Ted Stevens International Airport

Part 150 Noise Compatibility Study Update

Noise and Land Use Compatibility Study

Coming Soon: Open House #2

Join us for the second Open House later this month! Stop by for an update on where we are at in the study process, learn about our emerging findings, ask questions, and share your feedback.

What: ANC Noise Study February 2026 Open House

When: 5:00 – 7:00 pm on Thursday, February 19th, 2026

Where: Coast Inn at Lake Hood, 3450 Aviation Ave, Anchorage, AK 99502

Who: All are welcome

Topics:

  • Summer and Winter Noise Monitoring Results – What did we learn from our recent data collection?
  • Detailed Forecast and Fleet Mix – What do we know about airport traffic and how are we forecasting this traffic going forward?
  • Draft Noise Exposure Maps – What do the preliminary Noise Exposure Maps look like? These maps show estimated aircraft noise exposure based on inputs like the number of operations, flight paths, type of aircraft, type of aircraft engines, time of day or night, and runway use. These noise contours are overlaid on land use maps and, once approved, guide development of potential noise compatibility measures to reduce the number of non-compatible land uses.
  • Preliminary Alternatives – What are some potential measures that could help mitigate noise impacts?

Purpose

The Ted Stevens Anchorage International Airport (ANC) is conducting a Part 150 Airport Noise Compatibility Study to assess aircraft noise and land use compatibility in the surrounding areas. The goal of the project is for ANC, in consultation with partners and stakeholders, to develop recommendations to minimize and/or mitigate aircraft noise effects on surrounding communities and land uses. The ANC Part 150 Study was completed in 2015. This project is launching in 2025 with estimated completion in 2027.

There are two main parts of a Part 150 Study. First, modeling the noise through the update of the Noise Exposure Maps (NEMs) based on current and forecast future conditions. Second, to find reasonable solutions to the problems associated with noise generated by aircraft and present those solutions through an update of the Noise Compatibility Plan (NCP). The goal of the overall program is for ANC, in consultation with stakeholders, to develop a balanced program to minimize and/or mitigate aircraft noise effects on surrounding communities and land uses.

Timeline

A simplified version of the project timeline is below. To view a more detailed printable PDF that shows anticipated timing for Study Advisory Committee (SAC) Meetings, Public Workshops, and Public Hearing, click here.

Winter 2025

Launch
Begin project, refine study process; create Study Advisory Committee; create website

Spring-Summer 2025

Learn
Document conditions, prepare stakeholder engagement program, update aviation forecasts, conduct summer noise measurements

SAC Meeting (May 2025)

Public Workshop (May 2025)

Fall 2025

Analyze
Synthesize noise data, forecast noise exposure

SAC Meeting (October 2025)

Winter-Spring 2026

Consider
Brainstorm preliminary alternatives to address noncompatible land uses

SAC Meeting (February 19, 2026)

Public Workshop (February 19, 2026)

Summer-Fall 2026

Recommend
Identify potential recommendations for operational, land use and programmatic measures

SAC Meetings (2)

Public Workshop

Winter 2027

Summarize
Prepare recommendations and final report; submit to Federal Aviation Administration (FAA)

SAC Meeting

Public Hearing

Frequently Asked Questions

Purpose

What is the objective of this Part 150 Study?

The objective of this Part 150 Study is to update the Noise Exposure Maps based on current and forecast future conditions, and to formulate a set of recommendations to be included in the Noise Compatibility Program that addresses non-compatible land uses, as defined by the Day-Night Average Sound Level (DNL) of 65 decibels (dB). The goal of the overall program is for ANC, in consultation with stakeholders, to develop a balanced program to minimize aircraft noise effects on surrounding non-compatible land uses.

