04-09-1997 ARC PacketCITY OF MENDOTA HEIGHTS
AIRPORT RELATIONS COMMISSION
' AGENDA
Aprii 9, 1997 - 7 p.m. - Large Conference Room
1.
2.
3.
4.
5.
�
7.
Call to Order - 7 p.m.
Introduction of New Cammissioners
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* Mary Des Roches and George May
Roll Call
Approval of March 12,1997 Meeting Minutes.
Unfinished and New Business:
Presentation of FAA Video - How Noise Contours are Measured
Discuss FAA Finding of No Significant Impact and Implementation of
Non-Simultaneous Departure Procedures
Announcement of Federal Interagency Committee on Aviation Noise
(FICAN) Public Forum on Noise Research - May 13, 1997
Discuss MAC Strategic Plan and MAC Response to Councilmember
Jill Smith
Updates
�� Roger's Lake Boundary Block Request
. Acknowledge News Articles on Non-Simultaneous Departure
��Procedures
Acknowledge Postponement of 1997 Construction on Runway 11 R
�� Review MASAC Objectives fior 1997
Acknowledge Recei�t of Various Reports/Correspondence:
Ef�
9�
MASAC Agenda for March 25, 1997 and February 25, 1997 Minutes
MASAC's Technical Advisor's Report for February 1997
MASAC's Monthly Complaint Summary for February 1997
MASAC's Corridor Gate Penetration Analysis for February 1997
MASAC Operations Committee Agenda and Minutes for March 21,
1997
NDCARC Minutes for February 21, 1997
Airport Noise Report
8. Other Comments or Concerns.
9. Adjourn.
Auxiliary aids for disabled persons are available upon request at least 120 hours in advance. If a notice � i
of less than 120 hours is received, the City of Mendota Heights will make every attempt to provide the
aids, however, this may not be possible on short notice. Please contact City Administration at 452-
1850 with requests -
CITY OF MEIVDOTA HEIGHTS
DAKOTA COUNTY, MINNESOTA
AIRPORT RELATIONS COMMISSION MINUTES
MARCH 12, 1997
The regular meeting of the Mendota Heights Airport Relations Commission was
held on Wednesday, March 12, 1997 in the City Hall �arge Conference Room,
1101 Victoria Curve. The meeting was called to order at 7:00 p.m. The following
members were present: Beaty, Leuman, Stein and Fitzer. Commissioner Gross
was excused. Also present were City Administrator Kevin Batchelder and Senior
Secretary Kim Blaeser.
CANDIDATE INTERVIEWS
The Commission interviewed three appiicants to fill twa vacancies on the
Commission. It was noted that a fourth applicant, Mr. James Lilly, was
unable to attend the interview session. The Commission interviewed Mr.
John Hagman, Ms. Mary Des Roches and Mr. George May.
Commissioner Fitzer moved to recommend that the City Council appoint
�_� Mary Des Roches and George May to fill the two vacancies on the Airport
Relations Commission.
Commissioner Leuman seconded the motion.
AYES: 4
NAYS: 0
PRESENTATION ON CONSTRUCTION
OF RUNWAY 11 R IN 1997 -
MR. BRUCE WAGONER - FAA
Mr. Bruce Wagoner, FAA Control Tower Manager, was present to discuss
operational changes expected during the construction of Runway 11 R.
Mr. Wagoner explained that the Runway construction will begin on May 1
and end approximately August 30. He explained that the construction of a
feeder taxiway for runway 22 south of the north runway and west of
runway 22 will begin on April 1. Chair Beaty inquired if this process will
consist of three phases. Mr. Wagoner responded yes.
1
Wagoner stated that the west 3,000 feet of Runway 11 R will be closed
which wiil leave 6,000 feet of available runway space. He explained that �
narrow body aircraft such as DC-9, 757, 737, 727 and MD-80 can use this \
runway.
Mr. Wagoner informed the Commission that there is a concern that
Northwest Airlines may decide to block the reconstruction of Runway 11 R.
He explained that Northwest is apparently opposed to the reconstruction of
Runway 11 R until the North/South Runway is completed. Chair Beaty
stated that the Commission was unaware of this development.
As a result of the construction process, Mr. Wagoner explained that there
will be some major operational changes. He explained that the two main
operational modes will be land/depart Runway 11 L/R, depart Runway 22
and land/depart 29L/R, depart runway 22.
Mr. Wagoner explained that Runway 29L/R/22 will be used as much as 75
percent of the time during the summer. He explained that this configuration
is the least complex and has the least amount of potential for delays due to
the independent operations that can be conducted on Runway 29R/11 L and
Runway 22.
Wagoner explained there will be more jet operations on the north runway
than normal due to runway length with more props utilizing the south ��
runway due to increased jet traffic on the north runway.
The Commission expressed concern regarding the amount of aircraft landing
over Mendota Heights and whether the City should be concerned with
safety issues. Mr. Wagoner responded that the City should not be
concerned.
Mr. Wagoner informed the Commission that all heavy departures will require
the north runway or the cross runway.
Regarding the taxiway construction, Mr. Wagoner stated that there will be
increased taxiway traffic and that each controller will be responsible for not
only air traffic but also taxiway traffic. Mr. Wagoner stated that this will be
a very complex time for the air traffic controllers.
Commissioner Fitzer inquired if there will be an increased use of Runway 4.
Mr. Wagoner responded no and that it will only be used during severe
weather patterns.
2 �
Mr. Wagoner stated that the operational changes may cause delays and that
the regular "rushes" may last a little longer than normal.
In response to a question from Commissioner Stein regarding Northwest
Airlines opposition, Mr. Wagoner stated that the IVIAC feels this project is a
"go". He stated that he believes that Northwest Airlines is concerned with
the possible delays and the fact that delays cause airlines to lose money.
He stated that Northwest Airlines wants to push the construction of the
north/south runway.
Mr. Wagoner stated that the City can expect a significant increased use af
Runway 22 for departures, a minimum of 50 percent will depart on Runway
22 when the wind allows. He stated that it is anticipated that the airport
capacity will remain close to what it presently is. He stated Dakota County
can expect more arrivals with departures an 29R and 22.
In response to a question from Administrator Batchelder, Mr. Wagoner
stated that 6,000 feet of available runway is an adequate amount of runway
for an aircraft. He further informed the Commission that pilots have the
option to decide whether they are comfortable in departing or arriving on a
specific runway.
�' � Commissioner Stein inquired about air traffic projections in the next ten
- years. Mr. Wagoner responded that the traffic is expected to grow three
percent per year. He stated that even with the construction of the
north/south runway, the amount of traffic will be significant. He stated that
right now, there are 8 or 9"pushes" a day and that 2 of these "pushes'° are
at or over the capacity.
/_\:7 �:Z�1�/�\ �i - ► i ►
Commissioner Leuman moved approval of the February 12, 1997 IVlinutes.
Commissioner Stein seconded the motion.
AYES: 4
NAYS: 0
DISCUSS STAGE 11 BACKSLIDING -
LETTER FROM NORTHWEST AIRLINES
The Commission acknowledged receipt of a letter from Jennifer Sayre,
Northwest Airlines, regarding Stage II and Stage III aircraft operations at
MSP. The Commission acknowledged receipt of information regarding NWA
!� ? 3
Fleet Conversion Plan.
��.
It was noted that Ms. Sayre states that NWA is in full compliance with the
federal law mandating complete Stage II elimination by the year 2000. Ms.
Sayre pointed out that NWA continues to hushkit their DC9-30 fleet at an
accelerated rate, reaching a total of 80 in February of 1997.
NDCARC LEl?ER TO JEFF HAMIEL, IVIAC
The Commission acknowledged receipt of a March 3, 1997 letter from Mr.
Jon Hohenstein, representing NDCARC, to Mr. Jeffrey Hamiel, requesting
that the MAC make a better effort in communicating information to City
representatives. It was noted that the NDCARC letterhead should be given
to the City of Eagan.
MSP MITIGATION PROGRAM -
LEl?ER TO MR. SANDY GRIEVE, MAC CHAIR
The Commission acknowledged receipt of a letter from the NDCARC to fVlr.
Sandy Grieve requesting that a work plan or timeline for the implementation
of the Mitigation Program be established.
ACKNOWLEDGE RECEIPT OF VARIOUS
REPORTS/CORRESPONDENCE
The Commission acknowledged receipt of the MASAC Agenda for February
25, 1997 and January 28, 1997 Minutes. The Commission noted that the
MASAC Minutes record two representatives from each business/city. The
Commission felt it necessary to review the MASAC By-Laws for further
clarification.
The Commission acknowledged receipt of the MASAC's Technical Advisor's
Report for January 1997. It was pointed out that the Furlong neighbor
received the third highest measurement of noise in January.
The Commission acknowledged receipt of the MASAC monthly complainfi
summary for January 1997.
The Commission acknowledged receipt of the MASAC Corridor Gate
Penetration Analysis for January 1997.
The Commission acknowledged receipt of the MASAC Operations
Committee Minutes for February 21, 1997. Administrator Batchelder
0
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pointed out that the Committee discussed pursuing public relations efforts in
i relation to runway construction projects. It was noted that the City of
Bloomington has created an effort to inform its own residents of the
construction process which was contrary to what the MASAC Operations
Committee had originally discussed. Batchelder stated that the original
discussions focused on the MAC informing all of the surrounding cities of
constructian process.
The Commission acknowledged receipt of an Agenda for Eagan's Airport
Commission for March 11, 1997. Chair Beaty asked that a copy of the
NDCARC Agenda be included on all future Airport Relations Commission
agendas.
The Commission acknowledged receipt of MASAC's Current Roster and By-
�aws.
The Commission acknowledged receipt of the MSP 1994 Runway
Configuration Use Charts.
The Commission acknowledged receipt of MASAC's request for Information
Program from City of Bloomington.
ADJOURNMENT
There being no further business, the Airport Relations Commission
adjourned its meeting at 9:45 p.m.
Respectfully submitted,
Kimberlee K. Blaeser
Senior Secretary
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U.S. Department
of Transportation
Federai Aviafiion
! Administration
ifl�rsi: � w ��G�-
Great Lakes Region
Illinois, Indiana, Michigan,
Minnesota, North Dakota,
Ohio, South Dakota,
Wisconsin
Mr. Jon Hohenstein
Assistant to the City Administrator
City of Mendota Heights
1101 Victoria Curve
Mendota Heights, MN 56118
Mr. Hohenstein:
2300 East Devon Avenue
Des Plaines, iilinois 60018
Encfosed please find the results of our environmental evaluation of modification to the
noise abatement procedures utilized in the Eagan-Mendota Heights Corridor. On the
basis of the evaluation in the enclosed Environmentai Assessment (EA), the Great
Lakes Region Air Traffic Divisian, Operations 8ranch, has approved and issued a
Finding of No Significant Impact (FONSi). The FUNS1 approval is attached to the EA
document. The FONSI indicates that the proposed action is consistent with existing
environmentai policies and objectives as set fo�th in the Nationai Environmental Policy
Act of 1969 and wiil not significantiy affect the quality of the environment.
The noise abatement procedures to be impiemented are as foilows:
Whenever possible, under non-simuitaneous conditions;
Aircraft departing Runway 11 R will be assigned a heading to maintain an
approximate ground tracfc of 105° magnetic (M), and
Aircraft departing Runway 11 L wili be assigned a heading to maintain a ground
tracic along the extended centerfine, approximately 118° M.
A depiction of the propose�i fiight track fo� Runway 1'i L can be found in Figure 2 of the
EA. No change is associated with the present day flight tracic for Runway 11 R.
Spe�ific questions regarding the EA/FONSI may be directed to Ms. Annette Davis, at
847-294-7832. Thank you for your active participation in this project.
Sincerely,
� �� �
��`�ohn A. Claybom
Manager, Operations B
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mt o Phone (612) 726-8100 • Fax (612) 726-5296
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March 27, 1997
Ms. Jill Smith
Mendota Heights City Council
1101 Victoria Curve �
Mendota Heights, MN 5�118
Dear Counciiwoman:
�q���Y
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Jeff Hamiel asked me to follow up with you and send a copy of the "draft" strategic plan for
_ the Metropolitan Airports Commission. The latest version is enclosed for your review. A draft
% ) of this document will be presented to our Commission in April, with the final plan being
presented to the Commission in May for approval.
Please feel free to call either Jeff or myself if you have any questions regarding this material.
Thank you.
Sincerely,
� '
an Nielsen
Manager of Staff Development
726-8136
Enclasure
cc: Jeff Hamiel
The ivfetropolitan Airports Commission is an affirmative action employer.
Reliever Airports: AIRLAKE . ANOKA COLJNTY/BLAii�1E • CRYSTAI. • FLYING CLOUD . I.AKE El,:bf0 • S�'.IiVT PAUL DOWNTOWN
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♦�eA�el
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� April l, 1997
Mr. Robert 7ohnson, Chair - Policy Advisory Committee
MAC Part 150 Sound Insulation Program
6040 28th Avenue South
Minneapolis, MN 55450
Dear Mr. Johnson:
This letter is to formally request the Policy Advisory Committee's consideration of the
eligibility of four properties that may be within the 1996 DNL 65 Contour, and thus eligible
for sound insulation as a boundary block. The subject properties are 2301 Swan Drive, 2303
Swan Drive, 2311 Swan Drive and 2319 Swan Drive and aze shown in the shaded azea. on the
atta.ched map.
The City of Mendota. Heights considers these four properties to be part of one block,
immediately north of Block 22 (which was included as a boundary block in 1996). It appears
that the 1996 DNL 65 Contour crosses, or intersects, the properties' boundaries and that they
should be included in program. In November 1995, the FAA approved eligibility of all �� '
"boundary blocks" (i.e., blocks partially intersected by the outermost DNL 65 contour line of
the certified 1996 DNL Noise Exposure Map). The attached map includes a best estimate of
the location of the FAR Part 150 1996 DNL 65 Contour.
Mr. Steve Vecchi, MAC Part 150 Manager, suggested that the Policy Advisory Committee
consider this item at their next scheduled meeting in April. I would urge the Policy Advisory �� �
Committee to recommend the inclusion of these homes as eligible for the Part 150 Sound
Insulation Program, as it appears they may have been inadvertently left off the list of eligible
properties according to the FAA's boundary block decision.
The City of Mendota. Iieights is prepared to provide any additional information that may be
necessary for the Policy Advisory Committee's considera.tion of this request. Thank you for
your consideration of this matter.
Sincerely,
����n����r—
Kevin Batchelder
City Admuustrator
cc: Steve Vecchi, MAC Part 150 Manager
( )
1101 �lictoria. Cu�ve • 1Vi.endota Heights, 1�I� ��511� 4�2 • 1850
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March 26, 1997
Mr. Kevin L. Batchelder
City Aci�ninistrator
City of Mendota Heights
1101 Victoria Curve
Mendota Heights, MN 55118
Dear Mr. Batchelder:
Because of the unique boundary line anangements associated with each of our properties, we
believe that we may be entitled to relief provided by the MAC Part 150 Sound Insulation Program. As
you can see from the attached chart, our boundary lines appear to fall within the eligibility area of the
1996 LDN noise contour.
We respectfully request that you bring this matter to the attention of the MAC at their ne:tt
scheduled meeting on March 31, 1997. Please phone any of us if you have any questions or need further
information.
Sincerely,
/ ' � 1L-�1'°
�,",_ � G _
�
Darwin P. Prewitt
2301 Swan Drive
Mendota Heights, MN 55120
686-0695
�`
, ,
C topher and Maureen Nachtsheim
2303 Swan Drive
Mendota Heights, MN 55120
454-1065
Enclosure
� and Karie Wood
2319 Swan Drive
Mendota Heights, MN 55120
452-9139
►
_�.��c_ ����'���
Dick Bjorklund
2311 Swan Drive
Mendota Heights, NIN 55120
452-3452
_
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{� � .� `�,Mendota,Litydele,�a{d�SunBehLaketoj{u�:fl iiia, ���a' `�fl,jJy�'' �airEsd� t -��a i' i;i'..`.� ��' � . ,
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f' ;�axor+e +' m�eeoo :wnrrrnns •maans,���c.:.;::t.�r.Volume 20, Number�l3':-''+�''r,..ri.a�,�.���,•�.<<:;�i::;�;�;•Sunday,�March:23, 1997 S�(p
; ;
f�, cmaaa�nar m�n! ' Fnx m-ezea '
�� , '.'Cy�f_ 3y��W� .nr".d�� � , ,. . ., � r ;7�,�tl i'�� ... . . ., . .,1n� �. � . . � r�: . � � � "�'y�. • �. .
air�.trainc<: f
diversion:'means : � -
.quieter�nights..�, sr� �
: sY,;�� �. . i;:
�. ;in:�Mendota�n�:� �;>
� �� . � .� �,
.; Heights �;, �, , ,
z .by Sendy Donovan +� '
,, ;Stei� Wnter . r � �' ; .�
,:'!�r;.i4� .. a: �:• . `, , :
�d,,, IPspboutio get a litqe ensien ',
. to sleep:through,lha night in: .``'�•`-
b' .Mendota Heights. .J ••' `"' �^.-o�c',: :
F �t,';A;study completed last week
6.:':,.i6n .�.Federnt.-,.Aviation .. ,
way for the diversion of some —"
' nighttime air'trafflc through'a ' '
neazby industrial(boitidor and' '
away from residential Mendola
Heighls: .
''"This is a signiGcant factor :
. . for`getling some abatement in :;.i
'�i the!noise in Mendota Heights,". ' '
commented' Muyor `CNarles
. .Mertensotto;.noting that city,
� �officinis+� began::;asking the.
Metropolitan : Airpor6•
..Commission lo look inro n ttight-�
path,change more than a ybar�
ago`.�=";"i'::c+�'S: �".:':.:.,... ;
� Currenity'runway,ilR, one of ' -
:two parnUel runways at the _
;•ai�poA, has a depadure path that' _
;pub planes diroctiy over;thc
' tbeidential. 'areus 'South of -
Highway" 110 �in . Mendota
� 'Heights.'fhe city.had asked.to -
' have iho'sc flighls diverted n few' �:;_;
, ,miles soulh during tiines',of �
nonaimuilaneous departures or.,. : •
when balh'runways are:not in . _�
use.' �'r°t'a"","'<<ter y , '
But '.since the ptoposed , :
� change in flight paths would `
' hava those planu tlying closer to _
; residential arcas in neighboring ': '
-` .Esgan;'ofticinis in that city had �
% asked fara study on the how,il -
� :would be ��.impacted.'.'The. '
i .;
i,rompletion of Ihe study, showing - _
i lhnt,the proposed change would ;-_�.:
' no4,�� .,significantly!:;.affect::
enyimnmeniul quality, provides a . ' - '
; green.light•fot�the new lake•oFf :
�• ni, �c....,.. ;,�; .
