04-14-1999 ARC Packet1.
2.
3.
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CITY OF MEIVDOTA HEIGHTS
AIRPORT RELATlO1VS CONIMISSION
AG�IVDA
Aprii 14, 1999, 7 p.m. - Lower Leve! Meeting Room
Call to Order - 7 p.m.
Roll Call
Approvai ofi March 10, 1999 Minutes (Available Wednesday evening).
Unfinished and iVew Business:
a. Discuss PART 150 Update
b. Crossing in Corridor Analysis
5. Updates
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�
:
a. Runway Construction Update
Acknowledge Receipt of Various Reports/Corresaondence:
a.
b.
c.
d.
e.
f.
9•
� h.
���-c,y-►
MASAC Agenda for March 30, 1999 and Minutes for Fev. 23, 1999
MASAC Technical Advisers Report for the Month of February, 1999
MASAC Corridor Gate Penetration Analysis for February 1999
MASAC Executive Summary fior February 1999
Airport Noise Report - February 19, March 5 and 19, 1999 editions
MASAC Operations Committee Agenda for April 9, 1999
Air Transport World Articles
Proposed Stage II Prohibition Ordinance for MSP
Other Comments or Concerns.
Adaaurn.
Auxiiiary aids for disabled persons are available upon request at least 120 hours in advance. lf a
notice of less than 120 hours is recaived, the City oT Mendota Heights will make every attempt to
provide the aids, however, this may not be possible on short notica. Pleasz contact City
Administration at 452-1850 with requests.
CITY OF MENDOTA HEIGI3TS
►�I�►Ti
April 12, 1999
To: Airport Relations Commission ,
From: Kevin Batchelder, City Ad ''�
Subject: Unfinished and New Business for April Meeting
DISCUSSION
This memo will cover the agenda items for Unfinished and New Business and Updates.
Discuss PART 150 Update - Last week, MAC staff and HNTB hosted an Agency and
City Scoping Meeting to review the draft Scope of Work for the Part 150 Study Update
process. The PAR.T 150 Update has begun and is expected to take 15 to18 months, with
the finished product an application to the FAA for another Part 150 project. This
project has been identified as MASAC's primary goal for 1999. (Please see attached
Draft March 26, 1999 Scope of Work.)
Prior to this meeting, MASAC had requested that each community draft comments on
the "scope" of work tliat the Part 150 Process should study. With the help of the
Conunission, the City of Mendota Heights submitted a letter to MASAC. (Please see
attached memo and April 8, 1999 letter.)
The evaluation of the Mendota Heights/Eagan corridor will be folded into the Part 150
Update process and there will also be an evaluation of the Runway Use System due to
the need to implement procedures for the new Runway 17-35. Other operational
considerations such as Non-Simultaneous Departures, Noise Abatement Departure
Profiles, and Head-to-Head operations will be evaluated, as well. The Commission
should also be concerned with the development of new Noise Contours, for the sound
insulation program.
I will brief the Coznmission on the discussion at this meeting and the continuing
discussion that was held Apri19, 1999 during the MASAC Operations Committee
meeting.
2. Crossing in the �orridor - Second Studv - MAC staff presented the second six month
study of the Non-Simultaneous Departure Procedures at MSP. (Please see attached
copy of the study.) I will be prepared to discuss the findings and compare this study to
(, ) the first six month study.
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MSP FAR Part 150 Study Update Draft Workscope (March 26, 1999)
• airport facilities,
• airport operations,
• aeronautical charts,
• community development and land use,
• community socioeconomic data, and
• meteorolo�ical data.
The MAC will provide the relevanf data documents in its possession that Consultant does not possess.
It is recognized that Consultant has, over the years, accumulated large amounts of information on
MSP and the communities that surround it. This task will serve to confirm and or update Consultant's
data base with the latest information.
Task 1.2 Conduct Interviews
Interviews will be conducted to obtain airport and community data. to supplement and update the
material collected in Task l.l. In addition, community agencies and airport users to be consulted in
a�cordance with the re�Lirerr.ents oi F.�..� t�art l��s �v:il be ic'senti�ied.
1.2.1. Aviation. Meetings (up to 3 consecutive days) will be conducted with airport manage-
ment, air �raffic conirol (ATC), MAC environmental department, fixed base operators (FBOs), and
airline and pilot representatives to accomplish the following:
-- • collect existing airport facilities and navigational aids,
� � • collect aircraft operational procedures and airspace utilization,
• detail aircraft operations in terms of numbers, aircraft type and weight, time of day, runway use,
flight profiles and tracks,
• identify through LTCP efforts potential future airport facilities, operational procedures, and air-
craft trends,
� update runway use by aircraft type developed in earlier planning studies.
1.2.2. Flight Tracks. The Part 150 update will consider previous flight track and profile
geometry developed in the initial Part 150 study, the Dual Track Planning Process FEIS, the Runway
4-22 Extension FEIS and EA. This information will be updated using information provided by the
MAC Environmental Department from ANOMS. These assumptions will be summarized in a techni-
cal memorandum for review, revision, and concurrence by MAC Environmental Department and FAA
ATCT. � . .
1.2.3. Community I)evelopmen�. During the inventory trip, Consultant will meet with land
use planning a�encies and conduct other interviews as necessary to accomplish the following for the
areas e;cpected to be part of the Study Area:
• collect and review available data on development since the previous FAR Part 150 Study and
development trends,
• collect information on population density and traffic volumes,
• determine generalized land use and briefly review residential construction techniques,
(� • collect ordinances and maps relatina to land development regulation, including comprehensive
_. plans, zoning, subdivision regulations and building codes,
• identify residential areas, noise sensitive public buildings (educational and health facilities, etc.),
Draft Date: 3/26/99-3-
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NISP FAR Part 150 Study Update Draft Workscope (March 26, 1999)
Task 2.2 1'ublic Information Meetings
Consultant will assist MAC in preparing for and conducting public workshops. Appropriate handouts
and presentation materials for each workshop will prepared. The public meetings will occur at strate-
gic times within the study period; the first would occur fairly early in the study to detail the purpose
and scope of the study, explain the Part 150 process, and provide existing conditions, the second to
highlight noise abatement and land use measure alternatives to be considered, and lastly to provide
recommended noise abatement and land use measures. Additional meetings may be conducted, as
required. It is assumed that the workshops will use the "station" format, with boards on easels as the
principal presentation mechanism and will occur during the late afternoon and early evening hours.
All presentation materials will be prepared by Consultant including sign-in sheets. It is assumed that
Consultant staff inembers will attend each workshop and that MAC staff will assist in the Workshops
in appropriate roles.
For budgeting purposes, the Consultant will prepare large format presentation boards for each work-
shop, showing such information as noise contours, flight tracks, and land uses, and text on study
scope, schedule, and issues. These meetings will provide an initial orientation into the Part 150 pro-
cess and will follow wit� an "open nouse" format anci Ge open to the public fcr up to three hours. It is
assumed that meetings will not require room rental payment or equipment rental and the MAC will
advertise the public meetings. Consultant will provide supporting materials as described in the fol-
lowing subtasks.
2.2.1. ]Prepare Presentation MateriaLs. Presentation boards highlighting key study issues
,- will be prepared. Information packets developed for the MASAC Operarions Committee meetings
( ) will be adapted for the public meeting and copies provided. Briefings will be provided electronically
to the Environment Department for their use as public information.
2.2.2. ?,ttend Meeting. Consultant will provide staff to attend each public information
meetings.
2.2.3. I�Ieeting Minutes. A brief summary of any substantive comments made at the public
meeting will be prepared and circulated to the MASAC Operations Committee for the zecord. These
minutes will become part of the Part 150 public consultation record.
Task 2.3 Public Hearing
A public hearing will be conducted on the draft Part 150 document. It is assumed that the hearing
will not require room rental payment or equipment rental. Consultant will provide supportin� materi-
als as described in the following subtasks.
2.3.1. Notification. Prepare le�al notice of a public heasing and publish in one local paper of
general circulation 30 days prior to the public hearin�. By letter, inform the MASAC Operations
Committee, local jurisdictions, appropriate representatives of hearing date, time and venue.
2.3.2. Prepare Presentation Nlaterials. Presentation boards hi�hliahting study findin;s and
recommendations will be prepared.
2.3.3. Conduct Hearing. Conduct public hearing using the public presentation followed by
�, ,__,% open house format employed in the earlier meetings. Comments will be recorded by a court reporter,
it is assumed that �IAC will supply the court reporter.
Draft Date: 3/36/99-5-
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MSP FAR Part 150 Study Update Draft Workscope (March 26, 1999)
conditions.
3.2.1. Compatibility Criteria. Review land use compatibility with land use planning agen-
cies and others as appropriate. Proposed criteria will be based on federal guidelines adjusted to
reflect local guidelines, land use and zoning practices and other factors.
3.2.2. Land Use Map. Establish land use categories based on compatibility criteria and pre-
pare one figure depicting land use and noise sensitive sites within the study area as identified in Ele-
ment l.
3.2.3. Non-Compatible Land Use Map. Apply existing condition noise contours and com-
patibility criteria to land use map. Identify non-compatible land uses. Prepare one figure depicting
the existing conditions DNL contours developed in Task 3.1.3 and resulting non-compatible land use
in the study area.
Task 3.3 Existing conditions Working Paper
Prepare Project Binders for use during the Study. Prepare copies of brief (30-50 paje) draft "Existin�
Condiiions" ��Iorking Paper ior inclusion in the Froje�t Binder s�mmarizinD th� conclusi�ns af E�e-
ments l, 2, and 3 for MAC review and comment. Revisions and corrections will be incorporated in
the Final Technical Report in Task 9. l.
�LEMENT 4. FORECA,STS
Forecasts of aviation activity will be based on current FAA approved Dual Track Planning Process
forecasts. 'The most appropriate forecast scenario reflecting recent trends will be identified and used.
Based on recent activity, the High Scenario Forecast included in the FEIS will likely be utilized. This
element describes the procedures for detailing these forecasts. Key tasks in this element include
interpolating aviation forecasts and detailing aircraft types for the base and target years. The product
of this study element will be a technical working paper presenting forecast aircraft fleet mixes based
on existing forecasts for use in noise modeling.
"B"ask 4.1 Update Forecasts of Aviation Activity
It is assumed that the base year for the study will be 2000, using 1998-1999 actual operations, and
that the five-year forecast noise exposure map year, as required by Part 150, will be based on the high
scenario forecast for 2005 as defined in the FEIS for the Dual Track Planning Process. Updates to the
Dual Track forecasts will be limited to updating airport activity statistics, reviewing a current fleet
mix, updating a 2005 fleet mix, and updating the day/night split for noise modeling. No reexamina-
tion of underlying demand factors or potential changes in service types (commuter or air carrier) will
be undertaken. An estimated hourly profile of General Aviation, Air Camer, Cargo, and other avia-
tion will be developed for the deszgn day.
4.1.1. Air Carrier Airlines/Air Cargo. Develop derivative forecasts addressing aircraft
fleet mix, sta�e len�th, peak period operations, and day/night split.
4.1.2. RegionaUCommuter Airiines. Develop derivative operations forecasts.
4.1.3. Ger�eral Aviation. Develop derivative operations forecasts by class of aircraft.
7Cask 4.2 Forecasts Working Paper
Draf't Date: 3/26/99-7-
MSP FAR Part 150 Study Update Draft Workscope (March 26, 1999)
potential to improve the current noise abatement program. These measures will be reviewed with
MASAC.
5.2.2. Preliminary Scre�ning. Screen the list of actions identified in Subtasks 5.2.1 and
5.2.2 and identify the best potential new measures to supplement or replace the existing noise abate-
ment program.
5.2.3. Evaluate IVleasures. Evaluate the most promising new measures identified in Task
5.2.3. The evaluation will include consideration of:
• noise rznpacts,
• airport and aircraft operational factors,
• air transportation factors,
• cost factors,
• economic factors,
• implementation factors.
Generate appronriate future (year 20051 DNL 60, 65, 70, and 75 noise contours for the most �romis-
ing individual and combinations of noise abatement measures.
Based on the analysis of ineasures, identify a recommended noise abatement program for discussion
with MASAC and for wider public discussion. Generate a new 2005 DNL noise contour set incorpo-
rating the zecommended program. These contours will be the basis of future land use planning mea-
sures.
Task 5.3 Noise Abatement Worl�ng Paper
Prepare copies of brief (30-50 page) draft "Noise Abatement" Working Paper for inclusion in the
Project Bindez summarizing the conclusions of Element 5 for MAC review. Revisions and correc-
tions will be incorporated in the Final Technical Report in Task 9.1. Conduct a briefing for the
MASAC Operations Committee/ MASAC (in conjunction with briefing for Element 6).
�I.ElVI�I�TT 6. LAND �1SE COlVIPATIBILITY
This element assesses currently approved and potential new land use compatibility measures to be
considered in the airport environs. Coordination with the Metropolitan Council will address specific
refinements to cunently approved measures or new measures. These refinements or new measures
will be identified and evaluated to determine potential costs and benefits. A formal benefibcost analy-
sis will not be conducted. The product of this element will be a working paper summarizing the anal-
ysis of currently approved and any potential new measures.
Task 6.1 Future Non-Compatible Land Use
Apply the recommended future noise contours developed in Element 5 to an existin� land use map
adjusted to account for anticipated development. The resultant map of future compatible, non-com-
patible, and vacant land will identify areas to be addressed by land use measures.
( ) 6.1.1. Fuiure Land Use. In coordination with local land use planning groups update the
� existin� land use rnap developed in Element 3 to reflect development anticipated by the year 2005.
Draft Date: 3/26/99-9-
MSP FAR Part 150 Study Update
Draft Workscope (Nlarch 26, 1999)
MASAC Operations Coznmittee/ MASAC (in conjunction with briefing for Element 5).
ELEMEIVZ' 7. �tECOMMENDATIONS
This element consolidates evaluations from previous elements and identifies recommended noise
abatement and land use management acrions. The product of this element will be a working paper
summarizing the recommended measures and identifying implementing actions.
Task 7.1 Consolidate Noise Abatement and Land Use 1Vleasures
Consolidate noise abatement and land use compatibility measures evaluated in Elements 5 and 6 and
summarize noise benefits by measure.
7.1.1. Consolidate. Consolidate in one section, for later incorporation in the Noise Compat-
ibility Program (NCP), the noise abatement and land use actions evaluated as being viable in Ele-
ments 5 and 6.
7.i.2. �'rogram �E,�fectiveness and �tecommendauons. Based on previous evaivation of the
benefits of individual measures, evaluate noise compatibility benefits for single measures or cambina-
tions of ineasures. Those viable actions with greatest potential net benefit will be summarized and
recommended, in consultation with the MAC, for inclusion in the updated NCP.
Task 7.2 Implementation Plan
Identify actions, responsibilities, costs, and revenue sources needed to implement the recommended
program. Establish schedule for implementation of each measure, and for review and update of the
NCP.
7.2.1. I�Toise Abatement Actions. In coordination with FAA, airlines, airport user groups,
and the MAC, identify specific implementation actions, responsibilities, costs, and funding sources
relevant to the noise abatement measures recommended in Subtask 7.1.2. If appropriate, develop a
chart depicting noise abatement procedures for distribution to air camer and general aviation pilots,
in consultation with the FAA. Establish a schedule for implementation.
7.2.2. Land Use Compatibility Actions. In coordination with local land use planning agen-
cies, FA.A, and the MAC, identify specific implementarion actions, responsibilities, costs, and funding
sources relevant to the land use measures recommended in Subtask 7.1.2. Establish a schedule for
implementation.
7.2.3.
Task 7.3
Schedule for Review and Update. Establish a schedule for NCP review and update.
IVCP 4Vorking Paper
Prepare copies of draft NCP Woritin� Paper for review and comment and conduct a briefing (in con-
junction with the briefing for Elements 5 and 6) with M.AC staff on the Workin� Paper. Revisions and
corrections will be incorporated in the Final Technical Report in Task 9. l.
Drtft Da[e: 3/26/99- l 1-
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MSP FAR Part 150 Study Update
and FAA. Revise draft to reflect comments.
'�ask 9.3 Draft NCP Update
Draft Workscope (March 26, 1999)
Assemble the noise abatement and land use compatibility recommendations developed in Elements 7
and 8 in a draft NCP Update consistent with the requirements of FAR Part 150. This draft will be
reviewed and subsequently revised prior to submittal.
9.3.1. Forma� Establish the format for the NCP Update consistent with the requirements of
FA.R Part 150. �
9.3.2. Draft NCP. Assemble materials from Elements 7 and 8 in accordance with the estab-
lished format.
9.3.3. Review and Comment Distribute copies of the NCP for technical review by MAC
and F.AA.. Revise draft to reflect comments.
Task 9.4 FAR Part 150 Submittals
Compile NEM and NCP documents, as revised. The draft submittal package will receive MAC
review and comment. The draft will be revised and submitted to FAA.
9.4.1. Compile Part 150. Compile Part 150 submittal for MAC review and comment.
_--� 9.4.2. Comment/Response. Incorporate public comments and responses developed in Ele-
! ) ment 2 related to the public hearing and public review of the Final Technical Report at the public
� J hearing in the draft Part 150 document.
9.4.3.
vided.
9.4.4.
Submittal.
Part 150 Update. The submittal document will be printed and copies will be pro-
FA,A Comments. Assist tlie MAC in preparing responses to FAA. comments on the
- � . � . ,� ; . ,� � . � . .. ► `
Consultant will prepare material that summarizes the Part 150 process and results, and that provides
MAC with material for NCP publicity.
10.1 Summary Brochure
Consultant will prepare copies of a four-color, glossy finish, 11 by 17 inch, single fold, suinmary bro-
chure (i.e., four 8 by 11 inch pa�es). The brochure will summarize the study process, results, FAA-
approved recommendations, and implementation mechanisms. Consultant will prepare the brochure
after receiving the FAA record of decision on.the NCP.
10.2 PowerPoint Presentation and Script
�__ � Consultant will prepare a PowerPoint presentation that summarizes the study process, results, FAA-
approved recommendations, and implementation mechanisms. The presentation will included Pow-
erPoint slides, including text, graphs, dia�rams, maps, and other types of illustrations, adopted from
Draft Date: 3/26/99-13-
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CITY OF 1VI�NDOTA HEIG�-17['S
To: Mayor, City Council and Airport Relations Commission
From: Kevin Batchelder, City Adminis to
Subject: Part 150 Study Update Scope
DISCUSSION
The Metropolitan Aircraft Sound Abatement Council (MASAC) requested that each
airport cornmunity provide comments on the "scope" of the upcoming MSP Part 150 Study
Update. This Part 150 Study has begun and will result in an application to the FAA, by MAC,
for the next round of federal funding for Part 150 activities such as sound abatement
(operational changes and land use planning) and sound mitigation (acquisition and sound
insulation). �
Mendota Heights has submitted a letter in response to this request. (Please see attached
letter.)
This letter was cornposed with the assistance of Mayor Mertensotto and the Airport
Relations Commission who utilized the City's Airport Plan of Action, our Airport Noise
Mitigation Needs statement and an August letter to MASAC about a corridor evaluation (which
will be a part of the Part 150 Study Update). It is being provided for your i_nformation.
Also attached is a Part 150 Study Update schedule which demonstrates that MAC hopes
to complete the process within 15 months, a very ambitious time frame given the complexity of
the issue. It is important to note that this Update will produce a new LDN 2005 Noise
Contour that will be used as the basis for eligibility for sound attenuation, acquisition and other
noise mitigation efforts. This new noise contour will also likely affect the Metropolitan
Council's noise zones contained in their Aviation Guide Plan Chapter of the Transportation
System Element. We have already put the Metropolitan Council on notice that the basis for
their existing noise zones is obsolete, given that a new future contour is being developed that is
more applicable to a ten year comprehensive plan by our city.
cc: Jill Smith, MASAC Representative
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Apri18, 1999
Mayor Charles Mertensotto
MASAC Chair
6040 28th Avenue South
Minneapolis, Njj�j jj4jO
Dear Mayor iViertensotto:
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The City of Ivlendota Heights submits its comments on the scope of the MSP's
Update, per the request of the Metropolitan A.u-cra.ft Sound Abatement Counci p� 1� 0 Study
scope of the study update shouId incIude the followin�: ���SAC). '�e
1. E-T�i�, of the Existina -
Run� av TTcP C��fe,,.. �e Present nul�yay use system is
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_ inequita ie as rt is predicated on the enoneous application of land use compatibili
% theories. This runway use s��stem will need to be updated wi
Runway 17'3� and this provides an o o� th the construction of the
operation ofthe MSP airport_ pP t3'to elunmate the current inequitable
� The RUS calls for the use of the crosswind
the daytime, to relieve the burden on the para 1 1 aru�w ys 2T� �haS not oc c�a
as prescribed and the result is an over-reIiance on the southeast eorridor. �ed
b• Head-to-Head Operations requires the divergence of de
areas of Mendota Heights, often durinQ P�res over residential
the effectiveness of the recently established non stimultarieo h dzs� T�s reduces
procedures. Rerouting of inbound tra�c or modificaiion of head-t� acl
operational procedures should be adopted so that non-simuItaneous depa�es
will keep departing traffic in the center of the corridor.
� The prinrity 3ssigned to the Southeast Corridor in the RUS is inequitable and
should be re-exarnined. The RUS erroneously relies on `'Iand use compatibilit "
as a Quidzng principle for rirn y
P ary, heaty use of the Southeast Corridor. Due to
the increase in capacin� and aperations at NISP, areater voIumes and heavier
percentages of aircraft tra�c now depart a.ncl arrive in the corridor_ As a result,
the air noise contours and the NfetropoIitan Council noise zones have • �
into residential areas lona considered compatible. The southeast corridoph s ot
�, confined aircrafi to compatible land u s e a r e a s, b u t h a s Qiven license to the
1 i O1 Vic#oria Curv N endota Heights, NIN • 55 i 18
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(b12) 452-1v50 • FA� 4.52_gg40
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Meti•opolitan Airports Commission to send ever increasing air traffic over
� residential areas of l�fendota Heights. The ever increasina
amount of traffic
. cannot be physically or operationally confined to the corridor and, in fact,
constantly spills over into incompatible land use areas.
d• The revie�v of the RUS shauld include a reaffirmation of projected percentages of
runway use under the 2010 Comprehensive Plan, as presented to the Minnesota
State Legislature and as contained in the Final Environmental Impact Statement.
2• Review of Southeast Corridor - The ori�inal intent and purpose of the Southeast
Corridor has been overwhelmed by increases in capacity and air tr�c at the MSP. The
Part 150 Update should address the followinQ:
At a minimum, aircraft operations should be maintained inside a designated
southeast corridor based on ANOMS generated contours.
b• Continuously utilize all available.technoloaical improvements includin�
navigational aids, DGPS, and standard instrtiment departure procedures to narro�v
the southeast corridor to restrict overfliQhts to commerciaUindustrial zoned land
_ use areas. � .
�• With the shift in ma?netic headings, tower orders rieed to be reviewed for
�� compliance with the corridor's original intent.
d• Subject to narrouring the comdor as noted above, consider implementation of the
09� ° northern boundary recommended by the Blue Ribbon Task Force.
e• The corridor is inequitably hinged to the north and the Part 1�0 Update should
consider a more symmetrical corridor confiQuration consistent with the ever �
increasing operational activity at MSP. :
f Alternative departure profiles should be reconsidered. Altimde analysis should be
studied to determine aircraft pro:cimity to ground Ievels at incremental distances
for varying types of aircraft. Deparh.zre procedures should be re-evaluated as part
of tlus vertical departure analysis.
�• Five mile final arrival procedures should be maintained to best utilize the eYisting
compatible land use areas tirithin and beyond the e:r•istinQ Southeast corridor.
�• Airt�ort Onerations - Airport operations should be adjusted to provide for increased
noise abatement opportunities including the follo���inQ:
a• Ni�httime restrictions should be imposed that specify only "manufactured" StaQe
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� III aircraft after 10 p.m. until6 a.m. The use of incentivesidisincentives should be
�-------� considered including hiQner landing fees for noisier airplane types after 10 p.m.
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Tluough the use of DGPS, ground track assignments should be used for departing
a.nd arrivinQ aircraft instead of headings.
�• A run up enclosure pad should be considered to reduce airport g-ound noise.
Other areas of ground noise should be identified and mitiaation/abatement
activities undertaken. Lo��v frequency study issues shouId be applied to alI airport
communities, not just those in protiimity of Run�vay 17/;5.
Noise Measurement - AlVpiI�IS data should be used to the greatest zrtent possible for the
generation of the 2005 LDN noise contours.
Land Us�l.tunities -�e study updates should address the follo�vina;
a• The acquisition of severely impacted neighborhoods, homes, and other
incompatible land uses should remain in the updated program.
L�
c.
Land use compatibility should not be overemphasized as a primary duective for
departure direction.
Land use compaiibility is ineffective for an inner city airport bounded by fully
developed municipalities. �
�• Boundaries of elijibility for Part 150 Sound Insulation should not divide
Il�lahborhoods. More equitable botzndaries based on actual noise impacts need to
give way to the subjective assumptions used to generate INM contours.
The City of Mendota HeiQhts thanks the Nletropolitan Airports Commission for this o o
to make suQaestions and have comments on the scope of the Part 1 �0 Study Update. We look ty
forward to cooperatin� with the MAC, thz FAA, and all the neiQhborina co
this process. ., mmnnities, during
Sincerely,
CITY OF MENDOTA HEIGHTS
��-� (�������.�
Kevin Batchelder
City Administrator
cc: Roy Fuhrmar�n, M�.0 �1anaQer, A1-iation i�loise a�d Satellite Proarams
City Council � �
i�Iendota Heights Airport Relations Commission
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O MASAC meeting agenda, cover memo(s) and correspondence for
. March 30, I999
❑ Minutes of the February 23, 1999 MASAC meeting
❑ Minutes of the March 12, 1999 MA.SAC Operations meeting with
attachments and cover memos
❑ Blank Noise Monitaring and Information Request Form
❑ Monthly Part 150 tJpdate
❑ February 1999 Technical Advisor's Report
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COUII�TCFL
General IvteetinQ
March 3Q, 1999
7:30 p.m. to 9:15 p.m.
6040 28� Avenue Soath
MinneapoIis, Minnesota
1. Call to Order, Roll Call
Z. Presentation of Certificate of Appreciation
3. r"�pproval of Minutes of Me4ting February ?3, 1999
4. Introduction of Im�ted Guests
Receipt of Commvnications
a. MSP Construction Briefing - Gac-y Warren
6. March 12, 1999 Operations Committee Report - Mark Salmen
7. Low Frequency Noise Po1ic}' Committee (LFNPC) - NIASAC Representation
A. Nomination and Vote for LFNPC Representative
B. 1�'omination and Vote for LFNPC Alternate
8. Technical Advisor's Runw•ay S}�stem Utitizaiion Report and Complaint
Summary
9. Report of the MAC Commission ;�leeting
10. Persons �'�'ishing to .4ddress the Council
11. Items �ot on the Agenda
12. Adjournment
Nezt Meetina:
,- t :�pril 27, 1999
�
1Vl.A.SAC
r.1����
,
T�: MASAC Committ�e Members
�ROl'�'1: Roy Fuhrmann, Technical Advisor
SLTB,jE�T: MSP Construction Briefin� 1999
DATE: March22, 1999
��s�c
As part of the MSP 2010 plan, the MAC will continue implementation of airfield improvements as
well as terminal and parkina facility modifications. At the March 30, 1999 regularly scheduled
MASAC meetinQ, Mr. Gary V4'arren, M:�C Director of Airside Development, will discuss in detail the
Runway 13R/30L reconstruction project. He will also be able to answer questions concernin� other
construction projects commencing this year.
Also included in this package, is a recent news release concerninQ the 1999 Construction Season.
If you have any questions or comments please contact me at 7?�-6326.
�
F�R IIYIlt�LEDL4TE RELE4SE Contact: Wendy Burt
Monday, March l�, 1999 612-726-�33�
Jennifer Bagdade
. 612-726-8170
IYiinneapoiis-St Paul International Airport
Ramps Up for 1999 Construction Season
Construction at i�inneapolis-St. PauI International Airport (MSP} in 1999
includes the greatest number of projects and highest construction budget in the airport's
history.
As result of the Minnesota LeQislature's decision in 1996 to expand MSP at its
present site rather than build a new airport, the Metropolitan Airports Commission
(MAC) is implementing MSP 2010, a plan that includes improvements on the airiield, in
the terminal and ekpanded parkin� and rental car facilities.
Designed to accommodate tne region's demand for passenger service throuQh the
year 2010, the �2 billion project is paid for throuah user fees (landing fees, parking
revenue, passen�er facility charges and concessions revenue).
"Our mission is to operate a safe and e�cient airport," said Niael Finney, M.�C
deputy executive director of plannina and environment. "Last year was a record for
construction at MSP, and 1999 wiil exceed 1998. The MAC awarded �223 million in
projects in 1998. In 1999, we expe;,t to aw•ard �3�0 million worth of projects, impacting
almost every aspect of the airport. ��'hile these improvements will be implemented in
phases to cause as little disruption as possible, there will be impacts to the travelina
public. We ask for their patience w•nile we build a o�tter airport to meet the needs of our
community and region." -
MSP served 30.3 million peoole in 1998. T'r�is number is expected to increase to
38 million by 2010.
- more -
PaQe T�o/MSP 19°9 Construction
The Year Ahead (and beyond)
Components of the 1999 construction projec�s include the second phase of
reconstruction of the south parallel (12R/30L) run�•ay, construction of the new
north/south (17/3a) runway, continuation of the construction of new parking and rental
car facilities, and expansion of the Green concourse.
Having been constructed.nea.rly 50 years ago, the south parallel runway will
undergo the second phase of reconstruction beginnina this sprinQ. Last year, MAC
rebuilt the western 113 af the runway, which had deteriorated because of age and heavy
use. The reconstruccion of the eastern 1/3 of the runway will result in rerouted air tr�c
between April and September. The reconstruction will result in approximately 200 more
departures per day than usual over Bloomin;ton, Richiield, Burnsville and Eaaan.
MSP breaks �round on a new 8,000-faot runway expected to add approximately
2� percent additional capacity for the airport, reducing congestion in the national air
space system and reducing delays for travelers. The new runway wiil run almost parallel
to Cedar Avenue in a north-south direction. Aircr�� w71I depart to or arrive from the
�' �_ south. Construction beQins from the northwest side of the airport proaressin� south, and
'` the runway is expected to be operational in 2003.
Construction of a new, nine-level parking and rental car facitity continues this
spring on the east side of the current general parkina ramp. This facility will add 6,500
new stalls to MSP. The first thre� fioors of the ne�� ramp will house the auto rental
service center. Approximately ?,000 new public spaces will be available beginnin� in
mid-summer 1999. The remainder of the construction will be completed in the fall of
2000. The current parl:ing facility remains apen durinE construction.
The roadway system at the airport ���ill be reconiioured and reconstructed throuQh
1999 to accommodate the chanQes to the parking ramps and expansion of the Green v
concourse. MAC advises travelers to slov.� down and stay aIert to signs directing you to
diirerent lanes as construction proEress.
The airport's �ate capacity «•il( be increased with the construction of the first four
of 12 new jet gates on the Green concourse. Const; action begins in 7une 1999 on the
areen concourse e�pansion «�hich, «•nen complete in �� Q2, will also include a new food
court and retail rotunda; continuation of the moving ��al��wa��s, automated shuttle, new
re�ional concourse and connection t� the areen/Qold skyway.
- more -
Pa�e Tnre.,IMSt� 1999 Construction
Bridging the airport roadw•ays between the G;e�n and Gold concourses wiIl be a
heated sk-yway, including movinQ walk�vays, to faciiitate travelers reachinQ gates at the
east end of the concourses without travelinQ throuQh the Main Terminal buildina. Sl�ycap
and limited ticketing check-in service will be provided to passengers. Anticipated
completion is in summer 2000. Travelers parking in the new parking facilities or usin�
rental car facilities may find it• more convenient to use the new skyway.
Construction of a new 8-�ate, 300,000 sq�ar�-foot terminal to replace the
Humphrey Terminal is expected to begin in fall 1999. This new 8-gate facility will house
both charter and origin-and-destination airlines. The new terminal is designed to allow
for a future expansion of up to 18 �ates. The new terminal is expected to open in the iirst
quarter of 2001.
The mitigation of environmentai impacts includes a continuation of sound
insulation for residences and schools in the area. New deicing areas throughout the
ai�eld will enhance the e�ciency of the deicing process for departing aircraft and
provide an area to collect used glycol.
(�
Beyond 1999
Future projects at the Minneapolis-St. Paul International Airport include renaming
�,
and re-signing the concourses and parkina facilities at the Lindbergh Terminal to help
passengers find their way. Other runway improvements include an additional 1,000 feet
on runway 4/22 to accommodate (ong-haul flights and additional ta.�iways.
For information and continued updates about MSP 2010: Building a Better
Airport, visit the MinneapoIis-St. Paul International Airpor's Web site at
http://www.mspairport.com.
About the Metropolitan Airports Commission
The MAC is an independent agency, which owns and operates MSP and six other airports
in the metropolitan area. With 30 million passengers annually, MSP is the 13th busiest
airport in the United States and ranks 19th in the world. MSP is served by 10 major U.S.
airlines, including Northwest Airlines, which is headquartered at MSP. MSP provides
service to 175 destinations of whicn 29 are international. Tne airport creates and
supports more than 100,000 jobs and contributes �0.8 billion to the reaion's economy
annually.
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SUBJE�T:
DATE:
��.sAc
MAS.4C Committee IVlembers
Roy Fuhrmann, Technical Advisor
MASAC Operations Committee NiQhttime Hours Discussion
March 22, I999
The MASAC Operations Committe� eaplored expansion of the niQhttime hours durins the March 9,
1999 meetinb. Staff presented mam� different analysis of scheduled and actual operations. Included
with this mailinQ is an extremely detailed account of the discussion that occurred at the Operations
Committ� meetin�. Operations Committee members requested that MASAC representatives pay
particular attention to the summary of the niQhttime hours on paQe seven (7) of the minutes, and the
discussion detailed on paQes eight (8) and nine (9).
The follou�ina hand outs from the meetin� are also includ�d for your information:
,.�
1.
?,
3.
4.
J.
6.
Hourly Operations Analvsis at MSP
Scheciuled Operations ��s. Actual Operations for December 1998 and January 1999
Carrier Jet Operations b�• n"fteen minute inten�als and associated araph
Other Aircraft Operations b�� fifteen minute intervals and associated �raph
Total Aircraft Operations by fifteen minute in[er�•als and associated �raph
NiQhttime Hours Operations Summary
The information presented as w�ell zs the minutes of the detailed discussion by the Operations
Committe� members will be incorporated into the Part 1�0 Study L�pdate.
If you have any questions or comments please contact me at 72�-6 �?6.
' / �
���C��T���T� ��Sa.0
T�: MASAC Committe4 Members
FR�I`✓I: Roy Fuhrmann. Technical Advisor
SU�,jECT: Revised 1999 M.�SAC Schedule
DA�'�: March 22, 1998
At the March 9, 1999 MASAC Operations Committee meetinQ the committee members added
Part 150 Contour Boundary definition to the May 14, 1999 schedule and forwarded the discussion
of evaluating the Ea�an/Mendota Heiahts Corridor to the 3une 11, 1999 meetinQ. The revised
schedule is as follows. y
Proposed 1999 MASAC Goals and Objectives Calander
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Finalize Goals & Objectives for 1999
Develop Specifications for Investigatina GPS
January 15 Operations Committee Landing System Use for Noise Alleviation
Determine Ground Run-uc� Enclosure (GRE)
E�•aluation/Benefit Criteria.
Januarv 26 MAS.�C Orientation Topic -1et Enaine Noise Sources
' with Spectrum data. (NASA Data)
R'��iT Installation Uadate
Februarv 1? O�ration� Committee Re��ie�� RFP results for RMT Installation
� l��date on ANO?�4S/RI�•1T Intearation
February 23 M.�SAC Part I�0 �ipdate Se�si�n
Enhance Noise Information Dissemination
options. (Community Communication of
March 12 O�xrations Committee Construction, M,AC F�dback,
and Operational Chanaes
Re��ieu tiiAhttime Hour� �y-1 1 P.M.)
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March 30 ?�,I,�s,,�C Receive MSP Construction Briefins
(G. V4'arren) y
Non-simultaneous Corridor Departure Analysis
April 9 O�rations Committe� P� ��0 Ugdate Pro�ress Review
lGround Level/L.ow Freauencv 5tudv and
Contour Generation as part of Part 1�0 U�date)
April 27 MASAC Jz� Hamiel Update on MAC Perspectives
RMT Installation Proaress Review
May 14 O�rations Committ� p� >>� Contour Boundarv Development
Part i�0 Uodate ProQress Review
May 2� MAS.AC RMT Site Location update
Par[ 1�0 Update Pro�ress Review
E�•aluate Easan/Mendota Heiahts Corridor
June 11 Operations Commia� � Deoacture Procedures.
Construction Update
Part l_>0 Ut�date Pro;ress Review
June 22 MASAC Orientation Topics
- Construction lipdate
July 9 Operations Committe� P;u-t 1�0 Uodate Pro�ress Review
Review Technical Advisor Report Format
.luly 27 MASAC Non-simultaneous Corridor Departure Report
Auaust 13 Operation� Committee Construction Update
~ Part I�(1 l�pdate Pro;ress Re��iew
Auaust 24 iti1ASAC F�.a tour of the Farmington Air traffic Control
� Center
Sep[ember 10 O�rations Committee ���'��ti�ate incentives to carriers for S�aQe 3.4/C
Part 1 �� U�date Pm�ress Review
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:� __. : : : _ __ .. . _
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Req�reme�a�.s
_. ; �9� _ F�ar�y _ - .
Sep[ember 28 MASAC Sta�e III Compliance Review
October 8 O�rations Committee Par 1�0 L�pdate Progress Re��iev.�
October 26 M.ASAC Orientation Topics
November 12 Operations Committee Focus Activities for UpcominQ Year
Pan 1�0 liDdate Prosress Re��iev.•
November 30 MASAC Par[ 1�0 U�date Proaress Re��ieu�
December 10 Oj.�erations Committe.:. Establish Calendar for 2000
('a�;e 3
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February 24, 1999
ty
Mayor Charies fVieRenso<io
C(TY h{ANAGcR Ciflctf
JAMES D. PAOSSca Mztropolitan Aircra� Sound Abate Councii
604Q-28th Avenue Soutn
MAYOR Minneapolis, MN 55450
MARTIN J. KIP,SCH
cmr couNci� Dear Mr. Mertznsotto:
SUSAN RQScNBcAG
SUZANNE M. SANDAHL The Richfield City Council approv�d an amendment to the Richfieid-MAC agre=ment to
KRISTA� STOK�s inciude MASAC as a technicai assistant to the Low Frequency Noise Policy Committee.
Russ sus,a� However, as I reported, the Council agresd to this amendment with some reservaiion.
Specific conc�m was expressed t�at the MASAC representative to the Low Fr�quency Noise
Poficy Committee was not approved by th� general MASAC representatives. It is cleariy the
expeciation ofi the Richfield City Council that the MASAC represzntative be designated and
approved by the generai membership of this organization.
This issue has not been resoived. The MASAC meeiing of Fsbnlary 23 was adjoumed
-� before our motion for a vote at the next me�iing was acted upon. Instead, a��erthe meeting
�_�= was adjourned, you suggested that this request be made in writing. This lett�r is in response
to your suggestion. In addition, we are also requesting that MASAC, as an entire voting
body, oft"iciaily designate rivo members to attend meetings as part of the technical advisor
group to the Low Frequency Noise Poficy Committ�e. At least one of these members should
represent community interusts and that person should be the primary repres�ntative of
MASAC. We request that the vote on these r�presentatives take pl«cs at the regular
meeting on March 30, 1999 and tnat MASAC receives regular reports therea���r. Thankyou
for your consideration.
Sincerely,
Ktijlsv�? S��'���c��
Kristal Stokes
MASAC Representative
DMW:ds
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Dawn Weitzel
MASAC Representative
l itc� C'r,�ctn Hometv�rn
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l�EETRQP�LIT.�...'�t AIRCR4FT SOUND ASATEI�iENT COUlV��.
GENER.�.L MEETI�TG
February 23, 1999
7:30 g.m.
60�0 2S"' Avenue South
i��inneapolis, Minnesota
Call to Order. Roll CaII
The meeting «�as called to order b�� Chairman Charles Mertensotto at 7:30 p.m. and the secretary
was asked to call the roll. The follo�cing members «�ere in attendance.
Charles Mertensotto
Mazk Salmen
Jennifer Savre
Dick Keinz
T.J. HorsaQer
Dean Lindberg
Dick Saunders
Leo Kurtz
Nathae Richardson
Mike Cramer
Neil Clark
Steve Minn
Sandra Colvin Ro�•
Glen.n Strand
Kristal Stokes
Da«m VVeitzel
Russ Susag
John Nelson
Petrona Lee
Charles VanGuildcr
Lance Staricha
Chuck Thorkildson
Jill Smith
Kevin Batchelder
Mannv Camilon
Will E�inton
John Ha11a
Advisors
Ro�• Fuhrmann
Chad Leqve
Mendota. Heights
NWA
NWA
MAC
Sun Country
Mumeapolis
Minneapolis
MinneapoIis
MinneapoIis
Minneapolis
Minnea.poiis
Minneapolis
Minneapoiis
MinneapoIis
Richfield
R.ichfield
Richfield
BloominQton
Bloomington
Burnsville
Ea�an
Ea�an
Mendota Hei�hts
Mendota Heishts
_. S.t. Louis Park
Inver Grove Heishts
St. Paul V
ivi.AC
M.AC
Glenn Strand, Minnea.poIis, said he felt spending aoproacimately �2�0,000 on � additional RMT
sites for the existing co�guration would not result in a m;zsurable benefit because the current 24 �
sites already cover all of the flight tracics and v��ill not ariect operations at the airport. He
su�ested 3 RMTs on-airport property would be mor� benencial.
Roy Fuhrn�nn; Technical Advisor, said he understoo,� Ivfr. Strand's ar�uments but e�plained that
the MSP Noise Miti�ation Committee recommend�d ttsat the current RMT configuration be
expanded, which «�s the catalyst for the M_ASAC Operations Committee to resea.rch it and ior
the full M.ASAC body to endorse it last spring. Ivir. Fuhrmann said an on-airport monitor u�as
being considered as part of the Ground Run-up EncIosure discussions.
John Nelson, Bloomington, said he supported installing the additional RMTs at the specified
locations beca.use they are located in residential areas.
Chairman Mertensotto also noted that the MSP Noise Mitigation Committee's recommendation
included using the monitored da.ta. to corroborate the accuracy of the modeled noise contours and
that additional monitors wzll enhance staffs ability to do that.
Steve Minn, Minneapoiis, said he supported using monitored data for genera.ting the noise
contours rather than modeled contours.
Roy Fuhrmann, Technical Advisor, said adding 5 more RMTs will give residents in those areas
more information about �•hat is happening in their neighborhoods and help in the crossing in the
corridor operation.
Neil Clark, Minneapolis, said he concurred �;�ith Mr. Strand that the additional RMTs �irill not ``
affect noise levels in the neighborhoods and tnat he had made this point when the issue �•as
discussed at MASAC a}�ear ago.
Jill Smith, Mendota Heights, asked if the additional monitors will benefit staff in creating the new
noise contours and whether or not the}� were necessary for this purpose. Roy Fuhrmann,
Technica.l Advisor, said the information from the additional monitors will provide additional
information that can be used in corroborating modeled contours but could not quantify the overall
benefits for accomplishing this task
JOHN NELSON, BLOOt�4INGTON, MOVED AND SANDRA COLVIN ROY,
MINNEAPOLIS, SECONDED TO SUPPORT STAFF IN MOVING FORVVARD WITH
INSTALLING THE FIVE ADDITIONAL REMOTE MONITORING TOWEIZS AT THE
SPECIFIED SITES AND TO PROCEED WITH THE ESTABLISHED TI1I�IETABLE.
THE VOTE WAS UNANIh10US. MOTION CARRIED.
Part 1�0 Uodate Studv Session
Roy Fuhrmann, Technical Advisor, introduced Evan Futtennan and Kim Hughes of HNTB. He
said they have worked on past Part 1�0 updates for MSP and «ill be working on the current Part
1�0 Study Update, as well. Mr. Fuhrmann also gave a brief overview of what Mr. Futterman and
Ms. Hughes planned to present to the council.
Mr. Futterman said, although he hadn't planned to give a full briefing on how the new contour
will be generated, he «�anted to comment on the subject because there had been a number of �
questions. He said MSP has come a long «•ay from 20 years aao when he first started. He said
the ��IvTOMS s��stem has r�volutionized the data being used to gene �te the base case maps, but
cautioned that a Part 1�0 Contour is a 3-��ear projection and some assumptions must be made.
Ms. Kim Huohes then explained �s•hat the F.4.R Part 1�0 prograrn is and how it began.
i The Part I�0 progr-�.zm ��as crea.ted in 198� to comply �zth the Aviation Safety and Noise
Abatement Act of 1979, �•hich requirerl the FAA to create a voluntary program to help
airports esrablish noise contours and a noise compatibility program.
➢ The focus oi a Part 1�0 proeram is to develop a comprehensive plan to deal wzth aircraft
noise. It involves defining the problem and identifying solutions.
➢ Noise e.�posure maps a.re intend�d to identify land use areas that are not compatible �z•ith
aircra.ft noise ]evels. A base case and 5-year forecast map will be generated.
➢ The t�c�o categories of noise compatibility actions are noise abatement, which deals «�ith
tr��ing to make the aircraft quieter, and land use measures.
➢ Over 200 airports have participated in the FAR Part 1�0 program.
i MSP has completed t«•o Part 1�0's.
i- In 1980, the Federal Interagenc}� Committee on Noise (FICON) developed guidelines for
considering ]and use planning and established DNL as the noise metric to use to consider land
use compatibility. DNL ��as rormally adopted by the FAA in 1981 as the single systern for
determining exposure of individuals to aviation noise.
➢ DNL is an average metric and penalizes nighttime operations by lOdB. It represents an
average accumulation of noise over a 24-hour period for the entire year.
➢ F.4A has identi�ed DNL 6� as the appropriate level at which mitigation is applied. MAC is
planning to mitigate to the 60 DNL, as recommended by the MSP Noise Mitigation
Committe:,.
i �: i MAC's C�eographic Information S�•stem (GIS) will be used to identify non-compatible land
' use areas. The number of d�i•ellings and population counts within the contour can be derived
from this svstem.
i The Inte2rated Noise Model (i?�'1�4) is used to generate the contours.
Mr. Futterman then gave a brief overvie«• of the Part 150 program at MSP, including a list of the
various noise abatement measures that have been suggested and/or implemented. (Copies of this
presentation have been sent to all h1ASAC members.)
� MSP began the Part I�0 process in 1987, ��•hich iricluded 14 noise mitigation measures and 8
land use measures.
%- MAC implemented some mcasures through voluntary means when the FAA disallo«�ed
mandator}r measures.
i The number of people in thc 6.i DNL contour has been lo«�ered over time.
➢ MAC initiated an updatc of thcir Part 1�0 program in 1991. Additional measures were added
at this time, including Nighttimc Vofuntan• Agreernents, the Run Up field rule, the Noise
Budget P;ogram, restrictions on nighttime pushbacls, and training restrictions. The RUS was
estabIisi�ed and the AN01�4S s�•stcm �i•as implemented.
i� The contour being used toda�� is thc �-year forecast from 1991.
i MSP's Par� 1�0 applications to the F:�.A have been very comprehensive.
i Construction data ��11 not be used for the contour generation.
Ms. Huones �en briefed the council on the proposed scope of the current Part 1�0 Update.
;' i ➢ The Dual Track process identified noise changes at MSP based on the new runway. The
�-- F.4.A's FE1S stipulated that a Part 1�0 Update needed to be compfeted.
➢ The miti�ation pro�arn �'ill include the 60 DNL.
r Low Fr�uency noise eriects ���ill be anal�•zed. T"n:, Low Frequency Noise PoIicy Committee �
will make recommendations regarding Io�� irequency noise.
➢ A�prohibition on the use of Stage II aircraft after December 31, I999 is being investigated.
i Noise Abatement Departure Procedures ror the ne«� run«�ay x-il1 be considered.
➢ Evaluate departure pro:.edures for the corridor.
➢ DeveIop methods to encour��e the aviation indust,-y to promote m.,ans for furt.her reductiors
in aircraft noise levels, including an accelerated phase-out of Stage III hushkitted aircraft.
� Inerease the number of RMTs for the ne�� runv�-��•.
➢ Establishing procedures for monitoring the use of runways to ensure compliance «�ith the
runway use goa.ls.
r� Consider limitations on the run up operations b}• time and direction.
➢ Include the new runway in the Rum��a.y Use S��stem (RUS).
Other requests include:
➢ Re-evaluate the use of the Ea�an/Mendota. Heights comdor.
? Investigate vertica.l and horizontal departures.
➢ Investigate Standa.rd Departures.
➢ Investigate curved arrival procedures.
➢ Investigate GPS augmented procedures for departures and arrivals.
7 Review the simultaneous and non-simultaneous departure procedures in the comdor.
➢ Review head-to-head procedures.
The Part 1�0 upda.te will also include:
➢ A comprehensive clatabase. �� ' -
i A pubtic involvement pro�ram, including meetings and hearings. The MASAC Operations
Committee ���ill be heavih� involved.
i An e:tisting conditions in�•enton� «iil be prepared for generation of the base case contour.
i The FEIS' high scenario forecast �tiill be used for the contour.
i The fleet mixes ��11 be updated based on current information.
i� Evaluate the existing noise abatement program and identify and evaluate additioiial noise
abatement altematives. The same «ill .be done for land use. �
i� There is a 180-day revie�i• period after the application is submitted.
r A summan� and informationaI materials «111 be prepared once the Update is completed.
Ms. Hughes then revie«•ed thc schedulc; for the Part I�0 Stud�• Update. She noted that it is
usually a long process but that the schedule is very aggressive with a completion date of October
2000.
Da«�n Weitzel, Richfield, asked if the consultant team �voutd be «orking on a federal level
regarding the lo«• frequenc}� noise issue in order to assure the Committee's recommendations ar�
implemented. Mr. Futterman said the F:�.A w�ill be involved in the LFN Committee. The LFN
Committee will w�ork independentl}� on this issue until such time their recommendations need to
be incorporated into the Part 1�0 Update. Ms. Hughes said the FAA will be a part of the Update
process, as weil.
Dean Lindberg, Minneapolis, asked ho«� the RMT noise levels will be used to determine the
contours. Mr. Futterman said the noise levels at the RMT r�ill be used to corroborate the � �"
contours once t6ev are generated. He said if noise l�vels at the RMTs are si�nificant(y difierent
tt�,an the base case contour, acijustmens can be made.
Sandra Colvin Ro}�, Minnea.polis, commented on the Voluntary Nighttime Agreement and said
she hoped the Update «�ill include measures that reach beyond voluntan� measures.
Due to the lat�ness of the hour, Chairnzan Mertensotto gave ..ach communiry 30 days to provide
comment on tise Part 1�0 �z�ork scope. Copies of the presentation �{�ill be sent to each member.
Februarv 12. 1999 ODeratiors Committee KeDort
I�4ark Salmen, NWA, revie���ed the February 12, 1999 Opera.tions Committee agenda.
The neh-t meeting of the Opera.tions Committe� is scheduled for Friday, March 12, 1999 at 10:00
a.m. in the North Star Room of the West Terminal building.
Reoort of the 1v1.aC Commission 1�4eetina
The MAC Commission a�reed that I�ZASAC should be an advisor to the Low Frequency Noise
Policy Committee.
9. Persons Wishine to Address the Council
�;ristal Stokes, Richfield, said she and the Richfield City Council were concemed about how the
MASAC representatives to the Lo«� Frequenc�l Noise Policy Committee were designated. She
i �): said the full MASAC body should have been allowed to vote on �;�ho should represent the council
�-' on the Lo�i� Frequency Noise Polic�• Committee and asked that a vote be tal:en at the ne�.-t
meeting.
John Nelson, Bloomington, said thz raason the representatives were designated at the Operations
Committee �z-as because there «�as not enouQh time to bring it back to the full MASAC body.
10. Other Items Not on the A�enda
There were no additional items.
13. .Adiournment
Chairman Mertensotto adjourned th:: meeting at 9:50 p.m.
Respectr"ully submitted.
Melissa Sco�Tonski, NLASAC Secrctan•
� i : 1� �: � ' i
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; } �
:� '� � ' ;;� '�
h� I I� �.T i E S
1��.A.SAC QPER.�TIC7hTS COI�����ZI'I'��'EE
I��arch 12, 1999
The mw.ting v�•as held at tne Metropalitan Airpo�s Commission North Star Conference Room, and
called to order at 10:00 a.m.
