f aircraft in flight will always supersede nise cncerns. The list f suggested peratinal measures is presented belw alng with a brief discussin n whether additinal analysis will be cnducted, and if nt, why that is the case. Abatement (Airprt and Aircraft Operatinal Measures) As mentined abve, while each resident may describe his r her peratinal nise cncerns in a unique way, virtually all cncerns can be gruped within six verall categries: training activity, jet peratins, helicpter peratins, departure flight tracks, arrival flight tracks, and nighttime peratins. In additin, the FAR Part 150

3 Part 150 Cmmittee, OSU FAR Part 150 Study Page 3 Study guidelines list several measures that are required fr review in a Part 150 Study. All f these measures, which are listed belw, are gruped accrding t each f the six categries, as well as the requirements f the Part 150 Study guidelines. The Ohi State University will decide which measures are recmmended t the FAA fr review and apprval and will have respnsibility fr implementing the FAA-apprved measures. The FAA has the respnsibility fr apprving r disapprving the recmmended measures in accrdance with FAR Part 150. It is imprtant t nte that measures in bld italics represent ptential nise and access restrictins regulated under FAR Part 161 and are nt cnsistent with the gals established fr the OSU Airprt Part 150 Study. These measures will be discussed in the NCP dcument; hwever they will nt be frwarded t the FAA as recmmended measures. Training Activity Review pattern altitude t determine if a change wuld be beneficial. The current pattern altitude is apprximately 1,900 feet Mean Sea Level (MSL), resulting in a pattern altitude f apprximately 1,000 feet abve grund level (AGL); the airfield elevatin is apprximately 900 feet MSL. T achieve a nticeable reductin 1 in nise levels n the grund, the pattern altitude wuld need t be increased t apprximately 2,900 feet MSL r 2,000 feet AGL which wuld result in an apprximate six decibel reductin in nise n the grund. The Class C airspace fr Prt Clumbus Internatinal Airprt lies ver the tp f OSU Airprt at 2,500 feet MSL. ATC persnnel indicated all OSU Airprt pattern altitudes wuld need t remain belw the Class C airspace flr. The altitude increase needed t achieve a nticeable nise reductin n the grund wuld penetrate the Prt Clumbus Internatinal Airprt Class C airspace and therefre is nt pssible. Incremental increases, up t the 1,000-ft increase discussed abve, are nt pssible due t the narrw distance between the current pattern altitude and the Class C airspace altitude. These tw airspace classificatins are currently separated by an altitude buffer f 600 feet. ATC persnnel stated it is necessary t keep that 600-ft buffer in place fr safety, and therefre the training altitude shuld nt be raised. Decreasing the 600-ft altitude buffer wuld increase the likelihd an aircraft in the training pattern wuld ptentially encrach upn the Class C airspace. In additin, any increase in altitude less than 1,000 feet wuld nt result in a nticeable change in nise level n the grund. An alternative apprach is t have the training aircraft climb t pattern altitude prir t cmmencing any turns. Currently the pattern altitude is typically reached when aircraft are n the dwnwind prtin f the pattern (flying parallel t the airfield). While this wuld nt raise the pattern altitude, it wuld prevent the aircraft frm cntinuing their climb thrugh a turn ptentially decreasing nise expsure n the grund. Establishing an altitude t achieve prir t cmmencing a turn versus asking the pilt t lcate a landmark n the grund culd als help t further fan the turning prtin f the training pattern due t the different perating characteristics f the individual aircraft. Initial discussins with ATC have indicated that there may be practical and safety issues with aspects f this type f prcedure, s the ability t recmmend this prcedure is nt clear at this time. Additinal review and analysis will be cnducted t determine what benefits may be pssible by having training aircraft climb t 1,000 feet AGL befre cmmencing any turns and whether this prcedure culd be safely and effectively adpted. Review pattern lcatin t see if a different pattern wuld be beneficial, including staggering the dwnwind prtin f the pattern. A review f the radar flight track data fr the current training pattern indicated a natural fanning f the peratins already ccurs due t pilt/cntrller techniques, wind/weather cnditins, aircraft type, and ther aircraft perating in the pattern r in the vicinity f OSU Airprt. The pattern als changes (i.e., extends ut farther) during warmer weather mnths due t weather cnditins affecting the climb perfrmance f the aircraft. Due t the lcatin f the Class C airspace that verlies OSU Airprt, and the 1 FAA requires a five-decibel reductin fr certain nise mitigatin measures in recgnitin that a five-decibel reductin is nticeable t mst peple.