_plans. v� J:�r, ,.n... . n .. �. _ :,
�.::Pritparily�only nighttime. -
' noise will be reduced, since:•'-:�:-
generally,•.hours of non-� �
simultancous departures arc trom
around i i p.m. to 6 a.m. At thosc •=
times, iiepurtures from i1R will
use a 118•degree heading instend .'
of ; lhe ' normal "105-degree' '
�headirig, ivhich will.keep thoso, :
planes in lhc center of (he -�.:i
industrially zoned rnriidar along� -
the Mendota Heights/Eagaq :
bordec Becau9e the 118-degree
heading wili eross the take-off
path of the pnrailel runway, iC :-
can only be used during slow
times. i ''-
' Mendota Heights City - -
Admi�tistralor Kevin Batcheider "�
saidresidenis can,expccl quietcr '::��;:
nights'"�ycry � soon. Airport , .
officinls rcporl Ih�Ccontrollcrs ;
are:currcntly bcingirained lo •.
direcc flighis along ttic new �
hcading. " ' '�
� `+•Ji1F Smi,th, a City Council :
� Noise.. ` � -
, . , Conqnued on Page 12 � `
_,. ,.. •1
;,� .
Noise:.. ` �' -
� Continued ftom Pege 1 .
mcmbcr.who is also on. the.
Mendota ' Hcights � 'Airport
Relations Cammittee, agrees that
the new'deparWre path will
improve the cur�ent noise
situntion but said the commission
will rnNinuc pushing for a more
cyoitable.distrib,ution of air
traffic Ihroughaut the metro area:
Shc nolcd that currently about 60
percent of all Minneapolis-5t:
paul Intcmmionnl �Airpori traflic
flies over Mendola Heights and
Eagan, Iwo communilies where
�thc ruaf af ovcrhend Oights is a
� familiar background noisc. � ' '
��,�•�Wc�,fecl��thnt•.rit,s. an
'aJ'vantage Io liva ciosa ro the•
',nirport nnd to conduct business
'close Io the airport, and we feel
'�'it's � fair � that :�.all close
Icommunities share tho noise
gcncrated by�thc airport," Smith�
',said. ;..:.�:��%"S�'�{ti';�:.-:,�..-:,
•`�Spccifically,•she explained;.
•ihe scheduled langthening of
Irunway 422 lhis summer will.
'!+help achieve a' fairer traffic
; distributian. Runway 422, which
: crosses the two aforementioned
, paralicl runv/ays, has planes takc
o(F uver Bloomingion instcad of
thc Mendota Hcighls/Eagan
corridor.' ' . .. ' .
° Smith said once that runway
is Icngihcned to. acwmmodatc
largcr planes, il will'host a
grcatcr percentagc oF Ihe•
airputl's departutes — good
newy for.McnJola Hcights
resiJenls: � .
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,r Minneapolis / St. Paul International Airport
��� � �- � MONTHLY MEETING - Metropo[rtan Aircraft Sound Abatement Council
c'�v�;mw»:
Robert P.7�hawn
u�•� cn�r,,,wn:
, Thomas Hueg
Trc%nical rUli•isar.
'15�acf Erlckson
Actin,q Secreturv:
MelEti�sa Scovronskl
Airbnrne Erprcu:
Brian Bales
Air Tivrtsport Associatinn:
Paul McGraw
ALPA:
Charles W. Curry Jr.
Ciry ajBloomingrarc
Petrona Lee
Vem Wilrnx
Citv af Buma�ille:
Ett Porter
Citv af fir��m:
Tom E�un
Ciry ojlnvtr Grove HeigGts:
Dale Hammons
Ciiv ojblrndom Hrights:
JW Smith
City of hfinnrapalis:
James B. Serrin
John Rlc6tcr
Joe Lee
Iudtth Dodge
City ojRirhfrrld:
Kristal SWkes
Dawn Weihel �
Ciry ojSt. Louit Park:
Ra6ert Adrews
Ciry ojSG Paul:
C. Scott Bunln
Thomas H. Hueg
C:voi Ann McGuire
Dtlta Air Linrs lnc.:
R(ch K�ell
Fcderd Erpress:
D:ut DeBord
FeJeru! Avia(ia� Adminisrrtuinn:
Bruce Wagoncr
Ronald Glaub
MAC s�ap
Dlck Keinz
MB'L1:
Rnbert P. Johason
Mesnba NorYhwest Aidink:
DnntelShce6an
Metmpoliran Airporls Commission:
Commisioner Altnn Gasper
MN Air Nutiowl Gu�nL•
M�jor Roy J. Shetkn �
Northwest Airtines
Mark Salmen
Jenni(er Suyre
St. Paul C7tnmher ojCommeree:
Cratg Wruck
Sun CounrrvAirlines:
Dale K•rriya
United Airlines lna:
Blll Yantlss
United Purcr! Srrvice:
Steve Wniker
U.S. Air Fnrce Reservr:
Captaln Duvtd J. Gerken
� �
Metropolitan Airports Cornmission
Declaration of Purposes
1.) Promote public welfare and national security; serve public interest, convenience,
and necessity; promote air navigation and aansportation, international, national, state,
and local, in and through this state; promote the efficient, safe, and economical
handling of air commerce; assure the inclusion of this state in national and intemational
programs of air transportadon; and to those ends to develop the full gotentialities of the
metropolitan 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 facilities and services in that area;
2.) Assure the residents of the metropolitan 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 around airports.
Metropolitan Aircraft Sound Abatement Council
Statement of Pu�pose
This corporation was formed in furtherance of the general welfare of the communities
adjoining Minneapolis-St. Paul International Airport - Wold-Chamberlain Field, a
public airport in the County of Hennepin, State of Minnesota, through the alieviation 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 sugoestion for the alleviation of
the same; through initiation, coordination and promotion of reasonable and effective
procedures, control and regulations, consistent with the safe operation of the airport and
of aircraft using the same; and through dissernination of information to the affected
communities, their affected residents, and the users of the airport respecting the
problem of aircraft noise nuisance and in respect to suggestions made and actions
initiated and taken to alleviate the problem.
Metropolitan Aircraft Sound Abatement Council
Representation
The membership shall include �representatives appointed by agencies, corporations,
associations and governmental bodies which by reason of their statutory authority and
responsibility or control over the airport, or by reason of their status as airport users,
have a direct interest in the operation of the airport. Such members will be called User
Representatives and Public Representatives, provided that the User Representatives and
Pubiic Representatives shall at all times be equal in number.
The Airport 24-hour Noise Hatline is 726-9411.
Complaints to the hotline do not result in changes
in Airpon activity, but provides a public sounding
board and airport information outlet. The hotline
is staffed during business hours, Monday - Friday.
This report is prepazed and printed in house by
Chad Leqve, ANSP Technician
Questions or comments may be directed to:
MAC - Aviation Noise & Satellite Program
Minneapolis / St. Paul International Airport
6040 28th Avenue South
Minneapolis, 1VIN 5�450
Tef: (612) 725-633 t, Fax: (612) 725-6310
ANSP Home Page: http://www.macavsat.org
IVYetropoliian Airports Co�nrr�ission Aviation Noise f� Satellite Programs R
C
C
�; .
O�erations a�ad Complaint ��c��a��y I -
Operations Summary - All Aircraft ..........................:..........................................................1
MSP February Fleet Mix Percentage ...................................................................................1
Airport February Complaint Summary ................................................................................1
February Operations Summary - Airport Directors Office ..................................................1
�i�a�aea,p�li,� - ►St. �a��l I�a������io�c�l ���°�o�t C'�����i�� �5�a�a�a�y 2
ComplaintSummary by City ...............................................................................................2
.A.vail��le T'a�e,�'o�° �z��wa� �Js� 3
TowerLog Reports - All Hours ...........................................................................................3
Tower Log Reports - Niahttixne Hours ................................................................................3
��� (���'I'f���Or''�S 4�
Runway Use Report February 1997 .....................................................................................4
C'a�-�ie�- ,�e� ����al�'o�s 5
Runway Use Report February 1997 .....................................................................................5
1�������� - �.1� (J���-a�i�ns 6
Runway Use Report February 1997 .....................................................................................6
1����i���� C'a�-�-�e�° ,��t C����a���,� 7
Runway Use Report February 1997 .....................................................................................7
C'a�-�-�e�-.J�� C��e�����s �.�' �'�'�� �
�i���°�,�'� I�'���i���- a,��l ��sc���t�o�a �'a��e 9
�����ay �I,�� - .���I1�Iig�t ���-ir��s - �.1� ��e�-�cti��s 1 �
DaytimeHours ...................................................................................................................10
.. �'o����nz�y �v��, f��g�� �.�alys�s �1 . _
' Carrier Jet Operations - All Hours .....................................................................................11
�,
_..
Carrier Jet Operations - Nighttime (1 lpm - 6 am) .............................................................11
Aviation Noise & Satellite Programs
I�emote Monitorang Site Locataons 12
C'arrier ,Jet Arrival I2elaied 1lToise Eve�ts 13
Count of Arrival Aircraft Noise Events for Each RMT ....................................... :............13
�'ar�-aer Jet Departu�e IZelated li�oise Ev�nts 14
a
Count of Departure Aircraft Noise Events for Each RMT ................................................14
7'en Loudesi �i.rrcr�ft 1�o�se Events Identa�eal I S
�"en Loudest �l.i�cra,�'t 1Voase Events Ide�ti�ed 16
7'en Loudest Aar°c�aft 1Voase Events Identi�ed 17
�"en Lo�ade�t Air��°aft 1`�oise �vents Idenia�ed' I S
�'en �o�dest �r�°cra,�'t Noise Ev�nts Identz�eci
�"en Loude,�t �li�°cra,�'t l�oise Events Identi zed
�'light �'rack �a�e 1Vla� 21
m
�
�4i�po�-t 1Voise an�' O�e�acaons 1�o�natoranb ►S�ste� �la��i� �'�-czc�ks 22
Carrier Jet Operations - February 1997 .............................................................................22
�4irpart l�oise and' Ope�-ations 1�lo�at€��°ing ,System �li�l�t �'�°a��� 23
Carrier Jet Operations - February 1997 .............................................................................23
�i��or� l�o�s� rx�d (��e�-a�a°o�as 1V�'a�aitori�g Syste��a F'lagh� 7'�-�ck,s 24
Carrier Jet Operations - February 1997 ................................................................••.......... 24
�.��po�°i Noase a�d Op��°a%'on,s 1V1'onitorang Sys�e�a �'li��t 7'�°r��ks 25
Carrier Jet Operations - February 1997 ............................................................................ 25
.��aty�is o�'Ai�-�ra,�� Noise �vents -14irc�aft Ldn d'�(A)
�nalys�s o„�"�a�cr�f� 1�oise �vent� - �.a�-c�-aft L,�n dB(A)
Aviation Noise & Satellite Programs
�
�7 :
(.
Nietropolitan Airports Commission
Operations and Cormplaint �ummary
February 199'7
Operations Summary - All Aircraet
Runway t�rrival % Use Ileparture % Use
pq. 44 0.3% 29 0.2%
22 117 0.8% 945 6.7%
11 3049 21.2°Io 3419 24.3°Io
29 11193 77.7% 9674 68.8%
N�SP February Fleet Niix Perce�tage
Scheduled Scheduled AleiOlVIS A.NOMS
��ag� � 1996 � - 1997 Couaat 1996 Coa�nt 1997
Stage 2 53.5% 42.4% 52.6% 45.6%
Stage 3 46.5% 57.6% 47.4% 54.4%
Airport February Complaint Surizmary
Airpma�t 1996 � 1997
MSP 476 725
Airlake 0 0
Anoka 0 1
Crystai 0 3
Fiying Cloud 3 4
Lake Elmo 0 1
St. Paul 1 0
Misc. 2 �
TOTAL _ . � 482 . 734
February Operations Summary - FA.A Airport Traffic 12ecord
Aviation Noise & Satellite Programs
Page 1
Metropolitan Airports Commission
l�inne�polis - 5t. Paul Interr�atio��l Airp�rt Complaint �urn�ary
�e'bruary 1997
Complaint Summary by City
City Arrival Depart�re = 7Cota� P'ercentag�e
Bioomington 0 10 10 1.5%
Burnsville 1 13 14 2.0%
Eagan 4� 23 67 � 9.7%
Eden Prairie 2 2 4 0.6%
Edina 1 3 4 0.6°Io
Inver Grove Heights 5 249 254 36.9°%
Mendota Heights 12 30 42 6.1%
Minneapolis 62 111 173 25.1%
Prior Lake 0 1 1 0.1%
Richfield 5 51 56 8.1%
South St. Paul 0 1 1 0.1%
St. Louis Park 23 7 30 4.4%
St. Paul 25 2 27 3.9%
Sunfish Lake 0 6 6 0.9%
To��H 180 S09 689 1Q0%
'I'irne o� �ay l�iatur� of Coa�plai�at
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Page 2 Aviation Noise & Satellite Programs
Metropolitan Airports Commission
�,.V�ilable Time %�° Run�ay �.7s�
�'o�ver Log R�ports - �'e�r�ary 1997
All Hours
= 0%
46%
20%
�° _ _�
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N. 7
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Aviation Noise & Satellite Programs
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Page 3
Metropolitan Airports Commission
Ilunway
, � !�,• , �;
�Tse I�eport February 1997
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[vore: �c � � aata misstng Jor 4.v� aays
Page 4 Aviation Noise & Satellite Programs
Carr�er Jei Operations
�umway Use Report February 1997
0.1 %
- 6$.�%
20.0
0.$%
�
Metropolitan Airports Commission
79.1 %
23.i %
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Note: AKI J' data missing Jor 4.4 days
Aviation Noise & Satellite Programs
�
n
Page 5
Metropolitan Airports Commission
l�lighttime - All C)perations
I�.unway
Use IZeport February 1997
�
4.1%
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Page 6 Aviation Noise & Satellite Programs
�Tighii��� Carrier Jet Operations
R��vvay �Jse Repo�t February �997
',__ l 2.8°Io
,., �� +
I '
,.-
}.I
9.2%
6.4%
;l�l="
Metropolitan Airports Commission
�o
53.1 %
.�.::.av:.��.:�.._a�-:.nn..vr.s.�.�-.:�.v..,..o:a....ar+-.. �r::�-v:__.�r>:.:..:,...wrvr. ._.-�-.m+�.n.'..r't-�.e,.r:v�.r.��rv.�.v _'r..v........x, -
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�vote: Atc [ � ctata missing Jor v.� aays
Aviation Noise & Sateilite Programs
Page 7
Metropolitan Airports Commission
Page &
� . . ,, � • � � � i ,•
. '� � 1 1
r�ircraft Type Count Perc�ntage
B707 0 0.0%
B727H . 249 1.4%a
B733/4/5 630 � 3.5%
B747 75 0.4%
B74F 22 0.1%
B757 1827 10.2%
B767 1 0.0%
BA46 0 0.0%
CL65 243 1.4%
DA10 0 0.0%
� DC 10 $49 4.8%
DC87 91 0.5%
DC9H 2322 13.0%
EA30 13 0.1%
EA31 28 0.2%
EA32 1705 9.6%
FK 10 702 3.9% �
L1011 85 0.5%
MD11 16 0.1%
MD80 834 4.7%
BA10 13 0.1%
BA11 0 0.0%
B727 2179 12.2%
B737 1205 6.7%
DC8 58 0.3%
DC9 � 4682� 26.3%
�x2s o o.o%
Tatal - 17$29 g00%
Note: ARTS data missing for 4.4 days
Aviation Noise & Satellite Programs
� �? ' . '� � : ,:�
�`��e ` , '.;. :i ,� cF :- ;��'�
�
C
Identifier
B707
B727
B727H
B733/4/5
8737
B747
B74F
B757
B767
BA10
BAl l
BA46
CL65
DA10
DC 10
DC8
DC87
DC9
DC9H
EA30
EA31
EA32
FK10
FK27
FK28
L1011
MD 11
MD80
SW3
SW4
SF34
Metropolitan Airports Commission
t�grcraf� Iclentifier and I)�scriptflor�'Table
Aircraft Descriptaon
BOEING 707
BOEING 727
BOEING 727 - HUSH KIT
BOEING 737-300/400/500
BOEING 737 100/200 SERIES
BOEING 747
BOEING 747 FREIGHTER
BOEING 757
BOEIlVG 767
BRITISH AEROSPACE 125
BRITISH AEROSPACE 111
BRITISH AEROSPACE 146
CANADAIR 650
FALCON 10
MCDONNELL DOUGLAS DC 10
MCDONNE.LL DOUGLAS DC8
MCDONNELL DOUGLAS DC8 70-SERIES RE
MCDONNELL DOUGLAS DC9
MCDONNELL DOUGLAS DC9 HUSH KIT
AIl2BUS II�iDUSTRIES A300
AIRBUS INDUSTRIES A310
AIRBUS INDUSTRIES A320
FOKKER 100
FOKKER F27 (PROP)
FOKKER F28
LOCKHEED TRISTAR L 1011
MCDONNELL DOUGLAS DC 11
MCDONNELL DOUGLAS DC9 80-SERIES
SWEARINGEN METROLINER 3
SWEARINGEN METROLINER 4
SAAB 340
Aviation Noise & Satellite Programs
Page 9
Nletropolitan Airports Commission
l�.unway LTse - Iiay/I�igl�i Periocls - A.11 C�perations �
IVlinneapolis - St. �aul Internaiio�al A,irpori �ebruary 1997
Daytime Hours
I2unway IDepartures Percentage Arrivals Percemtage Total Day
Name �ay Use _ Day Use
04 16 0.1% ' 22 0.2% � 38 .
11L 1546 11.3% 1433 10.5% 2979
11R 1709 12.4% 1538 11.2% " 3247
22 891 6.5% 76 0.6% "'' 967
29L 5317 38.7% 5564 40.7% "::` 10881
29R 4267 31.0% 5032 36.8% 9299 .
�; 'Total '. � � 13745 � "100% - 13665 100% :;::;: 27411
I�tighttime Haurs
l�unway I9epartures Percentage Arrivals Percentage
Name Night Use Night Use Totall�tight
04 13 4.1 % 22 3.0% 35
11L 81 25.2% 51 6.9% 132
11R 83 25.9% 27 3.7% 110
22 54 16.8% 41 5.5% -:;95;..::.
29L 53 16.5% 347 47.0% �:.::.- 400 _.:. :-:.::.
