HomeMy WebLinkAboutOB 2 AIRPORT RPT 07-20-92OLD BUSINESS NO. 2
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Inter -Com
DATE: JULY 20, 1992
TO: WILLIAM A. HUSTON, CITY MANAGER
FROM: COMMUNITY DEVELOPMENT DEPARTMENT
SUBJECT: AIRPORT STATUS REPORT
RECOMMENDATION
Receive and file.
DISCUSSION
The Community Development Department has continued to monitor
airport issues and attend all relevant meetings. Since the last
Airport Status Report to the City Council on February 3, 1992,
staff has:
* Attended a meeting of the Noise Abatement Committee;
* Coordinated a review of Coalition for Responsible Airport
Solution (CRAS) activities by the City's CRAS
representative Kathy Weil;
* Reviewed the three latest John Wayne Airport Noise
Abatement Quarterly Reports by the City's noise
consultants.
The following items summarize the most significant local airport
activities that have taken place during the past five months.
The Orange County Cities Airport Authority( OCCAA) - The OCCAA has
canceled its monthly meetings until further notice due to lack of
quorum and/or agenda.
Noise Abatement Committee - Staff attended the quarterly Noise
Abatement Forum meeting on February 24, 1992. While the issues
discussed at the meeting did not directly concern the City of
Tustin, the demonstration project is noteworthy. According to
Noise Abatement Office staff, the project will involve the
implementation of alternative procedures and techniques designed to
reduce noise impacts of departing flights. The demonstration
project will not involve arriving flights, and therefore, should
not impact the City of Tustin.
Coalition for Responsible Airport Solution (CRAS) - Kathy Weil,
our City representative for CRAS, has prepared the attached report
on the most recent developments for CRAS.
City Council Report
Airport Status Report
July 20, 1992
Page 2
Airport Noise Reports - J.J. Van Houten and Associates, Inc.,
Tustin's noise consultants, prepared reviews of the three most
recent County -prepared John Wayne Airport Noise Abatement Program
quarterly reports for the 3rd quarter of 1991, 4th quarter of 1991
and the 1st quarter of 1992. Copies of their reports are attached.
From the third quarter of 1991 through the first quarter of 1992
there has been a slight decrease and stabilization in aircraft -
generated Community Noise Equivalent Level (CNEL) at monitoring
station M7 in Tustin. During the same period, the average number
of commercial jet operations has also decreased slightly. However,
the number of quarterly noise complaints for Tustin/Orange has
varied, implying that people react to Single Event Noise
Equivalency Levels (SENEL) rather than long-term noise exposure
(CNEL). Based on data through the first quarter of 1992, the
annual average CNEL at station M7 will be 57 dB in 1992. This is
about 0.5 dB less than the average annual CNEL of 57.5 dB for 1991.
It is estimated that in 1992, the aircraft -generated CNEL will
range from 55 to 61 dB. This is below the City, County, and State
criteria of 65 dB for residential,areas.
The consultant has analyzed the relationship between changes in
CNEL and the number of quieter aircraft put into service at John
Wayne Airport. This analysis shows that the percentage of quiet
Class E aircraft has decreased significantly while noise levels
have decreased slightly.
According to the Noise Abatement Office's noise specialist, the
distribution of Class A, AA, and E aircraft (which are all quiet,
Stage III aircraft) at John Wayne Airport fluctuates with carrier
mix, flights offered, and airline choice. Therefore, the number of
Class E aircraft, which is the quietest type, actually fluctuates
over time. However, these three classifications, which are unique
to John Wayne Airport, apply only to departure noise levels. In
fact, some aircraft classified as "E" are actually noisier on
arrival than some Class A and AA aircraft. Therefore the
percentage of Class E aircraft does not significantly affect noise
levels at Tustin's noise monitoring station. As a result, it is
difficult to correlate the types of aircraft flown with the
measured CNEL.
City Council Report
Airport Status Report
July 20, 1992
Page 3
CONCLUSION
Because the issues discussed above are of considerable importance
to the City of Tustin, the Community Development Department will
continue to monitor airport issues unless otherwise directed by
Council.