4 Part 150 Cmmittee, OSU FAR Part 150 Study Page 4 cnflicting airspace east f OSU Airprt, extending any prtin f the pattern t the east is nt pssible. Therefre, n additinal analysis n this suggested measure is warranted. Review altering flight training tracks t avid repeated, extended, and fcused nise expsure ver residential areas. As mentined previusly, a natural fanning f the training pattern already ccurs due t pilt/cntrller techniques, wind/weather cnditins, and ther aircraft perating in the pattern r in the vicinity f the Airprt. A review f the flight tracks assciated with training activity clearly demnstrates this variability and indicates the pattern is dispersed. T avid simply shifting nise frm ne cmmunity t anther, an area f cmpatible land use (e.g., an industrial crridr) wuld need t be identified t fcus the training pattern ver. T the nrth f the Airprt, n cmpatible land use crridrs exist that wuld wrk fr cncentrating the training pattern. SR 161/W. Dublin-Granville Rad, lcated nrth f the Airprt, is t clse in prximity t the airfield t lcate the cmplete dwnwind prtin f the training pattern ver it. Interstate 270 is lcated t far t the nrth, wuld cause the training pattern t be t large, wuld affect additinal cmmunities, and wuld cause ptential cnflicts with aircraft arriving r departing bth OSU Airprt and Clumbus Internatinal Airprt. In additin, if the nrth runway is extended, it is anticipated that mst f the training activity will shift t the suth runway. There may be sme ptential fr imprvements t the suth f the Airprt which is discussed belw. N additinal technical analysis will take place related t altering the training pattern t the nrth f OSU Airprt. Review Tuch and G prhibitin hurs t see if extending is pssible (10:00 p.m. t 6:59:59 a.m. t align with FAA nighttime hurs). This will be discussed with OSU Airprt and University Flight Educatin. This review and analysis will be discussed in the NCP dcument. Review pilt training techniques fr ptential imprvements. This will be discussed with University Flight Educatin. This review and analysis will be discussed in the NCP dcument. Review training pattern fr suth side f airfield fr ptential alignment with Bethel Rad. T the suth f the Airprt there is a cmmercial crridr alng Bethel Rad that may present an pprtunity t center the dwnwind leg f the training pattern ver this cmpatible land use. (Bethel Rad is lcated farther away frm the airfield than SR 161/W. Dublin-Granville Rad is t the nrth.) Currently, training aircraft t the suth f the Airprt appear t fllw Bethel Rad t sme extent, with the natural spreading f the tracks mentined abve. Additinal technical analysis will be cnducted t determine if it is pssible t further cncentrate the dwnwind leg f the suth training pattern ver Bethel Rad, and if s, what benefits this may have. Review prtins f training fleet using different lcal airprts fr training activities. Training aircraft frm University Flight Educatin leave OSU Airprt t train at ther airprts as apprpriate. When training elsewhere is nt required, it is far mre efficient fr the aircraft t remain in the pattern at OSU Airprt. T mandate a certain amunt f training activity must take place at ther airprts in the regin wuld be cnsidered an access restrictin n the Airprt, which is nt cnsistent with the stated gals f this Part 150 Study. Therefre, n additinal technical analysis will take place fr this suggested measure. Jet Operatins Review preferential runway system t determine if use f certain runways has mre nise benefits, including rtatinal use f runways. T a great extent, weather cnditins, primarily wind speed and directin, dictate which runways are used at airprts fr arrivals and departures; aircraft design requires them t depart and land int the wind. In

5 Part 150 Cmmittee, OSU FAR Part 150 Study Page 5 additin t weather cnditins, length f runway is crucial as well t ensure the aircraft has enugh runway length t safely land r takeff. The vast majrity f peratins at OSU Airprt perate n the tw parallel runways, Runway 9R/27L and Runway 9L/27R due t prevailing wind cnditins and runway lengths. Because the Airprt is primarily an east/west perating airprt, rtatinal use f runways wuld nly apply t east versus west. A technical analysis will be perfrmed t determine which runway use cmbinatin wuld present the best scenari fr expsing the fewest number f peple when perating cnditins permit. Review use f Cntinuus Descent Apprach (CDA) fr Runways 9R/27L and 9L/27R. The use f a CDA fr arriving aircraft requires the aircraft t line up with the runway and begin their three-degree apprach apprximately mre than 30 nautical miles frm the airprt. When a CDA is used, the nise benefits are generally experienced in an area abut 