Title 14 of the Code of Federal Regulations Part 150 (“14 CFR Part 150” or simply “Part 150”) establishes a voluntary program, administered by the Federal Aviation Administration (FAA), that includes procedures for airports to assess aircraft noise and land use compatibility. It establishes a single system for evaluating aircraft noise, determining the exposure of individuals to aircraft noise, and standardizing airport noise compatibility planning programs. The Airport Noise Compatibility Planning program includes: (1) provisions for the development and submission to the FAA of the Noise Exposure Maps (NEMs) and Noise Compatibility Program (NCP) by airport operators; (2) standard noise units, methods, and analytical techniques for use in assessments; (3) identification of land uses that are normally considered compatible (or non-compatible) with various levels of aircraft noise based on federal guidelines; and (4) procedures and criteria for FAA approval or disapproval of airport-recommended NCP measures.

The current Ted Stevens Anchorage International Airport (ANC) Part 150 Study will update the NEMs by assessing current aircraft noise and land use compatibility. The Part 150 Study will develop a 5-year forecast of aircraft operations to assess future conditions. The NCP will contain recommendations for addressing non-compatible land uses identified in the NEMs. NCP measures approved by the FAA could potentially be eligible for federal funding.

Since the last update, there have been changes to aircraft fleet mix and activity levels, and updates to the noise model used for analysis, which will all be addressed during the Part 150 Study.

Grant assurances are contract obligations that airport owners agree to when they accept funds from Federal Aviation Administration (FAA)-administered airport financial assistance programs. These are meant to protect the government’s investment and the public’s interest in using public airports. For example, some of the 39 grant assurances are:

  • The airport will be open to the public and not discriminate against anyone who wants to use it.
  • The airport will charge reasonable fees and not give unfair advantages to any airlines or businesses.
  • The airport will maintain and operate the facilities safely and efficiently.
  • The airport will use the money or land only for airport purposes.
  • The airport will follow environmental laws and regulations.
  • The airport will cooperate with the government in case of emergencies or national security issues.

These grant assurances become legally binding when the airport owners accept the funds or property. The government can enforce these grant assurances by withholding future funds, taking back the property, requiring repayment of funds, or declaring the airport in noncompliance, along with other measures. This is important in the context of noise, because as it is a public use airport, grant assurances do not allow an airport to restrict aircraft operations.

The Code of Federal Regulations (CFR) details the rules established by U.S. executive departments and federal agencies. CFR Parts 36, 161, and 91 are all parts of Title 14 of the CFR, which deals with aeronautics and space. These Parts specifically relate to aircraft noise in the following ways:

  1. CFR Part 36: Titled “Noise Standards: Aircraft Type and Airworthiness Certification,” Part 36 defines the U.S. noise standards for aircraft. It prescribes the noise measurement and evaluation procedures, noise limits, and documentation requirements that must be met for certification for different types of aircraft, including transport category large airplanes, jet airplanes, propeller-driven small airplanes, helicopters, and tiltrotors. The Federal Aviation Administration (FAA) publishes certified noise levels in Advisory Circular 36-1H, Noise Levels for U.S Certificated and Foreign Aircraft.
  2. CFR Part 161: Titled “Notice and Approval of Airport Noise and Access Restrictions,” Part 161 implements the Airport Noise and Capacity Act (ANCA) of 1990. It prescribes the notice requirements and procedures for airport operators who wish to implement noise and access restrictions on Stage 2 and Stage 3 (and greater) aircraft. To date, there have been no approved Part 161 Studies in the nation that restrict Stage 3 and greater aircraft, which account for most, if not all, aircraft flying today. There are very few, if any, Stage 2 aircraft certified prior to 1977 remaining in the U.S. aircraft fleet.
  3. CFR Part 91: Titled “General Operating and Flight Rules,” Part 91 prescribes general operating and flight rules, including noise limits for aircraft operations. It is less restrictive compared to other parts of the Federal Aviation Regulations and primarily applies to general aviation, non-commercial, and private flights. Subpart I of CFR Part 91 specifically prescribes operating noise limits and related requirements for the operation of civil aircraft in the United States.

