PAUL SEIDENMAN / SAN FRANCISCO
More US airports are moving to ban noisy business aircraft. Is hushkitting the answer, or is retirement the only solution for older models?
Many US airports could be following the European example and banning or restricting business jets that do not meet Stage 3 noise standards. Already, two high-profile cases concerning total bans on Stage 2 business jets are pending in the USA. They involve Naples Municipal Airport in Florida, which began to enforce its ban in March 2002; and Wyoming's Jackson Hole Airport, which wants to impose a Stage 2 ban.
Under the Airport Noise and Capacity Act (ANCA) of 1990, the USA barred non-Stage 3 aircraft with maximum take-off weights of more than 34,000kg (75,000lb) from its airspace as of 1 January 2000. ANCA exempted most business jets, but allowed airports to restrict or bar non-Stage 3 aircraft under 34,000kg providing certain procedures were followed.
While ANCA "grandfathered" any noise-related restrictions in force before its implementation, any subsequent limits could only be imposed after completion of an extensive noise study by the airport operator. Such "Part 161" studies must be able to prove, to the satisfaction of the Federal Aviation Administration, that bans or restrictions are the only solution to the problem.
"Naples is the leading case of its kind today and its outcome will set a precedent," says Jeff Gilley, manager, airports and ground infrastructure for the National Business Aviation Association (NBAA). "We estimate there are between 10 and 20 airports with pre-ANCA noise rules, and numerous others considering noise reduction measures. Those airports are waiting to see how the issue with Naples is resolved before filing Part 161 studies."
Gilley says both the NBAA and General Aviation Manufacturers Association (GAMA) filed a joint brief with the FAA on the Naples case, which is now going through an appeal and could ultimately be settled by the courts. Should the airport prevail, numerous Stage 2 aircraft could lose airport access over time.
Of the 9,300 aircraft operated by NBAA's 7,300 members, about 4,600 are jets. Of those, about 400 do not meet Stage 3. "The majority of the 400 are older, Rolls-Royce Spey-powered Gulfstreams. They are still valuable assets," Gilley says.
David Kennedy, manager for government and industry affairs for the National Air Transportation Association (NATA), says a major point of contention in the Naples case is the airport's implementation of a 60-DNL (day/night noise level) threshold, instead of the industry-standard 65 DNL. "By imposing 60 DNL, which effectively bans Stage 2 aircraft, Naples increased the noise contour area and violated the FAA's guidelines," he says.
Community complaints
According to the Naples Airport Authority, Stage 2 business jets were banned as a result of community complaints. "About 40% of the complaints were prompted by Stage 2 aircraft, while the rest involved helicopters and low-flying agricultural aircraft," says the authority, stressing that, at the time the ban became effective, only "one or two" Stage 2 aircraft were based at the airport.
The number of Stage 2 flights at Naples was also relatively small. In 1999, the year the airport carried out its Part 161 study, Stage 2 business jets accounted for 832 day and 29 night operations. In contrast, there were 12,987 day and 504 night Stage 3 operations. Non-jet aircraft accounted for 109,690 day and 3,073 night operations.
In August, the FAA's airports administrator upheld the agency's decision to withhold $1 million in Airport Improvement Programme (AIP) grant money, arguing that the Naples ban was inconsistent with the authority's obligation to make the airport available for public use on "reasonable terms to all types, kinds, and classes of aeronautical activities". Naples is deciding whether to appeal against that decision.
While the Naples case continues, Jackson Hole Airport may become a similar flashpoint for Stage 2 business jet operations. Airport manager George Larson says the location, mostly within Grand Teton National Park, has much to do with the decision to keep Stage 2 jets away. "Jackson Hole Airport is the only one in the lower 48 states that is almost totally contained within a national park," he says. "For this reason, the airport board entered into an agreement with the US Department of Interior in 1983, mandating that the airport 'draw upon any available technology' that would lower noise in the park. One of these technologies is Stage 3 aircraft."
