14698 Federal Register / Vol. 60, No. 53 / Monday, March 20, 1995 / Proposed Rules

have less than 35 employees and educational

institutions that are not State or publicly

supported and have less than 35 employees

will reduce the impact on small entities. At

the same time, these reduced annual fees are

consistent with the objectives of OBRA–90.

Thus, the revised fees for small entities

maintain a balance between the objectives of

OBRA–90 and the RFA. The NRC has used

the methodology and procedures developed

for the FY 1991, FY 1992, FY 1993, and FY

1994 fee rules in this proposed rule except

those noted in Section II, in establishing the

FY 1995 fees. Therefore, the analysis and

conclusions established in the FY 1991, FY

1992, FY 1993, and FY 1994 rules remain

valid for this proposed rule for FY 1995.

[FR Doc. 95–6485 Filed 3–17–95; 8:45 am]

BILLING CODE 7590–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. 123CE, Notice No. SC–23–ACE–

80]

Special Conditions; SIAI Marchetti

Model S211A Airplane

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed special

conditions.

SUMMARY: This notice proposes special

conditions for the SIAI Marchetti

Aircraft Company Model S211A

airplanes. These airplanes will have

novel and unusual design features when

compared to the state of technology

envisaged in the applicable

airworthiness standards. These design

features include performance

characteristics for which the applicable

regulations do not contain adequate or

appropriate airworthiness standards.

This notice contains the additional

airworthiness standards that the

Administrator considers necessary to

establish a level of safety equivalent to

that provided by the current

airworthiness standards.

DATES: Comments must be received on

or before May 19, 1995.

ADDRESSES: Comments on this proposal

may be mailed in duplicate to: Federal

Aviation Administration, Office of the

Assistant Chief Counsel, ACE–7,

Attention: Rules Docket Clerk, Docket

No. 123CE, Room 1558, 601 East 12th

Street, Kansas City, Missouri 64106. All

comments must be marked: Docket No.

123CE. Comments may be inspected in

the Rules Docket weekdays, except

Federal holidays, between 7:30 and 4:00

p.m.

FOR FURTHER INFORMATION CONTACT:

Mike Downs, Aerospace Engineer,

Standards Office (ACE–110), Small

Airplane Directorate, Aircraft

Certification Service, Federal Aviation

Administration, 601 East 12th Street,

Kansas City, Missouri 64106; telephone

(816) 426–5688.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of these

special conditions by submitting such

written data, views, or arguments as

they may desire. Communications

should identify the regulatory docket or

notice number and be submitted in

duplicate to the address specified above.

All communications received on or

before the closing date for comments

specified above will be considered by

the Administrator before taking further

rulemaking action on this proposal.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must include a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. 123CE.’’ The postcard will

be date stamped and returned to the

commenter. The proposals contained in

this notice may be changed in light of

the comments received. All comments

received will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested parties. A report summarizing

each substantive public contact with

FAA personnel concerned with this

rulemaking will be filed in the docket.

Background

On July 9, 1993, the SIAI Marchetti

Aircraft Co., VIA Indipendenza, 2,

21018 Sesto Calende (VA) [ITALY]

made application for acrobatic category

type certification of the model S211A

airplane. The S211A is a two-place

(tendem), all metal, mid-wing

cantilevered, retractable gear,

pressurized, single turbofan engine

airplane with a maximum weight of

6,394 pounds intended for specialized

military operations as a 14 CFR Part 23

airplane in the Acrobatic Category.

Type Certification Basis

Type certification basis of the SIAI

Marchetti Model S211A airplane is as

follows: Federal Aviation Regulations

(14 CFR Part 23), effective February 1,

1965, through amendment 23–44,

effective August 18, 1993; Special

Conditions in lieu of Part 23,

amendment 23–44, as stated in this

document; Equivalent Level of Safety

for §§ 23.562, 23.677(a), 23.777(f)(1),

23.807(b)(5), 23.841 (a) and (b)(6),

23.971 (a) and (b), 23.1182, 23.1557(d);

14 CFR Part 34, effective September 10,

1990; 14 CFR Part 36, effective

December 1, 1969, through amendment

effective on the date of type

certification; exemptions if any; and any

special conditions that may result from

this notice.