These parts of the CFR provide the regulatory framework for managing aircraft noise in the United States, balancing the operational needs of the aviation industry with the noise exposure on communities surrounding airports.

Scope

Can a Part 150 Study examine and change flight patterns?

Flight tracks will be examined as part of the Part 150 Study. The Study may make recommendations on flight track changes. However, flight pattern procedures are under the sole purview of the Federal Aviation Administration (FAA), considering operational, safety, and air traffic control procedures. The airport operator does not have authority to regulate flight patterns. Full development of approved new procedures would be completed by the FAA after the completion of the Part 150 Study and appropriate environmental documentation.

ANC does not have the ability to control the number or type of aircraft that operate at the Airport, to dictate the runways aircraft use, to control aircraft flight paths, or to limit the time of day or night that aircraft take off or land. The Federal Aviation Administration (FAA) and the pilots determine which runways and aircraft flight paths are used. The aircraft operators determine the number of flights and the types of planes that are flown. Additionally, federal law prevents the airport sponsor (owner and/or operator) from limiting the hours of the day or night when aircraft are allowed to operate.

Potential mitigation measures from a Part 150 Study project fall within three categories: operational, land use, and administrative.

  1. Mitigation measures for operational alternatives include:
    • Aircraft Operation measures such as departure thrust cutback (measures such as departure thrust reduction) and potential modifications to flight procedures (location and/or altitudes of arrival/departure procedures).
    • Airport and Airspace Use measures like preferential runway use system, power and flap settings, denial of use of airport for aircraft not meeting federal noise standards, and measures limited by Part 161 (Part 161 restricts airport’s ability to regulate airport access based on noise) which include capacity limits based on defined noise limits, landing fees based on noise, complete or partial curfews, a ban on all jet aircraft, and touch-and-go restriction.
    • Airport Facility measures such as a new runway in a different orientation, runway extensions, high-speed exit taxiways, Ground Run-Up Enclosures (GRE) (a three-sided structure designed to reduce noise during aircraft engine maintenance run-ups), and noise barriers.
  1. Land use mitigation measures include:
    • Corrective Land Use measures like acquisition of land or interest therein and sound insulation.
    • Preventive Land Use measures including zoning, easements, transfer of development rights, building code modifications, capital improvements program, subdivision regulations, and comprehensive planning.
  1. Administrative mitigation measures include:
    • Noise Program Management measures such as a noise monitoring program, establishment of a community noise round table committee, and a voluntary fly quiet program.

Ted Stevens Anchorage International Airport (ANC) has several operational procedures in place to help reduce aircraft noise impacts on surrounding communities. These current noise mitigation measures include:

  • Preferential Runway Program which directs aircraft to use specific runways that minimize noise exposure to residential areas when conditions allow.
  • Noise Abatement Departure Profiles (NADP) encourage aircraft departing runways 7R/L and 15 use the NADP Close-In procedure to reduce noise during initial climb.
  • Training Flight Procedures for circle-to-land training operations are directed to use Runways 7R/L and circle to land on Runway 33 to reduce overflights of noise-sensitive areas.
  • During Quiet Hours (10:00 PM – 7:00 AM) the following measures are in effect:
    • No engine run-ups above idle power in ramp areas
    • Reverse thrust on landing should be minimized
    • Training flight operations are discouraged

No. The Part 150 Study includes aircraft that operate from ANC. The Study does not include sources of non-aviation noise, such as roadway traffic or railway activity.

Yes. Lake Hood is included in the scope of this Part 150 Study.

No. The 14 CFR Part 150 guidelines stipulate that only aircraft operations that originate or end at the airport can be incorporated into the Part 150 Study process. Overflight operations from other airports or facilities are not included.

No. The focus of the Part 150 Study is land use compatibility.

