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11-18-2009 ARC PacketCITY OF MENDOTA HEIGHTS AIRPORT RELATIONS COMMISSION AGENDA Wednesday, November 18, 2009 — City Council Chambers **" JOINT MEETING WITH EAGAN AIRPORT RELATIONS COMMISSION A). Call to Order - 7:00 p.m. B). Introductions Q. Approval of the Minutes from the Oct. 14, 2009 Airport Relations Commission Meeting. D). Unfinished and New Business 1. Update from November NOC meeting 2. Plan of Action 3. Community Outreach Efforts 4. MAC Outreach Efforts 5. Metro Cities Legislative Policies 5-H Airport Noise Mitigation 6. Sharing Community Concerns 7. Updates for Introduction Book E). Acknowledge Receipt of Various Reports/Correspondence: 1. September 2009 NOC Technical Advisor's Report 2. September 2009 Eagan/Mendota Heights Departure Corridor Analysis 3. September 18, 2009 Airport Noise Report 4. September 25, 2009 Airport Noise Report 5. October 2, 2009 Airport Noise Report 6. October 9, 2009 Airport Noise Report 7. October 16, 2009 Airport Noise Report 8. October 23, 2009 Airport Noise Report 9. October 30, 2009 Airport Noise Report 10. November 4, 2009 Airport Noise Report F). Other Commissioner Comments or Concerns G). Upcoming Meetings • NOC Meeting 11-18-09 1:00 p.m. ® Planning Commission Meeting 11-24-09 7:00 p.m. ® City Council Meeting 12-01-09 7:00 p.m. ® City Council Meeting 12-15-09 7:00 p.m. ® MAC (Full Commission) Meeting 12-21-09 1:00 p.m. H). Public Comments I). Adjourn Auxiliary aids for persons with disabilities are available upon request at least 120 hours in advance. If a notice of less than 120 hours is received, the City of Mendota Heights will make every attempt to provide the aids. This may not, however, be possible on short notice. Please contact City Administration at (651) 452-1850 with requests. CITY OF MENDOTA HEIGHTS DAKOTA COUNTY, MINNESOTA AIRPORT RELATIONS COMMISSION MINUTES October 14, 2009 The regular meeting of the Mendota Heights Airport Relations Commission was held on Wednesday, October 14, 2009, at 7:00 p.m., in the Large Conference Room at City Hall, 1101 Victoria Curve, Mendota Heights, Minnesota. The following Commissioners were present: Liz Petschel, Chair; Robin Ehrlich, Vice Chair; Joe Hennessy, Sally Lorberbaum, Lyle Odland and Dave Sloan, Commissioners. Also present were: Jake Sedlacek, Assistant to the City Administrator; and Barb Suciu, Recorder. Not Present: Gretchen Keenan and Dave Sloan. Approval of Minutes Chair Petschel requested corrections to page 2, first sentence: "MacDonald" should be "McDonald," page 4, first paragraph, third sentence: "explaining" should be "provides," and page 5, first sentence, last word: remove "is" and insert "would." A motion was made by Cormnissioner Odland, seconded by Commission Dunn, to approve the minutes of the September 10, 2009, ARC meeting as amended. It was approved by majority. Unfinished and New Business A. Update from September NOC meeting Chair Petschel indicated since the UPS representative left the noise oversight committee there hasn't been a good representative for cargo. There is a new representative from Federal Express, his naive is Darrin Dokerty, and he has been with FedEx for 24 years. This will be a great addition for the committee. Chair Petschel discussed the adjustments that were made to the RNAV procedure off of runway 17. The NOC unanimously approved the changes, and the procedure will now be forwarded to the FAA for approval. There was discussion of recent changes in fleet mix, namely the replacement of some of the A320 Airbuses with the MD 90's. Commissioner Hennessy indicated this is part of the process called "right sizing" of aircraft to match demand to get maximum seat yield. �' Chair Petschel indicated the trend of the future for airplanes will be sleek, and downsized. Commission Meeting — October 14, 2009 Mendota Heights Airport Relations Commission There was a general discussion of the inequitable use of the south parallels during the night-time hours. Chair Petschel stated it is apparent that the air traffic controllers are becoming used to having the departures on one runway and landings on another. The NOC voted to send a request to the FAA to explain its night-time use of the south parallel runways. B. Update from MAC Comp Plan Update at City Council Chair Petschel asked Assistant to City Administrator Sedlacek to give an overview of the Comp Plan to the Commission. Assistant to the City Administrator Sedlacek discussed possible expansion at the Humphrey Terminal and moving the non -Delta partners to the Humphrey Terminal. Commissioner Loberbaum asked how carriers are moved to the Humphrey terminal. Assistant to the City Administrator Sedlacek indicated the carriers want to move to the Humphrey terminal due to lower fees and easier access to gates. He added there might be a reorientation of the gates. Commissioner Hennessy indicated that there is a building missing at the G Concourse and the rumor is that it is for taxiing. Chair Petschel indicated the intention is to increase the international travel area. Assistant to the City Administrator Sedlacek indicated City Councilmembers questioned the MAC representatives about a third parallel runway and were told there is nothing in the plan calling for one at this time. C. Eagan Letter Regarding Nighttime Operations Chair Petschel indicated the letter was unresponsive to the John McDonald letter. D. Plan for Joint ARC Meeting with Eagan in November Chair Petschel stated the joint meeting will be November 18 and the agenda consists of Community Outreach and Comp Plan. Chair Petschel asked for suggestions for the agenda. Vice Chair Ehrlich suggested sharing of concerns between Eagan and Mendota Heights. IN Commission Meeting—October 14, 2009 Mendota Heights Airport Relations Commission The Commission developed a list of talking points for the Joint ARC meeting in November. Commissioner Odland suggested providing some history of the ways the two Commissions have worked together in the past. E. Updates for Introduction Book Noted. Acknowledge Receipt of Various Reports/Correspondence A. August 2009 NOC Technical Advisor's Report B. August 2009 Eagan/Mendota Heights Departure Corridor Analysis C. September 11 2009 Airport Noise Report D. September 18 2009 Airport Noise Report E. September 25 2009 Airport Noise Report F. October 2 2009 Airport Noise Report G. October 9 2009 Airport Noise Report H. Letter from MAC Commissioner District G Other Commission Comments or Concerns __.. Vice Chair Ehrlich asked about a November MAC meeting. Chair Petschel reminded the Commission about the October 21St face-to-face meeting with Jeff Hamill. Commissioner Odland suggested discussing the Airbus320 and the MD 90's. Commissioner Hennessy asked for a Fleet Mix comparison report from MAC. Upcoming Meetings • City Council Meeting 10-20-09 7:00 p.m. • Planning Commission Meeting 10-27-09 7:00 p.m. Public Comments None. Ail ourn Commissioner Dunn made a motion, seconded by Commissioner Odland, to adjourn the '' meeting at 8:07 p.m. It was approved unanimously. Commission Meeting— October 14, 2009 Mendota Heights Airport Relations Commission Respectfully submitted, Barb Suciu TimeSaver Off Site Secretarial, Inc. 145 University Ave. W., 5t. ]Paul, Minnesota 55103-2044 Phone: (651) 215-4000 Fax: (651) 281-1299 Website: www.MetroCitiesMN.org Transportation V -F 'W" Transportation Planning Process: Elected Officials' Role Metro Cities supports continuation of the Transportation Advisory Board (TAB), with a majority of locally elected officials as members and participating in the process. The TAB was developed to meet federal requirements, designating the Metropolitan Council as the organization that is responsible for a continuous, comprehensive and cooperative (3C) transportation planning process to allocate federal funds among metropolitan area projects. This process requirement was reinforced by the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA), the 1998 Transportation Efficiency Act for the 21St Century (TEA21) and the 2005 Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). V -G Photo Enforcement of Traffic Laws Cities should be allowed to enforce traffic laws and promote public safety on Minnesota's streets and highways through the use of photo enforcement technology. V -H Airport Noise Mitigation Metro Cities supports noise abatement programs and expenditures designed to minimize the impacts of Metropolitan Airports Commission (MAC) operated facilities on neighboring communities. The MAC should determine the design and geographic reach of these programs only after a thorough public input process that considers the priorities and concerns of impacted cities and their residents. The MAC and the state should seek long-term solutions to fund the full mitigation package as adopted in 1996 for all homes in the 64-60 DNL impact area. Noise abatement efforts should be paid for by fees and charges collected from airport users, as well as state and federal funds. Furthermore, unless mitigation funding is provided, Metro Cities opposes any legislation that requires a property owner to disclose those properties that lie within 64-60 DNL noise contours. Acknowledging that the communities closest to MSP and reliever airports are significantly impacted by noise, traffic, and other numerous expansion -related issues, Metro Cities supports the broad goal of providing MSP -impacted communities greater representation on the MAC. Metro Cities wants to encourage continued communication between the MAC commissioners and the cities they represent. Balancing the needs of MAC, the business community and airport host cities and their residents requires open communication, planning and coordination. Cities must be viewed as partners with the MAC in resolving the differences that arise out of airport projects and the development of adjacent parcels. Regular contact between the MAC and cities throughout the project proposal process will enhance communication and problem solving. V-1 Cities Under 5,000 Population Cities under 5,000 in population do not directly receive any non -property tax funds for collector and arterial streets. Current CSAR distributions to metropolitan counties are, 2010 Legislative Policies 37 CITY OF MENDOTA HEIGHTS AM November 13, 2009 TO: ARC Commissioners. FROM: Linda Shipton, Senior Secretary SUBJECT: Updates for Introduction Packet Please replace the following pages in your ARC Introduction Packet Table of Contents Operations North of the 090° Corridor Boundary (put with #14) The following should be replaced from your monthly ARC Meeting Agenda Packet.. # 7 Airport Noise Report — Put the latest issue of this in your Intro Packet #13 September 2009 - Technical Advisors Report #14 September 2009 - Eagan Mendota Heights Corridor Report TABLE OF CONTENTS Section 1. Glossary 2. Historical Review Eagan -MH Corridor 3. Creation of ARC 4. Ordinance No. 290 5. ARC Brochure 6. 2009 Airport Noise Plan of Action 7.* Airport Noise Report, August 28, 2009 8. NOC Bylaws 9. NOC Meeting Minutes 10. MAC Approved 2009Capital Improvement Program 11, What's New at the MAC Aviation Noise & Satellite Programs 12. ANOMS Monthly Reports 13. * September 2009 Technical Advisor's Report 14. * September 2009 Eagan Mendota Heights Corridor Report 15. Frequently Asked Questions 16. Contract Pertaining to Limits on Construction of a Third Parallel Runway 17. Crossing in the Corridor 18. Minneapolis Tower Operational Order 19. Runway Use 20. Nighttime Voluntary Noise Agreements 21. Maps 22. ARC DVD * These items should be replace with updates provided in your monthly ARC packet Metropolitan Airports Commission 18 (0.2%) Runway 12L and 12R Carrier Jet Departure Operations were North of the 090° Corridor Boundary During September 2009 Of Those, 0( --)Returned to Corridor Before Reaching SE Border of Ft. Snelling State Park Minneapolis -St. Paul Penetration Gate Plot for North Corridor Gate 09/01/2009 00:00:00 - 09/30/2009 23:59:59 18 Tracks Crossed Gate: Left = 0 (0%), Right = 18 (100% Page 2 Monthly Eagan/Mendota Heights ueparture Lorriaor jLknaiybiti. r-,t::PUI L %ZIU11t:113LUU. J r� Table of Contents for September 2009 f 1 Complaint Summary Noise Complaint Map 2 FAA Available Time for Runway Usage 3 MSP All Operations Runway Usage 4 MSP Carrier Jet Operations Runway Usage 5 MSP Carrier Jet Fleet Composition 6 MSP All Operations Nighttime Runway Usage 7 MSP Carrier Jet Operations Nighttime Runway Usage 8 MSP Scheduled Nighttime Operators C, 9-10 MSP Top 15 Nighttime Operators by Type 11 MSP Top 15 Nighttime Operators Stage Mix 12 Airport Noise and Operations Monitoring System Flight Tracks 13-16 MSP ANOMS Remote Monitoring Tower Site Locations Map 17 Time Above dB Threshold for Carrier Jet Arrival Related Noise Events 18 Time Above dB Threshold for Carrier Jet Departure Related Noise Events 19 Carrier Jet Arrival Related Noise Events 20 Carrier Jet Departure Related Noise Events 21 MSP Top Ten Aircraft Noise Events per RMT 22-34 Analysis of Daily and Monthly Aircraft Noise Events DNL 35-37 A Product of the Metropolitan Airports Commission ANOMS Program MSP Complaints by City September 2009 City Arrival SAINT PAUL 7 2159 EAGAN 2 33 RICHFIELD 0 1. MINNEAPOLIS 5 204 " APPLE VALLEY 0 344 MENDOTA HEIGHTS 0 0 BURNSVILLE 1 19 BLOOMINGTON 0 0 BROOKLYN PARK 2 32 SAINT LOUIS PARK 0 29 ANDOVER 0 16 CHANHASSEN 0 1 BROOKLYN CENTER 0 0 LAKEVILLE 0 9 MAPLEWOOD 0 2 EDINA 0 0 COON RAPIDS 0 4 INVER GROVE HEIGHTS 0 0 MENDOTA 0 0 FRIDLEY 0 0 CIRCLE PINES 0 0 BLAINE 0 0 ARDEN HILLS 0 0 SOUTH SAINT PAUL 0 1 OTHER 0 0' Total 2883 Nature of MSP Complaints Total Complaint _Total Number of Early/Late 125 1502 Entine Run-up 1 34 Excessive Noise 1194 4968 Frequency 172 3931 Ground Noise 0 7 Helicopter 1 2 Low Flying 86 3823 Structural Disturbance 5 487. Outer 3 276 Total 16617 . Note: Shaded Columns represent MSP complaints filed via the Internet. Sum of % Total of Complaints may not equal 100% due to rounding. -As of May 2005, the MSP Complaints by City report includes multiple complaint descriptors per individual complaint. Therefore, the number of complaint descriptors may be more than the number of reported complaints. Time of Day Time Total Complainants 0000-0559 Number of Departure 0600-0659 Other 188 Complaints 4 24 35 245 2474 8 1005 49 383 1480 0 .37 931 4 :. 973 7 78 79 204 577 0 7 . 7 117 475 0 59 4 1. 64 0 33 5 0 58 0 4 21 33 58 0 0 5 9 48 0 0 3 6 38 0 0 3 2 21 0 0 1 16 t: 18 0 0 2 3 17 0 0 3 0 12 0 0 :. 10 0 12 0 3 4 0 7 0 0 1 1 6 0 0 2 0 2 0 0 I 0 1 0 0 0 1 1 0 0 1 0 I 0 0 1 0 I 0 0 0 1 1 0 0 0 0 1 p 10 1 3 4 1269 `. 2198 6350 Note: Shaded Columns represent MSP complaints filed via the Internet. Sum of % Total of Complaints may not equal 100% due to rounding. -As of May 2005, the MSP Complaints by City report includes multiple complaint descriptors per individual complaint. Therefore, the number of complaint descriptors may be more than the number of reported complaints. Time of Day Time Total Complainants 0000-0559 32 142. 0600-0659 24 188 0700-1159 298 1488 1200-1559 256 1060 1600-1959 275 1292 2159 182 575 t22'200-2259 117 324 2359 21 76 Total. 6350 0.3% Number of % of Total Complainants Complaint: 87 39% 68 23.3% 11 15.3% 152 9.1% 33 7.5% 6 1% 7 0.9% 16 0.9% 11 5 0.6% 0.3% 2 0.3% 4 0.3% 3 0.2% 5 0.2% 4 0.1% 2 0.1% 1 0% 1 0'% 1 0% 1 0% 1 0% 1 0% 1 0% 4 0.1% 429 Complaints by Airport •Airport Total MSP 6350 Airlake 0 Anoka. 77 Crystal 0 Flying Cloud 476 Lake Elino I St. Paul 153 misc. 0 Total . 7057 1 Report Generated: 10/12/2009 08:46 MSP International Airport Aviation Noise Complaints for September 2009 .6 - io NowLhe rove 1"" -,East Bethel n IS G P., 1 xt 1i IJU ili�l Andover Lake es! k Scandia "ofl4 ti a AM" OU"', 9, 5!l6�� Marine on St. Croix 0 ut,, k Coon Paplifos �k Hugo it— ssan ��p� e `;'Zto a-nt-rvl BlaineBibine g 07 yt, A-1 ft -2 ij "I a lei I,Ovrl BFQ-_'0IdVn_ Pal l -k, "b la jih CorcorantilbMnds TSUIlwater iwp. a -lq6 'rant or� I E; lj�ja�y 9jightong, Bea biu leaIna IR'bbl dal.-.' plynf& � , , - I �] t ':* �l IVISP ie.O:� -Ievj6od ttttttttt, ytovAl Twp Ba 14* LakelElino, 55 Ul,.��4 Xj L a kd a I e 0 GbId#h Vg�yl' J zi: ;�,,Lst Lakeland! T q "Al ,,,�!�ono ',:.,F�Wayzata � 7 101111nMapo, �W4:.', .. , T, IvAi 11nilea 7g, =wk' irr qrvr a Isq lu T .21,1KIm -81'W'a Ki. To L7 V Fn a,2�n IA nnit�topka, L7 6" P. and` Ny t3 tt-Vrl-I M iHbpldns 3�'-L Afton .4 RN"' _13.7 lit: J, A; w R. rr .9UT p vie I gV1 r n g dt q& 140khrie El li"J ',ial lq.ewpo tofia�.1 5 n" Ede-h-Pra'li-i- Bloorhington' I l 9'. �l ver a MG Grove v ezi:ld 9 htk.'�,. jl�w 404W�, Cottage 4", Q, 1:� 1. --, -i si.� 'a V.- ER an®, e ask Gh fts' Grove f' Denmark T I a Grey-IjO60 Isla2d Twp. "Y " _j Shakope IIIe Rt !,�w Fnsv 4, It, ball I E, .,a"h j a I I (SP I I Rosemount erTwp alley daulsville Twp%... 1 L k, T R Enna T... Qi lled jSandl Greek TWP. i, Empire Twp. Marshan Till J�.)�'Grcive k S G ry OrOan7l` Spring Lake Twp. Farmington -I- t"t ' Ll i Verrnillion Twp. rel HE Cedar Lake T4.5 New MICE rw EurekaTvrp Castle Pock. Twp Hampton Twp,,l Douglas TrW57- LY Number of Complaints per Address 0 a 41) 0 0 0 0 0 1-8 9-27 28-61 62-126 127-210 211-494 495-929 930-2032 -2- Report Generated: 10/12/2009 08:46 Available Hours for Runway Use September 2009 CA A A-;,fi- c,,,Qtpm,, Performance Metrics Data) FAA Average Daily -Count Sept6mbO'2008 September 2009. ---7ir -Carrier 725 733 Commuter 42299 363 General Aviation 45 42 Military 7 11 Total 1200 1150 Note: Sum of daily average count may not equal total due to rounding. As of January 2009, the FAA Aviation Systems Performance Metric (ASPM) was the source for the Available Hours for Runway Use report. -3- Report Generated: 10112/2009 08:46 All Operations Runway Use Report September 2009 �—II �•• I�I ;0 �� dohs l° .,tr �`�'`1 , j \ ^Paul �j a � T }IIIIIIi 43171/ � pj 1 i q �� Jf �+ I I 11 1v Iw �j r qk, t ��t,� _. /I�.:. , t�!/��' 1it a��+1�1-�� r �1�.� � u 7771'}�•t t 1 �1 �" ray 1 tj ri Richfield (tzn gi, ' 'j15'3� !) ( r,t, 1 to minglon}I'., 'A a' i i' i 1 F V f L• RWY 04 Arrival/ Departure Arr Overflight Area So. Richfield/Bloomington Count Operations . 23 Percent 0.1% Last Year Count Operations, 0 Last Year Percent 0% 12L Arr So. Minneapolis/No. Richfield 0 0%. 4445 24.9% 12R j Arr So. Minneapolis/No. Richfield 1180 7% 4412 24.8% 17 Arr So. Minneapolis 7312 43.7% 0 0% 22 Arr St. Paul/Highland Park 3526 21.1% 3 0% 30L Arr Eagan/Mendota Heights 1680 10% 2952 16.6% 30R Arr Eagan/Mendota Heights 0 0% 3576 20.1% 35 Arr Bloomington/Eagan 3027 18.1% 2436 13.7% Total Arrivals 16748 -17824.' RWY Arrival/ Departure Overflight,Area.1 Count Operations Percent Last Year Count Operations Last Year Percent 04 Dep St. Paul/Highland Park 488 2.9% 7 0% 12L Dep Eagan/Mendota Heights 0 0% 2731 15.6% 12R Dep Eagan/Mendota Heights 11497 69.4% 1579 9% 17 Dep Bloomington/Eagan 883 5.3% 5242 29.9% 22 Dep So. Richfield/Bloomington 30 0.2% 22 0.1% 30L Dep So. Minneapolis/No. Richfield 3626 21.9% 3475 19.8% 30R Dep So. Minneapolis/No. Richfield 0 00% 4497 25.6% 35 Dep So. Minneapolis 39 0.2% 0 0% Total Departures 1.6563 17553 Total Operations 33311 35377 INU IC. 0 U I I I UI R loy —, c4 , - 4 - Report Generated: 10/12/2009 08:46 Carrier Jet Operations Runway Use Report September 2009 -5- Report Generated: 10/12/2009 08:46 LasttYea—r Count count Last Year RVVY Arrival/ Departure Overflight Area I Operations Percent Operations Percent -- 04 Arr So. Richfield/Bloomington 23 0.2% u 1/0 n 3591 24.8% I L Arr o. Minneapolis/No- Richfield- 0 7.5% 36—R— 12 25% 12 Arr o. Richfield Minneapolis/No. 1065 0 0% 17 Arr So. Minneapolis 6123 43% 1 0% 22 Arr St. Paul/Highland Park ---Eagan/Mendota 3100 21.8% 9.8% 2348 16.2% --3—OL Arr Heights 1400 0% - 2925 20.2% --5-0R --Bioomington/Eagan. Arr Eagan/Mendota Heights 0 2528 — —T7--.80/- 1996 13.8% 35 Arr F --- — Total Arrivals 14239 14473 — Last Year Count Count Last Year [:RWY Arrival/ Departure Overflight Area operations Percent Operations Percent U U/0 0-4 Dep St. Paul/Highland Park 400 2.61/0 7 1997 —T4 12L Dep Eagan/Me ndota Heights -- 0% 70.2% 1277 8.9% 2R Dep Eagan/Mendota Heights 9895 5% 451 31.6% 1-7 1 Dep Bloomington/Eagan 700 0.1% 17 0.1% —t16 22 Dep So. Richfield/Bloomington 3060 21.7% 2848 19.9% 30 Dep i So. Minneapolis/No. Richfield 1- 0% 3640 — 25.5% --3-o —R Dep So. Minneapolis/No. Richfield 0 0 0% -- 35 Dep So. Minneapolis 30 0 0.2% Total Departures 14101 143.90 Total Operations 28340 28773 Note: Sum of RUS % may not equal 100% due to rounding. -5- Report Generated: 10/12/2009 08:46 September 2009 MSP Carrier Jet Fleet Composition Note: Stage 3 represent aircraft modified to meet all stage 3 criteria as outlined in Federal Aviation Regulation (FAR) Part 36. This includes hushkit engines, engine retrofits or aircraft operational flight configurations. UPS DC8Q are re -engined with manufactured stage 3 engines and are classified as Stage 3 Manufactured as of January 1, 2008. -The Provided Noise levels from FAR Part 36 are the loudest levels documented per aircraft type during take -off measured in EPNL dBA (Effective Perceived Noise Level). -EPNL is the level of the time integral of the antilogarithm of one-tenth of tone -corrected perceived noise level of an aircraft flyover measured in A -weighted decibels. - 6 - Report Generated: 10/12/2009 08:46 FAR Part 36 Take - Current Percent Last Years Percent Stage 2 0 Type Off Noise Level Aircraft Description Stage Count Percent 8742 110 Boeing 747-200 3 46 0.2% DC10 103 McDonnell Douglas DC10 3 96 0.3% B744 101.6 Boeing 747-400 3 61 0.2% DC8Q 100.5 McDonnell Douglas DC8 Re -manufactured 3 2 0% MD11 95.8 McDonnell Douglas MD11 3 142 0.5% 8767 95.7 Boeing 767 3 1 0% A330 95.6 Airbus Industries A330 3 228 0.8% B72Q 94.5 Boeing 727 Modified Stage 3 3 86 0.3% A300 94 Airbus Industries A300 3 4 0% A310 92.9 Airbus Industries A310 3 2 0% MD80 91.5 McDonnell Douglas MD80 3 1118 3.9% B757 91.4 Boeing 757 3 1961 6.9% DC9Q 91 McDonnell Douglas DC9 Modified Stage 3 3 2400 8.5% A321 89.8 Airbus Industries A321 3 162 0.6% B734 88.9 Boeing 737-400 3 19 0.1% A320 87.8 Airbus Industries A320 3 3662 12.9% B735 87.7 Boeing 737-500 3 42 0.1% B738 87.7 Boeing 737-800 3 963 3.4% A319 87.5 Airbus Industries A319 3 3639 12.8% B7377 87.5 Boeing 737-700 3 467 1.6% A318 87.5 Airbus Industries A318 3 48 0.2% B733 87.5 Boeing 737-300 3 704 2.5% E145 83.7 Embraer 145 3 974 3.4% E170 83.7 Embraer 170 3 2817 9.9% E190 83.7 Embraer 190 3 168 0.6% 8717 83 Boeing 717 3 320 1.1% CRJ 79.8 Canadair Regional Jet 3 7924 28% E135 77.9 Embraer 135 3 284 1% Totals 28340 Note: Stage 3 represent aircraft modified to meet all stage 3 criteria as outlined in Federal Aviation Regulation (FAR) Part 36. This includes hushkit engines, engine retrofits or aircraft operational flight configurations. UPS DC8Q are re -engined with manufactured stage 3 engines and are classified as Stage 3 Manufactured as of January 1, 2008. -The Provided Noise levels from FAR Part 36 are the loudest levels documented per aircraft type during take -off measured in EPNL dBA (Effective Perceived Noise Level). -EPNL is the level of the time integral of the antilogarithm of one-tenth of tone -corrected perceived noise level of an aircraft flyover measured in A -weighted decibels. - 6 - Report Generated: 10/12/2009 08:46 Count Current Percent Last Years Percent Stage 2 0 0% 0% Stage 3 2486 8.89/6 8.6% Stage 3 Manufactured 25854 91.2% 91.4% Total Stage 3 28340 Note: Stage 3 represent aircraft modified to meet all stage 3 criteria as outlined in Federal Aviation Regulation (FAR) Part 36. This includes hushkit engines, engine retrofits or aircraft operational flight configurations. UPS DC8Q are re -engined with manufactured stage 3 engines and are classified as Stage 3 Manufactured as of January 1, 2008. -The Provided Noise levels from FAR Part 36 are the loudest levels documented per aircraft type during take -off measured in EPNL dBA (Effective Perceived Noise Level). -EPNL is the level of the time integral of the antilogarithm of one-tenth of tone -corrected perceived noise level of an aircraft flyover measured in A -weighted decibels. - 6 - Report Generated: 10/12/2009 08:46 Nighttime All Operations 10:30 p.m. to 6:00 a.m. Runway Use Report September 2009 RWY Arrival/ Departure overflight Ar 04 Arr So. Richfield/Bloon 12L Arr so. Minneapolis/No. 12R Arr SO. Minneapolis/No. 17 Arr g SO.�linneaPo 22 Arr land 30L Arr Eagan/Mendota H 3_OR Arr —Eagan/Mendota H 35 Arr Bloomington/Ee 223 Total Arrivals EArrival/ RWY Departure overflight A �Y 04 Dep St, Paul/Highlan 12L Dep Eagan/Mendota _2R Dep Eagan/Mendota 17 Dep Bloomington/E 22 Dep So. Richfield/Bloo 30L Dep so. Minneapolis/No 30R Dep so-. Minneapolis/No 35 Dep So. Minneap — 00/0 _167% Total Departures 19.3% — _% Total operations Heights Heights rea Last Year Count Count Uq Count Last Year ea ;Opperations ;Percent Operations Percent ington 21 0 2.5%; 0 — 0% Richfield 0% 223 18.1% Richfield 426 50.2% 362 29.4% lis 14 1.6% 0 0% Park 2 0.2% 0 0% 244 28.7% 390 31.7% u — 00/0 _167% 238 19.3% — _% gan 1-42 17 T�4 849 .12,30 Last Year Count Count Last Year Operations Percent operations Percent d Park 5 1.3% 0 0% Heights 0 0% 232 34_.79% Heights 233 TO 60.1% iO% 178 26.6%— agan 73 18.8% 25 3.7% mington 2 0.5% 0 0% Richfield 74 19.1% 79 11.8% Richfield 154 23.1% olls 1 0.3% 0 0% 388 668 1237 1898 Note: Sum of RUS 1% may not equal 100% due to rounding. -7- Report Generated: 10/12/2009 08:46 Nighttime Carrier Jet Operations 10:30 p.m. to 6:00 a.m. Runway Use Report September 2009 Report Generated: 10/12/2009 08:46 Last Year Arrival/ Count Count Last,Year RWY Departure Overflight Area Operations Percent Operations Percent 04 Arr So. Richfield/Bloomington 21 2.7% 0 0% Arr So. Minneapolis/No. Richfield 0 0% 195 19.3% 12R Arr So. Minneapolis/No. Richfield- 400 51.4% 321 17 Arr So. Minneapolis 13 1.7% 0 0% 22 Arr St. Paul/Highland Park 1 0.1% 0 0% 30L Arr Eagan/Mendota Heights 225 28.9% 295 29.3% 30R Arr Eagan/Mendota Heights 0 0% 196 19.4% 35 Arr j Bloomington/ Eagan 118 15.2% 1 0.1% Total Arrivals 778 Last Year Arrivalf Count Count Last Year RWY Departure Overflight Area. Operations Percent Operations Percent 04 Dep St. Paul/Highland Park 3 1.10% 0 0% -- 12L Dep Eagan/Mendota Heights 0 0% 191 37.23/6 12R Dep Eagan/Mendota Heights 154 55.6% 126 24.5% 17 Dep Bloomington/Eagan 66 23.8% 16 3.1% 22 Dep So. Richfield/Bloomington 1 0.