NEWQUAY CORNWALL AIRPORT MASTERPLAN NOISE CONTOURS Cornwall Development Company 287301A-PTE
Newquay Cornwall Airport Masterplan 287301A-PTE Prepared for Cornwall Development Company Pydar House Pydar Street Truro Cornwall TR1 1EA Prepared by Parsons Brinckerhoff The Forum Barnfield Road Exeter EX1 1QR 01392 229 700 www.pbworld.com
Report Title : Newquay Cornwall Airport Masterplan Noise Contours Report Status : Issue 1 Job No : 2873010-PTE Date : DOCUMENT HISTORY AND STATUS Document control Prepared by Lisa Watt Checked by (technical) Samuel Miller Approved by Richard Perkins Checked by (quality assurance) Ursula Stevenson Revision details Version Date Pages affected Comments Draft November 2014 Draft for client comment Issue 1 November 2014 Revised based on comments received from client
CONTENTS Page List of Abbreviations 3 Executive Summary 5 1 Introduction 7 2 Legislation and Guidance 8 2.2 International Civil Aviation Organisation (ICAO) 8 2.3 ENDs Directive 2002/49/EU and Environmental Noise (England) Regulations 2006 8 2.4 Aviation Policy Framework, DfT 2013 8 2.5 Noise Road Map (2013) 9 2.6 Local Planning Policy 9 3 Newquay Cornwall Airport 10 3.1 General Description of the Airport 10 3.2 Characterisation of Airport Surroundings 10 3.3 Current Noise Control 10 3.4 Future Development of the Airport 11 4 Methodology for Producuction of 12 4.1 Aircraft Noise 12 4.2 INM Modelling 12 4.3 Population and Household Data 13 4.4 Unmanned Aircraft Systems (UASs) 13 5 Noise Contour Results 15 5.2 Winter 2013 Movements 15 5.3 Summer 2013 Movements 15 5.4 Winter 2030 Movements 16 5.5 Summer 2030 Movements 16 5.6 Summary 17 6 Ground Noise 18 6.1 Airport Operations 18 6.2 UASs 18 6.3 Summary 18 7 Mitigation and Management 20 7.2 Measures to mitigate the effects of aircraft noise 20 7.3 Monitoring of aircraft noise 21 7.4 Communication with the local community on matters relating to aircraft noise 21 8 Conclusions 23 Appendix A 24 Appendix B 26 Appendix C 39-1 -
LIST OF ABBREVIATIONS ACC AIP APF ATC ATM CAA CC CCO CDA CDC DEFRA DfT EASA END EU EZ FAA ICAO INM LDC NAC NM NMP PB SA SATCO SEL T&Gs UAS UA WWA Airport Consultative Committee Aeronautical Information Package Aviation Policy Framework Air Traffic Control Air Transport Movements Civil Aviation Authority Cornwall Council Continuous Climb Operation Continuous Descent Approach Cornwall Development Company Department for the Environment, Farming and Rural Affairs Department for Transport European Aviation Safety Agency Environmental Noise Directive European Union Enterprise Zone Federal Aviation Administration International Civil Aviation Organisation, UN body dealing with civil aviation Integrated Noise Model, developed by the FAA Local Development Order National Aeronautical Centre Nautical Mile; A measurement of distance used in aviation. One nautical mile equates to 1,852 metres Noise Management Plan Parsons Brinckerhoff Limited Sustainable Aviation Senior Air Traffic Control Officer Single Event Level Touch and Go s Unmanned Aircraft Systems Unmanned Aircraft West Wales Airport - 3 -
EXECUTIVE SUMMARY Parsons Brinckerhoff (PB) was commissioned by HLM Architects, on behalf of Cornwall Development Company (CDC) to produce aircraft noise contours and update the noise section of the Newquay Cornwall Airport Masterplan PB has produced noise contours for Newquay Cornwall Airport using the Federal Aviation Administration (FAA) prediction methodology, the Integrated Noise Model (INM) version 7.0d. The noise contours show the L Aeq, 16 hour noise level for the airport and surrounding areas based on Air Transport Movements (ATMs) for 2013 and 2030. The noise contours show the areas exposed to aviation noise above 57 db L Aeq 16 hour, which the UK Government considers to represent the onset for communities becoming significantly annoyed by aircraft noise. There is one household currently exposed to aircraft noise from Newquay Cornwall Airport above 57 db L Aeq 16 hour. This is predicted to increase to 16 households in 2030 for summer operations. There are no households currently, or predicted to be, within the 63 db or above noise contour which is the level at which noise insulation should be considered. It is not anticipated that the development of Newquay Cornwall Airport will result in any significant ground noise impacts. However, as part of a commitment to minimise noise from airport ground operations, the airport would implement measures to control activities as part of the detailed design for sites. As part of developing a Masterplan for the airport, recommendations for a Noise Management Plan (NMP) have been set out. Recommendations have considered current best practice measures in use at other UK airports and follow the ICAO s Balanced Approach to managing aviation noise. Recommendations are grouped into three areas; mitigation, monitoring and communication. - 5 -
1 INTRODUCTION 1.1.1 Parsons Brinkerhoff Ltd (PB) has been commissioned by HLM Architects, on behalf of Cornwall Development Company (CDC) to update the noise section of the Newquay Cornwall Airport Masterplan. 1.1.2 The current airport Masterplan was approved by Cornwall Council (CC) in June 2009. However, the global economic downturn has had a significant effect on aviation and has fundamentally changed the environment in which airports operate. There is therefore a need to update the Airport Masterplan which reflects a more realistic passenger forecast and economic opportunities. 1.1.3 This report details the current legislation and guidance relating to aviation noise, the noise modelling undertaken to produce noise contours for current and future Air Transport Movements (ATMs), presents the results of the noise contours and assessment of airport ground noise, and makes recommendations regarding the development of a Noise Management Plan (NMP) for the airport. - 7 -