29R 37 11.5% 250 33.9% �:: - 287 -�
;_To� �; .. �321_,.<: 100% 73� '. . 1{DO% `',1059 =:
Note: ARTS data missing for 4.4 days
Page 10 Aviation Noise & Sateilite Programs
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C
Metropolitan Airports Commission
� Cornrn�nity Overfiight Analysis
I�iinneapolis - St. Paui Inie�a�ational Airport February 1997 �
Carrier Jet Operations - All Hours
'Total Percent iVumber of
Overflight Area Number Nur�lbe� ��.��r Jet Carrier Jet Operations
Arriv�ls �2e�artures ��erataons Operations per 24 Houas
Over So. Minneapolis/ 1828 5981 7809 43.8% 330.9
No. Richfield
Over So. Richfield/ 11 691 702 3.9% 29.7
Bloomington
Over St. Paul - 71 11 82 0.5% 3.5
Highland Park
Over Eagan/ 7229 2007 9236 51.8°Io 391.4
Mendota Heights
, , Total :: - , ' 17�29 . ; ;: � 1�0% : ` - :755.5 ..
C�rier Je� Opera�ions - l�tig�t#arne (11�Z� - 6�n)
I`�tu�ab�� l�uan�er ��tafl Percamt I�tumber of
,. Ove�#�gl�at Area r�rriv�s De�a�tures d�arr�er Jet Carrier ye� Opera�ions
} O�eratnor�s O�s�erat�oaas per 24 I�[oears
Over So. Minneapolisl 46 29 75 11.6% 2.8
No. Richfield
Over So. RichfieldJ 4 34 38 5.9% 1.4
Bloomington
Over St. Paul - 32 4 36 5.6% 1.3
Highland Park
Over�Eagan/ 419 76 � 495 76.9% 18.2
Mendota Heights
Tot�l 64� 1�0% 23.7
Note: ARTS datamissing for 4.4 days
Aviation Noise & Satellite Programs Page 11 .
Metropolitan Airports Commission
12emote IVlonitoring Site Locations
Airport Noise and Operataons IVlonitoring System
�_
Page 12 Aviation Noise & Satellite Prob ams
Metropolitan Airports Commission
� . ;.. ,. � �r.', .� �, . ..
' �, . ��
Count of Arrivai Aircraft Noise Events for Each RIVIT
�� City Approximate Street Location Events Events Events Events
� >55dB >�Od�i >90ci� >100d�
1 Minneapolis Xerxes Avenue & 41st Street 781 59 1 0
2 Minneapolis Fremont Avenue & 43rd Street 890 105 3 0
3 Minneapolis W Elmwood Street & Belmont Avenue 965 34� 8 �0
4 Minneapolis Oakland Avenue & 49th Street 973 390 13 0
5 Minneapolis 12th Avenue & 58th Street 1038 520 85 5
6 Minneapolis 25th Avenue & 57th Street 1092 589 151 12
7 Richfield Wentworth Avenue & 64th Street 211 10 0 0
8 Minneapolis Longfellow Avenue & 43rd Street 196 9 0 0
9 St. Paul Saratoga Street & Hartford Avenue 56 35 3 0
10 St. Paul Itasca Avenue & Bowdoin Street 93 48 9 0
11 St. Paul Finn Street & Scheffer Avenue 30 2 0 0
12 St. Paul Alton Street & Rockwood Avenue 31 14 0 0
�' ) 13 Mendota Heights Southeast end of Mohican Court 435 2 0 0
14 Eagan First Street & McKee Street 5659 376 0 0
15 Mendota Heights Cullen Street & Lexington Avenue 831 29 0 0
16 � Eagan Avalon Avenue & Vilas Lane 4419 929 4 0
17 Bloomington 84th Street & 4th Avenue 30 2 0 0
1$ Richfield 75th Street & 17th Avenue 89 19 2. 1
19 Btoomington 16th Avenue & 84th Street 28 3 0 0
20 Richfield 75th Street & 3rd Avenue " 42 1 0 0
21 Inver Grove Heights Barbara Avenue & 67th Street 100 3 0 Q
22 Inver Grove Heights Anne Marie Trail 2545 52 0 0
23 Mendota Heights End of Kenndon Avenue 1879 240 12 0
24 Eagan Chapel Lane & Wren Lane 3491 63 13 0
Note: ARTS data missing for 4.4 days
Aviation Noise & Satellite Programs � Page 13
Metropolitan Airports Commission
Carr�er Jet I)eparture Related �oise Evenis
February 1997
Count of Departure Aircraft Noise Events for Each RNIT
RMT Events Events Events Events
ID City Approximate Street Location �Sd� >80dB >90dB >100dB
1 Minneapolis Xerxes Avenue & 41st Street 731 162 1 0
2 Minneapolis Fremont Avenue & 43rd Street 1253 396 4 0
3 ' Minneapolis W Elmwood Street & Belmont Avenue 1929 202 17 0
4 Minneapolis Oakland Avenue & 49th Street 2766 594 44 3
5 Minneapolis 12th Avenue & 58th Street 4993 2140 590 56
6 Minneapolis 25th Avenue & 57th Street 5489 2863 1319 273
7 Richfield Wentworth Avenue & 64th Street 3413 1000 117 5
8 Minneapolis Longfellow Avenue & 43rd Street 518 91 10 0
9 St. Paul Saratoga Street & Hartford Avenue 16 0 ' 0 0
10 St. Paul Itasca Avenue & Bowdoin Street 91 37 2 0
11 St. Paul Finn Street � Scheffer Avenue 38 11 0 0
12 St. Paul Alton S�reet & Rockwood Avenue 44 16 0 0
13 Mendota Heights Southeast end of Mohican Court 984 196 3 0
14 Eagan First Street & McKee Street 1270 400 34 0
15 Mendota Heights Cullen Street & Lexington Avenue 1682 360 36 0
16 Eagan Avalon Avenue &�las Lane 1782 526 97 5
17 Bloomington 84th Street & 4th Avenue 460 25 6 0
18 Richfield 75th Street & 17th Avenue 1852 383 103 6
19 Bloomington 16th Avenue & 84th Street 720 259 63 3
2Q � Richfield 75th Street & 3rd Avenue " 750 45 6 0
21 Inver Grove Heights Barbara Avenue & 67th Street 570 68 1 0
22 Inver Grove Heights Anne Marie Trail 804 181 0 0
23 Mendota Heights End of Kenndon Avenue 2294 590 182 11
24 Eagan Chapel Lane & Wren Lane 1025 184 5 0
Note: ARTS data missing for 4.4 days
Page 14 Aviation Noise & Satellite Programs
�
�.:
Metropolitan Airpons Commission
Ten Loudest A.ireraft I�oise Evenis Identified
RMT #1: Xerxes Ave. � 41st St.
Minneapolis
Date Time �C MaY �
Ty�se Level
OJ07/971331:37 B747 90.2 D
02/03/9711:37:56 DC9 90.1 A
02/21/97 20:06:21 B727 89.5 D
02/03/9711:34:39 B727 89.2 A
02/03/9711:35:25 B727 89.1 A
� 02103197 11:50:05 DC9 89.0 A
02/03/9711:54:00 DC9 89.0 A
02/03/97 11:44:35 B7.27 88.9 A'
07J04/9719:35:10 B727 88.4 D
OZ/17/9712:46:58 B727 88.2 A
IPNiT #3: � Eimwood S� & �elmorai Ave.
Ii�anneapolis
' Date Time : A/C ., l�ax - ��
.::- - :.- a - Type . ; . .: Level , .
02/29/97 8:20:20 DC9 95.8 D
02/21/97 9:30:13 B727 95.5 D
02/19/9713:13:53 B727 95.4 D
0212 1/97 2 1:01:09 B727 95.4 D
02/23/9713:11:39 B747 94.8 D
Oti02/9713:12:26 B747 94.6 D
02121/9717:21:29 B727 94.6 D
02/07/97 13:31:01 , B 747 94.2 D
OZ/10/9713:22:56 DC9 94:1 D
02/28/9716:12:31 B727 94.1 A
i2Ni'T,#2: Fremont Ave. & 43rd S�
1Vlinneapolis
Date Time �� M� A/D
Type Level
02/ZO/9712:14:29 B727 96.6 D
02/28/9'7 9:51:15 B727 93.2 A
02/03/97 20:49:09 DC9 91.9 A
02/21/97 8:09:02 SW3 91.9 D
02/25/97 6:44:07 B727 91.0 A
02/04/9719:35:07 B727 90.7 D
02/10/9"716:06:31 B727 90.7 D
02/01/9712:23:05 B737 90.6 D
02/14197 9:06:27 B727 89.2 D
02/23/9718:30:14 DC9 89.2 D
Z�IVI'I' #4: �akland Ave. �i 49th St.
Miraaaeapolis
: A/C .:� Max
� Date Time . . _ �AA/� ,
, , � :_ �e. Level -
02/20/9712:13:54 B727 101.8 D
02/10/9710:02:53 B727 101.7 D
02/27/97 934:25 B727 101.4 D
02/ 19/97 9:43:00 B727 101.3 D
02/19/9711:56:33 B727 100.2 D
02/21/97 9:19:06 B727 99.9 D
02/11/9716:26:27 B727 993 D
02/Ol/97 9:53:48 B727 99.0 D
02/06/97 9:47:36 : B727 973 D
02/10/9712:27:23 B737 97.3 D
Note: ARTS data missing for 4.4 days
Aviation Noise & Satellite Programs Page 15
Metropolitan Airports Commission
�'en I�oudest Aircraft l�oise Eve�ts Identified
R1VIT #S: 12th Ave. & 58th St.
� Minneapolis
Date Time �C Max �
Type Level
02/Ol/97 8:54:47 B727 106.4 D
02/2219716:33:11 B737 106.0 A
02/Ol/97 8:52:26 B727 105.8 D
02J22/9715:26:08 B727 105.4 D �
02/O1/97 8:12:57 B727 105.2 D
02101/9710:15:40 B727 105.1 D
02/O1/9� 18:05:51 B727 105.0 D
02J27/9713:59:13 B727 104.8 D
02/O1/97 6:31:38 B727 104.6 D
' 02/06/97 6:55:49 B727 104.6 D
12MT #7: Wentworth Ave. & 64th S�
Richfield
. A/C MaY _ _.
Date Time - A/D . .
...�� :TYPe' ':Level .-.
02/21/97 8:44:13 B727 102.3 D
0?J27/9712:07:22 B727 101.7 D
02/11/97 9:15:25 B727 101.2 D
02/27/97 7:55:16 B727 101.0 D
02/27/97 9:25:02 DC9 100.7 D
02110/9714:06:43 B727 99.6 D
0?J02/9718:47:33 B737 99.4 D
02/04/9713:17:25 B727 99.4 D
02/14/97 9:22:08 B727 99.4 D
02/OS/97 8:18:48 B727 98.9 D
RMT #6: 25th Ave. & 57th S�
Minneapolis
Date Time �c �aY A/D
Type Level
02/27/97 9:34:0'7 B727 109.5 D
02/20/9712:13:36 B727 109.0 D
02/10/9710:02:31 B727 108.7 D
02/Ol/9712:12:21 B727 108.4 D
02/19/9'7 9:42:36 B727 108.1 D
02/O1/97 9:53:26 B727 107.9 D
02/08/97 9:40:03 DC9 107.8 D
02/O1/97 9:32:04 B72'7 107.5 D
02/13/9712:10:59 B727 107.4 D
02/27/97 7:46:49 B727 10?.4 D
RMT #8: Longfeilow Ave. & 43rd St.
Minneapolis
A!C Max "
.. Date �me , A/Li ,
T'ype Level: _
02/21/97 7:3937 B727 99.7 D
02/20/9'7 7:18:34 BE02 98.2 D
OZ/19J97 9:32:06 DC9 96.2 D
02/09/97 7:37:40 DC9 94.2 D
02/25/9711:29:03 DH8 94.1 D
02/27/97 9:55:23 DC9 93.2 D
02/06/97 9:32:09 DC9 93.1 D
02/26/97 7:32:07 SW3 92.2 D
02/25/97 7:15:11 WW24 92.1 D
02/26/97 7:08:48 DC9 91.0 D
Note: ARTS cinta missing for 4.4 days
Page 16 Aviation Noise & Satellite Programs
c'
C
� Metropolitan Airports Commission
'I'en I.oudest A.ircraft I�oise Events Identified
;' , RNIT #9: Saratoga St. & Hartford Ave.
� S� Paul
Date 'i'ime �C Max �
1`ype Level
02/19/97 22:35:17 B727 92.3 A
02/28/97 23:33:45 B�27 91.7 A
02/25/9'712:50:50 DC9 91.6 A
02/27/97 22:43:58 B727 87.2 A
02/27/97 23:15:39 B727 86.9 A
02I28/97 23:53:05 B73'7 86.9 A
02/17/97 23:11:38 B727 86.6 A
02/27/97 23:47:19 B727 86.6 A
02/17/9712:46:16 B727 86.3 A
02/24/97 21:27:17 S W4 86.3 A
ItMT #11: Finn S� & Scheffer Ave.
St, I'aul
Date Time _
02/24/97 5:39:16
02/21/9Z 4:43:50
02/07/97 9:14:04
OZ/09/97 9:13:11
02/09/97 9:04:36
02/11l97 8:19:05
02/19/97 9:37:56
02/09/97 9:12:16
02/24/97 8:10:23
02/09/97 10:12:13
AJC
TY�
�
SW3
B727
SF34
DC9
SW3
EA32
MD80
DC9
B727
B757
RMT #10: Itasca Ave. & Bowdoin St.
St. Paul
Date Time �C Mau �
Type Level
02/17/9712:46:58 B727 94.3 A
02/21/97 4:43:25 B727 93.4 D
02i27/97 23:28:32 B727 92.3 A
02/27/97 23:16:16 B727 92.1 A
02/17/97 23:15:05 B727 91.9 A
02/17/97 22:34:29 B727 91.0 A
02/22/97 4:45:11 B727 90.7 D
02/28/97 23:51:30 B727 90.7 A
02/13/9710:57:34 DC9 90.6 A
02/21/9713:00:03 B727 90.5 A
RMT #12: Alton S�. c� IZockwood Ave.
St. P�ul
AIC M�
Date TiYne , �e ' I.evel � �
02/06/97 20:52:11 B727 88.6 D
02/04/97 9:05:19 B727 87.7 D
02/06197 9:28:05 B727 87.5 D
02/23/97 9:43:14 DC 10 87.1 D
02111/9711:59:59 DC9 86.9 D
OZ/24/97 23:21:47 DC8 85.4 . D
02/09/97 9:31:03 DC9 85.3 D
02/11/9713:40:12 DC9 � 85.1 A
02/07/9710:50:43 BA31 84.8 A
02/10/97 14:44:50 DC 10 84.6 A
Note: ARTS data missing for 4.4 days
,
Aviation Noise & Satellite Programs Pa;e l�
Metropolitan Airports Commission
Ten I.oudest Aircr�ft l�o�se Events Ide�tified
R1VIT #13: Southeast End of Mohican Court
Mendota Heights
Date Time �C Max �
Type Level
02/20/97 9:39:18 B727 94.5 D
02/13/9716:58:50 DC9 94.0 D
02/20/97 9:51:58 B727 91.6 D
02/28/97 8:34:14 B727 89.9 D
02/13/97 8:19:57 B737 88.8 D
02/28/97 7:53:56 B727 88.7 D
02I19/97 20:36:21 B727 88.1 D
02120/9710:50:44 B737 88.0 D
02/19/9719:11:07 DC9 87.8 D
02/13/9718:3433 B737 87.5 D
R1VIT #15: Cullon St. & Lexington Ave.
Mendota Heights
- I�a'te Time .. �C Ma�c �
Type ' � Levei
0?J13/9716:58:48 DC9 98.2 D
02119/97.20:35:29 B72'7 98.0 D
02/28/97 21:56:26 B727 97.9 D
02/17/97 7:31:07 B727 97.8 D
. 02/28/97 8:33:48 B727 9�.7 D
02/19/97�20:3$:IS B727 96.3 D
02/28/9713:53:09 $727 96.2 D
02/28/97 21:02:41 B727 96.0 D
02/04/97 9:05:42 B727 95.6 D
02/13/9715:43:31 B727 95.3 D
RMT #14: 1st St. & McKee St. �
� ,
Eagari
Date Time �Q Level �
02/13/97 9:09:40 B737 99.2 D
02/17/9710:33:18 B727 98.7 D
02/20/97 9:24:16 B727 98.6 D
02/20/97 7:17:42 B727 98.4 D
02/13/9712:19:19 B727 97.0 D
02/27/9718:41:31 B727 95.9 D
02/27/9719:16:10 B727 95.7 D
02/03/9716:03:01 B727 94.9 D
02/04/97 9:06:02 B727 94.9 D
02/13/9716:46:10 B727 94.8 D
�T #16: Avalon Ave. & �ilas Lane
Eagan
Date 1�iime �C Max _�
. . . _ Type Level
02/20/97 8:30:32 B727 101.9 D
02/28/97 8:08:35 B'72'7 101.0 D
02/1'7/9714:07:38 DC9 100.6 D
02/20/97 9:24:12 B727 100.4 D
02/03/97 7:29:57 B727 100.3 D
02/28/97 9:10:11 B727 99.7 D
02/28/9712:01:23 ' B727 99.7 D
02/20/97 7:00:20 BE80 99.3 D
02/17/9711:50:49 B727 99.2 D
02/24/97 20:00:18 B727 99.0 D
C
Note: ARTS data missing for 4.4 duys
Paae 18 Aviation Noise & Satetlite Programs
Metropolitan Airports Commission
�'en I,oudest A.�rcra�� l�oi�e Events Identified
�'����� RMT #17: 84th S� & 4th Ave.
Bloomington
Date Time �� M� A/D
Type Level
02l21/97 6:15:18 B727 95.0 D
02/25/9711:12:00 B727 94.8 D
02/09/97 7:34:21 DC9 94.3 D
02/02/97 8:43:11 B727 93.8 D
02/18/9716:03:19 B727 92.0 D
02/03/97 6:31:55 B727 90.1 D
02102/9713:00:58 B727 89.8 D
02109/9716:12:26 B727 88.1 D
02/08/97 6:20:17 B727 86.2 D
02/O1/9713:57:07 EA32 86.1 D
fl2Mi #19: 16th �°ive. � �4ih S�
�loomington
Date Time ��
= �`YYPe :,
02126/97 6:13:04 B 727
02/22/97 7:28:34 B727
02/19/97 6:14:08 B727
02/22/97 7:20:28 B727
02/02/97 7:35:34 B727
02/09/97 6:27:44 B727
02/22/97 7:30:24 B727
02/03/97 6:29:45 B727
02/02/97 6:52:26 B727
02/09/97 9:0535 B727
RMT #18: 75th St & 17th Ave.