Discussion

SIAI Marchetti plans to incorporate

certain novel and unusual design

features into the airplane for which the

airworthiness regulations do not contain

adequate or appropriate safety

standards. These features include

certain performance characteristics

necessary for this type of airplane that

were not envisaged by the existing

regulations.

Special conditions may be issued and

amended, as necessary, as part of the

type certification basis if the

Administrator finds that the

airworthiness standards designated in

accordance with 14 CFR Part 21,

§ 21.17(a)(1) do not contain adequate or

appropriate safety standards because of

novel or unusual design features of an

airplane. Special conditions, as

appropriate, are issued in accordance

with 14 CFR Part 11, § 11.49 after public

notice, as required by §§ 11.28 and

11.29(b), effective October 14, 1980, and

become a part of the type certification

basis, as provided by 14 CFR Part 21,

§ 21.17(a)(2).

Flight

Current standards in 14 CFR Part 23

did not envisage this type of airplane

and the associated performance

capabilities. Based upon the knowledge

and experience gained during

certification and operation of previous

14 CFR Part 23 acrobatic jet airplanes

and other acrobatic airplanes, special

conditions that include selected Joint

Airworthiness Regulations (JAR) 23,

Issue 1, dated March 11, 1994, are

proposed instead of selected

performance requirements of subpart B

of part 23.

Operating Limitations and Information

Current standards in part 23 did not

envisage this type of airplane and the

associated performance.

To maintain a level of safety

consistent with other acrobatic category

and jet powered airplanes, special

conditions that include selected JAR 23,

Issue 1, dated March 11, 1994, are

proposed instead of the flight manual

requirements of subpart G of Part 23.

Conclusion

In view of the design features and

operational envelope discussed for the
Federal Register / Vol. 60, No. 53 / Monday, March 20, 1995 / Proposed Rules 14699

Model S211A airplane, the following

special conditions are proposed. This

action is not a rule of general

applicability and affects only the model

of airplane identified in these proposed

special conditions.

List of Subjects in 14 CFR Part 23

Aircraft, Aviation safety, Signs and

symbols.

Citation

The authority citation for these

special conditions is as follows:

Authority: Secs. 313(a), 601 and 603 of the

Federal Aviation Act of 1958; as amended (49

U.S.C. 1354(a), 1421, and 1423), 49 U.S.C.

106(g); 14 CFR 21.16 ad 21.17; and 14 CFR

11.28 and 11.29(b).

The Proposed Special Conditions

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes the following

special conditions as part of the type

certification basis for the SIAI Marchetti

Model S211A airplane.

1. Flight

Instead of compliance with the

sections listed below contained in

subpart b of part 23, the following

sections apply:

SC23.45 Performance—General.

(a) The performance requirements of this

subpart must be met for: Still air; and

Ambient atmospheric conditions.

(b) Unless otherwise prescribed,

performance data must be provided over not

less than the following ranges of conditions:

(1) Airport altitude from sea level to 10,000

feet; and

(2) Temperature from standard to 30°C

above standard, or the maximum ambient

atmospheric temperature at which

compliance with the cooling provisions 14

CFR Part 23, §§ 23.1041 to 23.1045 is shown,

if lower.

(c) Performance data must be determined

with the means for controlling the engine

cooling air supply in the position used in the

cooling tests required by §§ 23.1041 to

23.1045.

(d) The available propulsive thrust must

correspond to engine thrust not exceeding

the approved thrust, less:

(1) Installation losses; and

(2) The equivalent thrust absorbed by the

accessories and services appropriate to the

particular flight condition.

(e) The performance as affected by engine

thrust must be based on a relative humidity

of—

(1) 80 percent at and below standard

temperature; and

(2) 34 percent at and above standard

temperature plus 50°F. Between the two

temperatures the relative humidity must vary

linearly.

(f) Unless otherwise prescribed in

determining the takeoff and landing

distances, changes in the airplane’s

configuration, speed and thrust must be

made in accordance with procedures

established by the applicant for operation in

service. The procedures must be able to be

executed consistently by pilots of average

skill in atmospheric conditions reasonably

expected to be encountered in service.

(g) The takeoff and landing distances must

be determined on a smooth dry hard-surfaced

runway. The effect on these distances of

operation on other types of surface (for

example, grass, gravel) when dry, may be

derived and these surfaces listed under

SC23.1583(o).

SC23.51 Takeoff speeds.