The following members wer� in attendance.:
Members�
Bob Johnson - MB �r1- Acting Chair
Jamie Verbrusse - Eaaan
John Nelson - Bloomington
Kevin Batchelder - Mendota Heiants
Dick Saunders - MinneapoIis
Brian Bates - Airborne
Advisorv•
Roy Fuhrmann - Technical Advisor
Shane VanderVoort - hZAC Advisory
� F= Cindy Gr�ne - F.4�
Visitors•
Mark Hinds - Richfield
Jan DelCalzo
Jennifer Sa�Te - I�'WA
Glenn Strand - Miru�eapolis
AGENDA
Roy Fuhrmann, Technic.�.l Ad�•isor, rcquestcd that a discussion of the Part 150 Contour Boundary
Definition be placed on the Ma}• 1�, 1999 Operations Committer Agenda and that the Eagan/I�lendota
Heights Corridor Departure Procedures discussion schedul:,d for h4ay be forwarded to the June 11,
1999 meeting. He noted that this item «-a.s currenth� not on the workplan but is important to the Part
1�0 Study Update process. Mr. Fuhrnlann also described how the boundaries for the present contour
were established and noted that M.AC submitted a iairl�� a�Qressive request to the F.�A for squaring off
the contour bounda.ries according to eeographic or municipal boundaries at that time but that it �z•as not
fully accepte�. Mr. Fuhrmann said the Operations committ� �i�ill need to d.iscuss how the boundaries
should be determined
K�vin Batchelder, Mendota Heights, suggest� the committ:�. consider the MSP Noise I�4itigation �
Committ�'s discussion on this issue, as well.
KEVIN BATCHELDER, MENDOTA HEIGHTS, MOVED AND JOHN NELSON,
BLOOMINGTC?N, SECONDED TO ADD A DISCUSSION OF THE P:�RT 150 CO1lTTOUR
BOUNDARY DEFINITION TO THE NiAY 14, 1999 OPERATIOh'S COMMITTEE
MEETING AND TO MOVE THE EAGAN/MEl4�?OTA HEIGHTS CORRIODOR
DEPARTURE PROCEDURES DISCUS5ION TO THE 3UNE 11, 1999 MEETING. THE
VOTE WAS UNANTMOUS. MOTION CARRIED.
GR�UND RUN UP ENCLOSURE DISCUSSION
Roy Fuhrmann, Technical Advisor, said stafs' will be conducting baseline noise monitoring in early
April on and off airport to deternline noise levels specifically associated with run ups. He also reported
that he did not have the nerd:d information from 0'Hare's GRE installation project but that the
appropriate documents were being sent. .
Mr. Fuhrmann also said he would lil:e to coordinate a m�ting with the Operations Committee and Mr.
Ted Woosely from Landnun and Bro��n, the lead consultant for Chicago's GRE installation and w•ho is
working �zth the San Antonio and St. Louis airports on their GRE inst�llations. He said Mr. Woosely,
along �zth his firn1, has conducted a��•orld��ide search of GREs and is very Imowledgea.ble in the field.
Mr. Fuhrmann said Mr. �'oosely has a�ti�de understanding of ihe various types of GREs and would be
able to give an in-depth presenta.tion of the options. Mr. Fuhrmann proposed that this meeting take `°
place at the May meeting or at a special meeting of the Operations Committee.
John Nelson, Bloomington, asked �z•hen the airport's CIP is established and �•hether or not there would
be enough time to include a GRE in the CIP if necessary. Mr. Fuhrmann explained that the M.AC's
Operating Budget is formed in Ma�� and June but that the CIP is in draf� form at that time and a GRE
would be included in the draft. He said that the GRE could be etiminated from the CIP at a later time if
it is deterniined that it is not ne�ded.
After a brief discussion, the Operations Committec asked sta -ff to establish a couple of possible m�ting
dates and report back to the committee.
1VWA ENGINE TEST CELL Mnh'ITnRING UPDATE
Roy Fuhrrnann, Technical Advisor, reported that staff, in coordination with the City of Eagan, has
identified two monitoring sites �ti�thin the city of Eagan and one site adjacent to the airport. He said
engine test c:,ll run times have also b�n determined in coordina.tion ���th Mark Salmen and En2ine Test
Cell personnel. Mr. Fuhnnazin said monitoring «•ouid ta.ke pIace the folio�ving w�;.k.
Mr. Fuhrmann then displayed a map of the airport and the surrounding area, wiuch indicated the thr�
monitoring sites. (S� attachment.) He said due to construction on the inbound roadway and Northwest
Drive, and because of concerns about shielding, the monitoring site adjacent to the airport u�ll be just
C
2
east of Highway 5 near the Fort SneIIing Club.
�r. Fuhrmann said staff will brief the EaQan Airport Relations Commission in late March on the draft
zindings and will report the findings to the MASAC Operations Cominittw as an updstr at a later time.
Jamie Verbru�e, Eagan, said he appre�:ated staft's and Mr. Salmen's help in this mstter. He also
asked Mr. Fuhrmann what information should be includ:d on a tracking lo�, which he �i�ll be
distributing to residents. Mr. Fuhrrnann said the log shouid include the date, the time oi day, the t��pe oi
noise, and a column ror duration.
Kevin Batchelder, Mendota. Heighhts, askrrl if the results of the monitoring would be able to be applied
to other loca.tions around the airport. Mr. Fuhrrriann saad sinw the noise generated at the engine test cell
facility does not have directivity, such as there is v�rith aircrari, the propagation of the noise �i�ould be
relatively consistent throughout the entire spectrum. He said given corrections for wind or other
atrnospheric conditions, the information could be applied to other locations.
Ivir. Fuhrmann then explained how the monitoring will be conducteci. He said staff will first deternune
whether the noise from the engine test cell can be heard at the thr� monitoring sites and, if so, whether
it can be monitored. He said in order to do so, sta� �-i11 coordinate v��ith the engine test cell personnel to
monitor their largest engine at full power.
John Nelson, Bloomington, noted that in the minutes of the last m�ting there was a re�uest for NWA to
attempt to provide additional noise measurement data associated with the facility. He asked if that had
b:�.n provided. Mr. Fuhrmann said he did not have an�� additional information. 7ennifer Sayre, NWA,
i �; said she would follo� up on whether or not there is additional measurement data.
REVIEW OFNIGHTTIME HOiIRS
Roy Fuhrmann, Technical Advisor, brief.,d the committee on the various analyses of the nighttime
hours.
Copies of the December 1998 and Januan- 1999 Consolidated Schedules were distributed.
Copies of the Nighttime Hours Revie�ti� packet and memo w�ere distributed.
1. Actual Operations Compared VVith Scheduled Operations.
• Throu�hout the December and Januan� timeframe, only 3 scheduled operations did not have
an actual operation associated �+ith it.
• The Days of Operation desienation (12 ���67) correlates �1th the days Monday throuah
Sunday, Monday being representcd b�• the number l.
o The Consolidated Schedule does not dif-r'erentiate between hushkitte� and manufactured
Stase III aircraft. The ANOMS s}�stem is able to desigr�ate 5tage II, hushl:itteri Si:taQe III
and manufactured Stage III airc; aft. Jenniier Sa�-re, NW �, said of the 413 aircra.ft in their
fleet, there are only �0 Stage II aircraft. She said tne majority of the DC4's are hushPd.
a John Nelson, Bloomin�ton, asked for clarification of the parameters of the Voluntar�•
Nighttime Agr�ments. It ��zs not� tt��at th� agr�.menu ask car�iers to use only Sta�e III
aircraft (either hushkitted or manur"a.ctured) for all scheduled flights afrer 10:30 p.m. �
Mr. Nelson said efforts should be ma.de to include airlinrs «�ho ha.ve not sisnd a Voluntan�
I�ighttime Agr�ment and that the Voluntary Ni�httime Agreement should be eYpand� or
changed. He svggeste:i that the di -frerences bet���wn m,anufactur� Stage III airc-aft and
husl�kitted Stage III aireraft be discuss� as part of these possible changes. It �c•as also
noted that a review of the nighttime hours was included in the Part 1�0 scoping document.
Kevin Batchetder, Mendota Heights, asked Roy Fuhrmanc�, Technical advisor, to comment
on how the original Part 1�0 application address� nighttime hours. Mr. Fuh.nnann said at
that time an ocdinance �•as drafied as part of a Part I61 action that would have banned all
Stage II nighttime operations. But that rather than a complete ban of Stage II nighttime
operations, valuntary nighttime agreements were entered into. He said at the time, the
airport was operating at approximately 17% Stage III nighttime operations. He said �zthin
18 months of the signing of those aer�ments, nighttime Stage IlI utilization went from
17% to approximately 49%.
Mr. Fuhrmann also describerl the FA.A FAR Part 161, which was established as part of the
Airport Noise and Capacity Act of 1990. He said a FAR Pa.st 161 application must be
completed if airports wish to impose local .restrictions on Stage II and/or Stage III
operations. He expIained that Part 161 requires the airport to perform a cost benefit
analysis, make notifications to the potential users and to the pubIic and that it must be non-
arbitrary, non-capricious, and ca.nnot interfere with interstate commerce, atong with a
number of other requirements. He said a succ.,pssful Part 161 study has not been completed
at any airport in the United Srates.
, t�
Mr. Fuhrmann said MAC staff is also currentIy working on an ordinance that will ensure
no Stage II aircraft «zll be allo��•ed to operate at MSP after December 31, 1999. He said in
order to do this, MAC must idcntif�• airlines that may pot�ntially ask for a waiver from the
FAA, what the probability of those airlines receiving a�;�aiver is, and what aircraft, if any,
would be impacted at MSP. He said in order to comply �i�th NiAC Ordinance and the Part
161 requirernents, a pub(ic hearing µill have to be conducted at the April or May P&E
meeting and an application be submitted 180 da�•s before the December 31, 1999 deadIine.
He said the state legislature directed MAC to conduct this process in their 1996 dual track
decision.
Kevin Batchelder, Mendota Heights, asked about Sun Country's use of Stage II aircraft
during the ni�httime hours. Ro�• Fuhrmann, Technical Advisor, said Sun Country has
signed the Voluntarv Nighttime Agr�ment and is also required in their newly negotiated
lease to operate only Sta�c 1f1 aircraft during the nighttime hours. He said a recent audit of
their lease agr�ment determincd that Sun Countrti• owed MAC fines for violations of their
lease agreement.
2. Nighttime Scheduled Operations by Carrier for December 1998 22:30 to 06:00
o John Nelson, Bloomington, asked if there «�as an a^r�ment w�th the passe�ger carriers not
to schedule flights during the ni�httime hours. Roy Fuhrrnarui, Technical Advisor, said
C�
there is no agreement that airlines cannot sch�uie pa.ssenaer ilights during the nighttime
hours. But, through the Voluntary Niehttim� A�'�menrs and the Noise Management
Methodology (NMM), carriers are asked to rnake th�ir best e�'orts not to schedule
gassenger flights durin� tne ni�nttirr►e hours, and if the�� do so, to use Sta�e III aircraft
orily.
• It ��as noted that NR'A t�.as onl�' one departure scn�ul�d a..it�r 2230, ��•hich us�s a Stage III
aircraft. Jennifer Sayre, I�%A, said tl�at fiight is s�.�sonal and onl�� operates during the
winter months.
3. SIMMOD Capacity Require:n�nts Performed by HNTB
o With the existing #hr� ninv�"ay configuration, given an optimum operational situation,
meaning eaeh and every airerafr are exactly thr� miles in trail, aircraft depart as soon as
the arriving aircraft is clear of the rum�ay> and th�re are no operational or other delays, this
airport could accommodate 101.8 aircraft per hour. This number, however, is not
attainable given the multitudinous variables tbat a�ect sirport operations and air tra�c
within the National Airspace S�•stem. Ro�� Fuhczr►ann, Technical Advisor, said because it is
impossibls for the airport to k�p up with the optimum demand schedule, actual flights are
rolled into other time frames.
4. Houriy Operations Analysis at MSP: Scheduled Clperations vs. Actual ANOMS Operations
for December 1998 and January 1999
o The total number of scheduled operations was tal:en from the Consolidat�d Schedule and
j' '�� the HF-iH Terminal Schedule.
' The busiest times of the da�' at the airport are from 1:00 to 2:00 p.m., ��ith an average of
• 923 operations per da}�, and from �:00 to 6:00 p.m., �1th an average of 88.7 operations per
day.
• John Nelson, Bloomington, not�ci that the anat�•sis sho«�s that durinQ the nighttime hours
(2230 to 0600) there is substantiall�• less correlation between the ANOMS actual
operations count and the scheduled operations. Nir. Nelson asked Mr. Fuhrmann if he
could elabocate on �ti�h}� this occurs. Mr. Fuhrmann said that some of the discrepancy is due
to flights being held over from busier times. He also noted that the total number of
operations in this anat}�sis included general a��ation operations that «�ouldn`t necessarily
show up on any schedule. He said it «�as also possible for cargo camers to operate an
unscheduled flight due to dcmand, especially during the month of December.
• John Nelson, Bloomington, said the ANOAIS werage daily count obscures the fact that a
large number of unschedul� flighu are taking place during the nighttime hours. He said if
a majorin� of the discrepanc�� is duc to eeneral a��ation tra.�ic, the impact is not as severe,
but he is concerned if it is due to camers und�restimating the number of schPduled
nighttime flights.
e Roy Fuhrmann, Technical Ad��sor, said there «'ere also a number oi si�ificant «•eather
evenu that took place in D�c�mber, ���hich could have anect:.d the final numbers. He said
ANOMS also has the abilin� to capture fliehts tiiat have be�n diverted to MSP from other
airports, due to «•eather conditions, but that the�' «111 not show up on MSP's schedule. He
5
noted that one day of bad weat:ner can sienincantly skew the avera,�e number of fIights for /;
any given nighttime hour. He said this anaIysis aiso demonstrates ho�r ANOMS �
information �zll have a si�nincant i.ripact on the contour generation. He said in the past
the rnodeling only took into account the number of scheduled operations but that ANOMS
wzll be abie to provide the actual numbers.
• Glenn Strand, Minneapolis, askeci if there are any penatties a�sa^.iated �zth the Voluntary
Nighttime Aer�ments. Roy Fuh;rn�ana, Te^hnical Advisor, said the VoIunta.ry Nighttime
Agr�ments are voluntary and there aze no penalties associated with them. He said the
reason Sun Country �rzs assessed penalties. was because in their tease they a.�rerd not to
operate Stage II aircraft during the nighttime hours. Mr. Fuhrmann said there are also
dif"rerent landing fees for Sta.ge II and Stage III aircraft. Mr. Strand askeci if the Aviation
Noise Proarams staf"'t ��as involved in auditing/monitoring the number of Stage II
operations that are subject to penalties. Mr. Fuhrmann said his ofnce could not use
ANOMS (ARTS) data from the FAA to charge landing f�s or penalties because of the
Memorandum of Agreement �.ith the FAA. He explained that Sun Country's penalties were
assessed tbrou�h an audit process separate from the Aviation Noise Pro�rams ofnce. Mr.
Strand asked if the Aviation Noise Programs o�nc: monitored compIianc; v��ith the
Nighttime Voluntary Agr�ments on a da.ily basis. Mr. Fuhrmann said they did not.
However, the office does produce quarterly reports on Nighttime and NMM pro�rress.
5. Fifteen Minute Operations Analysis at MSP (2100 to 2400 Hours): By Carrier Jet
Operations, Other Aircraft Operations, and Total Operafions
• Roy Fuhrrnann, Technical Ad«sor, noted that an average of 14.7 daily carrier jet
opera.tions ��ere added to the ni�httime hours when the beginning time for the nighttime �
hours was changed from 2300 to 2230, of which an average of 3.5 were stage II operations.
• When referring to the Qther Aircraft Opera.tions, a very large percenta.ge of these types of
aircraft (propeller, general ar�ation, business, etc.) are Stage III.
• John Nelson, Bloomin� on, notAd that after 2230 (10:30 pm) 20% of the operations are
Stage II and that tha[ percentage does not change if the 2200 (10:00 p.m.) time frame is
considered. He said eiven this information, changing the nighttime hours to begin at 10:00
p.m. would not have an effect on the percentage of Stage II operations and suggested this be
done, along ��1th an eCr'ort to increase the percentage of Stage III utilization after 2200.
Roy Fuhnnann, Technical Ad�zsor, said he understood Mr. Nelson's reasoning but given
the fact that all operations at the airport will be Stage III within 9 months the committee
may want to consider chaneing its focus to something other than Stage II operations. He
said sending letters to the camers in April or May may not be effective given the fact that
they k�ow they will be at a full Stage III operation by the end of the year. Mr. Nelson said
he understood, but that he v��as still dismayed that there continue.�i to be Stage II aircra$
operating after I0:30 p.m.
• Mr. Nelson said given the fact that thcre will be an all stage III flwt within the year, the
comrnitt�, might «•ant to consider other alternatives, including dra«-ing a distinction
beh��een 5ta�e III hushed and manufactured Stage III aircraft. He said he wasn`t sure how
effective a new Voluntary� Nighttime Agr�ment would be, thoueh. It was noted that
approximatel�� 30% of the na�ion's fl�t mix ��ould be hushed Sta�e III aircraft after
0
December 31, 1949.
' ' • Glenn Strand, Minn�.polis, said he aar.;.,d that putting a lot of eaort into limiting Sta�e II
ooerations at this point ��.�ould not be en�.tive. He then su�gest� that MAC undertake an
audit of penalties that should b� assess�d throusn lease ag-rwments. He aiso su�gested
breaking dov��n the aircr.ft n•pes b�� their Part 30 ��a.lues and using these parameters to
assess penalties or fees. Roy Fuiumaru�, Te: hnical Advisor, said Mr. Strand's nrst
su�estion has alrea.dy been compteted for. Sun Country, which is the only airline to have
such penalties incorporated into their l:zse. He said the MAC has b�.n working on ne�;�
Ira.se agr�ments v�zth all of the si�axory airlines, which ��ll include restrictions on Stage
II operations. He said MAC's int�rnal audit department �;zll complete audits of the airlines
as necessary. As for Mr. Strand's second su�estion, Mr. Fuhrmazm said because an
airport authority carmot impose penalties or discriminate betw�n different Sta�e III
aircraft, a Part 161 application �vould have to be completed in order to do so, �;�hich v�°ould
include all those elements discussed previously. He said: though, that these types of ideas
should be brought forward and discusseci since the Part 1�0 Study Update «�ill be
addressing these issues, as ��.�ell.
• John 2�Ielson, Bloomington, askerl whether or not a Part 161 proc�ss would have to be
completed if a volunta.ry a�.°r�ment could be rea.ched �i�ith the airlines. Roy Fuhrmann,
Technical Advisor, said if the agr�.ments were voluntary, a Part 161 application would not
have to be completed. He said if it ta�:es the form of an ordinance or an enforceable
restriction, a Part 161 process �;�ould nerd to be undertal:en.
6. Community Overfiights by Fifteen Minute Periods (21(}0 to 2400 Hours)
• This information is given for the members' inforniation.
Summary of Nighttime Hours (9 P.M. to Nlidnight) �nalysis (See attachment).
• Camer 7et Ops do not fall belo��• 3.� ops per l� minutes
• On averaae, 32.1 ops occur ben��.:..n 2200 and 2230 (10:00 and 10:30 p.m.)
• The average number of da��time (0600 to ?230) hourl}• operations is 702.
• The 2100 to 2200 hour currently has 62. I average ops
e The 1900 hour has 87.5 ops and 2000 hours has 79.9 ops.
• Moving operations fon��ard be��ond one hour is improbable.
m No flight cancellations, sch�;duling considerations or economie unpacts were evaluated for
this anal}'sis.
Ro�� Fuhrmann, Technical Ad��isor, said mo�ing the nighttime hours back to 10:00 would most li}:ely
not result in flight cancellations or movement to another time given the large number of flights cunently
ben;�een the 2200 and 2230 timeframe and ch� nature and destination of the fIights at that time.
Mr. Fuhrmann said the su�estion of pessibl�• moving the nighttime hours back to 10:00 p.m. «�as
brou�ht up during the Padilla Speer Beardsl��• audit and that the Operations Committee ne�tied to
decide whether:
7
l. It is possible given the ope:ations at the airport � �
2. It is fea.sible
3. And what types of benens or complian� could be espected if it was implemented
Mr. Fuhrmann also nat� that the rect>nstruction of the south pa.ra.11el runw�ay this summer will result in
later dega.rtures, as it did 3ast summer, dua to capacity constraints witizin a construction sce.nario. He
said moving the niehttime hours back to 10:00 p.m. during tius timeframe probably wouldn`t �zeId the
desired results and that the committee may vs•ant to look at long term considerations - post year 2000.
Kevin Batchelder, Mendota Heights, said he felt any Nishttime Hours/Operations plan should be
imptemented post Stage III. He said he didn`t believe it makes sense to place further restrictions on
Sta.ge II aircraf� since they would not be operating after the end of the year. He said from the
infornzation presented at the m�ting it u•as obvious that expanding the nighttime hours would not result
in fewer niehttime flights, but felt disincentives should be created for operating anything other than
manufactured Stage III aircra$ after 10:00 p.m.
Brian Bates, Airborne, commented that in order to accomplish what Mr. Batchelder proposed, a Part
161 procrss would have to be undertaken and asked Roy Fuhm�►a.nn, Technical Advisor, wha.t that
would involve. Mr. Fuhrrnann said it wonld be simiIar to undertal:ing a Part 150 process. He noted that
one of the problerns the airport came up against in I992 when they attempted to ban Stage II aircraft
during the ni�httime hours rc•as that it could have been viewed as a diseriminatory practiee under FAR.
Part 161. He said this was due to the fact that the airlines operating during the nighttime hours were
mairily cargo operators with mostly Stage II aireraft and little or no access, within their fleet, to Stage
III airera.ft. He said this issue could be a problem now, as well and commented that since cargo aircraft �
have a longer lifecycle, hushkitted Stage III cargo aircraft could be in service longer than passenger �
hushkitted Stage III aircraft. He said a F.4R Part 161 cost benefit analysis would take this into account
while comparing it a.gainst the difference in the size of a noise contour with and without the nishttime
hushkitted staQe III flights. He said the procPss at a minimum ��ould take 12 to 18 months. V
Gienn Strand, Minnea,polis,,asked if a Part 161 process would be ne�,ded if the airport were to assess
different landing f�s for di -�teren[ times of the day. Roy Fuhrmann, Technical Advisor, said he would
need to resea.rch that possibiIity further, but thought a FAR. Part 161 would have to be completed. Mr.
Strand aIso said he thou2ht a�1,000 pcnalry is not significant enough to have an effect on airiine
beha��or.
John Nelson, Bloomington, asked «�hc[hcr the purpose of rolling back the nighttime hours w�as to
eliminate Stage II operations on1}• or if the purpose �•as to addi[ionally reduce the number of passenger
flights during the nighttime hours. Ro�• Fuhrmann, Technical Advisor, said the original desire �vas to
reduce the total number of nighttime flights, but that the communities, at that time, understood that not
all night flights could be eliminated. Hz said the Voluntary Nighttime Agr�ment, which was the result
of the 1992 process, requested that the airlines not schedule passenger flights af�er the desi�nated
nighttime hours, but that if the�� must schedule them, that the}� use Sta�e III aircraft. He said since 80%
of the fl;�.t is now Stabe III, the benefit of this agre;ment is not as great as when it �i•as first enacted.
He said, since there «�ill be an all Sta�e III fl�;.t by the end of the year, staff beiieves the only possible
benent of rolling back the nighttime hours «•ould be in a reduction of flights during the nighttime hours,
C� ��
�
not in the t�pe of aircraft. But, in order to ae:.ompIish tnis, a number of flights would have to be
' c.�n;,�lled or moved to other times. H� said 'n� didn`t �ow u tnis would be feasible given the number of
fliahts during the 2200 to 2230 tim�irame and sch:.duiing considerations of cane.:Iing and/or moving
fli�hts. Mr. Fuhrmann also noted thaz the new run�z-av wzll allow more capacit�� and ma.y give airlines
more flexibiliri� in sch�uli-�g once it is ope� stionat.
John Ne?son, Bloomin�ton, asked «='iat tl�� �'aiunt�' Nighttime A� �ment asked the airlines to do.
Rov F»���n � Tecnnical Advisor, raad from on� oi tne agr�:ments:
Airline a�rees to us� iu best etiorts from t�e efs:�:rive date of tnis
agre�ment to schedule aIl aircraft operations so ti�at depar[ures and
azrivals at MSP will nat occur durine tha niQhttime ?�riod from [at
that time] I 1:00 p.m. to 6:00 a.m. Subject to this a�r�.ment, airline
vczll not schedule or operate an}• Staae II aircraft at N',SP during the
nighttime period, exc..'pt for the following provisions...
Airline aerees to cooperate wi[h the FAA in maximizing us� of the
Runw•ay Use System consist_.�nt with safe ooerating pro�.-"du�'es.
Airline a�'ees to acc�lrrate fli�nt crew training pro�m d:signatesi
to reduce noise impacts •.•-
There v���s a discussion regarding how the coriunitt� should proceed with this item. Roy Fuhrma�ln,
Technical Advisor, noted that the issue of ni�httime operations will also be revieweti as part of the Part
1�0 Study Update. He su�ested the issue cauld be address�d at a later time more appropriate to the
Part 1�0 Study Update schedule.
Cindy Grwne, FAA, asked if the 1992 agr�ments had b�n updated since the change in nighttime hours
and �•hether or not the lease a.gr�menu �;ith the airlines address nighttime operations at MSP. Roy
Fuhrmann, Technical Advisor, said the a�r�:.ments' language specifies "during the nighttime period,"
«�hich covers any chanQes in that time period.
John Nelson, Bloominaton, su�est;,d the follo«ing:
l. The committee should be given the names of the si�atories of the Voluntary Nighttime Agreement.
2. The committee's efr"orts should be focused upon identifi�ing elements for incorpora.tion into a new
Voluntan� Ni�:httime Agr�ment under the Part 1?0 Stud}• Update at the appropriate time.
Mr. Nelson then enumerated the proposals suggested during the discussion. He said the minutes of this
meetina shouid be used as a startin� point for developing a Part 1�0 Update niehttime operations plan.
Rov Fuhrmann, Technical Ad��isor, said a thorouch set of minutes, along �1th the a.ssociated
attachments, �;�ould be included in tne MAS.�C pacl;aae.
1an DelCalzo also noteci that the Rumz•a}� Use S��stem (RUS) �vill nerd to be re�zsited, once the ne«�
runwa}' is operational, «�hich takes into accoun[ nigl'tt[ime ope�ations, as �;'ell. Ms. DelCalzo also asl:ed
��hether or not a re�zs�ci RUS �;•outd be included in the Part 1�0 Study Update. Roy Fuhrmann,
Technical Advisor, said mam� of the rumt•a�' use items «�ere discussed and evaluated as part of the EIS
0
for the north/south run�ay and «�ill be incorporated into the Part 1�0 Study Upda.te. He said there
could be additional environmental analysis at some point. �
NOISE INFORMATION DISSEM'INATIOh' OPT'101�'S
Roy Fuhrmann, Te:hnical Ad��sor, revie��:.� the �urrent methor.s for disseminating noise-relateti
information. (S� attachment.)
John Nelson, Bloomington, suggested for��arding this item to the nekrt mwting. He also said he «�as
pleaseti with the initiative staff has taken since last spring to communicate to the community the
consequences of the construction being performed at the airport.
Dick Saunders, Minneapolis, said he thought a distinction ne�,ded to be ma.de bett�v�n external and
intrrnal communication methods. He also su�esteci conducting regularly scheduled community
mwtings and possibly producing a regularly publish�l n��sletter, beca.use most people in the
community do not have Intemet access.
After further discussion the committ� decided to for�ard the item to the next Opera.tions Committ�
m�ting for which members «711 be asked to bring �ritten su�estions. It was also suggested that
MAC's Public Information 0-fticer be brought in to discuss the most efective methods of
communica.tion.
The meeting ��as adjoumed at 12:58 p.m.
Respectfully submitted:
Melissa Scovronski, Comtnittee Secretary
10
C
1��9.5�C C��' � .�'��'IONS C0��IMITT�.�
_ �� ��: �., ��' f ,y i
`�O: MASAC Operations Committe�
FRC)1V1: Roy Fuhrmann, Technical Advisor
SUBJECT: Old Business
DATE: March 12, 1999
GROUND RUN-UP ENCLOSL'RE
lYL��!'�.�
At the last, MASAC Operations Committee meetin�, sta�Z presented topics related to the Ground Run-
up Enclosure (GRE) at Chicago-0'Hare Airport. Stafr has also made multiple requests to the Chicago
Aviation Department for a copy of the Request for Proposal for the GRE at O'hare.
At the March meetina, staff will pro��id� updated information about the Chicaao O'Hare (ORD) RFP
- and brief the committ� about staff's monitoring plans to document the noise baseline for the existin;
� - run-up facility at MSP.
UPDATE C?N THE N'WA TEST CELL NIO!�ITOIRtiG
MAC staff, Mark Salmen of NWA, and Jamie VerbrugQ� of Eaaan have developed a plan to conduct
monitorina of the NWA engine test cell facility wi[hin the next couple of weeks. Staff will brief the
committee in more detail about the planned locations that have bwn established for monitoring and the
time frame anticipated for the anal�sis.
If you have any questions, pleasz contact me at 7?�-63?6.
�As�.c o.���A��o�s co��v�l� T.�.�
TO:
FROM:
SUBJECT:
DATE:
:��� � =.s
MASAC Operations Committee
t'2oy Fuhrmann, Technical Advisor
Review of Nighttime Hours (9:00 P.M. to 11:00 P.M.)
March �, 1999
�
As part of the 1998 Padilla Sp�r Beardsley report, MASAC members identified the possibility of
changina the nighttime hours from 10:30 P.M. to 6:00 A.M. to 10:40 P.M. to 6:00 A.M. as an
operational noise mitiQation measure. This item is scheduled for more in-depth discussion at the
March 12, 1999 Operations Committee m�tin�.
The requested analyses wil] focus on operations that occurred at MSP during the 9:C0 P.M. (2100
hour) through midnight (2400 hours). At the m�tin�, staff will present information compiled from
multiple sources. These will include the Official Airline Guide (OAG) schedule from December 1998 '
and January 1999, that is used by all airtines in schedulina fiiahts. The HHH schedule for December l_
1998 and January 1999 and finally, AI�0;�1S data from December 1998 and January 1999.
For continuity purposes, the analysis �•ill be similar to the previous Shoulder Hour Analysis that was
completed by MASAC in early 1996, w�hen the nishttime hours moved' forward frorn 2300 to 2230
hours. �
Staff will proved the followinQ deiailed analysis for the members of the Operations Committee to
consider:
l. Complete copies of the December 1998 and January 1999 Consolidated
Schedules
2. Number of operations by fifteen (15) minute intervals for Carrier Jet
Operations, Other Operations (which will included, all propeller, military and
general aviation aircraft) and Total Operations.
3. Number of Carrier Jet O�ratians by fifrern (1�) minute intervals over each
community frorn ? ]00 to ?400 hours.
4. Comparison of the OAG Consolidated Schedule to actual ANOMS arrival and
departure times.
�. Graphs deoicting the number of tota] operations per fifte�n ( IS) minute period
for the analysis period.
If you have any questions concerning the review and analysis of [he ni�httime hours, please call me at
61?-7?5-6326.
C
1�1A. S�i � OP �'.�.��'.�C�NS C C�.��IIv�I T T.� .�
�'O: MASAC Operations Committee
FROM: Roy Fuhrmann, Technical Advisor
SUB,rECT: Information Dissemination Options
DA'I'�: March 5, 1999
����c
The 1998 Padilla Sp�r Beardsley report identified communication shortcominQs as one of the issues
for improvement in the upcoming year. As MAC continues the development of the airport accordina to
the MSP 2010 plan, considerable construction will take place. Timely eommunieation of the scope of
these projects, informational meetin�s and brochures explaining these issues will help all interested
parties understand the operational impacts of the specific construction.
In an effort to disseminate construction projects to interested individuals, MAC staff has enhanced the
- Noise and Information Hofline to include a weel;ly update on the construction progress and an overall
� ) description of the enure runway reconscruction project. We have also added a runway closure section
to our website at www.macavsat.orgICLOSURES and on the Noise and Information Hodine.
Additional discussion about information dissemination methods will be entertained during the March
12, 1999 meetin�. Please brina your ideas for a stimulatinQ discussion.
If you have any questions, please contact me at 7?�-6326.
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1��.SAC OP�1�',�4TIC�NS CC�11�1MIT���
►I � ��� a: \ i1 l:�
TO:
FRONI:
SUBJECT:
D:�,TE:
;vI.�.S�C Operations Committee
Roy Fuhrmann, Technical Advisor
Review of NiQhttime Hours (9:00 P.��t. to 11:00 P.�i.)
�farch 1 l, 1999
�vL�.s:�C
Re�uested analysis irom MASAC and �he MAS�,C Ooerauons Committe� included a modincation to
cne previous anaiysis conducted in la.e 139� anc �ariy 1996. Dllltli` uiaL �,��sis, all shoulder ;vu.�s
were analyzed to dec�rmine gossible opportunities for expandinQ the niQhttime hours from the
previous 11:00 P.M. to 6:00 A.�1. time frame [o the curren� 10:30 P.v1. to 6:00 A.M period. The
"Shoulder Hour Analvsis" resulted in the recommendation by this body to the MAC Plannina and
Environment Committee, throu�h :�1.�,S.�C, to be�in the ni�httime hours at 10:30 P.M..
( }; As part of �VfASAC's conunuinQ ei;orts [o reduce aircraft noise during the niQhttime period, staff was
��� directed to focus once aQain on the evenino shoulder hours for operational modification opportunities.
Tne most recent available A.I�10:�•IS data was used for the analysis of December 1998 and January
1999. These months were used because of the recendy modified Sta�e 2 and Staae 3 aircraft codinQ of
the FAA ARTS data, which allows stafi to utilize F.�.:� certiFied Staae 2 or Stage 3 desianations. The
data sample induded 62 nights for the 9:00 P.:�i. (her�.n after referred to as 2100 Hours) to midnight
(2400 hours) time period. A total of 636? Carrier Jet Operations and 2236 Other aircraft operations
(including propeller, �eneral aviation and military aircraft) were considered in [his data sample.
Included in this analvsis are copies of the �ionthly Consolidated Schedule published by the ai.rlines in
the Ofncial .�irline Guide (OAG) puolication. The first analrsis compares the scheduled operations
versus actual operations recorded in .�tiOtitS.
1. Durin� the data sampie period, only three scheduled operations did not have an
actual operation �ssoci��ed w•ith a scneduled arrival or departure time.
T'ne second data sumr;,arv lists the scne�uled nighrime activiry bv individual airline during [he months
or Decembec and January. E�ch a�rline is listed separate!y with their scheduled ftight acdvity for the
resnective mon[hs.
Tne third analvsis ��as conducted bv H:�TB as par of the preparation for the summer construction
project. HtiTB used SI�SOD to de��elop a theoretical maximum hourly capacity for the existing three
runaway em�ironment. Given an optirnum ope:ational situation, meaninQ each and every aircraft are
exactly thr� miles in trail, aircra;t depart as soon as the arriving �ircrart is clear of [he runway, and
there are no ooerational or othe; delavs. this airport could accommodate 101.8 aircraft per hour. This
number, how�ever, is not attainablz aiven the mul�itudinous yariables that afiect airport operations and
a.ir traPfic wi�hin the tia�ion:il .�irsoace 5vstem.
Tne fou;th analvsis comoares scnedul�d oaerations trom both th� O.aG combined with thP HHH �
terminal schedufe with actual ANOMS operations. A:tual operauons exce�ded scn�iuled operations
for this tv.�o month period by 3�70 fiiants or an averaQe oi �7.� fiiants prr day. Tnis is approximately a
�.��'� direrence be�ween scneduled op�rations and actual ope:auons. The disparity between the
scnedule and acruai ope, ations may b4 a r�sult oi the following thre�. factors, as welI as others:
l. Holiday travel requirements
?. Weather related delays, canc�llations and r4b00�:1II�S
3. Strona �onomic conditions supportina unscn�uled fliQht demand
Tne nrth analysis reflects the operations b�� ?� minute intervals betwwn 2100 and 2400 hours, with
Stage 2 and Stage 3 delineations. Addiaonally, the bottom oi each table includes the number of
operations for the time periods of 2300 to 3�?00, 2?30 to ?400 and 2300 to 2400 hours respectively. A
�-aph accompanies each tabular sheet to show the Staae 3 and StaQe 3 breakouts and the .average
Daily Operations per period.
Finally, the ac[ual operations are disu-ibuced by l� minute incrernents durina the 2100 to 2�00 hour
time frame with arrivals and departures identined by runway end.
Tnis iniormation is provided as a result of a request to study the possibiliry of beQinnin� the nignttime
hours at 2200 hours (10:00 P.M.) instead oi the existina ??30 hour (10:30 P.M.)
Afrer considering the data, staff noted tne follow•inQ:
l. Durina the shoulder hour period of ? 100 to 2�00, carrier jet operations do not drop below
3.� operations per fifteen minuce period. �
2. On averaae, durin� the 2200 to =� �0 period, 3?.1 total operations are conducted. �..
3. The avera�e daytime (0600 to ?'_ i0) hourly a��eraae operations is 70? .
rt. In order to extend the ninhttime oeriod to ??00 hours, without cancelling aircraft 8iahts,
most of the 32.1 operations w�ould have to be rescheduled and distributed throuQhout the
previous hour, wiiich currentl�� n:s 6?.l tota] operations.
�. Given the hiah demand for ooe: ations durina the 1900 and ?000 hour period, 87.� and 79.9
respec�ut?y, and MSP's �e:��:�� Reo�a�h�c location, the potential for movinQ oaerations
forw•ard more than one hou; is ni�nl� imnrobable.
6. No flight eancellations. schedulinR considerations or economic imgacts were e��aluated for
this analvsis.
C
_�
�ourly �perations �nalvsis �t I��S�
Scheduled Operations vs. :�cival 4i�i0i�IS Operations
Decemoer 1998 and Tanuary 1999
Total Scne�uled Totai Scheduled A�iOI�IS
Ops AveraQe Daily :�ctual AtiOvIS :�vera�e
Hour (Incluciin� HHH) Ops Total Ops Daiiy
0000-00�9 � 198 � �-? ��� � 8•9
01.00-0I�9 � ^-.b � 0.7 � 20� � 3.3
0200-02�9 � 20 � 0.3 ( 123 � 2.0
0300-03�9 � 7 � 0.1 � 168 � 2.7
0400-04�9 � 1?9 � '_.1 � 2?3 � 3.9
0500-05�9 � ?"' � I �� � � ��� � °•�
0600-06�9 � 2��6 � �-'.1.� ( ���7 ��l.?
0700-07�9 ( 36?6 � �8-� � 3908 � 63.0
0800-0859 ( 4? 17 � 68.0 ( 3990 � 64.�
0900-0959 ( Y000 � 6�-.� � =�633 � 74.7
1000-1059 ( �'T99 � 72.6 � 4132 � 66.6
1100-I1�9 � �306 � 77.� 4733 � 76.3
1200-1259 � ^rOt9 � 6�.8 � 4141 ( 66.8
1300-1359 ( >j=�� � 89.4 I J72J ( 92.3
1400-1459 � 4380 � 70.6 ( 3362 ( 5?.2
1�00-1��9 � 343� � J�.4 ( 4�83 � 73.9
160Q-16�9 � 396� ( 63.9 3925 � 63.3
I%�0-17J9 I >j 1� � ��.9 I J�Q 1 ( �g.%
I 800-1859 � 49=�9 ( 79.8 � 433 � � 69.9
19Q0-19�9 � 4636 � 7•'_8 ( �424 ( 87.�
2000-2059 � � 198 ( 8�.8 � �9�2 � 79.9
� 2100-2159 373� � 60.3 � 38�3 � 62.1
2200-2259 � ��=-'. ( -'-0.9 � 3372 � �4.4
� 2300-23�9 � �6 � ( 9.1 ( 1373 � 22.1
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; a r�vnT,s�' 1t�fONI7'����1V'G A1Y�1 IN.�'4RMA �'�ON R,�'� UEST :�'ORM
�
1949
�� �� �
PLEASE COMPLETE THI.S FORhI �S A CCL�R.4 TEL Y AND THORO UGHL Y AS POSSI�3LE
,�nr� eTTe�'F� A1VY 1.F.TTF_R�S' nR FOR.h�4L RESOLUT'IONS
Date:
Name:
Address:
Phone:
Is this a one-time request: Yes or No
Beginning Endin�
If no, what is the expected time frame for this request? to
Which of the following best describes the nature of your request: (Circle all that appiy)
i '} Ground Noise Overflights Run-Ups Contours Part 15Q . Other
On whose benalf are �°ou requestin�:
Yourself
City Council
Mayor
Citizen
Or�anization
Other
PLEA.SE WRITE OUT YOUR RE UE.ST HERE AND/OR ATTACHANYLETTEFZ�S OR
FnRMAL RE.S�)I.UTIOI��S
Over Please
Please send your request via mail to: MASAC Secretary, 6040 28fh Avenue �.,
1lfinneapotis, MN �54�0 or fax it to :(bl2) 725-6310.
Request �:
' Staff Contact:
Date Received:
Is this a Phone Or Written Requesi?
Approved By:
Appro��al Date:
Data A�•aiIabiliri�:
Monitorin' Star[ Date:
Monitoring Stop Date:
Analysis Start Date:
Anal��sis Stop Date:
Compleuon Date:
2
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__ �•�'S,_ __ lt�inneapolis / St. Paul International Airport �
_�� --�.:� .; �
MONTHLY MEETING - Metropolitan Aircra,ft Sound Abatement Council
a�;,�,�»:
Rnberi P. )o6�on
Ya Chai�marc
Thomas Hueg
Tcchnicd Adiimr.
Rq Fuhrmann
��2�ry:
K�� s���
.tirbarne Erprrss:
Brian Batrs
Air Transport rttwcimion:
PaW McGcnw
uaa•
Ran Jo6nson
Crr oJBlanmingtan:
PcUnus l.ee
v��n wu�
Crv of Burn.nilfe:
Ed Porttr
r,�. of��,,.•
.r� x�n��um
�« s���
Gn� ojlnverGrove Heighrs: .
Dale Fiammaat
Cry ojMendora Heightr:
]ID Smlth
x�Y�, aau�w��
Crv ojMinneapdir.
Dean Llndbeeg.
sk�� �o
la u�
c��oo s�a
sana� co��m xar
�iike Cramer . .
Cn•ojRichjceld:
Kristaly yStokes
Cin�o��P[nu�i�ar.t:
��n.�a��
c,�• ofs�. Pa�t:
Thomas H. Hueg
Cin�ofSunfirh lrcFt:
Gleuda Spbtta
Dclm Air Llnts (nc.:
Larry Goehring
DHL.�iirwm�s
Brian S(moason
Fcdcr�l Erpnu: �
Dan DcBord
Frduaf A�iution.ldmininrudnn:
Rnn Giaub
Clndy Creene
.+ucs�:•
Dick Ketnz
Sf B.Lt:
Rnbert P.3o6asoo
MewFw Nnnhr•rs Airlink:
Phtl Burkc
Mrtrnpr�lit�m A�r�iris C��mmcs.rirm:
Cnmmitisiooer Alton G�per
.uv..�rr,v,.r„�nd c�d:
StaJor Roy J. 56etica
,YnnhK•est Airiin<s: �
Siark Selmen
JenniferSayre
�tert Hotme
\nncy Stoadt
SL Pcwl C)uimlxr n([ummsnr
Rnlf �tlddlemn
Sun Cnuntn� Auimes:
Gordoa C.nv�s
L'mud Airlinrs Inr.:
Kevin Black
UnitcJ Pua•el5rn�rre: . . . � ...
titike (:aver
U.S Ai� Furt'o Rrsmz:
Captutn Uavid.l. Gerkeo
Metmpolitan Airports Commission
Dez3aration of Purposes
l.) Promote public welfare and national security; serve public interest, convenience,
and necessity; promote air navigation and transportation, international, national, state,
and local, in and through this state; promote the efficient, safe, and economical
handlinQ of air commerce; assure the inclusion of this state in national and international
programs of air transportation; and to those ends to develop the full potentialities of the
mevopoli[an area in this state as an aviation center, and to correlate that area with all
aviation facilities in the entire state so as to provide for the most economical and
effective use of aeronautic faciliries and services in that area;
2.) Assure the residents of the metrnpolitan area of the minimum environmental impact
from air navigation and transportation, and to that end provide for noise abatement,
control of airport area land use, and other protective measures; and
3.) Promote the overall goals of the state's environmental policies and minimize the
public's exposure to noise'and safety hazards azound airports. �
Metropolitan Aircraft Sound Abatement Council
5tatement of Purpose
This corpora[ion was formed in furtherance.of the general welfare of the communities
adjoinin� htinneapolis-St. Paul Internallonal Airport - Wold-Chamberlain Field, a
public airport in the County of Hennepin, State of Minnesota, through the alleviation of
the problems created by the sound of aircraft using the airport; through study and
evaluation on a continuing basis of the problem and of suggestion for the alleviation of
the same: through initiation, coordination and promotion of reasonable and effective
procedures, convol and regulations, consistent with the safe operation of the airport and
of aircraft usin� the same; and throuah dissemination of information to the affected
comrnuniti�s, their affected residents, and the users of the airport respecting the
problem of aircraft noise nuisance and in respect to suaDestions made and actions
initiated and taken to alleviate the problem.
;�tetropolitan Aircraft Sound Abatement Council
Representation
The m�mhcnhip shall include representatives appointed by agencies, corporations,
a�tisociation, and go��ernmental bodies which by reason of their statutory authority and
re,pon�ihility ar rontrol over the airport, or by reason of their status as airport users,
have a dircrt intrre,t in the operation of the airport. Such members wiil be called User
Repre�entau�r� �nd Public Representatives, provided that the User Representatives and
Public R�pre�rntatives sha11 at all times be equal in number.
The Airport _'-:-hour.Vui.re Hatline is 736-94/1.
Campluint.s tn thr hur(inr dn n��t result in rhanges
rn Airpnn urri�•in, but provide a public soundine
board and airpun iniormation outlet. Tne hotline
iti st�ffed durin� h�cs,•'r.rs3• hi�urs, Mnn�ae - Fridut:
This repon is prepa�ed and printed in house by
Chad C�qve, ANOMS Coordinator
Sh.u�e VanderVoort, Ai�lOMS Technician
Questions or comments may be directed to:
MAC - Aviation Noise Programs
Minneapolis / St. Paul International Airpon
6040 28th Avenue South
Minneapo(is, MN 55450
Tel: (612) 725-6331. Fax: (61 `_') 7?�-6310
ANSP Home Pase: http://www.macavsat.or�
IYletropolitan Airports Commission Az�iation lVoise Programs �
F
Opera%'ons a�td C'omplaant Sum�ary I
Operations Summary - All Aircraft .....................................................................................1
MSP February Fleet Mix Percentaae ...................................................................................1
Airport February Complaint Summary ................................................................................1
February Operations Summary - FAA. Airport Traffic Record ...........................................1
.niinneapolis - St. �aul International Ai,rpo�t C'omplaint Summary 2
ComplaintSummary by City ...............................................................................................2
A.vailahle Time for I2z�nway Use 3
TowerLog Reports - All Hours ......:.............................•---...................................................3
Tower Lo� Reports - Ni�httune Hours ................................................................................3
AllOperat�ons 4
Runway Use Report February 1999....
Carrier Jet C)perations 5
Runway Use Report February 1999.......
Nightlime - �411 Operaiions 6
.........................................................................4
.........................................................................s
Runway Use Report February 1999 .....................................................................................6
1l�ighttime �'arri�� Jet �perations 7
RunwayUse Report February 1999 .....................................................................................7
C`a�rier ,Jet Operations by Type �
�ircra�'t Ide�iti,f'iPr a,nd Desc�-iption Tabl� 9
�iinway Us� - Day/t�i�ht Periods - �ll ����atz'ons .��
DaytimeHours ...................................................................................................................10
; �
C't���unity �ver,flibh�Analysis .11
�_
Camer Jet Operations - All Y.ours .....................................................................................11
Camer Jet Operations - NiQhttime (10:30 pm - 6 am) .......................................................11
.1..:...;,,,, `�',�,;,> ,Q• Carallit� Prnaramc
�,.rr. .....��...�.,��.r_.� �.,..,__. .._ . .,,. �,�: _.� .. .__ _. ., m,. ,.. ,.2 _ � „—. _ -
�emote Manitorzng Site Locations IZ
C`arrzer ,�et Arrival l�elated Noise Events �3
Count of Arrival Aircraft Noise Events for Each RMT .....................................................13
C"arrier ,J�t Departure Rela�ed 1lToase Ev�nts 14
Count of Departure Aircraft Noise Events for Each RMT
�'en Loudest Aircraft Noase Eve�ts Ide��jf'ied I S
7"en Loudest Axrcraft l�oise Events Ide��i,�`ied 16
7'en Loudest Aircraft Noise Events Identi, fied 17
T'en Loudest Aircraft Noise Events Identified 18
Ten Loudest Aircra, ft Noise Events Identi,�ed 19
Ten �oudest Aircraft Noise Events Iden�ij`"ied 20
.�'light Track Base 1Vlap 21
.................................14
CI a
Airport Noise and C�perations 1tlonitoring System Flight Tracks 22
Carrier Jet Operations - February 1999 .............................................................................22
�.irport No�se and Operations �lonitorinb System Flight �'racl�s 23
Carrier Jet Operations - February 1999 ...................................•--.......................................23
l4irport I�aise and Operations ti�onitori�g Syste,�n �'lig�it �'racks 24
Camer Je[ Operations - Februarv 1999 ............................................................................ 24
,A.ir,�ort 1V�ase and t�perations ��onito�-i�b System �'light 3'racks 25
Carrier Jet Operations - Februan 1999 ............................................................................ 2�
.�.�alysis o�'Air�ruft Nozse L've�its � Airc�-a�'t L�n c��(A) 26
��alysis o�Airc�-a� ft Noise .�vefzts -�irc;-�,�� �d,� d.�3(A)_ 27
:�cintinn'�inic? F• �aiP��if? PT'(lornmc
Metropolitan Airports Commission
Operations and Com�lain� S��a��.a�y
February 1999
Operations Summary - All Aircraft
Runway ( Arrival I °lo Us� De�arture I % Use
pq. 218 ( 1.3% 4=� 0.3%
22 48 0.34'0 412 2.j°Io
12 8239 49.4�'0 8252 SO.j°Io
30 8170 49.O�o 7632 46.7%
MSP February F1eQt 1�1ix Peresntage
Stage Sch��led Schesiuled ANOli�YS 4NOil�
1g9� �� 1999 Count 199� Count 1999
Stage 2 33.2% 20.8% 36.9% 21.8%
Stage 3 66.8% 79.2% 63.1% 78.2°Io
Note: Stage 111 Manufarlured Aircraft encompassea �o.� ro oJ rne rorai io.a ;n arage u� unuzuuun
Airport February Complaint Summary
Airpmrt I 199� 1999
MSP 586 829
Airlake 0 0
Anoka 5 13
Crystal 0 1
Flying Goud ( 9 9
Lake Elmo 1 0
St. Paul 2 4
Misc. ( 2 I 1
TOTAL I 734 857
February Operations Summary • FAA Airport Traf�ic Re�ord
Air Carrier
Commuter
G.A.
� ) �filitary
TOT:�I.
♦i• a�•
86� � s?s
317 3?1
160 ?17
10 � 9
13�'+ I) 1375
.�,�•iation tioise & Satelli�e ProJrams
Paae 1
Metropolitan Airports Commission
I1�in�eapolis � St. Paul Internation�l Airport Complaint Surnrna�y
February 1999
Complaint Summary by City
City Arrival Departure Total I Percentage
Bloomin�ton 2 5 7 I 0.9°Io
Eagan 44 20 64 8.1 %
Eden Prairie 2 1 3 0.4%
Edina 1 7 8 1.0%
Inver Grove Heights 2 187 189 24.0%
Maple Grove 9 7 16 2.0%
Mendota Heights 5 35 4t? 5.1 %
MinneapoIis 116 292 408 51.8°Io
Montgomery 0 1 _- 1 0.1%
Plymouth 1 1 2 0.3%
Richfield 3 2� 28 3.6%
South St. Paul 0 1 1 0.1%
St. Louis Park 1 0 1 0.1 %
St. Paul 6 9 15 1.9%
Sunfish Lake 1 4 5 0.6%
7Cota1 193 595 78S 100%
Time of Day Nature of Complaint
Time Total Nature of Complaint I Total
00:00 - 05:59 42 Excessive Noise 656
06:00 - 06:59 49 Early/Late 116
07:00 - 11:59 187 Low F1yinQ 5
12:00 - 1�:59 1?3 Structural Disturbance. I 4
16:00 - 19:�9 113 Helicopter I 0
20:00 - 21:�9 I 1�3 Ground Noise I =�0
22:00 - 22:59 I 1?6 Eneine Run-up I 1
23:00 - 23:59 �6 Frequency ( 7
Total � 8?9 Total � 829
Paae 2 Aviation Noi�e & Satellite ProQrams
C
;
,
Metropolitan Airports Commission
Avai��ble �'ir�e for Ri�nvvay Us�
Tower Log Repor�s - February 1999
All Hours
0%
� �, .