'ja&
Scott Reekstin Rita WestfiAld
Assistant Planner Assistant Director of
Community Development
Attachments: Report from Kathy Weil
Reports from J.J. Van Houten and Associates
CS:SR:kd\airpstat.sr
MEMO: JULY 13, 1992
TO: TUSTIN CITY COUNCIL
?ROM: KATHY WEIL
RE: CRAS (Coalition for Responsible Airport Solution)
It's been quite awhile since my last Airport Report. Things were very quiet, so quiet that we were contemplating putting
the group on the shelf. Since the County has assumed their rightful role in controlling the future use of MCAS El Toro,
many of us on CRAS felt that our job was finished. In fact, though some Board members wanted to study the possibility
of setting up a Joint Powers Authority to control the future development of the Marine Base if it ever reverted to civilian
use, the County was dead against the idea. It is, after all, still County territory. The City of Irvine tried unsuccessfully
to annex the base last year but the County fought the idea before LAFCO and won. Since then CRAS has had a member
of Supervisor Riley's office attending our Board meetings.
There are two subjects on which rd like to elaborate:
I. Joint Powers
The thinking here, by some, is that Ken Delino, before he quieted down had set up a Joint Powers Authority (with
whom I do no know - maybe OCCAA consisting of Anahr\eim, Newport Beach, Yorba Linda, Stanton,Garden
Grove and Santan Ana) to step in and set up a civilian airport, if El Toro ever reverts back to the civilians.
Historically, when a military airport is turned over to the civilians there's a last minute scramble for power and
control. This confusion has a negative affect on the Washington decision makers and costly delays occur. Ken's
answer to this is that he has already done all the paperwork - legal stuff necessary to set up a Joint Powers. It's
sitting on the shelf waiting! ! ! If the Feds ever close El Toro Ken will be Johnny on the spot all ready to take over.
CRAS' thinking, at least Lake Forest, Laguna Hills and perhaps Mission Viejo and maybe Irvine, is that if
CRAS sets up a competing Joint Powers to oversee the redevelopment of the LAND that El Toro occupies
(similar to what we're doing here in Tustin with the helicopter base), the Feds would have another group to
consider and it would be harder for Ken to walk in and turn El Toro into a civilian airport. Needless to say those
cities surrounding El Toro are opposed to a civilian airport there. Additionally, now that Sup. Riley has been
appointed to represent the County in anything dealing with El Toro, the County, who doesn't want an airport
there either, feels that any attempt by CRAS to set up a competing Joint Powers will just threaten Ken and set him
whirling again. He's been very quiet recently.
Which brings me to our most recent turn of events - Item #2
2.John Irvine's Coorespondence with Southern California Regional Airport Authority
The enclosed correspondence has just come to my attention. I have no idea who Mr. Irvine is or whether he's
associated with Ken Delino. From the little history he included, I seriously doubt it. Since he's apparently more
closely associated with airlines, I would say his public relations firm may be fronting for United Parcel and
Federal Express. If this is the case he could cause us some trouble. This came to me through our committee aide,
Dan Jung, who is a planner for the City of Irvine. He's been in contact with Sup. Riley's office and been
reassured that Riley is against any civilian use of El Toro and will say so at this meeting on Wednesday, in
Ontario. Dan Yung will be attending the meeting.
Just when we thought it was safe to put CRAS on the shelf... Stay tuned to "As MCAS El Toro turns" ! ! !
May 4, 1992
Mr. Robert Hammock
Chairman
Regional Airport Authority
P.O. Box 92216
Los Angeles, California 90009-2216
Dew Chai man Hammock:
Your group is well aware of the region's long range air transportation' needs and
the lack of viable options. Additional capacity will be badly needed, and no location
should be overlooked because of the "opposition factor."
John Wayne Airport's passenger volume reached 5,345,884 in 1991 for a 16.5
percent over 1990. The growth for 1992 is up 4.2 percent at the end of February, and
the settlement agreement placed an 8.4 MAP cap on the airport. The growth is solid
despite the recession and will accelerate when conditions improve.