2 LEGISLATION AND GUIDANCE 2.1.1 The following Legislative framework and published guidance have been considered in producing the noise contours and updated Masterplan. A glossary of acoustic terms used in this report is contained in Appendix A. 2.2 International Civil Aviation Organisation (ICAO) 2.2.1 At an international level, the International Civil Aviation Organisation (ICAO) sets progressively tighter certifications standards, known as Chapters, for noise emission from civil aircraft to which member countries fleets must conform. 2.2.2 In addition to these specific requirements, the ICAO requires member states to adopt a Balanced Approach to noise management which reduces noise impact through: Reduction of noise at source Land-use planning and management Noise abatement and operational procedures Operational restrictions 2.2.3 EU Directive 2002/30 requires airports to adopt the ICAO s Balanced Approach including the above four dimensions. 2.3 END Directive 2002/49/EU and Environmental Noise (England) Regulations 2006 2.3.1 The EU Directive 2002/49/EU, commonly referred to as the Environmental Noise Directive ( END ), sets out a standardised assessment for environmental noise across Europe and provides a framework for the future management and on-going assessment of noise. END is implemented in England by the Environmental Noise (England) Regulations 2006. 2.3.2 Under the Regulations there is a requirement for airports with over 50,000 movements a year to produce noise management or action plans. These are required to be produced and published every five years. The number of annual movements at Newquay Cornwall Airport falls below this threshold so there is no statutory requirement to produce action plans. However many commercial airports in the UK chose to produce noise action plans to demonstrate a good relationship with the local community. 2.4 Aviation Policy Framework, DfT 2013 2.4.1 The UK Government published the Aviation Policy Framework (APF) in March 2013 which sets out the Government s objectives and principles to aviation and will guide plans and decisions at the local and regional level. The APF replaces the 2003 Future of Air Transport White Paper. 2.4.2 In respect of noise, the APF includes a basic aim to limit, and where possible reduce, the number of people in the UK significantly affected by aircraft noise. This is consistent with the UK Government s Noise Policy, as set out in the Noise Policy Statement for England (NPSE), which aims to avoid significant adverse impacts of heath and quality of life. 2.4.3 The APF uses a threshold of 57 db L Aeq 16 hour, above which is the onset of communities becoming significantly annoyed by aircraft noise. This threshold typically - 8 -
applies to noise generated from scheduled flights only and excludes helicopter and military aircraft. The APF also recognises that average noise exposure contours may not be appropriate for all airports and recommends that alternative measures may be suitable which better reflect how aircraft noise is experienced in different localities. The use of alternative measures of aircraft noise should be developed in consultation with local communities and stakeholders. 2.4.4 The APF sets out mitigation measures and follows the ICAO Balanced Approach. It advocates the use of noise envelopes to limit the number of people affected by aircraft noise and to provide future certainty about noise levels, particularly for future development of an airport. The UK Government expects airport operators to offer sound insulation to noise-sensitive buildings, such as schools and hospitals, exposed to noise levels of 63 db L Aeq, 16 hour or more. 2.4.5 The APF includes an expectation that aircraft operators prepare long term Masterplans. An airport s approach to noise management in usually included in the Masterplan setting out a range of noise control policies. 2.5 Noise Road Map (2013) 2.5.1 The Noise Road Map, published by Sustainable Aviation, sets out the UK aviation industry s approach to managing noise from aviation sources to 2050. It follows the ICAO Balanced Approach to aircraft noise and contains four dimensions for managing aircraft noise namely; aircraft and engine technology; operational improvements; landuse planning; and communication and engagement. 2.6 Local Planning Policy 2.6.1 Enterprize Zone (EZ) status for The Aerohub Enterprise Zone @ Newquay Cornwall Airport was granted in August 2011 and is supported by two Local Development Orders (LDOs) which simplify planning procedures within the EZ. The EZ area extends to 263Ha (650 acres) in three airport development zones and a major business park. The purpose of the EZ is to promote growth in the wider region with the airport as a key component. - 9 -
3 NEWQUAY CORNWALL AIRPORT 3.1 General Description of the Airport 3.1.1 Newquay Cornwall Airport is located approximately 4 km north-east of Newquay. The airport has one runway, which operates in two modes (Runway 12 and Runway 30); the direction of operation is dependent upon meteorological conditions. The runway is approximately 2744m in length and 45m wide. 3.1.2 The airport has been used for military aviation purposes as part of RAF St. Mawgan since the 1940s and noise associated with aviation activities has been generated. Scheduled civilian flights first started in the 1960s and the airport now operates a number of regular passenger services throughout the UK and Europe. In 2008 the airport was granted a Civil Aviation Authority (CAA) licence and transitioned from a military airport to a fully civilian airport. 3.1.3 The operational airport also has an established lawful use as a civilian airport approved through the Certificate of Lawfulness of Proposed Use or Development (Application 07/00217) determined on 10th August 2007 by the then Restormel Borough Council. The lawful use has established that there are no planning restrictions on the use of the airport, for example: opening times, capacity of use, noise generation, etc. This is the benchmark for use operations at the airport that can occur without the need for planning permission. 3.1.4 In 2013, the number of ATMs was approximately 12,500 including all movements (touch and go s, helicopters and military). 3.1.5 The hours of operation for the airport are 0700 2130 during winter (October - March) and 06:30 20:30 during the summer (April - September). In 2013, there were no night-time flights, defined as being after 23:00, associated with the airport. 3.2 Characterisation of Airport Surroundings 3.2.1 There are several small settlements located close to the airport; Carloggas and St Mawgan to the north; Trevarrian and Tergurrian to the north-west; and St Column Major and Tregaswith to the south-east. 3.2.2 Immediately south-west of the airfield is the RAF St Mawgan base and to the north are the civilian airport facilities including terminal building and car parks. 3.2.3 To the south of the airport is the new Business Park which is part of the Aerohub EZ. The A3059 (Rialton Road) between Newquay and the A39 runs along the boundary of the airport and Business Park. 3.3 Current Noise Control 3.3.1 The Aeronautical Information Package (AIP) contains information on the airport facilities, airspace, local traffic regulations and noise abatement procedures. This includes the procedures to be followed by departing and arriving aircraft. Specifically, aircraft departing from Newquay Cornwall Airport are required to climb straight until above 1000ft before turning on track and are to avoid flying over Newquay Town where possible. For aircraft with a weight greater than 5700kg on take-off, a straight climb is required until 2000ft, or reaching the coast, before turning. - 10 -