The ATAAPS, known also as the Class C Airspace Study, is an ongoing FAA effort that began in January 2025 to evaluate and potentially update airspace and flight procedures around Anchorage. Public meetings were held in late September, with updates and materials available on the FAA project website. A final proposal will undergo public notice, and any actual airspace changes would take effect in February 2027.

Because this Part 150 Noise Study is happening at the same time, any confirmed airspace changes may need to be considered when developing alternatives. However, only small modifications are anticipated, such as minor shifts in flight corridors to better separate ANC operations from Lake Hood traffic. These potential changes are not expected to significantly alter the direction or findings of this Noise Study.

You can learn more at the ATAAPS website: www.faa.gov/air_traffic/community_engagement/ataaps.

The Noise Study is required to use data from a normal operating year, meaning routine airport activity without unusual disruptions. FAA guidance specifies that noise modeling must reflect normal operating conditions, so the Study team typically avoids collecting data during major construction activities, such as runway closures, because those conditions are not representative.

If a large construction project is expected to create temporary increases in noise, those impacts are not handled within the Part 150 Noise Study. Instead, they are evaluated separately through the National Environmental Policy Act (NEPA) process, which is designed to address short‑term or project‑specific construction noise.

The FAA (including air traffic controllers) has sole authority over aircraft in flight. Air traffic controllers will direct aircraft in flight based on numerous factors. Some of those factors include weather, wind direction, aircraft spacing, safety, other airport’s air traffic, direction of travel (origin/destination), runway availability and runway length and width. See also the FAQ on “Who makes flight decisions at ANC.”

Process

How long will the Part 150 Study take to complete?

Approximately two years. Work on the Part 150 Study started mid-2025. Completion is anticipated in late 2027. Once the documents are accepted by the Federal Aviation Administration (FAA) and published in the Federal Register, it will take up to an additional six months for the FAA to issue their Record of Approval for the Airport-recommended Noise Compatibility Program measures.

The Airport, Federal Aviation Administration (FAA), stakeholders, and the public can all be involved in the Part 150 Study process. A Study Advisory Committee (SAC) has been formed to work closely with airport staff and the consultant team. The SAC includes representatives from the Municipality of Anchorage, nearby community councils, aviation stakeholders, businesses, and the community. The role of the SAC is to review information, provide feedback, discuss noise abatement alternatives, and advise the Airport on the adoption of Noise Compatibility Program (NCP) measures to address noise and land use compatibility. Additionally, public information meetings/workshops will be held at key points throughout the Part 150 Study. Public meetings will be on this website. The public can also provide feedback at any time through the comment form on this website. All comments will be sent to the Study team and be considered throughout the process to help inform the Part 150 Study.

Public information meetings will be held at key times during the Part 150 Study process. These meetings will primarily be conducted in an “open house” format to allow attendees to ask questions of the subject matter experts to better understand the information being presented. Various alternatives will be presented, and draft recommendations will be available for review. You will have the opportunity to ask questions and express any concerns or comments to the Study team during meetings and on this website at any time. Meeting dates will be advertised through newspaper advertisements, email outreach, social media, and posted on the Part 150 Study website. This website will also be updated at key points in the Study. The Study team will continually refine the community engagement plan and look for ways to get the information out to a broader audience.

All comments will be taken into consideration during this Part 150 Study. Those submitted during the official public comment period for the Noise Exposure Maps and Noise Compatibility Program during and following the public hearing will be formally included and responded to in the final report documents. The most frequently asked questions will be addressed as part of these FAQs. All comments are reviewed by the Study team and integrated continually in the process as it moves forward.

All comments are reviewed, considered, and categorized by the study team; this input is used to inform the Study’s Frequently Asked Questions (FAQs) on the website. When the public review draft of the Study is released and at the public hearing, there will be a formal public comment period; comments submitted during this time will be included in the appendix of the final Study.

The Study team is not inviting additional members to the SAC at this time. The committee has already been created and includes representatives from local community councils, businesses, government entities, airport users, and regulatory agencies. The Study team carefully reviewed the SAC composition to ensure that no single issue, interest group, or geography is disproportionately represented.