�
�2ichfield �
Date Time �C �� A/D
iype Level
02/02/97 8:42:53 B727 105.5 D
02/28/97 7:04:16 B727 102.7 D
02/09/97 7:14:49 B727 102.6 D
02/25/97 5:08:10 B727 101.8 D
02/08/97 7:09:24 B727 101.7 D
02/02/9716:11:48 B737 101.0 D
02/09/9716:12:06 B727 1C0.9 D
02/08/97 6:19:41 B727 100.7 D
02/02/97 22:24:29 B727 100.6 A
02/02/97 8:43:59 B727 100.2 D
�IVI7C #20: 75th St. & 3rd r�ve.
I�achfield
; Date Time �,/� lORax � -
- ' - _ �pe I.evel -
02/21/97 21:10:05 B727 94.9 D
02/24/97 6:10:52 B727 93.3 D
02/19/9712:49:45 DC9 92.5 D
02/22/97 6:53:55 B727 91.8 D
02/19/97 4:59:29 B727 90.9 D
02/02/97 8:44:15 B727 90.5 D
OZ/10/97 0:08:47 B727 89.8 D
02/27/9710:45:01 B727 89.4 D
02/ZS/9712:30:35 B727 88.$ D
02/23/9719:10:11 B727 88.7 D
Note: ARTS data missing for 4.4 days
Aviation Noise & Satellite Programs Page 19
Metropolitan Airports Commission
• � � � � , � ; . . 1; . • /
RNIT #21: Barbara Ave. & 67th S�
� �
Inver Grove ]EIeights
Date Time �C Max �
Type Level
02/20/97 9:52:50 B727 90.6 D
02/17/97 7:32:44 B727 89.9 D
02/03/97 7:1�:34 B727 89.5 D
02/04/97 8:17:48 8727 88.9 D
OZ/03/9718:20:32 B727 87.7 D
02/13/9719:02:26 DC9 87.7 D
02/24/9714:40:55 B727 87.5 D
02/26/9715:01:55 DC9 87.5 D
02J0319718:17:29 B727 86.1 D
02103/9713:21:24 DC9 85.8 D
RIVIT #23: End of Kenndon Ave.
Mendota Heights
Date Time ; �C Max �
.; T`ype ,Level
02/20/97 9:38:56 B72'7 103.9 D
02/20/9'� 9:5131 B727 102.4 D
02/19/97 20:35:44 B727 101.6 D
02/28/9712:31:49 B727 101.5 D
02/2$/9716:55:53 B�27 101.5 D
02/13/97 20:51:28 B727 1013 D
02/13/9715:43:25 B72'7 101.2 D
02/28/97 22:15:06 DC9 101.2 D
02/27/97 22:00:17 B727 101.1 D
02/28/97 21:02:30. B727 1009 D
RMT #22: Anne Marie 'Trail
Inver Grove Heights
Date Time �C Max �
T,ype Level
' 02/23/97 8:07:17 B727 89.2 A
02/11/9713:35:44 � BA31 89.0 A
02/08/9710:44:44 B727 88.7 A
02/08/9710:45:00 B727 88.4 A
02/08/9710:09:18 DC9 86.9 A
02/08/9710:45:25 SF34 86.5 A
02/08/9710:45:13 SF34 86.4 A
02/21/9716:45:51 B727 86.3 A
02/08/9710:09:44 DC9 85.9 A
02/OS/9710:10:04 DC9 85.8 A
RMT #24: Chapel Ln. & Wren Ln.
Eagan
Date �me , : �C M� � .
. lppe �, Level .
02/27/9712:20:12 B727 98.6 A
02/02/971:38:57 DC9 97.5 A
02/25/9719:08:13 DC9 95.4 A
02/27/9712:40:01 DA02 94.7 A
02/O1/9712:21:32 DC9 93.6 A
02/18/9718:58:51 B727 93.2 A
02/13/97 9:10:08 B737 93.1 D
02/27/97 22:03:35 DC9 93.1 D
02/19/9714:57:04 DC9 92.8 A
02/22/9713:49:48 DC9 92.1 A
Note: ARTS datu missing fvr 4.4 days
Page 20 Aviation Noise & Satel(ite Programs
Metropolitan Airports Commission
. Flight '.�r°ack �ase 1Vgap
Airpori l�toise and Operations 1l�Ionitoring System
Aviation Noise & Satellite Programs
Page 21
Metropolitan Airports Commission
Analysis of Aircraft Noise Events - Aircraft I�dn d�(A)
February Ol to February 28,1997
Noise Monitor Locations
Date #1 ` #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12
1' S4.4 � 51.1 59.5 67.7 78.0 78.1 65.8 66.2 55.0 55.2 52.0 55.9
2 57.2 48.8 58.5 63.6 71.1 76.7 65.0 66.9 46.3 49.7 48.3 52.0
3 64.7 54.6 64.9 643 70.7 72.3 64.3 67.1 43.2 58.6 50.8 56.1
4 60.8 54.4 65.4 65.2 74.4 77.1 69.4 65.6 . 40.5 49.6 46.1 52.5
5 57.1 56.2 62.7 64.6 74.0 79.6 68.5 68.5 47.4 58.6 46.7 53.3
6 58.3 54.7 62.9 67.1 77.8 79.9 70.8 66.6 54.3 52.9 4�.3 52.6
� 58.6 51.6 61.4 64.6 75.3 77.9 71.6 69.5 56.1 56.1 52.2 52.4
$ 56.2 52.6 60.7 63.0 73.9 77.0 66.2 67.5 52.9 58.6 56.1 60.3
9 53.7 48.8 55.9 63.7 71.5 79.1 62.9 63.4 41.0 62.3 56.4 59.3
10 60.0 56.8 63.3 66.6 743 '78.5 71.5 68.4 43.6 54.3 49.7 53.1
11 59.2 57.0 60.5 64.5 73.9 79.1 68.8 67.0 50.4 53.7 50.1 54.0
12 56.0 49.2 62:1 62.0 '72.4 75.4 68.9 66.1 45.5 52.4 40.1 50.8
13 58.6 53.0 64.6 64.3 69.9 72.6 * 61.2 48.5 60.0 49.4 62.1
14 59.1 53.8 60.0 63.2 73.7 76.9 69.2 67.1 49.7 49.6 43.7 50.9
�5 51.7 42.5 61.2 61.2 69.5 74.2 61.4 65.4 49.5 54.1 50.9 57.7
16 53.4 45.3 59.7 63.8 67.2 70.6 59.2 64.7 62.1 66.7 52.8 51.6
l� 58.2 49.0 63.9 63.6 69.4 73.0 50.0 62.5 66.2 69.8 56.2 59.4
18 58.2 56.7 62.2 65.0 73.2 78.6 68.4 67.2 46.0 58.0 49.5 56.5
19 5�.7 51.3 61.7 66.7 �3.6 76.9 6$.3 67.4 ' 61.9 64.2 51.8 58.1
20 613 60.5 65.6 67.9 74.8 79.0 67.2 68.4 51.2 62.3 56.1 59.2
21 59.0 55.1 62.8 66.3 75.2 78.6 71.1 69.0 48.3 63.0 57.4 52.1
22 57.9 56.2 59.1 64.4 743 '78.3 67.9 64.6 44.4 56.6 50.4 57.8
23 56.4 52.9 57.7 61.0 70.1 76.4 63.3 62.7 41.6 49.8 55.4 51.0
24 56.8 55.4 57.4 61.3 71.7 76.2 67.9 65.2 44.3 58.6 55.9 58.4
25 57.3 51.1 60.1 64.9 73.2 78.2 66.8 66.7 52.2 61.8 57.4 63.9
2( 58.0 55.0 61.7 69.6 75.5 81.5 70.4 68.3 50.1 56.9 49.0 56.5
2'7 57.5 52.6 65.0 66.2 76.7 79.6 69.9 69.5 64.6 68.8 44.4 56.3
28 63.8 60.3 68.7 67.1 72.5 73.7 59.1 64.8 64.9 67.2 52.9 53.3
Mo. Ldn 58.8 54.7 . 62.7 65.3 73.8 77.6 67.9 67.8 57.4 62.0 52.5 57.2
Note: ARTS data missing for 4.4 days
* Less than twenty four hours of data availabfe
Page 26 Aviation Noise & Satellite Programs
Metropolitan Airports Commission
t�nalysi� of ..�iircr�.ft l�oise Events - t�ircrait I..dn d�(A)
Febra�ary 01 to February 28,1997
Noise Nlonitor Locations
I�ate #13 #14 #15 #16 #17 #18 #19 #20 #2i #22 #23 #24
1 54.9 65.4 63.0 70.6 73.5 62.3 55.6 52.3 47.6 61.0 64.4 59.2
2 41.7 63.8 52.3 * 66.4 75.0 71.1 62.2 46.9 56.7 56.8 64.4
3 62.1 68.5 65.2 71.7 62.8 70.1 69.1 56.6 61.6 63.0 71.3 72.6
4 53.4 66.2 59.5 68.3 41.9 59.1 50.3 58.4 52.8 55.7 66.0 63.6
5 49.5 63.8 5�.8 67.6 53.4 69.0 63.2 54.5 47.1 57.8 63.0 65.�
( 49.9 63.6 55.8 67.0 49.0 59.8 53.6 5�.4 47.4 57.4 62.8 63.3
� 52.0 63.4 56.9 67.0 55.7 72.4 69.4 58.0 48.0 57.2 65.9 62.6
$ 51.0 64.1 55.8 68.0 59.8 �4.6 69.7 57.9 52.1 63.1 64.2 61.8
9 53.4 63.3 57.4 66.9 53.8 72.2 72.6 58.6 51.5 60.2 68.0 65.7
10 52.3 62.6 54.4 67.4. 40.4 67.6 68.0 60.8 50.0 64.5 65.8 62.9
11 53.7 64.1 61.1 * 46.4 62.6 59.3 59.1 47.3 * 63.4 62.3
l2 59.9 66.4 63:0 69.4 49.1 61.9 56.6 56.5 58.9 58.8 68.5 64.8
13 65.3 71.3 69.0 72.8 55.8 43.6 43.8 41.4 63.6 64.4 76.4 66.9
14 53.9 63.4 60.7 68.9 55.7 69.1 69.6 53.6 53.4 57.9 66.3 64.7
15 58.9 71.1 642 71.0 57.6 703 68.6 52.3 58.7 59.7 �2.2 64.8
16 59:8 66.2 62.6 67.6 61.2 69.1 59.8 54.5 5$.4 61.0 72.1 63.4
1'7 64.8 73.3 70.0 73.9 59.6 55.0 49.1 51.8 61.3 65.1 75.3 66.0
1 g 60.8 64.6 62.8 703 58.9 68.9 66.4 59.9 51.2 60.0 67.1 59.2
19 �•7 67.2 65.5 71.0 52.6 68.9 70.2 61.1 55.2 63.3 70.2 64�.5
2Q 62.6 68.3 67.8 71.9 65.5 74.0 73.2 61.3 59.9 64.6 73.2 69.2
21 36.7 64.3 49.4 69.5 59.3 73.2 72.5 61.6 49.5 67.2 59.1 63.8
22 54.1 66.2 62.2 702 61.4 73.8 69.8 63.5 52.9 63.3 62.3 63.4
23 44.1 61.0 58.4 68.0 51.1 70.0 6$.2 59.0 46.1 62.4 G0.8 59.8
24 44.0 60.4 62.8 66.9 56.4 70.5 67.2 63.8 4�2 54.2 63.0 59.3
' 25 59.8 65.0 65.4 68.9 54.8 70.4 64.8 63.0 50.7 63.9 69.4 67.7
2C 49.9 64.6 57.6 70.1 56.4 70.0 72.6 56.2 49.9 65.4 63.7 64.0
27 61.9 68.4 653 70.5 55.3 63.2 59.9 56.2 59.6 67.6 74.8 66.2
28 64.4 70.6 69.7 74.6 42.2 56.0 45.0 45.7 60.0 713 76.2 67.6
Mo.� Ldn 59.0 67.0 63.9 70.2 61.7 70.0 69.7 59.0 56.4 66.3 70.2 65.4
Note: Alt l J ctata m�ssing Jor �.4 aays
* Less thur: nvenry four lrours of data nvuilable
Aviation Noise & Sateilite Programs
Paae 27
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F'ebruary 1997
1.2% (2�) C�rrier Jet D��artur�s li�orth �� Proposed 095° (l�)
Corric�mr Poliey �3o��dary
Page 2 Aviation Noise & Sateliite Programs
' Metropolitan Airports Commission
l�nneapo�is - St. P�ul Iniernatio�al Airport
February 1997
,
2007 ... �'otal 11L and 11R Carrier Je� ��part�res
24 ... Carrier ,�e� I�e��.ri�res (1.2 % )
1`�ort� oi Prv�os�� �95° (l�) Corri�o�r �olic� �����ary
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�EFT COUNT=1 (4.2�) RIGNT COUNT=23 (95.8�)
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Aviation Noise & Satellite Programs Page 3
Metropolitan Airports Commission
� 1Vlinnea�oi�s - St. Paul International ��rport
February 1997 .
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2007 ... �o��.l 11I, and 11R �arrier J�t I)e�artures
1... C�r���r Jet Departure - Early Tur�out (0.0%
(l�Torth �ide �efore 'Thr�e I�iie�)
1-TRRCKS CROSSED P-GATE
�EFT COUNT=O (0.0�) RIGHT CO�NT=1 (100,0�)
DEVIATION FROM CENTER OF GATE (ff)
Page 4 Aviation Noise & Satellite Programs
�; .
Metropolitan Airports Commission
�out�.���. �ounda�y Corr�do� Ga�e �e�etrai�or� A.n�lg�s�s
l�in�eapol�s - S�e P�.ul �����°�at����� �.�����-�
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�.3 �I� (�66) Car���� ��� �������r��
,5o��t�a of C��°r��o� (5���� �� 29�.. ���ai��e�-)
Aviation Noise & Satellite Programs
Page 5
Metropolitan Airports Commission � �
� l�nneapolis � 5�. Pau� International Airpo�t .
February 1997
2007 ... Toia� 11L and 11R C�rrier Jei Depariu�es
- 164 ... Carrier Jet Depariures �.2 °Io )
Sout�i of Ca►rridor (Souih of 29i.. Loea�izer)
164 TRACKS CROSSED P-GATE
�, LEFT COUNT=164 (100.0�) RIGHT CQ�NT=O (0.0�)
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Page 6 Aviation I�toise & Satellite Programs
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I1�nneapolis - St. Paul Internation�.l A.ir�ort
�'eb�ruary �.997
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2 a.. ������� Jet I�e���iures - Eariy �rno�i (0.1 %)
(����� ��d� �e��r� �l���e I��les)
2 TRACKS CROSSED P-GATE
�EFT CO�NT=O (0.0�) RIGHT COUNT=2 (100.0�)
-1C
DEVIRTIQ� FROM CENTER OF GRTE (ft)
Aviation Noise & Satellite Programs Pa�e 7
Metropolitan Airports Commission '
Southern �oundary Co�ridor Gate Per�etration Analysis
l�nneapolis - St. Pa�.l In�ernatio�al �irport
�'ebruary 1997
,,.
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l.l %(22) C�r�-ier Jet De�ariu��� 5° Soidth of Cor�i���
(5° S�uth of 29�. Lo����z�r)
Page 8 Aviation Noise & Satellite Programs
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20 ... C��rie� Je� I�e���t���s (1.0%
5° S�ict,� of �o�r���� (�° ����� o� 29I. �,�c�l����°�
20 TRRCKS CROSSED P-GAT�
�EFT CO�NT=20 (100.0�) RIGNT COUNT=O (0.0�)
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Aviation Noise & Satellite Programs
Pa?e 9
Metropolitan Airports Commission �
�I�nneapolis - St. Pat�l Int��nationa� Airport .
February 1997
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LEFT CO�NT=O (0.0�� RIGHT COUNT=2 (1OQ.0�)
DEVIATION FRO�� CENTER OF GATE (ft)
Page 10 Aviation I�toise & Satellite Programs .
M�ROPi�LI�".�T .l�I ORT� CO �SSIC)l�
2��PQ+'S Sq,tirq Minneapolis-Saint Paul International Airport
F t°� 6040 - 28th Avenue South • Minneapolis, MN 55450-2799
�' o Phone (612) 726-8100 • Faac (612) 7�6-5296
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MEETING IVOTICE
MASAC i1PERATIONS Ci�NlNLeTTEE
The Operations Committee will meet March 21. 1997 - 10:00 a.m. at the West Terminal
Building of the Metropolitan Airports Commission, CONFERENCE ROOM W201, 6301 34th
Avenue South, Minneapolis.
If you are unable to attend, please notify the committee secretary (Melissa Scovronski 726-
8141) with the name of your designated altemate.
AGENDA
NADP STATUS
CROSSING IN CORRIDOR REPORT
RUNWAY NUMBER CHANGE UPDATE
199? MASAC OPS SCHEDULE
SOUTH PARALLEL CONSTRUCTION STATUS
MEMBER DISTRIBUTION
Mark Salmen, Chairman
Bob Johnson
Mayor Tom Egan
Charles Curry
Tom Hueg
John Nelson
Jim Serrin
Mayor Charles Me�tensotto
Dick Keinz
Advisorv:
Bruce Wagoner, FAA
Ron Glaub, FAA
Traci Erickson, MAC
cc: Kevin Batchelder, Mendota Heights
Jon Hohenstein, Eagan
The Metropolitan Airports Commission is an affirmative action employer.
Reliever Airports: AII2LAKE • ANOKA COi7NTY/BLAINE • CRYSTAL • FLYING CLOUD • LAKE EI,�vtO • SAINT PAUL DOWNi'OWN
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2.
3.
4.
5.
6.
7.
8.
9.
10.
. �.
- � • � , , � � , � � . � .
C�UNC�L
General Meetinq
March 25,1997
7:30 p.m. to 9:15 p.m.
6040 28th Avenue South
Minneapolis, Minnesata
Call to Order, Roll Call
Approval of Minutes of Meeting February 25, 1997
Introduction of Invited Guests
Receipt of Communications
Technicai Advisor's Runway System Utilization Report and Complaint
Summary
State of the MAC Report — Jeff Hamiel, Executive Director
Report from Chairman Regarding the South Parallei Construction
Report of the MAC Commission Meeting
Persons Wishing to Address the Council
Other Items Alot on the Agenda
Adjournment
Next Meeting:
April 22,199?
C
C�
C�
MINUTES
METROPOLITAN AIRCRAFT SOUND ABATEMENT COUNCIL
GENERAL MEETiNG
Feb�uary 25, 1997
7:30 p.m.
6040 28th Avenue South
Minneapolis, Minnesota
1. Caii to Order Roll Call
The meeting was calied to order by Chairman Bob Johnson at 7:40 p.m. and the sacretary was
asked to call the roll. The following members were in attendance.