-49/6 0 0% Dep So. Minneapolis/No. Richfield- 52 1-8.89/6 51 9.9% 30R Dep So. Minneapolis/No. Richfield 0 0% 130 25.3%- 35 Dep So. Minneapolis 1 0.4% 0 0% Total Departures 277 514* Total Oper . ations1055 1522 Report Generated: 10/12/2009 08:46 120 01•• to 80 60 E 40 Z M 0 ;�q C-0 U, Lr Rr <> COM <:>- cY <:> <> <> <> In <> <5 <3, <> I> <> NN <> -C> <> <> I-,> Time October 2009 Nighttime Scheduled Carrier Jet Operations r),an n m to R -no a.m. 0 Sqx 0 AAL 11 .1 91 UPS. Q. MEP I 1.0SA, - M.P0. UAL' 0 FFT; .r -11 K 78W Ej TRS October 2009 Nighttime Scheduled Carrier Jet Operations 10:30 p.m. to 6:00 a.m.Manufactured Airline Stage 2 Stage3 Stage 3 100 Total 126 Northwest (NWA) 0 26 0 81 81 Sun Country (SCX) 0 0 64 64 American (AAL) 0 0 59 59 UPS S) 0 0 53 53 Midwest Airlines (MEP) 0 49 49 USAirways (USA) 0 0 0 48 48 Continental (COA) 0 0 — 41 41 Delta (DAL) 0 0 — 0 —� 40 40 —40 FedEx (FDX} n —40 Unit 31 31 Frontier Airlines (FF 1 30 30 Korean Air (KAL) 0 0 13 0 13 BAX( 0 0 7 7 Airtra (TRS) 0 0 39 643 682 Total Report Generated: 10/12/2009 08:46 October 2009 Nighttime Scheduled Carrier Jet Operations Time A/D_ Carrier Flight Number Equipment Stage 3 Days of Operation Routing 22:30 A American 1961 8738 M MTWThFSSu MIA MSP 22:30 A Airtran 869 8717 M MTWThFSSu ATL MSP 22:34 A Frontier Airlines 108 A319 M MTWThFSSu DEN MSP 22:47 A Northwest 1459 DC9Q H MTWThFSu BNA DTW MSP 22:56 A United 726 A320 M TWThF OAK DEN MSP 23:00 A Sun Country 346 B738 M S MCO MSP 23:00 D _BAX 705 B72Q H TTh YYC MSP TOL 23:03 A United 463 A320 M M YYZ ORD MSP 23:04 A United 726 A320 M M OAK DEN MSP 23:05 A United 726 A320 M Su OAK DEN MSP 23:06 A United 463 A320 M TVVTh YYZ ORD MSP 23:10 A American 1284 MD80 M MTWThFSSu AUS DFW MSP 23:20 A Sun Country 104 B738 M MTWThFSSu LAS MSP 23:25 D BAX -70-5 B72Q H M YYC MSP RFD TOL 23:29 A Delta 1521 8737 M W CHS ATL MSP 23:30 A Midwest Airlines 2210 E170 M MTWThFSu MKE MSP 23:33 A Delta 1521 MD80 M MTThFSu CHS ATL MSP 23:33 A Delta 1521 MD80 M S --WW-ThFSu- ATL MSP 23:38 A Northwest 712 A320 M LAX MSP 23:39 A United 463 A320 M F YYZ ORD MSP 23:40 A Sun Country 284 8738 M_ WS SEA MSP 23:40 A Sun Country 286 B738 M ThSu SEA MSP 23:41 A United 463 A320 M Su YYZ ORD MSP 23:45 A American 2045 MD80 M MTWThFSu BOS ORDMSP 23:45 A Continental 2816 E145 M MTWThFSu IAH MSP 23:45 A Sun Country 422 B738 M ThF --LAX MSP 23:51 A US Airways 984 A320 M WThFSSu CLT MSP 23:55 A Sun Country 404 B738 M MTThFSSu SAN MSP 23:55 A US Airways 940 A321 M MTWThFSu LAS PHX MSP 00:08 A Northwest 744 A320 M MTFS PHX -MSP 00:10 A Sun Country 422 B738 M TThSu LAX MSP 00:35 A Northwest 1058 A320 M S SLC MSP 03:36 A FedEx 1407 MD11 M MTFSSu 04:14 A UPS 556 8757 M TWThF 04:31 A UPS 558 B757 M TWThF 04:35 A FedEx 1718 VD -11-M MFSSu 05:07 A UPS 560 MD1 1 M TWThF 05:10 A Korean Air 7521 8757 M MTWThFSSu SFO MSP 05:20 D Delta 1073 MD80 M MTWThFS MSP ATL 05:20 D Delta 1073 8737 M Su MSP ATL 05:40 D Continental 2017_ E145 M MTVVThF MSP IAH 05:42 A UPS 496 8757 M S 05:51 A Northwest 206 B757 M MThFSSu LAS MSP MCO 05:53 A Northwest 362 A320 M MTWThFSSu SFO MSP DTW 05:55 D Midwest Airlines 2302 E170 M MTWThFS MSP MKE DFW 05:58 A Northwest 724 A320 M W u LAX MSP M = Manufactured H = Hush kit _10- Report Generated: 10/12/2009 08:46 September 2009 Top 15 Actual Nighttime Jet Operators by Type 10:30 p.m. to 6:00 a.m. Note: The top 15 nighttime operators represent 96.1% of the total nighttime carrier jet operations. Report Generated: 10/12/2009 08:46 - 11 - Airline ID Stage 1Ype, uOunL . America West AWE 3 A319 1 America West AWE 3 A320 23 America West AWE 3 A321 25 American AAL 3 B757 1 American AAL 3 B738 7 American AAL 3 CRJ � 7 Total Nighttime Jet Comair COM 3 3 E170 25 Operations by Hour Compass CPZ BTA 3 E145 47 Hour, '; Count Continental Exp. DAL 3 MD80 60 2230 276 Delta FedEx FDX 3 MD11 16 2300 300 0 FedEx FDX 3 DC10 20 2400 40 15 Frontier Airlines FFT 3 A320 1 9 9 Frontier Airlines FFT 3 A318 1 200 Frontier Airlines FFT 3 A319 18 300 34 Mesaba MES 3 CRJ 129 400 500 360 Northwest NWA 3 B744 2 11 TOTAL 10 Northwest NWA NWA 3 3 A330 Northwest A319 Northwest NWA 3 13 Northwest NWA 3 17 Northwest NWA 3 320 A A320 80 Northwest NWA 3 8757 89 Pinnacle FLG 3 CRJ 77 Republic Airlines RPA 3 E170 26 Sun Country SC X 3 87738 � 7 Sun Country SC X 3 UPS UPS 3 A300 1 UPS UPS 3 MD11 17 UPS UPS 3 B757 40 United UAL 3 A319 1 United UAL 3 A320 18 United UAL 3 B733 TOTAL 100 Note: The top 15 nighttime operators represent 96.1% of the total nighttime carrier jet operations. Report Generated: 10/12/2009 08:46 - 11 - yr, I nd September 2009 Nighttime Carrier Jet Operations Mix for Top 15 Airlines 10:30 p.m. to 6:00 a.m. 200 lao 160 140 120 100 so 60 40 20 0 in <> <> LO <> in <> U"� <> Lr") <>Wn <> in <> to o in <> u - ) <> Lo o u o u a In 7t IR Tj In 7: IR ":! c n v 'R " :1 cn v a c n ..! <> <> <> <=, 8 8 8 " " " " M M c) c) 'r Lo 10 u- U.) cci c"i c"i <:> <> <5 <> <n. O C> <> <> <> <> <> C> <> <> <> <> <> Time September 2009 Nighttime Carrier Jet Fleet Stage Mix for Top 15 Airlines 1 n.qn n m to R -nn ;; nn � NWA El sck El, MES ED FLG.. ARL El -bAL. Bo:, RPA El CPZ FFT F -I ,COM,! El Airline Stage 2 Sta6e3 ManufactUred Stage -3 Total Northwest (NWA) 0 17 207 224 Sun Country (SCX) 0 0 135 —135 Mesaba (MES) 0 0 129 129 Pinnacle (FLG) 0 0 77 77 American (AAL) 0 0 62 62 Delta (DAL) 0 0 60 60 UPS (UPS) 0 0 58 58 United (UAL) 0 0 49 49 America West (AWE) 0 0 49 49 Continental Exp. (BTA) 0 0 47 47 FedEx (FDX) 0 0 36 36 Republic Airlines (RPA) 0 0 26 26 Compass (CPZ) 0 0 25 25 Frontier Airlines (FFT) 0 0 20 20 Comair (COM) 0 0 1. 17 17 Other 0 12 1 29 41 Total 0 29 1 1026 1055 - 12 - Report Generated: 10/12/2009 08:46 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - September 2009 Sep 1 thru 8, 2009 - 3722 Carrier Jet Arrivals Sep 1 thru 8, 2009 - 3718 Carrier Jet Departures Sep 1 thru 8, 2009 - 212 Nighttime Carrier Jet Arrivals Sep 1 thru 8, 2009 - 50 Nighttime Carrier Jet Departures -13- Report Generated: 10/12/2009 08:46 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - September 2009 Sep 9 thru 16, 2009 - 3824 Carrier Jet Arrivals Sep 9 thru 16, 2009 - 3793 Carrier Jet Departures Sep 9 thru 16, 2009 - 199 Nighttime Carrier Jet Arrivals Sep 9 thru 16, 2009 - 68 Nighttime Carrier Jet Departures - 14 - Report Generated: 10112/2009 08:46 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - September 2009 Sep 17 thru 24, 2009 - 3864 Carrier Jet Arrivals Sep 17 thru 24, 2009 - 3818 Carrier Jet Departures Sep 17 thru 24, 2009 - 210 Nighttime Carrier Jet Arrivals Sep 17 thru 24, 2009 - 71 Nighttime Carrier Jet Departures -15- Report Generated: 10/12/2009 08:46 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - September 2009 Sep 25 thru 30, 2009 - 2829 Carrier Jet Arrivals Sep 25 thru 30, 2009 - 2772 Carrier Jet Departures Sep 25 thru 30, 2009 - 157 Nighttime Carrier Jet Arrivals Sep 25 thru 30, 2009 - 88 Nighttime Carrier Jet Departures -16- Report Generated: 10/12/2009 08:46 MSP International Airport Remote Monitoring Tower (RMT) Site Locations Remote Monitoring Tower Report Generated: 10/12/2009 08:46 -17- Time Above dB Threshold for Arrival Related Noise Events September 2009 IRIVIT ID city Address Time >= 65dB Time >= 80dI3 Time >= 9OdB Time >= 100dIB 1 Minneapolis Xerxes Ave. & 41 st St. 03:16:48 00:00:17 00:00:00 00:00:00 2 Minneapolis Fremont Ave. & 43rd St. 00:19:46 00:00:09 00:00:00 00:00:00 3 Minneapolis West Elmwood St. & Belmont Ave. 05:09:33 00:11:46 00:00:09 00:00:00 4 Minneapolis Park Ave. & 48th St. 00:33:07 00:00:15 00:00:00 00:00:00 5 Minneapolis 12th Ave. & 58th St. 05:23:51 00:52:45 00:00:16 00:00:00 6 Minneapolis 25th Ave. & 57th St. 03:36:30 00:01:05 00:00:00 00:00:00 7 Richfield Wentworth Ave. & 64th St. 00:08:24 00:00:00 00:00:00 00:00:00 8 Minneapolis Longfellow Ave. & 43rd St. 08:16:11 00:00:07 00:00:00 00:00:00 9 St. Paul Saratoga St. & Hartford Ave. 15:13:39 00:48:53 00:00:32 00:00:00 10 St. Paul Itasca Ave. & Bowdoin St. 14:21:32 02:31:20 00:01:47 00:00:00 11 St. Paul Finn St. & Scheffer Ave. 00:05:56 00:00:13 00:00:02 00:00:00 12 St. Paul Alton St. & Rockwood Ave. 00:00:30 00:00:00 00:00:00 00:00:00 13 Mendota Heights Southeast end of Mohican Court 00:00:00 00:00:00 00:00:00 00:00:00 14 Eagan 1st St. & McKee St. 05:08:58 1 00:00:17 00:00:00 00:00:00 15 Mendota Heights Cullon St. & Lexington Ave. 00:00:12 00:00:00 00:00:00 00:00:00 16 Eagan Avalon Ave. & Vilas Lane 07:18:50 00:18:09 00:00:02 00:00:00 17 Bloomington 84th St. & 4th Ave. 00:14:17 00:00:41 00:00:00 00:00:00 18 Richfield 75th St. & 17th Ave. 01:49:59 00:02:19 00:00:00 00:00:00 19 Bloomington 16th Ave. & 84th St. 00:20:56 00:00:33 00:00:04 00:00:00 20 Richfield 75th St. & 3rd Ave. 00:06:07 00:00:24 00:00:04 00:00:00 21 Inver Grove Heights Barbara Ave. & 67th St. 00:01:04 00:00:00 00:00:00 00:00:00 22 Inver Grove Heights Anne Marie Trail 04:08:07 00:00:02 00:00:00 00:00:00 23 Mendota Heights End of Kenndon Ave. 00:10:38 00:00:05 00:00:00 00:00:00 24 Eagan Chapel Ln. & Wren Ln. 05:27:46 00:00:26 00:00:00 00:00:00 25 Eagan Moonshine Park 1321 Jurdy Rd. 00:23:52 00:00:00 00:00:00 00:00:00 26 Inver Grove Heights 6796 Arkansas Ave. W. 00:19:19 00:00:00 00:00:00 1 00:00:00 27 Minneapolis Anthony School 5757 Irving Ave. S. 00:02:41 00:00:00 00:00:00 00:00:00 28 Richfield 6645 16th Ave. S. 05:08:49 00:03:34 00:00:00 00:00:00 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 00:27:30 00:00:00 00:00:00 00:00:00 30 Bloomington 8715 River Ridge Rd. 03:34:05 00:00:13' 00:00:00 00:00:00 31 Bloomington 9501 12th Ave. S. 00:01:55 00:00:00 00:00:00 00:00:00 32 Bloomington 10325 Pleasant Ave. S. 00:00:39 1 00:00:00 00:00:00 00:00:00 33 Burnsville North River Hills Park 00:01:03 00:00:04 00:00:00 00:00:00 34 Burnsville Red Oak Park 00:07:20 00:00:00 00:00:00 00:00:00 35 Eagan 2100 Garnet Ln. 05:48:56 00:00:22 00:00:00 00:00:00 36 Apple Valley Briar Oaks & Scout Pond 10:28:59 00:00:32 00:00:00 00:00:00 37 Eagan 4399 Woodgate Ln. N. 00:01:39 00:00:00 00:00:00 00:00:00 38 Eagan 3957 Turquoise Cir. 00:00:25 00:00:00 00:00:00 00:00:00 39 Eagan 3477 St. Charles Pl. --50-.0009 00:00:00 00:00:00 00:00:00 Total Time for Arrival Noise Events 107:40:02 04:54:31 00:02:56 1 00.00:00 -18- Report Generated: 10/12/2009 08:46 Time Above Threshold dB for Departure Related Noise Events September 2009 Time >= Time >= Time.>= Time >_ RMT.. Address 65dB, 80dB 90dB 100dB ID `:. 1 City Minneapolis Xerxes Ave. & 41st St. 01:40:14 00:00:05 00:00:00 00:00:00 2 Minneapolis Fremont Ave. & 43rd St. 02:04:29 00:00:43 00:00:00 00:00:00 3 Minneapolis West Elmwood St. & Belmont Ave. 05:00:25 00:06:00 00:00:14 00:00:00 4 Minneapolis Park Ave. & 48th St. 05:38:35 00:11:19 00:00:42 00:00:00 5 Minneapolis 12th Ave. & 58th St. 16:25:03 01:29:13 00:10:39 00:00:00 6 Minneapolis 25th Ave. & 57th St. 11:39:20 00:11:41 00:00:04 00:00:00 Richfield Wentworth Ave. & 64th St. 10:18:52 00:21:51 00:00:07 00:00:00 7 8 Minneapolis Longfellow Ave. & 43rd St. 04:3321 00:0326 00:00:00 00:00:00 9 St. Paul Saratoga St. & Hartford Ave. 00:23:41 00:01:10 00:00:17 00:00:00 10 St. Paul Itasca Ave. & Bowdoin St. 01:55:53 00:12:08 00:02:29 00:00:01 11 St. Paul Finn St. & Scheffer Ave. 00:43:40 00:02:06 00:00:31 00:00:00 12 St. Paul Alton St. & Rockwood Ave. 00:43:31 00:03:18 00:00:11 00:00:00 13 Mendota Heights Southeast end of Mohican Court 06:39:25 00:00:27 00:00:00 00:00:00 14 Eagan 1st St. & McKee St. 42:50:03 00:59:31 00:0019 00:00:00 15 Mendota Heights Cullon St. &Lexington Ave. 05:20:38 00:00:28 00:00:00 00:00:00 16 Eagan Avalon Ave. & Vilas Lane 46:52:45 02:47:04 00:08:56 00:00:00 17 Bloomington 84th St. & 4th Ave. 00:40:49 00:02:55 00:00:22 00:00:00 18 Richfield 75th St. & 17th Ave. 02:39:35 00:06:01 00:01:51 00:00:00 19 Bloomington 16th Ave. & 84th St. 01:47:05 00:02:36 00:00:12 00:00:00 20 Richfield 75th St. & 3rd Ave. 00:41:55 00:00:47 00:00:02 00:00:00 21 Inver Grove Heights Barbara Ave. & 67th St. 05:17:05 00:00:29 00:00:00 00:00:00 22 Inver Grove Heights Anne Marie Trail 07:11:26 00:00:45 00:00:00 00:00:00 23 Mendota Heights End of Kenndon Ave. 18:11:31 00:04:38 00:00:00 00:00:00 24 Eagan Chapel Ln. & Wren Ln. 27:02:20 00:17:08 00:00:00 00:00:00 25 Eagan Moonshine Park 1321 Jurdy Rd. 18:55:57 00:00:48 00:00:04 00:00:00 26 Inver Grove Heights 6796 Arkansas Ave. W. 11:42:16 00:04:35 00:00:00 00:00:00 -M-7inneapolis 27 Anthony School 5757 Irving Ave. S. 05:26:01 00:07:56 00:00:00 00:00:00 28 Richfield 6645 16th Ave.:18:06 00:09:39 00:00:07 00:00:00 29 Minneapolis Ericsson Elem. School 4315 31 st Ave. S. 01:40:14 00:00:42 00:00:00 00:00:00 30 Bloomington 8715 River Ridge Rd. 04:30:59 00:14:33 00 :00:44 00:00:00 31 Bloomington 9501 12th Ave. S. 00:47:38 00:00:59 00:0000 00:0000 32 Bloomington 10325 Pleasant Ave. S. 00:13:41 00:00:17 00:00:00 00:00:00 33 Burnsville North River Hills Park 00:33:30 00:00:06 00:00:00 00:00:00 34 Burnsville Red Oak Park 00:29:25 00:00:00 00:00:00 00:00:00 35 Eagan 2100 Garnet Ln. 01:47:07 00:00:36 00:00:00 00:00:00 36 Apple Valley Briar Oaks & Scout Pond 00:59:02 00:00:07 00:00:00 00:00:00 37 Eagan 4399 Woodgate Ln. N. 03:03:36 00:00:35 00:00:00 00:00:00 3g Eagan 3957 Turquoise Cir. 02:49:19 00:01:35 00:00:00 00:00:00 3g Eagan 3477 St. Charles PI. 01:31:32 00:01:08 00:00:00 0000:00 Total Time for. Departure Noise Events 292:10:04 .07:49:25 00:27:51 00:00:01 -19- Report Generated: 10/12/2009 08:46 Arrival Related Noise Events September 2009 RMT ID I 2 3 4 5 6 7 city Minneapolis Minneapolis Minneapolis Minneapolis Minneapolis Minneapolis Richfield Address Xerxes Ave. & 41st St. Fremont Ave. & 43rd —St. West Elmwood St. & Belmont Ave. Park Ave. & 48th St. 12th Ave. & 58th St. 25th Ave. & 57th St. Wentworth Ave. & 64th St. Arrival Events >= —65dB 817 64 1083 III 1202 661 31 Arrival Events >= 80dB 3 2 184 — — 8 756 23 0 Arrival Events >= 90dIB 0 0 2 0 10 0 0 Arrival Events >= 100d1B 0 0 0 0 0 0 0 8 9 Minneapolis St. Paul Longfellow Ave. & 43rd St. Saratoga St. & Hartford Ave. 2384 3217 4 597 0 15 0 0 10 St. Paul Itasca Ave. & Bowdoin St. 3210 2340 46 0 11 St. Paul Finn St. & Scheffer Ave. 17 4 1 0 12 St. Paul Alton St. & Rockwood Ave. 3 0 0 0 13 Mendota Heights Southeast end of Mohican Court 0 -1205 0 0 0 14 15 Eagan Mendota Heights 1st St. & McKee St. Cullon St. & Lexington Ave. 1 9 0 0 0 0 0 16 Eagan Avalon Ave. & Vilas Lane 1449 220 1 0 17 Bloomington 84th St. & 4th Ave. 47 6 0 0 18 Richfield 75th St. & 17th Ave. 427 26 0 0 19 Bloomington 16th Ave. & 84th St. 65 4 1 —0 20 Richfield 75th St. & 3rd Ave. 16 2 1 0 21 Inver Grove Heights Barbara Ave. & 67th St. 4 0 0 0 22 Inver Grove Heights Anne Marie Trail 930 1 0 0 23 Mendota Heights End of Kenndon Ave. 36 1 0 0 24 Eagan Chapel Ln. & Wren Ln. 1176 10 0 —0 25 26 Eagan Inver Grove Heights Moonshine Park 1321 Jurdy Rd. 6796 Arkansas Ave. W. 72 63 1 0 0 0 0 0 27 Minneapolis Anthony School 5757 Irving Ave. S. ---13 0 0 0 28 Richfield 6645 16th Ave. S. 1306 61 0 0 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 129 0 0 0 30 Bloomington 8715 River Ridge Rd. 911 6 0 0 31 Bloomington 9501 12th Ave. S. 7 0 --0 0 32 Bloomington 10325 Pleasant Ave. S. 3 — 0- 0 0 33 Burnsville North River Hills Park 4 1 0 0 34 Burnsville Red Oak Park 37 0 0 0 35 Eagan 2100 Garnet Ln. ---1480 9 0 0 36 Apple Valley Briar Oaks & Scout Pond 2108 5 0 0 37 Eagan 4399 Woodgate Ln. N. 9 0 0 0 38 Eagan 3957 Turquoise Cir. 3 —0 0 0 39 Eagan 3477 St. Charles Pl. 1 0 0 0 Total Arrival Noise Events 24302 4283 77 0 - 20 - Report Generated: 10/12/2009 08:46 Departure Related Noise Events September 2009 RMT, 11115, City, Address 1 -- Minneapolis Xerxes Ave. & 41st St. 2 Minneapolis Fremont Ave. & 43rd St 3 Minneapolis West Elmwood St. & Belmon 4 Minneapolis Park Ave. & 48th St. 5 Minneapolis 12th Ave. & 58th St. 6- Minn!apoiis 25th Ave. & 57th St. 7 Richfield Wentworth Ave. & 64th 8 Minneapolis Longfellow Ave. & 45d 9 St. Paul Saratoga St. & Hartford A 10 St. Paul Itasca Ave. & Bowdoin �c 11 St. Paul Finn St. & scheffer AVE 12 St. Paul Alton St. & Rockwood A� 13 Mendota Heights Southeast end of Mohican 14 Eagan 1st St. & McKee St. 15 Mendota Heights Cullon St. & Lexington A 16 Eagan Avalon Ave. & Vilas Lar 17 Bloomington 84th St. & 4th Ave. 18 Richfield 75th St. & 17th Ave. 19 Bloomington 16th Ave. & 84th St. 20 Richfield 75th St. & 3rd Ave. Grove Heights Barbara Ave. & 67th 22 Inver Grove Heights Anne Marie Trail 2121 3 [Inver Mendota Heights End of Kerindon Ave, 4 Eagan Chapel Ln. & Wren Lr 25 Eagan Moonshine Park 1321 Jur( -V 26 - Inver Grove Heights 6796 Arkansas Ave. 7 Minneapolis Anthony School 5757 Irving 28 Richfield 6645 16th Ave. S. 29 Minneapolis Ericsson Elem. School 4315 57. 30 Bloomington 8715 River Ridge Rd 31 Bloomington 9501 12th Ave. S. 32 Bloomington 10325 Pleasant Ave. 33 Burnsville North River Hills Par 34 Burnsville Red Oak Park -- 35 Eagan 2100 Garnet Ln. - 36 Apple Valley Briar Oaks & Scout PC 37 Eagan 4399 Woodgate Ln. 1 38 Eagan 3957 Turquoise Cir 39 Eagan 3477 St. Charles PI Total Departure Noise Events Report Generated: 10/12/2009 08:46 DeparturV Events Events >*7 � : -. moo ��oo �®vvv�v 8OdB -21- Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#1) Yarv,mcz Avin A Alqt qt Minnp2nnfis Date/Time Flight Number Aircraft Type Arrival/ Departure Runway I-max,(dB) 09/08/2009 5:37 NWA206 8757 A 12R 87.2 09/29/2009 8:47 CC1706 B72Q D 30L 81.3 09/26/2009 7:41 NWA1412 DC9Q A 12R 80.8 00/02/2009 2:58 NWA9804 B742 A 12R 80.3 09/29/200911:36 NWA1 589 DC9Q D 30L 80.1 09/01/2009 5:51 NWA206 8757 A 12R 79.6 09/24/2009 20:13 NWA56W DC9Q D 30L 79.5 09/25/200912:33 NWA1 263 DC9Q A 12R 79.4 09/24/2009 22:50 NWA459 DC9Q A 12R 79 09/04/2009 22:26 NWA1 459 DC9Q A 12R 78.8 (RMT Site#2) Frpmnnt A\/P & 43rd St.- Minneapolis Date/Time Flight Number Aircraft Type Departure,::, Rupway, Lmax(dB) 09/22/2009 20:15 NWAI 701 DC9Q D 30L 84.5 09/27/200916:21 NWA19 8744 D 22 83.1 09/19/200914:13 NWA1 184 DC9Q A 12R 83 09/22/200913:40 NWAI 068 DC9Q D 30L 82.9 09/29/200910:13 NWA1448 DC9Q D 30L 81.6 09/2312009 22:36 UAL463 B733 A 12R 81.1 09/27/200911:31 NWAI 589 DC9Q D 30L 80.8 09/29/2009 21:51 NWA1 495 DC9Q D 30L 80.5 09/29/200919:36 NWA46 A330 D 30L 80.5 09/24/2009 20:22 NWA1 255 DC9Q D 30L 80.1 (Km i 6itm) \AI,z,zf PIM\Alr)r)ri Rt A Rplmnnt Ave_. Minneapolis DateITlm6 i Number Fligh. M,r Aircraft T ype Arri alV. V.. Departure, Ruqway.��.. Lmax(dB) 09/22/200913:40 NWA1 068 DC9Q D 30L 95.1 09/08/2009 5:38 NWA206 B757 A 12R 94.4 09/01/2009 5:52 NWA206 B757 A 12R 93.7 09/24/2009 20:21 NWA1 255 DC9Q D 30L 92.5 09/29/2009 8:46 CC1706 B72Q D 30L 90.6 09/2412009 8:51 CC1706 B72Q D 30L 89.1 09/16/2009 7:49 DAU 077 MD80 D 30L 89.1 09/15/2009 8:20 CC1706 B72Q D 30L 88.2 09/24/200915:02 DAU 563 MD80 D 30L 88.2 09/16/200917:18 DAU 655 MD80 D 30L 88 - 22 - Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#4) Park Ave. & 48th St., Minneapolis I A -11 Date/Time Flight Number Aircraft 09/22/200910:10 NWA1 448 DC9 09!15/200912:28 NWA452 DC9 09/24/200913:22 NWA1 068 DC9 09/24/200910:16 NWA1448 DC9 09/03/2009 :15 CC1706 B72 09/15/200910:13 NWA1448 DC9 09/16/200917:00 NWAI 574 DC9 09/15/200913:46 NWA1 574 DC 09/29/2009 20:32 NWA1 255 DC9 09/27/200912:44 NWA9818 B74 Type rri Aircraft Departure CC1706 D 09/23/200919:38 D DC D NWA1 647 D 09/16/200916:40 D Q D Q D ET-- D Q D ? D (RMT Site#5) 12th Ave. & 58th St., Minneapolis A Date/Time Flight Number Aircraft 09/24/2009 :51 CC1706 B7 09/23/200919:38 N VA533W DC 09/24/200915:39 NWA1 647 DC 09/16/200916:40 NWA502 DC 09/29/200913:47 NWA1 068 DC 09/28/2009 9:00 N VA1452 DC — -uu�' O'��"j 09/29/2009 8:50 '�"I NWA1452 DC /2009 15:59 �0�9/24/2009 15:59 NWA502 DC 19. 09/24/200934 NWA1424 DC 09/23/2009 20:09 1 NWA369 DC 30L 30L 30L 30L 30L 30L 30L 30L 30L 30L Lmax(dB) 96.2 95 93.1 91.4 91 90.7 90.1 ---8-93 89.1 89 Runway 1,Lmax(dB) 30L 97.9 30L DeDarture P 30L 97 30L 96.8 30L 96.7 30L 96.4 30L 96.4 DC 96.3 NWA1 647 96.2 30 L 96.2 D 09/28/200915:27 NWA1 647 D 09/28/20091570-8 30L 30L 30L 30L 30L 30L 30L 30L 30L 30L Lmax(dB) 96.2 95 93.1 91.4 91 90.7 90.1 ---8-93 89.1 89 Runway 1,Lmax(dB) 30L 97.9 30L 97.1 30L 97 30L 96.8 30L 96.7 30L 96.4 30L 96.4 DC 96.3 NWA1 647 96.2 30 L 96.2 L 25th Ave. & 57th St., Minneapolis Date/Time Flight Number Aircraf 09/27/200916:44 VVRS601 DC 09/29/2009 8:11 AAL2317 M - 09/27/200913:14 NWA1 271 DC 09/03/2009 7:28 NWAI 469 DC 09/22/200915:29 NWA1 647 DC 09/28/200915:22 NWA1457 D 09/28/200915:27 NWA1 647 D 09/28/20091570-8 AAL1 827 M 09/03/2009 7:31 NWA1 070 A 09/2912009 18:07 AL673 A- M Runway oil 01 MI MI MI W in 91 Lmax(dB) -23- Report Generated: 10/12/2009 08:46 Departurz Runway oil 01 MI MI MI W in 91 Lmax(dB) -23- Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#7) WanhAinrth Ava 9 RAth St_ Richfield Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 09/29/2009 22:47 CC1705 B72Q D 30L 91.9 09/15/2009 22:43 CC1705 B72Q D 30L 90.7 09/22/200914:53 AAL1827 MD80 D 30L 89.6 09/23/200919:50 DAL1783 MD80 D 30L 89.3 09/27/200916:14 DAL1648 MD80 D 30L 88.5 09/28/2009 22:44 CC1705 B72Q D 30L 88.4 09/15/200912:13 NWA1127 DC9Q D 30L 88.2 09/22/200919:54 DAL1783 MD80 D 30L 88.1 09/23/2009 9:26 NWA121 A320 D 04 88 09/16/200916:31 VVRS228 DC9Q D 30L 87.9 (RMT Site#8) 1 nnnfr-allnXA/ Ava R 4'Irri Rt_ MinneanoliS Date/Time -. Flight Number Aircraft Type Arrival/ Departure ." Runway Lmax(dB) 09/29/2009_ : 18:07 AAL673 MD80 D 30L 87 09/22/200916:12 AAL676 MD80 D 30L 86.8 09/27/200915:54 AAL676 MD80 D 30L 86.1 09/15/200917:12 AAL673 MD80 D 30L 85.6 09/28/200915:23 NWA1457 DC9Q D 35 85.1 09/27/200913:33 NWA1068 DC9Q D 30L 85 09/15/200916:07 NWA1184 DC9Q D 30L 83.9 09/27/200916:45 VVRS601 DC9Q D 30L 83.7 09/22/200917:11 AAL673 MD80 D 30L 83.6 09/23/2009 20:12 NWA1088 DC9Q D 30L 83.6 (Ft1Vl l 51tegF j) cnrntnna -qt R H- irtfnrri Axiom Rt_ Paul Date/Time Flight Number Aircraft Type Arrival! . Departure Runway '; Lmax(dB) 09/28/200915:53 NWA19 8744 D 04 95.9 09/11/200912:42 RCH252T UKN A 22 94.9 09/22/2009 7:26 CC1706 B72Q A 22 94.1 09/27/2009 8:59 NWA9806 8742 A 22 93.5 09/22/2009 8:49 NWA1452 DC9Q D 04 92.5 09/14/2009 6:54 NWA1141 DC9Q A 22 92 09/09/200912:25 RCH251T UKN A 22 91 09/12/200910:13 NWA593 DC9Q A 22 90.9 09/02/2009 8:47 NWA1484 DC9Q A 22 90.9 09/05/200910:09 NWA593 DC9Q A 22 90.8 -24- Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#1 0) Itasca Ave. & Bowdoin St., St. Paul A-nll Date/Time Flight Number Aircraft I 09/28/200915:52 NWA19 B744 09/22/200915:43 NWA19 8744 09/25/20091:26 NWA9804 B742 09/27/2009 9:00 NWA9806 B742 09/16/200913:24 NWAI 068 MD8 09/15/200915:50 NWA19 t5 [144+ 09/22/2009 8:49 NWA1452 DC9 Q 09/24/200915:41 NWA19 B744 09/23/200911:47 NWA452 DC9 Q 09/23/200912:03 NWA358 DC9C ype IA Departure D D D A D D D D D D (RMT Site#1 1) Finn St. & Scheffer Ave., St. Paul Arrixtnjl Date/Time Flight Number Aircraft 09/23/200915:59 NWA19 B742 09/29/200915:38 NWA19 B744 09/24/200915:41 N Al 9- 6742 09/22/200915:43 NWA19 B741 09/22/2009 8:58 AAL675 MD8 09/16/200916:29 A19 B74 09/18/2009 7:36 NWA1 076 A31 09/15/200915:50 NWA19 B74 09/16/200913:55 AAL1827 MD8 09/01/200910:56 UIAZJtU E14 Type Flight Number Aircraft Departure �D NWA9816 B742 09/22/2009 9:45 D MD8 D DALI 627 D 0 D B744 D 9 El A 4 D 0 D 5 AM 09/16/2009 9:12 (RMT 0 M - Alton St. & Rockwood Ave., St. Paul A—kinli Date/Time Flight Number Aircraft 09/16/200914:01 NWA9816 B742 09/22/2009 9:45 DAL 1597 MD8 09/16/200913:28 DALI 627 MD8 09/30/200915:59 NWA19 B744 09/23/2009 8:58 N A1452 DC9 09/16/200912:56 NWA452 DC9 09/23/200910:14 NWA1448 DC9 09/16/2009 9:12 DAU 597 MD8 09/16/200913:07 UAL'I D8 MD8 09/23/2009 8:01 DAL1 077 MD8 Type Departure D 0 D 0 D D D D D 0 D 0 D 0 D Runway 04 04 04 22 04 04 04 04 04 04 Runway W M M M M M M M M 0 Runway Lmax(dB) 100.5 99.3 98.3 97.9 97.6 97.5 96.3 95.6 95.3 95.2 Lmax(dB) Ce ki Me M ME Mom -25- Report Generated: 10/12/2009 08:46 Runway 04 04 04 22 04 04 04 04 04 04 Runway W M M M M M M M M 0 Runway Lmax(dB) 100.5 99.3 98.3 97.9 97.6 97.5 96.3 95.6 95.3 95.2 Lmax(dB) Ce ki Me M ME Mom -25- Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#13) ,r)i ifhtzPczf Pnri of NAr)hir.;;n (-ni irt. Mendota Heights Date/Time Flight Number Aircra ft Type Arrival/. Departurev: Runway.. Lmax(d!3) 09/0212009 5:15 NWA9804 B742 D 12R 84.7 09/01/200915:52 AAL676 MD80 D 12R 81.4 09/25/200912:05 NWA625 A330 D 12R 81.4 09/09/200913:39 NWAI 574 DC9Q D 12R 80.4 09/11/200919:56 NWA46 A330 D 12R 80.1 09/30/200916:00 NWA19 B744 D 04 79.6 09/30/2009 22:58 CC1705 B72Q D 12R 79.6 09116/2009 21:57 NWA1495 DC9Q D 12R 79.5 09/23/200911:42 DAL1565 MD80 D 04 79.2 09/11/200915:56 NWA502 DC9Q D 12R 79*1 (RMT Site#14) 1 --,f qf A Mr.KPe St_. Fagan '.''Dateffirne Flight Number Airci . aft Type Arrival/ Departure Runway...,' ..,Lmax(d!3) 09/09/2009 10:01 CC1706 B72Q D 12R 93.5 09/02/200919:23 AAL429 MD80 D 12R 91.7 09/26/200919:42 NWA456 DC9Q D 12R 91.3 09/09/200913:21 NWA1 068 DC9Q D 12R 91 09/04/200915:51 NWA1 9 B744 D 12R 90.1 09/27/200910:10 NWA1 448 DC9Q D 12R 90.1 09/25/200912:16 NWA9816 B742 D 12R 90.1 09/27/2009 7:39 DAL1077 MD80 D 12R 90--- 09/13/2009 0:14 j NWA9807 B742 D 12R 89.8 09/20/200 AAL676 B744 D 12R 89.8 (Ki\A i biteg-i:3) ('idlnn qt A I Pyinnfnn Avp-- Mendota Heights Date/Time Flight Number Aircraft Type Arrival) ', Departure Runway Lmax(dB) 09/25/2009 9:51 N341 E BE58 D 12R 84.4 09/14/200913:26 NWA1404 A320 D 12R 84.3 09/16/200912:33 NWA1 566 DC9Q D 04 82.2 09/01/200912:01 NWA1 546 A319 D 12R 81.8 09/17/2009 7:10 TRS860 B7377 D 12R 81.5 09/21/200914:25 NWA1421 A319 D 12R 81.2 09102/2009 5:15 NWA9804 B742 D 12R 81.1 09/01/2009 7:06 CPZ5704 E170 D 12R 80.7 09/22/2009 21:57 NWA1495 DC9Q D 12R 79.4 09/09/200915:52 AAL676 MD80 D 12R 79.4 - 26 - Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#1 6) Avalon Ave. & V ilas Lane, Eagan Date/Time Flight Number Aircraft Type ..Arrival/ Runway Departure 09/06/200916:11 NWA19 B744 D 12R 12R 95.5 95 09/13/200919:22 NWA9812 B742 D 12R 94.8 10.1 /27/2009 10:10 ±9 t 0 �2 0 :� NWA1448 NWA1448 DC9Q D 12R 94.7 /0 09105/2009 8:53 NWA1 452 DC9Q D 12R 94.7 09/13/2009 0:14 1—� NWA9807 B742 D 12R 94.6 09/13/200912:06 NWA452 DC9Q D — 12R 94.4 09�/25/2009 20-.45 NWA1 533 DC9Q D 12R 94.3 09/25/200913:59 NWA1 068 DC9Q D 12R 94.3 :40 NWA19 B744 D — 12R 94.1 09/01/2009.8:26 CC1706 B72Q D (RMT Site#1 7) 84th St. & 4th Ave., Bloomington Date/Time Flight Number Aircraft Type Arrival/ Runway Lmax(dB) Departure -79/12/2009-15:42 NWA19 B744 D 22 22 95.7 94.1 09/11/200915:49 NWA19 B744 D 22 92.4 09/27/2009 16:19 NWA19 D B744 22 — 92.1 09/21/2009 15:46 NWA19 B744 D 22 90.5 09/26/200915:50 NWA19 8744 D 04 89.6 09/24/2009 23:15 NWA9804 B742 A 22 88.6 09/10/200915:38 NWA19 6744 D 04 88 09/24/2009 1:03 NWA9802 B742 A 04 87.9 09/12/2009 21:09 NWA9807 B742 A 22 87.2 09/14/200915:43 NWA19 B744 D — (RMT Site#1 8) 75th St. & 17th Ave., Richfield Date/Time Flight Number Aircraft Type Arrival/ Runway Lmax(dB) Departure — 09/08!200915: NWA19 B744 D ------ 22 22 99.9 99.7 09/01/200915:36 NWA19 8744 D 22 99.2 09/11/200915:48 NWA19 B744 D 22 99 09/21/200915:46 NWA19 8744 D 22 98.8 09/10/2009 15:37 NWA19 22 98.5 09/19/200915:40 NWA19 22 98.3 09/05/200916:03 NWA19 B744 D 22 98 6�9/14/2009 15-.43 NWA19 B744 D 22 97.5 --69—/1 —2/20091542 NWA19 B744 D 22 97 09/26/200915:49 NWA19 B744 D._ -27- Report Generated: 10112/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#1 9) Ir,fk Axin P- AAfh qt Rlr-wr)minntnn Date/Time Flight Number Aircraft Type Arrival/:.:'.: Departure. .:Runway Lmax(dB) 09/27/200 - 9 9:01 NWA1452 DC9Q D 22 --93.8 09/25/200915:51 NWA19 8744 D 22 92.4 09/04/2009 7:48 NWA1486 DC9Q A 17 91.5 — 09/12/200914:15 AF1 B742 D 22 88.2 09/27/2009 9:03 AAL675 MD80 D 22 87.3 09/24/2009 3:38 NWA9802 B742 D 22 85.8 09/27/200916:19 NWA19 B744 D 22 85.1 09/10/200915:37 NWA19 B744 D 22 84.6 09/11/200915:49 NWA19 8744 D 22 84 09/18/2009 7:03 BMJ66 BE80 D 17 83.8 (RMT Site#20) 7r,fk CZf P- qM Axiia Pir-hfhm.kid Date/Time, flight Number' Aircraft Type Arrivall . Departure Runway, Lmax(dB) 4 09/19/200915:40 NWA19 B744 D 22 90.5 09/24/2009 7:35 CC1706 B72Q A 35 90.4 09/05/200916:04 NWA19 8744 D 22 87.4 09/18/200911:15 NWA1 127 DC9Q D 30L 85 09/01/200915:37 NWA19 B744 D 22 84 09/08/200915:54 NWA19 B744 D 22 82.8 09/04/200913:16 NWA20 B744 A 22 80.5 09/21/200915:46 NWA19 8744 D 22 80 09/01/200911:30 NWA1 703 A320 D 12R 79.7 09/14/200915:43 NWA19 8744 D 22 79.5 kKivi i biieTFz i) Pcirknrn Ava A R7fh Of Inver ('irnvp Heiahts Date/.Time::,. .