Noise Monitoring and Noise Exposure

How is aircraft noise exposure determined?

In 1981, the Federal Aviation Administration (FAA) officially implemented the Day-Night Average Sound Level (DNL) as the primary metric for assessing community exposure to aircraft-related noise. The DNL represents the yearly, 24-hour average sound level, measured in decibels (dB), derived from the cumulative noise levels of the annual-average aircraft operations. During the period from 10 p.m. to 7 a.m., an additional 10 dB are added to each aircraft noise event to account for nighttime noise intrusion. This adjustment recognizes that noise disturbances at night tend to be more disruptive due to lower ambient noise levels and people’s need for sleep. The 24-hour DNL is annualized to reflect noise generated by aircraft operations for an entire year and is identified by “noise contours” showing levels of aircraft noise in 5-dB increments.

DNL is the most widely accepted descriptor for aviation noise because of the following characteristics:

  • DNL is a measurable quantity.
  • DNL can be used by airport planners and the public who are not familiar with acoustics or acoustical theory.
  • DNL provides a simple method to compare the effectiveness of alternative airport scenarios.
  • DNL is based on a substantial body of scientific survey data regarding how people react to noise.

The DNL incorporates A-weighted noise events and/or hourly noise levels. The so-called “A” filter (“A weighting”) generally does the best job of matching human response to most environmental noise sources, including natural sounds and sound from common transportation sources. Because of the correlation with our hearing, the U.S. Environmental Protection Agency (EPA) and nearly every other federal and state agency have adopted A-weighted decibels as the metric for use in describing environmental and transportation noise because surveys have shown that it best mimics how our ears perceive common environmental sounds. Other metrics are used to measure aircraft noise and the supplemental metrics used in the Part 150 Study are described below; however, only DNL is acceptable as defined by regulation for the Study process.

The Federal Aviation Administration (FAA) requires use of its Aviation Environmental Design Tool (AEDT) to generate noise exposure contours from aircraft operations to assess land use compatibility around airports. AEDT is a software system that models aircraft performance in space and time to estimate fuel consumption, emissions, noise, and air quality consequences. The AEDT uses the following aircraft operational data when generating noise exposure contours from aircraft operations:

  • Total number of aircraft operations
  • Aircraft operations by type of aircraft
  • Aircraft operations by time of day
  • Aircraft operations by runway use
  • Aircraft operations by flight track
  • Aircraft operational procedures, including touch-and-go operations
  • Aircraft auxiliary power unit and ground power unit usage (external engines different from main aircraft engines)

Note: One operation equals one takeoff OR landing.

The FAA requires the latest available AEDT model be used to generate the noise contours for use in Part 150 Studies, which at the onset of noise modeling for this ANC Part 150 Study was version 3g. If an update is pushed out prior to modeling starting, the newest model may be used.

Noise contours are digitally generated lines that depict either the existing or forecasted future noise exposure levels represented by a cumulative noise metric. Essentially, a noise contour graphically represents the annual-average aircraft noise exposure (expressed by the Day-Night Average Sound Level, or DNL, metric) through the connection of points with equivalent noise exposure around the airport. They are like geographic contour lines that connect points of equal elevation.

A Part 150 Study uses the DNL contour of 65 decibels (dB) to represent the Federal Aviation Administration (FAA)-defined threshold for identifying non-compatible land uses. Certain noise-sensitive land uses (such as residences, schools, places of worship, etc.) within the DNL contour of 65 dB and greater are non-compatible with aircraft noise. Therefore, noise-sensitive land uses within the 65 dB DNL contour could be eligible for federal funding for FAA-approved noise mitigation measures.

A variety of information is gathered during the Part 150 Study to create an accurate set of aircraft noise exposure contours including: the number of operations, flight paths, type of aircraft, type of aircraft engines, time of day or night, weather conditions, and runway use.