' Bob Johnson
� Brian Bates
RonJohnson
Dick Keinz
�� Judith Dodge
Carol McGui�e
Dawn Weitzel
Kristal Stokes
John Nelson
Vern Wilcox
Jill Smith
Lance Staricha
Ed Porter
Dale Hammons
Manny Camilon
Bob Andrews
Dan Licht
Advisors
Ron Glaub
Chad Leqve
Brian Timerson
Visitors
Nancy J. Stoudt
Borys Polec �
�
M BAA
Airborne
ALPA
MAC
Minneapolis
St. Paul
Richfield
Richfield
Bloomington
Bloomington
Mendota Heights
Eagan
Burnsville
Inver Grove Heights
St. Louis Park
St. Louis Park •
Sunfish Lake, Associate Member
FAA
Acting Technical Advisor
M PCA
NWA
Minneapolis
2. A�qroval of Minutes
The minutes of the January 28, 1997 meeting were approved as distributed.
Dale Hammons, Inver Grove Heights, noted for the record that a quorum was not present for (
any binding vote.
Chairman Johnson added Operations Committee Meeting Overview as an agenda item.
3. Introduction of invited quests
Receipt of Communications
There were no invited guests.
A letter was received from the City of Richfield asking the assistance of..MASAC in obtaining
ground level noise impact data from MAC in order to prepare a realistic noise mitigation plan or
noise monitoring recommendations for the MSP Noise Mitigation Committee. Chairman
Johnson told city representatives that he would bring this to the attention, of MAC staff. '
A letter was received from the City of Bloomington requesting an agenda item be put on the
February agenda. The City of Bloomington is proposing that a public information campaign be
prepared for the upcoming runway construction project to inform the public about changes in
operations at the airport due fio the construction.
4. Technical Advisor's Runwav Svstem Utilization Report and Comqlaint Summarv
Chad Leqve, Acting Technical Advisor, presented the January, 1997 Technical Advisor's
Report. The highlights of the reports are as follows: �
� Arrivals on Runway 04 have increased for all hours and nighttime hours.
�- Carrier Jet Operations for Nighttime — Total Operations over Minneapolis have
decreased by 1% and Operations per 24 hours have decreased by 1.5 from the month
of December.
�- The Nighttime Carrier Jet Operations over Minneapolis are higher than they should be.
About 52% of the nighttime operations over Minneapolis were between 11:00 p.m. and
11:30 p.m. Cindy Greene has told staff that MSP has been closing down Runway 04/22
for "haulingn purposes at 11:00 p.m. She said if the runway was kept open until 12:00
a.m., the runway could be utilized better and maybe eliminate some of the shoulder hour
flights. The FAA will be negotiating a better agreement with MSP Operations.
Jill Smith, Mendota Heights, thanked staff for their efforts. Yet she believes the 11:.00 p.m.
beginning time for nighttime hours is too late and would like to see it bumped back to 10:00
p.m. or 10:30 p.m. Chairman Johnson said it is part of the MSP Noise Mitigation Program to
set it back to 10:30 p.m. and that it is being discussed in the Operations Committes.
�
5. MAC Web Site Update — Dan Pfeffer
Dan Pfeffer, ANSP GIS Specialist; briefed the council on the MAC web site. He said Mansour
- Raad of ESRI has been working with the ANSP staff to make RMT and ANOMS flight track
i information available to web users.
Currently, web users can access day-old RMT information by clicking on Interactive Mapping
and then clicking-on the map shown. A map of the Twin Cities area will appear with the location
of all 24 RMT sites. A web user can then choose an RMT site of interest and get the actual
noise levels from the day before. In the future the RMT map will be more detailed. And, the
noise level definitions (e.g. Leq, Ldn, etc) will be available.
In the near future, web users wiil be able to see the flight tracks over an address for a particular
time and date. By inputing an address, date and time, a web user will see all flight tracks over
that address within a ten minute time span (five minutes before and after). The map will show
an area of approximately 3,000 feet, or one nautical mile, around the particular address. A web
user will have to note the date and time of an overf1ight for future reference since the flight track
data will not be available on a day-to-day basis. .
Dan said that, since noisa data can only be acquired from RMTs, tying noise data to ANOMS
flight tracks, which are address specific, would not give an accurate view of the noise impact of
a pa�ticular flight track.
He also mentioned that he has received a number of E-mails in response to the Interactive
Mapping program. He said a number of people track this information daily.
Mansour Raad, ESRI, is also working on a p�ogram that will enable web users to simulate an
actual flight.
6. Bloomington Request to Discuss Public Info�mation Sources For Upcomina Runwav
Construction Projects
John Nelson, Bloomington, briefed the council on a plan being developed by the City of
Bloomington to distribute information to residents regarding the changes in operations at the
airport that are expected with the reconstruction of the runways. He handed out a brief
description of how this plan would work (see attachment). He emphasized that the City and
MAC would need to work closely so that the information being distributed to residents was
unifo�m.
Dick Keinz, MAC, asked Mr. Nelson if he had approached senior staff, public affairs, or anyone
else at the MAC about this plan. He said he didn't believe it wauld be a problem getting
information or cooperation. Mr. Nelson said that the City felt MASAC was the appropriate
public forum fo� this proposal. He acknowiedged that Public Affairs may eventually nesd to
become involved, especially for possible funding.
3
7. Operations Committes Meetinq Overview �
Chad �eqve, Acting Technical Advisor, reviewed the Operations Committee meeting minutes.
8. Repork of the MAC Commission Meetinq
Chairman Johnson b�iefed the Council on the latest Commission meeting. The only item
mentioned was the awarding of the terminal cleaning contract to the lowest bidder.
9. Persons Wishinq to Address the Council
There were no persons wishing to address the Council.
10. Other Items No.t on the Agenda
There were no other items.
11. Adiournment
Chairman Johnson adjourned the meeting at 8:30 p.m.
Respectfully submitted.
Melissa Scovronski, MASAC Sec�etary
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' �' 1997 '�' � 3' Topic/I2equirements �„ � ;� ,k ,
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Apri17, 1997 Operations Committee NADP Analysis Briefing (John Foggia)
(Airport Operations #4)
April 22, 1997 MASAC NADP Analysis Briefing (John Foggia)
June 13, 1997 Operations Committee Mpls. Straight-out Departure Analysis Outline
June 24, 1997 MASAC NNMM Quarterly Reporting to Replace ADNE Briefing
July 1 l, 1997 Operations Committee Mpls. Straight-out Departure Analysis
Briefing/Implementation
, July 22, 1997 MASAC Mpls. Straight-out Departure Analysis Briefing
( �
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August 15, 1997 Operations Committee Shoulder Hour Analysis Outline
(Airport Operations #2)
September 12, 1997 Operations Committee Shoulder Hour Analysis Briefing/Implementation
September 23, 1997 MASAC Shoulder Hour Analysis Briefing
October 17, 1997 Operations Committee SID vs. GPS Departure Procedure
(Airport Operations #3)
January 16, 1998 Operations Committee 1998 MASAC Objectives
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NORTHERN DAKOTA COUNTY AIRPORT RELATIONS COALITION
MINLTTES
FEBRUAR.Y 20, 1997
The Northern Dakota Couniy Airports Relations Coalition meeting was called to order at
8:15 a.m. by Sunfish Lake City Administrator Glenda Spiotta in the Fireside Room at St.
Anne's Episcopal Church, Sunfish Lake, MN. The followinj representatives were present:
Chris Moates, Inver Grove Heights, Will Eginton, Inver Grove Heights and Ellsworth Stein,
Mendota Heights, Kevin Batchelder, Mendota Heiahts and Jon Hohenstein, Eagan.
AGENDA �PPROVAL
The Agenda was approved on a motion by Jon Hohenstein, seconded by Kevin Batchelder.
MINUTES
On a motion by Jon Hohenstein, seconded by Kevin Batchelder, the Minutes of January 21,
1997 were approved.
MSP AIRPORT NOISE NtITIGATION PLAN
Eagan representative Jon Hohenstein reported that the Ea�an Airports Relation Commission
has deliberated on the plan but it has not been taken to the City Council. In their
;" � deliberations at least two significant items were identified:
��- a. Strongly urge the Commu.niiy Stabilization group referenced in the Plan to be
formed and get to work immediately. �
b. Consider it necessary to develop a timeline and work plan for a11 Plan elements
Mendota Heights representative Kevin Batchelder reported that Mendota Heights also has
reviewed th� plan �vith these comments:
a. When will Community Stabilization group be canvened? (reco�izing that the
goal was to report to the 1997 Legislature, but still there is reason to convene)
b. Timeline and work plan needs to be placed on all program elements
1. insulation: when is 2005 dnl to be established, modeled and how is
ANOMS data to be used (would it be used to validate contours and be fed into the model)?
Airport Operations:
1. I�iodified Nibhttime Shoulders hours -"kind of ' already doing this was consensus.
Jon Hohenstein reported that Eagan has requested placement of temporary monitoring on
Highview Avenue in Ea;an.
2. Evaluate Operations in EaganlMendota Heights Corridor - assumes noise
abatement profiles. How and when, what forum will evaluation occur? Criteria?
3. Work with aviation to further reduce noise levels - does this include runup and
ground noise?
NDCAR.0 MINUTES
February 20, 1997
Page 2
4. When is Part 150 going to occur?
5. When to increase ANOMS system and begin using data?
6. Generally: When, What, Which committees, Which forums?
Inver Grove Heights representative Will Eginton commented that the Plan is too vague as to
who wil] be given what responsibilities, what to do, who to do it and will results occur from
efforts. He expressed concern that the Plan may not be implemented.
Kevin Batchelder initiated discussion of 11R improvements plans over the next three years
and a probable decision to not work on t�iways for 4/22. Concem was expressed for 4/22
linaited use for only e:ctra heavy aircraft instead of major runway usage and whether 4/22 will
be used at the approximate 30% of operations lev�l as was the case 10 years a�o.
There was further discussion of installation home insulation work before air traffic levels
shift or increase such as is possible in Bloomington and Richtield. Jon Hohenstein explained
that this is an EIS condition for construction use of runways. �isc�zss.ion continued on 11R
west, east and center construction phasing and 4/22 usage during same. It was thought that
without new ta.xiways, 4/22 can still be used. Impact of departures over St. Paul on 4/22
were introduced.
Discussion was held on the lack of feedback from the ANOMS data into contour lines. It
was a consensus that track data for a certain known year should be compared to actual fleet
mix data. for the same time frame and then determine an annual average for comparison to
ANOMS monitors data.
Will Eginton commented on a credibiliiy issue with MASAC and also, that sound insulation
is not in the wrong locations but should go into more locations.
�
Kevin Batchelder asked how to effectively use NDCARC. Will Eginton stated that Inver ,�-----.,�
Grove Heights had brought to NDCARC their concerns about aircraft strayi.ng out of the
Corridor and recommend that the best use of the Corridor is to have aircraft climb to-5000-s. � S
feet before reducing thrust. He also reported that Inver Grove Heights re��_���d a�, c c>V,.s i�<< �
resolution to abolish MASAC. Further discussion followed the recent MASAC meeting at ''���..,� `
which Bob Johnson was reelected as MASAC Chairgerson. It �u�.s a r�nsensus that MA.SAC �'`----�
members need to be better prepared by haviug advance notice; �iscussion of other
Chairperson candidates. It was a further consensus that MASAC is not serving its members'
needs.
NDCARC MINUTES
February 20, 1997
Page 3
Jon Hohenstein announced that there is a newly appointed technical advisor to MASAC
replacing John Foggia. He viewed this as a positive as Tracy has been more responsive to
recent city inquiries.
The NDCARC consensus was to push for improve I�IASAC effectiveness, implementation of
its Charter and to be made more accountable to its members; representatives need to become
more familiar with By-Laws for meeting management.
Jon Hohenstein offered to draft a letter for Mayors' signatures requesting immediate
implementation of Noise Miti�ation Program to be sent to the MA.0 Cha.ir and copied to Jeff
Hamel and Steve K.ramer, with plan.ned follow-up phone calls by one or more NDCARC
members.
MASAC TERMS OF OFFICE
Kevin Batchelder adviseci that there has been no response yet to his written response for
current information on MASAC member terms. He speculated that the information may be
provided to MASAC at its next meeting.
DISCUSSION OF NOISE ABATEMENT DEPAR.TURE PROFILES
Jon Hohenstein reported that the MASAC technical advisor cornmented about one month ago
that it would be about 4- 6 months before new analysis is ready to go to MASAC Operations.
Population estimates were incorrect, as well as wrong contours assumptions on tracking
patterns. This will return to NDCAR.0 in ApriUMay, 1997 for May MA.SAC preparation.
BACKSLIDING OF STAGE 3 AIRCRAFT
It was reported by Mendota Heights there no response has been received to date. They
recommend going to MASAC directly; Mendota Heights will bring this matter up at the next
MASAC meeting with a copy of their latest information request. ���;������-�—
,; .
� � _ _ . Kevin
Batchelder noted that the latest technical report shows 3rd Stage aircraft at it highest level to
date.
,
NDCAR.0 MINUTES
February 20, 1997
Page 4
OTHER BUSINESS
Mendota Heights requested an update from Eagan on the status of north 11R runway. Eagan
representative explained that mediation is in process now and provided background on the
3rd party rights issue (do 3rd parly ri�hts survive a legislative action?). MAC is interested in
abolishing 3rd party rights.
FUTURE MEETINGS
The next NDCARC meeting was scheduled for March 18, 1997 at $:00 am. at the City of
Eagan.
Agenda topics: MSP Noise Mitigation Program letter response, Backsliding on Percentage
Stage 3 Operations, MA�AC management/administrative issues/ response, Construction of
11 R and airport operations/aircraft mix.
ADJOURNMENT
The NDCARC was adjourned at 9:45 a.m.
Glenda D. Spiotta, City Administrator
City of Sunfish Lake
�
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L�� ��_ � .�; � � ������ � � �,; ' :�►� �.� �� �.�.�: ; . �
A biweekly update on litigation, regulations, and technological developments
Volume 9, Number 4 Nlarch 11,1997
'i i , '�
WOLF ASKS FAA TO DELAY PUBLIC HEARINGS
ON D.C. AIRSPACE PROJECT PENDING STUDY
By Charles F. Price — The Federal Aviation Administration's ambitious plan to
involve the public in redesian of airspace in the Baltimore-Washington re?ion hit a
snaj in mid-March when Rep. Frank R. Wolf (R-VA), chairman of the House
Transportation Appropriations Subcommittee, called on the agency to postpone
public hearinQs until ConD ess c�mpletes a study of the project's plans and costs
that Wolf has requested.
FAA has said it wanted to begin public workshops on the airspace redesi?n —
called the Potomac Airspace Project — sometime in the AQril-May time frame. At
the time of Chairman Wolf's appeal, discussions were under way between a�ency
o�cials and the Metropolitan Washington Council of Government's Committee
on Noise Abatement at Dulles and National Airports (CONANDA) on how to
initiate the workshops (9, ANR, 13).
CONANDA hopes to play a key role in coordinatin� the workshops and Tom
,- Bock, FAA's Eastern Region operations supervisor who will head the effort, has
�; ) said he welcomes CONANDA's cooperation. But exactly how the process will
��� work and what precise role CONANDA will play in it had not been worked out
(Continued on p. 26)
Westchester County Airport
INCREASIl`�11G COMMERCIAL OPERATIONS
LINKED TO MORE COMPLr�INTS, NRDC SAYS
Increasing commercial jet operations, nighttime fIi?hts, and helicopter fli?hts aze
the three main "culprits" causing a rapid increase in the number of community
noise complaints to the noise hodine at Westchester County Airport, according to a
report issued by the Natural Resources Defense CounciI (NRDC).
It concludes that the Federal Aviation Administration's policy for measurinD
noise impacts — based on the DNL (day-night avezage noise level) metric and the
65 dB DNL threshold of significant noise impact for residential communities — is a
major reason why the airport has been unable to stem the increase in operations.
"Since 1990, commercial flights have more than doubled, chan?ing the character
of the airport and its relationship to the surroundin� communities," said Richard
Kassel, NRDC senior attorney and one of the authors of the report. "Instead of
helping reduce noise and its impacts, the FAA's noise measurement poIicy has led
the airport and the FAA to conclude that, legally speaking, there is virtually no
sijnificant noise in Westchester."
The report, entitled "Under the Flight Path," was released March 13 at a media
conference at the Quaker Meetina House near the airport. It concludes that,
(„_, �compared with the private propeIler flights that were the traditional bread-and-
(Continued on p. 27)
Copyright OO 1997 by Airport Noise Report, Ashburn, Va. 2201 I
In This Issue...
Potomac Project ... Rep.
Frank Wolf (R-VA) asks the
FAA to delay public hearings
on its project to make air-
space changes in the Ba1ti-
more-Washington area
pending completion of a
study he requested - p. 25
Westchester County ...
Increasing commercial
operations are causing a rapid
increase in noise complaints
at Westchester �Counry
Airport, NRDC says in a
report critical of FAA - p. 25
DFW ... No massive public
outcry occured last fall when
the FAA made the single �
largest airspace change in the
history of the agency around
DFW airport - p. 28
Seattle ... A greater than
anticipated increase in tr�c
at Sea-Tac will pdstpone the
new third runway for at least
five years - p. 29
Denver ... The number of
violations of noise limits
around the new Denver
Intemational A.irport has
dropped sharply - p. 30
Burbank ... Judge grants
airport authority possession
of 130 acre tract of land
needed for site of new pas-
senger terminal - p. 31
26 Airport Noise Report
Potomac Plan, from p. 25
when Wolf issued his call for a halt.
"I know you share my desire to avoid needless concerns
amons businesses and residents in the Washinston metro-
politan area who view proposed chanses in the fliQht
patterns with extreme concern," Wolf wrote in a March 11
letter to FAA Actin� Administrator Barry Valentine. "I
know you agree that Consressional review and support for
the Potomac Airspace Project is essential to its success.
Therefore, I would appreciate your deferrina pubIic hearinss
on this matter until our review is comple[e and ConQres- 4
sional support for the concept is forthcomin�." y
Rep. Wolf has practical political reasons — as well as more
abstract concerns about Congressional oversieht — to be
alarmed about possible chanees in fliQht patterns over the
Washinston area. Many of his constituents in suburban
Northern VirQinia have painful memories of an earlier
attempt to rearranQe the airspace over the National Capital
reQion. Called the "scatter plan," that effort attempted to
equalize noise exposure over the �area and only succeeded in
outra�ina hundreds of residents of Virainia, Maryland, and
the District of Columbia who had previously been noise-
free. The scatter plan was quickly scrapped after a firestorm
of protests, but word of the Potomac Projects has awakened
fears in some quarters that it may turn out to be a scatter
plan by another name.
Woif asked FAA to address his concerns before a meetin�
of his subcommittee March 18; an FAA spokesperson said
the aeency has received the Wolf letter and is reviewin� it
but made no prediction about any response to be offered at
the hearin�.