-.F Flight Number�: AirciraftTyipe. :�Arrival/ Departure Runway, Lmax(dB) 09/02/2009 5:15 NWA9804 8742 D 12R 83.9 09/25/200912:17 NWA9816 B742 D 12R 82.6 09/19/200911:31 DAL1565 MD80 D 12R 81.8 0.9/16/200914:02 NWA9816 8742 D 04 80.6 09/27/2009 7:20 NWA1 75.8 DC9Q D 12R 80.4 09/19/200917:22 DAL1655 MD80 D 12R 80.4 09/26/200913:21 NWA1 271 DC9Q D 12R 80.1 09/05/2009 7:18 NWA1 758 DC9Q D 12R 80.1 09/11/200910:41 NWA1 683 DC9Q D 12R 79.8 09/20/2009 5:37 DAU 073 MD80 D 12R 79.6 - 28 - Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 -29- Report Generated: 10/12/2009 08:46 (RMT Site#22) Anne Marie Trail, Inver Grove Heights Date/Time Flight Number Aircraft Type Arrival/ Runway Lmax(dB-) Departure ---- 09/26/200913:09 6AL1627 MD80 U ' 12R 12R 84.1 83 09/27/2009 7:39 DAU 077 MD80 D 12R 82.3 09/01/2009 14: DAL1 563 DAL1 563 MD80 D 12R 81.8 09/20/2009 10:27 DAL1 749 MD80 D 12R 81.6 09/12/2009 15:11 DALI 563 MD80 D 12R — 81.5 09/19/2009 9:30 DAL1597 MD80 D 12R 81.2 09/19/2009 10:24 DAL1749 MD80 D 12R 80.8 09/26/2009 15:42 NWA1492 DC9Q D 12R 0.8 09/10/2009 14:39 DAL1563 MD80 D 12R - 80.6 09/1919/2009 13:16 �Lj 6 DMAL1627 MD80 D (RMT Site#23) End of Kenndon Ave., Mendota Heights Date/Time Flight NumberAircraft Type Arrival/ Runway Lmax(dB) Departure 09/16/2009 21:56 — NWA1495 DC9Q U 12R 12R 88.7 86.4 09/11/200915:56 NWA502 DC9Q D 12R 86.3 09/08/2009 :14 NWAI 758 DC9Q D 12R 85.3 09/11/200915:31 NWAI 647 DC9Q D 12R 84.5 — 09/09/2009 7:27 ---�WA1 758 N DC9Q D 12R 84.4 09/21/2009 7:52 AAL231 7 AAL2317 MD80 D 12R 84.4 09/02/200919:23 AAL429 AAL429 MD80 J D 12R 84.4 09130/2009 22:57 CC1705 C1 �05 D 12R 84.1 09/22/2009 21:57 NWA 149b DC9Q D 12R 84.1 09/01/200913:28 NVVA1263 DC9Q D — (RMT Site#24) Chapel Ln. & Wren Ln., Eagan Date/Time Flight Number Aircraft Type Arrival/ Runway Lmax(dB) Departure 09/25/200912:17 NWA9816 B742 D 12R 12R 88.6 87.1 09/13/2009 0:15 ' - NWA9807 6742 D 12R 86.7 9/09/2009 9:10 09/09/20099' 10 DAL1597 MD80 D 12R 86.2 09/18/2009 15:47 9/1 8/200915 NWA19 NWA1 9 B744 D — 12R 85.9 �47 09/27/2009 7- 9 09/27/2009 7:39 DALJ 077 DAL1077 MD80 D E 12R 85.3 09126/2009 14:41 DAU 563 D 1 5 3 M 0 D MD80 12R 85.3 09/03/200910:00 NWA197 '12 D _0 A320 D 12R 85.3 09!18/200914:41 SCX285 B7377 D -------- 12R 85.2 09/19/2009 5:31 DAL1073 MD80 D 12R 85.1 09/10/200914.39 DAU D00 D MD80 — -29- Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#25) NAn.-%nckinn Pn6- 1q91 hirdv Rd-- Fagan DatelTime, Flight Number Aircraft Type Arrival/ Departure -. 'Runway . Lmak(d!3) 09/01/2009 8:26 CC1706 B72Q D 12R 92.4 09/09/200915:49 NWA19 B744 D 12R 84.4 09/11/2009 7:51 DALI 077 MD80 D 12R 82.6 09/03/200919:50 NWA647 A320 D 12R 82.2 09/18/200910:51 NWAI 683 DC9Q D 12R 82 09/12/200916:18 NWA444 DC9Q D 12R 80.7 09/04/2009 9:38 NWAI 526 DC9Q D 12R 80.3 09/30/200910:18 DAU 749 MD80 D 12R 80.1 09/03/200915:48 NWA19 8744 D 12R 80 09/28/2009 6:33 N420CE ASTR A 30L 80 (RMT Site#26) P70r, Artrancnc Ax/,n \A/ In\/P-r (,rnvp Heights Daieffi 6 Flight Number Aircraft Type Arrival/ Departure Runway Lrnax(dB) 09/20/2009 8:57 VVJU428 DC9Q D 12R 85 09/19/200916:29 DAU 563 MD80 D 12R 85 09/30/2009 22:58 CC1705 B72Q D 12R 84. 09/21/2009 5:28 DAL1073 MD80 D 12R 84.4 09/26/200917:25 DAL1655 MD80 D 12R 84.3 09/09/2009 5:28 DAL1073 MD80 D 12R 84.3 09/21/200912:22 DAU 565 MD80 D 12R 83.8 09/19/200911:31 DAL1565 MD80 D 12R 83.8 09/20/2009 5:37 DAL1073 MD80 D 12R 83.7 09/17/2009 5:35 DAL1073 MD80 D 12R 83.6 (Kivi i Jlie7FLf) A +I, r,r,v Qkr%nl F7F7 Irvinn Ax/P .0, Minnp;;nnfis ..b6ieffirne, Pl, ht Number AircraftType Areival/ Departure Runway 1-hiax(M) 09/22/200914:46 DAU 563 MD80 D 30L 89.8 09/15/2009 9:20 DAU 597 MD80 D 30L 88.7 09/16/2009 20:47 DAL1783 MD80 D 30L 88.4 09/03/2009 8:06 DAU 077 MD80, D 30L 88.4 09/23/200915:43 DAL1563 MD80 D 30L 88.3 09/15/200913:20 DAL1627 MD80 D 30L 87.9 09/24/200919:16 DAL1783 MD80 D 30L 87.7 09/23/200913:21 DAL1627 MD80 D 30L 87.7 09/24/200915:59 NWA502 DC9Q D 30L 87.5 09/27/200916:20 NWA19 B744 D 22 87.4 - 30 - Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#28) 6645 16th Ave. S., Richfield Aircraft Type Arrival/ I Departure Date/Time Flight Number 09/27/2009 20:11 NWA363 09/22/200913:25 NWA453 09/28/200914:41 NWA1027 09/18/2009 20:04 DAL1094 09/16/200915:55 UAL418 09/29/2009 8:58 TCA1 09/24/2009 7:35 CC1706 09/28/200910:24 NWA498 09/30/2009 20:32 DAL1094 09/29/2009 20:41 NWA459 DatelTime 09/22/2009 8:40 09/16/2009 8:53 09/27/2009 16:45 09/29/2009 8:11 09/23/2009 8:55 09/16/2009 12:28 09/23/2009 11:59 09/15/2009 7:44 09/27/2009 15:54 09/16/2009 11:27 Runway 1 Lmax(dB) DC9Q D 30L 91.9 5C9Q D 30L 91.3 DC9Q D 30L 91.3 MD80 A 17 89.9 B757 A 35 88.2 C210 D 30L 87.6 B72Q A 35 87.4 DC9Q D 30L 86.9 MD80 A 17 �86.8DC9Q 04 A 35 (RMT Site#29) Ericsson Elem. School 4315 31st Ave. S., Minneapolis Flight Number Aircraft Type Arrival/ Runway Aircraft Type Arrival/ Runway Departure NWA144 B72Q D MD80 D 04 AA11605 AAL675 MD80 D 04 VVRS601 DC9Q D 30L AAL2317 MD80 D 30L AAL675 MD80 D 04 SWA1867 B733 D 04 CPZ5742 E170 D 04 BMJ48 BE65 D 30L AAL676 MD80 D 30L NWA1589 DC9Q D 04 (RMT Site#30) Number g 7 2 Flight Num 8715 River Ridge Rd., Bloomington CC1706 Aircraft Type Arrival/ Runway Departure NWA144 B72Q D 17 B72Q D 17 DC9Q D 17 B72Q D 17 DC9Q D 17 DC9Q D 17 B72Q D 17 DC9Q D 17 4 DC9Q D 17 B72Q D 17 Date/Time Flight Num 09/11/2009 9:46 CC1706 09/30/2009 9:01 CC1706 09/25/200910:13 NWA144 09/17/2009 8:57 CC1706 09/04/200915:14 NWA145 09/18/2009 22:34 NWA142 09/21/2009 22:20 CC1705 09/11/2009 22:33 NWA14 09/09/200910:43 NWA148 09/03/2009 22:24 CC1705 Lmax(dB) 83.7 83.6 83.1 82.5 82.5 81.8 80.7 80 80 79.2 Lmax(dB) - -31- Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#31) 9501 12th Ave. S.. Bloominqton Date/Time Flight Number Aircraft T Type Arrival/. Departure Runway 1-max.0,13), 09/30/2009 9:02 CC1706 B72Q D 17 89.9 09/11/2009 9:46 CC1706 B72Q D 17 89 09/25/200915:52 NWAI 9 B744 D 22 85.4 09/05/200918:54 ASA39 B738 D 12R 82.2 09/04/200915:14 NWA1 457 DC9Q D 17 80.7 09/27/200910:48 NWA646 A320 D 17 79.8 09/08/200912:52 CPZ5742 E170 D 17 79.6 09/27/2009 9:01 NWA1 452 DC9Q D 22 79.6 L09—/04/2009 15:01 NWA223 B757 D 17 79.2 1 09/27/200910:46 NWA1 072 A320 D 17 79.2.. (RMT Site#32) 1032.5 Pleasant Ave. S, Bloominqton Dziteffim& Flight Number Aircr6ftType ype ArrjVal/ Departure Runway Lmax(dB) 09/24/2009 3:38 NWA9802 B742 D 22 83.5 09/17/2009 8:58 CC1706 B72Q D 17 81.3 09/04/2009 8:59 CC1706 B72Q D 17 81.1 09/25/2009 9:40 NWAI 526 DC9Q D 17 76.3 09/10/200911:26 AAL835 MD80 D 12R 76 09/27/2009 9:26 NWA1 652 A320 D 17 75.7 09/06/200916:14 NWA1 9 8744 D 12R 75.6 09/03/200915:11 NWA223 8757 D 17 74.4 09/15/2009 6:27 FFTI 13 A319 D 17 73.9 09/25/2009 9:45 NWA1 97 A320 D 17 73.8 (RMT Site#33) Nnrth River Hills Park. Burnsville Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 09/16/200915:31 NWA1 647 DC9Q A 35 82.5 09/25/200911:34 AAL835 MD80 D 17 82 09/13/200913:56 TCA1 C210 D 17 80.9 09/26/2009 7:36 NWA1465 DC9Q D 17 77.8 09/20/200914:03 AAL1827 MD80 D 12R 76.4 09/06/200916:13 NWA1 9 B744 D 12R 76 09/27/2009 9:16 NWA691 8757 D 17 75.5 09/25/200912:34 NWA1 31 A320 D 17 75.2 09/27/2009 9:52 NWA121 A320 D 17 75.1 09/25/200910:27 NWA1484 DC9Q D 17 74.6 -32- Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 -33- Report Generated: 10/12/2009 08:46 (RMT Site#34) (RMT Site#35) Red Oak Park, Burnsville 2100 Garnet Ln., Eagan Date/Time Flight Number Aircraft Type Arrival/ Runway max(dB) Aircraft Type Arrival/ Runway Departure 09/23/2009 5:32 ---6A-L1073 MD80 D 17 7835 76.4 09!16/200913:24 NWA709 A320 A 17 75.9 09/07/200918:26 AAL461 MD80 D 12R - 75.9 09/24/2009 6:41 ----6AL174-7 MD80 D 17 75.7 09/24/2009 6:08 AAL570 MD80 D 17 75.6 09/0572009 5:43 DAL1073 MD80 D 17 75.4 09/04/2009 5:34 DAL1073 MD80 D 17 74 09/13/200918:28 AAL461 MD80 D 12R 74 09/11/2009 5:34 DAL1073 MD80 D 17 73.9 09/09/2009 9:58 NWA1 526 DC9Q D 12R MD80 D —bcgQ -33- Report Generated: 10/12/2009 08:46 (RMT Site#35) 2100 Garnet Ln., Eagan Date/Time Flight Number Aircraft Type Arrival/ Runway Lmax(dB) Departure -- 09/25/200911:49 DAL1565 MD80 D 17 86.4A 84.2 09/27/2009 22:06 NWA459 DC9Q 35 83.9 09/15/2009 5:33 DAL1073 MD80 D 17 82.4 09/27/2009 9:02 NWA1452 DC9Q D 22 82.3 09/27/2009 22:27 DAL1 688 MD80 A 35 09/27/2009 9:04 ----- KL675 T)T-675 MD80 D 22 82.2 09/27/2009v22:08 --- NWA1495 DC9Q A 35 81.6 09/15/2009 6:39 DAL1 747 MD80 D —bcgQ 17 81.6 09/28/2009 7:03 NWAI 141 A 35 81.2 09/27/200916:29 NVV/-\IZIU DC9Q A 35 (RMT Site#36) Briar Oaks & Scout Pond, Apple Valley Date/Time Flight Number Aircraft Type Arrival/ Runway Lmax(d-B) Departure 09/16/200915:30 NWA1 64 . 7 DC9Q -A 35 83.3 82.6 09/22/200916.42 ---N-WA9817 B742 A 35 82.3 09/14/2009 5:34 DAL1073 MD80 D 17 81.3 09/27/2009 22:15 AAL806 MD80 A 35 81.2 09/17/2009 23:56 ITWA9750 B742 A 35 - 81 09/27/200916:28 N VA! 210 DC9Q A 35 80.8 09/30/2009 7:23 SCX503 B738 D 12R 80 09/13/2009 5:43 DAL1073 MD80 D 17 79.9 09/27/200916:37 A1451 DC9Q A 35 79.9 09/27/200910:52 --N-W A 168-3 DC9Q D 17 -33- Report Generated: 10/12/2009 08:46 Top Ten Loudest Aircraft Noise Events for MSP September 2009 (RMT Site#37) 4399 Woodaate Ln. N.. Eaaan Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 09/06/200916:13 NWA19 8744 D 12R 84.9 09/03/2009 22:25 CC1705 B72Q D 17 84.3 09/21/2009 22:21 CC1705 B72Q D 17 81.6 09/13/2009 22:39 NWA142 DC9Q D 17 80.6 09/10/200912:32 SWA1867 87377 D 12R 79.9 09/04/200913:21 NWA453 DC9Q D 12R 79.4 09/26/2009 6:20 AAL570 MD80 D 17 79.2 09/27/2009 9:02 NWA1452 DC9Q D 22 79.2 09/01/200915:31 NWA139 DC9Q D 12R 79.1 09/07/200918:26 AAL461 MD80 D 12R 78.8 (RMT Site#38) 3957 Turauoise Cir.. Eaaan Date/Time'. .' Flight"Number Aircraft Type Arrival/ Departure Runway - Lmax(dB) 09/03/2009 22:24 CC1705 B72Q D 17 88 09/25/200910:24 DAL1749 MD80 D 17 85.7 09/27/200910:31 DAL1749 MD80 D 17 85.5 09/21/2009 22:21 CC1705 B72Q D 17 85.3 09/27/2009 9:10 NWA152 DC9Q D 17 85.1 09/25/200913:10 DAL1627 MD80 D 17 84.5 09/21/2009 21:53 DAL1783 MD80 D 17 83.3 09/11/2009 22:42 CC1705 B72Q D 17 83.2 09/18/2009 22:15 CC1705 B72Q D 17 81.8 09/04/2009 20:20 NWA1056 DC9Q D 12R 81.6 (RMT Site#39) 3477 St. Charles PI.. Eaaan Date/Time:.. Flight Number' ,' Aircraft Type Arrival/ . Departure Runway Lrriax(dIB) 09/10/2009 22:45 CC1705 B72Q D 17 87.2 09/22/2009 22:38 CC1705 B72Q D 17 87.1 09/01/2009 22:28 CC1705 B72Q D 17 84.8 09/25/200915:52 NWA19 8744 D 22 84.6 09/01/2009 8:26 CC1706 B72Q D 12R 83.5 09/03/2009 20:26 NWA1701 DC9Q D 12R 82.9 09/26/2009 7:21 NWA1758 DC9Q D 17 81 09/08/2009 22:09 FDX1618 MD11 D 17 80.7 09/30/200916:01 NWA19 8744 D 04 80.4 09/27/2009 9:12 NWA1412 DC9Q D 17 80 September 2009 Remote Monitoring_ Tower Top Ten Summary The top ten noise events and the event ranges at each RMT for September 2009 were comprised of 87.9% / departure operations. The predominant top ten aircraft type was the DC9Q with 32.6% of the highest Lmax l events. September 2009 Technical Advisor Report Notes Unknown fields are due to unavailability of FAA flight track data. Missing FAA radar data for 0 days during the month of September 2009. -34- Report Generated: 10/12/2009 08:46 Analysis of Aircraft Noise Events DNL September 2009 Remote Monitoring Towers --6-at-e #1 58 69/01/2009 -09/02/2009 56,5 09/03/2009 56.5 09/04/2009 54.2 09/05/2009 49.7 09/06/2009 53.1 09/07/2009 55.6 09/08/2009 59.1 09/09/2009 55.8 09/10/2009 09/10/2009 9/1 53.9 56.1 09/11/2009 0 09/12/2009 52.1 52 - 1 -99-/.' 09/13/2009 47.6 09/14/2009 [47.7 -09/15/2009 52.4 09/16/2009 55.2 09/17/2009 54.5 51.8 09/18/2009 09/19/2009 52.1 09/20/2009 52.2 53.4 09/21/2009 09/22/2009 53.3 09/23/2009 51.9 55.5 09/24/2009 09/25/2009 55.1 09/26/2009 55.2 09/27/2009 54.4 50.4 -09/28/2009 09/29/2009 51.8 09/30/2009 56.4 [no- DNL 154.5 01 MI MI MI MI MI ul MI MI MI MI MI M I -M -M a M M M M M W WM M -35- Report Generated: 10/12/2009 08:46 Analysis of Aircraft Noise Events DNL September 2009 Remote Monitoring Towers Date,,`, #16; #17, #18 #19. #20, #2.11 #23 #24 #25 #26 #27 #28 #29 09/01/2009 67.2 50.2 61 50.9 48 54.4 55.8 60.2 60.3 57.6 58.4 46 56.3 35.3 09/02/2009 67.4 44.7 55.6 50.8 46.5 56.7 55.5 61.1 60.5 56 59.9 45.8 55.3 43.2 09/03/2009 67.4 50.7 55.1 50.7 43.8 52.3 54.9 56.6 59.3 55.6 57.8 55.3 59.2 51.41 09/04/2009 69.6 51.5 53.4 54.5 46.9 51.8 57.9 58.3 61.9 58.1 56.8 26.5 56.5 41.6 09/05/2009 65.6 42.8 56.8 48.3 46.7 50.8 54.1 57 58.5 51.3 56.5 28.9 52.7 32 09/06/2009 65.6 30.8 33.1 30.3 27.9 48.7 53.1 55.7 59.3 52.1 54.6 NA 49.3 NA 09/07/2009 66.1 47.8 48.6 49.4 39.1 50.9 53.6 59 58.5 54.8 56.9 NA 51.3 37.9 09/08/2009 66.4 45.1 59.4 53.1 43.2 f 55 53.8 61 59.9 57.6 I 57.9 36.3 I 59.7 42.1 09/09/2009 66.5 41 52.5 47.9 41.5 55.2 53.7 60.5 60.5 55 - 159.7 37.3 53.9 42.4 09110/2009 67.2 49.2 59.4 52.7 42.8 53.2 56.6 57.3 60.7 55.5 57.8 44.7 59.2 40.6 09/11/2009 65.9 53.3 58.8 53.2 42.8 51.1 54.7 59.2 60.1 55.6 55.3 NA 53.5 35.9 09/12/2009 66.5 55.2 56.6 49.2 40.7 50.4 55.2 55.9 60.3 52 55.4 35.8 50.4 41.8 09/13/2009 69.4 53.3 58.2 49.3 43.1 50 56.2 54.8 61.6 53.6 56.3 NA 57.4 37 09/14/2009 68.8 46.9 56.5 48.3 41.8 47.5 56.4 57.6 60.9 56.9 54.4 28 49.3 37.2 09/15/2009 63.6 25.4 54.8 53.2 41.3 42.7 53.7 42.2 56.3 39.2 29.5 56.8 59.9 47.7 09/16/2009 64.3 NA 48.3 43.9 33.9 50.3 54.6 56.8 58.6 51.6 54.7 57.6 58.9 50.4 09/17/2009 67.6 f 52.5 56.8 1 54.7 48.1 52.4 55.6 1 57.9 60.7 52.8 58.9 NA 55 45.5 09/18/2009 67.9 47.1 57 56.6 48.2 48.1 53.8 57.3 60.4 55.4 55.2 31.3 60.1 39.4 09/19/2009 NA 43.1 55.8 43.1 50.2 52.8 54.5 56.6 60.8 50.6 58 34 43.8 36.2 09/20/2009 NA 58.2 57.5 49.5 32.8 55.8 52.6 59.6 59.7 54.3 59.3 NA 57.1 31.6 09/21/2009 66.9 54.4 58.4 52.7 41.7 56.1 53.5 60.11 60.8 54.6 60.5 NA 50 39.3 09/22/2009 63.6 38 53.2 51.4 38.2 44.3 53.7 57 55.6 46.2 49.1 55.2 57.4 48.5 09/23/2009 66.5 45.8 53.7 50.2 34.1 50.9 56.2153.21 59 48.6 55.1 55.2 55.6 51.61 09/24/2009 66.3 61.3 64.5 57.2 51.7 46.6 55.4 58.1 58.2 50.6 52.5 57.8 62.5 42.31 09/25/2009 66.3 44.7 58.1 155.7 42.6 53.6 53.2 58.8 59.3 54.21 59 33.2 58.6 34.1 09/26/2009 66.2 50.4 56.7 50.1 41.2 52.4 55.4 56.2 59.9 52.9 55.4 NA 56.1 31.4 09/27/2009 66.2 51.6 58.7 54.3 43.8 47.1 57.8 51 61.1 45.8 54.2 56.7 60.3 51.4 09/28/2009 65.6 27.6 51.3 41.5 47.6 30.2 57.4 42.8 59.7 46.6 42.1 60.5 62.9 51.7 09/29/2009 63.4 NA 49.9 38.3 1 41.9 37.5 56.4 36.8 57.2 46.9 37.2 61.3 63.1 51.9 09/30/2009 66.3 42.2 52.6 45.2 44.7 50.6 58.4 56.7 57.7 34.1 58.9 41.8 MIO.DN. 6.6.14 51.6 57.1 61.8 45-1 52 j53.]761.8 55.2 67.97.9 59 A 1 �6.T 5 .1 45.91 - 36 - Report Generated: 10/12/2009 08:46 Analysis of Aircraft Noise Events DNL September 2009 Remote Monitoring Towers Date #30 #31 #32 #33 #34 #35 #36 #37 #38 #39 09/01/2009 57 46.6 34 35.6 44,2 49 503 49.6 51.9 56.2 09/02/2009 55.1 25.7 NA 38.3 41.5 44.3 40 51.7 52.9 50 09/03/2009 62.1 43.5 37.2 41.8 43.1 51.9 50.2 55.9 58.744.7 09/04/2009 60.7 48.5 45.2 45.1 48.4 52.3 51.3 50.4 48.7 44.7 F423, 09/05/2009 59.2 48.3 40.9 43.9 46.4 49.6 50.3 46.3 45.4 09/06/2009 38.4 38.7 37.3 38.3 33.1 41.5 40.7 47.6 45.2 41.9 09/07/2009 57.6 38.4 44.7 34.6 39.6 46.9 42 51.2 50.6 43.6 09/08/2009 61 42.3 25.7 E3. 36.5 34.5 47.9 49.8 48.1 50.7 52.8 09/09/2009 55.1 43.3 3 5 39.3 38.6 43.5 42.1 48.3 50.6 46 09/10/2009 1 60.4 43.71 37.2 30.7 37.9 51.6 51 51.8 53.5 57.3 09/11/2009 62.9 48.1 29.3 42.8 42.3 49.7 49.6 48.9 54.6 45 09/12/2009 43.8 44.1 NA 33.5 32.4 47 49.8 45 45.1 39.7 09/13/2009 60.4 38.2 40.2 43.9 45.6 52.8 51.7 53.6 51.2 42.8 09/14/2009 59.11 36 NA 32.3 45.6 51.1 52.7 48.4 50 48.11 09/15/2009 62.2 46.1 44.9 42.4 47.1 59.3 58.3 47.4 NA NA 09/16/2009 54.5 37.1 NA 41.7 39.9 52.4 57.2 37.5 39.5 42.3 09/17/2009 59.5 47.2 44.4 41.6 35.4 53.3 56.4 53.4 54 51.2 09/18/2009 64.2 47.9 34.5 47.2 44.2 56.3 55.3 50.3 54.6 48.2 09/19/2009 34.81 30.1 29.6 28.3 31.2 - 31 31 40.3 35.2 NA 09/20/2009 56.9 40.9 38.4 36.2 F43.3 39.1 39.7 46.6 48.9 36.8 09/21/2009 61.4 30.6 39.5 33.2 32,6151.41 50.6 55.8 58 47.5 09/22/2009 59.9 39.6 33.8 39 39.9 55.2 58.3 36.4 48.3 58.4_ 09/23/2009 61.3 41.7 30.6 44.5 49.9 56.6 59.5 44.1 45 39.6 09/24/2009 162.4 49.5 54 49.6 51.4 56.2 59.3 35.1 30.6 38.3 09/25/2009 63 47 40.1 48 40 53.8 53.2 NA 56.5 55.7 09/26/2009 58.8 42 33.3 44.7 39.6 51 42.4 53.4 54.5 50.3 09/27/2009 58.2 46.1 38.9 45.1 34.4 59.8 60.3 45.2 48.5 47.3 09/28/2009 55.9 46.7 NA NA 30.4 57.3 59.9 NA NA 30.2 09/29/2009 51.2 NA 41.4 36.9 44.5 54.3 58.4 31.1 NA NA 09/30/2009 54.6 50.7 42.8 41 38.5 48.4 48.8 45.4 46 40.4 Mo.DNL 59.6 45 42.2 42.5 43.8 53.3 54.7 49.7 51.8 50.1 Report Generated: 10/12/2009 08:46 -37- 09/01/2009 - Eagan/Mendota Heights Departure Corridor Analysis Minneapolis-St. Paul International Airport us Car r y3� t. y.. si Lc��✓Ki3�• ., it This report is for informational purposes only and cannot be used for enforcement purposes. Metropolitan Airports Commission 9895* Carrier Jets Departed Runways 12L and 12R in September 2009 9393 (94.9%) of those Operations Remained in the Corridor g ;T 9895* Total 12L & 12R Carrier Departure 9393 (94.9%) Total 12L & 12R Carrier Operations Departure Operations in the Corridor Minneapolis -St. Paul Penetration Gate Plot for In Corridor Gate 09/01/2009 00:00:00 - 09/30/2009 23:59:59 9393 Tracks Crossed Gate: Left = 542 (5.8%), Right = 8851 (94.2% CF "N N R ej Cf oo *This number includes 31 12R departure tracks that began beyond the corridor boundaries; therefore the compliance of these 31 tracks is undetermined. Monthly Eagan/Mendota Heights Departure Corridor Analysis. Report Generated: 10/09/2009 11:50 Page 1 Metropolitan Airports Commission 18 (0.2%) Runway 12L and 12R Carrier Jet Departure Operations were North of the 0900 Corridor Boundary During September 2009 X Those, 0( --)Returned to Corridor Before Reaching SE Border of Ft. Snelling State Park X Minneapolis St. Paul A, Penetration Gate Plot for North Corridor Gate 9 23:59:59 09/0 1/2009 00:00:00 - 09/30/200 18 Tracks Crossed Gate: Left: = 0 (0%), Right= 18(100%) -6 ............ ............. iv 4500, 0 CP C, S0j'-2.00, . A.V, Page 2 Monthly Eagan/Mendota Heights Departure Corridor Analysis. Report Generated: 10/09/2009 11:50 I Metropolitan Airports Commission . 453 /4.6%\ RUDVV8V 12[ and 12R C8Oje[ Jet [)Op8[fUnB [)D8[8tODS were South Ofthe Corridor /��OUt�Of��[iOC8UZ� During September Of Those, 0(—)Returned to Corridor Before Reaching SE Border of Ft. Snelling State Park ' ` ' / Minneapolis -St. Paul Penetration Gate Plot for South Corridor Gate 09/01/200900:00:00'09/30/200023:59:59 453Tracks Crossed Gate: Left =4O7(]Q.8%).Right =48MO.2f6 Monthly Eagan/Mendota Heights Departure Corridor Analysis. Report Generated: 10/09/2009 11:50 Page Metropolitan Airports Commission 95 (1%) Runway 12L and 12R Carrier Jet Departure Operations were 5° South of the Corridor (50 South of 30L Localizer) During September 2009 Minneapolis St. Paul Penetration Gate Plot for 5- South Corridor Gate 09/01/2009 00:00:00 - 09/30/2009 23:59:59 95 Tracks Crossed Gate: Left = 88 (92.6%), Right = 7 (7.4% 9b P Page Monthly Eagan/Mendota Heignis ueparture kutijuul /-xilavolo. Metropolitan Airports Commission Top 15 Runway 12L/12R Departure Destinations for September 2009 Airport City Heading (deg-) #ops Percent of Total Ops ORD CHICAGO (O'HARE) 1240 536 5.4% DEN DENVER 2370 376 3.8% MDW CHICAGO (MIDWAY) 1240 317 3.2% ATL ATLANTA 1490 281 2.8% DFW DALLAS/ FORT WORTH 1930 247 2.5% STL ST LOUIS 1600 214 2.2% DTW DETROIT 1050 191 1.9% EWR NEW YORK 1060 189 1.9% SEA SEATTLE 2780 185 1.9% MKE MILWAUKEE 1140 184 1.9% IAH HOUSTON 1850 160 1.6% SFO SAN FRANCISCO 2510 148 1.5% LGA NEW YORK (LA GUARDIA) 1050 135 1.4% DCA WASHINGTON D.C. (REAGAN NATIONAL) 117' 132 1.3% FAR FARGO 3120 131 1.3% Monthly Eagan/Mendota Heights Departure Corridor Analysis-. Report Generated: 10/09/2009 11:50 Page 5 Airport Noise Report A weekly update on litigation, regulations, and technological developments Volume 21, Number 28 111 September 18, 2009 TRS In This Issue... RESEARCH NEEDS FOR AIRCRAFT SEVEN UPDATE IDENTIFIED IN TRB `CRITICAL ISSUES' UP TRS ... The TRB AVO' Seven research needs in the area of aircraft noise impacts were identified in an Conunittee on Environmen- update to a circular on Critical Issues in Aviation and the Environment published Environment Impacts of Aviation tal Impacts of Aviation re - this week by the Transportation Research Board's leases an update to its Committee (AV030). The update, embodied in TRB Circular No. E -C138, is available on the coin- "Critical Issues in Aviation the Environment" circu- mittee's website (http://www.trbav030.org). Click on "Publications." The Environmental impacts of Aviation Committee issued its first summary of and lar which lists seven research critical issues in aviation and the environment in the United States in 2004, fol- in 2005. This revision updates and expands upon the needs in the area of aircraft noise. The update identifies lowed by a second edition previous circulars. It consists of nine individually authored sections representing expert opinions in research needs for a broad ran e of aviation environ - g the areas of noise; air quality; airports, non -aircraft emissions and climate change; fuels development and deployment; sustainabil- mental issues - p. 111 water quality; aviation alternative ity; environmental review process; aviation environmental modeling tool suite; and Falcon Field ... A group of technology deployment. (Continued on p. 112) residents in Mesa, AZ, de- mands that restrictions be Falcon Field placed on pilot training activ- PETITION CALLS FOR RESTRIC'T'IONS ities conducted at Sabena's GROUP'S ON OPERATIONS OF PILOT TRAINING CENTER U.S. pilot training facility. ie with They are not satisfied. with Upset by a sharp increase in noise impact from pilot training operations at Fal- of residents is seeking to recommendations an ad con Field in Mesa, AZ, and fears for their safety, a group hoc task force - p. 111 restrict operations at Sabena's U.S. pilot training center. On Sept. 15, the Keep Falcon Field Safe Committee submitted a petition to the mayor and City Council of Mesa demanding that: touch-and-go training operations by commercial ACRP ... TRB is seeking po- tential topics for the fiscal • Restrictions be placed on flight schools; • Commercial flight schools operating with more than 10 aircraft be elimi- year 2010 Airport Coopera- tive Research Program Syn- nated (Sabena has 50 training aircraft); fight schools be required to obtain a permit from City thesis Program - p. 113 • Any new commercial Council to begin operations; • A Falcon Field Oversight Committee be formed with representatives from Chicago O'Hare Nat'l ... impacted neighborhoods, city government, the airport, and others to promote and Bensenville, Park Ridge - oversee the future development of Falcon Field; and • A "fair and equitable system of controls with checks and balances" be im- Niles School. District join. O'Hare Noise Compatibility posed to ensure "the strategic and economic growth" of the airport. its U.S. training facility, the largest in the country, Commission - p. 113 In 2007, Sabena moved pilot from Scottsdale Airport to nearby Falcon Field in Mesa. Training operations began - (Continued on p. 114) Airport Noise Report September 18, 2009 112 TRB, from p. III Three areas — climate change, alternative fuels, and sus- tainability — were not addressed previously. The focus of the circular is on the state of science, rather than on policy, and on identifying priority research with the potential to yield benefits during the next several years to several decades. Each section is divided into subsections that • Define the critical issues in the subject area; • Discuss the current state of practice, research, and pol- icy; • Define a vision of future capabilities that would address the critical issues; and • identify specific research needs to help achieve the vi- sion. The circular focuses on research conducted in the United States, although international activities are discussed where