Note: Per�entage of time rhat the
Assigned runways are available
for use based on FAA totiver logs.
Note: For 29c of the time available, simultaneous departure operasions occurred
o„(�'the paraltels and rwy 22 resulting in an overall use greater than IOO�Io.
iwr�te: Fur 1"c of the time a��aila�le, simultanenus departure operarions occurred
n�'the para(lels nnd nt•�• 3' resulting in an overall use greater than /00�'c.
A��iation tioise & Satellite Pro�rams
Pa�e 3
Metropolitan Airports Commission
Runway
All (�pera�ions
Use Report Feibruary 999
o.�%
Note: Perrentage of actual arrival or departure
operations fram ANO�t1S data. .
February
Runway ���� Count Percentage 199$ Count l�g
Pe�centage
04 A ? 18 1.3�7'0 191 1.1 %
12L A �112 24.7�Io 4667 26..5%
12R A -� 127 24.7% 5086 28.9%
22 A -�S 0.3% 84 0.5%
30L A �?75 2�.6% 4-042 23.0%
30R A i�395 23.4% 3519 I 20.0%
Total Arr. lbb7� I 1(}U% 1758� 100%
04 D I �'-'t I 0.3% 63 I 0.4%
12L D i9?? ( 2='..0% 4658 I 26.8%
12R D ( 'i30 ( 26.5% 5373 30.9%
22 D �+I? I 2.�% 614 3.5%
30L D I 396� I 2'.3% 3380 19.4�'0
30R D �667 I 22.4% 3314 I 19.0%
�'o� Dep. '' :;t ' 16340 I 100% 17412 100%
� ,��,. ,.
Note: �K I J data mtsstn,; �or L.1 �ta�•s.
Page 4 Aviation ;�oise c€ Satellite Programs
�
C
Metropolitan Airports Commission
C�rrler J�i C�pera�ions
I�unway Use Repoa�t �'ebruary 999
o.o�o
� A
Note: Perrentage of actual arrival or depanure
operations from ANO�i�lS data.
February February
Runway A��� Count I'ercentage 19�g
�P�� 199$ Count pe�centage
pq. p, 155 1.6% 137 ( l. l%
12L A 25�3 2�.9% 3091 25.4%a
12R A 2793 23.3% 3651 30.0%
2� p I S 0.1 �l0 71 0.6�Ia
30L A 2360 23.9% 2858 23.5%
30R A 1988 20.2% 2359 19.490
Total Arr. �x 9$64 I 100% 12167 1t30%
�r
� � j] 4 I 0.0°Ic 9 I 0.1 °'o
�
12L D 2�72 I ?6.7°Io 3146 I 2�.9�Io
12R D 2960 30.7°Io 393� I 32.9�Io
Z� D 106 1.190 368 I 3.0%
30L D 2?9? 2�.3°Io 2618 I 21.6%
30R D ( 1704 17.7C'o 1999 ( 16.5°Io
Total De �'"'�' �fi33 I 1C0°Io �2125 1Q0%
;�.
P• ;,��;�,
Note: ARTS dara missin, for 2.2 dnvs.
A��iation i�Ioise &: Satellit� Programs
Pase �
Metropolitan Airports Commission
I�ighttime - A�Y ()�e�atio��
�.
Use I�epo�t February 999
2.5%
Nore: Percentage of actua! arrival or depanure
operations from ANOMS data.
February
Runway �p�re Count Percentage 1F,� C uo nt 1�
Percentage
04 A 83 7.9% 93 I 9.8%
12L A 99 9.5% 49 5.1%
12R A 142 13.6°Io 149 15.6%
22 A 27 2.6�'0 53 5.6%
30L A 512 49.1 % 478 � 50.1 %a
30R A 180 17.3�''0 132 13.8%
Total Arr. 1043 ll)0% 954 100%
04 D I 18 2.�°i'o l� I 3.4%
12L I D 18� 25.6�''0 110 24.9�7'0
12R I D ��D 33.2�'0 206 46.69c
22 I D 24 3.��70 51 11.5�'0
�OL D 145 20.1 �'a 47 I 10.6��
30R I D I i l l l�..i% 13 I 3.O�Ic
Total Dep. i23 1()0% 442 I lU0%
Note: �1RTS da�a missing for 2.2 dcivs.
PaQe 6 Aviation Noise �: Satellite Pro�rams
�
�Tig�ttime �arrier Jet C�perations
Runway �7se Report February 999
0.0 °Io
25.8%
28S
r ��-- :
3.0%
�_� -
Metropolitan Airports Commission
61.4%
, 71 ?%
Note: Perrentage of acrual arrival or depanure
operations from ANOMS data.
�'ebru �'ebruary
Runway A�v� Count Percentage 1998 C nnt l�g
�P�� Percentage
�q, I �, C3 9.4% 75 9.4%
12L A 75 11.1 % 46 5. 8°lo
12R A 117 17.4�'0 124 15.6%
22 p 5 0.7�Io 49 6.2%
30L A 303 4�.00Io 386 48.6%
30R A 110 16.490 114 14.4%
Total Arr. 673 � 100% 794 I 1Q�D%
04 D +pI 0 I 0.0�'0 1 I 0.3% .
l�L I D 84 ( ?j,��� 9� I 28.0°Io
12R D 15� I 46.0%a 1�9 � 45.3%
�� D 1 p I 3.0�'c 46 � 14.00Io
30L D 63 18.9�'0 31 J 9.4�%
30R I D I 23 � 6.9Co 10 ( 3.0�'0
Total Dep. 333 1�3% 329 I ���''70
. �..
_ __ . . . � ., ., ,
IVO[2: .ilClJ ctctiu in�aain�j�v� �... ��.�.
Aviation Noise & Satellitz Pro�ram�
Pa�e 7
l�ietropolitan Airporrs Commission
78.2% Stage III
21. �% Sta� Q I�
Carrier ,�et (Jp�rations by Type
Febru�.�y 1999
• �.
. �
�
�
L�tia'J
:
. ,
.
:
: .
:
. .
.
.,
.
.,
•
• �
.
• ..
.�
�
: .
��.
:•�.
�. '.�:w�
� 1
'�
11
�
�
u �•1
�.
� :
B72-1/2
B73-1/2
BA1 I
DC8-5/6/7
DC9
Total
26
0
17
2432
0
552
164
280
0
4
0
26
46
41
7
1721
1
0
833
286
813
149
574
97
3
1096
35
116
4949
�
171�
626
5
93
1807
19�
Pa°z � Aviation Noise & Sateflite ProQrams
0.1%
0.0%
0.1%
I2.5%
0.0%
2.8%
0.8%
1.4%
0.0%
0.0%
0.0%
= 0.1%
0.2%
0.2%
O.Q%
8.8%
0.0%
0.0%
4.3%
1.5%
4.2%
0.$%
3.0%
0.5%
0.0%
5.1 %
5.6�10
0.2%
0.6%
2�.4%
8.8%
3.2%
O.O�Io
0.5%
l0U%
9
46.4% Manufactured
Stage III
31.8% Stage III
?1.8% Sta�e 11
C
�
Metropolitan Airports Commission
�.ircrait ���ntifie� ar�d �e�criptionTab�e
Identifier
A306
A310
A319
A320
A340
B72-1/2
B�ZQ
B73-1/2
B733
B734
B744
B7�-J3
B76-J3
B77-J3
�
Aircrait I�scription
AIRBUS INDUSTRIES A300B4-600
AIRBUS INDUSTRIES A310
AIItBUS INDUSTRIES A319
AIRBUS INDUSTRIF.S A320
AIRBUS INDUSTRIES A340
BOEING 727-100/200 SERIES
BOEING 727 HUSH KIT
BOEING 737-100/200 SERIES
BOEING 737-300
BOEING 737-400
BOEING 737-500
BOEING 737-600
BOEING 737-70a
BOEING 737-800
BOEI'�i iG 737 HUSH KIT
BOEING 747-100
BOEING 7�L7-2Q0
BOEING 747-300
BOEItiG 747-400
BOEING 757-200I300 SERIES
BOEItiG 767-?0�/300 SERIES
BOEItiG 777-200/300 SERIES
BRITISH AEROSPACE BAC 1 1 l
BRITISH AEROSPACE 146 (REGIONAL JET)
CA�tiADAIR 6�0
'�1CDOti�ELL DOUGLAS DCfO
�,qC�titiFLL DO�GLAS DC8-500/600/700 SERIES
'�tCL�`tiELL DOLGLAS DC8-70 HUSH KIT
:�1CDOtiNELL DOUGLAS DC9
:�tCCOtitiELL DOL'GLAS CC9 HL'SH KIT
E�SBR.�ER 1-��
FOI�KER 100
LCCKHE£D TRISTAR L101 1
�1CDONtiELL DOLGL�S DCl I
�viCDOti�ELL DOliGL�S DC9 80-SERIES
SAAB 3-�0 (PROP?
.1��iation ;�oi�e & Satellite Procrams
Paae 9
Metropolitan Airpor[s Commission
Ru�vvay Use - Day/Night P��iods -�11 Opera�io�s
Nlinneapoli.s - St. Paul Internatioa�al r�irport February 1999
Daytime Hours
Runway Departures Percentage Arrivais Percentage Total Day
Name I3ay Use Day Use
04 26 0.2% 135 0.9�'0 161
12L 3737 23.9% 4013 25.6c10 7750
12R 4090 262% 3985 25.SC'o 8075
22 388 2.5% 21 O. l �Io 409
30L 3820 24.4% 3763 24.190 7583
30R 3556 22.8% 3715 23.8% 7271
Total 15617 100% 15632 100% 31249
Nighttime Hours
Runway Departures Percentage Arrivals Percentage Z.a� Night
Name Night Use Night Use
04 18 2.5CIc 83 7.9% 101
12L 185 2�.b90 99 9.590 284
12R 240 33.?9c 142 13.6% 382
22 24 I 3.3 �,'''c 27 2.6 �'0 51
30L 145 20.19c � 12 49.190 657
30R lll 1�.39c 180 I 17.3�'0 291
Total 723 100% 1043 100% 1766
.ti'ure: .-1RTS clutu missinQ for 2.2 dc�•s.
Paae 10 A�•iation �oi�e d Satellite Programs
�
Metropolitan Airports Commission
Cornrr�un�ity Ove�flight Analysis
Nlinneap�l�s - St. Paul Internaiional Airpori �ebruary 1999
Carrier Jet Operations - All Hours
Number Number TO� P��nt Numb�r of
Overfli�t Area �o� ���� C�er Jet Carrier Jet Operations
Operations Operations per 24 �ours
Over So. I�linneapolis/ 5346 3996 9342 47.9% 362.1
No. Richfield
Over So. Richfieldl 15� 106 261 1.3% 10.1
Bloomington
Over St. Paul - 15 4 19 0.1 �Io 0.7
Highland Park
Over Ea�an/ 4348 5�32 9880 50.7°Io 383.0
Mendota Heights � _
Total 19502 1�% 755.9,
Carrier Jet Operations - Nighttime (10:30pm - 6 am)
Number Number T°� Percent Number of
Overflight Ax-ea A��� �p�� Carrier Jet Carrier Jet Operations
Operations Operations per 2� Hours
Over So. Minneapolis/ 192 86 278 27.6% 10.5
No. Richfield
Over So. Richfield/ 63 10 73 7.3%a 2.7
Bloomin�ton
Over St. Paul - 5 0 5 0.5�/0 0.2
Hi�hland Park
Over Ea�an/ 413 237 6�0 64.6% 24.4
Mendota Heights
Total I 1006 100% I 37.�
Note: .-1RTS data missing jor 2.Z davs.
A�•ia[ion �oise ce. Satellite ProQ;ams
Paae I1
Metropolitan Airports Commission
Rernote 1l�Ionito�ing �i�e �.,ocations
Airpori I�Ioise and Operations 11�oz��torin� System
;� � �-�' • \ `�
� '
t... �� � ( �
� �
Minneapolis �
=e7, ( �
• � �G�_(�
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FS�'3
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.
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'1
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� � +rSRt3 �
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r , —�. Fs�z,
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Inver Grove Hei�hts
� � • r ST 4
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PaQe 12 A��iation :�oise & Satellite Proarams
hievopolitan Airports Commission
C�.rrier ��i Arriv�i �el��ed l�ois� Evenis
Februa�y 199�
Count of Arrival Aircraft llviioise Events for Each Ri'�IT
RM'I' Eve��.s Evenits Events Events
� City Appragimate Str�# I.acation :,6�d� �&OdB >9(ldB >100dB
1 Minneapolis Xerxes Avenue & 41st Strest 2564 50 0 0
2 Minneapolis Fremont Avenue & 43rd Street 2040 192 2 0
3 Minneapolis W Elmwood Street & Beimont Avenue 3039 1418 33 0
4 Minneapolis Oakland Avenue & 49th Street 2812 666 1 0
5 Minneapolis 12th Avenue & 58th Str�t 3362 24b9 264 0
6 Minneapolis 25th Avenue & 57th Street 2S17 2196 347 1
7 Richfield Wentworth Avenue & 64�th Street 177 4 0 �
8 Minneapolis Longfellow Avenue & 43rd Street - 251 12 1 0
9 St. Paul Saratoga Street & Hartforci Avenue 14 8 0 0
10 St. Paul Itasra Avenue & Bowdoin Street 18 17 4 0
11 St. Paul Finn Street & Scheffer Avenue � 5 2 1 0
12 St. Paul Alton Street & Rockwood Avenue 5 0 0 0
13 Mendota Heights Southeast end of Mohican Court 82 0 0 0
14 Eagan First Str�t & McKe� Street 3509 10� 1 0
15 IYtendota Hei�hts Cullen Street & Lexin�ton Avenue 300 18 0 0
16 Easan Avalon Avenue & V'ilas Lane 2674 1362 13 � 0
17 BloominQton 84th Su-eet & 4th Avenue 100 41 0 0
18 Richfield 7�th Street & 17ch Avenue 100 I 32 1 0
19 Blaominston 16th Avenue & 8�th Str�t 27 1 I 0 0
20 I Richfield 7�th Srreet & 3rd Avenue 9 2 0 0
21 Im�er Grove Hei�hts Barbara Avenue & 67th Street -�3 ( 1 0 0
2? ( Inver Grove Hei�hts Anne :�iarie Trail 2101 I 16 0 ( 0
23 I i�tendota Heiehts End of Kznndon Avenue l�Q� ( 38 I 0 0
2� Ea�an I Chaee! Lane & Wren Lsne 2� 19 �7 ( 0 0
A��iation :�oise � Satellite Pronrams Page 13
Metropolitan Airports Commission
Carr�e� J�t Departure lZelated I`�o�se E�ents
February 1999
Count of Departure Aircraft Noise Events for Each RMT `
RMT Events Eve�ts Events Events
ID CitY �PPraximate StreQt Location �65dB >80dB >�B >�004iB
1 Minneapolis Xerxes Avenue & 41st Street 349 90 5 0
2 Minneapolis Fremont Avenue &�3rd Street 400 122 11 0
3 Minneapolis W Elmwood Street & Belmont Avenue 1283 24$ 34 0
4 Minneapolis Oakland Avenue & 49th Street 1364 3b4 45 0
5 Minneapolis 12th Avenue & 58th Street 2829 1297 353 30
6 Minneapolis 25th Avenue & 57th Street 3432 1560 550 104
7 Richfield Wentworth Avenue & 6�1th Street 1804 604 = 83 0
8 Minneapolis Longfellow Avenue & 43rd Street - 1038 350�- 41 0
9 St. Paul Saratoga Street & Hartford Avenue 11 2= 0 0
10 St. Paul Itasca Avenue & Bowdoin Str�t 8 4 3 1
11 St. Paul Finn Street & Scheffer Avenue 11 2 1 0
12 St. Paui Alton Street & Rockwood Avenue 35 0 0 0 �
13 Niendota Heights Southeast end of Mohican Court 2108 331 17 0 -
14 EaQan First Str�t & McKee Street 3231 878 72 0
15 Mendota Hei�hts Cullen Street & I.exin�on Avenue �67 566 44 1
16 Eagan Avalon A�•enue & Vlas Lane �075 1108 201 11
17 Bioomington 84th Street & 4th Avenue 67 I 24 9 0
18 Richfield 75th St�eet & 17th Avenue 18$ ( 5� 30 2
19 BloominQton 16th Avenue & 8-�th Street 72 3?� 6 1
20 Richfield 75th Street & 3rd Avenue �5 16 1 0
21 Inver Grove Heiohts Barbaza A��enue & 67th Street 934 129 3 I 0
22 Inver Grove Heishts Anne Marie Trail 1194 I 168 3 0
23 Mendota Heishts � End of Kenndon Avenue 3238 ( 1347 456 33
24 EaQan Chapel Lane & Wren Lane 1'098 I 304 I 4 0
Pase 14 Aviation Noi�e & 5atellite Pro�rarls
( )
Metropolitan Airports Commission
'%n I.oudest r�ircraft �oise Ev�nis �der���fied
�IT #1: Xer�ces �,ve. & 41st S�
1�Iinneapolis
Date T"� �� M� A/D
Level
02/19/99 6:46:13 H25B 98.2 A
02/03/9915:55:57 B722 92.8 D
02/17/99 9:40:24 B722 92.2 D
02/16/99 9:56:17 B722 91.8 D
02/17/9911:05:36 B722 91.7 D
02/16/99 20:33:35 B722 90.8 D
02/12/99 9:46:22 B722 90.5 D
02/11/99 9:39:21 B722 90.4 D
02/15/99 21:09:32 DC9 89.8 D
02/23/99 8:29:13 B722 89.8 A
RMT #3: W. Elmwood S� & Belmont A�•e.
Minneapolis
A/C Ma�c
Date Ti� Type Leve3 �
02/17/9914:10:54 B722 97.8 D
02/18/99 21:�4:43 DC9 97.6 A
02/24/9913:10:18 B742 97.0 D
02/24/991?:07:15 B722 96.7 ( D
02/17/99 9:39:43 ( B722 96.6 D
02/12/9911:�7:15 B722 95.7 D
02/21/9911:37:�� B722 95.1 I D
02/11/99 22:53:21 B722 44.9 I D
02/17/9911:05:00 I B72? 94.8 ( D
02/11/99 9:38:36 B722 91.7 D
RNIT #2: Fremont Ave. & 43rd S�
Minneapolis
A/C Max
�� �� Type Level `�
02/17/9911:37:22 B722 94.6 D
02/16/99 9:55:53 B722 93.7 D
02/17/9911:14:17 B722 93.4 D
OZ/24/99 5:51:48 B752 93.4 A
OZ/Q3/9915:55:44 B722 93.1 D
02/05/9910:33:13 B722 92.7 A
02/11/9921:40:35 B722 91.8 D �
02/12/9911:46:59 B722 91.5 D
02/16/9917:01:13 B722 91.2 D
02/11/99 8:32:4b B72? 91.1 D
R.i'4IT #4: Oakland Ave. & 49th S�.
�linneapolis
Date Time T C iev l �
YPe
02/25/99 7:20:�5 B722 100.2 D
02/28/9911:31:d2 B722 97.4 D
0'2/l�/9917:26:19 B722 96.5 D
02/17/9911:13:11 B722 96.0 D
02;16/99 9:�5:22 Bi22 I 95.3 I D
02/il/99 3:32:26 87�? 95.1 D
02/06/9911:13:11 B722 94.9 D
02/17/9911:36:� I B722 94.8 D
���21�9Q �?:�:4� B722 9a.8 D
O��Qi��1Q IJ:JJ:1/ B722 94.8 D
Metropolitan Airports Commission
Ten Loudest .A�rcraf� I�oise Event�s Ident�fied
Ril�1T #5: 12th Ave. & 58th St.
Minneapolis
Date T'ime � M� .�
I.evel
02/24/9910:17:22 B722 106.8 D
02/27/99 7:4b:23 B722 106.6 D
02/27/99 7:15:29 B722 105.6 D
02/27/99 7:44:4� B722 104.7 D
02/21/99 9:34:26 B722 104.4 D
02/27/9911:39:04 B722 104.1 D
02/27/99 9:39:11 B722 103.7 D
02/24/9910:07:50 B722 103.5 D
02/11/99 6:10:13 B722 103.0 D
02/27/9919:00:16 B722 102.8 D
RMT #'1: Wentworth Ave. & 64th St.
Richfield
Date Time Ty� Max �
Level
02/17/99 9:12:41 B722 99.9 D
02/06/99 6:33:12 B722 993 D
02/27/991�:45:� B722 98.7 D
02/16/99 8:�:38 B722 97.4 D
02/OS/9918:34:45 B7�? 97.3 D
�
02/28/99 7:16:07 B722 97.1 D
02/11/9913:21:15 B722 96.9 D
02/21 /49 7:29:11 B7Z 96.7 D
02/11/99 21:33:00 B722 96.4 D
02/27/99 7:45:09 B7Z 96.2 D
RIVIT #6: 25th Ave. & 57th S�
lYlinneapolis
Date Timc T � � A/D
02/08/99 9:41:52 DC10 108.4 A
02/15/9919:20:04 B722 107.9 D
02/25/99 7:20:10 B72Q 107.3 D
02/27/9919:03:49 B722 106.8 D
02/24/99 7:23:09 B722 106.6 D
02/06/99 9:34:34 B722 106.5 D
02/24/9919:19:52 B722 106.4 D
02/ 11 /9917:33:33 B722 106.2 D
Q2/03/9915:54:40 B722 1Q6.2 D
02/17/9911:36:12 B722 105.9 D
RMT #8: Longfellow Ave. & 43rd St.
Minneapolis
Date Time �e Max �
Level
02/28/9914:09:�2 B722 99.3 D
02/24/9914:10:35 B7Z 97.1 D
02/24/99 8:28:�3 B722 95.7 D
0'?/16/9913:35;17 B72 95? D
02/28/9913:29:=?3 B722 9a.6 D
02/17/99 7:16:1i B722 9�.� D
02/ 17/99 18:49:02 ( B722 9�: � D
02/21/99 13:27:u ( B722 91 � D
02/16/9913:20:56 ' B722 94.1 D
02/15/9919:05:22 B722 9�.1 ( D
D.,,,> IF. Avi�tinn 1:ni« R• C�t�llite Pr�srams
�
C
C.
�� �
Metropolitan Airports Commission
T'en I,oudest t�ii�craft Ivoise Even� �de�tified
RMT #9: Saratoga St. & Hartford AS•e.
S� Paul
Ei/C Max
�� �� 'I�pe Level �
02/26/99 9:28:29 C310 90.5 D
02/24/99 4:30:42 B721 88.8 A
02/03/99 7:12:13 BE18 8b.8 D
02/26/99 1:26:21 B72Q 86.3 A
02/23/99 23:4�:12 B72Q 86.0 A
02/23/99 23:27:58 B722 85.8 A
02/23/99 23:14:41 B722 85.4 A
02/12/9914:09:43 B742 84.6 D
02/24/99 4:26:�5 DCSQ 84.3 A
02%14/99 8:16:51 DC9Q 84.2 A
RMT #11: Finn St. & Scheffer Ave.
S� Paul
Date Time � Max �
Levei
02/L�/99 21:0629 B732 92.5 ( �
02/28/9913:14:28 B742 90.6 D
02/23/99 6:�:33 BE18 90.� D
02 / 18 /99 19:3-�:27 DC9 8i.5 A
02/09/99 6:Sa:�7 I BE18 I 86.3 I D
02/18/9913:12:�3 ' B742 853 D
02/23/99 6:02:12 I SW4 50.7 I D
02/05/99 6:00:53 SW4 I 80.4 ( D
02 / 19 / 99 6:07:26 ( B722 80.-� I D
02/OS/99 9:32:�9 I SF34 30.-� A
RMT #10: Itasca Ave. & Bowdoin St
S� Paul
Date Ti� T � �� A/D
Level
02/ZS/9913:14:07 B742 101.4 D
02/12/9914:09:I5 B742 100.1 D
02/18/9913:12:33 B742 99.0 D
02/23/99 23:35:53 B722 96.1 A
02/28/9912:26:51 DC10 96.0 D
02/24/99 4:31:26 B721 95.0 A
02/23/99 23:15:19 B722 94.0 A
02/22/99 21:06:04 B732 93.5 A
02/23/99 23:28:41 B722 92.6 A
02/18/9919:34:10 DC9 92.4 A
R.�'�iT #12: Alton St, & Rockwood Ave.
S� Paul
Date Time AJC iVIax �
Zj�pe Level
02/l�/99 9:11:22 SF34 88.4 D
02/03/99 7:11:40 BEl8 87.6 D
02/2�/99 6:�7:49 BE80 84.3 D
02/10/9919:07:59 SF3 83.5 D
02/10/99 6:�6:03 BE80 83.4 I D
t�?/0�/4° 7:16:21 I SF3 I 83.2 I D
C?/10/99 7:03:01 BEl$ 82.6 D
02; 23/99 6:33:13 BE80 82.1 D
Q2/22/9913:C4:07 SF3� 80.1 D
0?/07/9910:30:31 I SF34 79.8 ( D
Aviatio-: '�oise &: Satellite Prosrams
Paae 17
Meuopolitan Airports Commission
Ten I,o�dest �.i�c�aft I�oise Events �dentified
RMT #13: Southeast End of Mohican Court
Mendota Heights
Date Time , �� L� AJD
02/14/99 20:31:54 B772 94.5 D
02/03/99 8:25:14 B722 93.8 D
02/03/9911:36:14 B722 93.4 D
02/03/9911:12:32 B722 93.2 D
02/10/99 21:10:33 B722 92.9 D
02/14/99 20:38:17 B722 92.9 D
02/26/99 20:09:02 B722 92.5 D
02/Ol/9917:12:11 B722 91.6 D
02/15/99 9:23:28 B72Q 91.4 D
02/18/99 9:30:58 B722 91.3 D
R.NIT #1�: Cullon S� & Lesington A�-e.
Mendota Heights
Date Time A/C Max �
� Ty� LEve3
02/l�/99 20:24:� B722 100.6 D
02/03/99 $:24:5� B722 97.1 D
02/03/99 9:55:30 B722 97.0 D
02/10/99 21:10:21 B722 96.4 D
OZ/10/99 22:�6:07 B722 9�.6 D
02/26/9911:26:�8 B722 9�.� D
02/26/99 7:42:06 DC9 9�.2 �
02/26/99 9:51:20 B722 9�2 D
02/05/991326:05 B722 91.9 D
02/26/99 20:08:� B722 9-�.6 D
RNiT #14: lst S� & McKee St.
Eagan
Date Time � � �
OZ/20/9915:57:10 B722 100.0 D
02/18/99 6:18:17 B722 99.3 D
02/Q5/9915:48:36 B722 99.1 D
02/14/9910:36:53 B722 98.2 D
02/20/9910:03:05 B722 97.9 D
02/18/9910:12:18 B722 97.9 D
02/1419919:29:21 B722 97.7 D
OZ/15/9910:36:43 B722 97.1 D
02/18/99 6:53:12 B722 96.5 D
02/05/99 7:15:09 B722 96.3 D
Ri.'YIT #16: Avalon Ave. & Vilas Lane
Eagan
Date Time 1 � Max �
Level
02/01/9913:30:28 B722 104.4 D
02/03/99 9:14:37 B722 103.7 D
02/05/99 9:14:45 B722 102.5 D
02/Q5/9913:4b:41 B722 102.3 D
02/03/99 9:�7:Q5 I B722 102.3 D
��-02/Ol/9918:�0:40 ( B722 101.9 D
02/23/99 7:12:52 B722 101.0 D
02/22/9912:01:08 I B722 100.9 D
02/26/99 9:10:03 B722 100.6 D
02/05/99 9:?1:29 I B722 100.1 D
P-iaa iR Aviation Noi�� � Satellite ProQrams
�
�.
l )
Metropolitan Airports Commission
Ten Lv�des� �ircraft 1�oise Ever��s Ide�t��ed
I211�iT #17: 84th St. & 4th Ave.
Bloomington
Date Tnrr� A/C Mag �
Tpg� Level
02/03/9913:32:10 B742 97.5 D
02/03/99 5:28:38 B72Q 95.9 D
02/14/9913:13:44 B742 95.2 D
02/27/9913:15:06 B742 95.0 D
02/16/99 0:52:39 B744 94.9 D
02/26/9914:34:50 DC10 94.9 D
02/09/9913:21:31 B742 94.7 D
02/Ol/9913:38:58 B742 93.9 D
02/10/9914:51:24 DC10 92_6 D
02/03/9912:18:29 DC10 91.5 D
R�'�IT #19: 16th Ave. & 84th St,
Bloomington
Date Ti� AJC Max �
Type Level
02/27/99 8:45:� B72? 100.9 D
02/09/99 8:40:32 B7Z 99.9 D
02!06/99 6:08:25 DC9 9b s D
02/21/9910:50:�9 B72Q 94•9 D
02/27/99 7:08:46 BE80 93.6 ( D
02/28/9911:34:17 $732 93.1 D
02/C6/99 6:13:22 BT�2 I 92.9 D
02/21/99 6:18:29 B2Q 92.7 D
02/02/99 6:45:17 BE80 I 92.6 D
02/12/9913:57:38 B190 92.1 D
Rl'�IT #18: 7�th St. & 17th Ave.
Richfield
Date Time AJC Max �
T�pe I.eyel
02/02/9913:35:21 B742 102.3 D
02/21/9911:09:09 B722 100.7 D
02/26/9916:05:36 B742 100.2 D
02/06/99 6:08:07 DC9 99.8 D
02/14/9913:13:17 B742 99.5 D
OZ/Ol/9913:38:34 B742 99.5 D
02/09/9913:21:06 B742 99.3 D
02/09/99 8:40:14 B722 99.1 D
02/Q5/9913:Q5:37 B742 99.1 D
02/�/9913:31:44 B742 98.8 D
R11�IT #20: 75th S� & 3rd Ave.
Richfield
Date T'ime � Max �
Levei
02/02/9913:35:46 B742 91.4 D
02/11/9919:19:49 B722 89.0 D
02/21/9911:09:35 B722 88.4 D
02/08/9917:59:54 DC9Q 88.0 D
02/27/99 8:34:19 B72Q 86.9 D
- 02/16/°9 8:41:�2 B722 86.0 D
OZ/�9l99 21:=�1:12 B721 85.6 ( A
02/25/99 6:30:31 BE80 84 � D
0?/12%991�:21:19 DC9 84.2 D
02/11 /99 23:19:3� DC9Q 83.9 I D
Aviation tioise & Satellite Programs
PaQe 19
Me[ropolitan Aupor[s Commission
Ten Loudest Alrcraf� 1�loise Evea�is �de�.ti�ed
RMT #21: Barbara r�ve. & 67th St�
Inver Grove Heights
Date Time �e Mag �
I.evel
02/18/9913:38:46 B722 92.6 D
02/18/99 9:33:55 B722 90.7 D
02/18/99 21:03:46 B722 90.3 D
02/20/9913:27:44 B722 90.3 D
02/23/9913:23:38 B722 89.5 D
02/26/9915:54:40 � B722 89.3 D
02/25/99 9:42:05 B722 89.2 D
02/23/9913:31:18 B722 89.1 D
02/23/99 22:11:18 B722 88.4 D
02/05/9913:36:59 B722 88.1 D
RMT #23: End of Kenndon Ave.
IVlendota Heights
Date Tirtie �� Max �
Level
02/26/99 9:51:11 B722 10=�.5 D
02/13/99 20:45:39 B722 103.7 D
02/03/9911:35:44 B722 103.4 D
02/03/99 8:24:43 B722 102.2 D
02/03/99 9:5520 B722 102.1 D
02/Ol/99 20:34:41 B722 �101.9 D
02/15/9911:33:12 B722 101.8 D
02/23/99 9:26:48 B722 101.8 D
02/15/9912:13:33 B722 101.6 D
02/26/9911'.16:31 B722 101.5 D
IZN1T #22: Anne Marie Trail
Inver Gmve Heig�ts
Date Time �Q Maz �
Level
02/20/9915:58:04 B722 91.3 D
02/23/9913:23:13 B722 90.7 D
OZ/26/9912:24:26 B722 90.3 D
02/15/9915:02:31 B722 90.2 D
02/21/9918:33:30 B722 89.4 D
02/20/9911:32:48 B722 89.1 D
02/10/9919:11:23 B722 88.9 D
OZ/21/9919:26:05 B722 88.8 D
02/18/99 7:15:13 B722 88.6 D
02/26/99 9:11:10 B722 88.3 D
RMT #24: Chapel Ln. & Wren Ln.
Eagan
AIC Max
�� �� Type Level �
02/15/9910:02:50 � B722 91.8 D
02/03/99 9:�5:04 B722 91.6 D
02/03/99 8:13:40 B722 90.9 D
02/20/9911:48:41 DC9Q 90.9 D
02/?3/9913:35:23 DC9 90.5 D
- 02/18/99 15:26:15 I B72 I 89.7 D
02/14/99 7:16:03 B722 89.6 D
02/18/99 6:18:44 B722 89 a D
02/18/9910:12:41 B722 $9.2 D
02/Ol/9918:�:07 DC9Q 89.1 D I
Paae 20 A�•iation Noise &: Satellite Proerams
�
�� a
Nietropolitan Airports Commission
Flight Track �ase iVl�p
Airport I�oise and l`�p��'ations li�onito��ng Sysiern
Avi�tior tioisz & Satellite Pro�rams
PaQe 21
Metropolitan Airports Commission
Analys�s of Aircra�i I�oise ��ents - Aircra�t Ldn d�(r�)
�ebruary Ol to February 28,1999
Noise Monitor Locations
I3ate #1 #2 #3 #4 #5 #6 I #'1 �S #9 I #10 #l� #�2
1 61.6 65.0 E6.9 66.1 71.4 72.2 I sb.3 45.4 52.9 57.2 37.1 39.1
2 57.7 62.4 63.1 67.9 75.1 77.7 68.0 67.1 46.1 4b.8 45.0 4�.7
3 62.5 60.7 66.1 66.3 72.2 75.4 66.8 64.8 54.5 56.9 45.7 51.3
4 55.5 57.6 67.2 60.3 71.2 67.5 �.9 58.8 37.8 41.4 46.4 46.3
5 61.6 63.1 67.6 65.8 72.9 74.4 66.9 63.1 47.0 4b.9 47.0 472
6 52.6 54.6 57.7 59.4 71.5 71.8 69.5 58.2 * 38.1 39.3 43.2
7 56.5 57.5 63.2 60.2 6�.2 67.4 40.7 53.5 * 39.8 36.1 4£.0
8 55.8 59.7 59.6 63.9 68.9 75.3 64.8 63.6 4�.8 40.0 42.7 38.8
9 57.2 58.1 63.3 64.2 72.4 74.4 67.2 63.2 39.2 54.1 56.4 43.8
10 63.7 66.5 69.9 67.4 72.2 73.9. 49.8 59.1 52.7 53.4 45.5 56.7
1 T 64.6 63.6 70.6 67.6 78.9 78.2 73.0 67.1 42.3 � 44.6 40.1. 40.4
I2 60.8 63.5 63.9 65.9 7�.3 76.3 71.2 65.4 46.8 56.8 �.8 42.0
13 56:4 56.3 64.7 61.3 72.7 72.5 67.2 �9.0 44.1 42.0 43.0.. 37.9
14 58.4 59.7 66.3 61.6 69.6 71.1 42.3 48.3 50.3 53.2 46.3 40.8
15 62.8 64.8 67.7 68.7 73.4 78.1 6�.9 66.4 39.1 50.7 48.7 4b.7
16 64.6 64.6 67.4 68.9 76.2 79.5 71.2 68.8 50.6 49.9 50.2 48.8
17 59.8 60.3 64.4 65.2 75.6 77.5 68.8 68.0 41.4 44.3 40A 41.7
18 58.7 60.7 66.6 61.9 70.3 68.0 45.8 49.2 49.2 59.5 51.9 44.5
19 61.0 51.1 59.0 56.0 63.3 63.5 * * 48.8 51.4 47.$ 47.9
20 52.6 52.4 63.8 62.5 ( 67.6 69.2 59.7 52.9 4?.9 29.3: 46.9 41.0
21 54.8 57.8 64.6 62.9 �.0 72.6 C�.1 61.9 41.0 43.2 42.5 39.5
22 56.6 59.1 67.2 64.0 ( 71.0 71.6 =?S.4 46.6 39.6 54.6 53.3 42.9
23 57.0 64.7 C�.4 63.3 702 70.1 -�1.1 48.2 63.1 68.9 589 51.8
24 60.6 6�.6 67.7 71.3 ( T�.B 79.3 69.4 fx4.7 61.0 64.9 46.6 52.9
2j 59.1 61.5 68.9 67.� I 7-�.5 TI.6 61.8 6u.2 47.2 I 62.3 51.1 48.9
26 61.0 62.5 69.4 66.1 I 72.� 72.5 ��.9 52.4 I 59.1 E0.1 52.5 51.4
27 �7•� ( 50.9 67J 6�.1 I 78.� I 76.3 70.1 6�?�.9 41.8 4b.4 4=1.0 39.6
28 �-5 45.4 68.� 68.5 ( 76J I 77.9 70.0 67.8 47.5 59.2 50.2 46.2
Mo. Ldn I�.l 613 66.5 65.7 ( 73.6 I 75.1 ( C-o.7 ( 63.6 ( 52.8 ( 58.0 49.3 47.7
Paoe ?6 Aviation Noise & Satelli:e Program;
�"
�
Metropolitan Airporu Commission
�,nalysis �o� �ircra�t 1'�ois� ��ents - Air�raft L,dn d�(A)
Febru�ry O1 to �ebruary 2�,1999
Noise i1�lonitor Locations
Date ( #13 #14 #15 #16 I #17 #l� I #19 #f20 #21 ( #22 #23 ( #'�-.4
1 62.4 68.0 65.1 72.7 522 56.1 �.3 392 62.1 � 61.0 75.5 67.5
2 49.9 67.4 62.2 712 58.9 66.0 62.5 55.4 45.9 61.8 6b.4 b4.8
3 64.0 72.0 67.7 74.6 69.1 70.6 57.5 52.4 58.6 63.6 71.1 69.7
4 61.2 64.2 6b.2 65.9 * 46.2 * * 57.0 54.9 72.0 62.2
5 61.5 67.4 64.2 71.8 51.0 56.1 �9.3 51.7 59.6 60.6 72.8 6�.9
( 52.2 62.0 49.1 66.2 61.0 71.0 67.7 52.0 45.1 55.1 61.3 59.1
'7 5�.0 61.6 60.0 64.3 49.3 39.4 33.1 * 4'_-.l 54.0 70.2 552
g 522 62.7 56.2 67.6 41.4 52.4 �.7 56.4 4b.? 57.2 6�.7 63.0
9 60.4 68.5 64.1 702 60.5 66.7 62.3 54.9 58.9 b2_5 73.4 f�.2
10 63.8 68•3 69.2 69.9 53.3 58.8 =?�.l 4:.9 56.1 61.9 73.5 65.7
11 48.1 66.5 56.1 71.6 53.7 57.1 52.5 59.3 45.9 63.7 6�-1 bb•9
12 4�.0 64.9 �3.9 71.1 47.8 48.4 49.6 56.1 * 62.2 60.1 64.5
13 57.0 64.7 59.7 68.0 49.0 51.9 �?�0.2 �3.7 50.9 592 69.6 b2.3
14 6�.1 69.6 67.9 70.0 �.9 57.9 �7.8 41.1 59.7 61.8 75.7 65.7
15 61.1 69.7 6.3.5 71.6 6�.0 61.6 60.5 55.0 56.9 61.8 72.3 66.3
16 4-0•4 65•4 4�.6 69.9 6�.1 6�.1 �7.4 58.6 * 62.4 57.9 65.1
1 � 42.6 61.3 49.4 67.2 �3.3 55.8 59.9 51.1 �.6 58.7 53.7 61.1
i g 6�.0 73.6 b5.6 74A ��.9 �3.3 -?0.0 45.0 61.8 63.9 75.3 69.5
19 58.8 64.5 61.0 6�.3 -�-�.6 '6.0 '-.1.3 3S.7 49.1 53.2 67.3 57.2
20 56.9 66.2 59.0 68.2 �1.1 -?8.� 19.9 =10.3 5ci.8 56.4 692 54.4
21 57.9 63.9 61.0 67.1 �7.6 6g.7 Cr'_•3 �9.7 59.1 56.1 70.0 62.6
2� 63.7 69.8 66.0 71.� -�3.0 51.7 1�.2 a3.3 57.9 I 60.8 TL.8 62.6
23 67.2 70.5 68.4 71.5 fz5.-� ir�.l �1.5 39.2 6�.7 61.3 76.5 58.6
74 53.3 69.8 60.7 71.0 I=�k.-� 'S.5 I-'_;�.7 I�.6 55.0 62.0 68.6 54.2
?5 (rt.6 69.7 C-b.9 73.0 �9.0 60.1 1Q.0 �3.6 �.8 62.0 71.5 58.9
26 6i.7 69.9 68.� i'.0 (�k.-� � 6�.2 I�3.9 ?l.4 61.6 I 63.2 76.0 I 61.0
27 I 49.5 66.3 58.9 70.-� E0.2 6S.1 6' .? �.0 53.1 63.2 �.�? I o1.3
28 I��.0 6�.2 �.2 i0.6 (�7.0 I�5.9 �i.9 I 53.8 41.7 6 3. 1 � 9. 4 I 5 8.�
Mo. Ld�t �.7 67.8 63.6 I 70.� �3.3 6?.7 �S.l 5?.6 �7.6 61.0 71.3 I 63.�
:'�vi�tion tioise & Satellite Programs PaRe 37
. ,,
. � ..._ .i..... .. ._... r...... t......,� ..� . .,�.� ,�..,:n.��..•
Metropolitan Airports Commission
' � � t • � r `. � ; � ;�' . �, ; � .# , . . .
,� . �� � .
• . � � ' . � . , � , . �; :�- ;
�'ebruary �.999
7.2 %(396) Carrier J�t I)epa�ure� North of I'roposed 095° (1VI)
Corridor Policy Boundary
Page 2 Aviation Noise & Satellite Programs
��
�.
�'
Metropolitan Airports Commission
1Vlinneap�olis - Si. Paul In�ernational t�.�rpori
February 1999
5532 ... Total 12I, and 12R Carri�� Jet Depariures
395 ... Carrier Jet De�artures (7.2%)
1l�orth of Propose�l 095° (I�I) �orrielor I'olicy �ound�ry
39S TR�CKS CROSStD P-GATE
o LEFT COUNT=392 (99.2�) RIGHT COU�T=3 (n,g�)
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Aviation Noise & Satellite Programs Page 3
Metropolitan Airports Commission
1Vlinneapolis - S�. I'aul Int�r�ation�l Airport '�
February 1999
��
�
5532 ... Total 12]L and 12R Carrier Jet Departures
1... Carrier Jet Departure - Early �`u.rnout (0.0 %
(1�1�rth Sid.e �efore T'hree lYlil�s)
1 TRACKS CROSSED P-GATE
LEFT COUNT=O (0.0�) RIGNT COUNT=1 (1Q0.0�)
���
DEv�a � �oti =��+a! C� �uTER oF G,aTE (ft)
Page 4 Aviation Noise & Satellite Programs
�
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Metropolitan Airports Commission
Southern �ound�ry Corrido� Gate Penetr�i�on Analysis
� ;,. �,. �. . , ,;;�;.f � � �
.
February 1999
0.6 % (33) Carrier Jet i)e�artures
Sou�h of Corridor (South of 30L ��calizer)
Aviation Noise & Satellite Programs
Page 5
Metropolitan Ai.rports Commission
� ' � � � � •! � � ` 1 i
�
. �, � ; +i; t i
5532 ... Total 12L and 12R Ca�rier Jet Depart�res
31 ... Carrier Jei I)epartures (0.6 % )
,South of Corridor (Sou�h of 30L Localizer)
31
o LEFT COUNT=30
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RIGNT CO�NT=1 (3.2�)
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Page 6 Aviation Noise & Satellite Programs
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Metropolitan Airports Commission
I1�inneapolis - Si. Paul Iniernat�onal Airpor�
�'ebruary 1999
5532 ... Total 12L and.12R Carrier Jet Dep�rtures
2 e.. Carrie� Jet I)epa�ures - Early '�rnout (0.0 �Io
(�ouih Side �efore Three Ibliles)
2 TRACKS CROSSED °-GATE
�EFT COUNT=O (0.0�) RIG�'i COJNT=2 (lOQ.O�)
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Avia[ion tioise & Satellite Proarams
Page 7
Metropolitan Airports Commission
�, . �; � �. ..' ; 1 1 i . . � . . � �, � �
' . 1 1 ' : `� . ' .: 1 . •. ;1+ :1
February 1999
0.1 %(6) Carr�er Je� Depa�-tures 5° South of Corridor
(5° �o�ath of 30I. Localizer)
Pa°e 8 Aviation Noise & Satellite Programs
i j
�
�_
Metropolitan Airports Commission
1Vlinneapolis - 5� Pa�ul International Airpori
�eba�aary 1999
5532 ... Total 12I., a�d.12R Carrier Jet I)epariures
4 ... Carrier Jet Depag�ures (0.1 %
5° South of C�rridor (5° South of 30I. L�calizer)
4 TRRCKS CROSSED P-GATE
LEFT COUNT=4 (100.0�°) RIGHT CO�NT=O (0.0�)
DEVIATION ��OM �= �TER OF GATF (fl)
Aviation Noise & Sateilite Programs
Page 9
Metropolitan Airports Commission '
1VYinnea�oiis � S� Paul International Ai�port
Februa�y 1999
��
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5532 e.. �otal 12L and 12R Carrier �et Departua�es
2 e.. Carrier Jet I)epartures - Early Turnout (O°0%
(South Sid.e Be%re Three IVliles)
2 TRACKS CROSSED P-GATE
LEFT COUNT=O (0.0�) RIGi-� i COUNT=2 (100.0�)
DEV�ATiOti ; ��'1 C�'�,�E�s .= GA:E (ff;
Page 10 Aviation Noise & Satellite Programs
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5 � ;� �, �.�. � .,« _ ' s�' ��. � �� � '.� � ��� �.
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� ��: a �: �� �. ;, �-
Executive Summa�y
. . -.
�:u.� �,.��...� ..�.�: �.:...��x y1 µ.� �:F ._ ��_:7x..._.���
�� a
Ntetropolitan Airports Commission
1VISP Feb�uary �leet IVIix Percentage
A.I+10MS ANOMS
Stage Count Count
Jan99 Feb99
Stage 2 22.3% 21.8%
Stage 3 77.7% 78.2%
Februar� I999 Sttt; e Use Composition
During the month of February 1999 manufactured stage III usa�e = 46.4%, stage III usage = 31.8°Io and sta�e II
usage = 21.8%.
February 1999 Aircra,ft Composition_
The hushkitted DC9 was the most predominately used aircraft with 4949 operations consisting of 25.4% of the
total carrier jet operations. Following the DC9 hushl:.itted the top three were the Airbus 320 with 2432 operations
(12.5% of the total), Boeing 757 with 1721 (8.8% of the total) and the DC9 (stage II) with 1807 (9.3% of the
total).
1999 Janaaary vs. Feb���.ry comP�a�t s����ry
--- ��rt _: �:_:: J�g Feb99 .
MSP 619 829
Airlake 0 0
Anoka 10 13
Crystal 0 1
Flying Cloud 4 9
Lake Elmo 0 0
St. Paul 0 4
Misc. 1 1
_ . TOTAL _
_ . 634 . . _ . S57
Februarv I999 Complaint Origin Summarv
MSP complaints during the month of February 1999 were highly concentrated in four cities: Minneapolis = 408,
Inver Grove Heights = 189, Eagan = 64 and Mendota Hei�hts = 40.
February 1999 Complaint Time of Dav Summarv
The majority of complaints were received in the foilowina time periods: 07:00-11:59 = 187, 20:00-21:59 = 133,
22:00-22:59 = 126 and 12:00-15:59 = 123.
FeBruary I999 Nature of Com�laint Summarv
The nature of the received complaints were concentrated around the following sources: excessive noise = 6�6,
early/late = 116, ground noise = 40 and frequency = 7.
Technical Advisnr's RenoR Executive Summarv
PaQe 1
C�
i �
i�!etropolitan Airports Commission
A�irpori Operations 12.�ference I)iagr�m
04 Dep
Feba uary 1999 Iaunw�y �Tse All Operat�ons & Carri�r Jet �perations
Runwa ��v� Overfli t Area Count All Percentage Count J�i Percentage
y Departure �
04 Arr So. Rich.Bloom. 218 1.3% 155 1.6°Io
12L Arr So. Mpls./No. Rich. 4112 24.7% 2553 25.9%
12R .Arr So. Mp1s.1No. Rich. 4127 24.7% 2793 28.3%
22 Arr Stp./Hi�hld. prk. 48 0.3% 15 0.1%
30L A.rr Egn./Nlen. Hts. 4275 25.6% 2360 23.9%
30R Arr Egn./Men. Hts. 389� 23.4% 1988 20.2°Io
Total Arr. � 16675 100% 9864 100%
04 Dep Stp./Hi�hld. prk. 4� 0.3% 4 0.0°Io
12L Dep Egn./Men. Hts. 3922 24.0% 2572 26.7%
12R Dep Egn./Men. Hts. 4330 26.5% 2960 30.7%
22 Dep So. Rich.Bloom. 412 2.5% 106 l.l%
30L Dep So. Mpis./No. Rich. 396� 24.3% 2292 23.8%
30R Dep So. Mpls./No. Rich. 3667 22.4% 1704 17.7%
Total Dep. '''��' 16340 100% 9635 100%
•=��` �
�tetropolitan Airports Commission
Felbruary 1999 I�lighttime Runway �..Tse A.11 Oper�tions �i Carrier Je� Operaiions
Runwa ���v� Overfli t Area Count All Pere�ntage Count Jet Fercentage
y lDeparture �
04 Arr So. Rich.Bloom. 83 7.9% 63 9.4%
12L Arr So. Mpls./No. Rich. 99 9.5% 75 11.1%
12R Arr So. Mpls./No. Rich. 142 13.6% 117 17.4°%
22 Arr Stp.lHighld. prk. 27 2.6% 5 0.7%
30L Arr Egn./Men. Hts. 512 49.1% 303 45.0%
30R Arr Egn./Men. Hts. 180 17.3% 110 16.4%
Total�Arr 1043 100% 673 100%
04 Dep Stp./Hitghld. prk. 18 2.5% 0 0.0%
12L Dep Egn./Men. Hts. 185 25.6°Io 84 25.2%
12R Dep Egn./Men. Hts. 240 33.2% 153 46.0°Io
22 uep So. Ric�n.Blocrl. 2� �.��'0 1J 3.0%
30L Dep So. Mpls./No. Rich. 145 20.1% 63 18.9°Io
30R Dep So. Mpls./No. Rich. 111 15.3% 23 6.9%
Total Dep. 723 . 100% 333 100%
�-- �Februarv I999 Runway Use Summary All Operations and Carrier.Tet Operations
During February 1999 runway use for all operations showed virtually no change ln the trend of runway use from
January of 1999. The use of the crosswind runway was virivally unchanged from the previous month. Parallel
runway operations were relatively balanced in both directions with 3.8% more operations departing off 12L&R
compared to 30L&R and virtually no difference in arrival percenta�es on either end of the parallels.
Carrier jet operations showed a slight increase in corridor usage from January 1999 to February 1999, but still
nnaintained a relatively balanced use of the parallel runways with 10.1% more arrivals on 12L&R compared to
30L&R and 15.9% more departures on 12L&R compared to 30L&R. The crosswind runway usage remained
virtually unchanged from January 1999 to February 1999.
February 1999 Nighttzme Runwav Use Summarv All Operations and Carrier .Tet Onerations
'The nighttime hours (2230 - 0600) during February 1999 represents a period of extensive comdor usage. The all
operations runway use assessment depicts 66.4% of the arrival operations occurred in the comdor and 58.8�Io of
the departure� operations occuned in the comdor. The operations over Minneapolis in February 1999 showed a
significant reduction from January 19991evels. There were 12.5% fewer departures and 8.3% fewer amvals over
Minneapolis from January 1999 to February 1999. The use of the crosswind runway was increased from January
1999 to February 1999 with arrival operations on runway 04 representing the lar�est increase from 0.5%o in
January 1999 to 7.9% in February 1999.
Nighttime carrier jet operations were consistent with the all operations trends. Corridor operations were
comprised of 61.4% of total arrivals and 71.2°Io of total departures in February 1999 representing an increase in
departures in the corridor of 21.2% from January 1999 to February 1999. There were 28.5% of the total arrival
operations and 25.8% of the total departure operations over Minneapolis in February 1999 representin� a decrease
in arrivals of 3.6% and in departures of 22.1% over Minneapolis from January 1999 to February 1999. The use of
' )the crosswind runway increased from January 1999 to February 1999 with arrival operations on runway 04
representing the largest increase from 0.4% in January 1999 to 9.4�Ic in February 1999.