10 t 15 nautical miles frm the apprach end f the runway. If CDAs were implemented at OSU Airprt, the areas that wuld benefit frm the use f a CDA are beynd thse areas mst affected by peratins at OSU Airprt. In additin, OSU Airprt is in west flw apprximately 70% f the time which wuld indicate the arrivals cming frm the east wuld be the nes targeted fr using the CDA. Hwever, due t the prximity f Prt Clumbus Internatinal Airprts Class C airspace, ATC persnnel indicated implementatin f a CDA fr Runways 27L r 27R at OSU Airprt wuld nt be pssible. N additinal technical analysis is warranted fr this suggested measure. Review use f technlgy fr apprach assistance (Glbal Psitining System (GPS), Instrument Landing System (ILS), etc.). Technlgy may help pilts in maintaining cnsistent altitudes n apprach. Establishing a precisin apprach prcedure fr a runway end wuld prvide precise vertical and lateral guidance and wuld allw aircraft t fly mre cnsistent arrivals frm an altitude and gegraphic lcatin standpint. It is imprtant t nte that when such a prcedure is established, nt all aircraft can utilize the precisin prcedure; aircraft must have the prper avinics in the cckpit t use the prcedure. Currently, there is a precisin instrument arrival prcedure at OSU Airprt fr Runway 9R. Runway 9R has an Instrument Landing System (ILS) apprach. While nt technically classified as a precisin apprach, because altitude guidance is nt prvided, OSU Airprt als has Glbal Psitining System (GPS) appraches fr Runways 9R and 27L. This measure will be further explred t determine if establishing additinal precisin apprach prcedures wuld be pssible at the Airprt, and if s, determining if the additinal precisin apprach prcedures wuld ptentially prvide a nise benefit. This suggested measure will be explred and discussed in the text f the NCP dcument. Review use f nise barriers and/r grund run-up enclsures t address nise frm the use f reverse thrust, engine maintenance run-ups, and the use f APUs while n the ramp. A nise barrier is an bstructin t the path f sund transmissin. Barriers can include walls, earth munds (r berms), buildings, r extremely dense vegetatin. In the case f barriers, neighbrs are shielded frm the nise surce (aircraft) as lng as the barrier is clse t the surce r receiver (nise sensitive site), is slid and sufficiently breaks the line-f-sight frm the nise surce t the receiver. Barriers can ptentially prvide nise reductin benefits fr residences immediately adjacent t an airprt frm aircraft grund peratins. Once an aircraft becmes airbrne and there is a direct line f sight frm the aircraft t the receiver, barriers have n further effect n reducing sund levels. T be effective, a barrier needs t be very clse t the surce f nise and/r very clse t the receiver. Examples f effective barriers are thse used alng interstate highways. That is, the barriers are clse t the surce and the receivers. With respect t aircraft, due t aircraft peratinal safety requirements, barriers cannt be cnstructed very clse t the surce (aircraft). In additin, by placing barriers clse t the receiver, the distance frm the surce f nise at OSU Airprt is s far that a barrier wuld be ineffective fr grund based nise related t taxiing aircraft, aircraft using reverse thrust n landing, and

6 Part 150 Cmmittee, OSU FAR Part 150 Study Page 6 start-f-takeff rll frm aircraft departures. There are very few engine maintenance run-ups at OSU, and thse that d ccur are cnducted in areas that are shielded frm residential neighbrhds. Based n these tw facts, engine maintenance run-ups are nt cnsidered a significant nise prblem at OSU Airprt. N additinal technical analysis is required fr this suggested measure. Review use f nise barriers and/r grund run-up enclsures t address nise frm taxiing aircraft. See previus discussin related t nise barriers abve. N additinal technical analysis is required fr this suggested measure. Review plicy regarding head-t-head peratins (aircraft arriving and departing in the same directin), especially during the nighttime hurs. Cmmunity members have bserved that aircraft during the nighttime hurs have ccasinally cnducted what they refer t as head-t-head peratins. This term at OSU Airprt refers t an aircraft arriving n Runways 27L r 27R and later departing n Runways 9R r 9L and flying ver the same cmmunities as n arrival. OSU Airprt persnnel indicated this practice ccurred in the past n an infrequent basis at night, but is discuraged nw due t cncerns abut safety and nise. The pilt-in-cmmand f an aircraft has the authrity t request a certain runway fr arrival r departure, and ATC persnnel try and accmmdate thse requests when safety and perating cnditins permit. During the nighttime hurs, the OSU Airprt ATC Twer is