3.3.2 For arrivals, aircraft are not permitted to join the final approach tracks for either runway below 1500ft (1000ft for propeller aircraft and those carrying out visual circuit training). 3.3.3 Helicopter movements are also controlled to avoid interfering with the operation of the runways and so as to limit the disturbance to the area immediately surrounding the airfield. Light helicopters are prohibited from overflying the main terminal building, terminal car parks, Carnaton House and the domestic area of RAF St Mawgan. 3.4 Future Development of the Airport 3.4.1 The Masterplan considers the future development of the airport up to 2030. The number and associated mix of aircraft type for future ATMs have been provided by RDC Aviation. 3.4.2 It has been assumed that total annual ATMs will increase by approximately 80% between 2013 and 2030 to 22,000. This includes growth in passenger flights, helicopters movements, general aviation (e.g. light aircraft and training flights) and Touch & Go s (T&Gs). It has been assumed that the additional ATMs would occur within the existing operational hours of the airport and no night-time movements would occur. 3.4.3 In addition, there will be approximately 6,600 movements associated with Unmanned Aircraft (UAs) by 2030. A key growth area for the future development of the airport is based around the testing of Unmanned Aircraft Systems (UAS) as part of the Aerohub EZ. - 11 -
4 METHODOLOGY FOR PRODUCUCTION OF NOISE CONTOURS 4.1 Aircraft Noise 4.1.1 Aircraft noise can be categorised in terms of air noise and ground noise. Air noise is created while aircraft are departing or arriving. This includes noise generated from the engines and airframe turbulence while the aircraft is taking-off and landing. Ground noise includes noise from aircraft taxiing and engine ground running on the airfield. The noise contour maps produced for the Masterplan have considered air noise associated with aircraft movements only. 4.1.2 The db L Aeq metric is the traditional method of presenting average noise levels at airports in the UK and is the method used in producing noise contours as outlined by the UK Government in the APF. UK airports have historically used a 16 hour period (07:00 23:00) to produce an L Aeq,16 hour noise contour. This allows the average noise levels experienced by people living around the airport to be estimated. 4.1.3 Under the Environmental Noise Regulations and ENDs, airport noise contours are required to consider noise associated with scheduled ATMs only. This excludes military and helicopter ATMs. In order to represent a worst-case scenario for noise exposure to aircraft noise, all types of ATMs at Newquay Cornwall Airport have been included in the noise contours. 4.1.4 A review of aircraft movements at the airport in 2013 broken down by month showed that there was a notable variation between the winter (October to March) and summer (March to September) months. Therefore two sets of noise contours have been produced to be representative for an average day in winter and in summer. This is the standard approach when producing noise contours for developing a Masterplan for an airport in the UK. 4.1.5 The UK Government threshold for the onset of significant annoyance from aircraft noise is 57 db L Aeq,16 hour. It is recognised that while the 57 db L Aeq,16 hour contour provides some basis for action to identify and try to reduce the noise climate, it does not on its own communicate the full extent of noise impacts on communities. Noise contours for Newquay Cornwall Airport have been presented in 3 db bands between 54 and 75 db L Aeq,16 hour. 4.2 INM Modelling 4.2.1 INM version 7.0d has been used to generate the required noise contour plots. INM is the aircraft noise prediction methodology developed by the Federal Aviation Administration (FAA). Information was supplied by the airport for 2013 and RDC Aviation for 2030. 4.2.2 To create the noise contour plots it was necessary to input data relating to the geometry of the runway, helipad and routes, the type of aircraft, the number of aircraft and the take-off weight. Data for the geometry of the runway and helipad was taken from the AIP. In the absence of specific radar track data, a straight approach and departure was assumed for runway 12/30. Approaches from the helipad have been assumed to be from a northeast direction from the helipad and departures on a northerly track, in order to comply with the noise abatement procedures in the AIP. 4.2.3 A number of assumptions have been made in order to generate data detailing the type and number of aircraft using each route. The annual 2013 movement numbers categorised by aircraft type were supplied by the airport. The predicted future 2030-12 -