Februarv I999 Catalvsts for the Runwav Use Confiaurations
As is usually the case, wind and weather conditions dictated the nature of the runway use at MSP during the
month of February 1999.
Technical Advisor's Report Executi��e Summnry Page 3
f �
Metropolitan Airports Commission
month of February 1999.
Felbruary 1999 Aircraft Noise Generated I�Ionihly I3NL Levels Per R:M'T
�T Mtont�y
ID
City A.pproximate Street Location D�
1 Minneapolis Xer:ces Avenue & 41st Street 66.1
2 Minneapolis Fremont Avenue & 43rd Sireet 61.3
3 Minneapolis W Elmwood Streei & Belmont Avenue 66.5
4 Minneapolis Oakland Avenue & 49th Street 65.7
5 Minneapolis 12th Avenue & 58th Street 73.6
6 Minneapolis 25th Avenue & 57th Street 75.1
7 Richfield Wentworth Avenue & 64th Street 66.7
8 Minneapolis Longfellow Avenue & 43rd Street 63.6
9 3t. Paul Saratoga Street & Hartford Avenue 52.8
10 St. Pau! Itasca �.venue � Bowdoin 5treet 58.0
11 St. PaW Finn Street & Scheffer Avenue 49.3
12 St. Paul Alton Street & Rockwood Avenue 47.7
13 Mendota Heights Southeast end of Mohican Court 60.7
14 Eagan First Street & McKee Street 67.8
15 Mendota Heights Cullen Street & Lexington Avenue 63.6
16 Eagan Avalon Avenue & V'ilas Lane 70.4
17 Bloomington 84th Street & 4th Avenue 58.3
18 R.ichfield 75th Street & 17th Avenue 62.7
19 Bloomington 16th Avenue & 84th Street 58.1
20 Richfield 75th Street & 3rd Avenue 52.6
21 Inver Grove Heights Barbara Avenue & 67th Street 57.6
22 Inver Grove Hei?hts Anne Marie Trail 61.0
23 Mendota Heights End of Kenndon Avenue 71.3
24 EaQan Chapel Lane & Wren Lane 63.5
Februarv Z999 RNIT DNL Level Summarv
The above monthly DNL assessment per RMT site is consistent with the actual runway use for the month of
February 1999. The higher DNL levels are for the most part concentrated off the ends of the parallel runways due
to the frequency of parallel runway usage. The St. Paul RIV1T sites represent some of the lowest DNL values in
the report.
( j Februarv 1999 Top Ten Noise Events Per R�LIT Summarv
--' 'The top ten noise events and the event ran�es at each RMT for February 1999 are very similar to the information
collected in January 1999. The top noise events at each RN1T were comprised of 90.8% departure operations and
the predominate aircraft was the Boeing 727-200 with the exception of sites located in St. Paul due to the number
and nature of operations over St. Paul.
p�oP d Technical �dvisor's Re�ort Executive Summary
� � f .� �� ��� .�`� �'''� .�, ;�
, � � �. 1
� ,, � �".
A bitivea?:iy update on litigation, rejulations, and technolo�ical deveiopme�ts
`'olume 11. Number 3
Part I � 0 Pro; ram
AIRPORTS I�AVE SPENT $2.4 BILLI0�1
ON NOISE P�20�ECTS FIT�-DED BY AIl' GR�.NTS
A total of 2bb airports have spent over �2_�8 bitlion on noise mitiQation projects
funded through the federal Airport Improvement ProQram since the proQram was
authorized in 1979, accordin� to FAA data on the proQram.
In past issues, ANR has detailed the AIP funds used to supoort the planning of
AIl'-suppotted noise miti�nrion projecu, but not the amount airporLs sgent to
implement these projects. But now data are availabie from the F.AA providing the
total that each airport participating in the Part 1�0 ?.irport Noise Compatibility
Program has spent for both plannina and implementadon of noise miti�auon
projects. These data are included in a table beQinninQ on p. 13.
Thev show that Adanta's Hartsfield Internarional Airport has re�eived more AIP
fundinQ than any other aiport —�239.� million — to suoport iu noise mitiQation
projects. Atlanta is followed by Lambert-St. Louis International Airport (�140.6
million), Seattle-Tacoma International Airpon (�13-�.7 million),14lempivs Interna-
tional Airport (�57.7 million), Los AnQeles Internaaonal Air�ort (�85.9 miilien),
Boston Loaan International Aimort (�78.3 million), i�iinneapolis-Sz Paul Interna-
tional Airport (�73.3 million), Las Vesas i�IcCarran In�ernational Airport (571.?
million), Phoenix Sky Harbor International Airport (562.2 million), and ChicaQo
O'Hare Inte:national Airport (�61.8 million).
However, AIl' funds are not the only sourc� of fundins for airport nois� mitisa-
tion projects. Increasin�ly airports are turnin� to re�renue from Passeage: Facility
Charaes (PFCs) to finance noise mitieation work. PFCs are head taxes imposed b�•
individual airports on passenoers usinQ their facilities. Tne F.� has aporoved
plans by 62 airports to colle�t, weIl into the future. 51.�3 billion in P:�ssenQe:
Facility Char�e (PFC) revenue to support additional noise miasation projects (se�
10 :�'VR, p. 18� j.
If both revenue streams (AIP �ants and PFC revenue) are considered. ei�h�
airports are planning to spend over �1C0 million on nuise mia�arion groieccs. Los
AnQe?es International Airport plans to spend ove: hal: a billion dollars (S�26.9
million) on its noise micisation eiiorts. LAX is follo��'ed by Chicaso 0'Hare
Ince: national (5326.0 million). Szattle-Tacoma Inte.;ta�ional (52�?.? miilion j,
:�:tlan�a Harsfield International (��39.� million from.�.IP furds onlyj, Lamce:�-S�.
Louis Interna�ional (�??�.� million).1�Iinneapolis-��. Paul Inte:national i519U.�
million'�. Los Ve�as �IcCarran International i516�.� million). and Cle�r�iand
Hopkins Iniernational Airoon (51 l�•' million).
Luokin� at noise projects funded sole:v by :1LP ;LnUs, the F.-�.� data �;.o�.v that
1 f airpors have rec�ived noise Qrants rotaIin_ o�'e: �=0 milIion. ?° �ir*�c��s ha���
rzceivzd noise �rants rotalin� bztti�•e�n S'__-'� millier,. 1� air'ors ha�:e :ec�i�:e:'
noise vrants totalinu between SIU-�0 millic��. -'.S �ir'ar.s ha��� ;e�e'sve•' ;uise
�Trants�totaiin�a bet��•e�a � 1-10 milliun. anu ?o� air_ers na�:e received :�oisz grar.:_
to�alins les� tnan SI million.�
(Tablebe�:::� vn. p. 15r
Cop}riRtt c �guy ci �.irurt \uis� Fcpur..?.s`6un. �'� =U1!;
'�'
Februar}• 19, 1999
In �'his Issz�e...
Part 1�0 Pro�rarn ... This
issue of Al'vR�for the tirst
time includes FAA data
showina the total amount of
Airport Improvement Pro-
�ram (AIP) arant funds that
have been used by airports to
suppon theiz noise mitiQation
projects. Past issues of Ai�tR
have included data on the
amount of AIP grants de-
voted to planninQ noise
mitiaation projects, but not
on the total grant funds used
by airports for both planning
and implementina their noise
mitiQation projects. This
issue includes those data
They show that a total of
2?6 airports have spent over
�2.48 billion on noise miti�a-
tion projects funded throuQh
the ?.IP program. Atlanta
Hans ield International
�.irpor has received the most
Qran� funds for noise mitiaa-
tion — 5�39.� million.
BuC ir' both fundinR so�rc�s
for air��or nois:. mitiQ�?�ion
proie�t� i AIP grants and
Passen�.; Facilitv Cnar�es)
are cor�idered. Lo� :`.n���iz�
Interna.ional Airpor� ;eac�
the puct. plannina tc �;.en�
o�, e: 5� �0 milli-�n or� noi5e
mitiva�ion project;.
li
AIRPORT/LOCATION
AIRPORT I'�10iSE AB�TEI�IENT PROJECTS
FiJ�DED BY �IP GRA.NTS
c�„m=��my>
E�1
�
THE WILLIAM B HARTSFIELD ATLANTA INTL A�i�NiA
LAMBERT-ST LOUIS INTERNATIONAL S LOUIS
SEaTTLE-TACOMA INTERNATIONAL �yiLE
MEMPHIS I�TERNATIONAL }�lils
�OS ANGELES IyTERNATIONAL LfiS AyGEt�S
GENERAL EDWARD LAWRENCE LOGAN INTERNATIO � �ON
h1INNEAPOLIS-ST PAUL INTL/WOLD-CHAMB �IEAPOLIS
hiC CARRAU INTERNATIONAL L�iS VEGAS
PHOEiVIX SKY HARSOR INTERNATIONAL �'�x
CHICAGQ 0'HARE INTERNATIONAL ����Q
SAN JOSE INTERNATIONAL �IJOSE
BALTIMORE-'NASHINGTON INTERNATIONAL �l.TIMORE
INDIANAPOLIS INTERNATIONAL �ANAPOLIS
CINCINNATI/NOR7HERN KEiViUCKY INTERNAtIONaLt�16TON
CHARLOiiE/DOUGLAS INTERNATIONAL C'•'.ARLOIiE
CLEVELAiVD-HOPKINS INiERNATIONAL �--��NQ
NASHVILLE INTERNATIONAL �}VILLE
NEW ORLEANS INTERNATIONAL/MOISANT FIELD ?� ORLEANS
SAN FRANCISCO INTERNATIONAL �LV FRaNCISCO
CIiY OF COLORADt� SFRINGS MJNICiP�1L �OkAD� SPRINGS
ADAMS FIELD ' L�i t1.E ROCK
PALM BE;�CH INTERNATIONA� �E�i' PALI�i BEACH
BIR�NINGHAM INiERNATIONAL BI�NGHAM
THEODORE FRANCiS GREEN STATE FQUVIDENCE
NE'N AUS i I�J AT BERGSTROM ��
DETROIi METROPOLIiAN WAYNE COl1NTY r€'�i OTT
FORT LAUDERDALE/I'OLLY'NOOD INTERNAiIONAL FGffi LAUDERDALE
TULSA INiERNAiIONAL �'�
DES h10�NE5 INTERNATIONAL uES MOINES
BATON ROUGE MEiROPOIIiAN, RYAN FIELD �iOtV ROUGE
LOUISV�LLE INTERNATIONAL-STANDIFORD FIELD L��IISVILLE
TOLEDO EXPRESS ��-���
RE�O/TAHOE INTERNAiIONAL �'�
CHICAGO MIDWAY �'�-d��
BURSAUK-GLE�DALF-PASADE�lA ���AyK
i�E'NAR,< IVTERNa i 30NAL '����t
�OHN F K��NEDY INTERNA i IONAL y�:q Y�R,{
DALLASlFORT 4'VOR i H I�TERi��i'lONAL ���-��%F�� � W0� ���
P� i i SaURGi-� IN i ER,l�1TIONAL PTr i�bURGN
G�TAR � 0 I� i ERU;=. i IONAL CY+;�<' Q
i UCSON I�lTERN,�; i IONAL �'L�uN
SYR,�CUSE NA�VCOCK INTtRNATlONAL �'f�;;CUSc
SARASOTA/BRaDE�TON IyiERNATIONAL :�'����a
GcUERa.L �1i i C! �E! L I�lTcRNATIOyAL !d"i ;Hn�i{�r
FORT COLU�aBUS INTERUATIONAL t�LUt•IEUS
LA GU�;RDIA tiE:'� 'f0�:<
�:rur, \��is: R:por
f� I
STAiE
GA
MO
WA
Ti�
C�1
MA
MN
NV
AZ
IL
CA
MD
IN
KY
NC
ON
TN
LA
CA
CO
AR
FL
AL
RI
TX
MI
FL
OK
IA
�A
KY
OH
NV
IL
C�
N�
NY
i;
F;;
C.�`.
A. %
�jv
Fi
'�'1=
o�:
i,lY
Noise
FED. FUNDS
239,556,8�6
14�,665,106
134,739,432
87,727,551
86,915,947
78,896,040
73,339,055
71,283,96Z
62,276,799
61,878,023
50,991,40�
49,511,259
47,751,378
47,686,701
46,606,384
4d,014,928
42,603,550
41,242,996
41,Z30,791
40,095,267
39,663,608
37,549,307
36,963,247
36,320,388
35,538,21�
33,6�1,926
33,301,417
32,271,311
32,183,583
31,493,254
28,05s,0�0
26,786,520
25,581,27�
24,8�7,692
Z�,655,510
Z4,313,831
22,627,3��
21,31�,6��
Z�,717,Z33
24,��5�E7�
1°,7�Z,36�
19 , 090 ,1�Jo
17,64;,c;�
15,86c,5i%
1�,7�? ig�
1�,FSl,o�3
�
�"
�
,
Februar�• 19, 1999
AIRPORT/�OC.4TION
MA�VChESTER
DANE COIJNTY REGIONAL-TRUAY FIELD
PAL41 SPRINGS IYfERNATIONAL
FRESyO YOSE�IITE INTERNA7IONAL
SAN DIEGO INTERNATIONAL-LINDBERGH FIE�D
BELLIyGHAM INiERNATIONAL
DEKALB-PEACHTRfE
ORLANDO INTERNATIONAL
SA�y ANTONIO INTERNATIONAL
JAMES M COX DAYTON INTERNATIONAL
MC GHEE TYSON
LEHIGH VALLEY INTERNATIONAL
JOHN WAYNE-ORA,VGE COUNTY
ALBaNY COUNTY
RICKENBACKER INTERNATIONAL
�ONG ISLAVD MAC ARTHUR
WILi ROGERS WORLD
FORT WORTH ALLIANCE
SAI.T LAKE CITY INTERNATIONAL
SHREVEPORT REG�ONAL
CNEYENNE
CE�lTRAL ILLINOIS REGIONAL
BOISE AIR TERMINAL-GOWE� FIELD
LARE�O INTERNATIONAL
MONTEREY PEyI�SULA
ST LOUIS REGIONAL
GREATER PEORIA REGIONAL
LIVER�tORE MUNICIPAL
FORT SMITH REGIONAL
EPPLEY AIRFIELD
FaIRBANKS INTERNATIONAL
HONOLULU I�lTERyATIONAL
FORi WORTH �1EaCHAM I�TERNATIONAL
NAPLES MUN�CIPAL
CAPIiAL
STA i E OF I! LINQIS B�OCK G��UT
NORTH LIiiLE ROCK MUNICIPAL
HILO IyTERyATsQNAL
SACR�:�1Eyi0 METROPOLITAN
GRE.4TtR RGCKFORD
DAL! AS �OVE F � ELD
AKRCPa-CA.N i ON REGIONAL
GLE�lDALE �ti?UNIQPaL
ALBUQUEROUE �NiERNAT�ONAL
�E3A��lON M�'P! � C � �AL
BaRNE� M��,a � C � PaL
Gh � ��lE�V �! L= REG � ONAL
ROEc�iT MUE! LF� MIJNIC � �a�
EUJE GRaS�
FORTLA��IG' � `ITtR�lATIO�Jr�.L
PEASc I�Tc;t^IATIONAL i RaDEPORT
�
��ICHESTER
�D�SON
�AL:W SPRIUGS
f�� 10
.�..�Y DIEGO
3E? ! IiVGHA�tii
Ai L.�,YTA
C:RLdNDO
�,Y ANTONIO
l�1Yi ON
:G�DXYILLE
�.ILYt'OWN
S�N'FA ANA
kLRANY
C�LtlMBUS
IStIP �
C�Q.dt;OMA CiTY
�i WORTH
�9iT LAKE C � TY
.�-�4..�YEPORT
�YENNE
BLCC�iING i ON/NOW�fAL
B�ISE
C��.EDO
, ! EREY
AL►ON/ST LC�UIS
P�CfiIA
L�YE�,�10RE
F�'R i SMITh
t�F'�A
FFLRSANKS
i��MOLULU
Fi,itT �YORTH
t�.��ES
SFR�yGFIEL�'
NC�7;! LI i � L� ROCK
�� �
�nC,�U,�iE�TO
�GC:<� ORD
L�:'-1L45
��CiCy
6L�'iDA�E
r! °�GUERCI,'=
t_3;•a i0N
�iE�i��ELD
G.��`iESVILL=
AL!� � =�I �
Lr �`iG i GN
'r'CR"+ AVD
FCR: ���10U i �
-. :rer tici�e Report
STATE FED. FUNDS
NH
WI
CA
CA
CA
WA
GA
FL
TX
OH
TN
PA
CA
NY
OH
NY
OK
TX
UT
LA
WY
IL
ID
TX
CA
IL
IL
C.4
AR
NE
AK
HI
TX
FL
IL
IL
AR
HI
CA
IL
TY
OH
AZ
ri��i
�UN
��IA
FL
�
� ,.
KY
GR
�Vr
13,458,216
13,14Z,076
12,216,372
1Z,0a2,005
11,63Z,833
11,388,330
10,321,485
9,807,056
9,697,588
9,298,097
8,815,335
8,793,222
8,367,368
8,349,263
7,506,576
6,625,469
6,049,800
5,865,819
5,754,748
5, 64-4, 000
5,383,379
5,304,438
5,293,309
5,143,767
3,949,028
3,704,794
3,618,590
3,451,384
3,425,395
3,403,653
3,395,874
3,2Z3,358
3,00�,000
2,915,438
2,834,3°6
2,854,594
2,674,488
2,6Z1,500
Z,5�5,7a5
Z,149,752
Z,1i1,6�?
Z,��3�°35
1,6�0,85�
1,5�Z,353
1,�3Z,307
� ,+.+� 3��
1,�'.��,G(G
1,�31,5�4
1,3!�,1�3
1,Z5�,7c?
1,1��,06Z
19
� � Airport Noise Report
AIRPORT/�OCATION
KALAhiAZ00/BATTLE CREEK INTERNATIONA
MARTHAS VI�VEYARD
DETROIT CIiY
DECATllR
SOUTH4VEST FLORIDA INiERNATIONAL
BOIRE FIELD
JUNEAU INTERNATIONAL
WI?iMAN REGIONAL
DAYTONA BEACH INTERNAiIONAL
PA�VAMA CITY-BAY COUNTY INTERNATIONAL
EXECUTIVE
LAKE TAHOE
HANA
WAIMEA-KONaLA
LANAI
HAYWARD AIR TERMINAL
WARROAD INTERNATIONAL-SWEDE CARLSON
TALLAHASSEE REGIONAL
FULTON COUNTY-BROWN FIELD
CHICO MUNICIPAL
OHIO STAiE UNIVERSITY
ST AUGl15TINE
LAFAYEiiE REGIONAL
MEADOW5 FIELD
MARATHON
MANSFIELD LAHM MUNICIPAL
BISMARCK MUNICIPAL
OAKLAND COUNTY INTERNATIONAL
PALO ALTO OF SANTA CLARA COUNTY
VENICE MUNICIPaL
KE�OSNA REG�ONAL
MODESTO CITY-COUNiY-HARRY SHAM FIELD
KISSIMMEE hiUNICIPAL
WILEY POST
RICHARD LLOYD JONES JR
MOLOKAI
RYA� FIE�D
SP�CE COAST REGIONAL
JEFFERSON COUNiY
KETCHIKAN I��TERNATIONAL
DRAKE FIELD
CLIN i ON COUPiTY
TEX;;RKANA RcG?ON�;L-;YEBB FIELD
BOLTO�� FIELD
LAURE��CE G F�;;�VSCOM FIELD
A�ti1ES "�!UNIC � �A.L
TRI-CIiIES
MONROE REG � ����lAl.
MEiCALF Fi�=�
SA�yT�1 MARIA. FUBI.IC/CAP i G A�L.^-,N HA�VC��`
OCALA REG � G�`±�L/�I�'•1 TAYLOR F� ELD
L :L�L}LyAZ00
'l.�IEY,�RD NAVE�y
�iROIT
BE�A i t1R
F�RT MYERS
�IASNUA
3(INE�1U
Q�iKaSH
QAYTdNA BEACH
F�IAMA CITY
�RLAlVDO
�tTiH LAKE TAHOE
[iANA
�IELA
LANAI CITY
HAY'flARD
FIELD �1RROAD
TALLAHASSEE
d3i.AN i A
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t�i.UMBUS
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LAF�YETiE
&1KE.�SFIELD
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-.:^ort \cise R:aoa
STATE FED. FUNDS
MI
MA
MI
IL
FL
NH
AK
WI
Fl.
FL
FL
CA
HI
HI
HI
CA
MN
FL
GA
CA
ON
FL
LA
CA
FL
OH
ND
MI
CA
FL
WI
CA
FL
OK
OK
hT
AZ
FL
TX
AK
AR
NY
A.R
OH
��a
l:-�,
���il;
�.4
CH
C.4
F_
1Z5,00�
124,Z�0
1Z3,11Z
118,218
116,869
1@9,484
108,137
108,1�7
104,318
101,92Z
100,00�
10�,000
100,000
100,000
100,00@
99, 769
97,140
96,794
94,34$
9a,103
92,751
9@,00@
90,000
90,000
88,457
88,134
87,273
85,298
85,230
85,000
81,892
81,18a
81,000
80,996
80,000
80,000
77,401
7Z,173
71, �57
6?,3i5
68,63�
6�, 794�
60,c25
�.17 � JrL'�ci
5�,9�8
5�,Z75
5�,�90
S�,�O�i
S�� G�9
, .,
�5,83�
�5, ��J�
�"
�
C
Februarv 19. 1999
AIRPORT/LOCATION CITY
REDDING MUNICIPAL REDDIyG
HOUMA-TERRE30NNE HOUh1A
THE NE�RY E ROHLSEN CHRISTIANSTED Si CROIX
DU�CE DULCE
HAWTHORNE MUNICIPAL HAWTHORNE
HARDY-ANDERS FIELD NATCNEZ-ADAMS COUNTY NATCHEZ
SE�IINO�E MUNICIPAL SEMINO�E
ROSWELL INDUSTRIAL AIR CEiVTER ROS�VELL
NORTH LAS VEGAS AIR TERMINA� NORTH LAS VEGAS
WILLIAM R FAIRCHIID INTERNATIONAL PORT ANGELES
YAKIMA AIR TERMINAI-MCALLISTER FIELD YAKI��A
LA4VTON MUNICIPAL LAWTON
RIALTO MUNICIPAL/MIRO FIELD RIA�TO
CARROLL COUNiY REGIONAL/JACK B POAGE FIELDWESTti1IN5TER
ARLINGTON MUNICIPAL ARLINGTON
SMYRNA SMYRNA
.`,irort �ei�: Repurt
23
STATE FED. FUNDS
CA 4Z,354
�.A 41, 715
VI 41,400
Nti1 40 , 500
CA 3$,144
MS 33,265
OK 32,7Z8
NM 31,500
NV 31,000
WA 28,062
WA Z7,6Z0
OK 23,058
CA 20,190
MD 10,184
TX 9,090
TN 6,998
GR,�ND TOTAL 2,489,42Z,565
��
ANR EDiTOF.IAL
ADVISORY BOARD
Steti•en R.:�lverson
i�(anager. Sacramenco OFfice
Harris ;�tiller �tiiler S: Hanson
John .I. Corbett. Esq.
Spie�ei & �tcDiarmid
Washinston, DC
,James D. Erickson
Director. Office of Environment and Ener�y
Federal Aviation Administta[ion �
John C. Freytag, P.E.
Director, Charies �i. Saiter Associa[es
San Francisco
i�lichael Scott Gatzke, Fsq.
Gatzke, Diilon &. Ballance
Carisbad, CA
Peter J. Kirsch, Esq.
Cuder & Stanfield
Denver
Suzanne C.I�IcLean
lvtanager, Planning and Devetopmen[
Tucson �irport Au�horiry .
John i�I. l�leenan
Senior Vice President for Industrv Policv
Air Transpott Association
Vincent E. i�Iestre, P.E.
President, btestre Greve Associates
Newpott Beach. C�
Steven F. Pflaum. Esq.
i�tcDermott. Wili & Emerv
Chica�o �
Karen L. Robertson
�tanaser. Noise Compaeibiliry Offica
Dallas/Fua Wotth Incernationai ?.irport
�Iarr• L. Vigilante
Presideat. Synerey Consultan[s
Stattle �
Lisa L}•le �i�'aters
i�tana�rr. \oise .a6a[emtnt Prosram
Palm Br::ch County Departmen[ oF.�irpons
Itioise Repor�
II'V .B.RIEF ...
DFtiV SeQ?�s �ioise Compatibility Planner
Dallas-Ft. Worth Inte:vational .�irpor� is se�!:ina a creative individual to
assist with the developmeat and implemencation oi the'airport's noise
compatibility programs. Ihis indir•idual will ope;ace and maintain the
noise monitoring systern and assist in the performance of environmentnl
impact studies.
l�linimum requiremenu are a Bachelor's degre� in planninQ, aviation
manaQement, air uansportation, or related field and three years of airport
experience, includine twoyears in noise compatibility planninQ, noise
monitorinQ and/or analysis, airspace/airpordair traffic operations, and/or
wori:inQ with citizen noise complaints.
A l�Iaster's deQree in plannin�, airpon manasement, air transportation,
or related technical field u desirable. 4
Resumes will be acceptd until l�Iarch 8 at � p.m. via fax at (972) 574-
�732 or mail to Human Resources/Employment Office, P.O. Drawer
619423, DF�V Airpon. Te;as 75261-9423. For more information, cal] the
DFW Job Line at (972) �i�-$024 or visit the airpon's web site at
www.dfwairporc.com/lvr,
ON THE �GEiV��...
i�iarch 2� ?� Fede:ai Aviation Administradon's ?4th Annual
Comme:ciai Aviaaon Forecast Conference, Ivlarriott
Hote: at l�ietro Cente:, WashinQton, DC (contact FA.A
at tel: 30'L-257-9943 or visit web site at http://
api.ha.faa. Qov/aoo_home.htm).
i�farch ?9-30 Washinaton Con'rerence, sponsored by the American
Asseciarion of :�irport Exe�utives and the Airpores
Counc:l International - North �merica (contact AA..4E:
tei: (7Q3) 32�?-0��; fax-on-demand: (1-300-470-
��-
Aoril I 1-1? Airports Council International - North America
Enr•imnmental A�fairs Commicte� me�tins, ReQency
MeCormick Place Ho�el. Chica�o (contact Glenn
Otthmann. Nlanager Tecnnical Afrairs and En��iron-
meatal �;iairs: teL• (?02) ?9 �-8�C0).
�.IRPORT �1�OISE R�PD.�?'
:�nne H. Fiohut. Pubiisce:
Char;es F. Pr:ce. Con�ricu�in� E��icor: llaria T. tiorton, P�cuuction Edi�or
Publishz;l'; eimes a vear a� -'. �975 Uroancrest C:.. .-�.s„�urn. ti"a. ?Oi '.?: P`�one: ('0:1 7?9 '307: F.-`.:t: i703 i 7?9-'. ��'�.
. Fri�� 5: '.9.
.�,u�hurization to photocopy items for in�e^al or personal use, or t��e ince:nal or personai use ot spe�itic cli�n[s
is �rancecl bv Airport tioisz Repor,. Fro�•ideu �hat the bas� re� oi LiS� i.U3 pe: pa�e ; er cop��
is paid directiv to CopyriUn[ Clearance C��izC. � 1 CDIt�C:.S� Ji:��,, S1ie;n. Ma 01970. liSA.
.�i^cr, \ois: Repor.
C
l �
.� � (
� k tf � , � ..i � `_ :,.,.�!r ny..
� �,` �( S, Z T.,.. C^ tf � �e' ..�� �� �"�
A biwe�l:ly update on litigation, re�ulations, and technoio�ical developments
Volume 11. Number =4
Huhskits
HOUSE PASS�S BII,L TO B�R CONCORDE
Il.'`Z RETALIATION AGAINST EU HUSHKIT BAN .
In retaliation asainst the pendina adoption later this month of a European Union
resulation barrina hushkitted aircraft, the U.S. House of Representatives Nfarch 3
passzd IeQislation that will revoke the waiver that allo�vs the supersonic Concorde,
operated by Air France and British Air, to land at U.S. airports if the EU rule is
adopted.
Passase of the House bill, introduced by Rep. James Oberstar (D-NII`i), and
introduction of a similar measure in the Senate by Sen. Ernest Hoilinas (D-5C) Qot
the attention of the EU. After passa�e of the Oberstar bill, the EtT moved the date
on which the heads of the EU directorates will consider the ban on hushl:itted
aircraft from March 9 to Nlarch 29. That delay will provide ume for a hi�h-levet
delesation from the United States (includin� representatives of the Deparnnents of
Transportation, Commerce, and State) to fly to Eurooe discuss the proposed ban
with the EU on I�Iarch 12. Prior neQotiations on the matter have not been fruitful
hower•er. '
Two issues complicate the outcome of negotiations �vith the EU. First, the only
way at this point to stop the EU ban on hushkitted aircraft from becomin� a
(Conrinued on p. 26)
Research
FICAN TO �OLD SYiVII'OSIUi�I ON EFFECTS
OF NOISE Oi'+T CI�DR��'S COG�IITiVE �.BILITY
The Federal Interasencv Committee on :'�ircraft i�oise (FIC �:�t) has determined
that ic tivants to set involved in research IookinQ at fr,e impact of aireraft noise on
the coQnitive ability of children and as a first step plsns to hold a svmposium lacer
this year to bring toQether researchers from around ;e world �vith expertise in that
area.
Based on the resulu of the symposium, FICAlV ma}' sponsor some [ype of
reszarch on how aircraft noise afFects children's aoiiicy to read or pe �orm coani-
cive �asks.
Puelicatian in :�pril 1997 of Executive Order 1�0=� on assessim� �n��ironme��al
impac:s on c5ildr�n has Qiven the federal committe� an a��e�ue ;or purcuing
rzsearch in the noise arena. With plans to expand o_era[ions ac most t`.S. ain! ors.
fed�:al policy makers ne�d a better understandinv oi :ne e:��c:s oi nese on
cnildren and at ��•nat Ievels they begin to occur.
Nzi�he: th� loca�ion nor the dace of the symnosiu^ nas bz�� chosen y:e. Bu�
Haris ti�iiller yliller & Hanson, Inc., the consultar,� :� �he commictee. ��'i1l se: ue
the s�:moosium.
�.n o��e:�:ie�.v o� research tindinQs on the non-auei:on' ir�c::�:s ot r.��i�e on
i Cv,t?t;::r� ar n,t p. �",
�
Nlarch �, 1999
In This Isszie. ..
Copyri�nt'�' I999 �} .�:�Por ��i;� Feac;:..�shourn. 1'a. ,�?(-�;
Huslzkits ... House passes
bill that will ban Concorde if
EU adopts regulation barrin�
hushkitted aircraft - p. 2�
Research ... FICAN plans
to hold symposium on effects
of aircraft noise on children's
co�nitive ability as first step
in decidinQ whether and how
to get involved in future
research - p. 25
National Airport ... House,
Senate leaders move to
temper McCain bill, which
would add 48 ne« daily
flights at airport - p. 28
... Suburban O'Hare Com-
mission says b'ill would also
add hundreds of new flights
at O'Hare - p. 29
Policy ... Airports need not
follotiv stated FAA policy for
detzrmining whether pro-
posed noise mitiQation
projects funded by AIP grants
are consistent with loca]
plan5, GAO says - p. 29
t�'aples ... FAA approves
first airpon ban on StaQe 1
business jets - p. 30
��'etiv Jersey ... House bill
w�ould compel test of ocean
rou�ina from Ne�vark - p. 31
Airspace ... F�,A seeks
pubiic comment on TRA-
CO:� consolidation - p. 3?
� 6 Airport Noise Report
bindin` reQulation is for the G�rmans, who have assumed
presidency of the EU, to take it ofF the aaenda of the Ivlarch
29 meetin� of the heads of the EU directorates. The reQuta-
tion has already been passed by the European Parliament
and no funher discussion or vote is required for it to to be
approv�d. I[ will become effective simply by being piaced
on the asenda of the meetina of the heads of the EU
directorates. It could be very diificult politically for the
Germans to remove it from the a�enda.
Second, the proposed ban on hushkitted aircraft has
become part of the �rowinQ trade war with Europe (that
started with bananas and has moved to beefl and thus the
ban becomes caught up in the consideration of broader
policy matters within the EU.
In a related development, three U.S. hushkit manufactur-
ers joined Northwest Airlines in a complaint aaainst the EU
filed with the Department of Transportation alleginQ the EU
rule on hushkits is discriminatory and wi11 damase the
"economic and competitive viability" of U.S. air carriers.
Boeing Would Be Hurt
Sen. HoIIin;s and Rep. Oberstar assert that the EU policy
unfairly favors European-buiIt Airbus aircraft over rival
BoeinQ equipment from the United States. Their bill, H.R.
661, directs the Secretary of Transporcation "to prohibit the
commercial operation of supersonic transport cateQory
aircrafr that do not comply with StaQe 3 noise levels if the
(EU) adopts certain aircraft noise resulations:'
Tk�e EU n:le tivouid, in e:F��±, ba� �l��r D�ein� ;+laaes,
such as the B-727-200, which cannot me�t InternationaI
Civil Aviation OrQanization (ICAO) Chapter 3 noise
standards (known as StaQe 3 in the U.S.) without hushkits,
but would allow Airbus aircraft, which do not need to be
modified to meet the Chapcer 3 standards to continue
operation, the minority staff of Oberstar's panel, the House
Transportation and Infrastructure Comtnitte�, said in a
prepared statement. "This is despite the fact that Boeing
planes with hushkits or new, quieter enQines actually
produce less noise than some Airbus planes that are not
afiected bv the ban."
"The EU's move to ban these types of aircraft has had a
deadenina effect on joint U.S.-European transponation
relationships," said Hollinss, who is rankins Democrat on
the Senate Commerce Committee. "If they are not careful,
they'll be flyins $liders in and out of U.S. airports in order
to mee� U.S. noise standards," he warned.
Said Obe:star, "The EU's action is a blatan� effon to fa�•or
Europe�n eauipment over U.S. products. If finalized, the
pr000sed re�ulation could potentially cost Ame:ican
businesses over � I biliion in spare parts and envine sales.
re�!uce the resale value or over 1,600 aircraft, and cause
severe tinancial losses for hushkit manufacmre:s. all of
�vhich are li.S. companies."
The EU rule has been anproved by the European Parlia-
men�. It would ban re-engined ptanes as well as hushkitted
ones. Tne ti�-for-ta� move a�ainst the Conc�rde would stop
operations in the United States by the tony supersonic
transport operated by British Airways and Air France.
"Banning Concorde fli�hts ... will have positive environ-
mental benefits," Oberstar argued. He said an anatysis by
the Federal Aviation Adminisuation showed bannin�? [he
Concorde would reduce the noise foomrint around Ne�v
York's John F. Kenne�y International :�irport "by at least
20 percent." "T'ne Concorde ... has enjoyed a waiver from
noise standards for more than 20 years thoush it does not
meet Staae 2 noise standards. Nevertheless, I aan willinQ to
allow continuation of this waiver, but only if the EU drops
this outrageous proposal."
Northwest Complaint
The U.S. Transportadon Depamnent currendy is consider-
ina a complaint lodged ajainst the EU action 6y Northwest
Airlines on many of the same �rounds cited by Oberstar and
Hollings. Early in February, three American hushkit
manufacturers filed lesal papers endorsintr tl�e Northwest
complaint. Buroank Aeronautical Corporation, ABS
Partnership, and Du�an A.ir Technolo�es said they wouId
be "direcdy and severely impacted" if the EU rule goes into
effect Notin� that they represent "an important se�ment of
the U.S. aerospac� industry," the companies asserted they
have already be�n harmed ` just by the ongoinQ considera-
tion" of the rule. �
Echoin� Ho1linQs and Oberstar, the companies insisted the
rule discriminates asainst "almost the entire fleet of older
nartow-body U.S: manufactured aircra.='t, while IeavinQ
untouched all European-manufacture3" planes. They called
the act "ill-considered" and said it wouid harm air carriers
both at home and abroad. LabelinQ the rule "transparently a
political gesture" and "ille�al," the three firms asserted it
would create "no discernible environmental benefit "
Furthermore, they insisted, the rule would "violate a host
of multilateral and bilateral obliQations, and compromise the
ability of the aerospace and aviation industries to develop
furrher innovations to reduce noise and improve aircraft
performance."
CallinQ the rule a"vain and discriminatory political
aesture," the firms urged that diplomatic efforts should be
undertaken to resolve the probiem but if they fail, limics
shouid be placed on aircraft that may be used by EU
carriers, "proporuonal to the restrictions that will be •
experienced by U.S. ope:ators". Only the "realistic threat of
se�:e:e sanctions." the comnanies stated, "will deter the Eli
from iu appazent dete:mination to adooc and enforce" its
rule.
In suaporting �he Nor�hwest complaint, the hushl:itters s�t
forth several vrounds i'or acdon be.�ond those alreadv
quoted. They pr�onesied the rule wouid harm aperators.
leasinR companies and aircraft financie:s by depressina fle�:
values: �vould inriict "irreparable harm" on the re-ensininQ
industrv; and lac:s a plausible foundation be�ause it is
bas�� not on noise levels but on desisn characteristics.
T;;ev aroue fur:ne; tI;a� the rule vioiates a numbz: oi
�irort \oise Repott
C
'.'
r
��
'' �
1�Iarch a, 1999
international nondiscrimination understandin�s. "At best."
they contend, "... the rule is simply a... sop thro�vn to the
environmen[al community to make it appear that (the EU] is
tryin� ro do somethina about airport noise."c1
FIC.41V, from p. 2�
children was presented by Gary Evans. Professot of Desivn
and Environmen�al Analysis at Corneli University, at the
1999 International Airport Noise Symposium, he!d Feb. 23-
24 in San Diego.
Evans' research was influential in gettin� FiCrli�i in[er-
ested in the impact of aircraft noise on childree� He con-
ducted the first lon�itudinal study of children exposed to
noise from the new blunich Airpon. It showed that chronic
e;cposure to aircraft noise causes modest increases in blood
pressure, sharper increases in stress hormones, and de-
presses quality of life indicators (10 ANR p• 33).
Some 13 studies have looked at the relationship between
aircraft noise and readina and "there is pre�ty good conver-
Qence showinQ a neQative relationship between readinQ
acquisidan and exposure to noise," Evans tald the sympo-
sium. Further, this ne�ative impact increases witt► exposure.
"There is no evidence for habituation. Quite the contrary;
exposure at home and school exacerbates the problem," he
said. There is some evidence of a dose/res�onse re�ationship
between noise exposure and readina acquisition and some
evidence that children who already have readinQ deficits are
at �reater risk from exposure to noise.
Policy makers need more research that looks at dose/
response relationships but unfortunately these studies are
not beinQ done, Evans said.
DiscussinQ the findinQs of his research at l�Iunich, Evans
said i[ dupticates laboratory data showinQ that the ability of
children to periorm relatively easy tasks is not a�t'ected by
aircraft noise but an impact is seea when children are asked
to do more difficuit tasks, such as solvinQ very difncult
puzzles. The research also shows that ezgosure to noise can
cause deficits in readinQ acquisition, particularly with more
challengins material.
Hotiv Is Probiem Caus�d?
But wnat is it about noise that a;fects readinQ? Evans
as�ed. "`Vhat is it about noise that c;eates the problem. If
that can be understood. then we may be able to get a hold on
ao�rooriate intervention." Research, he said, suQ�ests
several iactors that aopear to play a role in ho��' noise ai;�cs
the acilicv of childr�n to read. Studies have proVidzd
evidence that noise:
• Can interere with teachers' ability to spt�k and thus
reduce teachins timz:
• Can stress teachers and fatigue them whici could
inte:iere �vith their aoilitv to teach;
•�+Sav affect the �vav children cooe. Tne�� may learn to
QC��D[ to hiUh noise en�•ironments bv IearniaQ to tune ou�
nuise and sp��ch; an�i
?�
• Can ha�•e an etfect on children's motivation to solve
difticult tasks.
A stud�� of teachers in Hon`T Koa;� in the late 1970s
showed that teachers exposed to hiQh levels of aircraft noise
reported areater le��els of stress and fatiQue. "There is a
potential analo�, to this in residential settings." Evans said.
"Would parents be less likely to read or talk to their children
in a noisy environment?"
In terms of tunim* out noise. a srudy in New York Ciry
found a reladonship betwe�n the floor that children lived on
in a hiRh-rise aoartment (the higner the floor, the quieter the
envir�nment) and their success in takins a speech percep-
tion test. "Children may develop a strateay for tuninQ out
noise, he said. "But what if they over-learn that strate�y and
not only tune ouc noise but also sne�h and IanQuaQe?" The
ability to discriminate between words is important because
that lan�uaQe acquisition is a buildins block in ]earning to
read, Evans said. �
D�Iotivation Af%cted
Anothe: possibie mechanism to explain why noise is
related to readina ability is motivarion, he said. About 10
studies have looked at children chronically exposed to noise
at school and home and whether this affects their motivation
to periorm tasks. Chronic exposure to hi�h noise which is �
perceived as beinQ uncontrollable may make children
vulnerable to somethina called "learned helplessness,"
Evans explained. "When you are constantly exposed to
somethinQ yoa can't coatroi, you �et a sense th4t you cannot
control anything, and you don't persevere." There is
evidence that children exposed to noise, faced with solving
di�cult puzzies, will not try for long, will relinquish control
to the experimenter when Qiven the choice, and will
perceive themselves as beinQ less in control of their own
lives.
Evans said the I i studies have bern conducted lookinQ at
the ef;e�t of noise on the cardiovascular function of chil-
dren. tiine has shown ne2ative impacts, two showed a dose!
response function. There also is some evidence that the
longer the duraaon of exposure to noise, the worse the
impact. he said. "So the suagesuon that habituation occurs —
that people Qe[ used [o noise — may be true for annoyance
due to noise, but is not true for the physioloQical effects of
chronic nois� exposure and is ce:cainly not true for cognitive
efrects." he said.
Evan said he is often asked whe:he: the blood pressure
increases �ound in children attendinQ noisier schools is
clinicalh� si�nii:cant. "Tne nonest answer is I don't !:no�v.
`Ve do know [�7at biood pressure vacks; that means if it is
slishtl�� eie:�ate�i ��'hen vou are �rounQ, it will remain
e!evated as vou age. �Vhe�he; [hat is clinical]y siQniiicant is
not de:e.�nined ���:," he said.
In response to euestions 'rrom the a�dience. E�:ans said
that all cnildre� ia the hign noise areas who showed effects
of noise �.cere in :�hools that �ve�e sound insulated.
tio�ins �f:•�: E�.�ns had rzc:e�dy met with the Oran�*e
�irer. `uise Repon
�s
Coun[v Chap�er ot' �he Acoustical Suciety oF �merica t��.
�is�uss his i�Iunich stud�•. Juhn Leverle, noise officer t�or
John b��ayne Airport. asked the researcher whethe; there
shoulcl be better cooperation bet�veen psycholo�ists and
�ice�usticians in fucure research in order to better pin do�� n
th� noise environment.
Evans conceded tha� detininv the noise environmen[ �cas a
serious problem. `-(ost oF the studies he noced relied on
airport noise con�ours to deiine the noise exposure, and he
said the:e could be a lot of error in tha[ approach_ :�lso.
averase noise levels may not be the best noise metric to use.
ha said, no[in� tha� peak levels may be better. How nccura�e
is the day-to-dny estimate of the noise exposure the children
in the studies? he asl:ed. "It's quite poor," he noterl. But.
havins said that he explained tha� that type of error stacisti-
cally usually means that exposure has been underesti-
mated.�
Rea;a�z Natio�zal
HILL LEADERS NIOVE TO RED�JCE
48 ADDED FLIGHTS AT NATIONAL
Key House and Senate leaders have introduced leQislation
to thwan effons by Sen. John YfeCain (R-AZ), chairman of
the Sznate Commerce Committee, to add 43 additional
tlishts per day at ReaQan National Airport — action local
political leaders stron�ly oppose on the drounds that it tivill
increase noise and hurt business at nearby Dulles Interna-
tional Airport
On Feb. 11, the Senate Commerce Committee, under
pressure from l�icCain, voted to double the numbe: of ne:v
fliQhts he oriQinally proposed for National Airpon from 2—'.
per day to 43 per day, includine 2=� beyond the cunent
1,2�0-mile perimeter limit. The leaislauon also would allow
half or the new flishts within the l,?�0-mile perimeter to be
conducted with lar�e jets. Earlier versions of the bill had
stipulated that shorter distance fliahts be limited to quiete: .
commuter aircraft. Currently, 62 fliQn�s per hour are
allowed at Na[ional, one of four airpors with restrictions on
the number of hourly operations.
Sen. i�icCain contends his leQislation, pan of a broader
bill to reauthorize the programs of the Federal Aviation
Administration, is intended to enhance airline compeci�ion.
It also would pro��ide 30 new slot exemptions at ChicaQo
O'Hare In�ernational Airport. "G,�O studies have concluced
that the perimece: rule and slot con�rols are anificial and
unnecessary barriers to competi�ion. Consumers are the ones
b�ini7 harmed most bv the hiQher air 'rares tha� ar� pro�uc;ed
bv these restrictions." l�•IcCain said.
Th� Ga0 rzleaszd a repor[ �Iarch � revie•�vin� the im��ct
o'r tii�ht restrictions at the four so-called HiQn Densit�
uiroe>r�s: R��`Tan �tiational. 0'Hare In�e:na�;onal. JFK
International, and Newark In�erna�ional airports. The G s.0
rzpc�rt concluded that the 1.2�0-mile gerime.er rule in �::��c
at \a�ional couoied ���ith thz cap on thz cctal number ot
tli;*ncs has pr�ven�ed airlines from incroducin� ne�.ti• se;�:i��
�irport tVoise Report
at the airport. The slut rules are particularly harmful to
airlines that do noe have hubs in the cencral and eas�ern parts
oF the counw, the GAO repon conc]uded.
But critics of �icCain's biil say it is meant only to aid
America bVest Airlines, a larse contributor to his cnm-
pai�ns. and is a slao in the face to local control of airpons.
.�riinston Counry, V:�, Board member Barbara .a. Fuvola
(D), who also sits on the ibletropolitan bVashinQton Counc:il
of Governmencs noise committee, told the YVashiiigron Posr
that i�IcCain's insistence that the number of daily fliah�s at
National be doubled to 43 was "retribution for stoppinQ the
bill last timz "
Rep. James Vloran (D-VA) toid the Posr, "The Senate has
no business teilinQ us how to run our airpons and iQnorin�
the wishes of Northern Virsinians. With Qrowing concerns
about increased aircraft noise, the last thing they want is
more and bie�er jet planes swoopina over cheir houses on
their way in and out of the airport. The Senate biil thro�vs
sasoline on the flames of public discontent"
� On �iarch 4, VirQinia Sen. John Warner (R) introduced
lesisiation that would implement an aareement reached ]ast
summer betwean �IcCain, House Majoriry Leader Trent
Lott (R-IviS), and regional con�essional representatives
limitinQ the number of additional tal:eoffs and landinss at
Naaonal to 24. Sen. Loti, seelcinQ to avoid a fli�ht over the
bill on the Senate floor, also called for the Senate to honor
the agreement reached last year to limit the flisht increase to
2�F per day. y
On the House side, Rep. Bud Shuster (R-PA), chairman of
House Committee on Transportation and Infrastructurz,
introduced a biii that wouid allow only six additional fliQnts
per day at National and none beyond the 1,2�0-mile limit.
Sen. Warner and Sen. Charles Robb (D-VA) also intro-
duced ]esislation that would drop a reguirement that the
Senate confirm thre� federal appointments to the NSetropoli-
tan WashinQton Airoon Authority before money for airport
grojects can be reIeased.l4lcCain has held up those contir-
mations, �vhich delaved three expansion projects at Dulles
and could delay four additional projects at Dulles and
v a�ional.
Ttivo-Y ear FAA Reauthorization
The llcCain bill also provides a t�a�o-year reauthoriza�ion
for most of FAA's pro�rams, includina the Airport Im-
provement ProQram (.�IP). AIP fundins wouid be set at
S=.? 10 billion in FY 1999 and S2175 billion in FY" 2000.
Tne measur� also con�ains a ne:v �S0 miilion, fou;-year
Small Communitv .-�via�ion Deve?opment Pronram desi��aed
to attract ousiness to thz arzas surroundin�7 airports. It
con�ains provisions retlecti:rQ a compromise recentiv
reacaed bet�veen the air tour industr�� and environmental
in�e:�sts conrernin�* fli�hts ove; national parks. In order 'ror
comme:cial air [our opzrators to opzrate in national par'.:s.
tnev must do so in acrordance �,vitn air tour manasemen�
�ians. preeared eiche� locallv orjointly by [he F.�.a �dmi�-
i��rator and the Direc:or of the �atinnal Park sen•ic�.
.=.in� ort �cis� R�cor
�Iarch �, 1999
Commercial air tour operators ha�•e tc� appiy for authorit�,
ro conduct operations over a park. and the FAA :�dministra-
tor �vould przscribe operatin�� conditions and timit�tions for
each operator. Existin� operators �vould ha��e 90 da��s to
appl�� ro thz FAA for operatin�� authority. New entrants
would be required ro apply for authori[�' before they cauld
comm�nce operations. FAA �vould ha��e to act on the
�pplications within 2� months.:�
O'Hare Int'l
NIcCAIi�t BILL tiVOULD �D
HUNDREDS OF FLIGI�TS, SOC S�YS
(By Charles F. Price) — A coalition of officials of the small
cities rinQinQ O'Hare Internadonal Airpon has slammed
pendinQ House aviation legislation sponsored by Szn. John
I�•IcCain (R-AZ) claimin� the bill would create "hundreds of
additional slots" at O'Hare International Airport. rather than
the 30 new slot exemptions NTcCain contends.
The suburban O'Hare Commission (SOC), throuah its
spokesman, attorney Joe KaraQanis, attacked thz measure on
the sround that in addition to the 30 slot exemptions
e:cplicitly authorized, the bill creates "netiv cateQories of
slots: ' These, said Kaza�anis in a letter to SOC members>
include "a free federal subsidy to the ttivo dominant monop-
oly carriers at O'Hare which will enable them to further
e:cpand their monopoly"; and transfers of internatianai slots
to the same two carriers - United and American - which
"�vill threaten the United States' ability to me�t its bilateral
treaty obliQations to allow foreian carriers access to
O' Hare".
Furthermore, Karaganis wrote, the bill provides an
"unlimited number of additional slot exemptions" to United
and American "to expand,their monopoIy powe: to far
distant markets throuQh unlimited expansion and use of
nonstop reQional jet service..." Present law, he said> recog-
nizes the capacity limits at O'Hare by limitina exemptions
[o three catesories - essential air service communiries:
international fliQhts; and new competicire entrants. The
McCain measure, KaraQanis arQued, "creates a wnole ne�ti'
catesory of fliQht exemption which is tailored co non-stop
resional jec service to distant markets adequately ser��ed b}'
other hubs - hubs which are not capaciry limited li!�e
O' Hare."
The �IcCain measurz has be�n voted out of committee
and awaits action on [he floor of the House of Re�reszn[a-
tives (Sz� related story in this issue).
The Karavanis letter about O'Harz said the non-�:op
reRional jet service exemption in the bill fails to re�o� �izz
that. `Tive� th� cap�cit�� limits ac O'Hare. "ever. sl��
exempcion viven for one cate�ory nec:ssarily csts o�r t�r
�recludes the availability of that scarce slot exe:nenon tor
another cate�*ory." The result of what Rara�anis ca11eJ a
"zero-sum `*ame" �vould be to reduce the aoiiir: co pro�'idz
sl�t exemptions tbr clo�e-in Essential .3ir Szr�:ice com:��uni-
?y
ties in �[idlvestern states.
In a sepa�ate memorandum to SOC members. I�ara�Tanis
also insisted the ne��' slot le�*isla[ion is linked ro a propuse�
terminal expansion at O'Hare. "The two proposals are
in[erconnected:' hz wrote. "The terminals �ti�ill alfo��� O�Hare
ro handle many more fli�hts and the increased slu[s (or
removal of the slot limit alto�_e�her) will allo��� many morz
aircratt operations to come in and use thz expanded t�rmi-
nals".
He said the proposal for expanding tecmina! facilities "is
pan of a hidden Chica�o 'maste: pian' to dramacically
increase operations at O'Hare bv increasina capacity" a�
airsid�. landside and te:minals..�
FfL� Poticy
GAO SAYS LOCAL �PPROVAL
OF NOISE P120JECTS NOT NEEDED
(By Charles F. Price) — Airpors need not follow a stated
Federal Aviation Administradon policy for determininQ
whetherproposed noise mitigauon projects to be funded by
�Airport Improvement Program (.4IP) Qrants are consistent
with local pians, the U.S. Gene:al Accounung O�ce has
found.