clsed and traffic levels are much lwer. Operating cnditins are nt as cnstraining as during the daytime hurs. This suggested measure will be explred t determine ways t further discurage the use f head-t-head peratins at OSU Airprt during the nighttime hurs. This suggested measure will be evaluated and discussed in the text f the NCP dcument. Review Clse-in versus Distant Nise Abatement Departure Prfiles (NADP). There are tw different types f NADPs: Clse-in Cmmunity and Distant Cmmunity. The Clse-in Cmmunity NADP is intended t prvide nise reductin fr nise sensitive areas lcated in clse prximity t the departure end f an airprt runway. Nise reductin with this NADP is typically nticed within three t five miles frm the departure end f the runway. The Distant Cmmunity NADP is intended t prvide nise reductin fr nise sensitive areas lcated mre distant frm the departure end f an airprt runway. Nise reductin is typically nticed within five t eight miles frm the departure end f the runway. Because the Airprt is surrunded by nise sensitive uses, and there are n cmpatible use crridrs ver which the NADP culd be flwn, n additinal technical analysis f specific Clse-in r Distant NADPs will be perfrmed with regard t this suggested measure. Hwever, related quiet flying techniques will be the subject f additinal analysis and will be discussed in the text f the NCP dcument. Review pilt prcedures n arrival and departures related t turns (i.e., reduced bank angle). When an aircraft is turning, the bank angle determines the radius and length f the turn (i.e., the distance cvered by the turn prtin f the aircraft flight path). Aircraft cannt make a flat turn, where n bank angle is required, and will therefre always have sme degree f bank angle. The bank angle f the turn is typically standard fr an aircraft and is based n the perating perfrmance f the aircraft as well as the cmfrt level f the ccupants f the aircraft. The greater the bank angle in a turn, the mre g frces (gravity exerted against the bdy) the ccupants f the aircraft will experience, and the subsequent increase in the likelihd f becming ill. It is ften the perceptin f peple n the grund that the increase in the bank angle f the turn causes mre nise because the aircraft is applying mre pwer t maintain lift. In reality, the pwer settings are nt changed n the aircraft when a change in bank angle ccurs. Pwer settings are determined by the phase f flight and changed if needed t maintain prper separatin frm ther aircraft in the vicinity. Decreasing the bank angle f a turn, which wuld make the radius f the turn larger, wuld result in the flight pattern extending ut t greater distances away frm the Airprt. While this may decrease the nise n the grund fr the persn that was lcated under the

7 Part 150 Cmmittee, OSU FAR Part 150 Study Page 7 riginal turn lcatin, it will increase the nise fr the persn lcated under the new turn lcatin because that lcatin previusly did nt have the aircraft verflight. In additin t cnsidering the mving f nise frm ne lcatin t anther, there are ther factrs t cnsider as well. T the east f OSU Airprt, there are airspace cnstraints that limit hw far the flight patterns can extend due t cnflicting air traffic with Prt Clumbus Internatinal Airprt peratins. Altering the arrival r departure bank angles fr aircraft east f OSU Airprt wuld extend the flight patterns significantly int Prt Clumbus airspace creating ptential cnflicts n a cnsistent basis. T the west f the Airprt, the majrity f jet aircraft typically depart straight ut t the Scit River befre cmmencing any turns. This allws jet aircraft t gain altitude and subsequently lwer the nise levels experienced n the grund. Because f the airspace cnstraints and ne f the gals f the Part 150 Study t nt shift nise frm ne cmmunity t anther, n additinal technical analysis regarding bank angles is warranted. Review jets that cme in lw and ht n a high pwered apprach drpping landing gear at lw levels. This suggested measure refers t the public s perceptin that sme aircraft apprach the Airprt at a lwer altitude and higher speed than what is cnsidered typical. The cnfiguratin f an aircraft fr apprach is fairly cnsistent and based n checklists that pilts use t sequentially step thrugh the prcedures needed t prepare the aircraft fr landing. The checklist cvers the timing f flap deplyment, the speed f the aircraft, and the deplyment f the landing gear. While these prcedures are similar in nature fr all aircraft, they will vary in timing frm aircraft t aircraft. In additin, aircraft apprach speeds will vary frm aircraft t aircraft. This suggested measure will be reviewed and discussed in the text f the NCP dcument with a fcus n determining ways t encurage pilts and ATC persnnel t