(a) The rotation speed VR, is the speed at

which the pilot makes a control input with

the intention of lifting the airplane out of

contact with the runway. VR must not be less

than VSl.

(b) The speed at 50 feet must not be less

than the highest of—

(1) A speed that is shown to be safe under

all reasonably expected conditions, including

turbulence and complete engine failure; or

(2) 1.20 VSl

SC23.53 Takeoff distance.

(a) The takeoff distance must be

determined in accordance with subparagraph

(b), using speeds determined in accordance

with SC23.51 (a) and (b).

(b) The distance required to takeoff and

climb to a height of 50 feet above the takeoff

surface must be determined for each weight,

altitude an temperature within the

operational limits established for takeoff

with—

(1) Takeoff thrust;

(2) Wing flaps in the takeoff position(s);

and

(3) Landing gear extended.

SC23.63 Climb: General.

(a) Compliance with the requirements of

SC23.65, SC23.69, and SC23.77 must be

shown:

(1) Out of ground effect; and

(2) At speeds that are not less than those

at which compliance with the powerplant

cooling requirements of §§ 23.1041 to

23.1045 have been demonstrated.

(b) Compliance must be shown, at weights,

as a function of airport altitude and ambient

temperature, within the operational limits

established for takeoff and landing

respectively, with—

(1) SC23.65 for takeoff; and

(2) SC23.77 for landing.

SC23.65 Climb: All engines operating.

The airplane must have a steady gradient

of climb after takeoff of at least 4 percent

with—

(a) Takeoff thrust;

(b) Landing gear extended except that, if

the landing gear can be retracted in not more

than 7 seconds, it may be assumed to be

retracted;

(c) Wing flaps in the takeoff position(s);

and

(d) A climb speed not less than 1.2 VS1.

SC23.69 Enroute climb/descent.

(a) All engines operating.

The steady gradient and rate of climb must

be determined at each weight, altitude and

ambient temperature within the operational

limits established by the applicant with—

(1) Not more than maximum continuous

thrust;

(2) Landing gear retracted;

(3) Wing flaps retracted; and

(4) Climb speed not less than 1.3 VS1.

SC23.71 Glide (Single Engine Airplanes).

The maximum horizontal distance traveled

in still air, in nautical miles per 1,000 feet

of altitude lost in a glide, and the speed

necessary to achieve this, must be

determined with the engine inoperative and

with the landing gear and wing flaps in the

most favorable position available.

SC23.73 Reference landing approach speed.

The reference landing approach speed,

VREF, must not be less than 1.3 VSO.

SC23.75 Landing distance.

The horizontal distance necessary to land

and come to a complete stop from a point 50

feet above the landing surface must be

determined, for standard temperatures at

each weight and altitude within the

operational limits established for landing, as

follows:

(a) A steady approach at not less than VREF

must be maintained down to the 50-foot

height and

(1) The steady approach must be at a

gradient or descent not greater than 5.2

percent (3 degrees) down to the 50-foot

height; and

(2) In addition, an applicant may

demonstrate by tests that a maximum steady

approach gradient, steeper than 5.2 percent,

down to the 50-foot height is safe. The

gradient must be established as an operating

limitation and the information necessary to

display the gradient must be available to the

pilot by an appropriate instrument.

(b) A constant configuration must be

maintained throughout the maneuver.

(c) The landing must be made without

excessive vertical acceleration or tendency to

bounce, nose-over, ground loop, or porpoise.

(d) It must be shown that a safe transition

to the balked landing conditions of SC23.77

can be made from the conditions that exist

at the 50-foot height, at maximum landing

weight or the maximum landing weight for

latitude and temperature of SC23.63(b)(2), as

appropriate.

(e) The brakes must not be used so as to

cause excessive wear of brakes or tires.

(f) Retardation means other than wheel

brakes may be used if that means—

(1) Is safe and reliable;

(2) Is used so that consistent results can be

expected in service

SC23.77 Balked landing.

The steady gradient of climb must not be

less than 2.5 percent with—

(a) Not more than the thrust that is

available 8 seconds after initiation of

movement of the thrust controls from the

minimum flight idle position;

(b) The landing gear extended;

(c) The wing flaps in the landing position;

and
14700 Federal Register / Vol. 60, No. 53 / Monday, March 20, 1995 / Proposed Rules

(d) A climb speed equal to VREF, as defined

in SC23.73.