The long range passenger demand for the County by the year 2010 is 23 MAP.
Experience with the Airport Site Coalition clearly shows that if there is to be relief for
John Wayne, in Orange County, we must look towards joint use of El Toro desgite
well known ooI' itical, obstac es. Since the, military will be reducing personnel, and bases,
over the next five years, the possibility of using El Toro might well be the . subject of
debate in the nest future. As you are aware, the Marine helicopter base in Tustin is
almady scheduled for closure. .
We suggut there is a need to determine what support there may be in the County
from the business community and interested communities in general. To our knowledge,
effor to promote the use of El Toro have been done solely by the Orange County Cities
Airport Authority; and there is a need to expand over their approach from the business
community standpoint.
We would like to explore the formation of an "El Toro Airport Tomorrow"
Committee to measure the possibilities. Contacts would be made with the Regional
Airport Authority, SCAG, OCCAA, Chambers of Commerce, selected business firms and
city governments. The airlines would be surveyed, including air cargo carriers. There
may be important support, however, at this point there is no record.
MARKETING COMMUNICATION$ • rURLIC REWTIONS,
ZIC North Tustin Awnu• • Sulu tW a Santa Ana, CA 9M 0 (T14) 953-sµ9
Chairman Robert Ham».- _A
May 410 1992
Page Two
We would be very interested in any comments your Regional Authority may wish
to make regarding possible joint use at El Toro and exploration of a support group. Your
cooperation will be much appreciated. Incidentally, I have considerable knowledge about
the airports situation in Orange County having served as the Executive Director of the
Orange County Aviation Council. now dissolved, for twelve years.
` Cordially,
Joseph E. Irvine
Vice President
(714) 541-6039
JET: pw
Enclosure
-. cc: Clifton Moore
Employed by Pacific Bell in various management positions, both field and staff, for 35
years in Los Angeles, San Francisco, San Diego and Orange County. In charge of soups
ranging from 260 to 615 employees. From 1968 to 1978, was Director of PubI .c and
Governmental Relations for Orange, Riverside and San Bernardino Counties.
Had full responsibility for all news media contacts and supervised political activitie rom
the City Halls to the Congressional level. Testified on behalf of the company at City Counc'.Is,
Boards of Supervisors and in Sacramento. Retired from Pacific Bell in 1978.
In late 1978, was engaged by Robert Clifford, President of Air California, as Executives
Director of the Orange County Aviation Council, a pro aviation group of County business firms
supporting the need for a --new terminal, additional carriers, air cargo service., etc. By an
aggressive membership drive, was able to double the membership in one year. Appeared before
numerous groups, both political and civil, in support of the master pian for John Wayne Airport
that gave us our new terminal.
During my terns with the Council, now dissolved, we held luncheons to inform our
members, news t oft and general public about the needs of air transportation. We obtained
n9me speakers such as Robert Crandall, President, American Airlines; James Busey, Chairman,
Federal Aviation Administration; Congressman Dorman Minetta, Chairman, House Aviation
Committee; Herbert Kelleher, President, Southwest Airlines; and other airline power figures.
Guests usually numbered 300-350 business and political leaden.
Knowledgeable political leaders know our Council played an important role in making
John Wayne's terminal possible. On Febivary 1, 1991, I resigned from the Council to join the
family marketing communications and public relations compsiny where I serve as Vice President.
Board of DirecUn - Orange County Chamber of Commerce
Board of Directors - Riverside County Chamber of Commerce
Executive Council - Orange Councit'Boy Scouts of America
Rotary Club - President, San Dieso
U. C.I. Public Relations Council .
President - Register Campership Fund'.