have the aircraft fllw quiet flying techniques when pssible. Cnsider the establishment f a Nise Budget (allwance f nise fr each peratr). Nise budgets are a nise and access restrictin under FAR Part 161 and are nt cnsistent with the gals established fr the Part 150 Study. Therefre, analysis f the effects f a nise budget is nt warranted. Helicpter Operatins Review helicpter arrival and departure crridrs t determine whether ptimal lcatins are being used. The current paths used by the helicpters perating at OSU Airprt are the result f cllabratin several years ag between ATC persnnel and the helicpter peratrs t determine the best path lcatins int and ut f OSU Airprt frm bth an peratinal standpint and a way t reduce helicpter nise expsure ver nise sensitive land uses. The vast majrity f the helicpters departing OSU Airprt are peratins related t medical emergencies. Their final destinatin varies greatly based n where the medical emergency is lcated and flight paths are dictated by the quickest path t reach the destinatin. The majrity f the arrivals cme frm suth and east f OSU Airprt where several medical centers are lcated. Due t the time sensitive nature f the departure peratins, nly the arrival paths were reviewed fr ptential changes. As mentined previusly, the majrity f the helicpter arrivals ccur frm suth and east f the Airprt. The prcedure directs the helicpters t prceed t the nrth fllwing SR 315 and reprt t ATC when crssing Bethel Rad. The helicpters are then directed t prceed direct t the intersectin f Gdwn and West Case Rads. This prcedure keeps the helicpters ver SR 315 as lng as pssible, which lessens the nise expsure n residents. The transitin frm SR 315 t the airfield must crss ver residential areas because n crridr f cmpatible land use exists in this area. Withut a crridr f

8 Part 150 Cmmittee, OSU FAR Part 150 Study Page 8 cmpatible land uses t fly ver, n alternatives exist fr new helicpter prcedures. Therefre, n additinal technical analysis is warranted fr this suggested measure. Review helicpter published prcedures. The published prcedures will be reviewed and suggestins fr clarifying the prcedures will be discussed in the text f the NCP dcument. Review helicpter altitudes fr arrivals and departures. As mentined previusly, ATC persnnel and the helicpter peratrs wrked tgether cllabratively several years ag t establish the best arrival and departure rutes fr OSU Airprt. Part f that discussin fcused n the altitude f the helicpter peratins that wuld help reduce nise expsure and wuld ensure prper separatin frm ther air traffic including fixed wing aircraft. Because safety is the first pririty, n alternatives exist t make adjustments t the helicpter altitudes beynd the measures already undertaken. N additinal technical analysis is warranted fr this suggested measure. Departure Flight Tracks Review pilt prcedures fr prpeller aircraft related t prpeller pwer and pitch settings. Prpeller pwer and pitch settings are chsen based n the perating needs f an aircraft at that pint in its flight. The crrect settings are crucial fr ensuring the aircraft achieves the apprpriate thrust fr safe flight. There are instances where the pwer and pitch settings can be adjusted t reduce nise withut affecting the safe perfrmance f the aircraft. These techniques will be reviewed and the NCP dcument will discuss thse instances where the pitch can be safely adjusted and will encurage pilts t use reduced pwer and pitch settings t reduce the nise expsure n the grund. Since the pilt-in-cmmand has final decisin n safe peratin f his r her aircraft, it is nt pssible t mandate the use f reduced pwer and pitch settings at OSU Airprt. This suggested measure will be addressed in the text f the NCP dcument. Review use f SR 315 fr ruting f departures t the nrth and east. As mentined previusly, there is a departure crridr fr aircraft perating frm Prt Clumbus Internatinal Airprt that exists t the east f SR 315. Aircraft departing OSU Airprt t the east with destinatins nrth and east f OSU Airprt must crdinate with ATC persnnel at Prt Clumbus Internatinal Airprt t ensure n aircraft cnflicts ccur. T achieve this, sme flexibility is required t allw ATC persnnel t safely maintain aircraft separatin. Cncentrating the departures t the nrth and east ver SR 315 wuld remve this flexibility and present mre instances fr ptential cnflicts with air traffic peratins fr Prt Clumbus Internatinal Airprt, ptentially resulting in a cmprmise t safety. Therefre, n additinal technical analysis is warranted fr this suggested measure. Review use f Area Navigatin (RNAV) verlay prcedures. RNAV prcedures can be beneficial if a cmpatible land use crridr is identified and a desire t cncentrate peratins ver that crridr can be