2. Operating Limitations and

Information

Instead of compliance with the

sections listed below contained in

subpart G of part 23, the following

sections apply:

Airplane Flight Manual

SC23.1581 General.

(a) An FAA-Approved Airplane Flight

Manual must be furnished with each airplane

and it must contain the following:

(1) Information required by SC23.1583

through SC23.1589.

(2) Other information that is necessary for

safe operation because of design, operating or

handling characteristics.

(3) Further information necessary to

comply with the relevant operating rules.

(b) Each part of the Airplane Flight Manual

containing information prescribed in

SC23.1583 through SC23.1589 must be

approved, segregated, identified, and clearly

distinguished from each unapproved part of

that Airplane Flight Manual.

(c) The units used in the Airplane Flight

Manual must be the same as those marked on

the appropriate instruments and placards.

(d) All Airplane Flight Manual operational

airspeeds must, unless otherwise stated, be

presented as indicated airspeeds.

(e) Provisions must be made for stowing

the Airplane Flight Manual in a suitable

fixed container that is readily accessible to

the pilot.

(f) Each Airplane Flight Manual must

contain a means for recording the

incorporation of revisions and/or

amendments.

SC23.1583 Operating limitations.

The Airplane Flight Manual must contain

operating limitations determined under the

applicable regulations, including the

following:

(a) Airspeed limitations.

(1) Information necessary for the marking

of the airspeed limits on the indicator as

required in § 23.1545, and the significance of

each of those limits and of the color coding

used on the indicator.

(2) The speeds VO, VLE, and VLO and their

significance.

(b) Powerplant limitations.

(1) Limitations required by § 23.1521.

(2) Explanation of the limitations, when

appropriate.

(3) Information necessary for marking the

instruments required by §§ 23.1549 through

23.1553.

(c) Weight.

(1) The maximum weight; and

(2) The maximum landing weight, if the

design landing weight selected by the

applicant is less than the maximum weight.

(3) The maximum takeoff weight for each

airport altitude and ambient temperature

within the range selected by the applicant

not exceeding the weight at which the

airplane complies with the climb

requirements of SC23.63(b)(1).

(4) The maximum landing weight for each

airport altitude and ambient temperature

within the range selected by the applicant

not exceeding the weight at which the

airplane complies with the climb

requirements of SC23.63(b)(2).

(5) The maximum zero fuel weight, where

relevant.

(d) Center of gravity. The established center

of gravity limits.

(e) Maneuvers. The following authorized

maneuvers, appropriate airspeed limitations,

and unauthorized maneuvers, as prescribed

in this section:

(1) A list of approved acrobatic flight

maneuvers demonstrated in the type flight

tests, together with recommended entry

speeds and any other associated limitations.

(2) Spin recovery procedure established to

show compliance with § 23.221.

(f) Maneuver load factor. The positive and

negative limit load factors in g’s.

(g) Minimum flight crew. The number and

functions of the minimum flight crew

determined under § 23.1523.

(h) Kinds of operation. A list of the kinds

of operation to which the airplane is limited

or from which it is prohibited under

§ 23.1525, and also a list of installed

equipment that affects any operating

limitation and identification as to the

equipment’s required operational status for

the kinds of operation for which approval has

been granted.

(i) Maximum operating altitude. The

maximum altitude established under

§ 23.1527.

(j) Allowable lateral fuel loading. The

maximum allowable lateral fuel loading

differential, if less than the maximum

possible.

(k) Baggage cargo loading. The following

information for each baggage and cargo

compartment or zone:

(1) The maximum allowable load; and

(2) The maximum intensity of loading.

(l) Systems. Any limitations on the use of

airplane systems and equipment.

(m) Ambient temperatures. Where

appropriate, maximum and minimum

ambient air temperatures for operation.

(n) Smoking. Any restrictions on smoking

in the airplane.

(o) Types of surface. A statement of the

types of surface on which operations may be

conducted must be provided.

SC23.1585 Operating procedures.

Information concerning normal, abnormal

(if applicable) and emergency procedures,

and other pertinent information necessary for

safe operation and the achievement of the

scheduled performance, must be furnished,

including:

(a) An explanation of significant or

unusual flight or ground handling

characteristics.

