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than $50,000,000 on research and development to produce in-flight sound suppressors.[superscript]31 The airlines installed such suppressors on a least 325 of such jet air carriers at about $240,000 per 4-engine jet[superscript]32 (a total of $78,000,000); and it cost the airlines an extra $39,000,000 or so per year ($10,000 per jet per month) to carry the suppressors because of loss of speed, increased weight, and drag.[superscript]33

In addition various airports added very expensive runway extensions [superscript]34 and, frequently with FAA financial aid, installed instrumentation to aid the aircraft in complying with noise abatement procedure. Many airports have had full-time employees at work on noise abatement studies and procedures, including constant contact with the reactions of neighboring communities. At some airports all training flights, except those that are unavoidable, have been removed, and there have been increasingly expensive operating delays and changes in flight patterns for noise abatement purposes.

The FAA has, since 1959, issued a series of Orders designed to reduce noise annoyance by requiring compliance with prescribed operating techniques, including preferential runway systems. These Orders were first issued for Los Angeles International Airport, [superscript]35 New York (now John F. Kennedy) International Airport, [superscript]36 and Washington National Airport, [superscript]37 and then for general application. [superscript]38 Both the FAA and other branches of the Federal Government have had, and continue

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