achieved. Because f nise sensitive land uses surrund the Airprt n all fur sides; n cmpatible land-use crridrs exist fr arrivals and/r departures that wuld warrant the establishment f an RNAV prcedure fr nise abatement purpses. Therefre, n additinal technical analysis is warranted fr this suggested measure. Review departure headings t determine if ptimal path is being used fr nise abatement that meets Air Traffic Cntrl (ATC) peratinal and safety requirements, including lcatin f turns and angle f bank fr turns. As mentined previusly, the Class C airspace f Prt Clumbus Internatinal Airprt dictates the current departure prcedures fr the safe separatin f OSU Airprt and Prt Clumbus Internatinal Airprt aircraft peratins. The current 050 degree heading turn has been a fcus f cmmunity cncern. ATC persnnel fr Prt Clumbus Internatinal Airprt have cnfirmed that a turn t the nrth f the runway

9 Part 150 Cmmittee, OSU FAR Part 150 Study Page 9 heading must remain in place as a departure prcedure t avid cnflicts with aircraft perating t and frm Prt Clumbus Internatinal Airprt. While the Class C airspace prevents aircraft frm departing n a heading greater than 050 degrees, a technical analysis will be cnducted n the departure headings less than 050 degrees t determine if there is a mre beneficial heading frm a nise standpint when cnditins permit. Include review f eliminating the 050 degree heading turn fr all eastbund departures. As mentined abve, the cmplete eliminatin f the nrtherly turn fr eastbund departures is nt pssible due t the need t maintain separatin frm the Prt Clumbus Internatinal Airprt air traffic. N additinal technical analysis will take place n eliminating the nrtherly turn. Include review f eliminating the 050 degree heading turn fr high perfrmance aircraft. As mentined abve, the eliminatin f the nrtherly turn fr eastbund departures is nt pssible due t the need t maintain separatin frm the Prt Clumbus Internatinal Airprt air traffic. N additinal technical analysis is warranted n this suggested measure. Include review f straight ut departures with the 050 degree heading turn t ccur ver Interstate 71 fr all eastbund departures. Discussins with ATC persnnel at Prt Clumbus Internatinal Airprt indicated that delaying the turn nt the 050 heading until reaching Interstate 71 wuld place the departing aircraft frm OSU Airprt int Prt Clumbus Internatinal Airprt airspace and raise the ptential fr air traffic cnflicts. This wuld cmprmise safety. Therefre, n additinal technical analysis is warranted n this suggested measure. Include review fr departures t the west t fly straight till reaching the river r Interstate 270 befre turning. Based n discussins with ATC persnnel at bth OSU Airprt and Prt Clumbus Internatinal Airprt, it was determined the current departure prcedure fr aircraft t the west calls fr the aircraft t fly straight t the Scit River prir t cmmencing any turns. While nt all aircraft may fllw this prcedure n a cnsistent basis, an analysis f the peratins reveals that a majrity f the aircraft d. Methds t encurage mre cnsistent fllwing f this prcedure will be explred and discussed in the text f the NCP dcument. Review use f a scatter/fan pattern fr departures t the east. A review f the current flight tracks fr departures t the east reveals that a scatter/fan pattern already exists, especially t the nrth and east. There are virtually n departures t the suth and sutheast f OSU Airprt due t ptential air traffic cnflicts with Prt Clumbus Internatinal Airprt aircraft peratins. Prt Clumbus Internatinal Airprt ATC persnnel indicated that the prhibitin f departures frm Runways 9R/L frm turning t the sutheast f OSU Airprt must remain in place t maintain air traffic separatin. N additinal technical analysis is required n this suggested measure. Review any altitude restrictins fr eastbund and westbund departures. The discussins with OSU Airprt and Prt Clumbus Internatinal Airprt ATC persnnel indicated that altitude restrictins are rarely used fr aircraft departing OSU Airprt. The current prcedure calls fr aircraft t depart and climb t 3,000 feet MSL and hld until given further clearance by Prt Clumbus Terminal Radar Apprach Cntrl (TRACON). The hld ccurs less than five percent f the time accrding t ATC persnnel, frm bth OSU Airprt and Prt Clumbus Internatinal Airprt, and nly ccurs if needed fr cnflicting air traffic t r frm Prt Clumbus Internatinal Airprt. Mst aircraft departures are nt held at 3,000 MSL, but rather given clearance t cntinue climbing prir t reaching 3,000 ft MSL. ATC persnnel indicated the limit f 3,000 feet MSL must remain as it is tday t allw fr flexibility in separating aircraft peratins. N additinal technical analysis is required n this suggested measure.

