![]() ![]() ![]() However, due to the passage of the Federal Airport Noise and Capacity Act (ANCA) of 1990, restricting Stage 2 aircraft earlier than the FAA-established deadline became substantially more difficult. The Port Authority, prior to the FAA’s order that all aircraft be Stage 3, had restricted additional Stage 2 aircraft during night time hours, and had sought to advance the FAA timetable for Stage 3 aircraft at its airports. Since 1992, ANOMS has been used to prepare monthly flight track data for airlines, community groups, FAA personnel, and aircraft associations to assist in identifying aircraft by defining their operational characteristics in order to resolve aircraft noise issues at our airports. The radar data contains each aircraft’s position in space and its accompanying identification information, such as flight number, aircraft type, origin, and destination. The two primary data sources for ANOMS are aircraft radar data and noise monitoring data from the Port Authority’s noise monitors. ![]() In 1992, the Aircraft Noise and Operations Management System (ANOMS) system for the three major airports was upgraded with flight track capability. In 1985, the Port Authority prohibited the use of older Stage 1 aircraft at the three major commercial airports, and in 1989, banned the scheduling of additional flights using marginally improved Stage 2 aircraft during nighttime hours. A central location at each airport received noise-monitoring data and an airport operations agent manually matched a specific noise event with a flight.Ībsent national or international regulations on jet noise emissions, the Port Authority’s departure noise limit led to the development of quieter jet engine technology, noise abatement procedures including power cutbacks, and noise abatement flight tracks. It consisted of 11 permanent noise monitoring units located in the nearest residential community extending from each runway’s centerline. To monitor compliance with the departure noise limit, the Port Authority installed the world’s first aircraft noise monitoring system. In 1986, the Port Authority reached an agreement with airlines operating at JFK that levied a $250 penalty against any airline that exceeded the noise departure limit of 112 PNdB (perceived noise decibel levels). The basis for the rule was a noise evaluation study that the Port Authority had initiated, which pioneered scientific research on how human beings perceive aircraft noise. ![]() The Port Authority’s first program to mitigate aircraft engine noise took place as the jet age was still dawning, when the agency established a departure noise limit known as the 112 Perceived Noise Decibel (PNdB) rule. Mitigation programs are designed to reduce the impact of existing noise on people living near the airports. Abatement programs are defined as those that address a reduction in the noise source. Kennedy International (JFK), Newark Liberty International (EWR), LaGuardia (LGA), Stewart International (SWF), and Teterboro (TEB) airports, implemented a series of aircraft noise abatement programs and numerous noise mitigation programs. Beginning in 1959, the Port Authority of NY & NJ, which operates John F. ![]()
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