Rzspondin� to an inquiry by a conaressman from tiVash-
inston State whose constituents aroand Seattle-Tacoma
Internavonal Airpon charaed F.�A had not enforced that
part of its own polic�, the C�?.O co�cluded that neither
federal la�v nor regulation requires such consultation and
that F.aA is unde: no legal constraint to se�k it.
At issue are wri[ten declaraaons which FAA policy says
airport operators aopIyinQ for noise miti�ation grants must
Qet fram affected communities stating that the contemplated
project is reasonably consistent with locai plans and has
locai support. "The fede: al statutes do contain a broad
requirement that F.�.�. must satisfy itself that a noise
mitiQation project is consistzn� with local plans:' G�O said
in its r�port to Rep- Adam Sr,iith of Tacoma (D). However,
thev make no men[ion oF obcainin� from cities, counties, or
municigalities written deciara�ions, GAO said.
The GAO report quoted F.�A o�cials as sayina that in the
case of Sza-Tae "they me� the staeutory requirements by
reviz�.�'ina steps the airport comoleted prior to aoplyin� for
sran�s for noise miciQation projecis - primarily, the develop-
ment �i a noise compatibilit}� proQram. a process that
invol�es [local] participa[ion." F.a.� was satisfed that the
Sza-T�c projects �vere consistent �vith locai p14ns and had
]ocal support. the repon s:�id.
G,-�0 recommendzd to F.�._� thac it revie��• the n�ed for the
pulic;: re_�ardin_ written �ie::iarations. sinc� it is not manda-
tor��. "I� �ne a�e�c)' cnuo�es ro[ to require �r•ritt�n dz:.•lara-
tions.'� the report sai�. "we recommend that thi� re;;uiremenc
be rer�v�ed from thz vran� a��uranr�s."
R��. Smich, in a lettz; to Szcr�tary o1 Transpurtation
Rodr��� E. Sla��r r.ac:in�_ tu �ne G�O reeur[. he'Y�'ed tu
.a;:,.�.n ��u: Fepor
�o
ditter. "I believe (removin�� the requirement) would be a
hastv mistake," hz �vrote. �
Thou�7h this policy is not enforceable by law or re�7ulation.
it is a sound policy none[heless."
Smi�h arsued [hat absent the policy, valuable information
���ii not be�collected. "The level of detail provided in a
written declaracian from each cicy, eounry, municioalicy or
anv other aaency ���ith control or authoriry over property
aftzcted by aircraft noise is optimal. When [he airport o«�ner
uses broad measurements to collect information about local
concerns, data quality decreases. Whereas. information
abou� the views, attitudes, feelinQs and concerns of the local
communi�y is collec�ed best at the micro level of written
declara[ions..."
The consressman urQed Slater to instruct F.�A to enforce
"all scandina AIP grant assurances."
In its report, GAO set fonh the actions FAA officials said
were the efiorts made to consult with localities. These
included formin� a technical review committee comprisinQ
local area citizens and Port of Seattle staff, holdins "sev-
eral" public meetines, responding to written concerns, and
providinQ draft copies of the final program for comment to
mayors and elected representatives of all affected jurisdic-
tions.
Rep. Smich said he ordered the GAO study because
residents livins around Sea-Tac had complained that the
F� did not follow the stated poticy.�
Naples
FAA APPROVES FIRST BAN
ON STAGE 1 BUSTi�TESS JETS
In precedent-setting action, the Federal Aviation Admiru-
stration i�farch 2 approved the first totaI ban on Stase 1 jes
under 7�,000 lbs., which was part of an upd�te to the Par
1�0 Airpon Noise Compatibility Program at Naples Airer
in FIorida. �
The total ban expanded the 10 p.m. to 7 a.m. ban alread�•
in efi`ect at Naples.
Less than �0 Stase I jets under 7�,000 Ibs. — the oldest
and loudest of the business jets — are currently in operation
in the United States so the Stase 1 ban will have limited
economic impact. But F.�A's approval of the ban is ex-
pected to spur other aeneral aviation airports also facins
stron�T criticism from surroundina communities to take
similar action.
Tne Boca Ra�on ?.irport Au�horiry, tivhose eariie: re�u�_:
t'or a Sta`_e 1 ban on liah� jets �vas rejected by the F.-�.�
be::ause it lacl:ed the noise reduction documentation
provided by Naples, announced tha[ it plans to ta�e anu:�.�:
tr�, at the ban.
`l�i�h its S�a�e ! ban approved. an anci-noise �roup an�
Cicv Cuuncil members in Nanles are pushin� for the ai-o �
to �xpand th� ban to Sta�e ? business je�s. The aireor ��i�: it
v:ifl be«in considerinQ that action.
Locali��. the ban impo;ed a[ Naples "is being naileJ b��
Airport Noise �Zeport
airport criti�s and supporters as tansibie evidence of the
Naoles Airoort Authoriry's rediscovered community
sznsitivit}�: � the Naples Daih• rV�ti��s reported Nlarch 3. "I'm
elated," Len Thornton, executiti•e director of the airport
au�hority, tuld the papec. "I didn't se� any�vay the F.�
could disapprove us because we �vent [he extra mile in every
wav with both noise and economic impact stvdies. bVe e��en
went up to Nashing�on. DC, to plead our case."
Local opposition to airpon noise has �rown in thz past
thrae years to the poinc where three oi the seven Ciry
Council seats are heid bv criucs of the aimort, and a srass-
roots anti-noise organizauon, Ci�izens for Control of Airport
Noise (C:�\), has arown to 1,�00 memoers.
Tne National Business Aircrar"t Associatian objected to
the Naples ban on StaQe 1 lieht jets on the �ounds that the
terms of the 24-hour ban deprives public access on unfair
and unreasonable terms, that the ternns of the ban are
unjustly discriminatory, and that the ban is preempted by
federal lan�. But the F.4t1 did not asree.
Record of Detision
In its Record of Decision, Fr1r1 said the ban would
provide noise benefits in both the shon term and in the five-
year plannin� timeframe at Naples Airpon. "In 1993, the
Stage 1 ban predicted to reduce ihe number of residential
dwellinQ units within the 6� dB DNL contour from 184 to
77 dwellins uniu, and to rernove 120 individuals from the
6� dB D�Z contour. In 2003, the number of residences
siQr►ificantly impacted by noise would be reduced from 13�
to 146, and the numbzr of individuals impacted would be
reduced bp 156," the FA.� said.
Those data were compiled by the acousrical consultins
fir,n Harris Miller l�Iiller & Hanson, Inc., to respond to y
concerns raised by the Er1� in its initiat re��iew of the
pr000sed ban. I�I��riH provided evidence to the F.AA that a
noise bene�it would accrue from the ban; provided statistics
on the number of StaQe 1 aircrafr ope:atinQ nationally as
�vell as at Naples; and provided iniormation about the
esistenc� of othe: airpons nearby whe:e ScaQe 1 jets could
oeerate.
The F.�.� c�ncluded that the S�a�e 1 ban was reasonable
because "�here are no S[aQe 1 aircraft based at the airpon
ar,d less than two operations pe: day are affected by the ban.
T�.ere are seven companies operating Staae 1 aircraft at
[tiaoles); [��'o comoanizs use the airc,aft primarily for
a.moulanc� services. two othe: companies have alternativ.
r.on-Sta�e 1 aircrait thev can utilize, nvo com�anies
ee�ra[in� only Siave 1 aircrait oiiered no objection [o the
bank, ar.d only one company indicated that the ban would
i�oosz a:, incom�e�ience but noc a iinancial hardship. For
ccose wno do no[ o���n alternati��e airc,ait, �he impacc will ee
r�inimal b�cause chere are t�vo o�he: airpons located within
=�) miles et the ci�,: or �laoles cha� can accommodate the
..-ected 2:rcraft."
The F.=,.'. said [na�. as a mac_er o� poficy, i� does not
consider the use ot •�ireraft s�a�a� desiQnations �o be unjustl�
.�i;port �ui:: Repe::
i J
Vlarch �,1999
discrimina[ory per se. ititoreover. the a�ency said. "the ban
is not unjustly discriminatory because Stage 1 aireraft are
the loudest type of aircraft operatin; at Napies "
The a�ency also did not find the Sta�e 1 ban at tiaples to
be federally preempted. "The FA.A's interest in Sta�*e 1
aircraft is not so dominant that the federal system should be
assumed co preclude enforcement of local rules on the same
subject, and because the Qoa1s of FAr1 rewlation and
obligations imposed by F.� do not reveal any puroose to
preclude the exercise of State authority "
Given the small number of aircraft that will be affected by
the ban, "there do not appear to be any appreciabie risks of
disruption in tra�c to and from airports or economic
distress amona carriers that require a fede:al policy to
balance the goal of noise reduction with economic and
technological di�culties:'
Additionally, the FAA said, this is not a case were
preemption results from actual conflict beiwe�n state and
federal law. "As there is no federal reqnirement concerninQ
the pace of elimination of operadons by StaQe 1 aircraft
weishina less than 7�,000 pounds, aircrsft oPez�tors may
comply with this local ban on such operauons."�
Newark Int'l
I�OUSE BILL WOiJLD COI�Il'�L
TES�' 4� OCEAN R�U?'I�'iJ
(By Charies F. Price) — A New 7ersey con�essman has
offered leQislation that would compel the Federal Aviation
Administration to conduct a six-month tesi of a p3an devised
by anti-noise activists to route aircraft departing Newark
International Airport ove: the Aflandc Ocean ta °ain
altitude before turnin� back over land to de:ermine whecher
such a procedure would significantly reduce noise impact.
If the bill, H.R. 620, is enacted 'anto law, F.�..� would have
to route Newark Airport fliQhts over watez as lonQ advo-
cated by Netiv Jersey anti-noise activists, rathe. than o�'er
densely-populated land areas.
Rep. Bob Franks (R) introduced the measure Feb. 10 in
the U.S. House of Representatives. It would require F.-'+..3 to
conduct the tests no later than Y� days after its Passase•
The timelines set fonh in the measure. an F�� oi;icial
arsued, are [oo constrictive. Frank Hatfie'.d. m:�a°z� oi the
air craffic division of che avenc}�'s eastern divis;on. roid a
tiew Jerey ne�.vspape: the schedule didn�t ailow sui�icien�
time for FAA to cam' out required environmeatui s�La;zs•
Hz also questioned thz ne�d for sucn tzsar,�. °ive� :h��
FAA has recencl�� be�un a wholesale redesiQn oi the
national airspace whicn will consider ocean routin� ^-.: ��•z:l
as other noise aoacemenc techniaues. Tnac e:�or ���iil Ee
comoleted in about fiti•e years, Ha�fie:d said.
In a statzmenc. Rep. Franks said hz was oiierinJ «:z
lesislation be::ause F.-�� A�ministra�or Jane G:�r':e:� h::s
"stubbornly refused" to tzst ocean routina des;;��e c�'Ps�an�
31
urain�' b>' local anci-noise acti�'ists. For her part. .�dminis-
trator Garvey has ��'ritten in a letter to Franks that an ocean
routin� test is not pussible Qiven the re�*ion�s pre��nt
airspace confiQuration without "sacriticinv safe and efti-
cient' operation of [he airspacu. Furthe:more. Nsctield
added, such a test ��'ould affe::t not just vewark but faur �o
six resionai airgorti•
Rep. Franks insisted ocean routin� is feasible and wouid
dramatically reduce noise for "hundreds of chousands" of
Ttew ]e �eyites. As proof of this c3aim. he cited computer
data he said he obcained from F.�, last year, which alleJ-
edly showed oc:.an routing is safe and would sharoly reduce
noise o�'er New Jersey communities. Tne data reflected all
Newark takeoffs o�•er a period of 1� days.
Port Authority Considering Part 1�fl
In a related development, the Pon Authority of New York
and Ne�� Jersey announced i[ will consider reversing its
long-standin� policy aaainst see!cing federal Part 1�0 noise
mitisaqon study �nts. Appare�tly beadin� to golidcal
pressure from Sen_ Robert Torricelln (D-�in, Rep. Franks,
and other New 7ersey officials, the Port Authority said it
will conduct a re�-iew to determine the value of a Part 1�0
study in light of the onQoinQ F_�A airsaace redesiQn of the
Ne �+ York/New Jersey area.
In thepast, the Port Authority has insisted its noise
mitisarion efforts a� the three airpons it owns - Ne�Nark,
Kennedy> and L:Guardia - have be�n suificient without
,15inQ pa.*t 150 fr�nds. Besides. Cahill arQued, the zme to
see?c such funds ��'ould be aiter the F.�A airspace redesign is
completed, not 6eiore. Torricelli had a different view.
"I ha��e encouraRed the Pon Aurhority to pursue this
fundinQ quickly and ag�essively," the senator said in a
statement, "and I�cill continue to do so. Airplane noise is
ciearly a siQnific: n[ problem for many Ne�N Jersey residenrs,
and the:e is no re:son in the worid not to take advantaQe oi
a federal oroQram desi�ned to address exactly tha� prob-
lem."
The \ew Je:se�� Coalition ?�aainst :�ircrafc Noise
(�JC:�.ti� is one ei the communiry �roups pushinQ for an
ocran ro�.!una tzst. I� also favors Pan I�0 planning by the
port A��'�ority. I� presiden�. Pamela Barsarn Brown, said.
"Since 1979, the Port Authoriry has pro�ested reeuestinQ
p� l: � junds; they w�ll conunue to do so unul ���e're all
dead acc sone. Ii s�ime ror the:n to act immediately to ead
the sur':e:;n� oi F�cple who ar� sore?y ariected b�� airc;aft
noise a-d who li�'e immedia�z;y ad}ace�t to the air�on.'
tilz���;ne. At;���ic City Ince:naaonal airpon'r�as recei�:ed
par Li' iunds :L = oart of a �?DO million Airpor, Imoro��e-
mznt r:::_ram (�.'•-�) ��vard. The Parc 1�0 funds •.�'iil be used
to conu��t envir� =mental s[udizs in �oniunction �•�.'ich a
maste: e;�n for exa�nsion o; te:�ninal and parkir:� facilities.
SiQni�:c�::[ re::��� _rowth, said Pe:er Hartle, a s�u�esman
for the -.;.�ort's c�erator, Sou�n Jerse,% Transpor,ation
�utror::: . has ne_.ssiea[ed �hz � :pansion.
-rnz -�i�e stud� :� bein� concucted althou�n r.oise
.�i;�OR :�Ct:t RzpOR
32
ANR EDITORIAL
ADVISORY BOARD
Steven R. Alverson
��lanager. Sacramenro OFtice
Harris Miiler ��liller & H:uison
,John ,J. Corbett, E�q.
Spie;;el & tilcDiarmid
lVashinoton. DC
,Tames D. Erickson
Director, Office of Environment and Ener�y
Federal Aviacion Administration
John C. Freytag, P.E.
Director. Charles ,bt. Salter Associates
S:u� Francisco
�Sichael Scott Gatzke, Esq.
Gatzke, Diilon & Baliance
Carlsbad, CA
Peter J. Kirsch, Esq.
Cutler & Stanfieid
Denver
Suzanne C. I�IcLean
Chief Development Officer
Tucson Airport Au�horicy
John 1�1. Nleenan •
Senior Vice President for Indusw Policv
Air Transport Associacion y
Vincent E. biestre, P.E.
President, Mesu�e Greve Associates
Newport $each. CA
Steven F. Pflaum, Esq.
�icDermott. Wiil & Emery
Chica;o
Karen L. Robertson
Manaoer. Noise Compntibility Office
Dallas/Fort 1Vorth Incernational AirpoR
l�Iary L. Vi;ilante
President, Syneray Consultants
Sea[de � •
Lisa Lyle Yi%aters
�tana�er, voise ,�batement Prosram
Palm Baach Counry Depanmen[ of Airports
.-�i�port Noise Re
complaints have not been much of an issue in the area. The airport is
surrounded bv open Pinelands. But, said Hanlz, "\t'e want ro take
ad�•anta�e of whatever funds are out there for us."�
<9irspace
F3 � SEEKS PUB�,IC COI�LbIENT
ON COI�tSOLIDA�'I0�1 OF TR�.CONS
(By Charles F. Price)-TneFerleral Aviarion Administra[ion has
released for public comme�t a drafr environmental statemen� (DEIS)
evaluatina the effecu of a praposed consolidation of four stand-alone
Terminal Radar Approach Control (TRACON) facilities servins the
BaItimore-WashinQton re�on_ The four would be mersed into a sinsle
TR..�CON buildins lacateci near tiVarrenton in \'onhern Virsinia. �
Tne DEIS is the first tier af a layered analysis. It addresses physicai
consotidation of the four TRACO�is - Baitimorz-�VashinQton Interna-
tional, Reasan National, DuIles International, aad Andrews Air Force
� Base - as well as location and construction of the proposed new faciliry.
The project is the inival pi�ue of what has be�n called the Potomac
Proje�t, a massive F.1A re�esi�n of airspace in the national caoital area.
However, the FAA said, "�P]hysicai TRACON�consolidadon does not
mandate airspace chanQes. A snbsequent tier, or tiers, will be prepared at
a later date to assess th�e patentia] impacu resultinQ from air tra�c
con[ml procedura] chan�es made possible for the proposd PCT (Potomac
Consolidated TR.ACO�, as these issues become ripe for decision".
Forty-ihree sites meednQ i�e initial FAA requirements were identified;
these were then winnowed down to nine, then to four. A piece of land
near War_�enton calle� VintPs» Farms was se�ected.
:�nalyzing potential noise itnpacu. FAA pointed out that the project
immediately at issue is consrruction of a buiIding, no[ airspace redesign.
"Subsequent environme�talstudies will assess an}� potential noise
impacts resulung from an a�pace redesign associated with TR,4CON
consolidation," said a DEIS execv6ve summarv.
Tnz DEIS found that air quality would benefi� the reQion "due to
reduced vehicular tra�c"; noted that in order to a��oid water qualicy
imgacu, a stormwater manaaement facility would likely be required;
found the area not historicaliy siQnificant; said smal] mitisation measures
miQ�t be ne�ded to forestall wedand impacts; and stated the project
w•ould have no effect on a�icultural land.
ti��ri[ten comments on theDEIS wi11 be accepted until April 12 and may
be sent to F.�.� Potomac TR�.COv Project, c/o Fred Bankert, PRC. Ine.,
130U� Sunrise ValIey Drive, Reston, VA 20191-�-'.23. �1
AXRPORT �l�OISE REPO�?'
Anne H. Kohut. Publisne:
Charles F. Price, Contribut;n= Editor.11aria T. tioriou, Prc�uc;ion Edi�or
Puolishzcl 2� times a year at -�39%8 Urbancrest Ct.. ��ybum. �� a. 201-'.",: Phone: ("rD3) %29—:3b7; F,aX: (703} 729- !�?S.
P;ice S�'9.
.�uthoriza�ion to photocopy items for internal er �ersonal use. or the internal or personal use ot specitic clients.
is `*ranted bv .�irport Noise Report. ^ro��ided t; a[ [he base ie: of USS1.0� pe: pa�=e �er cop}�
is paid dir�ctiv to Copyrisht Cleararc: Cente:. �� Consre�s Suze;, S�i�m. �I_� 019;0. USA.
Cop}'�i,�ht ':� 19°ii ^� .�irpor ti,i;e Report..�,shoun. �'�.'_L�I-17
•
_ ' �. `, � �
The Operations Committee wiii meet Fridav. Aprii 9, 1999 — 10:00 a.m. at the MAC West
Terminal Building of the Metropolitan Airports Commission, North Star Roam, 6301 34tn
Avenue South, Minneapolis.
(Piease note: We have moved to the third f/oor of fhe West Terminal Buiiding on the
north side of the building -Room 300.)
If you are unable to attend, piease notify the committee secretary at 726-8141 with the
name of your designated altemate.
. � .
NEW BUSINESS
�� Part 150 Contour Generation Discussion
Part 150 Progress Review
Non-simultaneous Corridor Departure Analysis
OLD BUSINESS
Information Dissemination Options Discussion
Engine Test Cell Results
MEMBER DISTRIBUTION
�A, � Salmen, Chairman, NWA
Bo�ohnson, MBAA
�damie Verbrugge, Eagan
Ron Johnson, ALPA
Brian Bates, Airbome
�Nelson, Bloomington
�'�c Saunders, Minneapolis
Mayor Charles Mertensotto, Mendota Heights
�� j}i�k Keinz, MAC
cc: �t�evin Batchelder, Mendota Heights
Charles Curry, ALPA
V�Eginton, IGH
Jennifer Sayre, NWA
�rk Hinds, Richfield
�Gl. �n ku= � 1.�., ( z t� i J�� ��
G�',�. �c k c.,-� �
� ��
Advisorv:
Keith Thompson, FAA
Ron Glaub, FAA
��.ir�dy Greene, FAA
L,Rsy�uhrmann, MAC
�a"d Leqve, MAC
�S,G�ne VanderVoort, MAC
✓�-'=`Y" � '�`� �-�-�� ; � i�;`f "
��IA.SAC (�PEI;ATIOI'�l5 C011�IMITTEE
� � , ' ` '1
��:
FRC�IVI:
SLTI�J�CT:
DA`I'�:
MASAC Operations Committee
Roy Fuhrmann, Technical Advisor
PART 150 Contour Generation
March 31, 1999
In keeping with the MASAC Operarions Committee. schedule for 1999, at the Apri19, 1999 Operations
Committee meeting, the draft scope for the forthcoming MSP Part 150 Update will be presented with
special detail provided for the use of ANOMS data in developing the Integrated Noise Model input for
generation of the DNL noise contours. Below is an outline of the topics and associated issues to be
presented:
Draft Scope of Work for Part 150 Update
• On April 8,1999, an informai agency scoping meeting will be held to discuss the draft scope.
The outcome of this meeting as well as the draft scope of work will be presented to the
Operations Commititee.
INM Existing Conditions Noise Contour Development
• INM standard input w➢ll be defined.
• Use of ANOMS data to develop flight tracks, determine runway/ irack use and day/ night
operational splits, analyze and determine arrival and departure profiles, and to verify INM
staudard noise cnrve vsilues will be described.
• Per communitp request, noise monitoring results will be used to establish ambient noise
leve)s.
INM Future Conditions Contour Develo�ment
• An updated fleet mIIc will be developed using t6e Dual Track High Scenario operations level
for We futurn (2Q05) Noise Exposure Map DNL rnntours.
• Future runway and tracic use will be developed throngh coordination with MSP ATCT/
Minneapolis Center and with respect to the Dual Track and North/South Runway F'EIS.
If you have any questions or comments please contact me at 725-b326.
�,� �'V/�, \ % , `, . „
'Y'O:
Fg20M:
SITBJECT:
DATE:
MASAC Operations Committee
Roy Fuhrmann, Technical Advisor
Part 150 Study Progress Review
March 30, 1999
iVL�SAC
At the April 9, 1999 MASAC Operations Committee meeting, MAC staff will provide an update on
the progress of the Part 150 Study Update. At the February 23, 1999 MASAC meering, the MASAC
Chaiiman asked members to provide written comments concerning noise mitigation measures that
should be included in the Part 150 Scope of Work.
Additionally, MAC staff will meet with the local agencies and cities prior to the MASAC Operations
Committee meeting to receive comments related to the Part 150 Scope of Work. Staff will provide an
update on these comments and the meetings to the Operations Committee members at the April (
meeting. � � � � \_�
If you have any questions, please contact me at 725-6326.
a ' .��, �.: ,
< �
��� MASAC Operations Committee
FROIVI: Chad Leqye, ANOMS Coordinator
SIT$�+ CT: Crossing in the Corridor Analysis
D���' : March 31, 1999
MASAC
Since its conception, the crossing in the comdor procedure was anticipated to consolidate as many
operations as possible in the center of the Eagan - Mendota Heights Departure Corridor. In an effort to
ensure the procedure was being utilized to the fullest potential, the MASAC Operations Committee
underwent an operational analysis to first assess the current state of the.procedure usage and then
assess any changes which may occur following the first analysis.
At the October 9, 1998 Operations Committee meeting the first Crossing in the Comdor Analysis was
- presented. The analysis data sample period spanned October 1997 to March 1998. In an effort to assess
� ) the operational results of the first analysis, a follow on analysis was prepazed. The second analysis data
sample spans September 1998 to February 1999 and is identical to the first analysis in scope, resources
used and applied analytical methods facilitating the direct comparison of the most recent analysis to
the previous one for the purpose of procedural use assessment.
The second Crossing in the Comdor Analysis will be presented as part of the April 9, 1999 MASAC
Operations Committee meetina agenda
If you have any questions or comments please contact me at 725-b328.
C
�-�T��7:ri�1 ���
TO:
F�20M:
SUBJECT:
I)ATE:
MA5AC Operations Committee
Roy Fuhrmann, Technical Advisor
Old Business
March 30, 1999
INFORMATION DISSENIINATION OPTIONS DISCUSSION
1ViASAC
At the March 12, 1999 MASAC Operations Committee meeting, the members decided to forward this
item to the April meeting due to the lateness of the hour. It was suggested that members should bring
written suggestions for improving the information dissemination process to the next meeting. A copy
of the slides from the last MASAC Operations Committee are included for your reference.
Additionally, it was suggested that Wendy Burt, MAC's Public Information Officer should also be
brought into the discussion to provide guidance and insight into other MAC publications and airport
information dissemination methods proposed for the neighboring communities.
Additional discussion about this topic will be entertained at the April 9, 1999 meeting. Please bring
your ideas for a stimulating discussion.
If you have any questions, please contact me at 725-6326.
UPDATE ON THE NVVA TEST CELL MONITOIRNG
On March 16, 1999, MAC staff, coordinated monitoring for the Northwest Airlines Engine Test Cell
Facility with representatives from NWA, the City of Eagan, and a local resident. MAC Sta.ff, along
with the MPCA Noise Program Administrator conducted monitoring at four locations while a Pratt
and Whitney J'I'9D-7J engine was runup to full power. A111ocations were manned and in contact with
the individual located at the test cell facility.
During the engine run-up, oniy the individual located closest to the test cell was able to audibly discern
the engine run-up noise versus the ambient levels. The resident located witYun the city of Eagan was
present at the time of testing and was also unable to discern the engine run-up from the ambient levels.
Staff will present a map of the four monitoring locations, associated noise level data and/or graphs and
a summary of the NWA Engine Run-up Test Cell monitoring at the April 9, 1999 meeting.
If you have any questions, please contact me at 725-6326.
�'
MIN�JTES
IViASAC �PERA'Y'I01�1S COMI�ITTEE
March 12, 1999
The meeting was held at the Metropolitan Airports Commission North Star Conference Room, and
called to order at 10:00 a.m.
The following members were in attendance:
Members:
Bob Johnson - NIBAA - Acting Chair
Jamie Verbrugge - Eagan
John Nelson - Bloomington
Kevin Batchelder - Mendota Heights
Dick Saunders - Minneapolis
Brian Bates - Airbome
Advisorv
Roy Fuhrmann - Technical Advisor
Shane VanderVoort - MAC Advisory
Cindy Greene - FAA
Visitors•
Mark Hinds - Richfield
Jan DelCalzo
Jennifer Sayre - NWA
Glenn Strand - Minneapolis
AGENDA
Roy Fuhrmann, Technical Advisor, requested that a discussion of the Part 150 Contour Boundary
Definition be placed on the May 14, 1999 Operations Committee Agenda and that the EaganlMendota
Heights Comdor Departure Procedures discussion scheduled for May be fonvarded to the June 11,
1999 meeting. He noted that this item was cunently not on the workplan but is important to the Part
150 Study Update process. Mr. Fuhimann also described how the boundaries for the present contour
were established and noted that MAC submitted a fairly as„gressive request to the FAA for squaring off
the contour boundaries according to geographic or municipal bounda.ries at that time but that it was not
fully accepted. Mr. Fuhrmann said the Operations committee will need to discuss how the boundaries
should be determined
Kevin Batchelder, Mendota Heights, suggested the corrunittee consider the MSP Noise Mitigation \
Committee's discussion on this issue, as well.
KEVIN BATCHELDER, MENDOTA HEIGHTS, MOVED AND J�HN NELSON,
BLOONIINGTON, SECONDED TO ADD A DISCUSSION OF THE Pt4RT 150 CONTOUR
BOUNDARY DEFINITION TO THE MAY 14, 1999 OPERATIONS COMMITTEE
MEETING AND TO MOVE THE EAGAN/MENDOTA HEIGHTS CORRIODOR
DEPARTtrRE PROCEDURES DISCUSSION TO THE JUNE 11, 1999 MEETING. THE
VOTE WAS UNAlvIMOU5. MOTION CARRIED.
GROUND RUN UP ENCLOSURE DISCUSSION
Roy Fuhrmann, Technical Advisor, said staff will be conducting baseline noise monitoring in early
April on and off airport to deternune noise levels specifically associated with run ups. He also reported
that he did not have the needed information from O`Hare's GRE installation project but that the
appropriate documents were being sent.
Mr. Fuhrmann also said he would like to coordinate a meeting with the Operations Committee and Mr.
Ted Woosely from Landrum and Brown, the lead consultant for Chicago's GRE installation and who is
working with the San Antonio and St. Louis airports on their GRE installations. He said Mr. Woosely,
along with his firm, has conducted a worldwide search of GREs and is very lrnowledgeable in the field.
Mr. Fuhrmann said Mr. Woosely has a wide understanding of the various types of GREs and would be
able to give an in-depth presentation of the options. Mr. Fuhrmann proposed that this meeting take (,�
place at the May meeting or at a special meeting of the Operations Comrnittee.
John Nelson, Bloomington, asked when the airport's CIP is established and whether or not there would
be enough time to include a GRE in the CIP if necessary. Mr. Fuhrmann explained that the MAC's
Operating Budget is formed in May and June but that the CIP is in draft form at that time and a GRE
would be included in the draft. He said that the GRE could be eliminated from the CIP at a later time if
it is determined that it is not needed.
After a brief discussion, the Operations Committee asked staff to establish a couple of possible meeting
dates and report back to the committee.
NWA ENGINE TEST CELL MOMTORING UPDATE
Roy Fuluinann, Technical Advisor, reported that sta.ff, in coordination with the City of Eagan, has
identified two monitoring sites within the city of Eagan and one site adjacent to the airport. He said
engine test cell run times have also been deternuned in coordina.tion with Mark Salmen and Engine Test
Cell personnel. Mr. Fuhrmann said monitoring would take place the following week.
Mr. Fuhrmann then displayed a map of the airport and the surrounding area, which indicated the three
monitoring sites. (See atta.chment.) He said due to construction on the inbound roadway and Northwest
Drive, and because of concerns about shielding, the monitoring site adjacent to the airport will be just
east of Highway 5 near the Fort Snelling Club.
Mr. Fuhrmann said staff will brief the Eagan Airport Relations Commission in late March on the draft
findings and will report the findings to the MASAC Operations Committee as an update at a later time.
Jamie Verbrugge, Eagan, said he appreciated sta.ffs and Mr. Salmen's help in this matter. He also
asked Mr. Fuhrmann what information should be included on a tracking log, which he will be
distributing to residents. Mr. Fuhrmann said the log should include the da.te, the time of day, the type of
noise, and a column for duration.
Kevin Batchelder, Mendota Heights, asked if the results of the monitoring would be able to be applied
to other locations around the airport. Mr. Fuhrmann said since the noise generated at the engine test cell
facility does not have directivity, such as there is with aircraft, the propagation of the noise would be
relatively consistent throughout the entire spectrum. He said given corrections for wind or other
atmospheric conditions, the information could be applied to other locations.
Mr. Fuhm�ann then explained how the monitoring will be conducted. He said staff will first deternune
whether the noise frorn the engine test cell can be heard at the three monitoring sites and, if so, whether
it can be monitored. He said in order to do so, sta.ff will coordinate with the engine test cell personnel to
monitor their largest engine at full power.
John Nelsoq Bloomington, noted that in the minutes of the last meeting there was a request for NWA to
attempt to provide additional noise rneasurement data assaciated with the facility. He asked if that had
_. been provided. Mr. Fuhrrnann said he did not have any additional information. Jennifer Sayre, NWA,
( ) said she would follow up on whether or not there is additional measurement data.
REVIEW OF 1VIGHTTIME HO URS
Roy Fuhrmann, Technical Advisor, briefed the committee on the various ana.lyses of the nighttime
hours.
Copies of the December 1998 and January 1999 Consolidated Schedules were distributed.
Copies of the Nighttime Hours Review packet and memo were distributed.
1. Actual Operations Compared With Scheduled Operations.
• Throughout the December and January timeframe, only 3 scheduled operations did not have
an actual operation associated with it.
• The Days of Operation designation (1234567) conelates with the da.ys Monday through
Sunday, Monday being represented by the number 1.
• The Consolidated Schedule dces not differentiate between hushkitterl and manufactured
Stage III aircraft. ' The ANOMS system is able to desi�nate Stage II, hushkitterl Stage III
and manufactured Stage III aircraft. Jennifer Sayre, NWA, said of the 413 aircraft in their
fleet, there are only 50 Stage II aircraft. She said the majority of the DC9's are hushed.
• John Nelson, Bloomington, asked for clarification of the parameters of the Voluntary
3
Nighttime Agreements. It was noted that the agreements ask carriers to use only Stage III
aircra.ft (either hushkiited or manufactured) for all scheduled flights after 10:30 p.m. �
• Mr. Nelson said efforts should be made to include airlines who have not signed a Voluntary
Nighttime Agreement and that the Voluntary Nighttime Agreement should be expanded or
changed. He suggested that the differences between manufactured Stage III aircraft and
hushkitted Stage III aircraft be discussed as part of these possible changes. It was also
noted that a review of the nighttime hours was included in the Part 150 scoping document.
• Kevin Batchelder, Mendota Heights, asked Roy Fuhimann, Technical Advisor, to comment
on how the original Part 1S0 application addressed nighttime hours. Mr. Fuhrmann said at
that time an ordinance was drafted as part of a Part 161 action that would have banned all
Stage II nighttime operations. But that rather than a complete ban of Stage II nighttime
operations, voluntary nighttime agreernents were entered into. He said at the time, the
airport was operating at approximately 17% Sta.ge III nighttime operations. He said within
18 months of the signing of those agreements, nighttime Stage III utilization went frorn
17% to approximately 49%.
Mr. Fuhimann also described the FAA FAR Part 161, which was established as part of the
Airport Noise and Capacity Act of 1990. He said a FAR Part 161 application must be
completed if airports wish to impose local restrictions on Stage II and/or Stage ILI
operations. He explained that Part 161 requires the airport to perform a cost benefit
analysis, make notifications to the potential users and to the public and that it must be non-
arbitrary, non-capricious, and cannot interfere with interstate commerce, along with a
number of other requirements. He said a successful Part 161 study has not been completed
at any airport in the United States.
�`
Mr. Fuhrniann said MAC staff is also currently working on an ordinance that will ensure
no Stage II aircraft will be allowed to operate at MSP after December 3 l, 1999. He said in
order to do this, MAC must identify airlines that ma.y potentially ask for a waiver from the
FAA., what the probability of those airlines receiving a waiver is, and what aircra.ft, if any,
would be impacted at MSP. He said in order to comply with MAC Ordinance and the Part
161 requirements, a public hearing vvill have to be conducted at the April or May P&E
meeting and an application be submitted 180 days before the December 31, 1999 dea.dline.
He said the state legislature directed MAC to conduct this process in their 1996 dual track
decision.
Kevin Batchelder, Mendota Heights, asked about Sun Country's use of Stage II aircraft
during the nighttime hours. Roy Fuhrmann, Technical Advisor, said Sun Country has
signeti the Voluntary Nighttime Agreement and is also required in their newly negotiated
lease to operate only Stage III aircraft during the nighttime hours. He said a recent audit of
their lease agreement deterniined that Sun Country owed MAC fines for violations of their
lease agreement. �
2. Nighttime Scheduled Operations by Carrier for December 1998 22:30 to 06:00
John Nelson, Bloomington, askerl if there was an agreement with the passenger carriers not
to schedule flights during the nighttime hours. Roy Fuhrmann, Technical Advisor, said
�
4
there is no agreement that airlines cannot schedule passenger flights during the nighttime
hours. But, through the Voluntary Nighttime Agreements and the Noise Management
Methodology (iVMM), carriers are asked to make their best efforts not to schedule
passenger flights during the nighttime hours, and if they do so, to use Stage III aircraft
a�y.
• It was noted that NWA has only one departure scheduled after 2230, which uses a Stage III
aircraft. Jennifer Sayre, NWA, said that flight is seasonal and only operates during the
winter months.
3. SIR�IMOD Capacity Requirements Performed by HN�'B
With the existing three rwiway configuration, given an optimum operational situation,
meaning each and every aircraft are exactly three miles in trail, aircraft depart as soon as
the arriving aircraft is clear of the rumvay, and there are no operational or other delays, this
airport could accommodate 101.8 aircraft per hour. This number, however, is not
attaina.ble given the multitudinous variables that affect airport opera.tions and air traffic
within the National Airspace System. Roy Fulu�mann, Technical Advisor, said because it is
impossible for the airport to keep up with the optimum demand schedule, actual flights are
rolled into other time frames.
4. Hourly Operations Analysis at MSP: Scheduled Operations vs. Actual ANOMS Operations
for December 1998 and January 1999
� The total number of scheduled operations was taken from the Consolidated Schedule and
( � ) the HE�i Terminal Schedule. �
� The busiest times of the day at the airport are from 1:00 to 2:00 p.m., with an average of
92.3 operations per day, and from 5:00 to 6:00 p.m., with an average of 88.'7 operations per
aa.y.
• John Nelson, Bloomington, noted that the analysis shows that during the nighttime hours
(2230 to 0600) there is substantially less conelation between the ANOMS actual
operations count and the scheduled operations. Mr. Nelson asked Mr. Fuhrmann if he
could elaborate on why this occurs. Mr. Fuhrmann said that some of the discrepancy is due
to flights being held over from busier times. He also noted that the total number of
operations in this ana.lysis included general aviation operations tha.t wouldn't necessarily
show up on any schedule. He said it was also possible for cargo carriers to operate an
unscheduled flight due to demand, especially during the month of December.
o John Nelson, Bloomington, said the ANOMS average daily count obscures the fact that a
large number of unscheduled flights are ta.king place during the nighttime hours. He said if
a majority of the discrepancy is due to general aviation traffic, the impact is not as severe,
but he is concerned if it is due to carriers underestimating the number of scheduled
nighttime flights.
� Roy Fuhrmann, Technical Advisor, said there were also a number of significant weather
events that took place in December, which could have affected the final numbers. He said
ANOMS also has the ability to capture flights that have been diverted to MSP from other
airports, due to weather conditions, but that they will not show up on MSP's schedule. He
noted that one day of bad weather can significandy skew the average number of flights for �
any given nighttime hour. He said this analysis also demonstrates how ANOMS
information wil] ha.ve a significant impact on the contour generation. He said in the past
the modeling only took into account the number of scheduled operations but that ANOMS
will be able to provide the actual numbers.
Glenn Strand, Minneapolis, asked if there are any pena.lties associated with the Voluntary
Nighttime Agreements. Roy Fuhrmanq Technical Advisor, said the Voluntary Ni,ghttime
Agreements are voluntary and there are no penalties associated with them. He said the
reason Sun Country was assessed penalties was because in their lease they agreed not to
operate Stage 11 aircraft during the nighttime hours. Mr. Fuhrmtwn said there are also
different landing fees for Stage II and Stage III aircraft. Mr. Strand asked if the Aviation
Noise Programs staff was involved in auditing/monitoring the number of Stage II
operations that aze subject to penalties. Mr. Fuhrn�aiin said his offce could not use
ANOMS (AR.TS) data from the FAA to charge landing fees or penalties beca.use of the
Mernorandum of Agreement with the FAA. He explained that Sun Country's penalties were
assessed through an audit process separate from the Aviation Noise Progran�s offce. Mr.
Strand asked if the Aviation Noise Programs office monitored compliance with the
Nighttime Voluntary Agreements on a daily basis. Mr. Fuhrmann said they did not.
However, the office does produce quarterly reports on Nighttime and NMM progress.
5. Fifteen Minute Operations Analysis at MSP (2100 to 2400 Hours): By Carrier Jet
Operations, Other Aircraft Operafions, and Total Operations
Roy Fuhima.im, Technical Advisor, noted that an average of 14.7 daily camer jet
operations were added to the nighttime hours when the beginning time for the nighttime �.,
hours was changed from 2300 to 2230, of which an average of 3.5 were stage II operations.
When referring to the Other Aircraft Operations, a very large percentage of these types of
aircraft (propeller, genera.l aviation, business, etc.) aze Stage III.
John Nelson, Bloomington, noted that after 2230 (10:30 pm) 20% of the operations are
Stage II and that that percentage does not change if the 2200 (10:00 p.m.) time frame is
considered. He said given this information, changing the nighttime hours to begin at 10:00
p.m. would not have an effect on the percentage of Stage II operations and suggested this be
done, along with an efforf to increase the percentage of Stage III utilization after 2200.
Roy Fuhrmann, Technical Advisor, said he understood Mr. Nelson's reasoning but given
the fact that all operations at the airport will be Sta.ge III within 9 months the committee
may want to consider changing its focus to sornething other than Stage II operations. He
said sending ]etters to the camers in April or May may not be effective given the fact that
they Irnow they will be at a full Stage III operation by the end of the year. Mr. Nelson said
he understood, but that he was still dismayeti that there continued to be Stage II aircraft
operating af�er 10:30 p.m.
Mr. Nelson said given the fact that there will be an all stage III fleet within the year, the
conunittee might want to consider other altematives, including drawing a distinction
between Stage III hushed and manufactured Stage III aircraft. He said he wasn't sure how
effective a new Voluntary Nighttime Agreement would be, though. It was noted that
approximately 30% of the nation's fleet mix would be hushed Stage III aircrafi after
0
December 31, 1999.
• Glenn Strand, Minneapolis, said he agreed that putting a lot of effort into limiting Sta.ge II
operations at this point would not be effective. He then suggested that MAC undertake an
audit of pena.lties tha.t should be assessed through lease agreements. He also suggested
breaking down the aircraft types by their Part 36 values and using these parameters to
assess penalties or fees. Roy Fuhnnann; Technical Advisor, said Mr. Strand's first
su,ggestion has already been completed for Sun Country, which is the only airline to have
such penalties incorporated into their lease. He said the MAC has been working on new
lease agreements with all of the signatory airlines, which will include restrictions on Stage
II operations. He said MAC's internal audit department will complete audits of the airlines
as necessary. As for Mr. Strand's second suggestioq Mr. Fuhrmann said because an
airport authority cannot impose penalties or discriminate between different Stage III
aircraft, a Part 161 application would have to be completed in order to do so, which would
include all those elements discussed previously. He said, though, that these types of ideas
should be brought forward and discussed since the Part 150 Study Update will be
addressing these issues, as well.
s John Nelsoq Bloomingtoq asked whether or not a Part 161 process would have to be
completed if a voluntary agreement could be reached with the airlines. Roy Fuhrmann,
Technical Advisor, said if the agreements were voluntary, a Part 161 application would not
have to be completed. He said if it takes the form of an ordinance or an enforceable
restrictioq a Part 161 process would need to be undertaken. �
6. Community Overflights by Fifteen Minute Periods (2100 to 2400 Hours)
• This informa.tion is given for the members' information.
Summary of Nighttime Hours (9 P.M. to Midnight) Analysis (See attachment).
• Carrier Jet Ops do not fa.11 below 3.5 ops per 15 minutes
• On average, 32.1 ops occur bet�veen 2200 and 2230 (10:00 and 10:30 p.m.)
• The average number of daytime (0600 to 2230) hourly operations is 70.2.
o The 2100 to 2200 hour currently has 62.1 average ops
• The 1900 hour has 87.5 ops and 2000 hours has 79.9 ops.
o Moving operations fon�ard beyond one hour is improbable.
• No flight cancellations, scheduling considerations or economic impacts were evaluated for
this analysis.
Roy Fuhrmann, Technical Advisor, said moving the nighttime hours back to 10:00 would most likely
not result in flight cancellations or movement to another time given the large number of flights cunently
between the 2200 and 2230 timeframe and the nature and destination of the flights at that time.
Mr. Fuhrmann said the suggestion of possibly moving the nighttime hours back to 10:00 p.m. was
brought up during the Padilla Speer Beardsley audit and that the Operations Committee needed to
decide whether:
l. It is possible given the operations at the airport �
2. It is feasible
3. And what types of benefits or compliance could be expected if it was implementeci
Mr. Fuhrmann also noterl that the reconstruction of the south parallel runway this summer will result in
later departures, as it did last summer, due to capacity constraints within a construction scenario. He
said moving the nighttime hours back to 10:00 p.m. during this timeframe probably wouldn't yield the
desired results and that the committee may want to look at long term considerations - post year 2000.
Kevin Batchelder, Mendota Heights, said he felt any Nighttime Hours/Operations plan should be
implemented post Stage III. He said he didn`t believe it makes sense to place further restrictions on
Stage II aircraft since they would not be operating after the end of the year. He said from the
information presented at the meeting it was obvious that expanding the nighttime hours would not result
in fewer nighttime flights, but felt disincentives should be created for opera.ting anything other than
manufactured Stage III aircraft after 10:00 p.m.
Brian Bates, Airbome, commented that in order to accomplish what Mr. Batchelder proposed, a Part
161 process would have to be undertaken and asked Roy Fuhrmann, Technical Advisor, what that .
would involve. Mr. Fuhrmann said it would be similar.to undertaking a Part 150 process. He noted that
one of the problems the airport came up against in 1992 when they attempted to ban Stage II aircraft
during the nighttime hours was that it could ha.ve been viewed as a discriminatory practice under FAR
Part 161. He said this was due to the fact that the airlines operating during the nighttune hours were
mainly cargo operators with mostly Stage II aircraft and little or no access, within their fleet, to Stage
III aircraft. He said this issue could be a problem now, as well and commented that since cargo aircraft (
have a longer lifecycle, hushkitted Stage III cargo aircraft could be in service longer than passenger
hushkitted Stage III aircraft. He said a FAR Part 161 cost benefit analysis would take this into account
while comparing it against the difference in the size of a noise contour with and without the nighttime
hushkitted stage III flights. He said the process at a minimum would take 12 to 18 months.
Glenn Strand, Minneapolis, askerl if a PaR 161 process would be needed if the airport were to assess
different aanding fees for different times of the da.y. Roy Fuhrmann, Technical Advisor, said he would
need to research that possibility further, but thought a FAR Part 161 would have to be completed. Mr.
Strand also said he thought a$1,000 penalty is not significant enough to have an effect on airline
behavior.
John Nelson, Bloomington, asked whether the purpose of rolling back the nighttime hours was to
eliminate Stage II operations only or if the purpose was to additionally reduce the nurnber of passenger
flights during the nighttime hours. Roy Fuhrmann, Technical Advisor, said the original desire was to
reduce the total number of nighttime flights, but that the communities, at that time, understood that not
all night flights could be eliminated. He said the Volunta.ry Nighttime Agreement, which was the result
of the 1992 process, requested that the airlines not schedule passenger flights after the designated
nighttime hours, but that if they must schedule them, that they use Stage III aircraft. He said since SO%
of the fleet is now Stage III, the benefit of this agreement is not as great as when it was first enacted.
He said, since there will be an al] Stage III fleet by the end of the year, sta.ff believes the only possible
benefit of rolling back the nighttime hours would be in a reduction of flights during the nighttime hours,
�
not in the type of aircraft. But, in order to accomplish this, a number of flights would have to be
�� cancelled or moved to other times. He said he didn`t Imow if this would be feasible given the number of
flights during the 2200 to 2230 timeframe and scheduling considerations of canceling and/or moving
flights. Mr. Fuhrrriann also noted that the new runway will allow more ca.pacity and may give airlines
more flexibility in scheduling once it is operational.
John Nelson, Bloomingtoq asked what the Voluntary Nighttime Agreement asked the airlines to do.
Roy Fuhrmann, Technical Advisor, read from one ofthe agreements:
Airline agrees ko use its best efforts from the effective date of this
agreement to schedule all airctaft operations so that departures and
arrivals at MSP will not occur during the nighttime period from [at
that time] 11:00 p.m. to 6:00 a.m. Subject to this agreement, sirline
will not schedule or operate any Stage II aircraft at MSP during the
nighttime period, except for the following pmvisions...
Airline agrees to cooperate with the FAA in ma���mi�ing use of the
Runway Use System consistent with safe operating procedures.
Airline agrees to accelerate flight crew trauring program designated
to reduce noise impacts ....
There was a discussion regarding how the committee should proceed with this item. Roy Fuhrmann,
Technical Advisor, noted that the issue of nighttime operations will also be reviewed as part of the Part
150 Study Update. He suggested the issue could be addressed at a later time more appropriate to the
Part 150 Study Update schedule.
Cindy Greene, FAA, asked if the 1992 agreements had been updated since the change in nighttime hours
and whether or not the lease agreements with the airlines address nighttime operations at MSP. Roy
Fuhrmann, Technical Advisor, said the agreements' language specifies "during the nighttime period,"
which covers any changes in that time period.
John Nelson, Bloomington, suggested the following:
1. The committee should be given the names of the signatories of the Voluntary Nighttime Agreement.
2. 'The committee's efforts should be focused upon identifying elements for incorporation into a new
Voluntary Nighttime Agreement under the Part 150 Study Update at the appropriate time.
Mr. Nelson then enumerated the proposals suggested during the discussion. He said the minutes of this
meeting should be used as a starting point for developing a Part 150 Update nighttime operations plan.
Roy Fuhrmann, Technical Advisor, said a thorough set of minutes, along with the associated
attachments, would be included in the MASAC package.
Jan DelCalzo also noted that the Runway Use System (RUS) will need to be revisited, once the new
runway is operational, which takes into account nighttime operations, as well. Ms. DelCalzo also asked
whether or not a revised RUS would be included in the Part 150 Study Update. Roy Fuhrmann,
Technical Advisor, said many of the runway use items were discussed and evaluated as part of the EIS
.�
for the north/south runway and will be incorporated into the Part 150 Study Upda.te. He said there (
cauld be additional environmental analysis at some point. \.
NOISE INFORMATIONDISSEMINATION OPTIONS
Roy Fuhrmann, Technical Advisor, reviewed the current methods for disseminating noise-related
information. (See atta.chmenf.)
John Nelson, Bloomington, suggested forwarding this item to the next meeting. He also said he was
pleased with the initiative staff has taken since last spring to communicate to the community the
consequences of the construction being performed at the airport.
Dick Saunders, Minneapolis, said he thought a distinction needed to be made between external and
intemal comrnunication methods. He also suggested conducting regularly scheduled community
meetings and possibly producing a regularly published newsletter, because most people in the
community do not have Internet access.
After further discussion the committee decided to forward the item to the next Operations Committee
meeting for which members will be asked to bring written suggestions. It was also suggested tha.t
MAC's Public Information Officer be brought in to discuss the most effective methods of
communication.
The meeting was adjourned at 12:58 p.m.
Respectfully submitted:
Melissa Scovronski, Committee Secretary
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.
Scheduled Operahions vs. Actual A,NOIV�S Operations
December 1998 and January 1999
Total Scheduled Total Scheduled AIVOMS
Ops Average Daily Actual ANOMS Average
Hour (Including HHH) Ops Total Ops Daily
0000-0059 198 3.2 554 89
0100-0159 46 0.7 205 3.3
0200-0259 20 0.3 123 2.0
0300-0359 7 0.1 168 2.7
0400-0459 129 2.1 243 3.9
0500-0559 227 3.7 586 9.5
0600-0659 2556 41.2 2557 41.2
0700-0759 3626 58.5 3908 63.0
0800-0859 4217 6$.0 3990 64.4
0900-0959 4000 64.5 4633 74.7
1000-1059 4499 72.6 4132 66.6
1100-1159 4806 77.5 4733 76.3
1200-1259 4019 64:8 4141 66.8
1300-1359 5545 89.4 5725 92.3
1400-1459 4380 70.6 3362 54.2
1500-1559 3434 55.4 4583 73.9
1600-1659 3964 63.9 3925 63.3
1700-1759 5512 889 5501 88.7
1800-1859 4949 79.8 4334 69.9
1900-1959 4636 74.8 5424 87.5
2000-2059 5198 83.8 4952 79.9
2100-2159 3738 60.3 3853 62.1
2200-2259 2534 40.9 3372 54.4
2300-2359 567 9.1 1373 22.1
izgu i 1174.3 76377 1231.9
final_schdvsanoms.xls
C
NIGHTTIME SCFIF.DULED OPERATIONS FOR JANUARY 1999 22:30 TO 06:00
�' .t1.Fti � )r .��� h �_:: xs?: �: ..�. L if �S � .1-, i,Awe�.
;r. .. . . _ , :,.. _•:�1 Y •-�'.:� ..., �r..� ��. .:� ..7 �'Yv . � �.