Division Chairs m - St. Joseph Hospital. Fund Drive
Director - Public Relations Society of America
Chairman - Business Division Jnited 'Way, Riverside
Received the *Wanamaker Award" from -the California Association of Airport Executives
given annually to a person who "makes a significant contribution to air'
transportatioli" - 1990
SOUTHERN CALIFORNIA REGIONAL AIRPORT AUTHORITY
1 World Way, P.O. Box 92216, Los Angeles, California 90009-2216
Telephone (310) 646-6250 Telex 653413 .
wd of Directors
Robert 4.Hamrrwk,Chairperson
REGULAR MEETING OF THE BOARD OF DIRECTORS
supervisor County of San Sem irdino
OF THE
Joen to ke Fbres. vice -Chairperson
Los Angeles City Council
SOUTHERN CALIFORNIA REGIONAL AIRPORT AUTHORITY
Deane Dana, Member
JULY 15, 1992 AT 9:00 A.M.
Superokor County of las Angeles
Th^= F. Riley. k0lamber
SupervisorCoumyofOrange
ONTARIO INTERNATIONAL AIRPORT
Norton Youngbve, Member
CONFERENCE ROOM 207
SuperviorCounty ofRiverside
IN THE TERMINAL BUILDING
dihon A. Moore, Chief Executive
TERMINAL WAY
Officer and secretary
ONTARIO, CA 91761
A_GEND.L
1. Call to order — Chairman Hammock
2. Approval of minutes of last meeting on March 11, 1992
3. Reports, discussions and possible actions:
(a) Financial Report - 3rd Quarter, Fiscal Year 1991-92
(b) Fiscal Year 1992-93 Budget
(1) Annual contribution
(c) Membership
(d) Aviation Update - Status Reports
(1) LAX Economic Impact Reports
(2) County Reports
(e) Rail Update
(f) Legislative Update
(q) SLAG Update
(1) AWPC
(2) Military Contingency Study �{
(h) Status of SCAQMD Air Quality Management Plans
(i) Communication from John Irvine and Associates, re: Joint
Use of E1 Toro Marine Corps Air Station
-(j) Matters that have &risen since posting of Agenda
r._
(k) Calendaring of future Agenda Items
� (1) Election of Officers
4. Comments from the Public
SUGGESTED NEXT MEETING DATE: WEDNESDAY SEPTEMBER 23, 1992
J. J. VAN HOUTEN & ASSOCIATES, Inc.
JOHN J. VAN HOUTEN, PE, Principal Consultant
DAVID L. WIELAND, Principal Engineer
ROBERT WOO, Senior Engineer
STUART TAY, Associate Engineer
February 25, 1992
CITY OF TUSTIN
Community Development Department
15222 Del Amo Avenue
Tustin, CA 92680
Attention: Ms. Rita Westfield
1260 EAST KATELLA AVENUE, ANAHEIM, CALIFORNIA 92805
(714) 978-7018 (714) 635-9520 FAX (714) 939-0648
Project File 2306-91
aw� RECOWLT 000
BAR 21`2
ITS 0�"EOPMENj
COMMON
Subject: Review of John Wayne Airport Noise Abatement Program Quarterly
Report, 3rd Quarter 1991
Reference: 1. "Data Evaluation and Aircraft Noise Impact Study for the City of
Tustin," J. J. Van Houten and Associates, Inc., January 8, 1990
2. "Noise Abatement Program Quarterly Report for the Period: July 1,
• 1991 through September 30,1991," John Wayne Airport
Dear Ms. Westfield:
As requested, we have reviewed the referenced quarterly report for the noise abatement
program at John Wayne Airport. The following provides our findings with regard to
airport operations and their impact on the City of Tustin:
1. Referring to Figures 1 and 2, the general trend from 1990 through the third
quarter of 1991 was an increase in aircraft -generated CNEL at remote monitoring
station M7. Based upon data for the 1st three quarters, the average annual
CNEL at station M7 is 57.5 dB for 1991. This is a 2.0 dB increase over the
average annual CNEL of 55.5 dB for 1990. (NOTE: The noise contours for John
Wayne Airport are based on average annual CNEL values measured at each
remote monitoring station.)