annual movements categorised by aircraft type were supplied by the RDC Aviation. These are shown in Appendix B. 4.2.4 Based on discussions with Newquay Cornwall Airport SATCO and analysis of the 2013 ATM logs, movements have been split between runways 12/30 as shown in Table 1. These splits have been used for both 2013 and 2030. An even split of 50/50 between arrivals and departures has been used for each runway and for helicopter movements. Table 1: Runway Model Split Runway Winter Summer 12 12 30 30 12 12 30 30 APP DEP APP DEP APP DEP APP DEP Percentage split of movements 26 26 24 24 33.5 33.5 16.5 16.5 Runway Percentage of movements 52 48 64 33 Total Percentage of movements 100 100 4.2.5 The type of aircraft on each route has been determined based on the splits in Table 1. The aircraft types included within the fleet mix were translated into ones recognised by INM. 4.2.6 The take-off weights of the aircraft used with INM are based on the proposed distance (Stage length) of the journey, the greater the distance the greater the fuel load required. It has been assumed that all aircraft movements are within Europe and therefore have been assigned to stage 1 (less than 500nm) in INM. 4.3 Population and Household Data 4.3.1 The number of households within each noise contour has been determined using Ordnance Survey (OS) AddressBase data for the surrounding area. 4.3.2 The estimated total population has been calculated using the assumption that the average size of each household is 2.4. This is the average household size for England according to the published 2011 Census data 1. 4.4 Unmanned Aircraft Systems (UAS) 4.4.1 Data provided by RDC Aviation shows that there would be approximately 6,600 annual ATMs associated with UAS by 2030. The use of UAS is an emerging industry and at the time of assessment, no certified data regarding air noise (take-off and landing) from UAS was available. Furthermore, information regarding the type of UAS, operating requirements and procedures likely to be associated with UAS at Newquay Cornwall Airport is not available. Therefore is has not been possible to include air noise from UAS in the noise contours. However, these are unlikely to change significant based on the evidence described below. 1 ONS (2012) Statistical Bulletin - Population and Household Estimates for the United Kingdom, March 2011-13 -
4.4.2 UAS, excluding military and state aircraft, are classified according to weight and require a certificate of airworthiness to operate which includes noise certification. UAS with a weight less than 150kg are regulated by the CAA. UAS with a weight greater than 150kg are regulated by the European Aviation Safety Agency (EASA). UAS are required to operate within the same regulatory framework as manned aircraft, including take-off and landing procedures detailed in an airport s AIP and have the ability to communicate with, and respond to, Air Traffic Control (ATC) instruction. Furthermore, the CAA prohibits UAS from flying within 150m of a settlement. 4.4.3 Newquay Cornwall Airport forms part of National Aeronautical Centre (NAC) in partnership with West Wales Airport (WWA) WWA received permission from the CAA in 2011 to develop the site for UAS operations. In the decision letter, the CAA states that UAS are typically smaller and generate less noise than manned aircraft. Therefore, the CAA concludes that UAS are less likely to be observed and/or heard than manned aircraft. Data submitted by WWA in the application to the CAA shows that the peak noise level (L max ) of UAS during overflight range from 23 db(a) to 68 db(a). This compares to the quietest small manned aircraft currently in operation at Newquay Cornwall Airport which has an L max of 76 db(a) during overflight.. 4.4.4 As part of the NAC, it is anticipated that further studies will be undertaken into noise from UAS as the industry develops. It is recommended that the findings of these studies are incorporated into the future Noise Management Plan (NMP) for the airport (see Section 7). - 14 -
5 NOISE CONTOUR RESULTS 5.1.1 Noise contours have been produced which consider all aircraft movements from the airport and includes T&Gs, helicopter and military ATMs. The noise contours have been produced in line with the L Aeq metric (see section 4.1) and are presented in Appendix C. Ground noise is not included within the noise contours. 5.2 Winter 2013 Movements 5.2.1 Table 2 details the estimated area, households and population within the L Aeq, 16 hour noise contour for winter 2013 movements. Table 2: Estimated areas, households and population within 2013 Winter L Aeq,16 hour noise contours Contour (db) Area (km 2 ) Households Population >54 3.3 13 31 >57 2.1 1 2 >60 1.4 0 0 >63 0.9 0 0 >66 0.6 0 0 >69 0.4 0 0 5.2.2 Table 2 shows that there is 1 household exposed to a noise level above 57 db which is the UK Government threshold for the onset of significant community annoyance from aircraft noise. This property is located to the south-east of airport under the approach track for runway 30. 5.2.3 There are no households exposed to a noise level above 63 db which is level at which the provision of noise insulation should be considered. 5.3 Summer 2013 Movements 5.3.1 Table 3 details the estimated area, households and population within the L Aeq, 16 hour noise contour for summer 2013 movements. Table 3: Estimated areas, households and population within 2013 Summer L Aeq,16 hour noise contours Contour (db) Area (km 2 ) Households Population >54 3.8 21 50 >57 2.4 1 2 >60 1.5 0 0 >63 1.0 0 0 >66 0.6 0 0 >69 0.4 0 0 5.3.2 Table 3 shows that there is 1 household exposed to a noise level above 57 db which is the UK Government threshold for the onset of significant community annoyance - 15 -
from aircraft noise. This property is located to the south-east of the airport under the approach track for runway 30. 5.3.3 There are no households exposed to a noise level above 63 db which is level at which the provision of noise insulation should be considered. 5.4 Winter 2030 Movements 5.4.1 Table 4 details the estimated area, households and population within the L Aeq, 16 hour noise contour for winter 2030 movements. Table 4: Estimated areas, households and population within 2030 Winter L Aeq,16 hour noise contours Contour (db) Area (km 2 ) Households Population >54 4.8 30 72 >57 3.0 9 22 >60 2.0 1 2 >63 1.3 0 0 >66 0.8 0 0 >69 0.5 0 0 5.4.2 Table 4 shows that there are 9 households exposed to a noise level above 57 db which is the UK Government threshold for the onset of significant community annoyance from aircraft noise. These households are located to the south-east of the airport in Tregaswith under the approach track for runway 30. One of these properties is within the 60 db noise contour. 5.4.3 There are no households exposed to a noise level above 63 db which is level at which the provision of noise insulation should be considered. 5.5 Summer 2030 Movements 5.5.1 Table 3 details the estimated area, households and population within the L Aeq, 16 hour noise contour for summer 2030 movements. Table 5: Estimated areas, households and population within 2030 Summer L Aeq,16 hour noise contours Contour (db) Area (km 2 ) Households Population >54 5.6 46 110 >57 3.4 16 38 >60 2.2 1 2 >63 1.4 0 0 >66 0.9 0 0 >69 0.5 0 0 5.5.2 Table 3 shows that there are 16 households exposed to a noise level above 57 db which is the UK Government threshold for the onset of significant community - 16 -