public or private entities in this country are closely involved. Because of constraints on time and effort, the Critical Issues portions of each section do not necessarily address all poten- tially critical issues in a given field. For example, the circular does not fully address land use development near airports, which represents a major constraint on future aviation activ- ity and for which effective controls remain to be developed. The circular notes that the critical issues listed "have var- ied and evolved over time and will continue to do so. For ex- ample, while aircraft noise impacts once were preeminent among the operational environmental issues associated with aviation, air quality concerns have now achieved nearly equivalent status. Water quality issues now seem likely to as- sume the same sort of importance that special status species and wetlands impacts have long held." Noise Research Needs Mary Ellen Eagan, president of the acoustical consulting firm Harris Miller Miller & Hanson Inc., and Raquel Girvin and Lourdes Maurice of the Federal Aviation Administration prepared the update to the section of the circular addressing aircraft noise research. "Aircraft noise historically has been a major constraint to increasing civil aviation capacity. Despite the facts that com- munity exposure to aircraft noise has decreased markedly over the past several decades and that the United States and the European Union have ambitious technology goals for the future, community expectations of continued decreases in noise levels may not reflect the reality of the extended time frame required for development and adoption of advanced technology for the next generation of quieter aircraft." "Several efforts are under way to address the problem of aircraft noise by designing aircraft: that generate less noise and to improve the compatibility of lands near airports with their respective noise exposure. Other research efforts have focused on operating aircraft in ways that reduce noise im- pacts and on planning airports and surrounding communities to avoid exposing sensitive land uses, such as homes and schools, to aircraft noise." Regarding the future, the authors said, "Advanced tech- nologies and operational procedures are needed that will fur- ther reduce aircraft noise and noise exposure. Because this effort will require time to develop and deploy, there is a need to better understand the relationship between aviation noise and community reaction, and to find ways to make aviation more compatible with nearby communities. Given the uncer- tainty of the future, it is important to envision a variety of fu- ture airspace system scenarios, as well as the ability to more quickly and accurately model the noise from these scenarios. Evaluation of potential noise reduction or mitigation solu- tions is then needed within the larger context of all the envi- ronmental consequences of aviation, including air quality and climate change. They said that noise research needs remain in the follow- ing categories: • Continue to improve long-term and short-term noise reduction technologies. Ongoing research in source noise re- duction is focused on design elements as well as operational procedures. Long-term needs include new technologies to ad- dress engine, airframe, and structural noise. Shorter -term re- search needs include optimization of low -noise operational procedures, such as navigational -aided departures and ap- proaches and noise abatement departure procedures; demon- strations and evaluations of low -noise operational procedures and their impact on capacity; assessment of the effectiveness of the aircraft noise certification demonstration procedures in promoting low -noise designs for modern aircraft; and investi- gation of new procedures taking noise and emissions reduc- tion and associated capacity benefits from advances in airborne and ground technologies for communication, naviga- tion, and surveillance. • Examine the socioeconomic effects of noise on people and quality of life. There are issues that remain to be re- solved through research, including examination of the ex- plicit and implicit costs of aircraft noise; evaluations of the adequacy of the current noise metrics and dose -response rela- tionships used in the assessment of noise impacts and devel- opment and application of supplemental noise metrics; examination of the relationship between human health and noise, including sleep and sleep disturbance effects; differing impacts of noise in different communities from urban and suburban to rural and wilderness settings, given the differ- ences in ambient noise levels; other human impacts such as the effects of aircraft noise on children's ability to learn; and the trade-off between actions to reduce aircraft noise and the implications for pollutant emissions and particulate matter. • Expand research on mitigation and land use compat- ibility planning. Additional research is needed on the effects of low -frequency noise and vibration, the evaluation of the effectiveness of sound insulation in residences and schools, examination of the occurrence and prevention of population encroachment into incompatible land use areas, identification (` of best practices and techniques for long tenn compatible Airport Noise Report 113 September 18, 2009 land use protection around airports, and identification of best practices for sound insulation techniques. - Develop understanding of acceptable noise levels and noise impacts of unconventional aircraft. Given industry's interest in fielding a small supersonic business jet, research is needed to establish sonic boom acceptability, including flight demonstrations to obtain data on community response to sonic booms. Similarly, research is needed on acceptability and impacts of noise from low -fuel burn subsonic aircraft de- signs with open rotorengines. - Identify effective strategies to reach out to stakehold- ers in addressing noise concerns. Additional research is needed to find the most effective ways to communicate to the public regarding airport noise. Good communication methods are needed to explain the basics of noise measurement, to make people aware of how to reduce impacts of the noise en- vironment on their residences, and to alert prospective resi- dents where noise -intrusive areas exist. Some airports have established better relationships with their neighbors through good noise communication, monitoring, education programs, and inclusive and participatory planning efforts. Further re- search is needed to help identify and disseminate these best practices. - Continue to study effects of aircraft noise on public lands. Research needs include refinement of existing noise models to adequately consider the unique technical issues posed by natural areas, definition of metrics and criteria for evaluating impacts in these areas, and examining the role of noise monitoring in defining and assessing park soundscapes. - Conduct further research on noise effects on animals. More work needs to be done in the area of hearing thresholds for various animal groups, and the development of specific animal group weightings. Traditionally, researchers have used A -weightings, C -weightings, and flat sound pressure levels, which are not appropriate for use in describing noise stimuli for animals. In recent years, researchers have developed bird weightings 0 woodpecker weightings and owl weightings, for example. Further work in this area is needed. Another area of needed research is on the cumulative effects on anirnals to ad- dress the combined impact of aviation and other noise sources, such as auto traffic, industrial, pollution, and human interactions. Research ACRP SEEK SYNTHESIS TOPICS FOR FISCAL YEAR 2010 PROGRAM The Airport Cooperative Research Program (ACRP) an- _,._: nounced Sept. 11 that it is seeking potential synthesis topics for the fiscal year 2010 ACRP Synthesis Program. Only two of the 17 completed synthesis projects and seven pending synthesis projects address airport noise issues. Those projects were entitled "Effects of Aircraft Noise: Re- search Update on Selected Topics," and "Compilation of Noise Programs Outside DNL 65." The ACRP Synthesis Program is a sub -program within the broader ACRP that initiates approximately seven synthe- sis studies a year that address practices of airport operators. Synthesis reports merely summarize current airport practices. They do not undertake new research. The Transportation Research Board (TRB), which man- ages the ACRP program for the Federal Aviation Administra- tion, said that synthesis projects are most valuable when they focus on issues common to many organizations. TRB asked the potential synthesis topics for the 2010 pro- gram be submitted by Oct. 30. Topics may be submitted on- line by visiting bttp://www.trb.org/SynthesisProgr,ims/Public/Suagest.aspx. Topic descriptions also can be sent via Fax to 202-334- 2006 or by via e-mail to msalamone@nas.edu. Chicago O'Hare Int'l r r'• t' r r: ma-P.-TIT81 1103MIN4. The Village of Bensenville, IL, and Park Ridge -Niles School District 64 officially joined the O'Hare Noise Com- patibility Cormnission (ONCC) in pursuit of aircraft noise abatement, ONCC announced Sept. 11. Bensenville, run by a new mayor, was considered the last holdout in communities around O'Hare that engaged in a 40 - year battle to block the expansion of the airport. In April, Bensenville's alley Elk Grove Village dropped lawsuits op- posing the expansion of O'Hare after the Illinois DOT dropped a proposal to wide a road through the town that will be part of a new western entrance to the airport. ONCC is a policymaking organization with a mission to reduce the impact of aircraft noise on neighborhoods sur- rounding O'Hare International Airport. ONCC said it over- sees the world's largest school sound insulation program and one of the nation's largest residential sound insulation initia- tives. ONCC also reviews an impartial aircraft noise monitoring system and strives to reduce aircraft noise at its source through technological advances and a preferential nighttime Fly Quiet program. With the addition of Bensenville and School Dist. 64, ONCC membership includes 28 Cook and DuPage communi- ties, Cook County, and 16 school districts. For more infor- mation, contact Brian Gilligan, 773- 686-3198, or visit www.obarenoise.org. Airport Noise Report September 18, 2009 114 ANR EDITORIAL Falcon Field, from p. 111 ADVISORY BOARD with 25 aircraft but has since has expanded to 50 single and twin -engine planes and two jets training 400 student airline pilots per year. The airport John J. Corbett, Esq. is now the third busiest general aviation facility in the country. Spiegel & McDiarmid The Keep Falcon Field Safe Committee said that Sabena conducts Washington, DC training flights seven days a week day and night during 362 days a year beginning as early as 5 a.m. With almost 800 flights per day, Sabena puts up to 12 planes in a single touch—and-go pattern, each plane making be - Carl E. Burleson Director, Office of Environment and Energy Veen eight to 12 take -offs and landings per hour. Federal Aviation Administration The Committee asserts that a recent recommendations developed by an ad hoc task force set up by the city to balance resident and airport con - Michael Scott Gatzke, Esq. cerns over the growth of the airport are not far-reaching enough to im- Gatzke, Dillon & Ballance prove the quality of life in residential areas northwest of the city that are Carlsbad, CA the hardest hit by the training operations. The seven -member task force developed 20 recommendations that Peter J. Kirsch, Esq. were submitted to the mayor on Aug. 20. None call for outright restric- Kaplan, & Rockwell LLP tions on training activities but they recommend measures such as working .Kirsch with the Federal Aviation Administration to "create an expectation" that Denver training operations use the north runway "to the fullest extent possible" to Vincent E. Mestre, P.E. reduce noise impact on the community; that the south runway be used for "expect" President, Mestre Greve Associates non -training general aviation and corporate operations; that they Laguna Niguel, CA that there be no repetitive training operations from. 10 p.m. to 5:30 a.m. "to the fullest extent possible," and that pilots be encouraged to fly tight Steven F Pflaum, Esq. McDermott, Will & Emery training patterns. But the Keep Falcon Field Safe Committee asserts that these measures Chicago are not stringent enough to ensure that flight -training activities will use l the north runway. . Mary L. Vigilante The task force recommendations also call for submission to the Ari - President, Synergy Consultants zona Department of Real Estate an updated Public Airport Disclosure Seattle Map that accurately reflects current traffic pattern airspace boundaries. The task force also recommended considering conducting a Part 150 Air- port Noise Compatibility Study. But the Keep Falcon Field Safe Committee noted that city zoning has permitted residential neighborhoods to surround Falcon Field for more than 20 years. They contend that the city has adopted a growth at any cost strategy for the airport and that large flight schools discourage quality avi- ation -related businesses that may desire to locate or stay at the airport. City officials said that several of the key task force recommmendations require FAA cooperation. That city is seeking that commitment from the agency so that it does not create unrealistic expectations in the community regarding what steps can be taken to mitigate the impact of flight training activities. Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airportnoisereport.com; Pace $850. Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. jp�Report ..3r. A weekly update on litigation, regulations, and technological developments Volume 21, Number 29 AIP Grants FAA AWARDS AIP NOISE MITIGATION GRANTS TO 11 AIRPORTS; INDIANAPOLIS GETS LARGEST Sone 11 airports were awarded federal Airport Improvement Program (AIP) grants to support noise mitigation projects between Sept. 1-18, according to Federal Aviation Administration data. The latest noise grants went to the following airports: • Orlando (FL) Sanford International Airport received a $4,549,811 grant to ac- quire land for noise compatibility within the 65-69 DNL contour; • Chicago O'Hare International Airport received a $350,000 grant to design sound insulation for an elementary school; • Indianapolis (IN) International Airport received a $6,947,140 grant to acquire land for noise compatibility within the 65-69 DNL contour and for noise mitigation measures for residences within that contour; • Great Falls (MT) International Airport received a $694,153 giant for noise mitigation measures for residences within the 70-74 DNL contour; • Pease International Tradeport in Portsmouth, NH, received a.$171,950 grant (Continued on p. 116) Kansas City Int'l FAA APPROVES MOST OF PART 150 PROGRAM FOR KANSAS CITY INTERNATIONAL AIRPORT On Sept. 24, the Federal. Aviation Administration announced its approval of 16 of the 18 proposed noise mitigation measures in the Part 150 Airport Noise Com- patibility Program for Kansas City International Airport. Two noise abatement measures were approved as voluntary measures only when weather and air traffic conditions permit. One of these measures would insti- tute an informal preferential runway use program to favor north flow. The other is a nighttime (10 p.m. to 6 a.m.) informal preferential runway use program involving landings and takeoffs on two runways. FAA said that approval of specific language regarding these noise abatement measures for inclusion or amendment to FAA tower procedures is subject to sepa- rate FAA approval and implementation requires an environmental analysis. Two land use measures were rejected because they involved acquisition of land outside the airport's 65 dB DNL contour. The following seven land use management measures were approved by the FAA: • Expand the KCI General Development and Land Use Plan to include land south of Baily Road; (Continued on p. 116) Airport Noise Report 115 September 25, 2009 In This Issue... Grants ... FAA awards AIP grants to 11 airports for noise mitigation projects; Indi- anapolis Int'l gets the largest: $6.9 million - p. 115 Kansas Cit); Intl ... FAA approves most of Part 150 Airport Noise Compatibility Program for airport - p. 115 New Orleans Intl ... FAA accepts airport's application to participate in privatization program. Part 150 update planned but unclear at this point if private operator would have to do it - p. 116 Conferences ... Wyle host- ing all -day workshop on air- craft noise modeling at upcoming NOISE -CON 2010 conference - p. 117 NASA ... Test of blended wing prototype is swan song for historic NASA wind tun- nel - p. 1.17 News Briefs ... Minneapolis - St, Paul Metropolitan Air- ports Commission seeks Noise and Operations Infor- mation Specialist - p. 118 Se tember 25, 2009 116 Grants, f oin p.115 for noise mitigation measures for residences within the 65-69 DNL contour; • Reno-Taho International Airport in Reno, NV, received a $5,120,938 grant for noise mitigation measures for residences within the 65-69 DNL contour; • James M. Cox Dayton International Airport in Dayton, OH, received a $5,928,858 grant to acquire land for noise compatibility within the 65-69 DNL contour and for security enhancements; • T.F. Green State Airport in Providence, RI, received a $41,250 grant to conduct additional noise analysis and fore- cast efforts; • Austin -Bergstrom (TX) International Airport received two grants: a $1.9 million grant and a $2,001,288 grant to ac- quire land for noise compatibility within the 65-69 DNL con- tour; • Laredo (TX) International Airport received a $2 million grant for noise mitigation measures for residences within the 65-69 DNL contour; and • Burlington (VT) International Airport received a $1,909,500 grant to acquire land for noise compatibility within the 65-69 DNL contour. Kansas City Intl, front p. 115 • Rezone land acquired by Kansas City Aviation Depart- ment to GP -8, airport and conservation; • Establish Airport Compatibility Overlay Districts with five tiered land use management zones within Kansas City; • Establish Airport Compatibility Overlay District with three tiered land use management zones within unincorpo- rated Platte County; • Establish Airport Compatibility Overlay Districts with land use management zones within Platte City; • Acquire portions of four agriculturally -used parcels containing approximately 400 acres of vacant land located within the 2013 NCP 65 Day -Night Average Sound Level (DNL) contour and located on the north side of Interstate -29; • Acquire one property of approximately 17 acres sur- rounded by airport property. In the FAA's approval of the preceding Land Use Man- agement Measures, the FAA noted the following: "The local governments have the authority to implement this measure; The Federal government has no authority to control local land uses; This approval is limited to potential non -compatible land uses within the DNL 65 dB and higher noise contours; and, The local jurisdictions have the author- ity to pursue proposed land use controls for areas below the 65 DNL noise contour." Two Land Use Management Measures were disapproved by the FAA: • Acquire one parcel of approximately 60 acres lying within that area subject to 65 DNL for the combined north and south flow traffic conditions and located between the south boundary of the airport property and the north bound- ary of Tiffany Springs Park and west of NW Hampton Road; • Acquire approximately 143 acres as shown for inclusion as part of the Tiffany Springs Park Master Plan. FAA rejected these two measures for purposes of Part 150 because the parcels of land is not within the average annual day 65 DNL on either the existing 2008 NEM or the 2013 forecast NEM. The following seven Program Management Measures were approved by the FAA: • Maintain a system for receiving and responding to noise complaints; • Designate airport staff position as liaison contact for noise and land use coordination with planning agencies: • Designate planning staff position as liaison contact for noise and land use coordination with Airport; • Implement a review process for development proposals within the land use compatibility zones approved within any jurisdiction; • Initiate an update of the Noise Exposure Maps every five years or when equivalent (daytime + ten times nighttime) operations grow more than 17 percent above 2006 levels; • Initiate an update of the Noise Compatibility Program. every ten years or when/if equivalent (daytime + ten times nighttime) operations in any single year exceed that year's forecasts by more than. 40 percent. The FAA noted in. its ap- proval that in addition to the Part 150 regulation's require- ment to update NEMS when noise significantly increases, Part 150 also requires NEM amendments if noise signifi- cantly decreases; • Establish an environmental information page on the air- port web Site. The approval was limited to Part 150 informa- tion because Environmental Assessment and Environmental Impact Statement information is not approvable for purposes of Part 150. For further information on the FAA' approval of the pro- gram, contact Todd Madison in FAA's Kansas City, MO, of- fice; tel: (816) 329-2640; e-mail: todd.madison@faagov. New Orleans Intl The Federal Aviation Administration announced Sept. 15 that it has accepted the preliminary application for the Louis Armstrong New Orleans International Airport to participate in the FAA s airport privatization program. Once the FAA has approved a preliminary application, an airport can begin a bidding process to select a private opera- tor to manage the airport. The private operator must provide assurance that it will operate the airport safely, continue maintenance and improve- ment of the airport, provide security, mitigate noise and envi- ronmental impacts, and abide by any collective bargaining Airport Noise Report 117 September 25, 2009 agreements already in place at the airport. After the private operator is selected, the airport then pre- pares a final application for privatization for submittal to the FAA. Sheldon Demas, the airport property manager, said that FAA had asked the airport several years ago to update its Part 150 Airport Noise Compatibility study and that effort may get done over the next year. However, if a private operator were to take over management of the airport more quickly than anticipated, it would be up to that private operator to up- date the Part 150 study. The airport's current Part 150 study was approved by the FAA in 1985. An update to that study was being prepared at the time that Hurricane Katrina hit New Orleans in August 2005 but was never submitted after the hurricane. While the damage to the City of New Orleans was severe, homes near the airport in the City of Kenner were not severely damaged. So, after the hurricane, the airport sought FAA finding to sound insulate 35-40 homes that were at that point in the de- sign process. The FAA refused to fund the insulation without an update to the Part 150 program so the airport is funding the insulation itself. For all purposes, those will the last homes that will be in- sulated around the airport, Dumas said. He said that there are still "many, many" homes eligible for sound insulation under the airport's 1985 Part 150 study but they will lose that eligi- bility in an updated Part 150 study, which would show shrinking noise contours. The 1996 FAA Reauthorization Act established a demon- stration program authorizing the FAA to permit up to five public airport sponsors to sell or lease an airport. Congress established the ail -port privatization program to explore pri- vatization as a means of generating access to sources of pri- vate capital for airport improvement and development. For the most part, commercial airports in the United States are owned and operated by local or state governments. The city of Chicago also applied to participate in the FAA's airport privatization program. However, in April, a $2.5 billion deal to privatize Midway Airport collapsed be- cause private investors could not raise the needed funds in the tight credit market. The 99 -year lease of Midway that fell though would have obligated the City of Chicago to complete a sound insulation program for Midway that nuns through 2011. Conferences WYLE HOSTING COURSE ON NOISE MODELING AT N)ISEC®N 2010 Wyle Laboratories announced that it will host an all -day workshop on aircraft noise modeling on April 18, 2010, in conjunction with the upcoming NOISECON 2010 confer- ence to be held in Baltimore, MD, next spring. Aviation noise planning relies heavily on semi -empirical noise models, which begin with measured source levels and. use varying degrees of analytic relations to propagate noise into the community, Wyle said. Its course will examine the structure and algorithms of traditional integrated noise models (such as the FAA's INM, AEDT and NIRS, and the Department of Defense's NOISEMAP model), and those of modern time simulation models (such as Wyle Laboratories' NMSim and the Depart- ment of Defense's Advanced Acoustic Model). Assumptions, evolution and practical considerations of noise models will be reviewed. Kenneth Plotkin, chief scientist, Wyle Acoustics and Re- search Group, will teach the workshop. He has over 35 years experience in measuring, modeling and analyzing aircraft noise. Other instructors will include members of Wyle Labo- ratories Research staff who have written and maintained noise models, who have collected aircraft noise source data, and who have used the models in real life. NASA A historic wind tunnel at the National Aeronautics and Space Administration's Langley Research Center in Hamp- ton, VA, has been pressed into service one last time to help test the prototype of a new, more fuel-efficient, quieter air- craft design, NASA announced Sept. 17. Boeing