Despite this agreement, which the airport argues satisfies ANCA's grandfather clause, the FAA insists the airport carry out a Part 161 study or risk losing AIP funds. Larson says the board is fighting back through a proposed amendment to the FAA's funding reauthorisation bill, now making its way through the US Congress. "If the legislation is signed into law, there is nothing the FAA will be able to do about our ban."
Jackson Hole, which is served by seven scheduled airlines, had 22,000 general aviation movements in 2002. Of those, 10-12% were flown by Stage 2 business jets, which Larson describes as "transient older Gulfstreams and Learjets". Today, only two to four Stage 2 jets are based at the airport.
In addition to outright bans, other restrictions have been placed on Stage 2 aircraft at some airports. In January 2002, Los Angeles began enforcement of a "non-addition rule" at Van Nuys Airport, the city's major general aviation reliever. The rule restricts the time a Stage 2 aircraft can be parked at the airport during any one-year period. At Van Nuys, a Stage 2 aircraft is defined as one that creates a noise level exceeding 77dBA on take-off. At the end of 2002, 64 of the 809 aircraft based at Van Nuys were Stage 2.
Brian Pecenka, a superintendent of operations at Van Nuys, says that, under the non-addition rule, no Stage 2 aircraft can spend more than 30 days in any calendar year at the airport. Stage 2 aircraft that had spent at least 90 days at the airport during the 12-month period preceding 31 December 31 1999 are exempt. "That grandfathered in most of the Stage 2 aircraft that were already based here," he says. "Also, the rule does not apply to aircraft coming to Van Nuys for maintenance or modification that could keep them here beyond 30 days."
The rule also permits a Stage 2 jet owner to replace a grandfathered aircraft with another one - as long as it does not exceed 85dBA on take-off - until the end of 2005. And while a Stage 2 aircraft rated at 77dBA or less on take-off will continue to be allowed - as a replacement - after that date, all replacement Stage 2 models will come under the 30-day rule after 1 January 2011. "The non-addition rule was a compromise reached to balance the needs of the aviation community and the residents near the airport," says Pecenka. "At the same time, we have set a cap on the Stage 2 fleet with the idea that it will not grow. In fact it will be phased out in favour of Stage 3 aircraft."
Quietening older jets
In the face of opposition to noisier aircraft, several companies have developed Stage 3 hushkits for older jets - most targeting the Rolls-Royce Spey-powered Gulfstream II, II/B, IISP, IITT and III, built between the 1960s and 1980s. While a small number of the earliest Spey-powered Gulfstreams are Stage I, most of the 400-plus still in service - out of 440 produced - are Stage 2.
Florida-based Quiet Technology Aerospace (QTA) certificated its Stage 3 hushkit in January. Vice president Ben Brown says QTA installs the kit at its Opa Locka Airport facility, but has also designated Garrett Aviation Services and Business Jet Services as authorised installers. The hushkit price is $1.65 million, including installation, and 10 aircraft have been retrofitted so far - six Gulfstream IIIs, two IIs and two II/Bs.
Five additional orders have been placed - all for Gulfstream IIIs - and Brown believes most sales will be to operators of the III, II/B and IISP. "These are the older Gulfstreams that are more likely to be flown to Europe, where there is a large and growing number of noise-restricted airports," he says. "In addition, the owners of these aircraft have been upgrading their avionics. They realise that hushkitting the aircraft will enhance their value."
While QTA has hushkitted Gulfstream IIs, Brown does not see a large market among these aircraft. "Right now, the average price of a GII on the resale market is about $1 million, so the hushkit price of $1.65 million is more than the current value of the aircraft. But the Gulfstream III is averaging about $7 million, or as much as $8 million for one with a new interior and paint job. At that resale value, the hushkit is attractive." QTA sees the potential to hushkit 200-300 jets, but Brown says the market will ultimately depend on how quickly more stringent noise regulations are implemented.
La Jolla, California-based Stage III Technologies was scheduled to receive a supplemental type certificate (STC) for the noise suppression portion of its Gulfstream hushkit in September, followed in January by one for the thrust reverser developed to accommodate a 1.8m (6ft)-long ejector that works with a new multi-lobe mixer to suppress noise.