This data is used to generate aircraft noise exposure contours that are overlaid on land use base maps depicting jurisdictional boundaries to create the formal Noise Exposure Map submitted to the FAA for review and acceptance.

Sometimes the Day-Night Average Sound Level (DNL) noise metric used in Part 150 Studies is criticized because it averages noise over a 24-hour period for an entire year, which does not accurately portray what people hear on a day-to-day basis. It is true that because the DNL represents noise for an annual-average day, it does not represent what people hear when an aircraft flies over.

Some additional metrics that may be studied include LMAX contours (the maximum sound level) for single aircraft landing-takeoff cycles in each traffic flow direction for critical aircraft that operate at ANC today and in the future. Another metric that could be included is the number of events that generate a maximum noise level above 75 decibels (dB), known as the N75 noise metric. This metric is helpful in illustrating how many times per day noise events occur that can result in some degree of interference. Finally, representative receptor analysis could be completed, which presents the noise levels in terms of various metrics at example sites around the Airport. The metrics above could be presented for certain supplemental information, based on stakeholder coordination and the operational alternatives examined. However, these metrics will be used for informational purposes only. The DNL metric is required to be used in the Part 150 analysis. The noise mitigation measures within this Part 150 Study are approved or disapproved based on DNL alone.

Noise measurements are done in communities with noise concerns surrounding the airport. The results of the noise measurements will not determine the location or extent of the noise exposure contours from aircraft operations as the Federal Aviation Administration (FAA) requires solely the use of their noise model. Measurements may help ensure we get the noise model inputs as accurate as possible.

To ensure consistency among all U.S. airports, the Federal Aviation Administration (FAA) requires the use of its noise model, Aviation Environmental Design Tool (AEDT), to generate aircraft noise exposure contours. The noise algorithms in AEDT use the results of measurement data provided to them via the aircraft certification process.

Noise measurements typically occur at a relatively small number of discrete monitoring locations not intended to generate contours but rather to understand specific single event levels at locations. For consistency purposes, the FAA does not allow noise measurements to validate or calibrate the model, but noise monitoring can assist in understanding community concerns.

Over 60 households expressed interest in participating in the noise monitoring process. The study team mapped the locations and compared them against typical flight patterns to select ones that would be of greatest use for the Study, and that were representative of the area (i.e., aimed not to select locations right next to each other). While noise monitoring is not required when conducting a Part 150 Noise Study, the airport chose to go the extra step and utilize monitoring to help the community better understand actual aircraft noise levels in their neighborhoods.

The Study team reviewed a full year of airport noise complaints from communities across Anchorage. Complaint trends help the team identify where potential improvements or alternatives should be explored. However, while complaints can show where communities are affected by noise, the comments do not influence the official noise contours, which are based only on aircraft operational data. Complaints include all noise sources such as run-ups, Lake Hood operations, and takeoffs, and they are used to understand community concerns and help the Study Team identify areas for improvement, but do not directly shape modeled results.

The Noise Study includes summer and winter noise‑monitoring to capture seasonal differences and better understand how conditions might change between summer and winter.

FAA requires the use of its proprietary noise model, AEDT, which includes 10-year average weather conditions and does not account for any vegetation, except for its conservative approach to ground absorption. Trees with or without leaves are not included in AEDT noise modeling algorithms.

Research shows that noise reduction from vegetation comes mainly from leaves scattering sound,1 and meaningful attenuation requires very wide, dense vegetation belts.

These effects apply mostly to ground‑level noise, not aircraft noise at altitude, as once an aircraft leaves the ground, trees and other ground shielding, does not help.2 Ground conditions also matter; soft soil absorbs sound, while hard or frozen ground reflects more. While AEDT does not fully model these effects the model typically is conservative in its estimation of noise.