annoyance from aircraft noise. These households are located to the south-east of the airport in Tregaswith under the approach track for runway 30 and to the north-west in Trevarrian under the approach track from runway 12. One of these properties, to the south-east of the airport, is within the 60 db noise contour. 5.5.3 There are no households exposed to a noise level above 63 db which is level at which the provision of noise insulation should be considered. 5.6 Summary 5.6.1 The number of properties within the 57 db L Aeq, 16 hour contour is predicted to increase by 2030 with the growth in ATMs to approximately 16 properties. These are located to the south-east and north-east of the runway. There are no properties predicted to be exposed to noise levels above 63 db L Aeq, 16 hour. - 17 -
6 GROUND NOISE 6.1 Airport Operations 6.1.1 The previous Masterplan (see Chapter 17) considered potential increases in ground noise associated with the development of Newquay Cornwall Airport. The two principle sources of ground noise are; aircraft engines running whilst parked on stand or whilst taxing; and additional car and other road vehicles movements associated with increase passenger volumes. 6.1.2 The ground noise associated with aircraft on stand and whilst taxing is currently concentrated in the vicinity of the existing terminal on the north side of the runway. In general terms, potential ground noise associated with an expansion of these activities can be mitigated by locating activities in the least sensitive areas and by controlling, as far as practicable, airport functions to the lease sensitive time. Controls can be exercised over the location, duration and timing of aircraft engine running for maintenance purposes. As stated in the previous Masterplan, potential increases in ground noise associated with the development of the airport would be substantially mitigated by moving terminal operations to the south side of the airfield (Development Zone 3). There are significantly fewer properties in the vicinity of the terminal development zones in this area, namely those in Carloggas village, than the existing terminal building. 6.1.3 Noise from additional car and other road vehicle movements as a result of increased passenger volumes is not known at this stage. However, the previous Masterplan considered that increases in ground noise would be less than 1 db for the majority of properties. At properties where noise increases greater than this may be expected, specific mitigation measures would be considered as part of the detailed design for any development. The Masterplan also includes proposals to minimise the number of passenger car trips to the airport as part of the Airport Surface Access Strategy. 6.1.4 Since the publication of the previous Masterplan, noise associated with growth in traffic from the wider development of the Aerohub EZ, namely the Business Park to the south of Newquay Cornwall Airport which borders Development Zone 3, has been assessed as part on a Local Development Order (Environmental Statement, December 2012). The assessment did not predict any significant increases in noise as a result of the Business Park. 6.2 UASs 6.2.1 In 2012, in partnership with West Wales Airport (WWA), the National Aeronautical Centre (NAC) was formed. As part of the Aerohub EZ, Newquay Cornwall Airport will be developed for testing and operation of UASs as part of the NAC. 6.2.2 The use of UASs is a developing industry and there is currently limited certified data available regarding noise generated by UASs (see Section 4.4). However it is anticipated that ground noise associated with UASs would be mitigated using a similar approach as described above for passenger ATMs. This would include locating engine testing sites/bays away from sensitive areas, restricting the timing and duration of testing activities and the use of screens/barriers where appropriate. 6.3 Summary 6.3.1 It is not anticipated the development of Newquay Cornwall Airport will result in any significant ground noise impacts at sensitive receptors. However, as part of a - 18 -
commitment to minimise noise from airport ground operations, the airport would implement measures to control activities as part of the detailed design for any development. - 19 -
7 MITIGATION AND MANAGEMENT 7.1.1 As part of the Masterplan for Newquay Cornwall Airport, recommendations have been made for developing a Noise Management Plan (NMP). A recommended approach for the NMP has been set out below with possible measures grouped into three categories which reflect current best practice at UK airports and the ICAO Balanced Approach. 7.2 Measures to mitigate the effects of aircraft noise 7.2.1 The reduction of aircraft noise at source is the preferred approach to managing aircraft noise. In line with ICAO and APF, this should be considered before operational restrictions and noise insulation schemes in a hierarchical approach to managing aircraft noise. 7.2.2 This could include: Maintaining restrictions on night flight including. Implementing a requirement for aircraft to use Continuous Decent Approaches (CDAs) and Continuous Climb Operations (CCOs). CDAs require significantly less engine thrust which leads to reduced noise emissions. The use of CCOs will depend on the airspace structures and traffic conditions however this procedure should be adopted where possible. Restrict Engine Ground Running of aircraft to designated areas away from the closest residential areas to the airport to minimise disturbance. Site aircraft engine test facilities areas away from the closest residential areas to the airport to minimise disturbance. Encouraging the use of quieter aircraft using the airport through surcharges imposed on noisier types of aircraft. Develop and publish a noise compensation scheme to provide local community protection against future expansion of the airport. This could include commitments to provide sound insulation when a pre-defined noise level threshold is exceeded. The airport should actively engage with the local authorities when developing Local Plans to protect the areas around the airport which are affected by higher levels of aircraft noise from inappropriate noise sensitive development, particularly residential development. 