(b) The maximum demonstrated values of

crosswind for takeoff and landing and

procedures and information pertinent to

operations in crosswinds.

(c) Procedures, speeds, and

configuration(s) for making a normal takeoff

in accordance with SC23.51 and SC23.53 and

the subsequent climb in accordance with

SC23.65 and SC26.59.

(d) Procedures for abandoning a takeoff

due to engine failure or other cause.

(e) A recommended speed for flight in

rough air. This speed must be chosen to

protect against the occurrence, as a result of

gusts, of structural damage to the airplane

and loss of control (for example, stalling).

(f) Procedures, speeds, and configuration(s)

for making a normal approach and landing in

accordance with SC23.73 and SC23.75 and a

transition to the balked landing condition.

(g) Procedures for restarting the engine in

flight, including the effects of altitude.

(h) The procedures, speeds and

configurations for a glide following engine

failure in accordance with SC23.71 and the

subsequent forced landing, must be

furnished.

(i) For each airplane showing compliance

with § 23.1353 (g)(2) or (g)(3), the operating

procedures for disconnecting the battery from

its charging source must be furnished.

(j) Information on the total quantity of

usable fuel for each fuel tank and the effect

on the unusable fuel quantity as a result of

a failure of any pump, must be furnished.

(k) Procedures for the safe operation of the

airplane’s systems and equipment, both in

normal use and in the event of malfunction,

must be furnished.

SC23.1587 Performance information.

Unless otherwise prescribed, the following

information must be furnished over the

altitude and temperature ranges required by

SC23.45(b):

(a) The stalling speeds VSO, and VS1 with

the landing gear and wing flaps retracted,

determined at maximum weight under

§ 23.49 and the effect on these stalling speeds

of angles of bank up to 60 degrees.

(b) The takeoff distance, determined under

SC23.53 and the type of runway surface for

which it is valid.

(c) The steady rate and gradient of climb

with all engines operating, determined under

SC23.69(a).

(d) The landing distance, determined

under SC23.75, and the type of runway

surface for which it is valid.

(e) The effect on takeoff and landing

distances of operation on other than smooth

hard surfaces, when dry, determined under

SC23.45(g).

(f) The effect on takeoff and landing

distances or runway slope and 50 percent of

the headwind component and 150 percent of

the tailwind component.

(g) The steady gradient of climb/descent,

determined under SC23.66.

(h) The glide performance determined

under SC23.71.

SC23.1589 Loading information.

The following loading information must be

furnished:

(a) The weight and location of each item

of equipment that can easily be removed,

relocated, or replaced and that is installed

when the airplane was weighed under

§ 23.25.

(b) Appropriate loading instructions for

each possible loading condition between the

maximum and minimum weights established

under § 23.25, to facilitate the center of

gravity remaining within the limits

established under § 23.23.
Federal Register / Vol. 60, No. 53 / Monday, March 20, 1995 / Proposed Rules 14701

Issued in Kansas City, Missouri on March

7, 1995.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 95–6688 Filed 3–17–95; 8:45 am]

BILLING CODE 4910–13–M

14 CFR Part 150

[Docket No. 28149]

Policy on Approval and Funding of

Part 150 Program Noise Mitigation

Measures

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Proposed policy; request for

comment.

SUMMARY: This notice requests

comments on a proposed change in the

Federal Aviation Administration’s

(FAA) policy concerning approval and

eligibility for Federal funding of certain

noise mitigation measures. The

proposed policy would increase the

incentives for airport operators to

prevent the development of new

noncompatible land uses around

airports and assure the most cost

effective use of Federal funds spent on

land use measures. The revised policy

would more clearly distinguish between

measures that are appropriate for

application to existing noncompatible

development and measures that are

appropriate for application to new

noncompatible development. This

differentiation between the use of

remedial measures for existing

noncompatible development and

preventive measures for new

noncompatible development is

necessary for the FAA to determine the

appropriate approval or disapproval of

actions on proposed land use measures

in an airport’s noise compatibility

program.

DATES: Comments must be received on

or before April 19, 1995.

ADDRESSES: Comments on this notice

should be mailed, in triplicate, to the

Federal Aviation Administration (FAA),

Office of Chief Counsel, Attn.: Rules

Docket (AGC–10), Docket No. 28149,

800 Independence Avenue SW., Room

915G, Washington, DC 20591.