2. Referring to Figure 2, there does not appear to be any correlation between the
average number of noise complaints received from the Tustin/Orange area and
the average quarterly aircraft CNEL or the average quarterly number of jet
operations. As indicated in the figure, the number of noise complaints has
increased steadily through 1991, with a particularly significant increase in the third
quarter of 1991, even though the number of flights and average noise exposure
1
have not increased. Referring to Table 2, the percentage of noisier aircraft (Class
A) landing at the airport was slightly higher (about 2%), but this is probably not
sufficient to account for the significantly greater number of complaints.
3. As indicated in Item 1, above, the annual average CNEL measured at station M7
is 57.5 dB based on information for the first quarter of 1991. This is slightly less
than the 58 dB that was estimated for the station in the referenced aircraft noise
impact study for the Phase 2 Access Plan (Reference 1).
4. It should be noted that there were only four days worth of measurements for the
month of September. Therefore, the data obtained is insufficient to provide an
accurate CNEL average for that month.
AIRCRAFT NOISE CONTOURS
In 1988, an exterior aircraft noise monitoring effort was conducted throughout the City of
Tustin by the John Wayne Airport Noise Abatement Office and by J. J. Van Houten and
Associates, Inc. (Reference 1). Aircraft -generated single event noise exposure levels
(SENEL's) were measured at twelve locations in Tustin over a five month period.
As a result of this effort, noise contours were developed for John Wayne Airport as they
impact the City of Tustin. Although the shape of the contours does not change (since
flight tracks are fixed), the value of the noise contours does change with different levels
of operations at the airport and different mixes of aircraft.
Figure 3 provides the approximate location of the John Wayne Airport noise contours
for 1990 based on measurements obtained at monitoring station M7 throughout the year.
Referring to the figure, the community noise equivalent level (CNEL) ranged from 53 to
59 dB in the City of Tustin, with a CNEL of about 55 dB at station M7.
Based on data through the third quarter, the annual average CNEL at station M7 will be
57.5 dB in 1991. The existing and future Phase 2 contours (based on 1991 data) are
provided in Figure 4. Referring to the figure, it is estimated that in 1991 the aircraft -
generated CNEL will range from 55 to 61 dB. This is well below the City, County, and
State criteria of 65 dB for residential areas.
USE OF QUIETER AIRCRAFT AT JWA
As requested by Councilman Richard Edgar, we have analyzed the correlation between
the increasing use of quieter aircraft at JWA and the change in CNEL within the City of
Tustin. The Federal Aviation Administration (FAA) classifies aircraft into three catego-
ries based on noise levels. In order of decreasing noise levels, there are Stage I, Stage II,
2
J. J. VAN HOUTEN & ASSOCIATES, Inc.
CITY OF 71USTIN
PROJECT. FILE 2306-91
and Stage III aircraft. John Wayne Airport has only permitted Stage III aircraft since the
early 1970's.
The airport has its own classification scheme for passenger aircraft. In order of decreas-
ing noise level, these are Class A, Class AA, and Class E aircraft. Table 1 provides the
number of each class of aircraft that used the airport between the first quarter of 1990
and the third quarter of 1991. Also provided is the measured average quarterly CNEL at
monitoring station M7. Table 2 provides the same information, but the values have been
normalized to 7326 aircraft per quarter. In this way, a correlation can be established
between the quarterly CNEL and the mix of aircraft types.
Referring to Table 2 and Figure 5, the percentage of quieter Class E aircraft using John
Wayne Airport has actually decreased significantly since the third quarter of 1990 (from
about 33% of aircraft mix to about 24%). This is the time period during which the Phase
2 Access Plan was implemented. Referring again to Table 2, the reduction in Class E
aircraft was offset by an increase in the use of the noisier Class AA aircraft. The result,
as indicated in Table 2, is a higher quarterly CNEL.
If you have any questions, please contact the undersigned at 714/978-7018.
Very truly yours,
J. J. VAN HOUTEN & ASSOCIATES, INC.
Jo J. Van Hout .E Stuart Ta
ns ngineer in Acoustics Associate Engineer
JJVH/st
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J. J. VAN HOUTEN & ASSOCIATES, Inc.