7.2.3 The use of a noise compensation scheme as part of a NMP is widespread at UK airports. Compensation schemes are specific to airports but the principal mitigation measure is the provision of sound insulation, generally secondary or double glazing. Scheme boundaries are generally derived from the L Aeq noise contours, with 63 db L Aeq, 16 hour being a typical threshold which is taken from the UK Government s APF. Under a scheme, it is best practice to include both residential properties and other noise-sensitive buildings (e.g. schools and hospitals). 7.2.4 At Newquay Cornwall Airport, the current and future noise contours show that there are no properties within the 63 db L Aeq, 16 hour contour. However, this should be periodically reviewed based on updated noise contours published by the Airport. 7.2.5 Other measures including land and property acquisition or assistance to residents to relocate are in place at some UK airports. These are normally offered when there are - 20 -
residential properties exposed to high noise levels (above 69 db L Aeq ) or frequent night-time disturbances (above 95 db(a) SEL). Such measures are not considered necessary in relation to current or planned future aircraft noise at Newquay Cornwall Airport. 7.3 Monitoring of aircraft noise 7.3.1 The monitoring of aircraft noise provides an airport with information regarding noise levels from aircraft using the airfield. The data can be used to validate the noise contours from noise modelling software, investigate and respond to complaints relating specific aircraft and provide data for existing noise levels should future expansion of the airport occur. 7.3.2 This could include: Monitoring the actual tracks taken by approaching and departing aircraft to ensure compliance with the noise abatement procedures contained within the AIP. The rate of compliance should be made available to the local community. Installing continuous noise monitoring equipment at the end of each runway. Monitoring should be positioned in accordance with ICAO standards for monitoring noise from aircraft arriving and departing. Alternatively, a procedure could be put in place for the use of portable noise monitors to be used in response to queries or complaints from the local community. 7.3.3 It is recommended that Newquay Cornwall Airport, in conjunction with WWA, undertake specific monitoring for noise generated by the future operation of UAS at either airport. This information should be used to inform any noise abatement procedures and operational restriction for UAS in order to minimise the noise generated by their use. 7.4 Communication with the local community on matters relating to aircraft noise 7.4.1 Current UK Government Policy in the form of the APF highlights the need for airports and local communities to work together. It is recognised that the impact of aircraft noise differs between airports and communities so engagement mush be tailored to the community. 7.4.2 There are number of approaches which should be considered when developing an appropriate strategy for community engagement and could include: Publishing a community engagement strategy which details the actions the airport will undertake. Newquay Airport will publish its strategy as part of the Masterplan process. Publishing aircraft noise contours every 2-5 years and reporting the number of people exposed to aircraft noise. Reporting aircraft compliance with any noise abatement procedures and requirements of the airport through an appropriate method e.g. annual report, targeted briefings. Establishing an Environmental Helpline to allow members of the public to report issues relating to aircraft noise. This should be accompanied by a formal procedure for investigating and responding to complaints received. The on-going operation of an Airport Consultative Committee (ACC) which includes local community representatives. The ACC provides a forum for - 21 -
consultation, communication and feedback on the airport s operations and future developments. The Newquay Airport Consultative Forum, which was established in 2004 and meets four times a year, facilitates community engagement with the airport Undertake a public attitude survey to assess the local community views on aircraft noise. This would be done every 2 5 years to establish changing attitudes. - 22 -
8 CONCLUSIONS 8.1.1 Noise contours have been produced for Newquay Cornwall Airport for current (2013) and future (2030) ATMs to assist in developing a Masterplan for the airport. The noise contours show the L Aeq, 16 hour noise level from the airport in 3 db intervals. The noise contours indicated that the number of households exposed to a noise level above 57 db, which is the UK Government threshold for the onset of significant community annoyance from aircraft noise, will increase to approximately 16 households in 2030. There are no households within the 63 db contour or above, which is the level at which noise insulation should be considered. 8.1.2 Newquay Cornwall Airport, as part of the National Aeronautical Centre, aims to develop the operation of UAS. There is currently limited certified noise data for the operation of UAS, and given the emerging nature of this industry, the potential variables in operating procedures, it is not possible to undertake a detailed assessment of noise associated with UAS. However, UAS are subject to certification and operational restrictions, similar to manned aircraft and would be controlled so as to minimise both air and ground noise. Furthermore, data available from West Wales Airport shows that peak noise levels associated with the overflight of UAs is less than that from the quietest manned aircraft currently operating at Newquay Cornwall Airport. 8.1.3 Changes in airport operations; namely ground running of aircraft and traffic from increased passenger volumes, are not expected to result in a significant increase in ground noise. However, as part of a commitment to minimise noise from airport ground operations, the airport would implement measures to control activities as part of the detailed design for any development. Furthermore, there is an opportunity to reduce the number of properties in the vicinity of existing ground operations, namely in the village of Carloggas, by relocating the terminal to the south side of the airfield, within development zone 3 of the Masterplan. 8.1.4 A number of recommendations have been made for developing a NMP for the airport. It is considered likely that the final NMP will be produced following discussions with various stakeholders, including the airport, local community representatives and passengers. - 23 -