� TIl14E �� , AD - ,i- i�GARRIER � �FLT NUM AIRCRAFT .: DAYS � � Mon 'lYia -Wed T6u : . Frl . '$at Sun'' . • �Month' ::
0421 A UPS 556 D8F 2345 4 4 4 5 17
0442 A UPS 558 D8F 2345 4 4 4 5 t7
0510 A UPS 560 D8F 2345 4 4 4 5 17
0518 D UPS 557 D8F 6 5 5
0549 A UPS 560 D8F 6 5 5
Total 61
0400 D BAX CLOBAL 72t 72F 23456 4 4 4 5 5 22
Total 22
2257 A AMERICAN 830 M80 1234567 4 4 4 4 5. 5 5 31
2319 A AMERICAN 1300 � M80 I2345 7 4 4 4 4 5 5 26
Total 57
2325 A CON1"[NENTAI 1138 735 t2345 7 4 4 4 4 5, 5 26
Total 26
0535 D DELTA 3782 CRJ t23456 4 4 4 4 5 5 26
0550 D DELTA 2034 M80 l234567 4 4 4 4 5 5 5 31
2351 A DELTA 366 733 l234567 4 4 4 4 5 5 5 3I
2357 A DELTA 3791 ' CRJ 12345 7 4 4 4 4 5 5 26
Total 114
0551 A ABX AIR 354 D8F 23456 4 4 4 5 5 22
Total 22
2236 D AMER[CA WES'I 759 733 1234567 4 4 4 4 5 5 5 31
Totai 31
23I0 A VANGUARC 614 73S 12345 7 4 4 4 4 5 5 26
Total 26
2235 D MESABA 2926 SF3 12345 7 4 4 4 4 5 5 26
2235 D MESABA 2935 SF3 l23457 4 4 4 4 5 5 26
2235 D MESABA 3370 SF3 12345 7 4 4 4 4 5 5 26
Total 78
2237 A NWA 182 757 1234567 4 4 4 4 5 5 5 3I
2259 D NWA 562 757 t234567 4 4 4 4 5 5 5 31
2320 A NWA 749 320 7 5 5
2320 A NWA 749 757 I2345 4 4 4 4 5 �• 2l
2320 A NWA 749 D9S 6 5 5
Totsil 93
0001 A SUNCOUNTRY 412 Dt0 I 4 4
0005 A SUNCOUNTRY 588 D10 6 5 5
0010 A SUN COUNTRY 426 727 6 5 5
0030 A SUNCOUN7RY 84 Dt0 6 5 5
0030 A SUN COUNT7tY 438 727 I 4 4
0035 A SUN COUNTRY 754 727 6 5 5
0050 A SUN COUNTRY 528 727 4 7 4 5 9
0050 A SUN COUNTRY 792 727 1 4 4
Ol t5 A SUN COUNTRY 438 727 6 5 5
0145 A SUN COUNTRY 402 727 6 5 5
2235 A SUN COUNTRY 742 727 7 5 5
2245 A SUNCOUMRY 4t2 727 4 4 4
2250 A SUN COUN7'RY 734 727 I 4 4
2330 A SUN COUMRY 402 727 3 4 4
2355 A SUN COUNTRY 522 727 4 7 4 5 9
2355 A SUN COUNTRY 714 727 1 4 4
2355 A SUN COUNTRY 742 727 I 4 4
Total 85
0001 A 'CWA 391 D95 12345 7 4 4 4 4 5 5 26
ToWI 26
0026 A UNITEC t144 72S 1234567 4 4 4 4 5 5 5 31
234I A UN[TEC 1889 735 12345 7 4 4 4 4 5 5 26
Total 57
nighqan99.xls
MGHTTIME SCHEDULED OPERATIONS FOR DEC 1998 22:30 TO 06:110
: � s �. . , a .; i :�� _
. t _.: } L�( ;{.,, � �' � ... � ,.:, � .k :: 1r .�::.. t 1 ... � • i_ �=i UPe�Per �.
.TIl1TE sAD . . ...�.CARRIER': �.. FLT.N[JM AIR i�DAYS. Mon 15ie: .Wed -Ti�u Fri: � Sat : ; Sun. �.-1Kontlr-
042C A UPS SS6 DSF 3345 5 5 5 4 l9
0442 A UPS 558 D8F 2345 5 5 5 4 I9
O5t0 A UPS 560 D8F 3345 5 5 5 4 19
O518 D UPS 557 D8F 6 4 4
0549 A UPS 560 D8F 6 4 4
TOTAL 65
0400 D BAX GLOBAL 72I 72F 23456 5 5 5 4 � 4 23�
• TOTAL 23
2254 A AMER[CAN 1940 � M80 t234567 4 5 5 5 4 4 4 3t
2310 A AMERICAN (9?5 - 100 t2345 7 4 5 5 5 4 4 27
TOTAL 58
2303 A CONTINENTAL I138 735 7 4 4
2303 A 1138 735 I234S 4 5 5 5 4 �3
TOTAL 27
0535 D DELTA 3782 CRJ t23456 4 5 5 5 4 4 27
0550 D DELTA 2034 M80 I234567 4 5 5 5 4 4 4 31
2351 A DE1,TA 366 733 1234567 4 5 5 5 4 4 4 31
2357 A DELTA 379I CR1 12345 7 4 5 5 5 4 4 �7
TOTAL 116
2300 A FRONTIER 653 733 1334567 4 5 5 5 4 4 4 31
TOTAL 31
OSSI A ABX AIR 354 D8F 23456 5 5 5 4 4 23
TOTAL 23
2235 D MFSABA 2926 SF3 12345 7 4 5 5 5 4 4 27
2235 D MESABA 2935 SF3 12345 7 4 5 5 5 4 4 27
2235 D MESABA 3370 SF3 t2345 7 4 5 5 5 4 4 27
TOTAL 81
23(0 A VANGUARD 614 73S t23457 4 5 5 5 4 4 27
TOTAL 27
2235 D NWA tll7 757 12345 4 5 5 5 4 23
2235 p NWA 1895 757 7 4 4
2247 A NWA (08 320 1234567 4 5 5 5 4 4 4 31
2259 D NWA 310 320 l2345 4 5 5 5 4 23
2259 D NWA 3l0 D9S 7 4 4
2321 A NWA 749 757 12345 7 4 5 5 5 4 4 27
TOTAL 112
0015 A SUN COUNTRY 522 727 4 7 5 4 9
0035 A SUN COUNTRY 528 727 4 7 5 4 9
2235 A SUN COUNTRY 588 727 6 4 4
2235 A SUN COUNTRY 742 727 1 4 4
2240 A SUN COUNTRY 324 727 7 4 4
2300 A SUN COUNTRY 754 727 6 4 4
2300 A SUN COUNTRY 784 727 23 5 5 (0
23t5 A SUNCOUNTRY 462 727 4 7 5 4 9
2325 A SUN COUNTRY SI2 737 12345 7 4 5 5 5 4 4 27
2330 A SUNCOUNTRY 84 D10 56 4 4 8
TOTAL: 88
0001 A 'I'W A 391 D9S ( 3345 7 4 5 5 5 4 4 27
TOTAL 27
0022 A ' UN[TED I 144 73S 12345 7 4 5 5 5 4 4 37
2336 A UNITED 1889 73S 6 4 4
2336 A UIYITED 1889 73S 12345 7 4 5 5 5 4 4 37
TOTAL 58
r"
�
nightdec98.xis
SCHEDULED
TIME
2207
2210
2210
2210
2210
2210
2210
2210
2215
2215
2215
2215
2215
2215
2222
2224
2225
2225
za2s
2225
2225
2226
2226
2226
2230
2235
2235
2235
2235
2236
2237
2245
2250
2257
2259
2310
2319
2320
2320
2320
2325
2330
2341
2351
2355
2355
2355
2357
ACTUAL
TIME
2220
2233
2235
2238
2238
2234
2234
2224
2243
2254
2247
2245
2249
2249
2251
2216
2219
2242
2330
2246
2245
2228
2228
2228
2302
2255
2258
2303
2307
2251
2238
2305
2315
2244
2223
2325
2327
2314
2314
2314
2320
2330
2343
2333
2353
2236
2307
2346
A/D
A
D
D
D
D
D
D
A
D
D
D
D
D
D
A
A
A
D
D
D
D
A
A
A
D
D
D
D
A
D
A
A
A
A
D
A
A
A
A
A
A
A
A
A
A
A
A
A
CARRIER
I�1W
SX
ER
�
NW
NW
NW
SY
�
NW
NW
NW
�
NW
I�1W
NW
NW
T1W
NW
NVV
NW
r1W
NW
NW
CBO
NVV
l�tW
I�iW
SY
�
�
SY
SY
AA
�
NJ
AA
�i�N
r1W
NW
CO
SY
UA
DL
SY
SY
SY
DL
FLT
NUMBER
1069
555
142
311
361
1534
1534
462
109
591
2848
3103
3134
3406
1884
310
358
3047
30�4
3266
3448
454
454
454
772
2926
2935
3370
742
759
182
412
734
830
562
614
1300
749
749
749
1138
402
1889
366
522
714
742
3791
EQUIPMENT
72S
D8F
72F
320
320
D9S
72S
727
757
D9S
SF3
SF3
SF3
SF3
757
320
320
SF3
SF3
SF3
SF3
D9S
320
757
72F
SF3
SF3
SF3
727
733
757
727
727
M80
757
73S
M80
D9S
320
757
735
727
735
733
727
727
727
CRJ
match,jan99.xls
DAYS OF
OPERATION ROUTING
12345 7 MDW MSP
1234 MSP RFD
12345 MSP MCI CVG
1234567 MSP LAX
12345 7 MSP SFO
6 MSP MSN
12345 7 MSP MSN
4 7 IAH SAT MSP
1234567 MSP PHX
12345 7 MSP STL
12345 7 MSP STC ATY
12345 7 MSP A'TW
12345 7 MSP EAU RHI
12345 7 MSP ALO MCW
6 LIR MSP
1234567 LAX MSP
12345 7 SFO MSP
12345 7 MSP DSM
12345 7 MSP CWfi
1234567 MSP LSE
12345 7 MSP HIB GPZ
6 MEM MSP
1234 7 MEM MSP
5 MEM MSP
1234 MSP HUF
12345 7 MSP CID
12345 7 MSP SLJX
12345 7 MSP MLI
7 JFK MSP
1234567 MSP LAS
1234567 PHX MSP
4 LAX MSP
1 SJO LIl2 ORD MSP
1234567 DFW MSP
1234567 DEN MSP DT'W
12345 7 DEN MCI MSP
12345 7 SFO ORD MSP
6 DTW MSP
7 DTW MSP
12345 DTW MSP
12345 7 IAH MSP
3 SAN LAX MSP
12345 7 MSY ORD MSP
1234567 SAN SLC MSP
4 7 CLE MSP
1 SEA MSP
1 JFK MSP
12345 7 CVG MSP
/
,
SCHEDULED ACTUAL
TIME TIME
;�
2140 2219
` � 2145 2200
2145 2204
2145 2211
2145 2158
2146 2200
2148 2207
2150 2224
2150 2218
2150 2158
2150 2204
2150 2218
2150 2218
2150 2218
2150 2222
2151 2214
2151 2206
2154 2222
2155 2228
2155 2226
2155 2221
2155 2225
2155 2218
2155 2150
��� ) 2155, 2159
2155 2216
2157 2224
2157 2146
2157 2154
215� 2223
2157 2223
2200 2229
2200 2225
2200 2225
azoo a21 �
2200 2217
2200 2215
2200 2207
2200 2253
2200 2221
2205 2228
2205 2228
2205 2214
2205 2214
2205 2204
2205 2209
2205 2230
� ) 2205 2230
2205 2239
2205 2240
2205 2226
2207 2220
A1D CARRIER
A US
D NW
D NW
D NW
A SY
A TW
A DL
D FX
D GBO
D NW
D NW
D NW
D NW
D NW '
D NW
D SX
A NW
D EB
A NJ
D NW
D NW
D NW
D NW
D NW
D NW
D NW
A AA
A AA
A HI'
A NW
A NW
D FX
D NW
D NW
D NW
D NW
D NW
D NW
D NW
A SY
D NW
D NW
D NW
D NW
D NW
D NW
D NW
D NW
D NW
D NW
D NW
A NW
FLT
NUIbIBER
659
190
716
1072
792
697
3789
1207
353
412
455
602
658
658
3615
559
751
123
709
221
674
789
819
1241
2816
2840
1437
1606
2751
562
562
1021
148
148
649
682
689
775
3675
784
567
567
583
583
729
1219
1288
2847
2934
2995
3026
1069
DAYS OF
EQUII'MENT OPERATION ROUTING
100 12345 7 IAD PIT MSP
320 1234 7 SJC MSP DTW
757 12345 7 LAS MSP EWR
D9S 12345 7 MSP MDW
727 5 SFO MSP
D9S 1234567 SDF STL MSP
CRJ 1234567 CVG MSP
D1F 12345 MSP MEM
D8F 12345 MSP II.,N
D95 12345 7 DFW MSP GRB
D9S 12345 7 MSN MSP MEM
D9S 12345 7 MSP CLE
320 12345 7 MSP MKE
757 6 MSP MKE
ARJ 12345 7 FAR MSP CVG
D8F 12345 MSP SDF
D9S 123456 DTW MSP
D8F 12345 MSP DAY
73S 12345 7 MDW MSP
D9S 12345 7 MSP MCI
72S 12345 7 SLC MSP OMA
D9S 1234567 MSP YWG
D9S 12345 7 MSP FSD
D9S 12345 7 HOU MSP IAD
SF3 6 MSP FSD
SF3 6 MSP OMA
100 12345 7 YYZ ORD MSP
M80 6 ORD MSP
733 1234567 OAK PHX MSP
72S 6 DEN MSP DTW
757 12345 7 DEN MSP DT'W
D1F 1234 MSP ORD
D9S 12345 7 MSP ORD
320 6 MSP ORD
72S 1234567 MKE MSP FAR
M80 12345 7 MCI MSP PHL
D9S 12345 7 PHL M5P BIS
D9S 12345 EWR MSP RST
ARJ 7 MSP RST
727 1234 PHX MSP
320 12345 7 MSP DEN
757 6 MSP DEN
320 6 MCO MSP LAS
757 12345 7 MCO MSP LAS
320 1234567 BOS MSP DLH
D9S 12345 7 GRR MSP GFK
320 12345 7 MSP GRR
SF3 12345 7 MSP ABR PIR
SF3 12345 7 MSP PIA BMI
SF3 12345 7 MSP DBQ RFD
SF3 6 MSP GFK
D9S 6 MDW MSP
match_,jan99.xls
SCHEDULED
TIME
2100
2100
2100
2100
2101
2101
2102
2102
2105
2105
2105
2105
2105
2108
2108
2110
2110
2110
2110
, 2110
2112
2112
2115
2117
2118
2120
2120
2120
2120
2120
2120
2122
2122
2124
2124
2125
2125
2127
2130
2130
2130
2130
2130
2131
2132
2135
2140
2140
2140
ACTUAL
TIME
2121
2144
2135
2139
2126
2124
2134
2129
2204
2152
2152
2139
2222
2214
2207
No Match
2139
2135
2144
2139
2159.
2150
2147
2140
2120
2135
2135
2217
2217
2215
2148
2204
2204
2129
2209
2159
2143
2127
2206
2139
2156
No Match
2236
2136
2156
2148
2208
2204
2149
A/D
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
D
A
A
D
A
A
A
A
A
A
A
D
D
A
January 1999 Schedule vs Actual
21:00 - 24:00
CARRIER
AA
NW
NW
NVV
NVN
UA
NW
riW
NW
NW
NW
I�tW
NVV
NVV
NW
ER
NW
NW
rtW
SY
I�tW
NW
IWV
NVV
NW
IWV
�
T1W
NW
NW
NW
NVV
NW
�
I�iVV
KI,
NW
UA
SX
CO
F9
SY
SY
DL
I�tVV
SY
N�l�
NVd
�
FLT
NUMBER
2042
2988
3176
3235
1075
1107
3192
3447
455
2846 .
3038
3155
3615
583
775
222
515
3074
3486
754
731
1241
2821
3534
598
325
325
649
649
689
3213
729
729
445
1219
664
3117
572
557
693
412
84
714
700
147
202
112
1170
1835
EQUIPMENT
100
SF3
SF3
SF3
D9S
73S
SF3
SF3
D9S
SF3
SF3
SF3
ARJ
757
D9S
CNA
M80
SF3
SF3
727
D9S
D9S
SF3
ARJ
D9S
D9S
72S
D9S
72S
D9S
SF3
320
72S
320
D9S
747
SF3
72S
D8F
735
733
D10
727
M80
D9S
727
320
D9S
�757
match,jan99.xls
DAYS OF
OPERATION ROUTING �
1234567 DFW MSP
12345 7 RST MSP
12345 7 RAP PIIZ FSD MSP
12345 7 LSE MSP
1234567 MDW MSP
1234567 ORD MSP
12345 7 BIS MSP
12345 7 DLH MSP
12345 7 MSN MSP MEM
1234567 ABR ATY MSP
12345 7 ATW MSP
12345 7 CWA MSP
12345 7 FAR MSP CVG
1234567 MCO MSP LAS
12345 7 EWR MSP RST
12345 LSE RST MSP
1234567 LGA MSP
12345 7 DSM MSP
12345 7 SLTX MSP
3 SRQ MSP
1234567 ATL MSP
1234567 HOU MSP IAD
12345 7 CID MSP
12345 7 GRB MSP
12345 7 STL MSP
6 DCA MSP
12345 7 DCA MSP
7 MKE MSP FAR
12345 MKE MSP FAR
12345 7 PHL MSP BIS
12345 7 GFK MSP
12345 7 BOS MSP DLH
6 BOS MSP DLH
1234567 MBJ TPA MSP
12345 7 GRR MSP GFK
1234567 MSP AMS
12345 7 MLI MSP
1234567 TUS DEN MSP
1234 MSP PHL
5 EWR MSP
1234567 LAX DEN MSP
5 PHX MSP
3 5 SEA MSP
1234567 AT'L. MSP
12345 ORD MSP
2 STL MSP
1234567 SNA MSP DCA
12345 7 MSP IND
6 SXM MSP
SCHEDULED
TIME
2210
2215
2215
2215
2215
2215
2215
2217
2217
2217
2219
2219
2220
2220
2220
2220
2221
2225
2225
2225
2225
2225
2225
2225
2230
2230
2235
2235
2235
2235
2235
2235
2235
2240
2247
2254
2259
2259
` � � � 2300
l 2300
2300
2303
2310
2310
2315
2321
2325
2330
2336
2351
2357
ACTUAL
TIME
2211
2232
2202
2233
2228
2234
2239
2207
2207
2207
2217
2217
2251
2207
2241
2201
2158
2250
2225
2221
2243
2245
2244
2240
2237
2213
2214
2247
2244
2244
2245
222�
2250
2256
2237
2233
2232
2232
2304
2319
2248
2306
2306
2320
2303
2316
2321
2226
2333
2335
2345
A/D
D
A
D
D
D
D
D
A
A
A
A
A
D
D
D
D
A
D
A
D
D
D
D
D
D
A
D
D
D
D
D
A
A
A
A
A
D
D
A
A
A
A
A
A
A
A
A
A
A
A
A
CARRIER
NVV
NW
NW
NVV
Tt1�V
I�1W
N1�V
NW
I�IW
TTW
Ni�V
Ni�V
NW
NW
I�tW
I�1W
NW
HP
NW
NW
NVV
�
N1�V
I�tW
CBO
SY
NW
l�iW
NW
NW
NW
SY
SY
SY
NW
AA
I�TW
TtW
F9
SY
SY
CO
AA
NJ
SY
NW
SY
SY
UA
DL
DL
FLT
NUMBER
1241
310
515
2848
3103
3134
3406
452
452
452
454
454
583
731
1080
3534
718
2099
358
715
3047
3094
3266
3448
772
792
1117
1895
2926
2935
3370
588
742
324
108
1940
310
310
652
754
784
1138
1925
614
462
749
512
84
1889
366
3791
EQUIPMENT
D9S
320
M80
SF3
SF3
SF3
SF3
320
DC9
D9S
DC9
757
757
D9S
72S
ARJ
757
320
320
757
SF3
SF3
SF3
SF3
72F
727
757
�57
SF3
SF3
SF3
727
727
727
320
M80
D9S
320
733
727
727
735
100
73S
727
757
727
D10
73S
733
CRJ
match_dec98.xis
DAYS OF
OPERATION ROUTING
12345 7 HOU MSP IND
1234567 LAX MSP DTW
12345 7 LGA MSP MCI
12345 7 MSP STC AT'Y
12345 7 MSP AT'W
12345 7 MSP EAU RHI
12345 7 MSP ALO MCW
7 MEM MSP
12345 ICT MEM MSP
6 ICT MEM MSP
7 MEM MSP
12�456 MEM MSP
1234567 MCO MSP PHX
12345 7 ATL MSP OMA
12345 7 MSP MDW
12345 7 GRB MSP CVG
67 LAS MSP
1234567 MSP LAS SAN
1234567 SFO MSP
1234567 MKE MSP LAS
12345 7 MSP DSM
12345 7 MSP CWA
12345 7 MSP LSE
12345 7 MSP HIB GPZ
1234 MSP HUF
1 5 SFO MSP
12345 RSW DTW MSP SFO
7 MSP SFO
12345 7 MSP CID
12345 7 MSP SITX
12345 7 MSP MLI
6 AUA DTW MSP
1 JFK MSP
7 BOS MSP
1234567 PHX MSP
1234567 DFW MSP
7 LAX MSP DTW
12345 LAX MSP DT'W
1234567 SEA DEN MSP
6 SRQ MSP
23 PHX MSP
12345 7 DFW IAH MSP
12345 7 ORD MSP
12345 � DEN MCI MSP
4 7 IAH SAT MSP
12345 � DTW MSP
12345 7 DTW MSP
56 PHX MSP
1234567 CVG ORD MSP
1234567 SAN SLC MSP
12345 7 CVG MSP
i
�.
� � _ ��
�� � �
( �a
�__ �
SCHEDULED
TIME
2138
2138
2140
2140
2140
2140
2140
2145
2145
2145
2145
2145
2145
2145
2145
2145
2146
2148
2150
2150
2150
2150
2151
2153
2154
2155
2155
2155
2155
2155
2200
2200
2200
2200
2200
2200
2200
2205
2205
2205
2205
2205
2205
2205
2206
2207
2207
2210
2210
2210
2210
2210
2210
ACTUAL
TIME
2214
2214
2150
2148
2209
2222
2152
2150
2234
2220
2218
2212
2233
2233
2334
2202
2145
2149
2231
2206
2214
2209
2213
2153
2226
2156
2211
2217
2211
2204
2230
2212
2212
2214
2217
2204
2212
2224
2223
2202
2222
2226
2227
2215
2158
2200
2200
2231
2224
2204
2211
2218
2211
AJD
A
A
A
D
D
D
D
D
D
D
D
D
D
D
A
A
A
A
D
D
D
D
D
A
D
A
D
D
D
D
D
D
D
D
D
D
A
D
D
D
D
D
D
D
A
A
A
D
D
D
D
D
D
CARRIER
NW
NVV
HP
I�iW
IV V��
NVV
NVV
NVV
1�TVV
NV�!
IWV
I�iW
I�tW
NW
SY
US
'I'VV
DL
�
GBO
NW
I�1W
5X
AA
EB
NJ
TtW
N1�V
NW
N1W
FX
NVV
NW
NW
NW
l�tW
SY
NW
�
NW
�
�
�
I�IVV
NW
NVV
NW
SX
ER
NW
NW
I�1W
�
FLT
NUMBER
1117
1117
2751
324
716
1288
1472
162
591
602
674
1504
1534
1534
402
659
697
3789
I207
353
354
455
559
418
123
709
626
1075
1098
2840
1021
148
148
190
1057
1081
412
153
311
689
2847
2934
2995
3026
718
1069
1069
555
142
147
445
775
1241
EQUIl'MENT
320
757
320
320
757
320
D9S
757
D9S
DC9
D9S
72S
72S
D9S
727
100
D9S
CRJ
I)�F
D8F
757
D9S
D8F
100
D8F
73S
D9S
D9S
D9S
SF3
D1F
72S
D9S
320
D9S
D9S
727
320
320
320
SF3
SF3
SF3
SF3
757
D9S
72S
D8F
72F
D9S
320
D9S
320
match_dec98.xls
DAYS OF
OPERATION ROUTING
6 RSW DTW MSP
12345 RSW DTW MSP SFO
1234567 LAS PHX MSP
12345 7 MSP DCA
12345 7 MSP LGA
1234567 MSP GRR
12345 7 MSP BNA
12345 SEA MSP BOS
12345 7 MSP STL
12345 7 MSP CLE
12345 7 SLC MSP PHI.
1234567 RNO MSP DT'W
6 M5P MSN
12345 7 MSP MSN
3 SAN LAX MSP
12345 7 IAD PIT MSP
1234567 SDF STL MSP
1234567 CVG MSP
12345 MSP I�i1EM
12345 MSP ILN
1234567 SFO MSP MKE
1234567 MSP MEM
12345 MSP SDF
1234567 SAT ORD MSP
12345 MSP DAY
12345 7 MDV� MSP
12345 7 FAR MSP IAD
12345 7 MDVb MSP YWG
12345 7 OMA MSP BIS
6 MSP OMA
1234 MSP ORD
6 RAP MSP ORD
12345 7 RAP MSP ORD
12345 7 SJC MSP EWR
12345 7 MSP FAR
12345 7 BWI MSP RST
1 4 LAX MSP
1234567 MSP SEA
1234567 MSP LAX
1234567 PHL MSP DLH
12345 7 MSP ABR PIR
12345 7 MSP PIA BMI
12345 7 MSP DBQ RFD
6 MSP GFK
12345 LAS MSP
6 MDVb MSP
12345 7 MDV� MSP
1234 MSP RFD
12345 MSP MCI CVG
1234567 ORD MSP FSD
12345 7 MBJ TPA MSP DEN
12345 7 EWR MSP GFK
6 MSP IND
SCFIEDULED
TIME
C��2100
2100
2100
2100
2100
2100
2100
2102
2102
2102
2102
2102
2103
2105
2105
2106
2110
2110
2110
2110
2112
2114
2115
2117
2117
2117
2118
2119
2119
2119
2119
2120
2120
2121
2122
2122
2122
2125
2125
2125
2128
2130
2130
2130
2131
2131
2135
2136
2137
2138
ACTUAL
TIME
2212
2150
2150
2144
2210
2134
2120
2204
2204
2203
2118
2122
2148
2139
2124
2212
No Match
2211
2120
2130
2231
2202
2129
2218
2218
2218
2204
2126
2126
2126
2251
2211
2130
2213
2128
2128
2211
2155
2131
2136
2204
2222
2221
2145
2120
2204
2250
2207
2201
2146
A/D
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
D
A
A
A
D
A
A
A
A
A
A
A
A
December 1998 Schedule vs Actual
CARRIER
I�IVV
l�tW
N1�V
I�iVV
1�1W
�
NW
�
NW
�
UA
NW
N1�V
NVV
NV�I
ER
T1W
1�1W
�
CO
NVN
�
NV�V
NW
1�1W
�
NV�/
�
NVV
NVV
NVV
�
NW
NVV
NW
Ni�V
KL.
NVV
UA
�
SX
NVV
SY
DL
NW
SY
I�1W
NW
NW
21:00 - 24:00
FLT
NUMBER
406
1289
1289
2846
2988
3176
3235
598
598
3192
3447
631
1533
3038
3155
148
222
626
3074
3486
693
689
2821
775
775
775
1081
509
509
509
583
445
3213
515
325
325
1241
664
3117
572
147
557
715
714
700
729
742
731
3534
562
EQUIPI�NT
D9S
320
72S
SF3
SF3
SF3
SF3
DC9
D9S
SF3
SF3
72S
D9S
SF3
SF3
D9S
CNA
D9S
SF3
5F3
735
320
SF3
320
D9S
72S
D9S
D9S
72S
757
757
320
SF3
M80
D9S
320
D9S
747
SF3
72S
D9S
D8F
757
727
M80
72S
727
D9S
ARJ
757
match_dec98.xls
i� � 4 � �
t , c,es�`(
� 2�
2, {� '
DAYS OF
OPERATION ROUTING
12345 7 DFW MSP
12345 � GRR MSP
6 GRR MSP
12345 7 ABR AT'Y MSP
12345 7 RST MSP
12345 7 RAP PIR FSD MSP
12345 7 LSE MSP
7 STL MSP GRB
12345 STL MSP GRB
12345 7 BIS MSP
12345 7 DLH MSP
12345 7 DCA ORD MSP
12345 7 MSN MSP�
12345 7 ATW MSP
12345 7 CWA MSP
1234557 RAi' MSP CQD
12345 LSE RST MSP
12345 7 FAR MSP IAD
12345 7 DSM MSP
12345 7 SUX MSP
12345 7 EWR MSP
12345 7 PHI.. MSP DLH
12345 7 CID MSP
6 EWR MSP
12345 EWR MSP GFK
7 EWR MSP GFK
12345 7 BWI MSP RST
7 LGA MSP
12345 LGA MSP
6 LGA MSP
1234567 " MCO MSP PHX
1234567 MBJ TPA MSP DEN
12345 7 GFK MSP
1234567 LGA MSP MCI
7 DCA MSP
12345 DCA MSP
12345 7 HOU MSP IND
1234567 MSP AMS
12345 7 MLI MSP
1234567 ONT DEN MSP
12345 7 ORD MSP FSD
1234 MSP PHL
12345 7 MKE MSP LAS
1 3 5 SEA MSP
1234567 ATL MSP
1234567 BOS MSP
2345 7 JFK MSP
12345 7 ATL MSP OMA
12345 7 GRB MSP CVG
12345 7 DEN MSP
�l '
; The fourth analysis compares scheduled operations from both the OAG combined with the HHH
terminal schedule with actual ANOMS operations. Actual operations exceeded scheduled operations
for this two month period by 3570 flights or an average of 57.5 flights per day. This is approximately a
4.5% difference between scheduled operations and actual operations. The disparity between the
schedule and actual operations may be a result of the following three factors, as well as others:
l. Holiday travel requirements
2. Weather related delays, cancellations and rebookings
3. Strong economic conditions supporting unscheduled flight demand
The fifth analysis reflects the operations by 15 minute intervals between 2100 and 2400 hours, with
Stage 2 and Stage 3 delineations. Additionally, the bottom of each table includes the number of
operations for the time periods of 2200 to 2400, 2230 to 2400 and 2300 to 2400 hours respectively. A
graph accompanies each tabular sheet to show the Stage 2 and 5tage 3 breakouts and the Average
Daily Operations per period.
Finally, the actual operations are distributed by 15 minute increments during the 2100 to 2400 hour
time frame with arrivals and departures identified by runway end.
This information is provided as a result of a request to study the possibility of beginning the nighttime
hours at 2200 hours (10:00 P.M.) instead of the existing 2230 hour (10:30 P.M.)
After considering the data, staff noted the following:
1. During the shoulder hour period of 2100 to 2400, carrier jet operations do not drop below
3.5 operations per fifteen minute period.
2. On average, during the 2200 to 2230 period, 32.1 total operations are conducted.
3. The average daytime (0600 to 2230) hourly average operations is 70.2 .
4. In order to extend the nighttime period to 2200 hours, without cancelling aircraft flights,
most of the 32.1 operations would have to be rescheduled and distributed throughout the
previous hour, which currently has 62.1 total operations.
5. Given the high demand for operations during the 1900 and 2000 hour period, 87.5 and 79.9
respectfully, and MSP's general geographic location, the potential for moving operations
forward more than one hour is highly improbable.
6. No flight cancellations, scheduling considerations or economic impacts were evaluated for
this analysis.
I I , . ' I . .
�
M r ` �` � ` �°
TO:
FROIVi:
SU��CT:
DATE:
MASAC Operations Committee
Roy Fuhrmann, Technical Advisor
Review of Nighttime Hours (9:00 P.M. to 11:00 P.M.)
March 11, 1999
;. ..
Requested analysis from MASAC and the MA.SAC Operations Committee included a modification to
the previous analysis conducted in late 1995 and early 1996. During that analysis, all shoulder nours
were analyzed to determine possible opportunities for expanding the nighttime hours from the
previous 11:00 P.M. to 6:00 A.M. time frame to the current 10:30 P.M. to 6:00 A.M period. The
"Shoulder Hour Analysis" resulted in the recommendation by this body to the MAC Planning and
Environment Committee, through MASAC, to begin the nighttime hours at 10:30 P.M..
As part of MASAC's continuing efforts to reduce aircraft noise during the nighttime period, staff was
directed to focus once again on the evening shoulder hours for operational modification opportunities.
The most recent available ANOMS data was used for the analysis of December 1998 and January
1999. These months were used because of the recently modified Stage 2 and Stage 3 aircraft coding of
the FAA ARTS data, which allows staff to utilize FAA certified Stage 2 or Stage 3 designations. The
data sample included 62 nights for the 9:00 P.M. (herein after referred to as 2100 Hours) to midnight
(2400 hours) time period. A total of 6362 Carrier Jet Operations and 2236 Other aircraft operations
(including propeller, general aviation and military aircraft) were considered in this data sample.
Included in this analysis are copies of the Monthly Consolidated Schedule published by the airlines in
the Official Airline Guide (OAG) publication. The first analysis compares the scheduled operations
versus actual operations recorded in ANOMS.
During the data sample period, only three scheduled operations did not have an
actual operation associated with a scheduled arrival or departure time.
The second data summary lists the scheduled nighttime activity by individual airline during the months
of December and January. Each airline is listed separately with their scheduled flight activity for the
respective months.
The third analysis was conducted by HNTB as part of the preparation for the summer construction
project. HNTB used SIMOD to develop a theoretical maximum hourly capacity for the existing three
runaway environment. Given an optimum operational situation, meaning each and every aircraft are
exactly three miles in trail, aircraft depart as soon as the arriving aireraft is clear of the runway, and
there are no operational or other deiays, this airport could accommodate 101.8 aircraft per hour. 'I'his
number, however, is not attainable given the multitudinous variables that affect airport operations and
air traffic within the National Airspace System.
b4
' ii m � N M + ''
O � z c
� tI] �
O
�
Air Transport World 3/99
By Danna K. Henderson
:� �
,, . . , ,
�,
. � �
u i �; r • � r
. �
� � -�
. .
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� _ � ; .
:. .
_� �
Numerous approaches are
available to achieve
compliance with upcoming
noise limitations
.S. �irlines are on
course to hush
their remainin;
Sta,�e 3 aircraft by
the looming Dec.
31 deadline, say
the manufacturers of Stage 3 conversion
systems, while operators elsesvhere in the
world are linin� up to quiet their fleets to
meet compliance dates stretching into
2002. Carriers are choosin; among solu-
tions ran�ng from engine muflling
through aerodynamic modifications to re-
en,�'ning as they debate whether to retire
or retain their older airplanes.
The only re-en�ning pro��aru cunent-
ly acrive appears to be BFGoodrich's
Super ?7 conversion-developed by Va1-
san and acquired by Robr, now part of
BFG—��hich replaces the Baeing 72 i-
200's Pratt & Whimey JT8D-7/-17s with
new 20,000-1b.-thrust JT8D-21 iCs, with
the throttle-push 21,000-1b: thrust -219
used for high-po�ti-er applications. Pro-
gram l�iana�er Robert Korn sars 32 air-
planes ha�e been converted to date,
includin� 11 for FedE.Y and four for Sun
Countrv, and 23 more will be completed
this year, 18 in 2000 and 1S in ?001.
Cost of �he package, �vhich produces sig-
nificant performance impro�ements, is
�3.6 million—less around S? million for
the resale value of the remo�ed en�nes
and hard«�are, plus some 3,000 man-
hours oE installation labor.
Earlier. Dee Ho�t�ard/Alenia re-engined
72"•-100s ��7th Rolls-Royce Ta}� 651s for
L1'S. In a 1�ScDonnell Dou�!ardeveloped
program star[ing in 1980, many DGS-60
operators replaced JT3Ds �r-i�h CFl�i56s to
create th� dash 70 series, of n�hich UPS is
the largest operator �rith a Ileet of 49.
Sellers of Sta�e ; hlish kits include
FedEs �viadon Ser-
vices Inc., in partner-
slup �vith P&W, for
the 727; Nordam .•r.. ^
��'
Group, teamed �vith
P&W, and AvAero, on
its o�vn, for the Boe-
ing 73 i; �BS Partner-
ship, again joindY
with P&W, for the
DC-9; and Burbank rleronautical Corp:
and Quiet Technology Venture Ltd. for
various aircraft including the DG3, 707
and B�Ci-i l. Offerers of aerodynamic
hushin; solutions include Raisbeck and
Dugan�lir. P&W says it has sold "about �
1,600 shipsets worth" of hush kit compo-
nents through its partners to date.
Memphis-based FE.�,SI launched its 727
hushing program in 1986 and began offer-
ing the kits commercially in 1990, says
dssistant GM Phil Blum. As of last Dec. 31
there �ere 707 shipsets on order and 52
on opflon from more than 60 customers
worlchride, with 536 shipsets delivered.
FedEs itself has taken >6 shipsets for
i2 i-100s and 61 for 727-200s and has
another 13 dash 100 kits ar:d 23 dash
200 kiu coming this year. Other big cus-
tomers include Delta-88 delivered, 15
on order; United-57 delivered, 18 on
order; rlmerican-34 delivered;
Emerc—also 34 delivered; Espress
One-33 delivered, 1 on order, and
North�r•est-29 delivered, 2 on order.
American and United traded DC-10-lOs to
FedEs for their hush kits but :lmerican
no�v is shift:ng to the Raisbeck s�stem for
further conversions.
The FEASI l:it, says Blum, includes
PScW internal e.Yhaust g�.s mixers, acousti-
cally treated inleu and tailpipes, and P�\11'
respaced inlet guide vanes. Prices i�ange
from �51,89�,000 to �2,6Z5,000 "depend-
ing on the gross �veight and how much
hard��are is required." Installatian time
runs "benveen 900 man-hours for a low-
gross-«�eight �urpl��ne up to 4,000 for our
38 Air Transpori World 3/99
hear}tiveight kit." The LG1�V lot adds about
5331b. to the empty �veight while the HGW
kit adds 9001b., or 1,200 lb. if optional
ballast is used. FE.�,SI claims there is "no
impact on Gil;eoff perform:u�ce" and no
change in SFC. "You're
basicallv able to condn-
ue Ilping the airplane the
way it �vas desi�ed by
Boeing," says Blum.
He thinks that "the
majority of operators
ha�e already made their
Stage 3 retrofit deci-
sions. Over the n�ct year
you'll see orders from a
group of customers who
won't decide until the
last minute what they're
going to do �vith their
727 Ileets."
A totally different
approach to hushing has been taken by
Raisbeck Commeraal rlir Group of Seattle,
whose aerodynamic increased-�ross sveight
(IGW) system Iras been purchased by
rlmerican for instzllation on 52 of its 7s
727-200s in an order valueci at �58 million.
President James Raisbeck sa�s his sys-
tem involves reoptimizing the i�7's high-
lift devices "so as to allo�v less takeoff
thrust and thus noise," combined �ith "a
suitable Qat rating oF the en�nes to
reduce sideline and takeoffnoise." He
emphasizes that there are "no changes in
auframe stress or en�ne temperature%
pressure patterns which might affect the
durability of the aircraft, or even the basis
of its ori�inal certification."
Three versions are offered In the
standard kit, landing flaps are restricted
to 25 degrees and en�nes are flat-rated
at dash 71er-els. The IG� kit adds new
leadin� edge-slat actuators and boosts the
flat-rate thrust, while the HGW l�t, for
�vhich the STC is e.Ypected this month,
incorporates Raisbeck-desti�ed tailpipe
miters and eliminates flat ratinngs. InsLzlla-
tion time ranges from 30 to 31� hours, the
company sa�s, and wei�t incre�,�ses are
"minim�l"-991b. for the HGC'V version.
Costs nm from 569�,000 for the SGW
kit to beaveen � 1,495,000 and � i, i 95,000
for the HGW ��ersion depenciing on
ibITOW, lip;radin� IG1� airplanes b}�
adding dle tailpipe misers costs
��QO,OOQ. Customers in addi6on to .�rner-
ican include TW�, «ith 31 kits on opdon,
Sun Pacilic �md B�,`C Global. :1t diis �1�rit-
ing, 32 slupsets had been delivered. 69
�rere on order and =�3 on option.
R�usb�cl: espects that 1.300 oF tlie
1,S31 727s built `tirill make it to Stage �"
:uid he considers >0? of those :urplanes
:u still "available to Rvsbeck" He notes
thai the modificaaon to the le�adin� edge
detiices is "available :is a separately de6n-
able l,-it for those people
who alreadv have FedEs
on their airplanes and
want more performance."
Du�anAir of Bellevue,
Wash., "attacks the prob-
lem differendy than every-
one else has done" by
addin� �vui�lets to improve
the 727's performance,
which "lets you flr above
the noise-sensiti�•e areas at
a higher altimde and with
less po�r•er," says President
Robert Olson. The Quiet
Win� Srstem does incorpo-
rate "a small amount of
muflling on the engines,,, usin� a single
P&W miYer on LGW aircraft and a miYer
on each en�ne on HGW models. A wing
flap droop system also is offered.
Duganrlir received its STC last April 15
and as of mid January its customers
included Canadian Purolator contractor
Iielowna Fli;htcraft, �vith seven kits on
order of which two had been installed;
Pan dm, �rith an order for seven; and
DHL. �vith four on order. Olson also lists
Erpress One, rlmerijet, Sunworld and
Lzker as customers.
He say�s the Quiet Wing System pro-
duces a 6°6 improvement in SFC and a
;096 increase in climb performance ver-
sus an unmodified 7? i. Costs range from
S900,000 for an LGW dash 100 to $2.2
million for the heariest dash 200.
The onlc supplier oEhush kits i'or various
models of the jT8D-po�vered DC-9 at the
moment is �BS Parmership of Reno/Sparks,
\e��. Ho�r-erer, Raisbeck is in "the definitir•e
��es" of applying its aerodynamic changes
ro the DC-9 and eYpecrs to be�n hushing
DC-9-�Os and dash 30s for "unnamed air-
lines•" soon, «irh other dash models follow-
in;. Dugan.�lir also is "inres6garing the
possibilin of doing the DC-9."
.�t this �r-riring, 4�0 DC-9s had been
com-ened ni�h the :1BS kit, con�enrs of
�ciuch are similar to the FE�1SI �i�. and
another 7�0 «ere under contract,
zccording to E�ecuti��e �P Walter John-
son. The biQ;est customer is \orth�rest,
���hich ti�ill ha��e hushed some Z00 DC-9s
b�� [he end of the year. Other lar�e cus-
�omers include �irborne Espress. :�ir
C:mada, :lirTr.m, iY1id���est E.Ypress. Sr1�,
T11'.-1 and L�S .�invay's.
r1BS also holds a number of opaons,
sar�s Dennis Ryan, �ID-operations. "We
have the abiliry to ship 10-13 kits a
month," he adds. Some airlines are hold-
in� back "to see ho�v the revenue is
goin�." Others, like TWA, "planned on
setting some airplanes do�vn and now
they're going to modify them because they
need the lift." Lessors mav wait until air-
planes are returned at yearend to decide
whether to hush them for new customers.
rind some airlines, like Hawaiian, are
esempt from the Stage 3 requirements
but may decide to hush their airplanes in
the future, Ryan notes.
ABS was formed in 1988 as a joint ven-
ture among Airborne, which has since
sold its share; Burbank Nacelle Corp.,
now Burbank Aeronautical, and Sanfi an
Corp. Its first hush kit has been in opera-
rion since May 1991. Prices range from
�1,375,000 for the LGW version to
$2,080,000 for the HGW system.
In the 737 arena, Nordam Group of
Tulsa had sold some 360 shipsets of kits
and delivered 220 as of late January,
accord'ulg to Jack Arehart, VP-prog�am
development. rinother 130 were on
option at a"budgetary price" oF $1.5 �-
lion apiece. The customer list, which
totals about 40, in November included US
rlinvaps-641dts ordered, 47 delivered;
Delta-54 ordered, 1 optioned, 45 deliv-
ered; GEC�1S--29 ordered, 50 optioned,
8 delivered; linited—�5 ordered, 44
optioned, 2 delivered; rlmerica West-14
ordered, 6 optioned, 8 delivered; and
Ryanair-21 ordered, 1 delivered.
Nordam currendv offers what it calls
the LGW-H kit, says Arehart. Its first-;en-
eration kit, the HGW, of which 45 shipsets
were delivered, was sold only to Lufthansa
and rlir Ne�v Zealand. It then developed
the LGW ldt and most customers for that
version now have up�aded it to the LGW-
H, he adds. The company claims a Euel
burn increase of "less than i%" for its �
hush kits. Arehart says some 980 737-
200s are still flying "and our estimate is
that 50-60% of them �vill be hushed."
AvAero's director of sales, Ron Suihko-
nen, says orders and oprions for his
firm's "second-generation" hush kit "are
approaclung 200, �vith nearly half deliv-
ered." Amon� about nvo dozen cus-
tomers, the largest are South�vest and
Canadian, follo�ved by AirTran and Van-
guard in the L.S. and WestJet in Canada.
Because it «�as something of a
latecomer to the market, receivin; its
STC in July 1994, AvAero "had the benefit
of kno�vledge of other programs and
40 Air Transport World 3/99
therefore our hush kit is far simpler than
Nordam's and requires less modification
to the aircraft," says Suihkonen. Hnsh-
ing a 737-200 with the AvAero kit "can
be accomplished at a cost well under
� 1.5 million" and in "only 478 man-
hours," �vith a weight addition of 3391b.
and "no performance penalty," he says.
Of the 1,144 737-100/'LOOs built, he
thinks 300-350 remain candidates For
hushing between now and the European
deadline of March 31, 2002.
Although their numbers are consider-
ably smaller, venerable first-generation
jets like the 707 and DG8 and
esempt—due to their wei�lit—trans-
ports like the Fokker F28 and BAC1-11
also are being hushed.
Burbank Aeronautical Corp. produces
Stage 3 idts for the JT3D-powered DG3-
62/G3 and io7, most of which are
employed as freighters now. VP-Niarket-
ing Tom NicGuire says icits for 80 DG8s
have been delivered and another 10 or so
are on order, representing virtually all of
the dash 62/63s sdll flying. The biggest
�s
� 5 `., . � f�`..; • �F �.� t`�'y. 4
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Memphis, TU 38115-USA
1-901-794-5000
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Indicate No. 101 on Reader Inquiry Card
customer for the ldt is Airborne and oth-
ers include Emery, Br1�Y Global and Inter-
national Air Leases.
For the short-duct 707, of which some
100 are still tlying, "we took the lon�
duct design of the 62/63 and added some
new technology," says NScGuire. BAC
received the STC for this kit last Nov. 12
"and we've already installed our first cus-
tomer, a VIP aircraft out of Europe." The
second aircraft is scheduled for modifica-
tion this month "and others are starting
to line up."
Although eYempt from Stage 3 require-
ments, "the military is starting to look aY'
hushing its versions of the 707, he says.
"They're not esempt from the environmen-
tal and political impact" of noisy airplanes.
Shipset price for "complete kits" for
both the DC-8-62/63 and 707 is $3 mil-
lion; this reduces to $2.5 million for
aircraft previously modi.fied to Stage 2
standards with a kit &om ADC, he says.
The BAC ldts eliminate the fuel-burn
penalty associated with Stage 2 modifi-
cations, he adds. '
A hush kit based on the 707 version is
under development for DC-8-SOs and
dash 61s, says McGuire, "but the market
is small" and already dominated by Frank
Fine's Quiet Technology Venture Ltd.
BAC also escpects to receive an STC this
month for 707 winglets, which McGuire
says produce "a big fuel burn improve-
menY' at a cost of �400,000 a shipset.
Quiet Technology Venture of Miami
received its STC for DG8-50/61 hush ldts
last August and started installation on
Fine Air Services' 14-aircraft fleet in
November, says Niartin Gardner, direc-
tor-engineering and certification. SiY
were in service by mid January. QTV has
"other customers," he says, and e.�tpects
ultimately to hush 3�-40 aircraft at a cost
of �2.75 million each.
bieanwhile, QTV will complete devel-
opment in the tlurd quarter of a hush ldt
for the B�Cl-11 "and we see a total mar-
ket there for 40-50 aircraft, about 10 in
the U.S. and a lot in En�land." European
Aviation Ltd. has 15 oE the rivinjets that
are re�stered in Europe, and "they
already have placed contracts with us so
theywill be grandfathered in under the
nonaddition rule."
QTV also has an approved hush kit for
the C-135, some 160 of which are Ilying,
"and.the rlir National Guard is e.�cpressing
an interest because it operates almost
esclusively from commercial airfields."
By early nest year QTV plans to offer a.
hush ldt for the also-esempt F38, some
195 oE'which are in operation. �
f�
\
�' ,
Air Transporl World 3/99
By Perry Flint
�� A�, � �'� �. ti,r
.
- /�
r
..
��� ,� ` �
. �
�
, , , � �
�
, . � �
,
. _i ._ . .
:' Pending EU noise �rules vio-
== -late ICAO standards, under-
� �� �" mine the organization's
� �- � -� authori and hurt airlines
? � �
�-- -�. . -
opponents say
he European �niods
effort to limit and
eventually el'uninate
the importarion and
operarion �ithin EU
member states of air-
craft hush kitted or otherivise quieted to
Chapter III noise standards has created a
rift beriveen Europe and other areas of
the world and thro�-n into disarrav inter-
national efforts to harmoniae the ongoing
transition to a Stage 3/Chapter III noise
re�ne.
Le�sladon passed by the European
Parliament last month—and etpected to
be appror-ed by EU Transport 1�Iinisters—
«ill bar the addition of Chapter III hush-
�tted aircraft to EU registries from nelt
month and ban the operation in the EU of
such aircraft after �1pri1, 2002, unless thec
�vere operated in the EU prior to :�pril 1,
1999. Transfer from the registn;.of one
Eli state to another after April 1,1999,
�vould, hoR-ecer, be pernutted and such
EU-re�stered aircrafr could be operated
after April 1, 2002 (see bos, paje 34).
�Vhile noc wholly unespected—the
European Ci�i1:l�iation Conference
(EC�1C) and Eli both had been pushing
such a step for some ume—the ban has
dra�vn fire from L�T� and re�ons as
diverse as \onh �nerica and:lfrica,
where airlines operate many of the air-
craft ty�pes potentiallc affected b�� the ne�e
rules. These include Boeing 73-s and
737s, DG9s. B:1C1-i ls and some i4i-
100s that hati�e been hush kiited or o�h-
envise quieted to achieve Stage �/Chap-
ter III compliance. Critics say the action
bv the E[; is unnecessan� and, in the
words of :�T.�1, "�oill se��erely undercut—
if not desTro�� encirel�—ICAO's efforts to
address em7ronment:il issues on a
uniform, intema-
tional basis." ,;�
A S�� �-
ment�vas made by .:N� f�;'
��'-�_
the 53 contracring ,� -�
African states at the -
32d IC�O Assembly - 5.
last fall: "Unilateral :�-'
action [by the EtT] ��.,-�=:��'
�vill erode ICe�,O's ``"'.'�':
jurisdicaon and lead to the proliferation
of local rules and r�aulations that are
uncoordinated and inconsistent, [under-
mining] e�orts to achieve global harmo-
nization." At the same meeting, ICAO
members firmly rejected a proposal by the
EU and EC�C that would have allo�ved
jurisdicaons to redefine ICAO technical
aircrafc standards unilaterally.
Opponents of the EU action also claim
the rule is discriminatory, s�ce it makes
distincdons bet�veen aircraft types that
comply �ith intemationally recognized
noise standards and treats hush-kitted
aircraft differendy depending upon
whether they are operated by EU or
non-Eli members. They allege it rioIates
the nondiscriminatory provisions of the
Chicago Convention of 1944, which
require signatories to recognize the
airworttuness certificates of each other's
aircraft so long as they meet all IC.�O
standards. The li.S. also has suggested
the rule may violate G�,TT and WTO
obli�ations.
Some see it as little more than a sop to
Europe's politicatly powerful green move-
ment. One European airline CEO told
.-!7'tC; "EC�C, the Eli and the rest of these
re;uula�on� bodies are using a sledgeham-
mer to crack a nut. Fleets of elderlv air-
craft are being run down anyway by the
rule thac 10°o must go each year."
For iu part, the EU justifies the mo��e on
the grounds that "older types of airplanes
modified to improve their noise certifica-
don leti�el have a noise performance «-hich
is signi6cantly tivorse, mass for mass, than
32 Air Transpori Wortd 3/99
that of modern types of airplanes original-
ly certificated [to Stage 3/-Chapter III]."
In fact, the EU Council now apparendy
disapproves of the tivhole idea of hush
kits, since "those modifications pro-
long the life of an airplane that �vould
normally have been retired [and] tend
to worsen gaseous emissions perfor-
mance and fuel burn of earlier technol-
ogy engines," according to the enabling
leo sladon.
Underlying the EU action is the con-
cern that as air traffic grows, the abso-
lute level of noise around European air-
ports will increase as well, leading to
more and more locally imposed operat-
ing restrictions, and that this can only be
addressed by restricting the operation of
the noisiest aircraft, even though they
comply with Chapter III. A related fear
is that Europe will become a new home
for hush-ldtted aircraft being redred in
other areas of the world.