Marketing of the hushkit will begin in October, says president and chief executive Todd Stimmel, with installations beginning after the second STC is granted. Stage III, which projects a market for 300 units, is quoting a $2 million installed price, but will offer a discount to initial customers.
Envisaging restrictions
"As more solutions are found to make older aircraft Stage 3-compliant, airports will become more aggressive about establishing and enforcing noise rules," Stimmel says. "Then there is the hangar restriction, which we are seeing at Van Nuys. This may not be a widespread problem now, but in five to eight years more airports will be instituting bans on basing and operating Stage 2 jets."
Really Quiet, based in New York, has had a Stage 3 hushkit STC for Spey-powered Gulfstreams since July 2002. So far, two Gulfstream IIs have been retrofitted, but Really Quiet has orders for six additional hushkits, says vice-president George Ottendorf. While the first three will be installed by Midcoast Aviation, the hushkit "will be available for installation at any FAA-authorised repair station with Gulfstream experience", he says. With an installed price of $1.5 million, the kit's assembly, distribution and support is handled by FedEx.
Ottendorf has been developing hushkits for business aircraft since the 1990s. His company, Noise Reduction Engineering, has STCs for the Dassault Falcon 20 and Rockwell Sabreliner 80, while Ottendorf Aviation, in partnership with Aviation Equipment of North Hollywood, California, holds STCs for Learjet 23, 24 and 25 hushkits. These apply to General Electric CF700s powering Falcon 20s and Sabreliner 80s, and GE CJ610s powering the early Learjets. Since their introduction in the mid-1990s, the kits have been installed on 120 Falcon 20s, 12 Sabreliner 80s, and 14 20-series Learjets.
While current economic conditions have put a dampener on sales, Ottendorf says there is growing interest in hushkits, mainly from Gulfstream III operators and some flying late-model GIIs. But will extensive hushkitting, particularly of the Gulfstream fleet, really happen? Industry opinion is mixed.
"If you spend $1.65 million, plus another $250,000 for a reduced vertical separation minimum [RVSM] installation, on a Stage 2 Gulfstream, you've got an aircraft that will be able to fly anywhere," says Peter Muenzen, eastern regional sales director for Garrett Aviation. "It's a good investment, especially since the older Gulfstreams are workhorses that could be around for many years."
Doug Donahue, Gulfstream servicing sales representative at Duncan Aviation, is less optimistic, even though the company is a preferred service centre for the Really Quiet Gulfstream hushkit. "From what we've seen, the market will be very small, given the depressed values of the older Gulfstreams versus the cost of hushkitting," he says. "At best, I think it will be limited to those who want to keep their aircraft, and have already invested in avionics upgrades."
Unlike Europe, Donahue says, the USA is not wholly banning Stage 2 business aircraft. "You have a handful of airports in the USA that have gone in that direction, but the feeling among many Gulfstream owners is 'you just don't go there'. These airports are easily avoidable. The real noise concern is with those who fly the older Gulfstreams to Europe frequently. However, most Gulfstream II and III owners don't."
Age concern
Mike Moore, vice president marketing and sales for TAG Aviation USA, says Stage 2 aircraft operators have more to worry about than noise. "Those aircraft have a lot of avionics that are obsolete and getting harder to support," he says. "And then, there is age. Stage 2 aircraft now average 30 years. When you combine an ageing airframe with RVSM, many operators will probably not opt for hushkits."
Moore is not sure hushkitting older Gulfstreams will have much affect on their resale value. "When you install a hushkit, you're pursuing a life extension programme. But for how long that life extension will be is very hard to know, because you are still dealing with an ageing aircraft." The bottom line, he believes, is that hushkits are an outdated concept. "These things were originally talked about in the 1990s when the aircraft were 10 years younger, and there were no RVSM and TAWS mandates. With hushkits, we are dressing up an old aircraft, which is like putting lipstick on a pig. The problem is, we are still putting lipstick on that pig, but now it's a lot older."
Source: Flight International