10 Part 150 Cmmittee, OSU FAR Part 150 Study Page 10 Arrival Flight Tracks Review pilt prcedures fr prpeller aircraft related t prpeller pwer and pitch settings. As described abve, prpeller pwer and pitch settings are chsen based n the perating needs f an aircraft at that pint in its flight. The crrect settings are crucial fr ensuring the aircraft achieves the apprpriate thrust fr safe flight. Since the pilt-in-cmmand has final decisin n safe peratin f his r her aircraft, it is nt pssible t mandate the use f reduced pwer and pitch settings at OSU Airprt. Hwever, there are instances where the pwer and pitch settings can be adjusted t reduce nise withut affecting the safe perfrmance f the aircraft. The text f the NCP dcument will discuss thse instances when the pitch can be adjusted and encurage pilts t use reduced pwer and pitch settings t reduce the nise expsure n the grund. Review side-step apprach t Runway 27R having aircraft fllw SR 161/W Dublin Granville Rad fr as lng as pssible. A side-step apprach is ften cnsidered at airprts t use a cmpatible land use crridr that may nt line up exactly with a runway. Aircraft will fllw the apprach ver a cmpatible land use crridr t the side f the extended centerline f the runway and then side step t line up with the runway tw t three miles frm the landing threshld. This was suggested as a ptential nise abatement alternative fr OSU Airprt fr arrivals t an extended Runway 27R by making use f SR 161/W Dublin Granville Rad. ATC persnnel discussed this and cncluded that this type f prcedure wuld create safety cncerns because the side-step prtin f the apprach wuld be almst directly facing an aircraft if it were t be in the training pattern n the nrth runway and the need t turn frm the side-step apprach t the runway wuld ccur during a critical phase f aircraft flight subjecting the aircraft t additinal safety risk. Safety wuld be cmprmised with this suggested measure. In additin, the ptential benefits f such a prcedure wuld ccur several miles away frm OSU Airprt and prvide n benefit t thse cmmunities cncerned with aircraft arrivals. Therefre, n additinal technical analysis is warranted n this suggested measure. Review use f SR 315 fr ruting f arrivals frm the nrth and east. As mentined previusly, ATC persnnel at Prt Clumbus Internatinal Airprt identified airspace cnflicts with aircraft perating t and frm Prt Clumbus Internatinal Airprt east f OSU Airprt ver SR 315. The current prcedures allw fr sme flexibility in allwing ATC persnnel frm Prt Clumbus Internatinal Airprt t safely separate aircraft perating at the tw airprts. Cncentrating the arrivals frm the east and nrth ver SR 315 wuld take away sme f ATC s ptins and wuld present a safety cncern. N additinal technical analysis is required n this suggested measure. Review use f RNAV verlay prcedures. RNAV prcedures can be beneficial if a cmpatible land use crridr is identified and a cncentratin f peratins ver that crridr can be safely achieved. Because nise sensitive land uses surrund OSU Airprt n all fur sides, n cmpatible land-use crridr exists that wuld warrant the establishment f an RNAV prcedure fr nise abatement purpses. Therefre, n additinal technical analysis will take place n this suggested measure. Review arrival prcedures t determine if ptimal path is being used fr nise abatement that meets ATC peratinal and safety requirements, including lcatin f turns and angle f bank fr turns. As mentined previusly, airspace cnflicts exist east f OSU Airprt which makes the current arrival prcedures necessary fr safety reasns. While n changes can be made t the existing arrival prcedures frm the east, additinal technical analysis will be cnducted n the existing arrival headings t determine if ne is mre beneficial fr use frm a nise standpint when cnditins permit. If a safe, nisebeneficial arrival heading is fund, that heading culd be identified as the preferred heading t use by ATC persnnel and pilts when cnditins permit.

11 Part 150 Cmmittee, OSU FAR Part 150 Study Page 11 Cnsider published visual apprach prcedures. Prir t flying t an airprt, pilts review the published arrival prcedures fr that airprt. Instrument arrival prcedures are published fr use by pilts during inclement weather cnditins, r when an Instrument Flight Rules (IFR) flight plan has been filed. IFR arrival prcedures prvide specifics t the pilt n lcatin f their aircraft, where turns shuld ccur, and what altitude the aircraft shuld be flying at a particular pint alng the arrival flight path. When visual apprach prcedures are used, the pilt primarily uses references seen ut the windw f the aircraft t guide them int the airprt. This results in a lt f discretin given t the pilt regarding lcatin and altitude f the aircraft. This prpsed measure will explre the pssibility f publishing visual apprach prcedures fr OSU Airprt that wuld ptentially identify and avid the nise sensitive areas arund OSU Airprt. A technical analysis will be perfrmed if needed. Nighttime Operatins Review preferred runway use prgram at night. Weather cnditins, primarily wind speed and directin, dictate which runways are used at airprts fr arrivals and departures; aircraft design requires that the aircraft depart and land int the wind. In additin t weather cnditins, length f runway is crucial as well t ensure the aircraft has enugh runway length t safely land r takeff. The vast majrity f peratins at OSU Airprt perate n the tw parallel runways, Runway 9R/27L and Runway 9L/27R