The EU has drawn
support for its
action from a seem-
ingly unlikely quar-
ter—the Assn. of
European Airlines.
AF.�,'s support may
reflect a belief that it
needs to be seen as
more "green," and
that this is a relative-
ly painless position
to take because its
members operate
very few hush-kitted
aircraft and these
�vill be grandfathered in any case. Oth-
ers speculate that the organizadon's
inembers welcome any action likely to
reduce the supply of cheap aircraft in
Europe that could be snapped up by
ne�v-entrant carriers unable to finance a
netiv Boeing 737ivG or Airbus r�20 but
able to afford a hush-kitted 73 i or DC-9.
Parado:Yically, all of this is occurring
despite the fact that hush-kitted aircraft
are rare in Europe and their numbers
are unlikely to rise re;ardless of what
action is taken. European airlines
operate a relatively small percentage of
Stage 3 jets—numbers are hard to
come by, but probably not more than
350 out of a total fleet of 3,000—and
the stiff pollution surcharges (noise and
emissions) imposed on these aircraft in
many jurisdictions encourage airlines to
dispose of them as quickly as possible.
Finnair's senior manager-aircraft
programs and technical sales, Colin
?' ' 727" ' � S00 i -':72 `- ' 872 "': `597
� 737;: ' ':.472 : `' 153 . � : 625 � - : .' 294
...: ' DC-9 ..:':��` `.' �..:"487..- _ 61 � 548 . 419
� Total ` � 1,759 286 2,045 1,310
` Nushkit and quieting solutions orders (shipsets) as of 12131/98.
SOURCE: Walsh AviaUon
Molloy, esplains: "Most EU countries
have, I think, in readity not allowed
Stage 2 aircraft to be added to their rea
istries in recent times, whatever the view
thai seems widely held that they can be
traded if they are already on the EU reb
ister." He adds, "If we look at the num-
ber of carriers wishing to add hushed
or hushable air-
craft in the EU
� and the quantiry
of aircraft
involved, it would
be very small
compared tivith
the number of
new Stage 3 �-
craft on order."
In fact, proba-
bly fewer than
100 European-
based Stage 2 air-
craft have been
hush kitted to
Stage 3 for continued operation in
Europe. Lt�fthansa was an early cus-
tomer for hush kits for its 737-200s but
those aircraft are long gone. S.�S
installed hush kits on its DC-9s that
have been forward sold to a leasing
company and are being phased out of
its fleet. Finnair intends to hush ],2 DC-
9s but as �vith Sr1S's DG9s, these are
learing the fleet as new airplanes arrive.
Furthermore, the U.S. government has
offered reassurances that U.S. airlines
are unlikely to sell their hush-kitted air-
craft into Europe in �eat numbers. E�,.�
�ssistant �,dministrator for Policc, Plan-
ning and International Aviation David
Traynham, in a letter to the EU, pointed
out that "since the L`.S. has no plans
that tivould prohibit the operation of
airplanes that mee� [Chapter III] , I am
aware of no reason for U.S. operators
that go through the espense of hush kic-
ring their Sta;e 3 auplanes to meet Stage 3
r' LU3 -
� 178
68
449
requirements, to then dump those airplanes
in Europe at the turn of the centurv."
Opposition to the operation of hush-
kitted airplanes appears to be unique to
Europe. Else�vhere, they are viewed as
an acceptable approach to achieving
Stage 3/Chapter III compliance and sales
figures for kits have tended to eYceed
most predictions.
r1s recendy as 1995, Boeing foresaw a
total world market for perhaps 1,000
hush-ifltted jets, while engine-maker Pratt
& Whimey, which has collaborated on
Idts for the 727, 737 and DC-9 (see arti-
cle, page 37), in the past estimated the
market at 1,500-1,600 jets. However, as
of Dec. 31,1998, airlines and leasing
companies had ordered 1,7�9 shipsets of
quieting solutions, of �vhich 1,310 had
been delivered, according to Annapolis,
Md: based aviation consultant John
Walsh. Airlines and lessors held oprions
for ?8G more, bringing the grand total to
more than 2,000 jets if all are esercised.
Walsh anticipates the final total �vill
be even higher. "I think it's really
�In the U.$:: All Stage 2 airc�aft
must be phased out as of Dec: 31, .
1999. Airiines haVe had to meet .
intermediate compliance tleadlines
since 1994. �
In the EU: All Chapter II aircraft
must be phased out by April 1, 2002.
Airiines have had to meet intermedi-
ate compliance deadlines since April,
1995, and no Chapter ii aircratt
could be adtletl to the European
operationai fleet after November,
1990.
SOUflCE: Various.
34 Air Tronsport Wor)d 3/99
going heat up. You'll see a lot of �valk-
up business at the last moment," he
tells AT'll? "What will happen is that the
value �vill fall for aircraft that don't
have hush kits until it drops to the
point tivhere it becomes attractive for
someone to come in and pick them up
and hush-kit them."
U.S. airlines have been the biggest
customers for hush ldts and qnieting
solutions. American, for esample, is
putting the Raisbeck system on 5� 727s
and hush kitting 20 more. United is
installing hush kits on 77 727s and 24
737-200s. Southwest is a customer Eor
33 737-200 hush kits. Delta is quieting
104 72 is and 54 737-200s. TWA, Alas-
ka Airlines and US :lir�vays are using or
plan to use hush Idts. The largest cus-
tomer in the U.S. is Northwest which is
in the process of hush kitting its 170 DC-
9s and 40 727-200s.
North�vest also has been the most
vocal U.S. carrier in protesting the EU
action. The �Iinneapolis-based airline
recently asked the U.S. DOT to impose
sanctions on operations of French, Ger-
man and U.K.-based airlines in retalia-
6on t'or the proposed measures. Among
other things, Northwest argues that the
EU acrion has hurt the potential resale
value of its aircraft. "Since these aircraft
on a non-EU re�istry will no longer be
usable--practically speaking—in
Europe, the EU regulation has already
depressed the market.... Aircraft prices
are be�nning to fall in other countries...
because there will now be an oversupply
of such aircraft."
Fred Klein, president of Herndon,
Va.-based GRA Aviation Specialists, says
he recendy "marked down a bit" values
for 737-200s based on the EU action
and the fact that Airbus's success in
Latin America is reducing the likeli-
hood that 737-200s will find homes
there. He says DC-9 values alreadybad
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Indicate No. 60 on Reader Inquiry Card
AGS-1
the register of an EU member state `:-
cannot operate in the EU after Aprii 1,
2002, unless they were aiready operat-
ing in the EU before April 1,1999.
`A recertificated aircraft is defined as one with
engines having a bypass ratio of less than 3, ini-
tialiy certificaied to Chapter il standards and mod-
ified to meet Chapter ili standards, incl�ding via
hush kitting, restricted operating weight or aero-
dynamic changes such as flap reconfigurations.
SOUflCE: North�vest Airlines, Clyde & Co.
been discounted, while 727-Z00 values
are holding up.
Doug Kelly of Reston, Va.-based Avitas
Inc. toldATW, "We don't think this is
going to have any effect on values other
than �vhat �ve've already seen. This is
Continued on page 98
98 Air Transport World 3/99
Stage 3/Chapter 111 continued from p. 34
something we've known was coming for a
few years."
Regardless of what happens to ur-
craft values, there will be losers if the
EU proceeds down this path. Among
them are hush-kit makers, Pratt �c
Whitney and non-EU carriers that nev-
ertheless have e:ctensive operations
inside the EU using hush-kitted air-
craft. These include Federat Espress,
which operates throughout Europe
using hush-kitted 727s, and African
cargo carriers that make use of DC-8s
and 707s, for which Stage 3 hush kits
are being marketed. A FedEx
spokeswoman toldATt�that the carrier
"supports ICr10 as the appropriate body
to establish aircraft certification stan-
dards. We do not support unilateral
re�ional action to redefine an aircraft's
technical certification."
Austen Hall, a lawyer with C1yde & Co.,
which represents African air carriers,
says the rules will hit African cargo air-
lines particularly hard and may force
some of them out of business. At the very
least, it wi.11 make it difficult for these air-
lines to espand economically by acquir-
ing cheaper old lift.
Given the growing political strength of
the green movement in Europe, the EU is
unlikely to lift the pressure for quieter,
cleaner aircraft even if it ultimaiely decides
to soften on the new rule.
John Walsh speculates that the EU
may be preparing to take on a ne�v tar-
get: The MD-80, a popular aircraft
among second-tier and leisure carriers
but one that has lost favor with the
major flag airlines. "Supposedly, what
the Europeans are after is to toss out not
only the hush kit but the MD-80s �vith
it," he says. Although the MD-80 is a
Stage 3/Chapter III aircraft, "it has an
esemption that allows it to use trades"
to achieve compliance. rind "if tlle EU
can decide it doesn't like hush kits,
what's to stop it from declarin� `We
don't like tradeoffs for narro�vbody air-
craft?"' he asks.
As Walsh points out, "Who's around to
defend the �ID-S0. ... The only people
who would complain loudly would be
the airlines that have a lot them [and]
the political base for I�ID-80s is pretty
weak in Europe." Furthermore, the EU
and ECAC appear eager to please envi-
ronmental activists. "This crowd likes
something to do every year," Walsh wryly
observes. "So when they're done ��ith
this, they won't break up." �
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e-m:ril: kadair@atwonline.com.
Telephone: (202) 6i9-850U; Fax: (202) ?'?3-1979.
Debra L. Perrella, Producrion Director,
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Telephone: (202) 659-147�; FaY: (202) 2?3-
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Telephone: (iO3)97&1086; Far: (703) 978-7169;
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WEsr Co,�sr
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Telephone: (949) 498-1659;
F�Y: (949) 366-6642; e-mail:
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U.K./NETHERLANDS/MIDDLE E�1ST
Ann Haigh, Mana,�ing Director, Mary Trussler,
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FR.�YCfi •
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Fa� +33 (0)1 60 82 98 89;
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GERHaIYYISC�INDINaYIt1/�1USTRI:i
Christiane Leskien, Director, Advertising &
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Telephone: (49) 223 663314;
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e-mail: cleslden@penton.com
ISR�IEL
Igal Elan, General Mana;er, Elan Marketing
Group, Telephone: 972 3 61?2466;
F�c 972 3 61??469
Ja��v
Yosiunori Ikeda,lianaging Director, Pacific
Business, Inc.
TeleQhone: 81-3-3661-6133; Fs�: 81-3-366�-6139;
e-maii: 204-S991 @mamail
SOUTHE�IST ASI.�/CHIN:1
Canace Chal;, Sales & �farketing Mana;er;
Frank Lam; CCI Asia-Pacific Ltd. Telephone:
&i3 ?358-Oi89; Fas: 85? 385 i-6309:
e-mail: markeung@cci.com.hk
KoxEa
Young 5ang Jo. President. BISCOM
Telephone: 83-2- i 39- i 3-t0;
Fi�: SZ-?-732-3662.
Tatway
Charles Liu, President, T�r•o-Way Communica-
tions Co., Ltd. Telephone: 8S6-3-2i3;'-'7)9;
Fit: 386-2-3 � 23-3686; e-m;iil:
m•owav@ms2.hinet.net
TTRKEY
Tarkans Ya�vz. Teleplione: E�.�: (90) ? i?-
?63-1010.
CL.aSSIFIED
�im Collova, Telephone: (316) 931-96�5; Fa.�c:
(? 16) 696-S206; e-mail: hCollova@penton.com
INDEX
At1A Interair Inc . ...............................86
AAR Corporation ..........................14-15
AaYico..............................................42
ACCIONA rlirport Services ...................47
Aero Instruments & Avionics Inc. ........44
Airport 14funich .................................75
Alitalia..............................................59
APIC/Sundstrand Aerospace ..............76
ARINC...............................................25
Asian Aerospace 2000 .......................84
AvAero..............................................35
Avitas................................................90
British Aerospace
Regional Aircraft ..........................36
CFI�i International ............................G-7
Chandler Evans .................................83
Concordia University/IATA .................89
David Clark Company Inc . .................34
DuganAir Technologies Inc . ..............56
Embraer ................:.....................30-31
Fairchild/Dornier Aircraft ..................39
Fairs & E:chibition/Dubai 2000 ...........26
Federal Express Aviation Services ........13
Fleet Planning '99 ..........:..................97
Flughafen Koeln/Bonn .......................53
G�tiiCO .......................................:.....87
GE Engine Services ..:..............Gover 2-1
BFGoodrich Aerospace
Aerostructures Group ...................20
BFGoodrich Aerospace
Aircraft Integrated Systems ...........G7
BFGoodrich Aerospace
Corporate ....................................33
Honey�vell Inc.
Air Transport Avionics Div. ...........10
IBI�i Corporation ...............................28
ILS..........:........................................40
International Aero Engines ................id
International Air Leases ..............Cover 3
Kunz Aircraft Equipment ....................86
Lucas Aerospace .....................:.........71
Lufthansa A.E.R.O . .............................66
Lufthansa Technik AG ..................22-23
biessier-Dowty ..................................80
biTU Maintenance .............................60
Phoenix SI.� Harbor
International Airport ....................89
Pratt & Whitney Canada .......................8
Raisbeck Commercial rtir Group ........19
Rolls-Royce, plc .........................27, 91
Salons Int'I Paris Airshow ..................24
San Antonio Int'1 rlirport ...................:43
SAS Component .................................43
Sennheiser ........................................58
Shannon Aerospace ...........................79
Singapore Technologies
Aerospace Ltd . .............................54
SIT� ............................................�0-�1
Smiths Industries ...............................Z
SR Technics ......................................49
Sysops....................:.........................70
UAL Sen�ices ..............................Cover 4
Wesco Aircraft ..................................4S
Wood«�ard FST ..................................69
C�.
C�
METROPOLITAN AIRPORTS COt�IN11SSiON
NOTICE OF PROPOSED AIRCRAFT NOISE ORDINANCE,
ANALYSIS, PUBLIC HEARING AND CONIi�iENT PER10D
Notice is hereby given that on the 4th day ofi May, 1999 at 2:00 p.m. in the �indbergh Terminal
at Minneapolis-St. Paul International Airport, Room 3040, the Metropolitan Airports Commission
will hold a public hearing to receive testimony relative to the adoption of:
AIRCRAFT NOISE ORDINANCE
An Ordinance to promote and conserve the public safety, health, peace, convenience
and welfare; to regulate aircraft noise at Minneapolis-St. Paul International Airport by
prohibiting operation of aircraft exceeding the 7roise limits established under federal law
for Stage 3 Aircraft as of January 1, 2000, and prescribing the penalty for violation
thereof.
Purpose and Backaround
This proposed Ordinance will protect the communities surrounding the Minneapolis-St. Paul
International Airport from the noise generated by Stage 2 aircraft that might receive waivers or
exemptions from the Federal Aviation Administration to continue operating after December 31,
1999. .
Federal law categorizes commercial jets based on the noise they emit at ta€ce-off as Stage 1, 2
or 3. Stage 3 aircraft are the quietest aircraft flying today. In 1990, Co� :�ress enacted the
Airport Noise and Capacity Act, which instituted a national airport noise � olicy requiring the
gradual phase-out of aircraft not m�ating Stage 3 noise standards. Althc :;gh the 1990 Act
ultimately mandates a complete ban �*ier December 31, 1999, it also proviae� that airlines may
apply for waivers from the statutory rwadline under ce�tain circumstances.
In general, most airlines flying withi-: the United States have made efforts tc uomply with these
Federal restrictions, and will be in ;;all compliance by the imposed deadlin�� However, a few
airlines have already requested waivers or exemptions from the federal •u�.:adline; additional
requests may be forthcoming. Fos- tne most part these wa�ve�s would cover a very limited
number of cargo or charter flights, ar for maintenance and other technical purposes, or involve
airlines that operate outside the 48 contiguous states. It is unknown whether the Federal
Aviation Administration will grant any of these requests for waivers. However, even if all
pending waivers were granted, operations of waivered aircraft at the Minneapolis-St. Paul
Internationat Airport would not materially affect community noise exposure.
Notwithstanding any fetf�ral waivers, the 1171innesota�Leg�slature �ha��mandated that any aircraft
not complying with Stage 3 noise levels after December 31, 1999, must be prohibited from
operating at the Minneapolis-St. Paul International Airport. The Metropolitan Airports
Commission is prepared to enforce these restrictions to protect the neighboring communities
from any unwarranted noise created by Stage 2 aircraft that might receive a waiver from the
Federal government.
In order to enforce the state legislative mandate, the Metropolitan Airports Commission has
� ' begun the process required under the Federal Aviation Regulations Part 161 to impose airport
noise rules and ban Stage 2 aircraft at the Minneapolis-St. Paul International Airpo►t. As part of
this effort, the Commission has prepared a cost/benefit analysis of the noise restriction required
under Part 161, and will provide all interested parties the oppo�tunity to comment on the
proposed Ordinance. Additionally, the Commission has requested the airlines petitioning for
Federal waivers voluntarily to agree not to serve the Minneapolis-St. Paui International Airport
with any aircraft that will not meet Stage 3 noise standards after December 31, 1999.
Notice of Proposed Restriction
The following particulars are provided herein pursuant to the requirements of 14 C.F.R.
161.203:
(1) Airport. The proposed Ordinance applies to Minneapolis-St. Paul International Airport,
located in Hennepin County, Minnesota. Jurisdiction of the Metropolitan Airports
Commission encompasses the seven county metropolitan area.
(2) Description. The proposed Ordinance prohibits operation of aircraft exceeding the noise
limits established under federal law for Stage 3 aircraft at Minneapolis-St. Paul
International Airport after December 31, 1999. This is a mandatory Stage 2 restriction
for civil subsonic turbojet airplanes with a maximum certificated weight greater than
75,000 pounds, or as otherwise defined in 49 U.S.C. § 47528(a). The complete text of
� the Ordinance, including sanctions for noncompliance, is available for public inspection
as stated in Paragraph 9.
(3) Need for Restriction and Goal. MAC is required to implement the ; estriction by Minn.
Stat. § 473.608, subd. 24. The goal is to prohibit the operation at MS� of any aircraft not
meeting Stage 3 requirements with a maximum certificated weight ereater than 75,000
pounds, or as otherwise def:^�d in 49 U.S.C. § 47528(a) after Dec�rnber 31, 1999 in
order to limit aircraft noise in `r� Minneapolis-St. Paul metropolitan ar�:�a.
(4) Affected Operators and Aircraft. The only operators that may c�: affected by this
restriction are those operati-:g aircraft that do not meet Stage 3 ree�..:±rements and that
may receive waivers or ex�mptions f�om the requirement of 49 U. �=.. �. § 47528(a) or
which fail to comply with s��h statutory requirements. The types of ;:� craft expected to
be afi�cted ;nciude aircraft :�owered �y tre JT-8D type of engine, or s:milar engine, that
have not been modi�ed to comply with Stage 3 rioise levels, which aircraft include, but
are not limited to: DC-8, DC-9, 8-707, B-720, 8-727, L-1011, and certain 8-737, B747,
and DC-10.
(5) Effective Date. Method of Implementation, Enforcement Mechanism. The proposed
effective uate is January 1, 2000. The restriction will be implemented by MAC
Ordinance pursuant to Minn. �Stat:��§ ���73.608, subd. ��1��(1j. ��Proposed enforcement
mechanisms include injunction against operations in violation of the Ordinance and such
other enforcement mechanisms as authorized by law.
(6) Analysis of Proposed Restriction. MAC consultants have prepared an Analysis of the
proposed Ordinance according to 14 C.F.R. Part 161.205. The Analysis is available for
inspection as stated in Paragraph 9.
(7) Comment Period. MAC invites comments on the Analysis and proposed Ordinance.
The deadline for comments is May 21, 1999. Written comments shall be submitted to
the name and address stated in Paragraph 9.
(8) Copies. Copies of the complete text of the Analysis and proposed Ordinance, including
any sanctions for noncompliance, may be obtained by contacting MAC as stated in
Paragraph 9.
(9) Contact Name and Address.
Rebecca Zwart
Metropolitan Airports Commission
6040 — 28th Avenue South
Minneapolis, MN 55450
Phone: (612) 726-8197
Fax: (612) 726-5306 "'��� "�-
Email: rzwart@mspmac.org
Dated this 5th day of April, 1999.
Mr. Jeffrey W. Hamiel
Executive Director
Metropolitan Airports Commission
6040 — 28�' Avenue South
j Minneapolis, MN 55450 �
bh/nolse ard. Natks final
C
Aircraft Noise Ordinance
Public Hearing Draft
March 31, 1999
METROPOLlTAN AIRPORTS COMIIflISSION
ORDINAtdCE NO. _
An Ordinance to promote and conserve the public safety, health, peace, convenience
and weifare; to regulate aircraft noise at Minneapolis-St. Paul international Airport by
prohibiting operation of aircraft exceeding the noise limits established under federal law
for Stage 3 Aircraft as of January 1, 2000, and prescribing the penalty for violation
thereof.
WHEREAS, Congress passed the Airport Noise and Capacity Act, 49 U.S.C. §§ 47521-
47533, in 1990, which requires that all aircraft that do not mee# Stage 3 certification
requirements must be phased out by December 31, 1999, but allows carriers to request
a waiver delaying such requirements; and
WHEREAS, the Airport Noise and Capacity Act and .the associated Department of
Transportation regulations allow local airport operators to enact more stringent
restrictions on non-Stage 3 aircraft operators; and
WHEREAS, the 1996 Minnesota Legislature, expressing concern for aircraft noise
levels, passed a law requiring the Commission to prohibit operation of aircraft not
complying with Stage 3 noise levels at the Airport after December 31, 1999, Minnesota
Statutes Section 473.608, subdivision 24; and
WHEREAS, the Commission has conducted an analysis of such a-estriction and
complied with United States CodE, title 49, section 47524(b) and other apuiicable federal
requirements; and
WHEREAS, the Commission h_�s the authority to adopt ordinancE�, according to
Minnesota Statutes Section 473.c08, subdivision 17(1).
NOW THEREFORE, the Metropoiitan Airports Commission does ordain:
GEG?���O�I � — G��EFa�!�TIONS
1.1 Aircraft. A civil subsonic turbojet airplane with a maximum certificated weight
greater than 75,000 pounds, or as otherwise defined in 49 U.S.C. § 47528(a).
1.2 Aifp01't. Minneapolis-St. Paul International Airport located in Hennepin County,
Minnesota.
1.3 Commission. The Metropolitan Airports Commission, a public corparation
organized and operating pursuant to Chapter 500, Laws of Minnesota 1943 and
amendments thereto.
1.4 FAA. The Federal Aviation Administration of the U.S. Government or any federal
agencies succeeding to its jurisdiction.
Aircraft Noise Ordinance
Public Hearing Draft
March 31, 1999
1.5 StaQe 2 Aircraft. An aircraft as determined in accordance with section 36.1(fl,
Title 14, Code of Federal Regulations, and Federai Aviation Administration
Advisory Circular 36-3G, Estimated Airplane Noise Levels in A-Wei hq ted
Decibels, or successor documents.
1.6 Staqe 3 Aircraft. An aircraft as determined in accordance with section 36.1(fi�,
Title 14, Code of Federal Regulations, and Federal Aviation Administration
Advisory Circular 36-3G, Estimated Airplane Noise Levels in A-Weighted
Decibels, or successor documents.
SECTION 2— AIRCRAFT NOISE RESTRICTIONS
2.1 Operatinq Restriction
No person shall operate at the Airport an Aircraft exceeding the noise limits
established under federal laws for Stage 3 Aircraft.
2.2 Emerc�encv Exemption
Air carriers operating Stage 2 Aircraft within the continental United States and
enroute in the National Airspace System which experience an inflight emergency
and must be diverted to the Airport for safety reasons are exempt from this
Ordinance.
SECTION 3 — GENERAL PROVISIONS
3.1 Enforcement
Enforcement of the provisi�ns of this Ordinance may be by any a�tion permitted
by law, including injunctiv� relief or enforcement through a tenant'� iease.
3.2 Provisions Severable
If any part or parts of this Ordinance is declared unconstitutionai �r invalid, this
does not zifect the validiiy of th� retraining parts of this Ordinance. The
Commission declares it would have passed the remaining parts of this Ordinance
without�the unenforceable provisions.
3.3 Effective Date
This Ordinance is effective as of January 1, 2000.
btVnaise ordlnanca publlc heari� dra8
_
AA
AC
AS
CH
CO
DL
EB
ER
F9
FI
FX
GBO
HI
HP
JI
I{I.
KRO
NJ
NW
SY
TW
UA
US
XP
W7
CBO
1F
SX
78 W
MINNE�POLIS/ST.PAUL INTERNATIONAL AIRPORT
WOLD-CHAMBERLAIN FIELD, ST.PAUL MINNESOTA 551 11
CONSOLIDATED SCHEDULE
JANUARY 1999
,.. ,.
_ �..
AMERICAN AIRLINES INC.
AIR CANADA
ALASKA AIRLINES
BEMIDJI AIRLINES
CONTINENTAL AIRLINES
DELTA AIRLINES INC.
EMERY WORLDWIDE
DHL AIRWAYS
FRONTIER AIRLINES
ICELANDAIR
FEDERAL EXPRESS
ABX AIR INC.
BAX GLOBAL AIR EXPRESS
AMERICA WEST AIRLWES INC.
MIDWAY AIRLINES
KLM ROYAL DUTCH AIRLINES
KITTY HAWK AIR CARGO, INC.
VANGUARD AIRLINES, INC.
NORTHWEST AIRLINES INC.
SUN COUNTRY
TRANS WORLD AIRLINES
UNITED AIRLINES
US AIRWAYS (US AIRWAYS AND USAIR EXPRESS)
CASINO EXPRESS
WESTERN PACIFIC AIRLINES
AMERICAN INTERNATIONAL AIRWAYS
AIRBORNE EXPRESS
UNITED PARCEL SERVTCE CO.
BAX GLOBAL
EQUIPMENT EQUIPMENT
100-FOKKER 100
319-AIRBUS IIVDUSTRIE A319
320-AIRBUS INDUSTRIE A320
727-BOEING 707 FREIGHTER (ALL SERIES)
72F-BOEING 727 FREIGHTER (ALL SERIES)
72S-BOEING 727-200
73S-BOEING 737 (SERIES 200�?OOC�200QC)
733-BOEING 737-300
734-BOEING 737-400
735-BOEING 737-500
74F-BOEING 747- l 00F1200C�200F (FREIGHTER)
744-BOEING 747-400
;�7-BOEING 747 (PASSENGER�ALL SERIES)
�"75F-BOEING 757-200PF (FREIGHTER)
757-BOEING 757 (ALL SERIES)
767-BOEING 767 (ALL SERIES)
ARJ-AVRO REGIONAL JET (BAe46)
BEC-BEECHCRAFT (ALL SERIES)
BEl-BEECHCRAFT 1900
CNA-CESSIVA (ALL SERIES)
CRJ-CANADAIR REGIONAL JET
D10-MCDONI�tELL DOUGLAS DC10 (ALL SERIES)
D 1 F-MCDONNELL DOUGLAS DC 10 (FREIGHTER)
D8F-MCDONNELL DOUGLAS DC-8 (FREIGHTER)
D9F-MCDONNELL DOUGLAS DC9 FREIGHTER
D9S-MCDONNELL DOUGLAS DC9 (SERIES 30�40\50)
DC9-MCDONNELL DOUGLAS DC9 (SERIES 10�20)
DH8-DE HAVILLAND CANADA DHC8 DASH-8
EMJ-EMBRAER EMB-145
F27-FOKKER-VFW-FAIRCHILD F27 FIZIENDSHIP
F28-FOKKER-VFW F28 FELLOWSHIP (ALL SERIES)
J3 ] -BRITISH AEROSPACE JETSTREAM 31
MIF-MCDONNELL DOUGLAS MD-1 1 (FREIGHTER)
M80-MCDONNELL DOUGLAS DC9 SUPER 80
SF3-SAAB�FAIRCHILD 340
SWM-SWEARINGEN METRO
C�
<
�� FLT DAYS � OF
TIME A/D CARRIER NUMBER EQUIPI�NT OPEItATION ROUTLNG
0001
0001
0005
0010
0026
0030
0030
0035
0050
0050
0115
0145
0400
0421
0442
0510
0518
0535
0549
0550
0551
0600
0600
0600
0600
0600
0600
0600
0600
0600
0600
0600
0600
0601
0601
0602
0606
0611
0614
0616
0617
0618
0624
0625
0625
0632
0632
0634
0634
0635
0635
0635
A
A
A
A
A
A
A
A
A
A
A
A
D
A
A
A
D
D
A
D
A
D
D
D
D
D
D
D
D
D
D
D
D
D
A
A
A
A
A
A
A
A
D
D
D
A
A
A
A
A
A
A
SY
'I'W
SY
SY
UA
SY
SY
SY
SY
SY
SY
SY
78W
SX
SX
SX
SX
DL
SX
DL
GBO
NW
NW
NW.
NW
SY
SY
SY
SY
SY
SY
UA
UA
AA
I�1W
I�iW
1�TVV
NW
HP
IVVV
I�tW
I�iW
1'VV
CO
UA
I�1W
I�iVV
I�iW
I�1VV
I�1W
1�1W
I�tW
412
391
588
426
1144
84
438
754
792
528
438
402
721
556
558
560
557
3782
560
2034
354
118
740
473
473
735
271
511
637
789
201
1854
1854
580
714
844
300
444
2758
348
920
1433
141
698
1294
680
3679
770
502
401
1050
1050
D10
D9S
D10
727
72S
D10
727
727
727
727
727
727
72F
D8F
D8F
D8F
D8F
CRJ
D8F
M80
D8F
D9S
757
D9S
320
727
727
727
727
DIO
727
73S
735
100
757
757
757
320
733
757
DIO
D9S
D9S
735
73S
D9S
ARJ
D9S
D9S
D9S
D9S
72S
Page 1
1
12345 7
6
6
1234567
6
1
6
1
4 7
6
6
23456
2345
2345
2345
6
123456
6
1234567
23456
12345
1234567
6
12345 7
1
4 7
12345
4 7
6
12 5
67
12345
1234567
1234567
1234567
1234567
1234567
1234567
1234567
1234567
1234567
1234567
123456
123456
12345
6
123456
— 1234567
1234567
12345 7
6
LAX MSP
JFK CLE STL MSP
AUA DTW MSP
STT SJU ORD MSP
COS DEN MSP
PHX MSP
SLC MSP
SRQ MSP
SFO MSP
STL MSP
SLC MSP
SAN LAX MSP
MSP TOL
RFD MSP
PHI., MSP
SDF MSP
MSP PHL
MSP CVG
SDF MSP
MSP ATL HSV
II.,N MSP
MSP ORD
MSP D'TW
MSP MEM
MSP MEM
MSP ORD SJO
MSP DFW
MSP DTW
MSP IAH
MSP MIA RSW
MSP STL
MSP ORD PHL
MSP ORD PHL
MSP DFW BHM
LAS MSP DTW
ANC MSP MCO
LAX MSP MKE
SEA MSP TPA MBJ
SEA LAS MSP
SFO MSP BOS
HNL MSP
LSE MSP
MSP STL LIT
MSP EWR
MSP DEN IAH
RST MSP PHL
RST MSP
SUX MSP EWR
YWG MSP LGA
BIS MSP DFW
FAR MSP MSN
FAR MSP MSN
FLT DAYS OF
TIME A/D CARR�R NUMBER EQUIPMEN'1' OPERATION ROUTING
0635
0637
0637
0638
0638
0639
0639
0639
0640
0640
0640
0640
0641
0641
0645
0645
0645
0645
0645
0650
0650
0650
0651
0652
0655
0700
0700
0700
0700
0700
0700
0700
0700
0700
0700
0700
0702
0705
0710
0710
0710
0710
0710
0710
0710
0710
0710
0710
0710
0712
0715
0715
NW
I�TVVV
N�N
EB
NW
NVV
NW
NW
NW
I�iVV
NW
NW
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AA
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NJ
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SY
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F�3
NVI�
XJ
NW
ER
NW
SX
NW
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NVV
NW
NW
SY
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SY
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UA
NW
SX
CBO
CO
DL
N1
I�tW
NW
N1�V
IVVV
NW
N1�V
N1�J
AA
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NW
3027
3271
3009
124
209
570
738
96$
3261
1242
3209
601
1357
1537
52
422
3431
521
461
403
3163
3000
1060
442
3078
2557
1066
1066
120
714
714
189
749
743
745
1170
500
2557
771
I962
3784 �
404
3508
559
742
742
1284
i284
444
339
348
2762
SF3
SF3
SF3
D8F
D9S
320
D9S
D9S
SF3
D9S
SF3
D9S
M80
M80
BEC
73S
SF3
'727
727
733
SF3
SF3
DC9
72F
SF3
DSF
D9S
72s
D9S
M80
757
727
727
727
727
�3S
D9S
DSF
72F
735
CRJ
73S
ARJ
320
D9S
320
D9S
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GPZ BRD MSP
DSM MSP
DAY MSP
GFK MSP MCI
DLH MSP MIA
MOT MSP ATL
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CID MSP HOU
RHI EAU MSP
FSD MSP STL
MSP ORD
MSP ORD SJC
MSP BJI
MSP MDW PIT
MCW ALO MSP
MSP CLE
MSP SAT IAH
MSP DEN LAX
INL HIB MSP
ABR STC MSP
MSP PIT
CVG D'TW MSP
TVF BJI MSP
MSP SDF
MSP MDW
MSP MDW
MSP ORD
LAS MSP DTW
LAS MSP DTW
MSP MIA
MSP JFK
MSP IAD
MSP IAD
MSP ORD
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MSP SDF
HUF MSP
MSP IAH SAT
MSP CVG
MSP MCI ATL MYR
MSP CVG
MSP DEN
MSP DTW YYZ
MSP DTW YYZ
MSP GRR
MSP GRR
SEA MSP TPA MBJ
MSP DFW SEA
SFO MSP BOS
MSP DSM
FLT DAYS OF
TIME A/D CARRIER NUMBER EQUIPMENT OPERATION ROUTING
0715
0715
0715
0715
0715
0715
0720
0720
0720
0720
0720
0720
0720
0720
0720
0720
0720
0720
0720
0721
0722
0722
0725
0725
0725
0725
0725
0725
0730
0730
0730
0730
0730
0730
0730
0730
0730
0730
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0737
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300
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376
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570
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502
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3430
6050
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209
601
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3064
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522
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LAX MSP MKE
SUX MSP EWR
RST MSP PHL
MSP DCA
MSP DCA
MSP ATL SAT DFW PHX
BIS MSP DFW
MSP FSD PIR RAP
MSP GFK
MSP GRB
MSP GRB
DLH MSP MIA
DLH MSP MIA
YWG MSP LGA
MSP OMA
ANC MSP MCO
MSP PIA BMI DTW
YQT MSP
SPW FRM MSP
CVG DTW MSP
ORD MSP
MOT MSP ATL
MSP DSM
OMA MSP BDL
CID MSP HOU
GFK MSP MCI
FSD MSP STL
MSP BRD
MSP DLH
MSP ATW
MSP FAR
MSP RSW
MSP RSW
MSP MLI
FAR MSP MSN
MSP SJU
MSP SUX
MSP ZIH
MSP BOS
MSP DEN
MSP DEN
MSP RST LSE
MSP SLC
MSP CWA
MSP CID
MSP RST LSE
DVL JMS MSP
MSP CLE
MSP DLH HIB
MCI MSP IND
HNL MSP
FLT DAYS OF
TrME A/D CARRIER NUMBER EQUIPMENT OPERATION ROUTING
0745
0750
0756
0756
0757
0757
0800
0800
0800
0800
0800
0800
0800
0800
0803
0803
0804
0804
0805
0806
0806
0807
0807
0807
0808
0809
0810
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0811
0812
0813
0813
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0815
0815
0815
0815
0815
0815
0815
0815
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0817
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0818
0818
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MSP ORD PHL
MSP ORD ROG
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MSP RST LSE
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ORD MSP
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PIT MSP
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MEM MSP FAR
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ATL MSP ORD
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GRI OFK YKN MSP
MSP DBQ RFD DTW
CMX DLH MSP
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RHI MSP
ATY STC MSP
MSP BOS
MSP DTW AUA
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MSP JMS DVL
FOD MCW MSP
MSP DAY
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FLT DAYS OF
TiME A/D CARRIER NUMBER EQUIPiVIENT OPERATION ROUTING
0819
0819
0819
0820
0820
0820
0820
0820
0820
0822
0822
0823
0823
0823
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0824
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0828
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0830
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0835
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0836
0836
0837
0839
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0841
0841
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0850
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0855
0855
0855
0855
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EWR MSP SAN
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CWA MSP
CID MSP
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ESC EAU MSP
LSE MSP
PHL MSP TUS
CLE MSP
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CMH MSP ONT
MBS MSP
MBS MSP
SDF MSP
PII2 ABR MSP
ATW MSP
MCW FOD MSP
PLN TVC MSP
DCA MSP PDX
LAN AZO MSP
MSP SXM
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DAY MSP
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MSP IFP
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ORD MSP
ORD MSP
ORD MSP
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MDW MSP RNO
MSP YKN OFK
ORD MSP
ORD MSP
RST MSP DLH
MSP CVG HOU
GFK MSP CMH
MSP PHL MHT
STL MSP MOT
STL MSP MOT
FNT MSP RST
FSD MSP YWG
IAD MSP BIL
FLT DAYS OF
TIME A/D CARRIER NUMBER EQUIPMENT OPERATION ROUTING
0900
0900
0900
0900
0900
0905
0905
0905
0905
0905
0905
0905
0905
0905
0905
0905
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0905
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0906
0908
0910
0910
0910
0910
0910
0910
0910
0910
0910
0910
0910
0910
0915
0915
0915
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701
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409
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MSP ORD DAY
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MSP MIA
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MSP MLI
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CMH MSP ONT
MSP PVR
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MCI MSP YVR
ORD MSP
MSP CMX MQT DTW
YWG MSP FSD
MSP GFK
CVG MSP GFK
MSP OMA
DCA MSP PDX
MSP YQT
MSP RSW
MSP SLC
MSP JMS DVL
MSP DAY
MSP ATL
MSP CLE
MSP CZM
AUS MSP GTF MSO
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FLT DAYS OF
TIME A/D CARRIEB NUMBER EQ�.TIPMENT OPERATION ROUTING
0920
0920
0920
0920
0920
0920
0920
0925
0925
0925
0925
0925
0925
0925
0925
0925
0925
0926
0928
0929
0929
0930
0930
0930
0930
0930
0935
0935
0935
0935
0935
0935
0935
0940
0940
0945
0953
0955
0955
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1000
1000
1000
1000
1000
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1002
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1003
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MSP LAX I-INL
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MSP SUX
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MSP DCA
SGF STL MSP
EWR MSP
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MSP ACA
MSP ASE
MSP BWI
FAR MSP MCI
MSP SJD
MSP ORD BNA
MSP ORD
MSP ALO
MSP CWA
MSP DSM
LGA MSP LAS
LGA MSP LAS
MSP I-IIVL
MSP DEN
MSP LSE
STL MSP OMA
MSP MDW
DTW MSP
CVG MSP
YXE MSP
YXE MSP
MSP ORD
MSP DTW PVD
YQT MSP
MSP ORD PHL
RIC PHL MSP
ATL MSP GEG
ATL MSP GEG
MCO MSP SEA HNL
RDU CLE MSP
BNA MSP BOI
FLT DAYS OF
TIME A/D CARRIER NUMBER EQUIPMENT OPERATION ROUTING
1003
1005
1006
1006
1007
1007
1007
1009
1009
1010
1010
1011
1011
1012
1012
1013
1013
1014
1015
1015
1015
1016
1017
1018
1018
1018
1019
1019
1019
1019
1020
1020
1021
1022
1025
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FLT DAYS OF
TIME A/D CARRIER NUMBER EQUII'MENT OPERATION ROUTING
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TIME A/D CARRIER NUMBER EQUII'MENT OPEItATION ROUTING
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TIME A/D CARRIER NUMBER EQUII'MENT OPERATION ROUTING
1130
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1200
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Page 13
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INL GPZ MSP
LNK MSP
MOT MSP
MOT MSP PIT
DTW BMI PIA MSP
SNA MSP IND
BJI T'VF MSP
YWG MSP MOT
MSP ORD YYZ
ORD MSP AUS
GRB MSP
MSP CVG MSY
MDW MSP
YQT MSP
MSP YKN OFK GRI
BIL MSP MDW
IAD MSP
EAU MSP
ORF STL MSP
MSP JMS DVL
MSP ATL CLT
BOS MSP NRT SIN
MSP ATW
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MSP FOD MCW
MSP GRB
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SLC MSP MKE
MSP MLI
GEG MSP MSY
GEG MSP MSY
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MSP LGA
MSP YQT
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IND ORD MSP
MDW MSP
COS MSP ATL
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ABQ MSP DTW
MSP FSD PIR RAP
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MSO GTF MSP RDU
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FLT DAYS OF
TIME A/D CARRIER NUMBER EQUIPMENT OPERATION ROUTING
1308
1310
1310
1310
1310
1310
1310
1310
1310
1310
1310
1310
1310
1310
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1313
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1315
1315
1315
1315
1315
1315
1315
1315
1315
1319
1320
1320
1320
1320
1320
1320
1320
1320
1320
1320
1320
1320
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Page 14
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LAS MSP RSW
SNA MSP IND
MSP IND
DEN MSP DCA
BOI DEN MSP
MSP BJI 'TVF
MSP CLE
MSP CLE
OMA MSP DFW
MSP HIB INL
MSP LNK
FSD MSP MCI
FSD MSP MCI
YWG MSP MOT
SEA MSP MCO
MSP RHI ESC PLN DTW
BIS MSP STL
MCI MSP YWG
SEA MSP MCO
SIN NRT MSP BOS
MOT MSP PIT
MSP PIT
DTW MSP
DTW MSP
DTW MSP
DVL JMS MSP
MSP ALO
MSP LSE
MSP RST
ORD MSP FAR
FLT DAYS OF
TIME A/D CARRIER NUMBER EQUIl'MENT OPERATION ROUTING
1330
1330
1330
1332
1332
1335
1335
1335
1335
1339
1340
1340
1340
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1342
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1359
1400
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1400
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1403
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SJC MSP DCA
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MSP SAN LAX
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HOU MSP
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FLT DAYS OF
TIME AJD CARRIER NUMBEIt EQUIPMENT OPERATION ROUTIlVG
1404
1404
1404
1405
1405
1405
1405
1406
1409
1409
1409
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Page 16
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FLT DAYS OF
TIME A/D CARR�R NUMBER EQUII'MENT OPERATION ROUTING
1445
1445
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1445
1445
1445
1449
1450
1450
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1500
1500
1500
1500
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MSP 1MS DVL
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FLT DAYS OF
TIME A/D CARRIER NUMBEI2 EQUII'MENT OPERATION ROUTING
1515
1515
1520
1520
1520
1520
1521
1521
1522
1525
1525
1525
1525
1525
1526
1526
1530
1531
1531
1532
1532
1540
1541
1541
1541
1542
1545
1545
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1546
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1548
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1550
1550
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1552
1554
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1557
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1558
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1600
1600
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Page 18
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FLT DAYS OF
TIME A/D CARRIER NUMBER EQUIl'MENT OPERATION ROUTING
1600
1600
1600
1600
1600
1603
1603
1605
1605
1605
1606
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1635
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1640
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MEM MSP
MEM MSP
MSP MKE
MSP ORD SEA
DTW MSP ANC
DTW MSP ANC
MSP SLC BOI
MLI MSP
SUX MSP
DTW MSP
DCA MSP FAl2
ORD MSP
MSN MSP
MSP CLT TRI
MDW MSP
LAN DTW MSP
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CLE MSP
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MSP SAN LAX
RSW MSP
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MSP STL ORF
MSP BJI GPZ
MSP GPZ WL
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AMA DFW MSP
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MSP DLH
PHL MSP DSM
STL MSP GRB
MSP GRB
CLE MSP LSE
MSP LSE
MSP LSE
MSP MLI
MSP OMA
FLT DAYS OF
TIME AJD CARRIER NUMBER EQUIPMENT OPERATION ROUTING
1640
1640
1640
1645
1645
1645
1645
1645
1645
1645
1645
1650
1650
1650
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1650
1650
1650
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1650
1650
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1652
1652
1654
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1655
1655
1655
1657
1658
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1700
1700
1700
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MKE MSP MCI
MSP MQT CMX
BOS MSP SFO
ORD MSP SLC
STL MSP
MSP ORD GRR
SEA MSP LGW
SFO MSP MKE
SDF MSP
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FLT DAYS OF
TIME A/D CARRIER NUMBER EQUII'MENT OPERATION ROUTING
1705
1705
1707
1707
1707
1708
1708
1709
1709
1709
1709
1710
1710
1710
1710
1710
1710
1710
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1711
1712
1712
1714
1715
1715
1715
1715
1716
1716
1716
1717
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1720
1720
1720
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1722
1724
1724
1724
1725
1725
1726
1726
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1730
1730
1730
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YXE MSP DAY
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FLT DAYS OF
TIME A/D CARRIER NUMBER EQUII'MENT OPERATION ROUTING
1730
1730
1730
1730
1730
1730
1730
1730
1730
1733
1733
1734
1735
1735
1735
1736
1736
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1738
1740
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1744
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1747
1748
1749
1749
1750
1750
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1753
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1759
1759
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1800
1800
1800
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FLT DAYS OF
TIME A/D CARRIER NUMBER EQUIPMENT OPERATION ROUTING
1801
1804
1806
1810
1810
1810
1810
1815
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MSP EAU
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ASE MSP FAR
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SMF MSP MCI
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�I,T DAYS UF
TIME A/D CARRIER NUMB�R EQUIPMENT OPERATION ROUTING
1833
1835
1835
1835
1835
1835
1835
1835
1835
1835
1835
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CUN MSP
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FLT DAYS OF
TIME A1D CARR�R NUMBER EQUIPMENT OPERATION ROUTING
1900
1900
1900
1901
1901
1902
1903
1904
1904
1904
1904
1905
1907
1908
1908
1910
1910
1910
1911
1912
1913
1913
1914
1914
1914
1914
1915
1915
1916
1917
1917
1917
1917
1917
1918
1918
1919
1919
1920
1921
1922
1923
1923
1923
1924
1925
1925
1926
1926
1927
1927
1928
D
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DCA MSP SMF
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�LT DAYS OF
TIME A/D CARRIER NUMBER EQUIPMENT OPER.A'1'ION ROUTING
1928
1929
1929
1930
1930
1930
1932
1933
1933
1933
1933
1933
1933
1935
1935
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1939
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1940
1940
1941
1942
1942
1943
1943
1944
1944
1944
1944
1944
1945
1945
1945
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1945
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1950
1950
1953
1955
2000
2000
2000
2000
2000
2001
2007
A
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FLT DAYS OF
TIME A/D CARR�R NUMBER EQUIPIVIENT OPERATION ROUTING
2012
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2016
2016
2017
2019
2020
2020
2020
2020
2020
2020
2020
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2026
2030
2030
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2032
2033
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OMA MSP
DLH MSP
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MSP CID
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MSP DLH INL
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FSD MSP GFK
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LGA MSP SLC
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MSP ALO
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MSP DSM
MSP FAR
CLE MSP GEG
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MSP STC ABR
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LAS MSP EWR
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SLC MSP
SLC MSP OMA
PHL MSP
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FLT DAYS OF
TIME A/D CARRIER NUMBER EQUIPMEIVT OPERATION ROUTING
2035
2035
2035
2035
2035
2035
2035
2035
2036
2036
2036
2038
2040
2040
2040
2040
2040
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2045
2045
2045
2045
2050
2050
2050
2050
2050
2050
2050
2050
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2050
2050
2050
2050
2050
2050
2052
2053
2055
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2055
2055
2056
2057
2058
2100
2100
D
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FLT DAYS OF
TIlVIE A/D CARRIER NUMBER EQUIPMENT OPEItATION ROUTING
2100
2100
2101
2101
2102
2102
2105
2105
2105
2105
2105
2108
2108
2110
2110
2110
2110
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2112
2112
2115
2117
2118
2120
2120
2120
2120
2120
2120
2122
2122
2124
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2125
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2131
2132
2135
2140
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2140
2145
2145
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ABR ATY MSP
CWA MSP
FAR MSP CVG
MSN MSP MEM
EWR MSP RST
MCO MSP LAS
LSE RST MSP
DSM MSP
LGA MSP
SUX MSP
SRQ MSP
ATL MSP
HOU MSP IAD
CID MSP
GRB MSP
STL MSP
GFK MSP
MKE MSP FAR
MKE MSP FAR
PHL MSP BIS
DCA MSP
DCA MSP
BOS MSP DLH
BOS MSP DLH
GRR MSP GFK
MBJ TPA MSP
MSP AMS
MLI MSP
TUS DEN MSP
MSP PHL
EWR MSP
LAX DEN MSP
PHX MSP
SEA MSP
A'TL MSP
ORD MSP
STL MSP
MSP IND
SNA MSP DCA
SXM MSP
IAD PIT MSP
MSP MDW
SJC MSP DTW
LAS MSP EWR
SFO MSP
FLT DAYS OF
TIME A/D CARR�R NUMBER EQUIPMENT OP�RATION ROUTING
2146
2148
2150
2150
2150
2150
2150
2150
2150
2150
2151
2151
2154
2155
2155
2155
2155
2155
2155
2155
2155
2157
2157
2157
2157
2157
2200
2200
2200
2200
2200
2200
2200
2200
2200
2205
2205
2205
2205
2205
2205
2205
2205
2205
2205
2205
2207
2207
2210
2210
2210
2210
A
A
D
D
D
D
D
D
D
D
D
A
D
A
D
D
D
D
D
D
D
A
A
A
A
A
D
D
D
D
D
D
D
D
A
D
D
D
D
D
D
D
D
D
D
D
A
A
D
D
D
D
1'VV
DL
�
GBO
I�iVV
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NW
NVV
NW
NW
SX
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EB
NJ
NW
NW
NW
NWV
NW
NW
NVV
AA
AA
HP
I�TWV
NVV
FX
NVV
IWV
NVV
NW
NW
NVd
NW
SY
I�iVV
NVV
NW
1�TW
1�1W
NW
NW.
