Noise Program Milestones
NAPLES MUNICIPAL AIRPORT NOISE PROGRAM CHRONOLOGY
General Airport Background
1942 Construction of airport begins on land jointly purchased by the City of Naples and Collier County. The City and County lease the airport to the federal government during World War II for use as a military airport.
1943 Naples Airdrome opens as an Army Air Corps base.
1948 Federal government returns airport to City and County.
1958 City purchases County’s interest to take complete ownership of the airport.
1969 A special act of the Florida legislature, the “City of Naples Airport Authority Act,” establishes the Naples Airport Authority (NAA), and transfers operation of the airport to the NAA under a 99-year lease.
Major Noise-Related Milestones
1978, 1979, 1983 First documented publication of noise abatement procedures in 1978 in Resolution 47 (amended in December 1979 by Resolution 59 and in May 1983 by Resolution 77), including the following primary elements:
- Recommended use of National Business Aircraft Association (NBAA – now National Business Aviation Association) close-in noise abatement departure procedure (NADP), and Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) landing procedures.
- 1,000′ minimum altitude over the City of Naples, except on landing or departure (helicopters and Mosquito Control exempted).
- 1,500′ turbine-powered aircraft pattern altitude, 1,000′ piston-powered aircraft pattern altitude, light aircraft 800′ pattern altitude.
- Noise abatement flight paths – straight out on Runway 4 (now named Runway 5), left turn on Runways 13 and 22 (now 14 and 23), and right turn on Runway 31 (now 32).
- Noise abatement flight patterns – right-hand traffic on Runways 4 and 31 (now 5 and 32), left-hand traffic on Runways 13 and 22 (now 14 and 23).
- Request for minimized use of reverse thrust.
- Prohibition of non-emergency maintenance run-ups between 11 p.m. and 7 a.m.
February 1987 NAA completes first formal noise study under Federal Aviation Regulation (FAR) Part 150, “Airport Noise Compatibility Planning,” as codified under Title 14 of the Code of Federal Regulations (14 CFR Part 150); see www.faa.gov/airports/environmental/airport_noise/.
August 1988 Federal Aviation Administration (FAA) finds the 1987 and 1992 Noise Exposure Maps (NEMs) in compliance with applicable requirements of 14 CFR Part 150.
February 1989 FAA publishes Record of Approval (ROA) for Part 150 Noise Compatibility Program (NCP), which approves the addition of the following major elements to the noise program:
- Preferential use of Runway 4/22 (now 5/23), including maximized use of Runway 4 (now 5) for departures and Runway 22 (now 23) for arrivals.
- City and County adopt airport overlay zoning ordinances within 65 decibel (dB) Day-Night Average Sound Level (DNL)
May 1996 NAA adopts the following new and revised noise abatement measures:
- Mandatory night (10 p.m. – 7 a.m.) curfew on non-emergency Stage 1 jet operations.
- Voluntary night (10 p.m. – 7 a.m.) curfew on non-emergency Stage 2 and 3 jet operations.
- Mandatory nighttime prohibition of non-emergency maintenance run-ups extended by two hours to run between 10 p.m. and 7 a.m. (from prior 11 p.m. to 6 a.m.)
February 1997 NAA submits Part 150 NEM and NCP updates to FAA.
April 1997 FAA finds the 1996 and 2001 NEMs in compliance with requirements of 14 CFR Part 150.
September 1997 FAA publishes ROA for the revised Part 150 NCP, which adds or revises the following major noise program elements:
- Noise abatement flight paths –Runway 4 (now 5) revised from straight out to left turn over Airport-Pulling Rd., Runway 22 (now 23) revised from left turn to right turn over 5th Ave.
- Mandatory nighttime (10 p.m. – 7 a.m.) ban on non-emergency Stage 1 jet operations (represents FAA approval of previous NAA action in May 1996).
- Voluntary Helicopter departure procedures, including common midfield departure areas, to maximize altitude when crossing airport boundary.
- NAA, City, and County adoption of 60 dB DNL for zoning and land use planning.
January 1998 NAA Noise Compatibility Committee (NCC) recommends that the NAA adopt a 24-hour ban on non-emergency Stage 1 jet operations.
February 1998 NAA submits second Part 150 NEM and NCP update to FAA; proposes 24-hour Stage 1 jet ban.
September 1998 FAA finds the 1998 and 2003 NEMs in compliance with requirements of 14 CFR Part 150.
March 1999 FAA publishes ROA approving 24-hour ban on Stage 1 jet operations; NAA implements ban.
May 1999 NCC recommends that the NAA adopt a 24-hour ban on non-emergency Stage 2 jet operations.
January 2000 NAA authorizes commencement of Part 161 analysis of Stage 2 ban and alternatives.
June 2000 NAA submits Part 161 Study to FAA.
November 2000 NAA adopts by resolution the proposed 24-hour ban on all Stage 2 jet aircraft operations, with the exception of air ambulance and emergency operations.
November 2000 NAA submits 2000 and 2005 NEM update to FAA.
December 2000 FAA finds the 2000 and 2005 NEMs in compliance with requirements of 14 CFR Part 150.
January 2001 NAA adopts Resolution 2000-8 implementing 24-hour Stage 2 jet ban.
August 2001 NAA completes supplemental analysis to the Part 161 Study.
October 2001 FAA approves the Part 161 Study but alleges Stage 2 ban violates grant assurance that “the airport will be available for public use on reasonable conditions and without unjust discrimination” and begins Notice of Investigation under CFR Part 16.
March 2002 The NAA begins enforcement of the Stage 2 jet ban
March 2003 FAA finds Stage 2 ban is “unreasonable, unjustly discriminatory, and preempted by federal law,” and suspends NAA’s eligibility for federal grants under the Airport improvement Program (AIP). NAA appeals FAA decision.
June 2005 U.S. Court of Appeals for the District of Columbia Circuit overturns FAA decision and retroactively restores NAA’s eligibility for AIP grant funds.
February 2008 NAA initiates Part 150 update process and establishes Technical Advisory Committee (TAC) to report to NCC.
September 2010 NAA submits 2010 and 2015 NEM update to FAA. Part 150 study process finds there is no basis for modifying existing NCP, since no measures have been identified in study process that offer improved opportunity for noise compatibility.
October 2010 NCC recommends that NAA terminate the Part 150 study; NAA votes to terminate Part 150 update and to focus remaining study resources on improving the effectiveness of existing, FAA-approved noise abatement measures, and on pursuing formal instrument procedures that will guide aircraft along preferred corridors at the highest feasible altitudes.
November 2010 FAA finds the 2010 and 2015 NEMs in compliance with requirements of 14 CFR Part 150. NAA ratifies termination of the Part 150 TAC.
January 2011 NCC develops “Action Plan” concept to implement NAA recommendation to focus efforts on implementation and effectiveness of the existing, FAA-approved noise program.
2011-2012 NCC Annual Report (see FY 2012-2013 NCC Annual Report below)