Research & Technology, Huntington Beach, CA, recently partnered with NASA's Aeronautics Research Mis- sion Directorate and the U.S. Air Force Research Laboratory, Wright Patterson Air Force Base, OH, to explore and validate the structural, aerodynamic, and operational advantages of an advanced concept called the blended wing body or BWB. "We have one version of the 21 -foot wingspan BWB pro- totype, called the X -48B, being flight tested at NASA's Dry- den Flight Research Center, in Edwards, CA," said Dan Vicroy, senior research engineer at NASA Langley. "The other one we just tested in the Langley Full -Scale Tunnel is the X -48C. It's been modified to make it even quieter. We're assessing the aerodynamic effects of those modifications." Those changes include reducing the number of engines from three to two and the installation of vertical tins to shield the engine noise. Cranfield Aerospace Ltd. in England built both ground- breaking aircraft scale models to Boeing's specifications, NASA said. Made primarily of advanced lightweight com- posite materials, the models weigh about 500 pounds each. They are powered by turbojet engines and can fly up to 138 miles per hour and 10,000 feet in altitude during flight -test- ing. The Air Force is interested in the plane's potential as a multi -role, long-range, high-capacity military aircraft. Some designs for futuristic commercial aircraft are also based oil blended wing construction. Airport Noise Report September 25, 2009 -- 118 ANR EDITORIAL The Langley test in July and August 2009 was the second time a BNVB model was put through its paces at the huge wind tunnel that was ADVISORY BOARD built in 1930 and used to test World War II fighters, the Mercury space capsule, and concepts for a supersonic transport. In 2006, preliminary tests helped engineers determine how the X -48B John J. Corbett, Esq. would perform during remotely piloted flight tests. Blended wing body Spiegel & McDiarmid designs are different from traditional tube -and -wing aircraft in that the Washington, DC tube and wings are blended for lower drag and better lift, and they rely primarily on multiple control surfaces on the wing for stability and con - Carl E. Burleson Director, Office of Environment and Energy trol. Langley decommissioned the tunnel in 1995, and then leased it to Old Federal Aviation Administration Dominion University in Norfolk, VA, for research and student engineer- ing training. That lease was up this summer and the tunnel is scheduled Michael Scott Gatzke, Esq. for demolition. Gatzke, Dillon & Ballance Carlsbad, CA --� In Brief... Peter J. Kirsch, Esq. Kaplan, Kirsch & Rockwell LLP MAC Seeks Noise, Operations Information Specialist Denver The Metropolitan Airports Commission (MAC) is seeking a Noise Vincent E. Mestre, P.E. and Operations Information Specialist to support MAC Airport Noise and President, Mestre Greve Associates Operations Monitoring Systems (MACNOMS) programs, MACNOMS Laguna Niguel, CA Mobile Noise Monitoring projects and other special projects. This posi- tion will perform communication and information work pertaining to air - Steven .F. Pflaum, Esq. port noise issues, including the operation of the Aviation Noise and McDermott, Will & Emery Satellite Program's Noise Complaint and Information Hotline. Chicago Position requirements include: Bachelor Degree in Computer Sci- ence, Aviation, Administration or related field; Knowledge of airport op - Mary L. Vigilante erations, air traffic control, and aviation noise issues; Experience with President, Synergy Consultants spreadsheet development; Ability to perform basic statistical analyses in a Seattle spreadsheet environment; Knowledge of Relational Database Manage- ment Systems; Valid state -issued driver's license. A complete position description, including salary range, minimum and desirable requirements, is available on the Metropolitan Airports Commission's website: ,vwNv.metroairports.org/employment. Applica- tions for this position will be accepted through Thursday, October 1, 2009. Resumes and cover letters are welcome; however, they do not re- place a completed application. Questions regarding the Noise and Operations Information Specialist can be directed to Kristie Teasley, Human Resources Specialist, at kristie.teasley@rmspnnac.org or 612-794-9151. MAC is an award-winning international airport with a dynamic work environment and an excellent benefits and compensation package. Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airhortnoiserepoit.com; Price $850. Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. Airporto Report A weekly update on litigation, regulations, and technological developments Volume 21, Number 30 ICAO CO2 MEASURES MUST NOT ADVERSELY IMPACT NOISE MITIGATION, ICAO 'TOLD The aviation industry is concerned that measures that will be taken in the fixture to reduce aircraft carbon dioxide (CO2) emissions could have a negative impact on airport noise mitigation measures. The Airports Council International, the International Air Transport Association, the International Coordinating Council of the Aerospace Industries Association, and the Civil Air Navigation Organization told the International Civil Aviation Organi- zation (ICAO) that it "is uniquely qualified to provide guidance and technical ex- pertise to develop carbon dioxide (CO2) mitigation measures and ensure that they do not adversely impact on other sensitive environmental areas, such as noise and local air quality." In a paper to be presented at an ICAO High -Level Meeting on International Aviation and Climate Change in Montreal on Oct. 7-9, the aviation industry trade groups urged ICAO member states to "give their full backing and explicitly state their support for ICAO as the appropriate United Nations body for setting and ad- ministering aviation -specific standard and targets to address CO2 emissions from (Continued on p. 120) RNP NAVERUS GE'L'S FAA APPROVAL TO DESIGN RNP FLIGI.-IT PATHS FOR PUBLIC USE AIRPOR'T'S The Seattle -area company Navenis, Inc. announced Sept. 25 that it has received approval from the Federal Aviation Administration to design and validate environ- mentally -friendly Required Navigation Perfonuance (RNP) flight paths for public use by airlines at U.S. airports. FAA sent a Letter of Qualification to the company that allows it to develop RNP procedures for use by any airplane that is equipped with the latest navigation technology. "With this Letter of Qualification, Naverus can begin to apply what we've learned in other parts of the world to help accelerate NextGen in the U.S.," said Navenrs CEO Steve Forte. "We look forward to working with FAA and operators to implement RNP procedures in the U.S. that reduce aircraft fuel burn, CO20 emissions, and noise." It is unclear how Naverus will factor noise mitigation into the development of its public use NRP procedures at U.S. airports. The firm is holding its annual con- ference this week on Performance-based Navigation and could not provide com- ment on that matter but will respond next week. (Continued on. p. 120) Airport Noise Report 119 October 2, 2009 In This Issue... ICAO ... Aviation industry urges ICAO to provide guid- ance to ensure that CO2 miti- gation measures do not adversely impact noise miti- gation efforts in place at air- ports - p. 119 RNP ... Naverus gets FAA approval to develop NR.P flight paths for public use by airlines at U.S. airport but it's not clear how noise miti- gation will be factored into those procedures - p. 119 FAA ... Invitations are going out for December noise re- search roadmapping work- shop in D.C. - p. 120 Destin Airport ... FAA ap- proves all eight measures in airport's Part 150 noise miti- gation program- p. 121 Noise Grants ... FAA awards AIP noise mitigation grants to four more airports in past two weeks - p. 121 NASA ... Glenn Center wins award for development of metallic foam that dampens engine noise - p. 122 October 2, 2009 ICAO, from p.119 aviation and for advocating these elements as part of a global sectoral approach for aviation in the Copenhagen climate ne- gotiations" that will take place in December. The global sectoral approach to CO2 mitigation that the aviation industry seeks means that efforts to reduce aviation CO2 emissions should continue to come under the leadership of ICAO. The industry wants to buy CO2 permits in its own global market rather than being included in a patchwork of national and regional CO2 cap -and -trade regimes. However, the aviation industry associations urged ICAO member states in their paper "to carefully consider the inter- dependency of measures, including noise management issues, when developing and implementing the global sectoral ap- proach or other projects to address emissions from aviation." Their paper states, "The key CO2 abatement opportuni- ties for the aviation sector are the implementation of new technologies, including low fuel burn aircraft and engine technologies, alternative fuels with reduced life -cycle CO2 emissions, and ongoing improvements in operational effi- ciency and ATM systems and processes. "While the aviation sector continues to explore and ex- ploit the full range of available abatement opportunities, it is important to consider the interrelationships between the vari- ous mitigation measures. For example, some actions to re- duce flight track lengths in the vicinity of airports can adversely affect noise management procedures such as pre- ferred runway usage, flight tracks that avoid populated areas, and many other noise abatement procedures. "Therefore regulators, when formulating actions to ad- dress CO2 emissions from aviation, must carefully consider and balance the overall possible impacts of such actions. But whatever the approach, all adopted measures should be tech- nologically feasible, economically reasonable, and environ- mentally beneficial. TRB Also Addressing Issue The Transportation Research Board's AV030 Environ- mental Impacts on Aviation Committee also is considering how CO2 reduction measures will impact other airport envi- ronmental concerns. The Committee is sponsoring a session at the upcoming TRB annual meeting in Washington, DC, on Jan. 10-12, 2010, on Environmental Planning for NextGen: Opportunities and Pitfalls for Implementing RNAV and RNP at Noise Sen- sitive Airports. Research INVITATIONS GOING OUT FOR ROADMAPPING WORKSHOP The Federal Aviation Administration is in the process of sending out invitations to its fust noise research roadmap- ping workshop, which will be held in Washington, DC, on 120 Dec. 10-12, at the Keck Center at the Natiqnal Academies. The agency also plans to place a notice in the Federal Register inviting the public to attend the event, which will focus on research needs in the area of annoyance and sleep disturbance. The research road -mapping effort is designed to help the FAA define the current state of knowledge on aircraft noise effects, identify research gaps, and determine what needs to be done to close those gaps (21 ANR 53). About a month before the Dec. 10-12 workshop, FAA plans to release a paper summarizing input received at a forum held Aug. 12 in conjunction with the INTER -NOISE 2009 conference at which acoustical experts were asked for their input regarding research needed to advance the under- standing of the relationship between aircraft noise impact and community annoyance and sleep disturbance. Raquel Girvin, head of the Noise Division of FAA's Of- fice of Environment and Energy, told ANR that she is in the process of digesting the information that came out of the INTER -NOISE forum. A paper summarizing that input will be placed on a website FAA is setting up for the noise re- search road -mapping project. The paper is expected to be placed on the website about a month before the workshop. Other pertinent information also will be placed on that website, which will act as a repository for information, she explained. For the workshop discussion to be fruitful, we need peo- ple to have thought about the issues of sleep disturbance and annoyance and to frame then in the larger context, she told ANR. FAA's noise research road -mapping effort will also ad- dress areas, such as sonic boom acceptability and aircraft noise in national parks. Girvin said that, rather than holding public workshops on those issues, FAA is working with the International Civil Aviation Organization (ICAO) to develop the sonic boom acceptability component of the noise research roadmap and is working with national parks on aircraft noise in parks. She said the FAA plans to hold an additional forum seek- ing input on annoyance and sleep disturbance at the upcom- ing UC Davis Symposium on Aviation Noise and Air Quality, which will be held in San Diego next March. RNP, from P. 119 "Performance-based Navigation (PBN) unleashes the full potential of current -generation aircraft to fly precisely -de- fined paths without relying on ground-based radio -navigation signals," Naverus explained. Required Navigation Perform- ance (RNP) is an er-Alanced mode of PBN that guarantees the aircraft does not stray from the path and that provides addi- tional navigational flexibility, such as curved paths. FAA's action completes more than two years of collabora- tion to develop new rules, processes, and oversight mecha- nisms to certify Naverus development and testing of public procedures in the U.S. Terms of the authorization, contained Airport Noise Report October 2, 2009 in a document called an Other Transaction Agreement (OTA) and in a draft Advisory Circular (AC 90 -TPA), ensure that navigation procedures developed by qualified third parties such as Naverus meet the highest standards of safety, quality and reliability. "This announcement is an excellent example of how FAA and the private sector can work together to accelerate the en- vironmental and economic benefits NextGen will bring," said Marion Blakey, President and CEO of the Aerospace In- dustries Association. "We have high expectations this can lead to real, near-term improvements for airlines, passengers and the FAA alike," she said. Naverus has designed more than 300 optimized RNP pro- cedures around the world. In Australia, Naverus was selected to begin the development of RNP procedures at 28 airports, that, when frilly deployed, are expected to reduce by 269 mil- lion pounds annually the amount of CO2 emissions created by airplanes. The Australian RNP network also is expected to save airlines more than 87 million pounds of fuel per year, while improving schedule reliability and safety. Accelerating the deployment of high-performance RNP procedures will improve operations for carriers such as Southwest Airlines, Naverus said. Naverus has worked with Southwest over the last two years to develop the airline's ca- pability to by environmentally friendly and efficient RNP procedures. Many other U.S. carriers, including Alaska, Delta, United, US Airways and Continental also have done significant work to develop RNP capability. "This is an important milestone in the deployment of RNP in the U.S.," Forte said. "FAA and operators agree that this technology can provide significant environmental and economic benefits. The task before us now is to work to- gether to integrate and deploy these advanced navigation procedures into the national airspace." Destin-Ft. Walton Beach Aifport aine-13001.. On Oct. 1, the Federal Aviation Administration an- nounced its approval of all eight noise mitigation measures proposed in the Part 150 Airport Noise Compatibility Pro- gram for general aviation Destin-Ft. Walton Beach Airport. The airport is owned and operated by Okaloosa County, FL, a fast-growing tourist area on Florida's northwest Gulf Coast. However, the airport is on 395 acres of land located within the City of Destin, with residential development abut- ting the airport on two sides. The airport does not currently operate an Airport Traffic Control Tower but increasing air traffic, a diversified aircraft mix, and close proximity to Eglin Air Force Base has prompted Okaloosa County to seek entry into the FAA's Contract Tower Program. The airport is located in complex and restricted airspace 121 five miles southeast of Eglin Air Force Base/Northwest Florida Regional Airport and is located within Eglin's Class D airspace. Eglin is one of the busiest Air Force bases in the country and seines aircraft ranging from low speed turbo- props and transport aircraft to high performance jet fighters and jet airliners. Aircraft arriving, departing, and operating in the vicinity of Destin are required to be in radio contact with Elgin's Radar Control Facility, which manages a complex airspace system of restricted airspace with special traffic corridors de- fined for aircraft traveling north and south and for coastal traffic moving east and west. Aircraft operating at Destin are routinely delayed for Eglin traffic and these delay can range from 15 to 45 minutes, which adds to the airport's noise prob- lem. The FAA granted outright approval for all eight proposed noise mitigation measures in the Destin Part 150 program. These measures include: • Install. "Fly Friendly" signage; • Avoid touch-and-go operations, maintenance run -ups, and extended auxiliary power unit (APU) operations during nighttime hours; • Avoid excessive engine idling on ramps near homes; • Publish a "Fly Friendly" brochure; • Establish a program of voluntary land acquisition and relocation for residences within the 70 dB DNL contour (four homes); • Establish a voluntary residential sound insulation pro- gram for homes within the 65 dB DNL contour (44 homes); • Implement an Airport Compatibility Overlay District; • Monitor development within the 2013 Noise Exposure Map noise contours. For further information on the program, contact Lindy McDowell in FAA's Orland Airports District Office; tel: (407) 812-6331. The FAA plans to place its Record of Approval on the Destin Part 150 Program on-line at: bttp://,www.faa.gov/air- ports — airtraffic/airpoits/environmentaUairport—noise/Part150/ states/. AIP Grants Four airports were awarded federal Airport Improvement Program (AIP) grants to support noise mitigation projects be- tween Sept. 19-30, according to Federal Aviation. Administra- tion data released Oct. l . The latest noise grants went to the following airports: • Lafayette (LA) Regional Airport received a $1,164,127 grant to conduct a noise compatibility plan study and for the final design of a runway safety area; • T.F. Green State Airport, Providence, RI, received a $1,822,686 grant to acquire land for noise compatibility within the 70-74 DNL contour; Airport Noise Report October 2, 2009 ANR EDITORIAL John J. Corbett, Esq. Spiegel & McDiarmid Washington, DC 122 • Burlington (VT) International Airport received a $8.8 million grant to acquire land. for noise compatibility within the 65-69 DNL contour, to { conduct a noise compatibility plan study, and for noise mitigation meas- ures; and • Seattle -Tacoma International Airport received a $2 million grant to conduct a noise compatibility plan study. Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airportnoisereport.com; Price $850. Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. NASA Carl E. Burleson Director, Office of Environment and Energy GLENN CENTER R RESET ARCHERS WIN Federal Aviation Administration AWARD FOR NOISE -DAMPING FOAM Michael Scott Gatzke, Esq. A metallic foam developed at the National Aeronautics and Space Ad- Gatzke, Dillon & Ballance ministration's Glenn Research Center for the reduction of turbofan engine Carlsbad, CA noise was selected the winner of the 2009 Federal Laboratory Consortium (FLC) Midwest Region Award for Excellence in Technology Transfer, Peter J. Kirsch, Esq. NASA announced Oct. 1. Kaplan, Kirsch & Rockwell LLP Each year, the FLC recognizes an employee or team of employees for Denver their outstanding work during the transfer of technology between a fed- eral laboratory and the marketplace. Vincent E. Mestre, P.E. This year, Daniel Sutliff and Cheryl Bowman of Glenn with Michael President, Mestre Greve Associates Jones of NASA's Langley Research Center, Hampton, Va., and Tom Hart - Laguna Niguel, CA ley of Williams International, Walled Lake, Mich. tested the use of a NASA developed metallic foam liner on a turbofan engine with the goal Steven.F. Pflaum, Esq. of achieving a significant reduction in aircraft noise. The collaboration, McDennott, Will & Emery developed under NASA s Partnerships Seed Fund program, enabled Chicago NASA to test the liner design and obtain acoustic analysis on a Williams FJ44, a small, business jet -class turbofan engine. Mary L. Vigilante NASA placed the metallic foam liner around the fan rotor, instead of President, Synergy Consultants on the inlet of the engine where most other noise -reducing liners are Seattle placed. Tests indicated that the liner was able to absorb more sound from the engine fan. The material structure of the foam liner can withstand the harsh engine environment, beat and temperature variations, where other traditional liners would fail and can be designed to minimize aero dy- namic losses. Tests results showed a significant reduction of noise, up to 4 dB, which could eliminate the noise from an airport that was once heard four miles away down to less than two miles. The successful testing of the small engine has cleared the way for NASA to test noise -abatement solutions for larger commercial aircraft en- gines. With the test data, NASA may be able to help others in the market- place develop a method for other applications, such as heating, ventilation and air conditioning systems and space propulsion. Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airportnoisereport.com; Price $850. Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. 123 Ai w r/ w 1,{ Report n, A weekly update on litigation, regulations, and technological developments LONG. BEACH AIRPORT WILL SOON BEGIN October 9, 2009 Volume 21, Number 31 t to compatibleand FAA In This Issue... UPDATED COMPLIANCE MANUAL INCLUDES western terminal - p. 124 CHAPTER ON NOISE, ACCESS RESTRICTIONS FAA ... Updated Airport Chapters on airport noise and access restrictions and compatible land use are in- "Airport Compliance Manual that in- cluded in an update to the Federal Aviation Administration's 18 -year-old structs agency personnel on Compliance Manual," which provides guidance to agency personnel on interpreting airports make to the federal government when they m art assurance compliance grantaincludes and administering commitments chapters airport accept grants of federal funds or federal property. The manual is embodied in FAA Order 5190.6B, which became effective on noise and access restrictions, Sept. 30 and replaces FAA Order 5190.6A, which was put into effect in 1991. The land use - p. 123 new order is available at http://www.faa.gov/airports/resources/publicatiorns/or- will launch pilot residential ders/compliance_5190_ 6/. The old order was published prior to passage of the Airport Noise and Capacity Lon, -,Beach ... Expanded contours leads to air - Act of 1990 (ANCA) and FAN s Part 161 Regulations on Notice and Approval of implement the act and define what noise port's first home sound insu- Airport Noise and Access Restrictions, which steps airports must take in seeking to restrict aircraft operations. lation program - p. 123 Chapter 13 of the manual provides guidance on the airport sponsor's responsi- bility regarding restrictions on airport noise and access. "Access restrictions have Peoria Intl ... FAA ap- (Continued on p. 124) proves all 11 meaures in Part 150 program update - p. 124 Long Beach Ana port Chicago 0Ware Intl ... LONG. BEACH AIRPORT WILL SOON BEGIN Cit of wnDale gets AIP RESIDENTIAL SOUND INSULATION PROGRAM t to compatibleand uses along corridor to new Long Beach Airport's first residential sound insulation program got underway 2008 contour maps for the western terminal - p. 124 Oct. 6 with the City Council's approval of updated noise airport. The updated noise contours have expanded to encompass 27 homes in the air- 2008, residential areas were included FAA ... Registration now un - derway for first noise re- port's 65 dB DNL noise contour. Prior to no in the airport's 65 dB DNL contour. search road -mapping All 27 homes are on the arrival end of the airport's main runway, which gets workshop, which will be greater noise impact because of the Airbus A320 aircraft that JetBlue operates at officer. The inp. ton held nil Washington, DC, on n Washington, Long Beach, said Sharon Diggs -Jackson, the airport's public relations than on takeoff, she explained. Dec. - 125 A320s are louder on arrival Some residents on the departure side of the runway were upset that they will sound insulation program. They are not inside the Great Falls Ii1t'l ... Airport not be included in the residential 65 dB DNL contour at this point but Diggs -Jackson said the airport plans will launch pilot residential airport's to update its contours annually to determine if its needs to expand its residential sound insulation program sound insulation program. The airport also plans to talk to the Federal Aviation Administration about using this fall; full program may include 340 homes - P. 126 (Continued on p. 125) Airport Noise Report October 9, 2009 FAA, from p.123 the potential to violate the federal obligation to make the air- port available for public use on reasonable terms and without unjust discrimination as required by Grant Assurance 22 on Economic Nondiscrimination," the manual states. The chapter discusses the legal framework of aviation noise abatement, provides an overview of the noise -related responsibilities of the federal government, discusses the FAA's Part 36 noise standards for aircraft type and airworthi- ness certification and its Part 150 Airport Noise Compatibil- ity Planning Program, and the "balanced approach" to airport noise mitigation that FAA has encouraged airports to take. The chapter also includes sections on the agency's Part 161 regulations and six statutory