APPENDIX A GLOSSARY OF TERMS - 24 -
Decibel (db) Sound Pressure Level (SPL) The decibel scale is used in relation to sound because it is a logarithmic rather than a linear scale. The decibel scale compares the level of a sound relative to another. The human ear can detect a wide range of sound pressures, typically between 2x10-5 and 200 Pa, so the logarithmic scale is used to quantify these levels using a more manageable range of values. The Sound Pressure Level has units of decibels, and compares the level of a sound to the smallest sound pressure generally perceptible by the human ear, or the reference pressure. It is defined as follows: SPL (db) = 20 Log 10 (P/P ref ) where P = Sound Pressure (in P a ) P ref = Reference Pressure 2x10-5 P a Loudness Sound Power Level (SWL) An SPL of 0dB suggests the Sound Pressure is equal to the reference pressure. This is known as the threshold of hearing. An SPL of 140dB represents the threshold of pain. The loudness of a sound is subjective, and differs from person to person. The human ear perceives loudness in a logarithmic fashion, hence the suitability of the decibel scale. Generally, a perceived doubling or halving of loudness will correspond to an increase or decrease in SPL of 10dB. Note that a doubling of sound energy corresponds to an increase in SPL of only 3dB The Sound Power Level defines the rate at which sound energy is emitted by a source, and is also expressed in db. It is defined as follows: A-Weighting Equivalent Continuous Level (L eq, T ) Maximum Noise Level (L MAX ) Noise Single Event Level (SEL) SWL (db) = 10 Log 10 (W/W ref ) where W = Sound Power (in Watts) W ref = Reference Power 1 picowatt The human ear can detect a wide range of frequencies, from 20Hz to 20kHz, but it is more sensitive to some frequencies than others. Generally, the ear is most sensitive to frequencies in the range 1 to 4 khz. The A-weighting is a filter that can be applied to measured results at varying frequencies, to mimic the frequency response of the human ear, and therefore better represent the likely perceived loudness of the sound. SPL readings with the A-weighting applied are represented in db(a) The Equivalent Continuous Level represents a theoretical continuous sound over a stated time period, T, which contained the same amount of energy as a number of sound events occurring within that time, or a source that fluctuates in level. For example, a noise source with an SPL of 80 db(a) operating for two hours during an eight-hour working data, has an equivalent A-weighted continuous level over 8 hours of 74 db, or L eq, 8hrs = 74 db. The time period over which the L eq is calculated should always be stated The maximum noise level, L MAX (or L MAX if A-weighted) is the highest SPL that occurs during a given event or time period A noise can be described as an unwanted sound. Noise can cause nuisance The SEL is a measure of a single event and is often used as an indication of the possibility of night time awakening due to a single over flight. It is a measure of a single sound event (db(a)) that takes into account all sound above a specified threshold set at least 10 db below the maximum level. All sound energy in the event in integrated over one second. - 25 -
APPENDIX B AIRCRAFT DATA - 26 -
WINTER 2013 SUMMER 2013 ACFT TRACK DAY ACFT TRACK DAY 29.56941 42.851 737300 12APP 0.011014 1900D 12APP 0.002849 737300 30APP 0.005425 1900D 30APP 0.00263 737300 12DEP 0.011014 1900D 12DEP 0.002849 737300 30DEP 0.005425 1900D 30DEP 0.00263 737800 12APP 0.003671 737300 30APP 0.010521 737800 30APP 0.001808 737300 30DEP 0.010521 737800 12DEP 0.003671 737800 12APP 0.011397 737800 30DEP 0.001808 737800 30APP 0.010521 7878R 12APP 0.001836 737800 12DEP 0.011397 7878R 30APP 0.000904 737800 30DEP 0.010521 7878R 12DEP 0.001836 7878R 12APP 0.038466 7878R 30DEP 0.000904 7878R 30APP 0.035507 7878R 12TGO 0.026003 7878R 12DEP 0.038466 7878R 30TGO 0.024003 7878R 30DEP 0.035507 A109 HELIAPP 0.0301 7878R 12TGO 0.044381 A109 HELIDEP 0.0301 7878R 30TGO 0.02219 A319-131 12APP 0.009178 A109 HELIAPP 0.123287 A319-131 30APP 0.004521 A109 HELIDEP 0.123287 A319-131 12DEP 0.009178 A319-131 12APP 0.192329 A319-131 30DEP 0.004521 A319-131 30APP 0.177534 A319-131 12TGOA31 0.038004 A319-131 12DEP 0.192329 A319-131 30TGOA31 0.035081 A319-131 30DEP 0.177534 A320-211 12APP 0.014685 A319-131 12TGOA31 0.064864 A320-211 30APP 0.007233 A319-131 30TGOA31 0.032432 A320-211 12DEP 0.014685 A320-211 12APP 0.002849 A320-211 30DEP 0.007233 A320-211 30APP 0.00263 B206B3 HELIAPP 0.0164 A320-211 12DEP 0.002849 B206B3 HELIDEP 0.0164 A320-211 30DEP 0.00263 B429 HELIAPP 0.0137 B206B3 HELIAPP 0.041095 B429 HELIDEP 0.0137 B206B3 HELIDEP 0.041095 BAE146 12APP 0.044055 B407 HELIAPP 0.005479 BAE146 30APP 0.021698 B407 HELIDEP 0.005479-27 -
BAE146 12DEP 0.044055 B429 HELIAPP 0.010958 BAE146 30DEP 0.021698 B429 HELIDEP 0.010958 BAE146 12TGO 0.026003 BAC111 12APP 0.001425 BAE146 30TGO 0.024003 BAC111 30APP 0.001315 BEC58P 12APP 0.873751 BAC111 12DEP 0.001425 BEC58P 30APP 0.430355 BAC111 30DEP 0.001315 BEC58P 12DEP 0.873751 BAE146 12APP 0.032767 BEC58P 30DEP 0.430355 BAE146 30APP 0.030247 BEC58P 12TGO 0.042005 BAE146 12DEP 0.032767 BEC58P 30TGO 0.038773 BAE146 30DEP 0.030247 BO105 HELIAPP 0.0795 BAE146 12TGO 0.163868 BO105 HELIDEP 0.0795 BAE146 30TGO 0.081934 C130 30APP 0.029836 BEC58P 12APP 0.467287 C130 30DEP 0.029836 BEC58P 30APP 0.431342 C130 30TGO 0.186482 BEC58P 12DEP 0.467287 CL600 12APP 0.03304 BEC58P 30DEP 0.431342 CL600 30APP 0.016274 BEC58P 12TGO 0.071692 CL600 12DEP 0.033041 BEC58P 30TGO 0.035846 CL600 30DEP 0.016274 C130 12APP 0.041315 CL601 12APP 0.05874 C130 30APP 0.038137 CL601 30APP 0.028932 C130 12DEP 0.041315 CL601 12DEP 0.05874 C130 30DEP 0.038137 CL601 30DEP 0.028932 C130 12TGO 0.344806 CNA172 12APP 0.306548 C130 30TGO 0.172403 CNA172 30APP 0.150987 C17 12APP 0.001425 CNA172 12DEP 0.306548 C17 30APP 0.001315 CNA172 30DEP 0.150987 C17 12DEP 0.001425 CNA172 12TGO 0.804088 C17 30DEP 0.001315 CNA172 30TGO 0.742235 CH47D HELIAPP 0.010959 CNA182 12APP 0.049562 CH47D HELIDEP 0.010959 CNA182 30APP 0.024411 CIT3 12APP 0.001425 CNA182 12DEP 0.049562 CIT3 30APP 0.001315 CNA182 30DEP 0.024411 CIT3 12DEP 0.001425 CNA206 12APP 0.011013 CIT3 30DEP 0.001315 CNA206 30APP 0.005424 CL600 12APP 0.025643-28 -
