SBCT Final EIS - Govsupport.us

Chapter 5 – Environmental Consequencesflight activity may occur in the R-3110B and R-3110C restricted airspace areas south of DMR or inthe offshore W-189 Warning Area north of DMR.Alternative A would not result in any meaningful changes in helicopter or fixed-wing aircraft flightoperations at KTA or KLOA. The only added military flight activity would involve UAV flightoperations. Changes to current aircraft and helicopter flight operations at PTA would include theaddition of UAV flight operations over the main portion of PTA and Keamuku Parcel, and changes inthe geographic distribution of helicopter flight activity at PTA.Cargo aircraft flight operations and UAV flight operations are not expected to have substantive noiseconsequences. While overall USAG-HI helicopter flight activity would not change, there would bechanges in the geographic distribution of flight operations due to changes in the locations and types oftraining conducted. A portion of helicopter flight operations at PTA would be shifted into theKeamuku Parcel to support maneuver training exercises.Data summarized in U.S. Army CHPPM (2001) indicate that annoyance with individual aircraft andhelicopter flyover and flyby events can be correlated with maximum noise levels during the event.Even though actual noise levels at off-post locations may not be very loud, the tonal characteristicswould make helicopter noise increments readily distinguishable from normal background noiseconditions. Thus, the overall increase in helicopter flight activity over the Keamuku Parcel would benoticeable to residents of Waikii Ranch and probably would lead to an increase in the frequency ofnoise complaints. Overall noise levels at Waikii Ranch would remain within the Army's guidelinesfor noise levels compatible with residential land uses. Though the change in noise conditions wouldbe readily noticeable, this effect is considered less than significant.Helicopters normally operate at low flight altitudes, often within 300 feet of ground level. C-130 andC-17 cargo aircraft would be at low flight altitudes during the final landing approach to and the earlystages of departures from BAAF. In most cases, the UAV would be expected to operate at relativelyhigh altitudes to avoid conflict with other helicopter and aircraft flight activity. UAV takeoffs andlandings normally would occur within the R-3103 area at PTA rather than at BAAF. Overall aircraftactivity at PTA would continue to be dominated by helicopter operations. The number of added cargoaircraft and UAV flight operations would be relatively small in comparison to continuing helicopterflight operations. In addition, the noise buffers proposed as mitigation would apply to helicoptertraining activities. The Army would continue to work with affected communities on noise buffers andmay adjust the buffer size depending on these discussions. Noise from aircraft operations at PTA andBAAF would constitute a less than significant impact.5.2.13 Airspace ResourcesTable 5-16 summarizes the impacts associated with airspace resources that would occur underAlternative A. No impacts are expected from range construction or live-fire training. Less thansignificant effects are expected from flights of UAVs during maneuver training that would restrict useof airspace during the training.5.2.13.1 Impacts from Cantonment ConstructionThere is no cantonment construction required in USAG-HI to support the stationing of the 2/25 th .USAG-HI has adequate facilities on hand to support the SBCT and, in fact, was supporting theSBCTs living, administrative, and vehicle maintenance requirements in 2007 prior to the unitsdeployment.February 2008 5-65 2/25th SBCT Final EIS