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Figure 3. Approximate Location of John Wayne Airport
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1/
J. J. VAN HOUTEN & ASSOCIATES, Inc.
JOHN J. VAN HOUTEN, PE, Principal Consultant
DAVID L. WIELAND, Principal Engineer
ROBERT WOO, Senior Engineer
STUART TAY, Associate Engineer
June 24, 1992
CITY OF TUSTIN
Community Development Department
15222 Del Amo Avenue
Tustin, CA 92680
1260 EAST KATELLA AVENUE, ANAHEIM, CALIFORNIA 92805
(714) 978-7018 (714) 635-9520 FAX (714) 939-0648
Project File 2306-91
CQa�l�wln.i..� ��%1-0� C A'i.y.
tiel�iUldr 1 C* -
Attention: Ms. Rita Westfield
Subject: Review of John Wayne Airport Noise Abatement Program Quarterly
Report, 1st Quarter 1992
Reference: 1. "Data Evaluation and Aircraft Noise Impact Study for the City of
Tustin," J. J. Van Houten and Associates, Inc., January 8, 1990
2. "Noise Abatement Program Quarterly Report for the Period: Janu-
ary 1, 1992 through March 31, 1992," John Wayne Airport
Dear Ms. Westfield:
As requested, we have reviewed the referenced quarterly report for the noise abatement
program at John Wayne Airport. The following provides our findings with regard to
airport operations and their impact on the City of Tustin:
1. Referring to Figures 1 and 2, the general trend from 1991 through the first
quarter of 1992 was a stabilization of the aircraft -generated CNEL at remote
monitoring station M7. Based upon data for the 1st quarter, the average annual
CNEL at station M7 will be 57 dB for 1992. This is about 0.5 dB less than the
average annual CNEL of 57.5 dB for 1991. (NOTE: The noise contours for John
Wayne Airport are based on average annual CNEL values measured at each
remote monitoring station.)
2. Referring to Figure 2, there does not appear to be any correlation between the
average number of noise complaints received from the Tustin/Orange area and
the average quarterly aircraft CNEL or the average quarterly number of jet
operations. As indicated in the figure, the number of noise complaints was
significantly higher in the first quarter of 1992 than in 1991, with the notable
exception of the third quarter of 1991, even though the average number of flights
1
has decreased slightly. Referring to both Table 2 and Figure 2, the increase in
complaints also does not correlate with the higher percentage of noisier aircraft
(Class A and AA) landing at the airport in the first quarter of 1992.
3. As indicated in Item 1, above, the annual average CNEL measured at station M7
will be about 57 dB based on information through the first quarter of 1992. This
is slightly less than the 58 dB that was estimated for the station in the referenced
aircraft noise impact study for the Phase 2 Access Plan (Reference 1).
AIRCRAFT NOISE CONTOURS
In 1988, an exterior aircraft noise monitoring effort was conducted throughout the City of
Tustin by the John Wayne Airport Noise Abatement Office and by J. J. Van Houten and
Associates, Inc. (Reference -1). Aircraft -generated single event noise exposure levels
(SENEL's) were measured at twelve locations in Tustin over a five month period.
As a result of this effort, noise contours were developed for John Wayne Airport as they
impact the City of Tustin. Although the shape of the contours does not change (since
flight tracks are fixed), the value of the noise contours does change with different levels of
operations at the airport and different mixes of aircraft.
Figure 3 provides the approximate location of the John Wayne Airport noise contours for
1990 based on measurements obtained at monitoring station M7 throughout the year.
Referring to the figure, the community noise equivalent level (CNEL) ranged from 53 to
59 dB in the City of Tustin, with a CNEL of about 55 dB at station M7.
Based on data through the first quarter, the annual average CNEL at station M7 will be
57 dB in 1992. The existing and future Phase 2 contours (based on 1992 data) are
provided in Figure 4. Referring to the figure, it is estimated that in 1992 the aircraft -
generated CNEL will range from 55 to 61 dB. This is well below the City, County, and
State criteria of 65 dB for residential areas.