NW
NVV
NW
NW
NVV
NW
SX
ER
I�TVV
1VW
697
3789
1207
353
602
3615
412
455
658
658
559
751
123
709
819
2816
221
674
2840
1241
789
1437
1606
2751
562
562
1021
689
148
148
649
682
775
3675
784
2847
2995
567
567
729
1219
3026
1288
583
583
2934
1069
1069
555
142
311
1534
D9S
CRJ
D1F
D8F
D9S
ARJ
D9S
D9S
320
757
D8F
D9S
D8F
73S
D9S
SF3
D9S
72S
SF3
D9S
D9S
100
M80
733
72S
757
D1F
D9S
D9S
320
72S
M80
D9S
ARJ
727
SF3
SF3
320
757
320
D9S
SF3
320
320
757
SF3
D9S
72S
D8F
72F
320
D9S
Page 30
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1234567
12345
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6
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6
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6
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6
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6
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6
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6
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6
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-- 1234
12345
I234567
6
SDF STL MSP
CVG MSP
MSP MEM
MSP ILN
MSP CLE
FAR MSP CVG
DFW MSP GRB
MSN MSP MEM
MSP MKE
MSP MKE
MSP SDF
DTW MSP
MSP DAY
MDW MSP
MSP FSD
MSP FSD
MSP MCI
SLC MSP OMA
MSP OMA
HOU MSP IAD
MSP YWG
YYZ ORD MSP
ORD MSP
OAK PHX MSP
DEN MSP DTW
DEN MSP DTW
MSP ORD
PHL MSP BIS
MSP ORD
MSP ORD
MKE MSP FAR
MCI MSP PHL
EWR MSP RST
MSP RST
PHX MSP
MSP ABR PIR
MSP DBQ RFD
MSP DEN
MSP DEN
BOS MSP DLH
GRR MSP GFK
MSP GFK
MSP GRR
MCO MSP LAS
MCO MSP LAS
MSP PIA BMI
MDW MSP
MDW MSP
MSP RFD
MSP MCI CVG
MSP LAX
MSP MSN
m
FLT DAYS OF
TIME A/D CARRIER NUMBER EQUII'MENT OPERATION ROUTING
2210
2210
2210
2215
2215
2215
2215
2215
2215
2222
2224
2225
2225
2225
2225
2225
2226
2226
2226
2230
2235
2235
2235
2235
2236
2237
2245
2250
2257
2259
2310
2319
2320
2320
2320
2325
2330
2341
2351
2355
2355
2355
2357
D
D
A
D
D
D
D
D
D
A
A
D
D
D
D
A
A
A
A
D
D
D
D
A
D
A
A
A
A
D
A
A
A
A
A
A
A
A
A
A
A
A
A
NW
I�TVV
SY
NW
NW
NW
NW
NW
I�tW
TTW
�
NW
IVVV
NW
N1W
I�tVV
NVV
NW
I�TW
CBO
NW
NW
NW
SY
HP
1�tW
SY
SY
AA
I�iW
NJ
AA
NW
NW
NW
CO
SY
UA
DL
SY
SY
SY
DL
1534
361
462
3406
3103
3134
109
2848
591
1884
310
3094
3047
3448
3266
358
454
454
454
772
2926
3370
2935
742
759
182
412
734
830
562
614
1300
749
749
749
1138
402
t889
366
522
742
7l4
3791
72S
320
727
SF3
SF3
SF3
757
SF3
D9S
757
320
SF3
SF3
SF3
SF3
320
D9S
320
757
72F
SF3
SF3
SF3
727
733
757
727
727
M80
757
73S
M80
D9S
320
757
735
727
735
733
727
727
727
CRJ
Page 31
12345 7
12345 7
4 7
12345 7
12345 7
12345 7
1234567
12345 7
12345 7
6
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12345 7
12345 7
12345 7
1234567
12345 7
6
1234 7
5
1234
12345 7
12345 7
12345 7
7
1234567
1234567
4
1
1234567
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12345 7
6
7
12345
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3
I2345 7
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4 7
1
1
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MSP MSN
MSP SFO
IAH SAT MSP
MSP ALO MCW
MSP ATW
MSP EAU RHI
MSP PHX
MSP STC ATY
MSP STL
LIR MSP
LAX MSP
MSP CWA
MSP DSM
MSP HIB GPZ
MSP LSE
SFO MSP
MEM MSP
MEM MSP
MEM MSP
MSP HUF
MSP CID
MSP MLI
MSP SUX
JFK MSP
MSP LAS
PHX MSP
LAX MSP
SJO LIl2 ORD MSP
DFW MSP
DEN MSP DTW
DEN MCI MSP
SFO ORD MSP
DTW MSP
DTW MSP
DTW MSP
IAH MSP
SAN LAX MSP
MSY ORD MSP
SAN SLC MSP
CLE MSP
JFK MSP
SEA MSP
CVG MSP
AIRPORTS/CITIES
ABE-ALLENTOWN PENNSYLVANIA USA
ABQ-ALBUQUERQUE NEW MEXICO USA
ABR-ABERDEEN SOUTH DAKOTA USA
ACA-ACAPULCO, MEXICO
ALB-ALBANY NEW YORK USA
ALO-WATERLOO IOWA USA
AMA-AMARILLO, TEXAS (AMARII..LO INT'L) USA
AMS-AMSTERDAM NETHERLA3�IDS
ANC-ANCHORAGE ALASKA USA
ARN-STOCKHOLM SWEDEN
ASE-ASPEN COLORADO USA
ATL-ATLANTA GEORGIA USA
ATW-APPLETON WISCONSIN USA
ATY-WATERTOWN SOUTH DAKOTA USA
AUA-ARUBA ARUBA
AUS-AUSTII�I TEXAS USA
AZO-KALAMAZOO MICHIGAN USA
BDL-HARTFORD C'11SPRIIVGFIELD MA USA
BFL-BAKERSFIELD CALIFORNIA USA
BGM-BINGHAMTON NEW YORK USA
BGR-BANGOR, MAINE USA
BHM-BIRMINGHAM ALABAMA USA
BIL-BILLII�IGS MONTANA USA
BIS-BISMARCK NORTH DAKOTA USA
BJI-BEMII�JI MINNESOTA USA
BJX-LEON MEXICO
BKX-BROOKINGS SOUTH DAKOTA USA
BMI - BLOOMINGTON/NORMAL ILLINOIS USA
B1VA-NASHVILLE TENNESSEE USA
BOG-BOGOTA COLOMBIA
BOI-BOISE IDAHO USA
BOS-BOSTON MASSACHUSETTS USA
BRD-BRAINERD MINNESOTA USA
BTR-BATON ROUGE LOUISIANNA USA
BUF-BUFFALO NEW YORK USA
BUR-BURBANK CALIFORNIA USA
BWI-BALTIIVIORE MARYLAND iJSA
BZN-BOZEMAN MONTANA USA
CAE-COLUMBIA SOUTH CAROLIIVA USA
CDG-PARIS(C.DEGAULLE) FRANCE
CHA-CHATTANOOGA TENNESSEE USA
CHS-CHARLESTON SOUTH CAROLINA USA
Cm-CEDAR RAPIDS\IOWA CITY IOWA USA
CLE-CC.EVELAND OHIO USA
CLT-CHARLOTTE NORTH CAROLWA USA
CMH-COLUMBUS OHIO USA
CMI-CHAMPAIGN/URBANA ILLWOIS USA
CMX-HANCOCK MICHIGAN U5A
COS-COLORADO SPRINGS COLORADO USA
CUN-CANCUN MEXICO
CVG-CINCINNATI OHIO USA
CWA-WAUSAU WISCONSIN USA
CZM-COZUMEL MEXICO
DAB-DAYTONA BEACH FLORIDA USA
DAY-DAYTON(WTL) OHIO USA
DBQ-DUBUQUE IOWA USA
DCA-WASHINGTON(NATIONAL ARPT)
DEN-DENVER COLORADO USA
DFW-DALLAS�F'T. WORTH TEXAS USA
DLH-DULUTH MMSUPERIOR WI USA
DSM-DES MOII�tES IOWA USA
DTW-DETROIT MICH(METRO WAYNE CO.)
DVL-DEVII..S LAKE NORTH DAKOTA USA
EAU-EAU CLAIRE WISCONSIN USA
EGE-EAGLE COLORADO USA
ELP-EL PASO TEXAS USA
ESC-ESCANABA MICHIGAN USA
EUG-EUGEIVE OREGON USA
EWR-NEW YORK Nl'�I�tEWARK NJ USA
FAI-FAIRBANKS ALASKA USA
FAR-FARGO NORTH DAKOTA USA
FAT-FRESNO CAL�'ORNIA USA
FCA-KALISPELL\GLACIER NATL PK MT USA
FFM-FURGUS FALLS MINNESOTA USA
FLL-FT. LAUDERDALE FLORIDA USA
FOD-FORT DODGE IOWA USA
FRA-FRANKFURT FED. REP. OF GERMANY
FRM-FAIRMONT MINNESOTA USA
FSD-SIOUX FALLS SOUTH DAKOTA USA
FWA-FORT WAYNE INDIANA USA
GDL-GUADALAJARA MEXICO
GEG-SPOKANE WASHINGTON USA
GFK-GRAND FORKS NORTH DAKOTA USA
GPZ-GRAND RAPmS MINNESOTA USA
GRB-GREEN BAY WISCONSIN USA
GRI-GRAND ISLAND NEBRASKA USA
GRR-GRAND RAPIDS MICHIGAN USA
GSO-GREENSBOROU-I.P'I1WIN-SALEM NC USA
GSP-GREENVILLE�SPARTANBURG SC USA
GTF-GREAT FALLS MONTANA USA
HDN-STEAMBOAT SPRINGS COLORADO USA
HIB-HBBING MINI�IESOTA USA
HKG-HONG KONG HONG KONG
HLN-HELENA MONTANA USA
HNL-HONOLULIJ OAHU; HAWAII USA
HON-HUROIV SOUTH DAKOTA USA
HOU-HOUSTON(HOBBY ARPT) TEXAS USA
HPN-WHITE PLAINS IVEW YORK USA
HRL-HARLII�IGEN TEXAS USA
HSV-HUNTSVILLE ALABAMA USA
HUF-TERRE HAUTE INDIANA USA
IAD-WASHII�tGTON(DULLES ARPT)
IAH-HOUSTON(WTL ARPT) TEXAS USA
• ICT-WICHITA �KANSAS USA
ILN-WILMII�IGTON OHIO USA
IMT-IRON MOUNTAW MICHIGAN USA
IND-WDIANAPOLIS INDIANA USA
INL-INTL FALLS MINIVESOTA USA
ISN-WILLISTON NORTH DAKOTA USA
ISP-LONG ISLAND MACARTHUR NY USA
IWD-IRONWOOD MICHIGAN USA
JAGJACKSON HOLE WYOMWG U3A
C
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AIRPORTS/CITIES
JAX-JACKSONVILLE FLORIDA USA
JFK-NEW YORK(KENNEDY ARPT)
' .1MS-JAMESTOWN NORTH DAKOTA USA
KEF-REYKJAVIK ICELAND
KIX-OSAKA JAPAN
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KUL-KUALALUMPUR MALAYSIA
LAN-LANSING MICHIGAN USA
LAS-LAS VEGAS NEVADA USA
LAX-LOS ANGELES(INTL ARPT) CALIF. USA
LEX-LEXINGTON KENTUCKY USA
LGA-NEW YORK(LA GUARDIA)
LGW-LONDON ENGLAND UK
LIT-LTTTLE ROCK ARKANSAS USA
LNK-LINCOLN NEBRASKA USA
LSE-LA CROSSE WnWINONA MN USA
LYU-ELY MINNESOTA USA
MBJ-MONTEGO BAY JAMAICA
MBS-SAGINAW MICHIGAN USA
MCI-KANSAS CITY MISSOURI USA
MCO-ORLANDO FLORIDA USA
MCW-MASON CITY IOWA USA
MDW-CHICAGO ILLINOIS USA
MDT-HARRISBURG PENNSYLVANIA USA
MEM-MEMPHIS TENNESSEE USA
MEX-MEXICO CITY MEXICO
MFE-MC ALLEN TEXAS USA
MHE-MITCHELL SOUTH DAKOTA USA
MIA-MIAMI FLA.(INTL ARPT)
MKE-MILWAUKEE WISCONSIN USA
MKG-MUSKEGON MICHIGAN USA
MKT-MANKATO MINNESOTA USA
MLB-MELBOURNE FLORIDA USA
MLI-MOLINE II.LINOIS USA
MML-MARSHALL MINNESOTA USA
MNL-MANILA PHILIPPINES
MOT-MINOT NORTH DAKOTA USA
MQT-MARQUETTE MICHIGAN USA
MSN-MADISON WISCONSIN USA
MSO-MISSOULA MONTANA USA
MSP-MINNEAPOLIS\ST. PAUL MN USA
MSY-NEW ORLEANS LOUISIANA USA
MTY-MONTERREY MEXICO
MXP - MALPENSA ITALY
MYR-MYRTLE BEACH SOUTH CAROLWA USA
NRT-TOKYO JAPAN
OAK-OAKLAND CALIFORNIA USA
OFK-NORFOLK NEBRASKA USA
OKGOKLAHOMA CITY OKLAHOMA USA
OMA-OMAHA NEBRASKA USA
ONT-ONTARIO CALIFORNtA USA
ORD-CHICAGO ILL.(O'HARE ARPT)
ORF-NORFOLK�VA. BEACH�WMBG VA USA
OTG-WORTHWGTON MINNESOTA USA
PBI-WEST PALM BEACH FLORIDA USA
PDX-PORTLAND OREGON USA
PHL-PHILAD�LPHIA PA\WILM'TON DE USA
PHX-PHOENIX(INTL) ARIZONA USA
PIA-PEORIA ILLIIVOIS USA
PIR-PIERRE SOUTH DAKOTA USA
PIT-PI1"TSBURGH PENNSYLVANIA USA
PLN-PELLSTON MICHIGAN USA
POP-PUERTO PLATA DOMINICAN REP.
PSC-PASCO WASHINGTON USA
PSP-PALM SPRINGS CAL�ORNIA USA
PVD-PROVIDENCE RHODE ISLAND USA
PVR-PUERTO VALLARTA MEXICO
PWM-PORTLAND MAINE USA
RAP-RAPID CITY SOUTH DAKOTA USA
RDU-RALIEGH/DURHAM NORTH CAROLINA USA
RFD-ROCKFORD Q,LINOIS USA
RHI-RHINELANDER WISCONSII�t USA
RIC-RICHMOND VII2GINA USA
RNO-RENO NEVADA USA
ROA-ROANOKE VIRGINIA USA
ROC-ROCHESTER NEW YORK USA
RST-ROCHESTER MINNESOTA USA
RSW-FORT MYERS FLORmA USA
SAN-SAN DIEGO CALIFORNIA USA
SAT-SAN ANTONIO TEXAS USA
SAV-SAVANNAH GEORGIA USA
SBA-SANTA BARBARA CALIFORNIA USA
SDF-LOUISVILLE KENTUCKY USA
SEA-SEATTLE WASHINGTON USA
SEL-SEOUL SOUTH KOREA
SFO-SAN FRANCISCO CALIFORNIA USA
SHV-SHREVEPORT LOUISIANA USA
SIlV-SINGAPORE SINGAPORE
SJC-SAN JOSE CALIFORNIA USA
SJD-LOS CABOS MEXICO
SJU-SAN JUAN PUERTO RICO
SLGSALT LAKE CTI'Y UTAH USA
STC-SAINT CLOUD MINNESOTA USA
STL-ST. LOUIS MISSOURI USA
SUX-SIOUX CITY IOWA USA
SYR-SYRACUSE NEW YORK USA
SMF-SACRAMENTO CALIFORNIA USA
SNA-ORANGE COUNTY CALIFORNIA USA
SPW-SPENCER IOWA USA
SRQ-SARASOTA\BRADENTON FLORIDA USA
STGSAINT CLOUD MINNESOTA USA
STL-ST.LOUIS(INTL) MISSOURI USA
SUX-SIOUX CITY IOWA USA
SWF-NEWBURGH NEW YORK USA
SXM-ST. MARTIN NETH: ANTILLES
TLH-TALLANASSEE FLORIDA USA
TOL-TOLEDO OHIO USA
TPA-TAMPA\ST. PETERSBURG FLORIDA USA
TPE-TAIPEI TAIWAN
TUS-TUCSON ARIZONA USA
TVGTRAVERSE CITY MICHIGAN USA
TVF-THIEF RIVER FALLS MINNESOTA USA
TYS-KNOXVILLE TENNESSEE USA
AIRPORTS/CITIES
VPS-VALPARAISO FLORIDA(EGLIN AFB) USA
YEG-EDMONTON ALBERTA CANADA
YKN-YANKTON SOUTH DAKOTA USA
YOW-OTTOWA ONTARIO CANADA
YQR-REGINA SASK CANADA
YQT-THUNDER BAY ONTARIO CANADA
YVR-VANCOUVER BC CANADA
YWG-WINNIPEG MANITOBA CANADA
YUL-MONTREAL-DORVAL CANADA
YVR-VANCOUVER CANADA
YWG-WINNIPEG MANITOBA CANADA
YXD-EDMONTON ALBERTA CANADA
YXE-SASKATOON CANADA
YYGCALGARY ALBERTA CANADA
YYZ-TORONTO ONT.(PEARSON ARPT)
ZII-I-IXTAPA/ZIHUATENEJO MEXICO
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CARLtIERS
AMERICAN AIRLINES INC.
AIR CANADA
ALASKA AIRI.INES
BEMIDJI AIltLINES
CONTINENTAL AIRLINES
DELTA AIRLINES INC.
EMERY WORLDWIDE
DHL AIRWAYS
FRONTIER AIRLINES
ICELANDAIlt
FEDERAL EXPRESS
ABX AIlt INC.
BAX GLOBAL AIlt EXPRESS
AMERICA WEST AIRLINES INC.
MIDWAY AIRLINES
KLM ROYAL DUTCH AIRLINES
KITTY HAWK AIIt CARGO, INC.
VANGUARD AIRLINES, INC.
NORTHWEST AIRLINES INC.
SUN COUNTRY
TRANS WORLD AIRLiNES
TJNIT'ED AIRLINES
US AIRWAYS (US AIRWAYS AND USAIlt EXPRESS)
CASINO EXPRESS
WESTERN PAC�IC AIRLINES
AMERICAN INTERNATIONAL AIRWAYS
AIRBORNE EXPRESS
IJNIT'ED PARCEL SERVICE CO.
BAX GLOBAL
EQUIPMENT EQUIPMENT
100-FOKKER 100
319-AIltBUS INUUSTRI� A319 ,
32S-AIRBUS INDUSTRIE A320
70E-BOEING 707 FREIGHTER (ALL SERIES)
72F-BOEING '727 FREIGHT�R (ALL SERIES)
72S BOEING 72'7-200
'73S BOEING �37 (SERIES 200�200C�200QC)
733-BOEING 73'7-300
734-BOEING �3'7-400
735-BOEING 737-500
74F-BOEING 74'7-100F�200C�200F (l?REIGHTER)
744-BOEING 74�-400
� � 747 BOEING 747 (PASSENGER�ALL SERIES)
'75F BOEING 757-200PF (]Z2EIGHTER)
757-BOEING 757 (ALL SERIES)
767-BOEING 767 (ALL SERIES)
AR7-AVRO INT'L AEROSPACE AVROLINER
BEC-BEECHCRAFT (ALL SERIES)
BEI-BEECHCRAFT 1900
CNA-CESSNA (ALL SERIES)
CRJ-CANADAIR REGIONAL JET
D 10-MCDONNELL DOUGLAS DC10 (ALL SERIES)
D I F-MCDONNELL DOUGLAS DC10 (FREIGHTER)
D8F-MCDONNELL DOUGLAS DC-8 (FREIGHTER)
D9F-MCDOrfNELL DOUGLAS DC9 FREIGHTER
D9S-MCDONNELL DOUGLAS DC9 (SERIES 30\40\50)
DC9-MCDONNELL DOUGLAS DC9 (SERIES 10�20)
DH8-DE HAVII,LAND CANADA DHC8 DASH-8
EMJ-EMBRAER EMB-145
F27-FOKKER-VFW-FAIltCHII,D F27 FRiENDSHIP
F28-FOKKER-VFW F28 FELLOWSHIP (ALL SERIES)
J31-BRITISH AEROSPACE JETSTREAM 31
NIIF-MCDONNELL DOUGLAS MD-11 (FREIGHTER)
M80-MCDONNELL DOUGLAS DC9 SUPER 80
SF3-SAAB�FAIRCHII,D 340
SWM-SWEARINGEN METRO
FLT DAYS OF
TIlVi� A/D CARRIER NUMBER EQUIl'MENT OPERATION ROUTING
0001
0015
0022
0035
0400
0421
0442
0510
0518
0535
0549
0550
0551
0600
0600
0600
0600
0600
0600
0600
0600
0600
0600
0600
0600
0606
0609
0610
0611
0611
0612
0614
0615
0615
0619
0619
0620
0624
0626
0630
0633
0635
0636
0636
063�
0637
0639
0639
0640
0640
0640
0640
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A
A
D
A
A
A
D
D
A
D
A
D
D
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D
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D
D
D
D
D
A
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D
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A
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12345 7
7
123456
123456
1234567
1234567
123456
MSP LNK
MSP MCW FOD
MSP MEM
MSP RHI ESC PLN DTW
BOS MSP SAN
MKE MSP SFO
1ND MSP SNA
ORD MSP
PIT MDW MSP
DSM MSP DFW
MEM MSP FAR
DAY MSP OMA
MCI MSP ONT
DTW MSP PDX
CLE MSP SMF
DCA MSP YVR
MSP DFW
MSP BNA
MSP CMX MQT DTW '
SDF MSP FSD
MSP MKE
MSP MKE
MSP YQT
MSP JMS DVL
MSP DAY
FSD MSP ATL
MSP CLE
MSP CLE
CVG MSP GFK
BIS MSP EWR
MSP SEA
MSP SEA
MSP CID
MSP GRB
MSP LAX I-iNL
YWG MSP MCI
MSP LGA
MSP LGA
MSP STC BRD
MSP SUX
OMA MSP DCA
ORD MSP
SGF STL MSP
BWI MSP PHX
LGA MSP LAS
MSP RDU
MSP IAD
MSP IAD
MSP ALO
MSP CWA
FAR MSP BWI
MSP DSM
�
FLT DAYS OF
TIME AJD CARR�R NUMBER EQiTIPMENT OPERATION ROUTING
0938
0940
0940
0941
0944
0945
0945
0945
0950
0955
0955
0955
0955
0958
0959
1000
1000
1002
1002
1003
1003
1005
1005
1005
1006
1006
1007
1008
1008
1009
1009
1010
1010
1010
1010
1010
1011
1011
1013
1013
1014
1015
1015
1015
1016
1017
1018
1018
1020
1020
1020
1022
D
A
D
D
D
D
D
D
A
D
A
A
A
A
A
D
D
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
D
D
D
D
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
CO
I�1W
�
AA
UA
�
I�TW
UA
I�TW
NJ
SY
SY
SY
DL
NW
�
UA
AA
AA
�
US
�
I�IW
IV V��
I�7W
NW
UA
CO
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NW
NV`/
NW
�
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I�tW
NV�/
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DL
I�1W
I�TW
NW
TtW
N1�V
TW
NW
2J�V��
I�1W
NW
I�TW
NW
UA
1135
101
931
1487
1133
3242
6'75
1133
585
414
411
785
791
3785
1273
126
1114
653
763
1019
1197
3501
1243
585
1173
1173
63'7
4005
1465
560
451
627
744
746
746
746
945
3525
954
103
1271
3065
619
619
591
353
741
�41
3243
1089
1089
6042
73S
757
D10
M80
735
SF3
D9S
'72S
320
73S
72'7
727
727
CRJ
D9S
D9S
73 S
100
100
D9S
100
ARJ
D9S
7S7
320
72S
72S
EMJ
D9S
320
320
72S
D9S
320
72S
757
D10
ARJ
M80
D10
D9S
SF3
D9S
�2S
D9S
757
D10
757
SF3
D9S
320
BE1
Page 7
1234567
123456
6
123456'7
7
1234567
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123456
7
1234567
25
14
3 7
1234567
1234567
12345
123456"7
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6
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123456�
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6
12345
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1234567
1234567
1234567
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7
6
12345
1234567
1234567
1234567
1234567
1234567
123456
6
12345 �
67
1234567
123456
7
1234567
12345 7
6
6
MSP IAH
BWI MSP PHX
MSP HNL
MSP ORD
MSP DEN
MSP LSE
PHL MSP SLC
MSP DEN
MCO MSP
MSP MDW
DTW MSP LAX
DTW MSP PHX
DTW MSP SFO
CVG MSP
YUL MSP
MSP ORD
MSP ORD PHL
IvIDT ORD MSP
ISP ORD MSP
RDU MSP YEG
RIC PHL MSP
DSM MSP
HOU MSP YYZ
MCO MSP
IND MSP
IND MSP
EWR ORD MSP
CLE MSP
BNA MSP FSD
DEN MSP DCA
TPA MSP SJC,
MSY MSP ABQ
MSP DTW CLT
MSP DTW BWI
MSP DTW BWI
MSP DTW BWI
MKE MSP SEA
YQR MSP LSE
CAE ATL MSP
BOS MSP PHX
DFW MSP BOI
ATW MSP
MCI MSP GEG
MCI MSP GEG
JAX STL MSP
DCA MSP SFO
DTW MSP
DTW MSP
FAR MSP
YYZ MSP OMA
YYZ MSP OMA
GRI OFK YKN
MSP
TIl1�IE AlD CARRIER
1023
1023
1023
1024
1024
1024
1025
1025
1025
1025
1025
1025
1026
1026
1028
1028
1028
1029
1030
1030
1030
1030
1030
1030
1030
1030
1030
1030
1030
1033
1033
1033
1035
1035
1035
1035
1035
1035
1035
1038
1039
1040
1040
1040
1040
1040
1040
1040
1042
1045
1045
1045
A
A
A
A
A
A
A
A
A
A
A
D
A
A
A
A
A
A
A
A
A
A
A
A
A
A
D
D
A
A
A
A
A
A
A
A
A
A
A
A
D
A
A
A
A
A
A
D
A
A
A
�
I�TW
I�IW
NW
NW
i�tVV
I�1W
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�
NW
�
�
CO
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AC
I�1W
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AA
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N1�V
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CO
NJ
I�IW
I�IW
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NW
TW
AA
NV�/
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I�tW
FLT
NUMBER EI�iTIl'MENT
1254
1844
1844
1543
3504
104'7
3065
3264
9'7
97
3219
658
1888
1295
1845
1845
3571
673
351
3239
3271
1259
1773
1277
127�
5�'7
2879
101
101
735
23
23
1278
3127
411
286'7
3012
3295
3300
837
629
4006
608
3431
3268
3240
3046
591
1977
3509
3203
1283
D9S
DC9
D9S
D9S
ARJ
D9S
SF3
SF3
320
72S
SF3
D9S
73S
'72S
DC9
D9S
ARJ
D9S
CRJ
SF3
SF3
D9S
320
DC9
D9S
320
SF3
320
'757
D9S
320
757
100
SF3
D9S
SF3
SF3
SF3
SF3
D9S
D9S
EMJ
73S
SF3
SF3
SF3
SF3
D9S
100
AR7
SF3
D9S
..- :
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�� � � ,•� �
1234567
123456
�
123456'7
123456'7
1234567
7
1234567
123456
7
1234567
12345
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123456'7
12345
7
6
123456
1234567
7
7
1234567
�
�
123456
1234567
7
7
123456
1234567
6
12345
1234567
1234567
1234567
67
12345 �
1234567
6
1234567
1234567
123456
1234567
7
1234567
123456'7
7
12345
1234567
1234567
1234567
123456
RAP MSP SUX
YXE MSP STL
YXE MSP STL
BDL MSP YYC
CVG MSP RST
STL MSP BIL
ESC ATW MSP
CWA MSP
EWR MSP
EWR MSP
SUX MSP
MSP STL JAX
CRP IA�I MSP
MSN MSP COS
PTT MSP i'XE
PIT MSP YXE
PIT MSP
HPN MSP SLC
YYZ MSP �
BIS MSP
GPZ BRD MSP
CLE MSP BZN
FLL MSP
GRB MSP
GRB MSP
MIA MSP
BJI STC MSP
B WI MSP PHX
BWI MSP PHX
ATL MSP
ORD MSP
ORD MSP
AMA DFW MSP
CID MSP
CMEI MSP DFW
RFD DBQ MSP
LSE MSP
OMA MSP
BMI PIA MSP
CLT MSP
IAD MSP FAR
MSP CLE
DEN MCI MSP
MCW ALO MSP
RAP PIR FSD MSP
GFK MSP
BMI MLI MSP
JAX STL MSP
MSP DFW
DLH MSP CID
EAU MSP
GRR MSP
{`
TIlV1E AJD CARRIER
1045
1045
1045
1045
1045
1045
1045
1045
1045
1046
1046
104'7
104'7
1050
1055
1055
1055
1056
1100
1100
1100
1105
1106
1110
1110
1110
1110
1115
1115
1115
1115
1115
1115
1115
1115
1115
1115
1115
1115
1115
1115
1115
1115
1116
1119
1120
1120
1120
1120
1120
1120
1120
I�TW
�
NW
�
�
I�IVV
SY
SY
SY
NW
�
NW
I�TW
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US
TW
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UA
UA
UA
AC
CO
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DL
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NW
NW
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AA
UA
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I�1W
�
FLT
NUMBER EQUIl'MENT
1283
�7?
3046
115
115
3526
411
785
791
1505
1505
462
462
20
569
619
1011
658
1271
128
1097
1726
599
352
690
1019
1543
1249
3786
62'7
627
3278
3232
1465
3533
3250
469
469
956
956
217
1089
1243
2053
6052
1885
411
629
3010
1254
1254
560
320
757
SF3
320
757
ARJ
727
"72'7
72'7
D9S
72S
D9S
757
747
'75'7
72S
100
D9S
D9S
D9S
72S
72S
73S
CRJ
73S
D9S
D9S
M80
CR7
D9S
72S
SF3
SF3
D9S
ARJ
SF3
D9S
320
320
757
D9S
D9S
D9S
100
BE1
320
D9S
D9S
SF3
DC9
D9S
320
Page 9
DAYS OF
OPERATION ROUTIl�IG
7
1234567
123456
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7
1234567
2 5
14
3 7
7
123456
6
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123456�
1234567
67
1234567
12345
12345
123456
1234567
1234567
1234567
123456'7
1234567
1234567
1234567
6
12345 �
123456�
1234567
12345 7
6
123456�
6
12345 7
6
12345 7
1234567
1234567
1234567
1234567
1234567
6
1234567
1234567
7
6
12345 '7
12345 7
GRR MSP
LGA MSP
MLI MSP
PHL MSP SNA
PHL MSP SNA
RST MSP YQR
DTW MSP LAX
DTW MSP PHX
DTW MSP SFO
MDW MSP RNO
MDW MSP RNO
MEM MSP
MEM MSP
SIN NRT MSP BOS
MEM MSP DEN
MCI MSP GEG
MSP CLT GSP
MSP STL JAX
DFW MSP BOI
MSP ORD
MSP ORD STL
DEN MSP
SYR ORD MSP
MSP YYZ
MSP EWR
RDU MSP YEG
BDL MSP YYC
MSP ATL MOB
MSP CVG
MSY MSP ABQ
MSY MSP ABQ
MSP BRD BJI
MSP DSM
BNA MSP FSD
MSP FSD
MSP GFK
MSP MEM
MSP MEM
MSP MEM MCO
MSP MEM MCO
MSP MCI
YYZ MSP OMA
HOU MSP YYZ
MSP ORD
BKX FRM MSP
MSP CUN
CMH MSP DFW
IAD MSP FAR
MSP STC
RAP MSP SUX
RAP MSP SUX
DEN MSP DCA
TIlVIE AJD CARRIER
1122
1124
1125
1125
1125
1125
1125
1125
1125
1125
1125
1125
1125
1126
1126
1130
1130
1130
1130
1130
1130
1130
1130
1132
1135
1135
1135
1135
1135
1135
1135
1135
1136
1140
1140
1140
1140
1140
1140
1140
1140
1142
1145
1145
1145
1150
1150
1152
1153
1154
1155
1155
UA
CO
I�IW
NW
I�TW
NW
I�1W
I�TW
NW
NW
NW
�
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US
US
I�IW
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DL
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NW
FLT
NUMBER EQUIl'MENT
6042
697
127
12'7
3073
722
1259
3509
2977
3044
3149
353
1844
1756
1756
1047
750
305
3525
592
3'73
1505
3504
1361
3061
3014
2806
3441
199
945
1845
1845
104
416
1068
1295
506
506
45l
3526
620
742
3132
103
115
743
1171
672
612
1906
1544
569
BEl
735
D9S
320
SF3
75�
D9S
ARJ
SF3
SF3
SF3
757
DC9
M80
733
D9S
D9S
D10
ARJ
320
320
725
ARJ
100
SF3
SF3
SF3
SF3
757
D10
DC9
D9S
757
73S
D9S
72S
D9S
757
320
ARJ
D9S
72F
SF3
D10
320
D9S
D9S
D9S
72S
M80
D9S
75�
Page 10
DAYS OF
OPERATION ROUTIl�TG
�
123456'7
123456
7
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GRI OFK YKN
EWR MSP
ORD MSP
ORD MSP
MSP ATW
MSP BOS
CLE MSP BZN
DLH MSP CID
MSP DBQ RFD
MSP DLH
MSP PIA
DCA MSP SFO
Y3� MSP STL
PIT MSP
PIT MSP
STL MSP BIL
MSP DTW LAN
MSP LAX
YQR MSP LSE
MSP MCO
MSP PDX
NIDW MSP RNO
CVG MSP RST
EWR ORD MSP
MSP ALO
MSP CWA
MSP LNK
MSP MCW
MSP SAN
MKE MSP SEA
PIT MSP YXE
PIT MSP I'3�
PHX MSP B WI
MSP MDW
MSP MDW
MSN MSP COS
MSP LGA
MSP LGA
TPA MSP SJC
RST MSP YQR
MSP STL IAD
TOL MSP PDX
MSP EAU
BOS MSP PHX
PHL MSP SNA
DTW MSP
IND MSP
SLC MSP CLT
GEG MSP CLE
SAT CVG MSP
YYC MSP IAD
MEM MSP DEN
MSP
0
�
TIlVIE AJD CARRIER
1155
1155
1156
1159
1200
1200
1200
1200
1200
1201
1201
1201
1202
1202
1203
1206
1207
1207
1208
1209
1209
1210
1210
1211
1214
1214
1214
1216
1218
1218
1218
1218
1220
1220
1220
1221
1221
1222
1222
1223
1223
1223
1223
1223
1224
1224
1225
1228
1228
1228
1230
1230
D
D
A
A
A
D
D
D
D
A
A
A
D
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
D
D
A
A
D
A
A
A
A
A
A
A
A
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NUMBER EQiTIl'MENT
673
6055
1022
19
3436
136
401
540
6043
566
132
457
1524
1552
'706
1044
722
302
396
'710
581
1270
1050
574
1841
3541
928
584
3402
3154
3445
6044
3408
856
856
651
651
'742
1253
1266
3471
3088
214
6074
1296
446
624
3221
3201
3374
2818
2877
D9S
BEl
D9S
72S
SF3
D9S
72'7
73S
BE1
'72S
D9S
735
735
M80
M80
D9S
�2F
320
72S
757
757
D9S
D9S
320
D9S
ARJ
320
757
SF3
SF3
SF3
BE1
SF3
M80
733
DC9
D9S
72F
D9S
D9S
SF3
SF3
D9S
BE1
72S
757
72S
SF3
SF3
SF3
SF3
SF3
Page 11
DAYS OF
OPERATION ROUTIlVG
1234567
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3
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7
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12345
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6
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123456'7
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7
HPN MSP SLC
MSP BKX
YEG MSP
BOS MSP NRT SIN
DTW RFD DBQ MSP
MSP ORD
MSP SAN LAX
MSP ORD BUF
MSP YKN OFK GRI
DEN MSP LGA
FSD MSP
ORD MSP
MSP IAH MIA
ATL MSP
MSO GTF MSP MSN
BIL MSP MDW
TOL MSP
LAX MSP PHL
SMF MSP DTW YYZ
LAS MSP MKE
MCO MSP
BOI MSP YUI.
FAR MSP
SAN MSP MIA
GFK MSP
GFK MSP HI'N
HNL SFO MSP
SEA MSP MCO
ALO MSP
HIB DLH MSP
LSE RST MSP
OFK YICN MSP
BRD STC MSP
MSP PIT LGA
MSP PIT LGA
MKE MSP
MKE MSP
TOL MSP PDX
OMA MSP RAP
BZN MSP " FAR
CID MSP
CWA MSP
MCI MSP YWG
DVL JMS MSP
COS MSP ATL
PDX MSP TPA
ABQ MSP 1ND
DSM MSP
FOD MCW MSP
SUX MSP
ABR ATY MSP
ABR ATY MSP
1YluI, :��= zs�i ,.
1230
1230
1230
1230
1230
1230
1230
1230
1230
1230
1231
1231
1233
1237
1239
1240
1240
1240
1244
1250
1250
1250
1250
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DAYS OF
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DAYS OF
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DAYS OF
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DAYS OF
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DAYS OF
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DAYS OF
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YWG MSP
MCI MSP
BNA MSP FSD
HPN MSP RST
BOS MSP SEA
MSP SUX
MSP JMS DVL
SFO MSP MKE
MSP BRD GPZ
MSY MSP DEN
MSY MSP DEN
MSP EAU ESC
MSP LNK
MSP MCW FOD
EWR MSP PDX
EWR MSP PDX
BDL MSP YEG
SDF MSP YYC
RNO MSP DTW
SEA MSP BOS
LAX MSP
LNK MSP
DFW MSP
MQT CMX MSP
NIDW MSP YWG
SJC MSP EWR
SNA MSP
ABR ATY MSP
DFW MSP
RAP PIR FSD MSP
GRR MSP
GRR MSP
LSE MSP
RST MSP
BIS MSP
DLH MSP
STL MSP GRB
STL MSP GRB
DCA ORD MSP
MSN MSP
ATW MSP
CWA MSP
RAP MSP ORD
LSE RST MSP
DSM MSP
FAR MSP IAD
SUX MSP
EWR MSP
PHL MSP DLH
CID MSP
EWR MSP
TIlVIE A!D CARRIER
2117
2117
2118
2119
2119
2119
2119
2120
2120
2121
2122
2122
2122
2125
2125
2125
2128
2130
2130
2130
2131
2131
2135
2136
2137
2138
2138
2138
2140
2140
2140
2140
2140
2145
2145
2145
2145
2145
2145
2145
2145
2145
2146
2148
2150
2150
2150
2150
2150
2151
2153
2154
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A
A
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A
A
A
A
A
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1081
509
509
509
583
3213
445
515
325
325
1241
664
311'7
5�2
147
557
715
714
700
729
742
�31
3534
562
1117
1117
2751
1472
1288
716
324
162
602
1504
1534
1534
674
591
402
659
697
3789
1207
353
598
455
354
559
418
123
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72S
D9S
D9S
72S
757
�57
SF3
320
M80
D9S
320
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727
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727
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757
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320
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320
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72S
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B WI MSP
LGA MSP
LGA MSP
LGA MSP
MCO MSP
GFK MSP
MBJ TPA
LGA MSP
DCA MSP
DCA MSP
HOU MSP
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MLI MSP
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ORD MSP
MSP PHL
MKE MSP
SEA MSP
ATL MSP
BOS MSP
JFK MSP
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MSP BNA
MSP GRR
MSP LGA
MSP DCA
SEA MSP
MSP CLE
RNO MSP
MSP MSN
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SLC MSP
MSP STL
SAN LAX
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SDF STL
CVG MSP
MSP MEM
MSP ILN
STL MSP
MSP MEM
SFO MSP
MSP SDF
SAT ORD
MSP DAY
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GFK
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PHX
MSP DEN
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TIlVIE A/D CARRIER
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2155
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2205
2205
2205
2205
2205
2205
2205
2206
2207
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2210
2210
2210
2210
2210
2210
2210
2215
2215
2215
2215
2215
2215
221�
2217
2217
2219
2219
2220
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FLT DAYS OF
NUMBER EQUIl'MENT OPERATION ROUTING
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1098
2840
626
1075
1021
148
148
1057
190
1081
412
2847
2995
689
3026
311
2934
153
718
1069
1069
555
142
445
147
775
1241
1241
310
3406
3103
3134
515
2848
452
452
452
4S4
454
1080
3534
731
583
718
2099
358
3094
3047
3448
715
3266
73S
D9S
SF3
D9S
D9S
D1F
'72S
D9S
D9S
320
D9S
727
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SF3
320
SF3
320
SF3
320
757
D9S
72S
D8F
'72F
320
D9S
D9S
320
D9S
320
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SF3
SF3
M80
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DC9
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757
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757
757
320
320
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SF3
SF3
75'7
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Page 29
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OMA MSP BIS
MSP OMA
FAR MSP IAD
MDW MSP YWG
MSP ORD
RAP MSP ORD
RAP MSP ORD
MSP FAR
SJC MSP EWR
BWI MSP RST
LAX MSP
MSP ABR PIR
MSP DBQ RFD
PHL MSP DLH
MSP GFK
MSP LAX
MSP PIA BMI
MSP SEA
LAS MSP
MDW MSP
MDW MSP
MSP RFD
MSP MCI CVG
MBJ TPA MSP DEN
ORD MSP FSD
E WR MSP GFK
MSP IND
HOU MSP iND
LAX MSP DTW
MSP ALO MCW
MSP ATW
M5P EAU RHI
LGA MSP MCI
MSP STC ATY
MEM MSP
ICT MEM MSP
ICT MEM MSP
MEM MSP
MEM MSP
MSP MDW
GRB MSP CVG
ATL MSP OMA
MCO MSP PHX
LAS MSP
MSP LAS SAN
SFO MSP
MSP CWA
MSP DSM
MSP I-IIB GPZ
MKE MSP LAS
MSP LSE
FLT DAYS OF ,
TIME A/D CARR�R NUMBER EQUIl'MENT OPERATION ROUTING
2230 D CBO '772 72F 1234 MSP H[JF �
2230 A SY 792 727 1 5 SFO MSP
2235 D NW 2926 SF3 12345 7 MSP CID
2235 D NW 3370 SF3 12345 7 MSP MLI
2235 D NW llll 757 12345 RSW DTW MSP SFO
2235 D NW - 1895 757 7 MSP SFO
2235 D NW 2935 SF3 12345 � MSP SUX
2235 A SY 588 �2'7 6 AUA DTW MSP
2235 A SY 742 727 1 JFK MSP
2240 A SY 324 72'7 7 BOS MSP
2247 A NW 108 320 123456'7 PHX MSP
2254 A AA 1940 M80 123456'7 DFW MSP
2259 D NW 310 D9S 7 LAX MSP DTW
2259 D NW 310 320 12345 LAX MSP DTW
2300 A F9 652 '733 1234567 SEA DEN MSP'
2300 A SY 784 727 23 PHX MSP
2300 A SY 754 727 6 SRQ MSP
2303 A CO 1138 735 12345 7 DFW IAH MSP
2310 A AA 1925 100 12345 7 ORD MSP
2310 A NJ 614 73S 12345 7 DEN MCI M5P
2315 A SY 462 '727 4 7 IAH SAT MSP
2321 A NW 749 '757 12345 7 DTW MSP
2325 A SY 512 727 12345 7 DTW MSP
2330 A SY 84 D10 56 PHX MSP
2336 A UA 1889 73S 1234567 CVG ORD MSP (
2351 A DL 366 733 1234567 SAN SLC MSP '
2357 A DL 3791 CRJ 12345 7 CVG MSP
Page 30
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ABQ-ALBUQUERQUE NEW MEXICO USA
ABR-ABERDEEN SOUTEI DAKOTA USA
ACA-ACAPULCO, MEXICO
ALB-ALBANY NEW YORK USA
ALO-WATERLOO IOWA USA
AMA-AMARILLO, TFXAS (A�MARILLO INT'L) USA
AMS-AMSTERDAM NETHERLANDS
ANC-ANCHORAGE ALASKA USA
ARN-STOCKHOLM SWEDEN
ASE-ASPEN COLORADO USA
ATL-ATLANTA GEORGIA USA
ATW-APPLETON WISCONSIN USA
ATY-WATERTOWN SOUTH DAKOTA USA
AUA-ARUBA ARUBA
AUS-AUSTIN TEXAS USA
AZO-KALAMAZOO MICHIGAN USA
BDL-HARTFORD CTISPRINGFIELD MA USA
BFL BAKERSFIELD CALIFOlZNIA USA
BGM-BINGHAMTON NEW YORK USA
BGR-BANGOR, MA',[NE USA
BHM-BIltMINGHAM ALABAMA U3A
BIL BILLINGS MONTANA USA
BIS-BISMARCK NORTH DAKOTA USA
BJI-BEIvID�7i M[NNESOTA USA
BJX-LEON MEXICO
BKX-BROOKINGS SOUTH DAKOTA USA
BMI - BLOOMINGTON/NORMAL ILLINOIS USA
BNA-NASHVILLE TENNESSEE USA
BOG-BOGOTA COLOMBIA
BOI-BOISE IDAHO USA
BOS-BOSTON MASSACHUSETTS USA
BRD-BRAINERD I��NNESOTA USA
BTR-BATON ROUGE LOUISIANNA USA
BUF-BUFFALO NEW YORK USA
BUR-BURBANK CALIFORIVIA USA
BWI-BALTIMORE MAkYLAND USA
BZN-BOZEMAN MONTANA USA
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CDG-PARIS(C.DEGAULLE) FRANCE
CHA-CHATTANOOGA TENNESSEE USA
CHS-CHARLESTON SOUTH CAROLINA USA
CII�-CEDAR RAPIDS�IOWA CITY IOWA USA
CLE-CLEVELAND OHIO USA
CLT-CHARLOTTE NORTH CAROLINA USA
CMH-COLUMBUS OHIO USA
CMI-CHAI'.VIPAIGN/tJRBANA ILLINOIS USA
CMX-HANCOCK MICHIGAN USA
COS-COLORADO SPRINGS COLORADO USA
CUN-CANCUN MEXICO
CVG-CINCINNATI OHIO USA
CWA-WAUSAU WISCONSIN USA
CZM-COZUMEL MEXICO
DAB-DAYTONA BEACH FLORIDA USA
DAY-DAYTON(INTL) OHIO USA
DCA-WASHINGTON(NATIONAL ARPT)
DEN DENVER COLORADO USA
DFW-DALLAS�FT. WORTH TEXAS USA
DLH-DULUTH MN�SUPERIOR WI USA
DSM-DES MOINES IOWA USA
DTW-DETROIT MICH(METRO WAYNE CO.)
DVL DEVIL,S LAKE NORTH DAKOTA USA
EAU-EAU CLAIRE WISCONSiN USA
EGE-EAGLE COLORADO USA
ELP-EL PASO TEXAS USA
ESC-ESCANABA MICHIGAN USA
EUG-EUGENE OREGON USA
EWR-NEW YORK NitINEWARK NJ USA
FAI-FAIRBANKS ALASKA USA
FAR-FARGO NORTH DAKOTA USA
FAT-FRESNO CALIFORNIA USA
FCA-KALISPELL\GLACIER NATL PK MT USA
FFM-FURGUS FALLS MINNESOTA USA
FLL-FT. LAUDERDALE FLORIDA USA
FOD-FORT DODGE IOWA USA
FRA-FRANICF(TRT FED. REP. OF GER.��ANY
FRM-FAIlZMONT MINNESOTA USA
FSD-SIOUX FALLS SOUTH DAKOTA USA
FWA-FORT WAYNE INDIANA USA
GDL-GUADALAJARA MEXICO
GEG-SPOKAN]E WASHINGTON USA
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GRB-GREEN BAY WISCONSIN USA
GRI-GRAND ISLAND NEBRASKA USA
GRR-GRAND RAPIDS MICHIGAN USA
GSO-GREENSBORO�H.PTIWIN-SALEM NC USA
GSP-GREENVILLE\SPARTANBURG SC USA
GTF-GREAT FALLS MONTANA USA
�IDN-STEAMBOAT SPRINGS COLORADO USA
I-IIB-HIBBING MINNESOTA USA
HKG-HONG KONG HONG KONG
HLN-HELENA MONTANA USA
HNL-HONOLULU OAHU; HAWAII USA
HON-HURON SOUTH DAKOTA USA
HOU-HOUSTON(HOBBY ARPT) TEXAS USA
HPN-WHITE PLAINS NEW YORK USA
HRL-HARLINGEN TEXAS USA
HSV-HUNTSVII,LE ALABAMA USA
HUF-TERRE HAUTE INDIANA USA
IAD-WASHINGTON(DULLES ARPT)
IAH-HOUSTON(INTL ARPT) TEXAS USA
ICT-WICHITA KANSAS USA
ILN-WII.MINGTON OHIO USA
IMT-IRON MOUNTAIN MICHIGAN USA
IND-INDIANAPOLIS INDIANA USA
INL-INTL FALLS I�IINNESOTA USA
ISN-WII.LISTON NORTH DAKOTA USA
ISP-LONG ISLAND MACARTHLTR NY USA
IWD-IItONWOOD MICHIGAN USA
AIRPORTS/CITIES
DBQ-DUBUQUE IOWA USA
7AX-JACKSONVILLE FLORIDA USA
7FK-NEW YORK(KENNEDY ARPT)
JMS-JAMESTOWN NORTH DAKOTA USA
KEF-REYKJAVII� ICELAND
KIX-0SAKA JAPAN
KUL-KUALALUMPtTi� MALAYSIA
LAN-LANSING MICHIGAN USA
LAS-LAS VEGAS NEVADA USA
LAX-LOS ANGELES(INTL ARPT') CALIF. USA
LEX-LE7�NGTON KENTUCKY USA
LGA-NEW YORK(LA GUARDIA)
LGW-LONDON ENGLAND UK
LTT-LITTLE ROCK ARKANSAS USA
LNK-LINCOLN NEBRASKA USA
LSE-LA CROSSE W1IWINONA MN USA
MBJ-MONTEGO BAY JAMAICA
MBS-SAGINAW MICHIGAN USA
MCI-KANSAS CITY MISSOURI USA
MCO-0RLANDO FLORIDA USA
MCW-MASON CITY IOWA USA
NIDW-CHICAGO ILLINOIS USA
MDT-HAIt][tISBURG PENNSYLVAI�tIA USA
MEM-MEMPHIS TENNESSEE USA
MEX-MEXICO CITY MEXICO
MFE-MC ALLEN TEXAS USA
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MIA-MIAMI FLA. (II�TL ARP'1�
MKE-MII.WAUKEE WISCONSIN USA
MKG-MUSKEGON MICHIGAN USA
MKT-MATTICATO MII�tNESOTA USA
MLB-MELBOtifRNE FLORIDA USA
MLI-MOLINE ILLINOIS USA
MIvII..-MARSHALL MINNESOTA USA
MNL-MANII�A PHII.IPPINES
MOT-MINOT NORTH DAKOTA USA
MQT-MAR.QUETTE MICHIGAN USA
MSN-MADISON WISCONSIN USA
MSO-MISSOULA MONTANA USA
MSP-T�IINNEAPOLIS\ST. PAtTL MN USA
MSY-NEW ORLEANS LOUISIANA USA
M'I'Y-MONTERREY MEXICO
1VIXF' - MALPENSA TTALY
MYR-MYRTLE BEACH SOUTH CAROLINA USA
NRT-TOKYO 7APAN
OAK-OAKLAND CALIFORIVIA USA
OFK-NORFOLK NEBRASKA USA
OKC-0KLAHOMA CITY OKLAHOMA USA
OMA-OT![AHA NEBRASKA USA
ONT-ONTARIO CALIFORI�TIA USA
ORD-CHICAGO ILL.(O'HARI� ARPT)
ORF-NORFOLK\VA. BEACH\WMBG VA USA
OTG-WORTHINGTQN MINNESOTA USA
PBI-WEST PALM BEACH FLORIDA USA
PDX-PORTLAND OREGON USA
JAC-JACKSON HOLE WYOMING USA
PIA-PEORIA ILLINOIS USA
PIlt-PIERRE SOUTf-I DAKOTA USA
PIT-PITTSBURGH PENNSYLVANiA USA
PLN-PELLSTON MICHIGAN USA
POP-PUERTO PLATA DOMINICAN REP.
PSC PASCO WASHINGTON USA
PSP PALM SPRINGS CALIFORtVIA USA
PVD-PROVIDENCE RHODE ISLAND USA
PVR-PUERTO VALLARTA MEXICO
PWM-PORTLAND MfAINE USA
RAP•RAPID CITY SOUTH DAKOTA USA
RDU-RALIEGH/DURFiAM NORTH CAROLINA USA
RFD ROCKFORD ILLINOIS USA
RHI-P�IINELANDER WISCONSIN USA
RiC-RICHMOND VIRGiNA USA
RNO-RENO NEVADA USA
ROA-ROANOKE VIRGINIA USA
ROC-ROCHESTER NEW YORK USA
RST-ROCHESTER MINNESOTA USA
RSW-FORT MYERS FLORIDA USA
SAN-SAN DIEGO CALIFORNIA USA
SAT-SAN ANTOl�tiO TEXAS USA
SAV-SAVANNAH GEORGIA USA
SBA-SANTA BARBARA CALIFORNIA USA
SDF-LOUISVILLE KENTUCKY USA
SEA-SEATTLE WASHINGTON USA
SEL-SEOUL SOUTEI KOREA
SFO-SAN FRANCISCO CALIFORNIA USA
SHV-SHREVEPORT LOUISIANA USA
SIN-SINGAPORE SINGAPORE
SJC-SAN JOSE CALIFORNIA USA
SJD-LOS CABOS MEXICO
SJU-SAN JUAN PUERTO RICO
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STC-SAINT CLOUD MINNESOTA USA
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SYR-SYRACUSE NEW YORK USA
SMF-SACRAMENTO CALIFORNIA USA
SNA-ORANGE COUNTY CALIFOItNIA USA
SPW-SPENCER IOWA USA
SRQ-SARASOTA�BRADENTON FLORIDA USA
STC-SAINT CLOUD M[INN]ESOTA USA
STL-ST.LOiTIS(INTL) MISSOURI USA
SUX-SIOUX CITY IOWA USA
SWF-NEWBURGH NEW YORK USA
SXM-ST. MARTIN NETH. ANTILLES
TLH-TALLAHASSEE FLORIDA USA
TOL•TOLEDO OHIO USA
TPA-TAMI'A\ST. PETERSBURG FLORIDA USA
TPE-TAIPEI TAIWAN
TUS-TUCSON ARtZONA USA
TVGTRAVERSE CITY MICHIGAN USA
TVF-THiEF RIVER FALLS I��IINNFSOTA USA
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YKN YANKTON SOUTH DAKOTA USA
YOW-0TTOWA ONTARIO CANADA
YQR-REGINA SASK CANADA
YQT-THUNDER BAY• ONTARIO CANADA
YVR-VANCOUVER BC CANADA
YWG-WQ�INIPEG MArTITOBA CANADA
YUL-MONTREAL-DORVAL CANADA
TYS-KNOXVILLE TENNESSEE USA
VPS-VALPARAISO FLORIDA(EGLIN AFB) USA
YVR-VANCOUVER CANADA
YWG-VV]NNIPEG I��ANITOBA CANADA
YXD EDMONTON ALBERTA CANADA
1'XE-SASKATOON CANADA
YYGCALGARY ALBERTA CANADA
YYZ-TORONTO ONT.(PEARSON ARPT)
ZIH-IXTAPA/ZIHUATENEJO MEXICO