CONANDA, at a meetin� on March 12, received a
briefin� by FAA's Bock on the status of the project and
learned that the effort to redesi�n airspace also has a capital
component — a new buildin� needed to consolidate radar
equipment. Alternate sites for the new faciIity have been
idendfied but no finaI selection has been made. Fundina for
the facility was also to be under scrutiny at the Niarch 18
subcommittee hearin„ and the commencement of work-
shops appeared contingent to some extent on the fate of
fundin� for the buildin� project. However, one source told
ANR it is possible the airspace and buildin� component of
the project wilI be severed and pursued by FAA individu-
ally.
CONANDA is concerned that the Potomac Project will
impose more noise on the Washin�ton area and is anxious to
make sure local �overnment o�cials and citizens have a
legitimate opportunity to take part in the process. But a
question has arisen as to who will pay for this involvement
and where the technical resources will come from to answer
the public's questions.
Said Georse Nichols, CONANDA staff planner: "There's
a consensus on the committee that CONANDA should play
a role in the project's public involvement, and that we can't
play that role without adequate funding and technical
assistance. If FAA is to be successful, they must look
closely at the role CONANDA has proposed" — coordinat-
inQ and facilitatin� workshops —"and perhaps enQage in a
�ood-faith �esture by puttinQ into their budget a line item to
help fund our participation and show they're serious."
Technical assistance is needed, Nichols pointed out, because
CONANDA cannot respond to citizen questions that only
FAA can answer.
So concerned is CONANDA about these issues that Chair
Betty Ann Krahnke, in a letter March 12 to Rep. Constance
A. Morella (R-MD), chair of the House TechnoloQy
Subcommittee, ur�ed that "adequate fundinQ be provided
for implementing community involvement programs to
better educate the public on (technolosical) developments
and of the potential positive impacts on their communities
and quality of life."
Morella's panel met Mach 13 to discuss FAA's research
budset, and Krahnke ureed Morella to use that occasion to
encourage F:1A to conduct research on the impact of noise
on "human hearing loss, chiIdbirth, and so forth" and use
the results of such research in airspace redesisn studies like
the one proposed for the Baltimore-Washington reQion.
Krahnke's letter also expressed support for development of
the next generation of new, quieter aircraft; CONANDA,
she wrote, believes that "new technology may significantly
help relieve communities negativeIy impacted by aviation
noise."
NOISE Poses Questions
In another development related to the work of Morella's
technology subcommittee, the National Organization to
Insure a Sound-controlled Environment (NOISE) also wrote
to Morella askin� that the panel pursue four questions in
examinin� the FAA research, engineering, and development
budQet. As posed by NOISE Executive Director Betty Ann
Kane, the questions were:
°"What priority does FAA place on the development of
quieter aircraft? How is this reflected in the budget and in
the allocation of staff time and attention?
•"In recent years the National Aeronautics and Space
Administration has borne almost the entire cost of the
coneressionally mandated joint NASA-FAA Advanced
Subsonic Transport reseazch and development project that is
working on quieter aircraft technolo�y. How much is
budgeted in FY 1997 and how much is requested for FY
1998 for FAA's share of this project?
°"This kind of research needs a reliable and multi-year
commitment to be successful. What is FAA's long-term
commitment to fundins the development of quieter aircraft
technology? �
••"How would support for basic research into the develop-
ment of quieter aircraft and other environmental improve-
ment be affected if FAA funding is shifted from the airline
ticket tax to other revenue sources, such as user fees paid by
the airIines?" �
NOISE is a national orQanization of local governments
Airport Noise Report
l
C
f-.�
March 17,1997
and others working to reduce the impact of aircraft noise on
communities near commercial airports.
Kane's letter applauded Morella for her "interest in FAA's
research efforts" and encoura�ed her to "press for adequate
fundinQ for research and development of quieter planes."
"This is even more important this year," Kane continued,
"because the President's fiscal 1998 budjet for the FAA
proposed to drastically cut the statutory setaside for noise
mitiQation �rants to airports from $144 million to $21
million." Kane asked Morella to work with Wolf s subcom-
mittee "to reverse the President's proposed decimation of
airport noise mitiQation funds and to restore this line item to
at least the 1996 level of $181 million."�
Westchester, from p. 25
butter of the airport, each commercial jet take-off or landin�
was 68 times as likely to cause a nearby resident to com-
plain to the noise hotline. Further, the report found that each
helicopter fliaht was 18 times as likely to generate a noise
complaint as each private propeller fli?ht; and that each
flisht durin� the airport's voluntary curfew period (from
midnisht to 6:30 a.m.) was 10 times as likely to generate a
noise complaint as each private propeller flight.
"The increase in complaints related to the increased
commercial jet flights is a clear measure of the increased
intrusiveness of airport noise on the airport's surroundina
communities," said Carotyn Cunningham, a Rye, NY, �
- resident and a contributor to the NRDC report. "We hope
( ) that the county will adopt our recommendations and make
�.._ . .
compliance with - and extension of - the existin' cap on
commercial flights and passen�ers its hiQhest priority."
Westchester County officials aze still reviewina the report
and have no comment on it yet.
Re�ommendations for FAA
In addition to being a technical analysis of five years of
airport flight and complaint data (1990-1994), the NRDC
report also contains a critique of the FAA's noise measure-
ment system. The report found that virtually all (over 99
percent) of the noise complaints came from residences with
noise levels below the 65 decibel noise threshold set by the
FAA for noise miti?ation purposes. The FAA considers
areas with less than 65 dB DNL to have no si�nificant noise
impacts in its reviews of airport expansion and fundin� of
noise miti�adon proa ams.
The NRDC report recommended that FAA:
• Adopt the CNEL (community noise equivalent level)
metric to adequately account for the importance of uninter-
rupted communication and relaxation during evenin� hours.
The CNEL, used in California and many Earopean coun-
tries, adds a S dB penalty during the h4urs of 7 p.m. to 10
p.m. in addition to the DNL's 10 dB nighttime penalty;
• Adopt a 5� dB CNEL threshold for residential land-use
( j compatibility around airports. This threshold would incorpo-
�-' rate the Environmental Protection Agency's 5� dB health-
27
based DNL threshold plus information from more recent
studies that demonstrates adverse impacts of aircraft noise;
• Incorporate a comprehensive set of sin�le event and
other factors in FAA noise reviews under the National
Environmental Policy Act (NEPA) and other federal
statutes. The exclusive reliance on the DNL (or even the
CNEL) metric in airp��rt environmental reviews has led to
the likely underestim�tion of the number of people affected
and annoyed by aircraft noise, accordin� to NRDC. It said
that airports and the FAA should incorporate site-specific
sound exposure level (SEL) data of noise into their environ-
mentai reviews, thereby taking into account the sound
intensity during loud takeoffs and landinas in conjunction
with averaje-based CNEL or DNL measurements; and
• Reactivate the EPA's Office of Noise Abatement and
Control (ONAC). In 1970, Congress authorized the estab-
lishment of ONAC to oversee and coordinate federal
activities on all types of noise, includin' aircraft noise, from
a pubiic health perspective. "Although ONAC has not been
funded since 1931, the aQency retains authorization and a
mandate to carry out these functions. A first step to more
protective noise policies would be to reestablish ONAC at
an appropriate level of fundin� and direct ONAC to conduct
a case study of airport noise and its effects on surrounding
communities," NRDC said.
NRDC was instrumental in getting legislation introduced
recently that would refund the dormant EPA noise office. It
would appropriate to ONAC $5 million for each of frscal
years 1998, 1999, and 2000, and $8 million for each of
fiscal years 2001 and 2002. The legislation, introduced by
Rep. Nita Lowey (D-N�, whose district includes Westch-
ester County Airport, would direct the EPA administrator to
conduct a study of airport noise that would examine the
FAA's DNL noise metric and the effectiveness of noise
abatement proa ams at airports around the nation (9, ANR,
9).
Recommendations for Airport
The NRDC report also recommended that Westchester
County, which operates the airport, take the following
action:
• Work to ensure the extension of the Terminal Capacity
Ab eement (TCA) with the airlines beyond its expiration
date at the end of 2004 and secure a�reements with the
airlines to continue the cap indefinitely.
The TCA has been in effect since the mid-1980's. It limits
the number of commercial fli�hts in any given half-hour
period to four fli?hts and 240 passengers. It had been set to
expire at the end of 1994, but the county and the airlines
agreed to a 10-year extension of the a�reement after a two-
year campaign led by NRDC and local �roups like the
Federated Conservationists of Westchester County. Now in
effect through the end of 2004, NRDC considers the TCA
"the county's best defense against unbridled airport expan-
sion in the near future," and said the agreement "should be
vigorously enforced and defended";
Airport Noise RepoR
Zs
• Monitor the airport's compliance with the operations and
passenger limits of the TCA;
• Expedite the phaseout of Stage 2 commercial aircraft and
encourase the accelerated phase-in of quieter StaQe 3
aircraft. Westchester County officials, NRDC said, should
continue pressin� Northwest and other Stase 2 operators to
adopt an accelerated StaQe 3 conversion policy a[ the
airport;
• Develop and implement a"Community Right-to-Know"
Noise Prosram. Such a projram would require the disclo-
sure of current and expected noise impacts to residents
livina or planning to live in areas with 55 dB DNL or
greater noise levels (or alternatively, set a milea�e limit);
• Update the airports' noise exposure map and DNL
contours frequently rather than relyina on an outdated 1988
noise map. An updated map would reflect the doubline of
commercial jet fli�hts and other chan�es in airport opera-
tions that have occurred since 1990, NRDC said. Resular
updates of the noise exposure map in the future, NRDC
said, would lead to more realistic assessments of airport
noise in the surroundin� communities and to more effective
noise mitiQation policies;
• Review the placement of remote aircraft noise monitors.
NRDC said a 1991 study done for the council concluded
that only two of the 14 monitors were well located and that
most were placed in unsuitable areas. NRDC commended
Westchester County for updating its noise monitoring
equipment in 1995, but urged the country to review, with
public participation, the location of the monitors; �
• Return to federal court to have the current injunction
aQainst a mandatory ni�httime curfew ]ifted. In 1983, a
federal court enjoined a mandatory curfew the county had
imposed on the �rounds that it was not backed by su�cient
noise data. Since that time, 12 years of operations, noise,
and complaint data have been collected by the airport's
Noise Abatement OfFce, NRDC said. While notin� the hieh
threshold imposed by the Airport Noise and Capacity Act of
1990 on airports intent on imposing noise or access restric-
tions, NRDC urged the county to return to court with its
data to attempt to lift the injunction and reinstate the
mandatory niDhttime curfew at the airport;
• Consider extending the end of the current Voluntary
Restraint from Flying period from 6:30 a.m. to 7 a.m.;
• Maintain helicopter operations and complaint data in the
same manner as other commercial and general aviation data;
and
• Include statistics on compliance with the TerminaI
Capaciry Agreement in the county's monthly Airpon
Monitor publication. NRDC said the Monitor alreadv serves
as a useful conduit of information from the airport to its
neishbors and users but that the publication could be
improved if it inclnded specific quarterly statistics about
operations and passengers for each half hour time slot.
In terms of fliahts, Westchester County Airport has
remained stable at roughly 180,000-190,000 flights per year
since 1990, or approximately 500-550 flights daily. How-
ever, NRDC said the character of these flights has changed.
Noise Report
Commercial jets have taken the place of many of the private
propeller and helicopter operations. In 1990, there were
4,838 commercial jet flights. In 1994, there were 11,867
commercial flights and the number has increased every year
since.
For further information on the report, contact Rich Kassel
at NRDC; tel: (212) 727-4454.
NRDC is a national, non-profit or�anization of scientists,
lawyers, and environmental specialists dedicated to protect-
ing public health and the environment. It was founded in
1970.�
Airspace Design
DFW AIRSPACE CHANGE
CAUSES NO MASS OUTCRY
By Charles F. Price — In sharp contrast to the worries
aroused among citizens and politicians in [he Baltimore-
Washington azea by the mere mention of a redesign of
airspace, last fall the sin�le largest chartin� event in the
history of the Federal Aviation Administration went into
effect in the Dallas/Fort worth re�ion causinQ very little stir.
Called the DFW Metroplex Air Traffic System Pian, the
new scheme rearraneed all airspace and procedures within a
I50-nautical-mile radius of DFW International Airport.
Implemented on Oct. 10, 1996, the chan�e replaced the air
traffic controi system for the North Central Texas area with
a totally new regime which altered every navi;ation aid and
fix and which FAA claimed would have far greater capacity
and flexibility than did the o1d system.
In a brochure explaining the change to pilots, FAA said
the change was necessary because the existing system was
operatin� "at or near capacity" and expansion had to occur
in order to "support the b owth of the aviation community
into the 21st. Century."
While the DFW noise o�ce told ANR there had been
numbers of complaints from individuals now exposed to
overflights at altitude since the change, there has been no
explosion of opposition such as a eeted the FAA's Ex-
panded East Coast Plan, to which thousands of people
complained, or the sacalled "scatter plan" of a few years
ajo in the Washington, DC, azea, which also resulted in a
loud outcry from the community.
The proposed change in the Dallas/Fort Worth region was
given public exposnre in hearings on environmental impact
studies for the new east runway at DFW but drew little
comment at the time. Meetings were also held by the FAA's
Southwest Region to brief the aviation community in the
area, but no specific data for implementation was mentioned
then. The onset of the new system last October was an-
nounced by means of the pilots' brochures.
The Metroplex Plan changeii four sectional charts —
Dallas/Fort Worth, Memphis, Houston, and San Antonio —
and two terminal area charts — Dallas/Fort Worth and
Houston. Three new tower facilides and other capital
Airport Noise Report
�� ��`�
March 17,1997
improvements were installed a well.
Airport Working with Coppell
Not only has this mammoth airspace chanoe occurred
without a major public outcry, a current controversy
between DFW Airport and the neighborin� city of Coppell
is being pursued, accordin� to the attorney for Coppell, with
an unusual deQree of decorum, candor, and aood feelinQ —
all of which may come as a surprise to those familiar with
the bitter disputes between DFW and some of its other
adjacent communities over location of a new west runway,
which made headlines a c�uple of years ago.
Steven F. Pflaum of the Chicago law firm McDermott,
Will & Emery, told ANR that relations between the City of
Coppell — his client — and DFW Airport have traditionally
been good and this has helped lay the groundwork for what
he called "an extraordinary spiri[ of cooperation" as the
parties worked to solve a problem of noise exposure that has
arisen in CoppeIl since the openin� of the east runway.
Coppell is located on the northeast side of the airport.
Aircraft approachin� the new runway are supposed to
follow a straisht line from five miles out, but occasionally
are turning inside the five-mile mark and "cuttinQ the
corner," said Pflaum; when this happens, planes overfly the
city from the northeast at an an�le to intersect the approach
and Coppell suffers noise impacts that it shouldn't under the
desiQned runway use plan, he explained.
Pflaum is working with DFW officials — primarily Noise
Officer Karen Robertson and her assistant Dick Linn — to
define the dimensions of the difFculty and find a way to
solve it. He said that while there have been problems in the
dialogue, by and large the experience has been a"model
relationship" and he "couldn't be more delighted." Substan-
tive prob ess must await perfection of DFW's noise moni-
toring system, which is not yet properly calibrated; when
that system is running it will be possible to identify specific
violators of the runway use plan.�
Seattle-Tacoma Int'Z
INCREp,SED TRAFg'IC WII,L DELAY
CONSTRUC�'ION OF l�t]EW RiTNWAY
By Charles F. Price — A greater than anticipated increase
in passenger tra�c now expected in the near future,
toQether with limitations on availabie federal funds, will
postpone by at least five years completion of the controver-
sial third runway at Seattle-Tacoma International Airport,
according to a Supplemental Environmental Impact State-
ment on the project prepared by a consultant for the Federal
Aviation Administration.
$ecause traffic is growing so rapidly, construction priority
must be given to more immediate capital projects like
, �arking facilities and road access which aze needed to
�` �accommodate it, according to airport officials. This means
completion of the $455 million third runway can't occur
29
until 2005. That extends the construction timeline from four
to eiQht years and pushes the planned completion date five
years later than o�cials at the Port of Seattle, which
operates the airport, had wanted.
The report also said that an additional 460 homes in the
flight path of the new runway must be insulated a�ainst jet
noise. Some 10,000 h�mes already have been earmarked for
insulation over the pa;t 20 years. Port officials have insisted
the noise problem will be further eased after the year 2000
when federal transition rules phase out the last of the noisy
Stage 2 aircraft. In this reoard FAA Consultant Mary
Vigilante, author of the Supplemental EIS, estimated that
the number of residents adversely affected by noise will
decline by two thirds by the turn of the 21st century. But it
is also �enerally understood that, due to increased opera-
tions, noise impacts on the exposed population will again
start to increase sometime after that time.
The Supplemental EIS was done after the FAA forecast a
17 percent jump in the number of passengers expected to
pass throu�h Sea-Tac. There were 395,000 takeoffs and
landinas at the airport last year. That is 16,000 more than
airport planners were predicting for the turn of the century
only three years ajo. Now it is predicted that takeoffs and
landin�s will number 409,000 by 2000. .
"We must make sure all of our facilities are ready to
handle the kind of �rowth beinQ projected," said Gina Marie
Lindsey, aviation director for the Port. Terminal and parking
gara�e expansion and road improvements to and from the
airport will be needed sooner than the third runway, she
said. Vi�ilante pointed to the limitation in available funding.
"There's not enou?h money to do it all at once," she said.
The Clinton Adrninistration's proposed 1998 budget calls
for a 30 percent cut in airport improvement funding. Sen.
Slade Gorton (R-WA) has criticized the proposal, saying it
would ` jeopardize our ability to secure funding for the
much-needed third runway."
Sea-Tac o�cials contend the third runway is needed to
permi[ two streams of pianes to land in poor weather
conditions which now limit landin�s to one runway 40
percent of the dme. The improvement is also important to
continued economic development of the region, they say.
Residents of the cities of Des Nloines, Normandy Park,
and Burien, located near the airport, oppose the new runway
and have filed a suit in King County Superior Court to stop
it. Perry M. Rosen of the Washington, DC, law firm Cutler
& Stanford, which represents the cities, said of the third-
runway delay, "They've stretched out the whole process"
and pointed out that the chan�e means construction hassles
will last twice as long. He claimed the delay means the Port
does not have the resources to carry out the entire airport
improvement project, which is estimated to cost $3.3 billion.
Peter Kirsch, also with Cutler & Stanfield, said, "The
[report] acknowledDes that we were right from the get-go.
So we really have to go back and re-examine all the other
statements the Port has made that they may have to recant."