1 Watanabe, T. & Yamada, S. (1996). “Sound attenuation through absorption by vegetation.” Journal of the Acoustical Society of Japan (E), 17(4).
(Available at: https://www.jstage.jst.go.jp/article/ast1980/17/4/17_4_175/_pdf)

2 Aylor, D. E. (1977). “Some Physical and Psychological Aspects of Noise Attenuation by Vegetation.” USDA Forest Service, Northeastern Forest Experiment Station, General Technical Report NE‑25.

(Available at: https://www.nrs.fs.usda.gov/pubs/gtr/gtr_ne25/gtr_ne25_229.pdf)

Ground operations can be influenced by temperature inversions and wind. For the purposes of this Study, noise modeling relies on typical or nominal conditions rather than specific weather events.

Aircraft noise can change over time depending on the type of aircraft operating on a particular runway, wind conditions that dictate arrival and departure paths, ATCT procedures to increase efficiency and safety, and time of day or night. Individual aircraft noise levels have been improving over time. Emerging results from this Study suggest the noise contours are slightly larger than the previous Study, which was conducted in 2015.

Due to community requests to measure during the summer and winter as they experience different noise levels in the winter than in the summer, The Study team conducted two one-week measurement periods in June and December 2025. Noise measurements do not affect the aircraft noise exposure contours developed through the FAA’s noise model (AEDT) as the model uses annual average weather conditions. The Study team will not be doing any additional noise measurements at different times or for longer durations. The FAA’s noise model determines aircraft noise exposure based on a full year of aircraft operations.

Other

What is considered a non-compatible land use?

In accordance with Federal Aviation Administration (FAA) guidance, a Part 150 Study relies on the Day-Night Average Sound Level (DNL) noise metric to assess land use compatibility. The FAA considers all land uses compatible with aircraft noise below 65 decibels (dB) DNL. The Part 150 Study will assess land uses exposed to a DNL of 65 dB or greater to identify non-compatible land uses according to Table 1 of Appendix A of the Part 150 regulation (https://www.ecfr.gov/current/title-14/chapter-I/subchapter-I/part-150/appendix-Appendix%20A%20to%20Part%20150). Noise-sensitive land uses exposed to a DNL of 65 dB or greater could be eligible for federal funding for noise mitigation measures. Such measures and potential funding eligibility will be assessed in the Part 150 Study.

Within Section 8 of the Ted Stevens Anchorage International Airport Operations Manual (dated March 7, 2025), pilots are instructed to maintain a minimum traffic altitude of 1,000 feet over residential neighborhoods while operating at Lake Hood. This requirement aligns with FAR 91.119, which sets the minimum safe operating altitudes for general aviation aircraft, ensuring a safe buffer over populated areas.

It is important to note that when an aircraft is taking off or landing, the precise altitude is at the discretion of the pilot in command. Factors such as the specific type of aircraft and directions issued by air traffic control may also influence the altitude during these maneuvers.

Please refer to the ANC Airport Operations Manual 2025.

The regulation of aircraft noise levels has been preempted by the federal government as aircraft are integral to the National Air Transportation System. The Federal Aviation Administration (FAA) has exclusive authority to certify aircraft and pilots, and to control aircraft in flight and on the ground, along with regulating aircraft noise levels and emission levels. Local governments can promote compatible land use through zoning, prohibit non-compatible land uses, and require real estate disclosure. They cannot directly restrict aircraft operations or regulate the routes, rates, or service of air carriers.

The Neighborhood Environmental Survey (NES), conducted by the Federal Aviation Administration (FAA), is a key component of the FAA’s ongoing research into aircraft noise. This nationwide survey aims to gauge the level of annoyance caused by aircraft noise. The FAA is currently working through comments submitted on the NES; the FAA’s plans for the results of the NES remain uncertain at this point. For purposes of this Part 150 Study, Day-Night Average Sound Level (DNL) of 65 decibels is the threshold for non-compatibility that is required for alternatives analysis. The Study team will examine other contours specifically for land use planning purposes and will continue to monitor any developments that may be released from the FAA regarding the NES.