criteria that must be met for the FAA to approve a restriction on Stage 3 aircraft, grandfa- thering under ANCA, consistency of Part 161 and grant as- surance determinations, and how to consider the question of whether an airport noise or access restriction poses a burden on interstate commerce. "It is possible for a proposed Stage 2 restriction to meet the requirements of Part 161, which are essentially proce- dural, but fail to comply with the grant assurance require- ments to provide access on reasonable terms without unjust discrimination," the manual tells FAA personnel. ACI -NA Seminar on Manual A Legal Affairs Pre -Conference Seminar on the updated FAA Airport Compliance Manual will be held Oct. 10-11. prior to the Airport Council International — North America's annual conference and exhibition. Registration for the semi- nar will be handled on-site at the ACI -NA Registration Desk in the Atrium at the Austin Convention Center. Monica Kemp, ACI -NA general counsel, and Tack Cor- bett of the Washington, DC, law firm Spiegel & McDiannid, will provide an overview of the key provisions of manual, the changes from the prior manual, and the newly added sections. Peoria Intl i NMI On Oct. 6, the Federal Aviation Administration an- nounced its approval of all I1 proposed. noise mitigation measures in an update to the Part 150 Airport Noise Compati- bility Program for General Wayne A. Downing Peoria (IL) International Airport, which is served by five commercial air- lines. The program is essentially wichanged from the airport's earlier Part 150 program but reflects shrunken noise contours that resulted. from fewer nighttime cargo operations and the elimination of F-16 fighter jets from the Air National Guard Base that shares the airport facilities. Following are the approved noise mitigation measures in 124 the program update: • Continue the use of the preferential runway use program on a voluntary basis; • Continue to have turbojet aircraft maintain the runway heading up to 3,000 MSL on a voluntary basis; • Offer a purchase assurance/sales assistance program for homes within the 65 DNL contour to the east of the airport on a voluntary basis. Once purchased, the homes would be sound insulated and then resold on the open market with a noise and avigation easement placed on the property title; - Sound insulate approximately 22 homes to the east of the airport within the 65 dB DNL contour; • Purchase an avigation easement to compensate property owners for the impacts related to aircraft operations and for restrictions to prevent future incompatible development of the property; • Offer to purchase approximately 13 homes within the 65 dB DNL contour to the northwest of the airport on a volun- tary basis. The homes will be removed after acquisition; • Encourage local jurisdictions to develop comprehensive plans for the land use surrounding the airport; • Encourage local jurisdictions to review their current zoning ordinances and consider implementing airport overlay zones or performance standards within the 60 DNL contour; • Encourage local jurisdictions to adopt subdivision regu- lations that would limit the development of residential subdi- vision within the 60 DNL contour; • Encourage building code modifications where the gov- erning body was not able to implement land use, zoning, or subdivision regulation control measures to discourage incom- patible development; • Implement educational measures including publication of advisories in the Airport Facilities Directory and on the air- port's website and other aviation websites; establish an infor- mal noise management committee; distribute pamphlets on the noise abatement procedures to airport operators; and in- stall airfield signage referring to the noise abatement proce- dures. For further information, contact Amy Hanson in FAA's Chicago Airport District Office; tel: (847) 294-7354. Chicago O'Hare Intl [019IRL"05 "AAA W W-1911211 161, The main road leading to the proposed western terminal at O'Hare International Airport will run down Thomdale Av- enue in the City of Wood Dale, IL, located just three miles from the airport. The Federal Aviation Administration recently awarded the city a $143,380 Airport Improvement Program (AIP) grant to enable Wood Dale to plan compatible land uses around the avenue, which will be an extension of the Elgin O'Hare West Bypass, expected to be an economic engine for the entire re - Airport Noise Report October 9, 2009 gion. The grant will underwrite the creation of phase one of the Thoimdale Corridor master plan, which is intended to maxi- mize economic development opportunities along the corridor to the new terminal. The city will provide a 20 percent match to the FAA grant for a total project cost of $179,225. The Century of Aviation Reauthorization Act, which Con- gress passed in 2003 to reauthorize the programs of the FAA, included a provision which, for the first time, allows state and local governments to apply for AIP noise set-aside giants to fund projects to improve compatible land use around large and medium size airports where the land is outside the con- trol of the airport proprietor. The program applies only in cases where the airport oper- ator has not submitted a noise compatibility program in the preceding 10 years. The O'Hare Noise Compatibility Conunission (ONCC) is encouraging communities around O'Hare to take advantage of these grants to plan compatibly with the proposed expan- sion and reconfiguration of the airport under the multi -billion dollar O'Hare Modernization Plan. Wood Dale is the third O'Hare community to receive such a land use planning grant. Des Plaines received a $750;000 FAA grant in 2006 and Harwood Heights received a $320,000 FAA grant in 2008. San Mateo County, CA, near San Francisco International Airport was the first municipality to receive a grant for noise compatibility planning under the program. "We first learned about the FAA grant through our mem- bership in the O'Hare Noise Compatibility Commission," Wood Dale Mayor Kenneth Johnson said. "Our location within an extensive system of highways, rail transportation running through the city and proximity to O'Hare provides great opportunities as well as significant challenges to our city," added Johnson. "We will address compatibility of current and future in- dustrial, residential, commercial and mixed use redevelop- ment along the Thorrdale Corridor, including the proposed O'Hare western terminal access," he said. Specific initiatives will include land use planning along the Thomdale Corridor that are consistent with federal land use compatibility criteria and identification of economic op- portunities so that Wood Dale businesses may grow along with the airport, according to Johnson. Wood Dale has a population of 13,535 but that swells to 35,000 with employees working at three industrial parks lo- cated on 1,000 acres within the city. PFC for Sound Insulation 125 O'Hare. On Sept. 17, the FAA determined that the application was substantially complete. The agency said it will approve or disapprove the application, in whole or in part, no later than Jan. 1, 2010. For further information, contact Jack Delaney in FAA's Chicago Airports District Office; tel: (847) 294-7336. FAA The Federal Aviation Administration released the follow- ing announcement on Oct. 7 regarding its upcoming noise re- search roadmapping workshop: At the request of its Research, Engineering and Develop- ment Advisory Committee (REDAC), the Federal Aviation Administration (FAA) is developing a comprehensive re- search roadmap for FAA and other interested parties to innple- ment more systematic, effective, and complementary research programs. FAA wants to leverage resources towards substan- tially advancing the scientific knowledge needed by the avia- tion community to more optimally address the impacts of aircraft noise on society. FAA held a preliminary forum with international noise re- searchers in conjunction. with Intemoise 2009 in August 2009 to discuss research needed to advance the current understand- ing of the relationship between aircraft noise and its impacts such as community annoyance and sleep disturbance. FAA now invites researchers, practitioners, and other interested parties to participate in a series of upcoming Noise Research Roadmap workshops to contribute to developing the Re- search Roadmap with information received from that forum. The first workshop will be held December 10-11, at the National Academy of Sciences Keck Center in Washington DC. The second workshop will be held on March 4, 2010, in conjunction with the University of California's Airport Noise and Air Quality Symposium in San Diego, CA. The main objective of these workshops is to outline key elements of the noise research roadmap, including prioritiza- tion of research questions and potential research challenges. Please register by November 13; there is no registration fee. To register and for more information, please contact Patty Friesenhahn, FAA, Office of Environment and Energy, at patricia.friesenhahn@faa.gov, or 202-267-3562. Addi- tional details will soon be available at www.fican.org/faa- workshop. Lang Beach, fron, P. 123 In related news, the FAA announced Oct. 6 that it is seek- ing public comment by Nov. 6 on an application by the City block rounding to expand the number of homes eligible for of City of Chicago to impose and use a $4.50 Passenger Fa- insulation on the arrival end of the runway beyond the 27 that cility Charge (PFC) from May 1, 2026, to April 1, 2028, for a are in the 65 d$ DNL contour. total estimated revenue of $274,750,247 to complete the Res- FAA allows airports to expand eligibility for residential idential Sound Insulation Program in communities around sound insulation programs to include homes in a contiguous Airport Noise Report October 9, 2009 126 ANR EDITORIAL neighborhood. But Diggs -Jackson said the neighborhood on the arrival side of the runway has curving streets and cul-de-sacs, which may com- ADVISORY BOARD plicate the determination of what homes should be included in the block - McDennott, Will & Emery rounding. Chicago Diggs said she anticipates that in 2010 additional homes will be added John J. Corbett, Esq. to those eligible for sound insulation on the arrival end of the runway. Spiegel & McDiarmid She said that various sound insulating treatments, including acoustic Washington, DC windows and doors, caulking and sealing gaps, attic insulation, and up- Seattle grades to or installation of air conditioning systems, will be used to bring Carl E. Burleson interior noise to a level of 45 dB in the eligible homes. Each home will be Director, Office of Environment and Energy evaluated on an individual basis, she said. Federal Aviation Administration Long Beach Airport's residential sound insulation program is being managed by C&S Engineers. The estimated cost of the program is $2.8 Michael Scott Gatzke, Esq. million, which includes start-up and construction costs. Gatzke, Dillon & Ballance The airport plans to move quickly on the sound insulation program Carlsbad, CA and have the 27 currently eligible homes completed by mid -2011. Notifi- cations of eligibility will be sent to homeowners this week and the airport Peter J. Kirsch, Esq. will meet with them in October. Diggs -Jackson said the airport wants to Kaplan, Kirsch & Rockwell LLP order the sound -insulating products in January 2010 so that installation Denver can begin in the spring. Vincent E. Mestre, P.E. President, Mestre Greve Associates Great Fall btt'l Laguna Niguel, CA SOUND INSULA'T'ION PROGRAM GE'T'S Steven F. Pflaum, Esq. UNDERWAY; 340 HOMES MAY BE ELIGIBLE McDennott, Will & Emery Chicago This fall the Great Falls International Airport plans to launch a pilot residential sound insulation program with 10 homes, a precursor to the Mary L. Vigilante larger program that could include 340 homes and is expected to begin President, Synergy Consultants next summer. Seattle The airport is located on a bluff above the City of Great Falls, Mon- tana, so part of the noise problem is caused by aircraft departures over the city, according to Kent Funyak, the airport's public safety manager and li- aison for the airport's Part 150 Airport Noise Compatibility Program, which was the first to be done at any airport in the state. He said the air- port also is an Air National Guard base with F-15 jet aircraft. The pilot home sound insulation program could begin as early as De- cember, he said. The total cost of the overall program is expected to exceed $20 mil- lion and will be funded with FAA Airport Improvement Program grants. The average cost for sound insulation treatments is expected range from $30;000 to $50,000 per home. The program is being managed by Stelling Engineers, based. in Great Falls. Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airportnoisereport.conn; Price $850. Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. 127 u7or t Noi Report ise A weekly update on litigation, regulations, and technological developments October 16, 2009 Volume 21, Number 32 Performance Based Navigatioll Fm ThiS Issue.. COMMUNITIES MUST BE SHOWN BENEFITS OF RNAV PROCEDURES, AIA OFFICIAL SAYS PBN ... Conu-nunities must As aviation stakeholders around the world accelerate the deployment of eiivi- be involved in the process of ronmentally friendly Performance-based Navigation (PBN), they'll need to work designing new Right paths together with communities around airports to deploy new flight paths that work based oil Performance-based best for everyone, Naverus Inc., the world leader in developing PNB procedure S, 1-2 in Seattle. Navigation, AIA official tells announced at the end of its two-day PBN Summit held Oct. Dan Elwell, vice president of civil aviation for the Aerospace Industries Associ- conference - p. 127 ation, advised aircraft operators and air traffic managers at the conference to en- gage cornmunities early on in discussions as they design new PBN flight paths. FAA ... The agency will ac - He said that the concept of satellite -based communication, navigation, and sur- cept public comment on its veillance — which has come to be known as NextGen — has hasn't really gotten off States for various reasons, including a decline in air traffic updated Airport Compliance the ground in the United and a lack of capital needed by the airlines to invest in needed avionics. is the "burning Manual which includes a new chapter of airport noise, But he told the conference that the politics of climate change that will deliver the transformation to NextGen. "PBN as part of the total access restrictions - p. 127 platform" NextGen transformation will save fuel and reduce CO2 emissions, passing substan- (Continued on p. 128) Tweed New Haven ... New state law, embodying local FAA agreement between two war - AGENCY WILL ACCEPT PUBLIC COMMENTri g to,limits expansio ON UPDATED AIRPORT COMPLIANCE MANUAL ear - of airport. FAA warnedn lier that it might take legal The Federal Aviation Administration announced that it will. accept public com- Manual, embodied in FAA Order action - p. 128 merits on it recently -updated Airport Compliance admin- on interpreting and admin- 5190.613, which provides guidance to agency personnel istering commitments airports make to the federal government when they accept number Teterboro ... Record nui grants of federal funds or federal property. in will accept comments until March 31, 2010, and any corn- of operators will be recog- nized with airport's 'Good The agency said menta it receives will be considered in determined whether further revisions to the Neighbor Award' - p. 129 manual, which includes a new chapter on airport noise and access restrictions, are needed. d of September and canceled and re- Order 5190.613 became effective at the en Chicago O'Hare Int'l ... Local officials, educators placed Order 5190.6A, issued on Oct. 2, 1989. personnel in their eval- The updated FAA Order provides new guidance to FAA p want FAA to reinstate el.igi- uation of airport noise and access restrictions. The earlier order was issued prior to bility for sound insulation for passage of the Airport Noise and Capacity Act of 1990 (ANCA) and FAA's Part three schools that came out 161 Regulations on Notice and Approval of Airport Noise and Access Restrictions, of 65 dB DNL contour in up - which implement the act and define what steps airports must take in seeking to re- dated airport noise exposure strict aircraft operations. map - p. 130 (Continued on p. 129) Airport Noise Report October 16, 2009 PBN, fi•on: p.127 tial benefits to local communities." While the federal government is concerned about CO2 and NOx levels, "local governments care much more about noise, particulate matter, and water pollution — issues that af- fect their constituents most directly," he said. "Today's economic crisis will make air traffic manage- ment funding decisions [by Congress] extremely difficult un- less PBN implementation is tied directly to improved environmental performance. Public aviation agencies and policy experts need to exchange data on the real economic and environmental benefits already achieved through existing PBN projects. And local communities have to be encouraged to speak up on their own behalf. After all, the benefits aren't just accruing to airlines, they're mainly going to ordinary folks on the street," Elwell said in prepared remarks. "There's no time to lose," Elwell told the conference at- tending by over 200 aviation industry officials. "The envi- ronmental imperative is a train coming right at the industry. It's a huge plus for communities to have input into these dis- cussions," he said. Just prior to the summit, Navents received a Letter of Qualification from the Federal Aviation Administration to de- sign and validate Required Navigation Performance (.RNP) flight paths for public use in the United States (21 ANR 119). The authorization allows Naverus to develop for public use many of the emissions -reducing, fuel -saving PBN ap- proach procedures that are at the core of FAA's NextGen air- space modernization effort in the U.S. Tweed New Haven Regional Connecticut State Sen. Len Fasano (R -North Haven) and State Rep. Mike Lawlor (D -East Haven) announced that a new law went into effect on Oct. 5 that writes explicitly into state statute that the runway at Tweed -New Haven Airport can never be expanded beyond its current length of 5,600 feet. Under the new law, and pursuant to a formal agreement entered into by the mayors of both East Haven and New Haven, there will be four new limitations placed on the air- port: - There can be no more that 30 departures per day; • There can be no more than 180,000 enplanements per year, in other words an average of fewer than 500 passengers per day; • There can be no more than six commercial service coun- ters in the airport terminal, limiting the total number of air- lines that can service the airport; and • There can be no more than a total of 700 parking spaces at the airport, and there will be no parking lots outside of the 128 airport boundaries. This limit includes both private lots and lots owned or operated by the Airport Authority. The agreement specifies that there can be no change to these limitations without the approval of the East Haven members of the Airport Authority. The new law implements a historic agreement reached earlier this year between the mayors of East Haven and New Haven, CT, and supported by Democratic and Republican legislators and political leaders in both municipalities. Fasano and Lawlor called the new law a victory for the Town of East Haven. The airport is owned and operated by the City of New Haven but is partially located in the City of East Haven. "State law and the Airport Authority bylaws will now guarantee no expansion of the airport and no lengthening of the runway," said Rep. Lawlor. "It has taken more than 30 years, but I am convinced that East Haven's legitimate con- cerns have now been addressed. Tweed will always remain a small, regional airport." "In light of the adverse ruling against the Town of East Haven, this agreement is a win for the town and the residents living near the airport," said Sen. Fasano. "This agreement provides the town and its residents more of a say in airport operations and gives them a veto vote on any future plans at Tweed. I am also particularly pleased with the establishment of the Good Neighbor Program which will allow residents living near the airport to voice their concerns and learn about airport operations, focusing on issues like traffic, airport noise and the health of the environment." The new law, approved during a special session of the General Assembly on Oct. 2 and then signed by Conntecticut Gov. M. Jodi Rell, increases the Tweed -New Haven Airport Authority to 15 members from the current 14. East Haven will have five members, an increase from the current two. New Haven will have eight members instead of the cur- rent nine. Two additional members will be from other towns in the region and will be appointed by the South Central Re- gional Council of Governments. The result gives East Haven five out of fifteen appointments on the Authority. Any pro- posed changes to the airport limitations will require 12 votes. The runway limit of 5,600 feet cannot be changed. "Only commuter planes of the type currently servicing Tweed will be able to use the airport in the future. Larger jets that typically use Bradley Airport in Windsor Locks will not service Tweed," Rep. Lawlor added. Both Fasano and Lawlor played extensive roles along with East Haven Mayor April Capone Almon in negotiating with the City of New Haven and Tweed officials throughout the past year to ensue that East Haven continues to have a strong voice over issues surrounding the airport, which re- sulted in this state law being adopted. East Have Mayor Capone Almon said, "I am very proud of what we have accomplished for the residents of East Haven through a true bi-partisan agreement. This not only puts an end to nearly 50 years of fighting between neighbor- ing towns, but also removes East Haven from a costly and Airport Noise Report October 16, 2009 fruitless lawsuit. Not only will taxpayers be saving money, but they now know, as written by state law, exactly what size airport TWEED New Haven will be." She then went on to say, "The residents of East Haven now have a. voice in the fu- ture of the airport that rests in our own back yard." The new law was approved during a special session of the General Assembly on Oct. 2 and then signed by the governor, FAA warned the airport authority in March that the agree- ment between the two mayors could violate the airport's grant assurances and other federal law and that it might take legal action against the airport authority. The agency had no com- ment on the legislation because it has not yet reviewed it. FAA order, frorrt p. 127 Copies of the updated FAA Order are available on the FAA web site at: http://Nvww.faa.gov/aiiports/resources/pub- licati on s/orders/c ompli ance-5190.6/. Comments on the updated Order must be identified by Docket Number, FAA -2009-0924, and can be submitted via the Federal eRulemaking Portal: Go to http://www.regula- tions.gov and follow the instructions for sending your com- ments electronically. Comments also can be mailed to Docket Operations, U.S. Department of Transportation, West Building, Ground Floor, Room W12-140, Routing Symbol. M-30, 1200 New Jersey Avenue, SE., Washington, DC 20590.Fax: 1-202-493-2251. FAA will post all comments it receives, without change, to littp://Nvww.regulations.gov, including any personal infor- mation provided. For further information, contact Charles Erhard, Man- ager, Airport Compliance Division, ACO -100, Federal Avia- tion Administration, 800 Independence Avenue SW., Washington, DC 20591, telephone (202) 267-3187; facsim- ile: (202) 267-5769; e-mail: charles.erhard@faa.gov. . eterbor o Teterboro Airport (TES) will again be presenting its "Good Neighbor Awards" at the NBAA Convention in Or- lando, Florida on October 20, 2009 at 10:00 A.M. The pro- gram honors individuals and companies for "quiet flying" at TEB, and awards will be given to 29 recipients this year, a new record number for the airport. To qualify for an award, operators must adhere to Teter- boro Airport's voluntary restraints regarding late-night and Stage 2 jet operations and not have received any violations or warnings under the airport's mandatory noise rules. This year's ceremony will recognize recipients for 2008. "There is no better venue than the annual convention of the National Business Aviation Association to present our 129 Good Neighbor Awards" said Rich Heslin, Airport Manager at Teterboro Airport. "There is harmony in the two events as the general aviation community gathers to share its common interests, including good community relations." "It's a great pleasure for us to present these awards to the growing number of aircraft operators that fully comply with our noise abatement initiatives," said Gabriel Andino, TSB's Noise Abatement Manager. "The criteria for these awards are quite challenging and we are thrilled to have so many opera- tors doing their best to fly quiet." Teterboro Airport launched the Good Neighbor Awards in 2004 to give credit to operators who avoided violations of air- port noise rules and late-night operations. The awards pro- gram has become part of the Teterboro Airport Industry Working Group, which was formed by Port Authority Chair- man Anthony R. Coscia to improve safety, security and re- duce noise at the airport. The Working Group includes leading trade groups, such as the National Air Transportation Association (NATA), National Business Aviation Association (NBAA), General Aviation Manufacturers Association (LAMA), Aircraft Owners and Pilots Association (AOPA), TEB fixed base operators, and other major operators such as NetJets. The group is co-chaired by former Congressman James Coyne, President of NATA, and Joseph Fazio, General Manager of Atlantic Aviation