due t prevailing wind cnditins and runway lengths. A technical analysis will be dne t determine which nighttime runway use cmbinatin wuld present the best scenari fr expsing the least amunt f peple t aircraft nise when perating cnditins permit. Review head-t-head peratins at night fr pssible prhibitin r discuragement. As described abve, cmmunity members have bserved that aircraft during the nighttime hurs have ccasinally cnducted what citizens refer t as head-t-head peratins. At OSU Airprt, this term refers t an aircraft arriving n Runways 27L r 27R and later departing n Runways 9R r 9L and flying ver the same cmmunities as n arrival. OSU Airprt persnnel indicated this practice ccurred in the past n an infrequent basis at night, but is discuraged nw due t cncerns abut nise and safety. The pilt-incmmand f an aircraft has the authrity t request a certain runway fr arrival r departure, and ATC persnnel try and accmmdate thse requests when safety and perating cnditins permit. During the nighttime hurs, the OSU Airprt ATC Twer is clsed and traffic levels are much lwer. Operating cnditins are nt as cnstrained as during the daytime hurs. This suggested measure will be explred further and discussed in the text f the NCP dcument t determine ways t further discurage the use f head-t-head peratins at OSU Airprt during the nighttime hurs. Review departure paths fr nighttime peratins. During the nighttime hurs, the amunt f air traffic decreases significantly fr bth OSU Airprt and Prt Clumbus Internatinal Airprt. With the decrease in the amunt f air traffic, air traffic cnflicts becme less f a pssibility. Taking this int accunt, a technical analysis will be perfrmed t determine if a departure path culd be used, when cnditins permit, fr the departures that ccur during the nighttime hurs t reduce the nise expsure n the lcal residents. Review arrival paths fr nighttime peratins. As mentined previusly, the decrease in air traffic during the nighttime hurs ften presents pprtunities fr specific perating prcedures due t the lwer likelihd f air traffic cnflicts. Because f this, a technical analysis will be perfrmed t determine if an arrival path culd be used, when cnditins permit, fr the arrivals that ccur during the nighttime hurs t reduce the aircraft nise expsure n the lcal residents.

12 Part 150 Cmmittee, OSU FAR Part 150 Study Page 12 FAR Part 150 Required Measures fr Review Review curfews. Mandatry curfews are cnsidered nise and access restrictin under FAR Part 161, are nt cnsistent with the gals established fr the Part 150 Study, and will nt be analyzed. Other Review nise related landing fees. Nise-related landing fees are cnsidered ptential nise and access restrictins under FAR Part 161, are nt cnsistent with the gals established fr the Part 150 Study, and will nt be analyzed. Review limits n the number f peratins. Limits n the numbers f aircraft peratins are nise and access restrictins under FAR Part 161, are nt cnsistent with the gals established fr the Part 150 Study, and will nt be analyzed. Review limits n the types f aircraft peratins. Limiting certain types f aircraft frm peratins at the Airprt is discriminatry, is a nise and access restrictin under FAR Part 161, is nt cnsistent with the gals established fr the Part 150 Study, and will nt be analyzed. Review grund run-up r taxi restrictins. Many airprts establish prcedures fr aircraft grund peratins t reduce nise expsure fr surrunding areas. OSU Airprt has an established nise abatement prgram that als addresses these nise cncerns. The prgram includes a prhibitin n engine maintenance run-ups during the nighttime hurs, limits n use f auxiliary pwer units, and a request t use minimum reverse thrust n landing when cnditins permit. Fr this suggested measure, the current nise abatement prgrams related t grund-based nise will be reviewed t determine if additinal measures shuld be established t reduce the ptential nise expsure in nise sensitive areas adjacent t OSU Airprt. In additin, the methds used t disseminate infrmatin n these prgrams will als be reviewed fr areas where imprvement may be pssible. This additinal review will be discussed in the text f the NCP dcument. Review maximum aircraft nise restrictin. Setting maximum aircraft nise levels is a nise and access restrictin under FAR Part 161 is nt cnsistent with the gals established fr the Part 150 Study, and will nt be analyzed. Review Part 36 aircraft nise limits. Using FAR Part 36 t limit the types f aircraft using the airprt is a nise and access restrictin under FAR Part 161,is nt cnsistent with the gals established fr the Part 150 Study, and will nt be analyzed. Review all nise abatement guidelines published by the Airprt. T address the nise cncerns f nearby residents, OSU Airprt has established a nise abatement prgram. The prgram includes: a Please Fly Neighbrly prgram fr pilts; traffic pattern altitudes; engine maintenance run-up prcedures; and vluntary curfews n Stage 2 jets, auxiliary pwer unit usage, tuch and g peratins, and lw practice appraches. Fr this suggested measure, the nise abatement prgram will be reviewed and changes suggested where apprpriate t cntinue prgress n reducing the nise expsure n surrunding cmmunities. In additin, the methds used t disseminate infrmatin n these prgrams will als be reviewed fr areas where imprvement may be pssible. This additinal measure will be addressed in the text f the NCP dcument.

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