USE OF QUIETER AIRCRAFT AT JWA
As requested by Councilman Richard Edgar, we have analyzed the correlation between
the increasing use of quieter aircraft at JWA and the change in CNEL within the City of
Tustin. The Federal Aviation Administration (FAA) classifies aircraft into three categories
based on noise levels. In order of decreasing noise levels, there are Stage I, Stage II, and
Stage III aircraft. John Wayne Airport has only permitted Stage III aircraft since the early
1970's.
2
J. J. VAN HOUTEN & ASSOCIATES, Inc.
MY OF TUSI N
Project File 2306-91
The airport has its own classification scheme for passenger aircraft. In order of decreasing
noise level, these are Class A, Class AA, and Class E aircraft. Table 1 provides the
number of each class of aircraft that used the airport between the first quarter of 1991
and the first quarter of 1992. Also provided is the measured average quarterly CNEL at
monitoring station M7. Table 2 provides the same information, but the values have been
normalized to 7,500 aircraft per quarter. In this way, a correlation can be established
between the quarterly CNEL and the mix of aircraft types.
Referring to Table 2 and Figure 5, the percentage of quieter Class E aircraft using John
Wayne Airport has actually been decreasing steadily to about 17% of the aircraft mix.
Referring again to Table 2, the reduction in Class E aircraft was offset by an increase in
the use of the noisier Class A and Class AA aircraft. The result, as indicated in Table 2, is
a higher quarterly CNEL.
If you have any questions, -please contact the undersigned at 714/978-7018.
Very truly yours,
J. J. VAN HOUTEN & ASSOC S. INC.
John J. Van I uten, P.E.
onsulting Engineer in Acoustics
dw:\wp51\reports\230049\23061g92
3
J. J. VAN HOUTEN & ASSOCIATES, Inc.
L. Wieland
pal Engineer
= OF TUSTIN
Project File 2306-91
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Figure 3. Approximate Location of John Wayne Airport
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Figure 4. Approximate Location of John Wayne
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V-4
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J. J. VAN HOUTEN & ASSOCIATES, Inc.
JOHN J. VAN HOUTEN, PE, Principal Consultant
DAVID L. WIELANA Principal Engineer
ROBERT WOO, Senior Engineer
STUART TAY, Associate Engineer
May 12, 1992
CITY OF TUSTIN
1260 EAST KATELLA AVENUE, ANAHEIM, CALIFORNIA 92805
(714) 978-7018 (714) 635-9520 FAX (714) 939-0648
Project File 2306-91
Community Development Department A�
15222 Del Amo Avenue
Tustin, CA 92680 AY 14
Attention: Ms. Rita Westfield
COMMUNITY DEVl01�``
Subject: Review of John Wayne Airport Noise Abatement Program Quarterly
Report, 4th Quarter 1991
Reference: 1. "Data Evaluation and Aircraft Noise Impact Study for the City of
Tustin," -J. J. Van Houten and Associates, Inc., January 8, 1990
2. "Noise Abatement Program Quarterly Report for the Period:
October 1, 1991 through December 31, 1991," John Wayne Airport
Dear Ms. Westfield:
As requested, we have reviewed the referenced quarterly report for the noise abatement
program at John Wayne Airport. The following provides our findings with regard to
airport operations and their impact on the City of Tustin:
1. Referring to Figures 1 and 2, the general trend from 1990 through 1991 was an
increase in aircraft -generated CNEL at remote monitoring station M7. Based
upon data for the 1st through 4th quarters, the average annual CNEL at station
M7 was 57.5 dB for 1991. This is a 2.0 dB increase over the average annual
CNEL of 55.5 dB for 1990. (NOTE: The noise contours for John Wayne Airport
are based on average annual CNEL values measured at each remote monitoring
station.)
