Federal Aviation Administration, DOT

Pt. 150, App. A

*The designations contained in this table do not constitute a Federal determination that any use of land covered by the program is acceptable or unacceptable under Federal, State, or local law. The responsibility for determining the acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with the local authorities.
FAA determinations under part 150 are not intended to substitute federally determined land uses for those determined to be appropriate by local authorities in response to locally determined needs and values in achieving noise compatible land uses.
KEY TO TABLE 1
SLUCM = Standard Land Use Coding Manual.
Y (Yes) = Land Use and related structures compatible without restrictions.
N (No) = Land Use and related structures are not compatible and should be prohibited.
NLR = Noise Level Reduction (outdoor to indoor) to be achieved through incorporation of noise attenuation into the design and
construction of the structure.
25, 30, or 35 = Land use and related structures generally compatible; measures to achieve NLR of 25, 30, or 35 dB must be
incorporated into design and construction of structure.
NOTES FOR TABLE 1
(1) Where the community determines that residential or school uses must be allowed, measures to achieve outdoor to indoor
Noise Level Reduction (NLR) of at least 25 dB and 30 dB should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide a NLR of 20 dB, thus, the reduction requirements
are often stated as 5, 10 or 15 dB over standard construction and normally assume mechanical ventilation and closed windows
year round. However, the use of NLR criteria will not eliminate outdoor noise problems.
(2) Measures to achieve NLR 25 dB must be incorporated into the design and construction of portions of these buildings
where the public is received, office areas, noise sensitive areas or where the normal noise level is low.
(3) Measures to achieve NLR of 30 dB must be incorporated into the design and construction of portions of these buildings
where the public is received, office areas, noise sensitive areas or where the normal noise level is low.
(4) Measures to achieve NLR 35 dB must be incorporated into the design and construction of portions of these buildings
where the public is received, office areas, noise sensitive areas or where the normal level is low.
(5) Land use compatible provided special sound reinforcement systems are installed.
(6) Residential buildings require an NLR of 25.
(7) Residential buildings require an NLR of 30.
(8) Residential buildings not permitted.

Sec. A150.103

Use of computer prediction
model.

(a) The airport operator shall acquire the
aviation operations data necessary to develop noise exposure contours using an FAA
approved methodology or computer program,
such as the Integrated Noise Model (INM) for
airports or the Heliport Noise Model (HNM)
for heliports. In considering approval of a
methodology or computer program, key factors include the demonstrated capability to
produce the required output and the public
availability of the program or methodology
to provide interested parties the opportunity
to substantiate the results.
(b) Except as provided in paragraph (c) of
this section, the following information must
be obtained for input to the calculation of
noise exposure contours:
(1) A map of the airport and its environs at
an adequately detailed scale (not less than 1
inch to 2,000 feet) indicating runway length,
alignments, landing thresholds, takeoff
start-of-roll points, airport boundary, and
flight tracks out to at least 30,000 feet from
the end of each runway.
(2) Airport activity levels and operational
data which will indicate, on an annual average-daily-basis, the number of aircraft, by
type of aircraft, which utilize each flight
track, in both the standard daytime (0700-
2200 hours local) and nighttime (2200-0700
hours local) periods for both landings and
takeoffs.
(3) For landings - glide slopes, glide slope
intercept altitudes, and other pertinent information needed to establish approach profiles along with the engine power levels
needed to fly that approach profile.
(4) For takeoffs - the flight profile which is
the relationship of altitude to distance from

start-of-roll along with the engine power levels needed to fly that takeoff profile; these
data must reflect the use of noise abatement
departure procedures and, if applicable, the
takeoff weight of the aircraft or some proxy
for weight such as stage length.
(5) Existing topographical or airspace restrictions which preclude the utilization of
alternative flight tracks.
(6) The government furnished data depicting aircraft noise characteristics (if not already a part of the computer program-s
stored data bank).
(7) Airport elevation and average temperature.
(c) For heliports, the map scale required by
paragraph (b)(1) of this section shall not be
less than 1 inch to 2,000 feet and shall indicate heliport boundaries, takeoff and landing
pads, and typical flight tracks out to at least
4,000 feet horizontally from the landing pad.
Where these flight tracks cannot be determined, obstructions or other limitations on
flight tracks in and out of the heliport shall
be identified within the map areas out to at
least 4,000 feet horizontally from the landing
pad. For static operation (hover), the helicopter type, the number of daily operations
based on an annual average, and the duration in minutes of the hover operation shall
be identified. The other information required
in paragraph (b) shall be furnished in a form
suitable for input to the HNM or other FAA
approved methodology or computer program.
Sec. A150.105 Identification of public agencies
and planning agencies.
(a) The airport proprietor shall identify
each public agency and planning agency
whose jurisdiction or responsibility is either

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