CNA206 12DEP 0.011013 CL600 30APP 0.023671 CNA206 30DEP 0.005424 CL600 12DEP 0.025643 CNA208 12APP 0.097287 CL600 30DEP 0.023671 CNA208 30APP 0.047917 CL601 12APP 0.028493 CNA208 12DEP 0.097287 CL601 30APP 0.026301 CNA208 30DEP 0.047917 CL601 12DEP 0.028493 CNA208 12TGO 0.142016 CL601 30DEP 0.026301 CNA208 30TGO 0.131091 CNA172 12APP 0.471561 CNA441 12APP 0.091781 CNA172 30APP 0.435287 CNA441 30APP 0.045206 CNA172 12DEP 0.471561 CNA441 12DEP 0.091781 CNA172 30DEP 0.435287 CNA441 30DEP 0.045206 CNA172 12TGO 1.372395 CNA500 12APP 0.007342 CNA172 30TGO 0.686197 CNA500 30APP 0.003616 CNA182 12APP 0.086904 CNA500 12DEP 0.007342 CNA182 30APP 0.080219 CNA500 30DEP 0.003616 CNA182 12DEP 0.086904 CNA510 12APP 0.033041 CNA182 30DEP 0.080219 CNA510 30APP 0.016274 CNA206 12APP 0.038466 CNA510 12DEP 0.033041 CNA206 30APP 0.035506 CNA510 30DEP 0.016274 CNA206 12DEP 0.038466 CNA525C 12APP 0.05874 CNA206 30DEP 0.035506 CNA525C 30APP 0.028932 CNA208 12APP 0.247891 CNA525C 12DEP 0.05874 CNA208 30APP 0.228822 CNA525C 30DEP 0.028932 CNA208 12DEP 0.247891 CNA55B 12APP 0.003671 CNA208 30DEP 0.228822 CNA55B 30APP 0.001808 CNA208 12TGO 0.242388 CNA55B 12DEP 0.003671 CNA208 30TGO 0.121194 CNA55B 30DEP 0.001808 CNA20T 30APP 0.014466 CNA560E 12APP 0.011014 CNA20T 30DEP 0.014466 CNA560E 30APP 0.005425 CNA441 12APP 0.156712 CNA560E 12DEP 0.011014 CNA441 30APP 0.144658 CNA560E 30DEP 0.005425 CNA441 12DEP 0.156712 CNA680 12APP 0.014685 CNA441 30DEP 0.144658 CNA680 30APP 0.007233 CNA500 12APP 0.02137 CNA680 12DEP 0.014685 CNA500 30APP 0.019726-29 -
CNA680 30DEP 0.007233 CNA500 12DEP 0.02137 DC3 12APP 0.003671 CNA500 30DEP 0.019726 DC3 30APP 0.001808 CNA510 12APP 0.034192 DC3 12DEP 0.003671 CNA510 30APP 0.031562 DC3 30DEP 0.001808 CNA510 12DEP 0.034192 DC820 12APP 0.003671 CNA510 30DEP 0.031562 DC820 30APP 0.001808 CNA525C 12APP 0.035616 DC820 12DEP 0.003671 CNA525C 30APP 0.032877 DC820 30DEP 0.001808 CNA525C 12DEP 0.035616 DHC6 12APP 2.002658 CNA525C 30DEP 0.032877 DHC6 30APP 0.986384 CNA55B 12APP 0.005699 DHC6 12DEP 2.002658 CNA55B 12DEP 0.005699 DHC6 30DEP 0.986384 CNA560E 12APP 0.002849 DHC6 12TGO 0.084009 CNA560E 30APP 0.00263 DHC6 30TGO 0.077547 CNA560E 12DEP 0.002849 DHC8 12APP 2.015507 CNA560E 30DEP 0.00263 DHC8 30APP 0.992712 CNA750 12APP 0.002849 DHC8 12DEP 2.015507 CNA750 30APP 0.00263 DHC8 30DEP 0.992712 CNA750 12DEP 0.002849 DO228 12APP 0.117479 CNA750 30DEP 0.00263 DO228 30APP 0.057863 CRJ9-LR 12APP 0.045589 DO228 12DEP 0.117479 CRJ9-LR 30APP 0.042082 DO228 30DEP 0.057863 CRJ9-LR 12DEP 0.045589 DO228 12TGO 0.210023 CRJ9-LR 30DEP 0.042082 DO228 30TGO 0.193867 DC3 12APP 0.007123 EC130 HELIAPP 1.586301 DC3 30APP 0.006575 EC130 HELIDEP 1.586301 DC3 12DEP 0.007123 EMB120 12APP 0.012849 DC3 30DEP 0.006575 EMB120 30APP 0.006329 DC820 12APP 0.001425 EMB120 12DEP 0.012849 DC820 30APP 0.001315 EMB120 30DEP 0.006329 DC820 12DEP 0.001425 EMB145 12APP 0.003671 DC820 30DEP 0.001315 EMB145 30APP 0.001808 DHC6 12APP 2.340712 EMB145 12DEP 0.003671 DHC6 30APP 2.160657 EMB145 30DEP 0.001808 DHC6 12DEP 2.340712-30 -
EMB170 12APP 0.482767 DHC6 30DEP 2.160657 EMB170 30APP 0.237781 DHC6 12TGO 0.143385 EMB170 12DEP 0.482767 DHC6 30TGO 0.071692 EMB170 30DEP 0.237781 DHC8 12APP 2.250959 EMB190 12APP 0.003671 DHC8 30APP 2.077808 EMB190 30APP 0.001808 DHC8 12DEP 2.250959 EMB190 12DEP 0.003671 DHC8 30DEP 2.077808 EMB190 30DEP 0.001808 DO228 12APP 0.215123 F10062 12APP 0.003671 DO228 30APP 0.198575 F10062 30APP 0.001808 DO228 12DEP 0.215123 F10062 12DEP 0.003671 DO228 30DEP 0.198575 F10062 30DEP 0.001808 DO228 12TGO 0.358461 FAL20 12APP 0.067918 DO228 30TGO 0.179231 FAL20 30APP 0.033452 DO328 12APP 0.002849 FAL20 12DEP 0.067918 DO328 30APP 0.00263 FAL20 30DEP 0.033452 DO328 12DEP 0.002849 GASEPF 12APP 0.148685 DO328 30DEP 0.00263 GASEPF 30APP 0.073232 E3A 12APP 0.001425 GASEPF 12DEP 0.148685 E3A 30APP 0.001315 GASEPF 30DEP 0.073232 E3A 12DEP 0.001425 GASEPV 12APP 0.220275 E3A 30DEP 0.001315 GASEPV 30APP 0.108493 EC130 HELIAPP 1.89315 GASEPV 12DEP 0.220275 EC130 HELIDEP 1.89315 GASEPV 30DEP 0.108493 EMB120 12APP 0.028493 GIV 12APP 0.007342 EMB120 30APP 0.026301 GIV 30APP 0.003616 EMB120 12DEP 0.028493 GIV 12DEP 0.007342 EMB120 30DEP 0.026301 GIV 30DEP 0.003616 EMB145 12APP 0.002849 GV 12APP 0.003671 EMB145 30APP 0.00263 GV 30APP 0.001808 EMB145 12DEP 0.002849 GV 12DEP 0.003671 EMB145 30DEP 0.00263 GV 30DEP 0.001808 EMB170 12APP 0.575562 H500D HELIAPP 0.019178 EMB170 30APP 0.531288 H500D HELIDEP 0.019178 EMB170 12DEP 0.575562 HUNTER 12APP 0.011014 EMB170 30DEP 0.531288-31 -
HUNTER 30APP 0.005425 EMB175 12APP 0.002849 HUNTER 12DEP 0.011014 EMB175 30APP 0.00263 HUNTER 30DEP 0.005425 EMB175 12DEP 0.002849 L188 12APP 0.016521 EMB175 30DEP 0.00263 L188 30APP 0.008137 EMB190 12APP 0.008548 L188 12DEP 0.016521 EMB190 30APP 0.00789 L188 30DEP 0.008137 EMB190 12DEP 0.008548 LEAR35 12APP 0.128492 EMB190 30DEP 0.00789 LEAR35 30APP 0.063287 F10062 12APP 0.009973 LEAR35 12DEP 0.128492 F10062 30APP 0.009205 LEAR35 30DEP 0.063287 F10062 12DEP 0.009973 LEAR35 12TGO 0.050005 F10062 30DEP 0.009205 LEAR35 30TGO 0.046159 FAL20 12APP 0.051288 MU3001 12APP 0.014685 FAL20 30APP 0.047342 MU3001 30APP 0.007233 FAL20 12DEP 0.051288 MU3001 12DEP 0.014685 FAL20 30DEP 0.047342 MU3001 30DEP 0.007233 GASEPF 12APP 0.743672 PA28 12APP 0.407507 GASEPF 30APP 0.686465 PA28 30APP 0.200713 GASEPF 12DEP 0.743672 PA28 12DEP 0.407507 GASEPF 30DEP 0.686465 PA28 30DEP 0.200713 GASEPV 12APP 0.303452 PA28 12TGO 0.266029 GASEPV 30APP 0.280108 PA28 30TGO 0.245565 GASEPV 12DEP 0.303452 PA31 12APP 0.014685 GASEPV 30DEP 0.280108 PA31 30APP 0.007233 GIV 12APP 0.005699 PA31 12DEP 0.014685 GIV 30APP 0.00526 PA31 30DEP 0.007233 GIV 12DEP 0.005699 R22 HELIAPP 0.0055 GIV 30DEP 0.00526 R22 HELIDEP 0.0055 GV 12APP 0.008548 S61 HELIAPP 0.1151 GV 30APP 0.00789 S61 HELIDEP 0.1151 GV 12DEP 0.008548 S70 HELIAPP 0.0082 GV 30DEP 0.00789 S70 HELIDEP 0.0082 H500D HELIAPP 0.021917 S76 HELIAPP 0.0055 H500D HELIDEP 0.021917 S76 HELIDEP 0.0055 HUNTER 12APP 0.037041-32 -