Opponents feel they helped force a revision of the EIS and
that the supplemental report has vindicated their position,
Airport Noise Report
30 Airport Noise Report
which is that the third runway won't be sufficient to handle
air traffic =rowth. Instead they ar�ue that the Port of Seattle
and the Puset Sound Re�ional Council should seek a site for
an entirely new airport.
On the Horizon
In a noise-related developmen[ at another location in
Washin�ton State, Seattle-based Horizon Air is lookins into
the prospect of providin� commuter service between Paine
Field at Everette in Snohomish County, WA, and Portland,
OR. The idea is expected to stir up concerns amons citizens
who have already made it known they oppose commerciai
air traffic at Paine Field. Airport ManaQer David Wagsoner
alerted local leaders and a citizens �roup to the contem-
plated move. Don Doran, Mukilteo City Councilman, told
the Seattle Times Feb. 1 i, "I think the community abso-
lutely, positively will have something to say about this."
Horizon Air is studying the Everette-to-Portland route as
one of four potential runs it hopes will access new mar-
kets.�
Denver Int'Z
VIOLATIONS OF AGREEMENT
SHARPLY CUT, CONEY SAYS
The number of possible violations of noise standards set
around Denver International Airport has been sharply
reduced from about 57 at the end of the first year of the new
airport's operation to about 4-6 at the end of the second
year, Robert Coney, director of plannin� and development
for Adams County, CO, told participants at the 12th Airport
Noise and Land Use Compatibility Symposium Feb. 24 in
San Diesa
Under an Interaovernmental Agreement between Adams
County and the City and County of Denver, which cleared
the way for construction of the new airport, Denver a�reed
to pay $50,000 for each actionable violation of noise limits
set in the agreement. Some 101 arid points were defined
around the new airport and a noise leVel in Leq (Level of
Equivalent Ener�y) set for each grid point. Each violation at
any of these a id points results in a$50,000 fine.
Coney applauded the Federal Aviation Administration and
Denver for their responsiveness to noise complaints that
delu�ed the new airport from almost the hour it opened on
Feb. 28, 1995. Denver made nine recommendations for air
space chan�es that the FAA has implemented. Reroutin�
aircraft east of the airport to avoid overflying urban areas
has siDnificantly reduced noise impact as has directin� Stage
2 aircraft to fly north to Laramie, WY, before turnin� west,
Coney said.
Coney said several lessons have been learned reQardinQ
implementation of the Intergovernmental AD eement. First,
he said, the use of the DNL (day-niaht averaQe noise level)
noise metric in the ajreement is ineffective in rural areas
which had a very low ambient noise level prior to the
airport's openin�.
The enforcement process defined in the a�reement is
cumbersome, Coney said, and annual reportin� require-
ments back into each other. There are still issues that remain
unresolved from the report of the first year of operation, he
said.
He also noted that sin�le event noise levels or time above
levels should have been included with DNL leveis in the
noise reports. But SEL and time above were not considered
dependable in 1988 when the ajreement was drawn, he
explained.
Asked what went wrong at DIA to cause so many noise
complaints, Coney said he felt that the airport and the FAA
"believed there was an absolute blank check and used it in a
free-wheeling manner regardina operational efficiency."
The way they used the airspace differs from the assumpcions
included in the Environmental Impact Statement on the
airport, he said.
The noise analysis in the EIS was "excruciatinQ," Coney
said, but it is being violated. y
Re?ardin� fines, none have been paid yet by Denver, but
Coney said that United Airlines has already paid the fine by
payin� the extra fuel costs associated with flyin� north to
Lazamie, WY, before turnin� west on departure frorn DIA.
Update of FAA Noise Policy
William Albee, manaaer of the Policy and Regulatory
Division of the FAA's O�ce of Environment and Energy,
discussed the status of the agency's efforts to update it 1976
noise policy to provide guidelines on how to address noise
outside the 65 dB DNL contour.
A draft version of the updated poIicy statement has been
completed and is in "initial coordination" within the a�ency,
he said, but stressed that it is very hard to set a time line on
the project. Albee said he hopes to have "somethina done"
by the end of the year. "It's my highest priority," he told the
session, "because there is a window of apportunity between
now and 2000 to capture the benefits of shrinking contours."
Albee predicted that a major shrinkage in noise contours
around airports will not occur until the last year of the
phaseout of Stage 2 aircraft. On Jan. l, 1999, there will still
be 1,000 Sta�e 2 aircraft in the commercial fleet and they
must be phased out by the end of 1999, he said. He pre-
dicted that a"big, nodceable improvement" in noise impact
will not occur until the end of the phaseout period.
DFW Outreach Program
Karen Robertson, mana;er of the Noise Compatibility
Office at Dallas/Ft. Worth International Airport, said that
airport o�cials tried to describe the expected noise impacts
from the new east runway at DFW before it opened so that
people could make decisions about how close to the new
runway they wanted to live. '
The airport established a real estate outreach pro� am
through which it invited home builders and Realtors to the
airport to learn where the new runway would be located and
Airpoct Noise Report
i, )
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March 17.1997
how it would affect them and their clients. The airport gave
them exisdn� and proposed fli�ht patterns and expected
noise levels.
It also hosted luncheons for mayors of communities near
the airport, met with community advisory groups, and talked
to school o�cials and students about the new runway and
the noise impact it would have on the community.
The airport worked with the City of Grapevine on the
location of a school, Robertson said. While the airport
would not give its opinion on where the school should be
located, it did inform school officials about the noise impact
at various locations under consideration and let them make a
decision on the best location for the school.
Thus far, the airport's noise o�ce has had 3,000 citizens
come through its new noise center or call the ofFce, and
talked to 200 Realtors, seven home builders, and five
newspapers, she said.�
Burbank
� ' '� • /
� . . � . � . . � � .
By Charles F. Price — The Burbank-Glendale-Pasadena
Airport Authority moved a step closer to building its
proposed new $235 million passen�er terminal March 5
when a Superior Court jud?e �ranted it possession of a 130-
are tract of land it wants as a site for the facility.
Meanwhile the City of Burbank continued its push for a
scaled-back terminal plan that wouid, in effect, limit airport
eapacity and received support for its scheme from the Los
Angeles Times. But a Glendale business a oup publicly
argued against a flight cap which is part of Burbank's plan,
sayina it would send the wrona message to airlines, discour-
ase needed new service, and keep new businesses out.
The jud�e's order giving the airport authority possession
of the Lockheed Martin Corp. Plant B-6 area is effective in
90 days. Airport Executive Director Thomas E. Greer said
of the action, "Possession of this property is a very impor-
tant step in the overall process leadina to our new term.inal,
and it makes our recent commencement of conceptual
design for the project all the more meaningful."
The authority deposited $39 million with the court in
February as the probable value of the land. The final amount
has yet to be determined. The airport is pursuin� an eminent
domain lawsuit to acquire the acreaQe from Lockheed,
which did not oppose the March 5 rulins.
The airport wants to build a new, larger terminal to
replace an old one which sits 400 feet closer to runways
than modern design standards allow. Airport o�cials say
that safety concerns are at the center of the dispute but the
real argument is over the question of expandin� airport
capacity. The airport's plan would almost double the
number of gates. The Burbank proposal wouid only allow
an increase of two gates, to 16. It would aiso cap the number
of operations at 10 percent above 1996 levels, impose a
�
noise budget, and make mandatory an existin� nighttime
curfew. �
The court order says the airport, once it takes possession
of the Lockheed Martin land, will have all ownership rights,
including removal of "any persons, obstacles, improve-
ments, structures or other tansible thinas of any kind or
nature ... and to do thereon whatever else it deems necessary
..." There is one current tenant on the property, Aircraft
Service International 1'nc. It will be allowed to continue
aircraft fueling services using storaee tanks on the site.
Lockheed Martin is expected to continue current demolition
activity.
Letter to Southwest Airlines
In February Burbank Mayor Bill Wi�gins wrote to Herbert
D. Kelleher, head of Southwest Airlines, advisin' him of the
city's development plan and askin� his support. Southwest
and Alaska Airlines together make up about 70 percent of
Burbank's commercial fliahts. Wisgins ursed KeIleher to
give the Burbank scheme — called the Burbank 21st Century
Plan —"serious consideration." He called the proposal "a
responsible and realistic solution that allows all parties with
an interest in the airport to brina a halt to expensive and
time consuminQ lidgation and instead move forward with
constructing a new terminal on the Lockheed property."
"We understand," Wig�ins wrote, "there.may be a
reluctance by any airline to accept limitations on the growth
of air tr�c. But we firmly believe that, without the
ab eement of the City of Burbank to any airport expansion
plan, the future will hold nothin� but more years of litiga-
tion and delay. We don't want that and we don't think you
do either." Wi�gins said Burbank was trying to "fashion a
fair and comprehensive settlement proposal that would
allow development of a modern new terminal enablin� more
e�cient handlin� of passengers and a moderate increase in
aircraft operations: '
On behalf of its residents, Wigoins continued, Burbank
"must insist that leveis of commercial jet noise not exceed
19961evels for us to support any increase in aircraft
operations. We believe advances in technology and the
b owin� number of quieter jets that will comprise airlines'
fleets in the comin� years make this a reasonable goal. With
your support, we believe we can obtain any necessary
approvals for required restrictions on flights from the
Federal Aviation Administration."
Kelleher has not yet responded to Mayor Wigains' letter.
However, Airport Community Relations Director Victor
Gill ridiculed the reference to quieter jets in the future. "Can
you imagine what Mr. Keileher would have thousht on
readin� that sentence?" Gill told ANR. "He flies nothinD but
Boeing 73�-300 aircraft at Burbank, and Burbank Airport
has had a 100 percent Stase 3 fleet since 19$'7. I can only
speculate as to his utter dismay."
Wiggins offered to meez with Kelleher personally to
discuss the Burbank proposal. He said the 21 st Century Plan
"balances the needs and concerns of our residents, the
Airport Noise Report
r'`�
March 31,1997
Dayton report to the court said, "In light of tha uncertainty
reoardin� whether or when MAC will seek to construct the
taxiway complex and use Runway 4-22 for noise shifting
purposes, Richfield does not believe that litiaating its
Petition for Review at this time would be a productive use
of the resources of the court or its liti�ants. Accordinoly,
Richfield will seek the parties' a�reement to a tolling
asreement that would enable this lawsuit to be dismissed
without prejudice, subject to Richfield's right to seek
judicial relief if MAC should decide to proceed with the
noise-shiftin� component of the project."
Included as an appendix to the Pflaum-Dayton report was
a letter of Dec. 23, 1996, from Natalio Diaz, the Met
Council's director of transportation plannin�, which said in
part, "before the 4-22 runway e;ctension project can be used
for noise redistribution purposes, the Metropolitan Council
intends to review the project as it relates to the queuing
taxiway complex needed for the proposed change in the
runway use system and a noise miti�ation plan."
In the letter of City Mana�er Prosser to MAC Executive
Director Hamiel, Prosser said he was writing in hopes of
correcting MAC's apparent misunderstanding of Richfield's
position on the north-south runway so that "MAC will better
appreciate why execution of a tolling agreement is in the
best interests of all of the litigants as well as the public as a
whole."
Prosser emphasized that Richfield believes it has a strong
case and coutd win in both state and federal court. But,
"given that MAC's already limited ability to use the
extended runway to shift noise will decrease as flisht levels
at [Minneapolis/St. Paul International Airport] rise,
Richfield questions the need for the parities to devote public
monies and scarce judicial resources to Iiti�atinQ now the
permissibility of a project that will not be buiIt for years to
come, if at all."
Richfield's suit in state court has been stayed. In the
federal action, Pflaum said Richfield has asked the court to
refer the issues of Runway 4-22 to the court's Settlement
Prob am — a dispute resolution body — in hopes a tolling
a�reement can be facilitated.0
Burbank, from p. 33
The court also dismissed a counterclaim by the City of
Burbank seeking to enjoin the auport authority from
acquirin' land within Burbank without the approval of the
City Council and to enjoin Lockheed Martin Corp. from
transferrin� 130 acres of land the airport needs for the new
terminal site without the city's approval.
While the court dismissed the case on narrow jurisdic-
tional �rounds, it did not rule on the key question raised in
the liti�ation of whether the airport authority is actually
required to obtain the appraval of the City of Burbank
before it can obtain 130 acres of land from Lockheed.for the
new ternunal site. The cunent terminal at the airport no
lon�er meets FA.A desi�n standazds.
35
The ruling leaves Lockheed Martin in the tough position
of decidinQ whether to accept $39 million for its land, which
was deposited with the court by the airport authority, and
runninQ the risk of later beina found in violation of the state
statute, accordin� to Peter Kirsch of the Washington, DC,
law firm Cutler & Stanfield, which represents the City of
$urbank. He would not comment on whether Burbank will
challenQe the Federal Aviation Administration's approval of
the use of $24.2 million in Passenger Facility Charges to
help pay for the new ierminal, but said Friday Apri14 is the
final day for filin� such action. '
Burbank contends that a California statute �overnin�
submission of plans for expansion or enlar�ement of �
airports requires the airport authority to obtain approval of
the city before acquirina the property, which is located
within the city's jurisdiccion.
In Apzil 1996, Burbank adopted procedures for its review
of the new ternunal project which provide that the airport
authority cannot acquire the property needed for the project
until (1) it submits a plan detailin� the proposed uses of the
properry to Burbank; (2) Burbank holds a public hearin� on
the plan; and (3) Burbank subsequently approves the plan.
The airport authority filed its complaint in June 1996
seeking to have the state statute and Burbank's review
procedures declared unconstitutional and to have their future
enforcement enjoined. The airport authority alleged that the
state statute and the city's review procedures violated the
Supremacy Clause of the U.S. Constitution by purportin� to
re�ulate in the area of air safery, a matter reserved for
federal regulation; violated the Commerce Clause by unduly
interferin� with or burdenine interstate commerce; and (3)
violated the airport authority's ri�ht to due, process as
guaranteed by the Fourteenth Amendment because the
statute and the review procedures are unconstitutionally
vague.
`Important Victory'
Burbank Mayor Bill Wisgins called the court action "an
important victory for the people of Burbank 9n what the
airport authority has acknowled�ed is the key issue in our
dispute." The court's rulin�, he said, "keeps intact Bur-
bank's risht to approve any acquisition of land within our
borders by the airport authority in order to expand Burbank
Airport."
While notin� that the airport authority could opt to appeal
the ruling, Wi�oins said he was confident that "Judse
Baird's reasoning is legally sound and her ruline will be
upheld by the Ninth Circuit Court of Appeals and, if
necessary, the U.S. Supreme Court. In the event the airport
authority files a similar action is state court, we are confi-
dent we will prevail there also," he said.
Mayor Wigoins said he hoped the court decision "will
cause the airport authority to recansider the inflexible
approach it has taken with its airport expansion plan. Judge
Baird's ruling maintains our right to protect Burbank
residents from the adverse consequences of excessive
Airport Noise Report
C.
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36 Airport Noise Report
airport =rowth. Years of litisation are not inevitable. This
dispute can be settled outside the courts if the airport
authority wili seriously consider a plan that provides needed
improvements to Burbank Airport while respectin� the
���ality of life concerns of Burbank residents, as we have
' �posed in our Burbank Airport 21st Century Plan (9 ANR
17). We developed and presented this plan to the airport
authority last month in an effort to forestall years of costly
litiaation," Wi�gins said.
Several provisions of the the 21st Centuy Plan, which seek
a flight cap and a mandatory nighttime curfew at an airport
that aiready has all StaQe 3 operations, would be subject to
Federal Aviation Administration approval under the
aQency's Part 161 Resulations on Notice and Approval of
Airport Noise and Access Restrictions.
Mayar Wiagins said that the court's decision "should
come as no surprise to those familiar with the relevant lesal
statutes and case law. Nearly four decades of statutes, FAA
reQulations, and case law have clearly established that the
federal �overnment has asserted control over airspace
manasement, air traffic control, aircraft safezy, and airport
operations, while leavinb to state and local governments
jurisdiction over where, when, and whether to build and
expand airports. In recent years this distinction between the
federally preempted area of airspace and airport operations
and state and local jurisdiction over airport sitin� and
expansion has been confirmed by four separate U.S. Courts
of Appeal."
"The importance of this rulin�," the mayor said, "is
underscored by the the fact that the State of California
`�rvened in the case on behalf of the City of Burbank in
�,.._.�er to protect existinb state laws that give local govern-
ments the authority to approve construction or expansion of
airports within their boundaries. If the airport authority had
prevailed, it would have jeopardized the entire statutory
system governins state and local power over land use at
airports throushout the state."
Disappointed by l�uling
"Obviously, we're disappointed this court chose narrow
jurisdictional �rounds to avoid taking action," said Thomas
E. Greer, executive director of the Burbank Airport. "There
are serious issues involving the balance between local and
federal interests that need to be decided. Both sides wanted
a rulins today, but that will have to wait for another day. In
the meantime, the replacement terminal program is movina
forward" he said. �
A Los Anaeles Superior Court recently granted the airport
authority possession of the 130-acre tract of Lockheed land
it wants for the new terminal site. Once the airport takes
possession of the land on June 3, it is free to develop it, but
it wiil be two to three years before any dirt is turned for the
new ternunal, accordin� to Victor Gill, spokesman for the
airport. The airport recently be�an the conceptual desisn
phase of the project, which will continue for 12-18 months.
F^�lowin; that, the conceptual design must be transformed
i )
into design specifications, he explained.
Greer noted that the court was careful to point out that the
principal disa�reements between the airport and the city
over Burbank's review procedure are still at issue. He
quoted Judge Baird in her opinion: "It is undisputed that
Burbank contends [the airport authority needs to obtain
approval from Burbank before acquirinQ the Lockheed
property]. It is very much in dispute, however, whether the
authority is actually required to obtain such approval."
Seattle-Tacoma Int'l
STUDY ESTINIATES I�IGH COST
TO MITIGATE RUNWAY IMPA�C'�S
Communities near Seattle-Tacoma International Airport
are setting the stage to seek additional funds to mitigate the
impacts of a planned third runway at the airport if their lesal
challenQe to the project fails. y
The cities of Burien, Des Moines, Fecieral Way, and
Normandy Park, the Hiahline School District, and Hiahline
Community Hospital obtained a$500,000 grant from the
State of Washington two years aQo to fund a study of the
potential impacts of the new runway.
The "initial assessment and recommendations" of the
study, released in February, concluded that it would cost
$2.4 billion — neariy five times more than the Port of Seattle
has estimated — to mitigate the noise impacts from the
planned third runway, and $479 miilion to mitijate certain
potential transportation impacts.
Other environmental, transportation, and socio-economic
factors were defined in the study, but no costs for mitiaatin�
them were estimated.