Comments may be inspected in Room

915G between 8:30 a.m. and 5:00 p.m.,

weekdays, except Federal holidays.

Commenters who wish the FAA to

acknowledge the receipt of their

comments must submit with their

comments a pre-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. 28149.’’ The postcard will be

date-stamped by the FAA and returned

to the commenter.

FOR FURTHER INFORMATION CONTACT:

Mr. William W. Albee, Policy and

Regulatory Division (AEE–300), Office

of Environment and Energy, FAA, 800

Independence Avenue SW.,

Washington, DC 20591; telephone (202)

267–3553, facsimile (202) 267–5594.

SUPPLEMENTARY INFORMATION:

Background

The Airport Noise Compatibility

Planning Program (14 CFR part 150,

hereinafter referred to as part 150 or the

part 150 program) was established

under the Aviation Safety and Noise

Abatement Act of 1979 (49 U.S.C. 47501

through 47509, hereinafter referred to as

ASNA). The part 150 program allows

airport operators to submit noise

exposure maps and a noise

compatibility program to the FAA

voluntarily. According to the ASNA, a

noise compatibility program sets forth

the measures that an airport operator

has taken or has proposed for the

reduction of existing noncompatible

land uses and the prevention of

additional noncompatible land uses

within the area covered by noise

exposure maps.

The ASNA embodies strong concepts

of local initiative and flexibility. The

submission of noise exposure maps and

a noise compatibility program is left to

the discretion of local airport operators.

Airport operators may also choose to

submit noise exposure maps without

preparing and submitting a noise

compatibility program. The types of

measures that airport operators may

include in a noise compatibility

program are not limited by the ASNA,

allowing airport operators substantial

latitude to submit a broad array of

measures—including innovative

measures—that respond to local needs

and circumstances.

The criteria for approval or

disapproval of measures submitted in a

part 150 program are set forth in the

ASNA. The ASNA directs the Federal

approval of a noise compatibility

program, except for measures relating to

flight procedures: (1) If the program

measures do not create an undue burden

on interstate or foreign commerce; (2) if

the program measures are reasonably

consistent with the goal of reducing

existing noncompatible land uses and

preventing the introduction of

additional noncompatible land uses;

and (3) if the program provides for its

revision if necessitated by the

submission of a revised noise exposure

map. Failure to approve or disapprove

a noise compatibility program within

180 days, except for measures relating to

flight procedures, is deemed to be an

approval under the ASNA. Finally, the

ASNA sets forth broad eligibility

criteria, consistent with the ASNA’s

overall deference to local initiative and

flexibility. The FAA is authorized, but

not obligated, to fund projects via the

Airport Improvement Program (AIP) to

carry out measures in a noise

compatibility program that are not

disapproved by the FAA.

In establishing this new program,

which became embodied in FAR part

150, the ASNA did not change the legal

authority of state and local governments

to control the uses of land within their

jurisdictions. Public controls on the use

of land are commonly exercised by

zoning. Zoning is a power reserved to

the states under the U.S. Constitution. It

is an exercise of the police powers of the

states that designates the uses permitted

on each parcel of land. This power is

usually delegated in state enabling

legislation to local levels of government.

Neither the FAA nor any other agency

of the Federal government has zoning

authority.

Many local land use control

authorities (cities, counties, etc.) have

not adopted zoning ordinances or other

controls to prevent noncompatible

development (primarily residential)

within the noise impact areas of

airports. An airport’s noise impact area,

identified within noise contours on a

noise exposure map, may extend over a

number of different local jurisdictions

that individually control land uses. For

example, at five airports recently

studied, noise contours overlaid

portions of from two to twenty-five

different jurisdictions.

While airport operators have included

measures in noise compatibility

programs submitted under part 150 to

prevent the development of new

noncompatible land uses through

zoning and other controls under the

authorities of appropriate local

jurisdictions, success in implementing

these measures has been mixed. A study

performed under contract to the FAA,

completed in January 1994, evaluated

sixteen airport case studies for the

implementation of land use control

measures. This study found that of the

sixteen airports, six locations have

implemented the recommended zoning

measures, seven locations have not

implemented the recommended zoning

measures, and three are in the process

of implementation.

Another recent independent study

evaluated ten airports that have FAA

approved part 150 programs in place

and found that four locations have