2. Referring to Figure 2, there does not appear to be any correlation between the
average number of noise complaints received from the Tustin/Orange area and
the average quarterly aircraft CNEL or the average quarterly number of jet
operations. As indicated in the figure, the number of noise complaints was
generally lower in 1991 than in 1990, with the notable exception of the third
quarter of 1991, even though the number of flights had not increased. Referring to
1
both Table 2 and Figure 2, the decrease in complaints also does not correlate
with the higher percentage of noisier aircraft (Class A and AA) landing at the
airport in 1991.
3. As indicated in Item 1, above, the annual average CNEL measured at station M7
was 57.5 dB based on information for 1991. This is slightly less than the 58 dB
that was estimated for the station in the referenced aircraft noise impact study for
the Phase 2 Access Plan (Reference 1).
AIRCRAFT NOISE CONTOURS
In 1988, an exterior aircraft noise monitoring effort was conducted throughout the City of
Tustin by the John Wayne Airport Noise Abatement Office and by J. J. Van Houten and
Associates, Inc. (Reference -1). Aircraft -generated single event noise exposure levels
(SENEL's) were measured at twelve locations in Tustin over a five month period.
As a result of this effort, noise contours were developed for John Wayne Airport as they
impact the City of Tustin. Although the shape of the contours does not change (since
flight tracks are fixed), the value of the noise contours does change with different levels of
operations at the airport and different mixes of aircraft.
Figure 3 provides the approximate location of the John Wayne Airport noise contours for
1990 based on measurements obtained at monitoring station M7 throughout the year.
Referring to the figure, the community noise equivalent level (CNEL) ranged from 53 to
59 dB in the City of Tustin, with a CNEL of about 55 dB at station M7.
Based on data through all four quarters, the annual average CNEL at station M7 was 57.5
dB in 1991. The existing and future Phase 2 contours (based on 1991 data) are provided
in Figure 4. Referring to the figure, it is estimated that in 1991 the aircraft -generated
CNEL ranged from 55 to 61 dB. This is well below the City, County, and State criteria of
65 dB for residential areas.
USE OF QUIETER AIRCRAFT AT JWA
As requested by Councilman Richard Edgar, we have analyzed the correlation between
the increasing use of quieter aircraft at JWA and the change in CNEL within the City of
Tustin. The Federal Aviation Administration (FAA) classifies aircraft into three categories
based on noise levels. In order of decreasing noise levels, there are Stage I, Stage H, and
Stage III aircraft. John Wayne Airport has only permitted Stage III aircraft since the early
1970's.
2
J. J. VAN HOUTEN & ASSOCIATES, Inc.
CTIY OF TUMN
Project File 2306-91
The airport has its own classification scheme for passenger aircraft. In order of decreasing
noise level, these are Class A,, Class AA, and Class E aircraft. Table 1 provides the
number of each class of aircraft that used the airport between the first quarter of 1990
and the fourth quarter of 1991. Also provided is the measured average quarterly CNEL at
monitoring station M7. Table 2 provides the same information, but the values have been
normalized to 7,326 aircraft per quarter. In this way, a correlation can be established
between the quarterly CNEL and the mix of aircraft types.
Referring to Table 2 and Figure 5, the percentage of quieter Class E aircraft using John
Wayne Airport has actually decreased significantly since the third quarter of 1990 (from
about 33% of aircraft mix to about 17%). This is the time period during which the Phase
2 Access Plan was implemented. Referring again to Table 2, the reduction in Class E
aircraft was offset by an increase in the use of the noisier Class AA aircraft. The result, as
indicated in Table 2, is a higher quarterly CNEL.
If you have any questions, please contact the undersigned at 714/978-7018.
Very truly yours,
J. J. VAN HOUTEN & ASSOC IA S, INC.
1-1 4
. keo%--
ohn J. V outen, P.E. David L. Wieland
Consultin ngineer in Acoustics Principal Engineer
dw:\wp51\reports\230049\23064891
3
J. J. VAN HOUTEN & ASSOCIATES, Inc.
CM OF TUSnN
Project File 2306-91
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Figure 4. Approximate Location of John Wayne Airport
Noise Contours, 1991
///////////////%
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