Fred Stouder, city manaQer of Burien, which mana�ed the
state b ant, said the study Iooked at impact from a broader
perspective than the Port of Seattle's Environmental Impact
5tatement. Much of the almost $3 billion in mitijation costs
estimated in the study would go toward land acquisition and
reinvestment in basic infrastructure to set the stase for the
next cycle of development in the area following construc-
tion of the new runway, he said.
The consuItants recommended the development of a South
Kin� County Comprehensive Plan "to weave together a plan
that addresses the needs of all interests in the area — commu-
nities, residents, businesses, schools, hospitals, the environ-
ment, and the airport."
(Officials of the cides involved in the study met with state
officials and the state's legislative delegation the wee!c of
March 31 and will be reviewin� the study to determine what
course of action to take next, he said. The study recom-
mends much follow-on work but the question is who will do
it, Stouder explained. He said he would like to see a
commission put together if the new runway is built to
address miti?adon issues.
The study does not assign mitigation costs to any particu-
lar agency. It notes that the Port of Seattle and the Federal
Ai�port Noise Report
C�
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March 31,1997
Aviation Administration will be financially responsibie for a
portion of the mitisation costs and that funding from other
sources is expected. For example, the report said, increased
___ transportation fundinQ is available throu�h the Washin�ton
1 State Department of Transportation and the Federal Hi�h-
way Administradon. Some environmental mitigation costs
my be eli�ible for state and federal Environmental Protec-
tion A�ency fundina, the study said, and costs associated
with acquisition and redevelopment "may be shared
between private and public-sector interests."
Port is not the `Bogeyman'
The Port of Seattle was critical of the initial study find-
in�s. The Port sat on an advisory b oup to the study and
expressed concerns about the mettaodoloay used in the
study, a spokeswoman for the Port said. She said the Port is
still uncertain of the criteria the study used to determine the
cost of noise impacts from the new runway.
An executive summary of the report provided to ANR also
did not clarify what noise mitigation criteria were and how
mitigation costs were assigned. A consultant for the study
had not contacted ANR to discuss these issues by press
time.
The executive summary of the report said that mitiaation
of potential impacts was based "on the preservation and
protection of neighborhood integrity."
T'he EIS and the Supplementai EIS done in support of the
new runway cost $5.5 million, making it one of the most
expensive environmental studies ever done, the Port
lspokeswoman said, addinQ the Port feels the EIS is thorouQh
�_. �and based on federal regulations and national standards. y
The cities involved in the study, she said, are tryin� to
take all their socio-economic problems and blame them on
the airport. The airport is a huae factor in the economy of
the area, but it is not the "bogeyman" the cities are makinQ it
out to be, she said. "If transportation projects are held to this
level of mitigation costs, it would be impossible to move
forward with any new project."
But Peter Kirsch, of the Washington, DC, law firm Cuder
& Stanfield, which represents the cities challenging the new
runway, disagreed. This was the first independent study of
the true mitijation costs of a new runway, he said, and it
raises the broader issue of how good standards for estimat-
ing mitigation costs are.
Higher mitigation costs are affordable, Kirsch said. He
noted that an official of the General Accounting O�ce
recently stated that the airlines get their money back on a
new runway project in two to three years and that the
projects would still be cost effective if the airlines had to
pay twice as much.
It is possible to pay for the real miti?ation costs of a new
runway, Kirsch said, even if they are much more than those .
estimated in an EIS.
The principal consultants that prepared the study for the
cities were Helmuth, Obata & Kassebaum, Inc. of Dallas,
j SI'exas, and Raytheon Infrastructure Services, Inc. of Denver
37
and Philadelphia.
While the study did not dispute the projections included in
the Port's EIS, such as noise contours and future flight
tracks, it included no new data.
The study examined eight general environmental areas:
noise and vibration (DNL and sin�le event noise levels,
overfli�hts, and vibration), air quality, surface water quality
and hydrology, ground water quality and hydrology,
wetlands, floodplains. aesthetics and visual, and "other,"
which included special status species habitat, culturai
resources, coastal zones, and compliance with Section 4(fl
of the Department of Transportation Act, which governs
noise impact on parklands and historic preservation areas.
In terms of noise impacts, the study said that four neigh-
borhoods in the City of Des Moines and one neighborhood
in Burien would be the closest to the new runway and would
experience "si?nificant impacts" due primarily to noise and
vibration of aircraft operations. It estimated it would cost
$1.9 billion to relocate residents of these neiQhborhoods and
redevelop the area.
The study estimated that it would cost $148 million to
mitigate noise impacts in Federal Way, $56 million for
Normandy Park, and $114 million for Tukwila. Most of this
mitigadon would involve primarily sound insulation and the
purchase of avigation easements.
The study also recommended the replacement or reloca-
tion of eight schools in three communities and identified 26
other schools in the HiChline 5chool District for sound
insulation and avi�ation easements.
In terms of transportation impacts, the study said that the
EIS did a"good job" of analyzing them but did not study a
large enoush area. The airport serves the entire Central
Puaet Sound Region, it noted, but said the transportation
impacts studies in the EIS "stopped at the airport's drive-
ways" — the roads leading directly in to the airport property.
The study painted a dire picture in terms of socio-
economic impacts of the new runway. It predicted that
communities closer to the airports would experience a
relative "depression" of residential property values, which
would have a"cascading affect" and lead to more properties
being rented rather than sold. This, in turn, would attract
people with a lower average household income who would
use more social services. Thus, while the property value and
tax revenues would be depressed, the cost of providing
social services would increase.
The study recommended that the Port of Seattle make
"partial ofF-setting payments to the five impacted communi-
ties in order to miti�ate the loss of local �overnment
revenues over the project period (2000 throuQh 2020)." It
said a similar analysis of revenue shortfalls in the school
district also was needed.0
Airport Noise Report
f�
3� Airport Noise Report
th SLUCM T hnical Advisory
FICAN
FICAN 'i'O PUBLISH
'7"^ CHNICAL POSITIONS
�n 1997, the Federal InteraQency Committee on Aviation
Noise (FICAN) pians to publish technical positions on
noise-induced sleep disturbance, non-auditory health effects,
and land use compatibility guidelines, as definitive research
by member ajencies concludes.
FTCAN also intends to improve its home paQe on the
Internet's World Wide Web in 199'1 by both increasinp its
visibility and improvinQ the technical content of the paQe
(address: http://www.hmmh.com/fican), accordinQ to the
committee's 1996 annual report, which was recently
released.
The committee also will hold its fourth public forum on
May 13 in Minneapolis (see related story in this issue).
Reaarding sleep disturbance, the 1996 FTCAN report notes
that the committee discussed the findin�s of recent sleep
disturbance research conducted at Denver International
Airport at its meetin� on Nov. 26, 1996. "In general, the
results of the recent studies show much lower awakeninQs
than previous, laboratory-based studies," the report stated.
"The study su��ested that the sleep disturbance curves
presented in the 1992 report of the Federal InteraQency
Committee on Noise (F'ICON), the parent committee of
FICAN, are very conservative and probably predict much
o eater sleep disturbance than has been observed under
a�tual field conditions.
�� ICAN said it intends to develop a technical position on
ihe sleep disturbance issue this year.
'The committee noted in its report that the issue of health
and social science research regarding aviation noise
continues to provoke comments at the committee's public
forums. The committee last year discussed the need to
provide better information to the general public concerninJ
�backjround on health effects policy and technical discus-
sions provided in the FTCON report of 1992. In addition, the
committee noted that several reports were published in
1996, including a tri-nation feasibility study of the scope
and need for an epidemiological study of the non-auditory
health effects of noise, as well as a U.S. Air Force literature
survey of the current state of knowledge on the issue.
FICAN said that, with these two studies as background, it
intends to develop a technical position on non-auditory
health effects in 1997.
Regarding land use planning, federal agencies rely on the
Standard Land Use Classification ivlanual (SLUCM) for
definitions of a variety of land uses. Individual aQencies
then adopt recommended noise limits for various cateaories
of land use, the most common bein� the 6� dB DNL
recommended threshold of incompatibility with residendal
land use.
The SLUCM currently is undergoin� extensive review led
�' ! the Federal Hi�hway Administration and the American
`_: .lannin� Association, FICAN noted in its report. It said that
members of FICAN sit on e ec
Panel and FICAN's interests in the SLUCM revision have
been discussed by the committee. FICAN has agreed to
review the SLUCM recommendations vis a vis aviation
noise and has requested a briefina by the SLUCNi contractor
to discuss aviation noise effects as related to the SLUCNI.
In their 19965 annual report, FICAN member said they
aoreed that additional research on commuter aircraft noise
issues should be placed on hold until more pressin� prob-
lems have been addressed.
The report noted that NASA prepared an assessment of
the commuter aircraft noise issue throuahout the United
States which found that, while isolated instances of comun-
ter aircraft noise problems exist, in �eneral commuter
aircraft contribute litde to the total noise burden in commu-
nities near major airport. The report sug�ested that com-
muter aircraft noise issues would become more si�nificant if
the percentage of operations relative to other types of
aircraft were to increase substantially and when noise levels
of air carrier aircraft decrease substantially with the retire-
ment of Staje 2 aircraft.
FICAN was established in 1993 to provide forums for
debate over the needs for future research in aviation noise
and to encourage new development efforts in this area. All
federal agencies concerned with aviation noise are repre-
sented on the committee, including the U.S. Army, the U.S.
Air Force, the U.S. Navy, the Department of Interior, the
Department of Transportation, the Federal Aviation Admini-
stration, the U.S. Environmental Protection Agency, the
National Aeronautics and Space Administration, and the
Department of Housina and Urban Development.
At the request of some members of the public, FIC.AN
asked the National Institutes of Health to join the committee
but the ajency declined esplainin� that it was short-staffed
and had no interest in the issue.
To help coordinate current and future federal research in
the area of aviation noise, FTCAN meets reaularly and hold
periodic public forums to obtain broader input from inter-
ested members of the technical community and the public.
Committes Formed in 1992
In 1992, the Federal Interagency Committee on Noise
(FTCON), the parent committee af FTCAN, published its
findings in a report entitled "Federal Agency Review of
Selected Airport Noise Analysis Issues." The committee
identified in its report the need to increase research on the
basic elements of aircraft noise assessment methods
includin� (1) a reexamination of the Day-NiQht AveraQe
Sound Level (DNL) as the primary metric for describin�
aircraft noise, (2) an evaluation of the dose-response
relationship between DNL and its effect on people (quanti-
fied as percent of people highly annoyed), and (3) the
appropriateness of the noise criteria used to define compati-
bility with different land uses.
To foster this research, FICON recommended that a new
standing federal committee be formed with a mandate to
Airport Noise Report
March 31,199�
provide forums for debate of future research needs and to
encouraje new development efforts in these areas. �
Research
' FICAN TO HOLD FORUM
MAY 13 IN MIT�NEApOLIS
The Federal Intera�ency Committee on Aviation Noise
(FICAN} will hold its fourth public forum on May 13 in
Minneapolis, MN, to coincide with the annual conference of
the American Associadon of Airport Executives.
The format of the public forum will include brief presenta-
tions by aQency researchers on the status of their noise
research projects, followed by public comment. Those who
wish to present comments to the committee must notify
FICAN by April 30 in order to allow organizers sufficient
time to schedule all presentations.
1fie forum will be held at the Thunderbird Hotel at 2201
E. 78th St, Bloomington, NIN, from 1 p.m. to 9 p.m. The
presentations will be divided into two sessions: the first
session will run from 1 p.m. to 4 p.m. and cover technical
issues, including noise reduction technologies and noise
modeling issues; the second session will run from 6 p.m. to
9 p.m. and will cover aviation noise effects, land use
compatibility, and public information prob ams.
Detailed information on the research projects underway by
members of the federal a�ency committee are available in
the FTCAN report, "Status Report on Aviation Noise
Research Conducted by U.S. Federal A�encies," copies of
� � which are available through FICAN's contractor, Harris
-' Miller Miller & Hanson, Inc. Contact Mary Ellen Easan at
E�VIMH for information on how to obtain a copy of the
report: tel: (617) 229-0707. t31so contact EaDan re�ardinQ
questions about the public forum or presenting comments at
the meetin�.
FICAN was established to provide informadon to the
public on aviation noise research projects conducted by
federal a�encies and to solicit input from the public and
technical community regardin� the direction of that re-
search.0
Reno/Tahoe Int'Z
39
aircraft operations at the airport. In the late 1980s, Stage 3
aircraft comprised only 40 percent of the total commercial
fleet mix, the airport noted in a press release. It said it has
experienced a noise reduction of more than 30 percent since
1993, and is one of the leadins airports throughout the
country that have a 90 percent plus Stage 3 compliance rate.
In other action at the Board's meeting, Brown-Buntin
Associates, Inc., pres�nted their annual update of the noise
contour map for the airport based on 1996 noise monitorin�
data. The airport said that an annual noise contour update
was recommended in 1987 as part of the 1987 Noise
Alternatives Assessment Study and the 1991 Pan 150
Airport Noise Compatibility Study, and has been instrumen-
tal in the implementadon of the airport's noise miti?ation
program. The noise map depicts t the computed locations of
65, 70, and 75 dB DNL noise contours.
Overali, the 65 dB DNL noise contour for 1996 for all
(civilian and military) aircraft operations is 22 percent
smaller than the 1995 contour, according to the airport.
However, it said, the area within the 65 dB DNL contour
computed for civilian operations only in 1996 is actually 2
percent larger than the 1995 contour.
Another notable change in the updated map, the airport
said, is the exclusion of the "bulge" over the southeast area
which represented the Nevada Air National Guard's use of
the RF4-C aircraft during most of 1995. Also, the eastern
edje of the 1996 contour is stufted to the west due to the
return of aircraft to runway 16L-34R followinQ its recon-
stzuction in 199�, resuitina in reduced noise impact over the
residential area surrounding downtown Sparks.
A final difference is that, although the 1996 contour has
shrunk in width, it is elonsated approximately an additional
mile to the south because 85 percent of the commercial
departures in 1996 went to the south compared with 75
percent in the previous year, the airport noted.0
Il 1 1Ji11iJl •�e
Health Effects Congress
AI�2POIZT �OA� RECOGNIZES �e 5eventh International Con�ress on Noise as a PubIic
AIRLINES FO'� NOIS£+ REDUCTION Health Problem will be held Nov. 22-27, 1998, in Sydney,
Australia.
The Airport Authority of Washoe County, Nev., proprietor �e congress has been organized on behalf of the Interna-
of Reno/Tahoe International Airport, approved a resolution tronal Commission on Biological Effects of Noise (ICBEN)
March 20 reco�nizinC six airlines for using an all-StaQe 3 every five years since 1968. This is the first time the
fleet at the airport. y meeting will be held outside of Europe or North America.
Representatives of Alaska, America West, American, `I'he meeting proaram will include invited and submitted
Reno Air, Southwest, and TWA airlines were commended oral presentations, posters, and workshops arranged around
for their efforts in noise rednction with a plaque. nine working groups that define ICBEN. These teams are
With 246 commercial airline arrivals and departures a day, concerned with: (1) noise-induced hearing loss, (2) noise
( �Stage 3 aircraft comprise approximately 94 percent of all and communication, (3) non-auditory physiolo�ical effects
Airport Noise Report
40 Airport Noise Report
ANR EDITORIA.L
ADVISORY BOARD
Mark Atwood, Esq. '
t Galland, Kharasch, Morse & G�nkle
Washington, D.C.
Lee L. Blackman, Esq.
McDermott. Wiil & Emery
Los Angeles, Calif.
Dr. Clifford R. Bragdon, AICP
Dean, Schooi of Aviaaon & Transportation Dowling
College
Eliot Cutler, Esq.
Cutler & Stanfield
Washind on, D.C. �
J• Spencer Dickerson
Senior Vice President
American Association of Airport Executives
Edward J. DiPolvere
Administrator, Nationai Associadon of Noise
Control Officials
Richard G. "Dick" Dyer
Airport Environmental Specialist. Division of
Aeronautics, Calif. Dept. of Transportation
E. Tazewell Ellett, Esq.
Hogan & Hartson -
Washington, D.C.
Julie H. Ellis, Esq.
( � � Managing Director
__ ' Federal Express Corporation
Angei M. Garcia
Co-Chairman
Citizens Against Newark Noise
E.H. "Moe" Haupt
Manager, Airport and Environmental Services,
Nationai Business Aircraft Associadon
Robert P. Silverberg, Esq.
Bagileo, Silverberg & Goldman
Washington. D.C.
Joanne W. Young, Esq.
Baker & Hosteder LLP
Washington. D.C.
induced by noise, (4) influence of noise on performance and behavior, (5)
effects of noise on sleep, (6) community response to noise, (7) noise and
animals, (8) combined agents, and (9) implications for regulations and
standards.
The venue for the conference is the Sydney Convention Center. English
is the o�cial language of the meeting.
For further information on the congress, contact the Conb ess Secretar-
iat, Noise Effects '98, GPO Box 128, Sydney NSW 2001 Australia; tel:
011-61-2-9262-2277;fax:011-61-2-9262-2323.
INM Course
D&L Aerotech will offer its first workshop on the latest version of the
Inte�rated Noise Model (Version 5.1) on May 3-4 in Bradenton, FL. The
cost is $600 per student with discounts for multiple students from one
source.
For further information, contact Dave Ingram or Lionel Guilbert; tel:
(813) 684-3517; fa�c: (941) 727-1678, or write D&L Aerotech at P.O. Box
1216, Brandon, FZ 33509-1216.
Buyouts Approved at Louisville
O�cials of Louisville International Airport announced recently that the
Federal Aviation Administration has approved the voluntary acquisition
of three residential areas near the airport, concludin� a review process
be�un at the request of the airport authority last June.
The three neiQhborhoods — representing almost 300 homes — complete
the areas to be purchased as part of the noisa mitigation program estab-
lished for the expansion of the airport.
"These aze the last homes within the area determined by the FAA to be
exposed to unacceptable noise," said Airport Generai Manager Bob
Michael. .
About 1,800 homes around the airport have been bou�ht because of the
expansion of the airport. It is estimated that it could take as long as 10
years to compleCe the voluntary boy-out of all of the noise-impacted
neishborhoods around the airport.0
AIRPORT NOISE REPORT
Anne H. Kohut, Publisher Nlarguerite Lambert, Production Coordinator
Charies F. Price, Contributing Editor; Anne Jacobs, Circulation Editor; Maria T. Norton, Production Editor
Published 25 times a year at 43978 Urbancrest Ct., Ashburn, Va. 22011; Phone: (703) 729-4867; FAX: (703) 729-4528.
Price $495.
Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients,
is granted by Airport Noise Repor[, provided that the base fee of US$1.03 per page per copy
is paid directly to Copyright Clearance Center, 27 Conb ess Street, Salem, MA 01970. USA.
Copyri�ht � 1997 by Airport Noise Report, Ashburn, Va. 22011