at TEB. Created to address safety and security at TEB — one of America's busiest general aviation airports — the program also highlights noise abatement with voluntary restraints against operating Stage 2 jets into the airport and from operating any aircraft between 11:00 P.M. and 6:00 A.M. According to Mr. Andino, "The voluntary nighttime and Stage 2 flight re- straints have proven to be effective since their implementa- tion. Flights after 11:00 P.M. have been reduced considerably since 2006. Our nighttime aircraft noise levels and complaint calls have also declined during that time frame. Mr. Andino added, "The increased number of awards being presented this year shows that more operators are responding to our efforts to make Teterboro Airport a better neighbor. The NBAA con- vention is an excellent venue to thank them for their contin- ued commitment to our noise abatement program." Award Winners Teterboro Airport's Good Neighbor Awards for 2008 will be presented to the following companies and individuals: American General Finance, Air Vatche, AMG Support Serv- ices, Archer Daniels Midland, AT&T Management Services, Bank of America, Corporate Flight Inc., CRK Studio, CVS Corporation, David. Edell, Innotech-Execaire, Jeffrey Buckalew-Coolstream LLC., Keypoint, Koch Industries Inc., Massachusetts Mutual Life, Meredith Corporation, Meridian Air Group, Motorola, Nada Airlines, New York helicopter Charter, Quad C Advisors, Rose Aviation, Textron Corporate, The Home Depot, Travelers, Thomas Heimgartner, Ultimate Jet Charters, VF Services, and White Mountain Capital. Airport Noise Report October 16, 2009 130 ANR EDITORIAL O'Hare Inti ADVISORY BOARD ®NCC COMMITTEE WANTS SCHOOL INSULATION FUNDS REINSTATED BY FAA John J. Corbett, Esq. The Federal Aviation Administration recently withdrew Airport Im- Spiegel & McDiarmid provement Program grant funding to sound insulate three schools, includ- Washington, DC ing two high schools, near O'Hare International Airport because they were no longer located in the 65 dB DNL noise contour in updated noise Carl E. Burleson Director, Office of Environment and Energy Federal Aviation Administration Michael Scott Gatzke, Esq. Gatzke, Dillon & Ballance Carlsbad, CA Peter J. Kirsch, Esq. Kaplan, Kirsch & Rockwell LLP Denver Vincent E. Mestre, P.E. President, Mestre Greve Associates Laguna Niguel, CA Steven.F. Pflaum, Esq. McDermott, Will & Emery Chicago Mary L. Vigilante President, Synergy Consultants Seattle exposure maps. Now, local officials and educators are fighting that decision and have the backing of the School Sound Insulation Committee of the O'Hare Noise Compatibility Commission (ONCC). At meeting last week, the Committee agreed to recommend that the ONCC send a formal resolution to the FAA requesting that the agency re- instate fimding to insulate the three schools, which are located in in the towns of Park Ridge, Elk Grove, and Ridgewood, IL. FAA approved the eligibility of the schools for sound insulation in 2002 and 2004, based on their inclusion in the 65 dB DNL contour on the 2000 noise exposure map. But the FAA told the communities that the O'Hare modernization pro- gram is now using an updated map developed in 2008 that depicts 2013 noise contours for sound insulation decisions. Don Bach, Park Ridge City Council liaison to the ONCC, contended that the aircraft noise over the Carpenter school in his town has not di- minished. "The committee and local educators say this decision [by the FAA] is unfair, arbitrary and just plain wrong. Noise at Carpenter especially is as bad as it always has been," Bach told the Journal and Topics Newspapers. Bach reportedly said that the committee and educators will take fur- ther action if the FAA doesn't respond favorably. "We will send the reso- lution to the FAA, requesting firmly that they reconsider and restore the funding. If that doesn't work, we will contact our congressional represen- tatives and demand that they get involved in this and support our efforts with contacts with the FAA," he told the paper. "Why are Carpenter and Elk Grove High School less important than the 150 other schools that have been soundproofed? Bach asked. "This sounds like a political decision. We in Park Ridge and also in Elk Grove Village have been very vocal about O'Hare expansion and modernization. Now, this decision appears like retaliation by federal officials." Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airportnoisereport.com; Price $850. Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. 131 Ai rport Noise R�jj".Iaport A weekly update on litigation, regulations, and technological developments el October 23, 2009 Volume 21, Number 33 Europe In This Issue... WIIO ISSUES GUIDELINES TO PROTECT PEOPLE'S HEALTH FROM NIGHTTIME NOISE noise Europe ...Night Those seeking to impose restrictions on nighttime aircraft operations could use guidelines are issued by guidelines just issued by the World Health Organization's Regional office in Eu- WHO's Regional Office in rope to support them.Europe. On Oct. 8, WHO's European office issued "Night noise guidelines for Europe," exposure to noise not exceed 40 dB They recommend ex- that annual average night ex - which recommend that annual average night Lnight,outside, a noise metric used by the European Union. how exposure posure to noise S hould not 40 dB Lnight,outside, The 184 -page guideline provides "ground -breaking evidence on to night noise can damage people's health, and recommends guideline levels to pro exceed which would be equivalent to tect health," WHO said. While the guidelines do not specifically address the question of whether they 50 dB DNL. While the new guidelines Commission restric- provide a scientific foundation for possible future European Co flights, they could be used for such purpose, although the air- do not specifically address tions on nighttime tions lines would surely fight any such attempt. Aviation Administration also will have to consider the new WHO the question of whether they can provide a scientific foun- The Federal guidelines in its current efforts to develop policy on sleep disturbance from night- dation for possible future re - (Continued on p. 132) strictions on nighttime flights by the European Cominis- sion, they certainly could be Research used for that purpose - P. 131 PARTNER, OMEGA STUDYING OPEN ROTORS; TESTING DESIGNS IN WIND TUNNEL Open Rotor Engines ... Lots NASA/GE of research is currently. The PARTNER research consortium armounced that it has launched a new proj- impact of open rotor aircraft en- that will study how to best predict the noise gines, which have the potential to cut fuel consumption by as much as 30 percent engines, which have the po- to dramatically cut but pose noise problems because the engines blades are not enclosed. 0 y alreadstudying this alternative way consortium is tential fuel consumption but pose The British omega research - of propelling aircraft and is investigating the likely noise impact of a number of en- noise and safety problems. gine designs during a complete flight from takeoff to landing. Omega said its project will deliver integrated modeling methods of various PARTNER just announced a new project looking at met - open rotor noise sources to support development of noise control solutions. It will flight operations. In addition, rics; the UK omega research combine measures for managing engine noise with the results will help the industry and the UK government to determine the viability consortium has a project un - derwaY, and NASA and GE of open rotor aircraft operations from a noise perspective. said its Project 35, Open Rotor Noise impact of Airport Communi- are conducting wind tunnel PARTNER ties, will assess a large set of metrics that will be produced to assess turbofan and tests of various open rotor open rotor engine noise impact. The Georgia Institute of Technology will conduct the PARTNER study. engine designs to determine which are best - p. 131 (Continued on p. 133) 1 Airport Noise Report October 23, 2009 Sleep, from p.131 time aircraft operations. The WHO guidlines were released just two month before FAA holds it first noise research roadmapping workshop on Dec. 10-11, where sleep distur- bance and annoyance will be the two topics focused on. WHO Recommendations An Lnight,outside of 40 dB should be the target of the night noise guideline to protect the public, including the most vulnerable groups such as children, the chronically ill, and the elderly, WHO recommended. Lnight,outside is a nine -hour Leq (equivalent sound level) from 11 p.m. to 7 a.m that includes no penalty for night hours. DNL (day -night average noise level) is a 24 hour Leq that includes a 10 dB penalty for night hours. So DNL levels are 10 dB higher than Lnight,outside levels. An Lnight,outside value of 55 dB is recommended as an interim target for the countries where the 40 dB target cannot be achieved in the short term for various reasons, and where policy -makers choose to adopt a stepwise approach. The new nighttime noise exposure guidelines are applica- ble to the Member States of the European Region and may be considered as an extension to, as well as an update of, the previous WHO Guidelines for community noise (1999). WHO said it developed the night noise guidelines for Eu- rope to provide expertise and scientific advice to the Member States in developing future legislation in the area of night noise exposure control and surveillance, with the support of the European Commission. The guidelines document reviews the health effects of nighttime noise exposure, examines exposure -effects rela- tions, and presents guideline values of night noise exposure to prevent harmful effects of night noise in Europe. Although the guidelines are neither standards nor legally binding crite- ria, they are designed to offer guidance in reducing the health impacts of night noise based on expert evaluation of scientific evidence in Europe, WHO said. The contents of the document were peer reviewed and discussed to reach a consensus among the experts and the stakeholders from industry, gov- ernment, and nongovernmental organizations. The WHO Regional Office for Europe in 2003 set up a working group of experts to provide scientific advice to the Member States for the development of future legislation and policy action in the area of assessment and control of night noise exposure. The working group reviewed available scien- tific evidence on the health effects of night noise, and derived health -based guideline values. In December 2006, the work- ing group and stakeholders from industry, government and nongovernmental organizations reviewed and reached general agreement on the guideline values and key texts for the final document. The WHO guidelines state the following effects from nighttime noise exposure expressed in the metric Lnight,out- side: Up to 30 dB —Although individual sensitivities and cir- 132 cumstances may differ, it appears that up to this level no sub- stantial biological effects are observed. Lnight,outside of 30 dB is equivalent to the no observed effect level for night noise; 30 to 40 dB —A number of effects on sleep are observed from this range: body movements, awakening, self-reported sleep disturbance, arousals. The intensity of the effect de- pends on the nature of the source and the number of events. Vulnerable groups (for example children, the chronically ill and the elderly) are more susceptible. However, even in the worst cases the effects seem modest. Lniglnt,outside of 40 dB is equivalent to the lowest observed adverse effect level for night noise; 40 to 55 dB — Adverse health effects are observed among the exposed population. Many people have to adapt their lives to cope with the noise at night. Vulnerable groups are more severely affected; Above 55 dB —The situation is considered increasingly dangerous for public health. Adverse health effects occur fre- quently, a sizeable proportion of the population is highly an- noyed and sleep -disturbed. There is evidence that the risk of cardiovascular disease increases. Noise Is Leading Env. Nuisance in Europe "Sleepers that are exposed to higher [noise] levels over the year, corresponding to the sound from a quiet street in a residential area, can suffer mild health effects, such as sleep disturbance and insomnia. Long-term average exposure to levels above 55 dB, similar to the noise from a busy street, can trigger elevated blood pressure and heart attacks. One in. five Europeans is regularly exposed to such noise levels," WHO said in a press release accompanying its new guide- lines. "Noise has emerged as the leading environmental nui- sance in Europe, and excessive noise is an increasingly com- mon public complaint. The new guidelines will help countries to recognize and address the issues surrounding noise and health," says Dr Srdan Matic, Unit Head, Noncommunicable Diseases and Environment at the WHO Regional Office for Europe. "Based on a six-year expert evaluation of scientific evi- dence in Europe, now governments have stronger justifica- tions for regulating exposure to night noise, and clear guidance on what these limits should be." Thirty-five scien- tists from medical and acoustical disciplines, and key partners such as the European Comnnission, were involved in develop- ing the guidelines. "Recent research clearly links exposure to night noise with harm to health. Noise can aggravate serious health prob- lems, beyond damage to hearing, particularly through its ef- fects on sleep and the relations between sleep and health. When people are asleep, their ears, brains and bodies con- tinue to react to sounds. Sleep disturbance and. annoyance are the first effects of night noise and can lead to mental disor- ders. "The effects of noise can even trigger premature illness Airport Noise Report October 23, 2009 and death. Night noise from aircraft can increase blood pres- sure, even if it does not wake people. Noise is likely to be more harmful when people are hying to fall asleep and awaken. Recent studies show that aircraft noise in the early morning is tine most harmful in increasing the heart rate. "Some groups are more vulnerable to noise. As children spend more time in bed than adults, they are more exposed to night noise. Chronically ill and elderly people are more sensi- tive to disturbance. Shift workers are at increased risk be- cause their sleep structure is under stress. In addition, the less affluent, who cannot afford to live in quiet residential areas or have adequately insulated homes, are likely to suffer dispro- portionately. Nuisance at night can lead to an increase in medical visits and spending on sleeping pills, which affects families' budgets and countries' health expenditure. The gap between rich and poor is likely to increase if governments fail to address noise pollution. "The new WHO book provides both evidence and recom- mendations that countries can easily use in introducing tar- geted noise limits. The guidelines complement the recent European Union environmental noise directive; it requires countries to map noise hotspots and reduce human exposure, but stops short of setting limits. "Interventions combining reductions in both noise events and sound levels are most effective in reducing exposure to excessive noise. Zoning can assist planning authorities in keeping noise away from sensitive areas through, for exam- ple, routing traffic away from hospitals and schools and erect- ing noise barriers. Exposed areas could be good sites for offices, where no people would be present at night. Placing bedrooms on the quiet side of a dwelling is a simple measure. Sound insulation of bedroom windows is another option, but care must be taken to avoid reducing indoor air quality. "Just like air pollution and toxic chemicals, noise is an environmental hazard to health. While almost everyone is ex- posed to too much noise, it has traditionally been dismissed as an inevitable fact of urban life and has not been targeted and controlled as much as other risks," concludes Dr. Rokho Kim of the WHO Regional Office for Europe, who managed the project to draw up the guidelines. "We hope that the new guidelines will create a culture of noise awareness, and prompt goverranents and local authorities to invest effort and money in protecting health from this growing hazard, particu- larly in cities." The new WHO nighttime noise guidlines are available on the WHO Europe Regional Office website (http://Nvww.curo.who.int/noise). Click on "Publications." Open Rotor, from P. 131 "Recent increases in fuel prices have driven the commer- cial aviation industry to focus on fuel efficiency. The effi- ciency of propellers and prop -fans has produced renewed interest in advanced `open rotor' engine designs," the study summary explained. "To contribute to the design process, noise predictions need to accurately identify the issues associated with these 133 new designs and must forecast the armoyance of the popula- tion near airports due to the new noise sources. "Spectra. from propeller designs are typically dominated by tones at harmonics of the blade passage frequency, whereas turbofans generate much smoother spectra. Disagree- ment already exists regarding the need for tone corrections for turbofans, with certification noise levels including a tone correction and community noise contours not including one through the use of Day -Night Level (DNI.). "A tone -corrected DNL (DNLT) is presented and com- pared to alternative metrics, including those with and without tone and duration corrections, for turbofan, turbo -prop, and open rotor engines. The compatibility of DNLT with existing DNL contours will be demonstrated, as well as the predictive capability of the certification points with respect to various contour metrics. "The results will show the variance between the contours from the different metrics as well as the need for regulatory bodies to consider the potential for increased annoyance above that predicted by DNL. In addition, the applicability of the identified metrics within the Federal Aviation Administra- tion's Aviation Environmental Design Tool will be addressed. PARTNER is an acronym for Partnership for AiR Trans- portation Noise and Emissions Reduction. It is an FAA Center of Excellence. NASA/GE Begin Wind Tunnel Testing GE Aviation and the National Aeronautics and Space Ad- ministration (NASA) this summer began a wind -tunnel test program to evaluate counter -rotating fan -blade systems for open rotor jet engine designs. The testing will be conducted throughout 2009 and early 2010 at wind tunnel facilities at NASA's Glenn Research Center in Cleveland, Ohio. This is not a full engine test, but a component rig test to evaluate subscale fan systems using GE's and NASA's advanced computational tools and data ac- quisition systems. In the 1980s, GE successfully ground -tested and flew an open -rotor jet engine that demonstrated fuel savings of more than 30 percent compared with sirnilar-sized, jet engines with conventional, ducted front fan systems. Since then, GE has dramatically advanced its computational aero -acoustic analy- sis tools to better understand and improve open -rotor systems. "The tests mark a new journey for GE and NASA in the world of open rotor technology," said David Joyce, president of GE Aviation. "These tests will help to tell us how confident we are in meeting the technical challenges of an open -rotor architecture. It's a journey driven by a need to sharply reduce fuel consumption in future aircraft." GE and the Fundamental Aeronautics Program of NASA's Aeronautics Research Mission Directorate in Washington are jointly funding the program. Snecma (SAFRAN Group) of France, GE's longtime 50/50 partner in CFM International, a highly successful joint company, will participate with fan blade designs. For the NASA tests, GE will run two rows of counter-ro- Airport Noise Report October 23, 2009 134 ANR EDITORIAL tating fan blades, with 12 blades in the front row and 10 blades in the back row. The composite fan blades are 1/5 subscale in size. They will be ADVISORY BOARD tested in simulated flight conditions in Glenn's low -speed wind tunnel to simulate low -altitude aircraft speeds for acoustic evaluation, and also in Glenn's high-speed wind tunnel to simulate high-altitude cruise condi- John J. Corbett, Esq. tions in order to evaluate blade efficiency and performance. Spiegel & McDiarmid Engine noise is a prime challenge in operating open -rotor engines in a Washington, DC commercial aviation environment, GE said. NASA's test rig, now refurbished and modernized, was actually used Carl E. Burleson in the 1980s when NASA and GE first tested scale -model, counter-rotat- Director, Office of Environment and Energy ing fan systems that led to the development of the open rotor GE36 en - Federal Aviation Administration gine. The enormous efficiency from bypass air created by this fan system drove the GE36's dramatic fuel savings. As fuel prices fell sharply in the Michael Scott Gatzke, Esq. late 1980s and early 1990s, the GE36 was never launched commercially, Gatzke, Dillon & Ballance though it was recognized worldwide as a technology breakthrough. Carlsbad, CA The first wind -tunnel tests this summer essentially reenacted those 1980s tests. GE and NASA ran blades of the same design that led to the Peter J. Kirsch, Esq. original GE36 jet engine. This established critically important baseline Kaplan, Kirsch & Rockwell LLP data for GE for flight test correlation because the GE36 in the 1980s flew Denver on Boeing 727 and MD -80 aircraft. As new and more exotic fan blade designs are run in the wind tunnel, Vincent E. Mestre, P.E. GE and NASA will be able to assess comprehensive aero and acoustic President, Mestre Greve Associates design space in order to better understand how these designs will perform Laguna Niguel, CA in an actual operating environment. In total, GE and NASA will run six different sets of blades in the Steven F. Pflaum, Esq. NASA wind tunnels, including five sets of modern blade designs. GE de- McDennott, Will & Emery signed and fabricated the scale -model blades at its Cincinnati facility Chicago using technical input provided by the GE Corporate Research Center in New York. Mary L. Vigilante Open -rotor jet engine designs are among the longer -terns technologies President, Synergy Consultants being evaluated for LEAP -X, CFM'International's (GE/Snecma) technol- Seattle ogy program focusing on future advances for next -generation CFM56 en- gines. PARTNER News In addition to new projects it will undertake, PARTNER also an- nounced Oct. 9 that Dr. James Hileman has been named associate director of PARTNER and has been promoted to principal research engineer in the Massachusetts Institute of Technology's AeroAstro Department. PARTNER also said that several of its researchers will participate with other organizations in the U.S. delegation to the United Nations Cli- mate Change Conference (COP 15) in Denmark on Dec. 8. They will join FAA Chief Scientist for the Environment Dr. Lourdes Maurice to present the US perspective on environmental challenges facing aviation, accom- plishments to date, and a look at the road ahead. Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airportnoisereport.com; Price $850. Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. Airport Nois Report A weekly update on litigation, regulations, and technological developments Volume 21, Number 34, 35 AIPAToise Grants NOISE GRANTS 'TOTALING $217.7 MILLION AWARDED TO 44 AIRPORTS IN FISCAL 2009 In fiscal 2009, some 44 airports received a total of $217.7 million in federal Airport Improvement Program (AIP) grants to conduct noise compatibility plan- ning studies and to implement noise mitigation projects, according to data provided by the Federal Aviation Administration. That funding level is $55 million less than the $272.7 million in AIP noise miti- gation grants awarded to 48 airports in fiscal 2008 and continues the downward trend in the amount of AIP grants being awarded for noise mitigation. AIP funding levels for noise mitigation projects peaked in fiscal 2005 when 57 airports received a total of $337.1 million. In fiscal 2006, the funding level for noise projects dropped to $303.1 million. The funding level dropped again in fiscal 2007 to $288.3 million and dropped yet again in fiscal 2008 to $272.7 million. The drop in AIP noise project funding levels following fiscal 2005 reflects a congressionally -mandated broadening of the special noise set-aside in the AIP pro- gram to also fund airport ernission mitigation projects. The $217.7 million in noise grants awarded in fiscal 2009 includes: • $142.3 million to 24 airports for sound insulation of homes; • $2.1 million to two airports for school sound insulation; • $3.06 million to nine airports for noise compatibility planning studies; • $68.4 million to 15 airports for land acquisition/easements; and • $1.7 million to three airports to install or update noise monitoring systems. The AIP grants represent only one of two federal funding sources available to airport proprietors to fund noise mitigation projects. The other funding source is revenue from Passenger Facility Charges (PFCs). ANR will report noise mitigation projects funded by PFCs in fiscal 2008 in a later issue. Los Angeles International is the airport that received the most AIP funding for noise mitigation projects in fiscal 2009: a total of $27.7 million for its residential - sound insulation program. LAX also topped the list in fiscal 2008 with a total of $37 million for residential sound insulation. The next highest AIP noise grant awards in fiscal 2009 went to Chicago O'Hare International ($18.6 million) for sound insulation programs; Seattle -Tacoma Inter- national ($13.6 million) mostly for land; Reno -Tahoe International ($11.1 million) for residential sound insulation; T.F. Green State in Providence, RI ($9.5 million) for land, and Austin -Bergstrom International ($9 million) for land. In fiscal 2009, airports received: • $56.4 million less in residential sound insulation grants than in fiscal 2008: • $4.5 million less in school sound insulation grants than in fiscal 2008 • $443,735 less in noise compatibility planning grants than in fiscal 2008; • $5.8 million more in grants to acquire land/casements than in fiscal 2008, - $601,440 more in grants for noise monitoring systems than in fiscal 2008. Airport Noise Report 135 4231 October 30, 2009 In This Issue... AIP Grant Data ... This spe- cial issue of ANR provides data on grants awarded to airports for noise compatibil- ity planning and noise miti- gation projects under the federal Airport Improvement Program in fiscal year 2009. The FAA data show a con- tinuing four-year downward trend in AIP funding for air- port noise mitigation proj- ects. Table 1. Grants for residen- tial soiuid insulation - p. 136 Table 2. Grants for school sound insulation - p. 137 Table 3. Grants for noise compatibility planning stud- ies - p. 138 Table 4. Grants for land ac- quisition/easements - p. 138 Table 5. Grants for noise monitoring systems - p. 139 Table 6. Grants by airport for all categories of noise mitigation (compiled by ANR from FAA data), p. 140 Conferences ... Highlights of program for UC Davis Symposium on. Aviation Noise and Air Quality to be held from Feb. 28 - March 4, 2010, in San Diego - p. 142 October 30, 2009 136 Table 1: AIP Grants for Residential Sound Insulation in Fiscal 2009 (by contour) State City Airport Sponsor Amount Contour AK Anchorage Anchorage Int'l State of Alaska $3,000,000 65-69 DNL AZ Tucson Tucson Int'l Airport Authority $5,368,824 65-69DNL CA Burbank Bob Hope Airport Authority $7,000,000 65-69 DNL CA Fresno Fresno,Ybsemite Int'l City of Fresno $3,000,000 65-69 DNL CA Los Angeles Los Angeles Int'l City of Inglewood $10,000,000 65-69 DNL CA Los Angeles Los Angeles Int'l City of El Segundo $2,790,345 65-69 DNL CA Los Angeles Los Angeles Int'l City of Inglewood $10,000,000 65-69 DNL CA San Diego San Diego Int'l Airport Authority $6,000,000 65-69 DNL FL Key West Key West Int') Monroe County $2,464,942 65-69 DNL FL Stuart Witham Field Martin County $1,847,750 65-69 DNL GU Agana Guam Int'l Airport Authority $2,000,000 65-69 DNL IL Chicago Chicago OHare Int'l City of Chicago $18,000,000 65-69 DNL IN Indianapolis Indianapolis Int'l Airport Authority $2,099,200 65-69 DNL MS Gulfport Gulfport -Biloxi Int'l Airport Authority $3,000,000 65-69 DNL NH Portsmouth Portsmouth Int'l at Pease Pease Dev. Auth. $171,950 65-69 DNL NV Reno Reno -Tahoe Intl Airport Authority $6,000,000 65-69 DNL NV Reno Reno -Tahoe Int' Airport Authority $5,120,938 65-69 DNL NY Buffalo Buffalo Niagara Int'l Airport Authority $5,652,000 65-69 DNL OK Tulsa Tulsa IntI Airport Authority $6,930,000 65-69 DNL PA Philadelphia Philadelphia Int'l City of Philadelphia $7,700,000 65-69 DNL SC Columbia Columbia Metropolitan Airport Commission $1,500,000 65-69 DNL TX Laredo Laredo Int') City of Laredo $2,000,000 65-69 DNL Airport Noise Report October 30, 2009 137 Table 1 (Cont.): AIP Grants for Residential Sound Insulation in Fiscal 2009 (by contour) State Q Ut Airport Sponsor Amount Contour TX Laredo Laredo Int') City of Laredo $2,000,000 65-69 DNL TX San Antonio San Antonio Int'l City of San Antonio $7,000,000 65-69 DNL VA Roanoke Roanoke Regional Airport Commission $997,500 65-69 DNL CA Los Angeles Los Angeles Int'l L.A. County $5,000,000 70-74 DNL LA Alexandria Alexandria Int'l Industrial Dev. Dist. $6,000,000 70-74 DNL MT Great Falls Great Falls Int'l Airport Authority $2,000,000 70-74 DNL IVIT Great Falls Great Falls Int'l Airport Authority $694,153 70-74 DNL WA Seattle Boeing Field King County $7,000,000 70-74 DNL Grand Total: Residential Sound Insulation (all contours): $142,337,602 Table 2: AIP Grants for Sound Insulation of Public Buildings (Schools) in Fiscal 2009 State Qbty Airport Sponsor Amount Contour IL Chicago O'Hare Int'l City of Chicago withdrawn not specified IL Chicago O'Hare Int'l Board of Education $350,000 not specitiecl IL Chicago O'Hare Int'l School District $250,000 not specified NY New York LaGuardia PANYJ $1,531,011 not specified Grand Total: Sound Insulation of Public Buildings: $2,131,011 Airport Noise Report October 30, 2009 Table 3: AIP Grants for Noise Compatibility Planning Studies in Fiscal 2009 State Qity Airport Sponsor Amount FL Key West Key West Int') Monroe County $31,791 HI Hilo Hilo Int'l State of Hawaii $150,000 LA Lafayette Lafayette Regional Airport Commission $475,442 MA Westfield Barnes Municipal City of Westfield $64,600 MI Detroit Willow Run Airport Authority $85,990 NH Manchester Manchester City of Manchester $200,000 NY Buffalo Buffalo Niagara Int'l Transport. Auth. $40,000 VT Burlington Burlington Int'l City of Burlington $16,285 WA Seattle Seattle -Tacoma Int'l Port of Seattle $2,000,000 Grand Total: Grants for Noise Compatibility Planning Studies: $3,064,108 Table 4: AIP Grants for Land Acquisition/Easements in Fiscal 2009 (by contour) 138 State CU Airport Sponsor Amount Contour AL Birmingham Birmingham Int'l Airport Authority $8,018,660 65-69 DNL CA Ontario Ontario Intl City of Ontario $1,500,000 65-69 DNL CA Ontario Ontario Int'l City of Ontario $1,500,000 65-69 DNL CT Oxford Waterbury -Oxford State of CT $1,187,500 65-69 DNL FL Orlando Orlando Sanford Int'l Airport Authority $4,549,811 65-69 DNL FL Stuart Witham Field Martin County $2,674,250 65-69 DNL IN Indianapolis Indianapolis Int'l Airport Authority $4,847,940 65-60 DNL MS Gulfport Gulfport -Biloxi Regional Airport Authority $2,000,000 65-69 DNL C. OH Dayton Dayton Intl City of Dayton $300,000 65-69 DNL Airport Noise Report Grand Total: Grants for Land Acquisition/Easements: $68,445,612 Table 5: AIP Grants for Installation of Noise Monitoring Systems in Fiscal 2009 State City. Airport Spons Amount CO Denver Centennial Airport Authority $1,500,000 NH Portsmouth Portsmouth Int'l at Pease Pease Dev. Auth. $41,895 NY White Plains Westchester County Westchester Cty. $171,000 Grand Total: Grants for Installation of Noise Monitoring Systems: $1,712,895 Airport Noise Report 139 October 30, 2009 Table 4 (Cont.): AIP Grants for Land Acquisition/Easements in Fiscal 2009 (by contour) State QRty Airport Sponsor Amount Contour PA Harrisburg Harrisburg Int'l Airport Authority $1,016,939 65-69 DNL TX Austin Austin -Bergstrom Int'l City of Austin $5,098,712 65-69 DNL TX Austin Austin-Bergrstrorn Int'l City of Austin $1,900,000 65-69 DNL TX Austin Austin -Bergstrom Int') City of Austin $2,001,288 65-60 DNL VT Burlington Burlington Int'l City of Burlington $3,224,515 65-69 DNL VT Burlington Burlington Int'l City of Burlington $1,909,500 65-69 DNL LA Shreveport Shreveport Regional City of Shreveport $3,000,000 70-74 DNL MA Springfield Westover ARB/Metro Westover Devel. $2,500,000 70-74 DNL RI Providence T.F. Green State R1 Dev. Corp. $7,500,000 70-74 DNL RI Providence T.F. Green State RI Dev. Corp. $2,054,242 70-74 DNL WA Seattle Seattle -Tacoma Int'l Port of Seattle $11,662,255 70-74 DNL Grand Total: Grants for Land Acquisition/Easements: $68,445,612 Table 5: AIP Grants for Installation of Noise Monitoring Systems in Fiscal 2009 State City. Airport Spons Amount CO Denver Centennial Airport Authority $1,500,000 NH Portsmouth Portsmouth Int'l at Pease Pease Dev. Auth. $41,895 NY White Plains Westchester County Westchester Cty. $171,000 Grand Total: Grants for Installation of Noise Monitoring Systems: $1,712,895 Airport Noise Report October 30, 2009 140 Table 6: A IP Grants by Airport for All Noise Mitigation Projects in Fiscal 2009 State Airport Insulation Studies Land/Easements Monitoring Total AK Anchorage $3,000,000 $3,000,000 AL Birmingham $8,018,660 $8,018,660 AZ Tucson $5,368,824 $5,368,824 CA Bob Hope $7,000,000 $7,000,000 CA Fresno $3,000,000 $3,000,000 CA LAX $27,790,345 $27,790,345 CA Ontario $3,000,000 $3,000,000 CA San Diego $6,000,000 $6,000,000 CO Centennial $1,500,000 $1,500,000 CT Oxford $1,187,500 $1,187,500 FL Key West $2,464,942 $31,791 $2,496,733 FL Orlando $4,549,811 $4,549,811 FL Witham $1,847,750 $2,674,250 $4,522,000 GU Guam $2,000,000 $2,000,000 HI Hilo $150,000 $150,000 IL OHare Int'l $18,600,000 $18,600,000 IN Indianapolis $2,099,200 $4,847,940 $6,947,140 LA Alexandria $6,000,000 $6,000,000 LA Lafayette $475,442 $475,442 LA Shreveport $3,000,000 $3,000,000 MA Barnes $64,600 $64,600 MA Westover $2,500,000 $2,500,000 Airport Noise Repoil ' 141 --` Table 6 (Cont.): AIP ~-'-----° Ai' ort for All Noise Mitigation Projects in Fiscal 2009 � state Studi ent MonitoThtn| � MI Willow Run $85'000 , �O5'0OO MSGulfportGulfport�� nn[t $3.000.000 $2'000'000 ~-'0$5,000,0000 � 2'GS4'153S MT(�[881FaU �2'SS4'153 - NH Manchester 0OO $200,000 , �2OO � 'OOO NH Portsmouth $171'950 � ~ �41'895 -213'B45 ,120'93O �11. 0\/ Reno -Tahoe $11.120.938 - NY Buffalo $5.652,000 $40'000 ~ �5'GS2.OUO � 1,531'O11 NY LaGuardia $1.581,011 _ $171,000 $171,000 NY Westchester �OOO 3OO �3OO ~ .DOO '-\ OH Dayton ~ , ( � �-/ � 0,93O.00O OK Tulsa $6,930'000 - PA F{8[[iShVpg �1O1G G�9 � ' , �1 O1�.98� ~ ' � �'�OO'OOO PA Philadelphia $7'700'000 - ��l -T.F. Green 554242 � �9' ' $9,554,242 � 1.5DD.00O SC Columbia $1'500'000 - T� /Austin $9,000,000. �9OOOOOO ~ , � 7.00O,O00 T){ San Antonio $7,000'000 . � 4'OOO.00O T}( Laredo $4'000,000 _ � SS7'5DO VA Roanoke $997,500 , \/T Burlington �1O285 184 O15 ~ , ~ ��' ' �5 �O0'30O ~ , � �.00O'OOO WA Boeing Field $7,000,000 - / \ `--/ WA Seattle -Tacoma $2,000'000 $11'682.255 $13,662,255 October 30, 2009 John J. Corbett, Esq. Spiegel & McDiarmid Washington, DC Carl E. Burleson Director, Office of Environment and Energy Federal Aviation Administration Michael Scott Gatzke, Esq. Gatzke, Dillon & Ballance Carlsbad, CA Peter J. Kirsch, Esq. Kaplan, Kirsch & Rockwell LLP Denver Vincent E. Mestre, P.E. President, Mestre Greve Associates Laguna Niguel, CA Steven F. Pllaum, Esq. McDerrnott, Will & Emery Chicago Mary L. Vigilante President, Synergy Consultants Seattle 142 Conferences NAVIGATING SUSTAINABILITY IS 'THEME OF UC DAMS NOISE/AQ SYMPOSIUM `Navigating Sustainability' is the theme of the upcoming University of California at Davis Symposium on Aviation Noise and Air Quality, which will be held from Feb. 28 to March 4, 2010, in San Diego. "As we celebrate our 25th year, our theme encourages us to look for ways to merge interdependencies," the university said in announcing the conference. "How can our aviation industry become more sustainable and how will these efforts reduce greenhouse gas emissions and lessen noise impacts while also streamlining costs?" Edward A. Bowling, general counsel of the White House Council on Environmental Quality, will give the keynote address at the symposium. Sessions that will be of particular interest to those interested in air- craft noise include: • Implications of legislation to reauthorize the FAA; • A discussion of challenges that the National Environmental Policy Act poses to implementing the NextGen Air Transportation System; • The National Aeronautics and Space Administration's Environmen- tally Responsible Aviation (ERA) Project; • The art of communicating environmental issues with your commu- nity; • Achieving green and quiet; and • Updates of Airport Cooperative Research Program (ACRD) proj- ects, including one on interdependencies of noise, emissions, capacities, and departures. The symposium also will include a facilitated discussion of issues re- lated to the 65 dB DNL threshold for compatible land use planning. It will begin with a facilitated discussion of what is the appropriate metric for communities and end with a presentation of what would make an airport look beyond the 65 dB DNL contour. In addition to the conference sessions, a tutorial on the Fundamentals of Aviation Noise will be held on Feb. 28. It will provide a broad overview of aviation noise sufficient to familiarize participants with the vocabulary and concepts used in the description, measurement, regula- tion, and management of aviation noise and will prepare participants for the conference sessions to follow. Information on the symposium is available online at http://www.cevs.ucdavis.edu/confreoa/?confid=459 Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airportnoisereport.com; Price $850. Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. 143 A Airport Noise s„ s A weekly update on litigation, regulations, and technological developments Volume 21, Number 36 November4,2009 Part 161 1 • '1E In a move that was expected, the Federal Aviation Administration on Nov. 2 re- jected the Burbank -Glendale -Pasadena Airport Authority's Part 161 application to impose a mandatory curfew at Bob Hope Airport, which would have been the first restriction on. Stage 3 aircraft operations since passage of the Airport Noise and Ca- pacity Act of 1990 (ANCA). FAA said that sound insulation. would be a more cost-effective way to mitigate nighttime noise than the curfew. The agency found that the proposed curfew failed to meet four of the six statu- tory conditions that must be satisfied under the agency's Part 161 regulations im- plementing ANCA, which have successfully blocked the imposition of new airport noise and access restrictions at U.S. airports for two decades. Immediately following the release of FAA's decision, California Rep. Brad Sherman (D) announced that he plans to introduce legislation to allow Bob Hope Airport — and nearby Van Nuys Airport — to impose mandatory curfews from 10 p.m. to 7 a.m. A voluntary curfew currently is in place at Bob Hope. Bob Hope Airport e (Continued on p. 144) A proposed mandatory curfew at Bob Hope Airport is unreasonable, would neg- atively affect the safe and efficient use of the airspace, and would create an undue burden on interstate commerce and the national aviation system, according to the Federal Aviation Administration. The agency reached this conclusion in its 42 -page decision on the Burbank - Glendale -Pasadena Airport Authority's Part 161 application to impose the curfew, which is posted at http://www.faa.gov/airports/environmental/airport noise/part161/. Of the six statutory conditions that must be met before FAA can approve a new airport noise or access restrictions under it Part 161 regulations, the agency said that the Bob Hope Airport curfew application met only two: the regulation did not conflict with existing laws or regulations and the airport authority had provided ad- equate opportunity for public comment on the curfew. However, the FAA said the curfew application was not supported by substantial evidence that it could meet four- statutory conditions: • The restriction is reasonable, non -arbitrary, and non-discriminatory; (Continued on p. 145) Airport Noise Report In This issue.. Part 161 ... FAA rejects the Burbank -Glendale -Pasadena Airport Authority's Part 161 application to impose a mandatory curfew at Bob Hope Airport. FAA says that sound insulation would be more cost-effective. FAA's decision is followed by an announcement by Rep. Brad Sherman (D -CA) that he will introduce legislation in Congress to allow Bob Hope Airport and Van Nuys Airport to impose mandatory curfews, and it has the sup- port of Los Angeles Mayor Antonio Villaraigosa - p. 143 FAA Decision ... FAA finds that the proposed curfew at Bob Hope Airport does not meet four of the six statutory conditions required for ap- proval of a Stage 3 aircraft restriction under its Part 161 regulations. Says the curfew is unreasonable, unsafe, and imposes an undue burden on commerce and the national aviation system - p. 143 Analysis ... Burbank's surn- mary and commentary on FAA's decision - p.146 November 4, 2009 Pant 161, from p.143 Imposing mandatory curfews at both airports is a shrewd tactic because it would end Van Nuys neighbors' strong oppo- sition to the Bob Hope curfew, which they feared would cause night flights to be shifted to their airport. The federal legislation has the support of Los Angeles Mayor Antonio Villaraigosa and local congressmen and ap- pears to be the goal of a long-term strategy by the City of Burbank to get the curfew imposed. Pursuing a legislative strategy appears to be the only av- enue left to airports that want to impose noise or access re- strictions. Jackson Hole Airport in 2003 made a successful end run around the Part 161 process and was able to bar Stage 2 business jet operations through an amendment to leg- islation reauthorizing FAA that passed on the Senate floor by a voice vote. It is unclear whether Sherman will seek to get his bill at- tached to current FAA reauthorizing legislation, which has still not been passed by the Senate. "The way the Federal Aviation Administration interprets existing law, no airport in the country would be able to get a nighttime curfew. This bill is designed to provide peace and quiet at night in the San Fernando Valley," said Rep. Sher- man. His bill, which is still being prepared, was drafted in con- junction with the City of Burbank. It is not clear when the bill will be introduced. Sherman said he hoped to have the sup- port of all the members of Congress from the San Fernando Valley. `Only a Minor Setback' The City of Burbank, the driving force in getting the cur- few imposed, called FAA's decision "only a minor setback" in its pursuit of the mandatory curfew, which it said "is essen- tial." "The FAN s decision to turn down the curfew is ex- tremely disappointing, but not entirely surprising," the City said in a press release. "The FAA does not look favorably on curfews. The City thinks that the FAA has misunderstood its direction from Congress, and the City told the FAA just that in our comments on the [Airport] Authority's application. "When Congress changed the law in 1990 to require FAA approval of curfews, it intended to allow airports to adopt curfews in special situations like those at the Bob Hope Air- port. The FAA has failed to provide a balance between avia- tion interests and the rights of airport neighbors. The City strongly supported the Authority's decision to go through this [Part 161] process because it knew it was a necessary step in what has been — and will continue to be — a long effort. This community is entitled to a curfew, but the system that could permit one is broken. "From the City's perspective, the FAA's decision is only a minor setback. For the last several months, the City has been working closely with our representatives in Congress to pro- vide the City's perspective on this process and to advocate for 4 144 noise relief Members of Congress acted quickly and deci- sively in response to the FAA's decision. The City appreciates the public statements of support from Representatives Adam Schiff, Howard Berman, and Brad Sherman and, in particular, wishes to thank the Members for their commitment to intro- duce legislation that would authorize a mandatory curfew notwithstanding the FAA's unfortunate decision. "During this time, the City also has been working with other communities in the San Fernando Valley to explore our common ground in the search for noise relief. In particular, City officials have been working closely with Los Angeles Mayor Villaraigosa. We appreciate Mayor Villaraigosa's pub- licly -stated commitment to collaborate with the City on a so- lution that will address nighttime noise problems at Bob Hope and Van Nuys Airports." `Part 161 Is Broken' "Our argmuent to Congress is that Part 161 is broken," said Peter Kirsch of the Denver law firm Kaplan Kirsch & Rockwell, who serves as special counsel to the City. He said it was not practical to seek legislation imposing curfews at Bob Hope Airport until the Burbank -Glendale - Pasadena Airport Authority demonstrated that they bad done everything they could through the Part 161 process to impose the curfew. Kirsch said that anyone affected by FAA's decision reject- ing the Airport Authority's Part 161 application for the cur- few has 60 days to challenge it legally. He does not know if the City of Burbank will do that but asserted that not only is FAA's decision wrong, it is inconsistent with the statute. The attorney listed what he views as errors in FAA's deci- sion. FAA found that the curfew would impose a burden on commerce but not every burden on commerce is illegal, Kirsch said. "FAA has set a standard that is impossible to ever meet because they look exclusively at the costs and ben- efits to the aviation system and not to the non -aviation sys- tem." An example of this, he said, is that FAA refused to consider sleep awakenings in the cost/benefit calculation on the curfew at Bob Hope Airport. "Airports must provide substantial evidence to support their proposal [to impose a restriction] but FAA says it does not agree with the evidence. That is not what substantial evi- dence means. It means you look at the weight of the evidence compared to other evidence, does it favor the restriction? "That is what is so serious here. FAA is saying to airports, `What part of no don't you understand, and if you ever won- dered whether Part 161 is worth the trouble, let me make it clear, it is not'. If Burbank can't get a restriction, then no one can, and that is the message FAA wants to send, despite years of effort: don't try." Kirsch also criticized one of FAA's conditions for deter- mining whether a noise or access restriction creates an undue burden on the national aviation system. Among the three conditions that FAA said is essential to demonstrate that there is no undue burden on the national avi- ation system is the "absence of comments" asserting that Airport Noise Report November 4, 2009 there would be a burden. The Air Transport Association, the National Business Avi- ation Association, the Cargo Airline Association and it inter- national counterpart, as well as UPS and FedEx all told FAA in comments that the Bob Hope curfew would impose an undue burden on the national aviation system. Those letters alone are sufficient for FAA to find that such a burden exists. "So, if UPS and FedEx say it's true; it's true," Kirsch said. "FAA did no technical analysis. If the agency ever intended to telegraph to the world who is most important, they did so. It is not a balancing of airport neigh- bors v. airports; it is simply whether [aviation interests] say there is an impact on them." A third area of FAA's decision that Kirsch criticized was the finding that the curfew would not maintain safe and effi- cient use of the navigable airspace and that the impacts to the airspace in Southern California. would "ripple throughout the national aviation system." "FAA makes it seem that the air traffic control system is so fragile," Kirsch said noting that other curfews at airports in the region "did not bring ATC to a halt." It is expected that 40-60 flights per night would be affected by the Bob Hope curfew. Other Comments Burbank -Glendale -Pasadena Airport Authority President Joyce Streator said, "The Airport Commission has not yet had the time to study the details of the FAA's document and will do so in. the next two weeks. The Commission is deeply dis- appointed in the denial of its application, and renewed its commitment to seeking meaningful nighttime noise relief. "The Airport invested in excess of $7 million over the past nine years in research, analysis, and public comment, as well as innumerable staff hours, to create the application. We are disappointed, but we haven't given up the fight." The Air Transport Association said, "We are pleased with the FAA s decision to deny the Burbank Airport Authority's application for a full nighttime noise curfew at Burbank Air- port. The existing voluntary nighttime curfew has been effec- tive at addressing nighttime noise at Burbank." National Business Aviation Association President and CEO Ed Bolen applauded the decision from the FAA. "Ac- cess to our national network of community airports is at the cornerstone of the mobility and efficiency that are at the heart of business aviation, When businesses aviation access is pre- served at airports, it's also a win for nearby communities, which benefit from the jobs, investment and economic activ- ity that are created. We applaud the FAA for this decision and will continue to work to preserve business aviation operations at Burbank and other public -use airports nationwide." Bob Hope Airport, from p. 143 • The restriction does not create an undue burden on in- terstate or foreign commerce; • The restriction is not inconsistent with maintaining the 145 safe and efficient use of the navigable airspace; and • The restriction does not create an undue burden on the national aviation system. Curfew Is Unreasonable FAA said that the proposed curfew is unreasonable be- cause the airport authority did not demonstrate that other available remedies (a departure curfew or noise -based cur- few) are infeasible or would be less cost-effective. The Airport Authority also unreasonably rejected sound attenuation as an alternative to the full curfew on operations based on its determination that sound attenuation is less cost- effective than a full curfew, FAA concluded. The Airport Authority's benefit/cost analysis is flawed in its analysis supporting such a conclusion, FAA found. The Airport Authority's conclusion that residential sound insulation would be less cost-effective than a full curfew "is completely dependent on inclusion of homes outside of 65 CNEL using FAA's neighborhood equity program," the agency explained. Under the neighborhood equity program, airports regularly employ "block rounding" to expand the boundaries of residential sound insulation programs to natural boundaries, such as roads, parks, ends of blocks, etc. The Airport Authority calculated that 2,069 residences would be included in its future sound insulation program using block rounding. However, FAA recalculated the bound- aries and said that only 693 residences should be included. The only criteria that FAA uses in determining what boundaries should be used in block -rounding is "reasonable applicatiori." The agency said the Airport Authority's applica- tion had been unreasonable. "Simply correcting for flaws associated with the Author- ity's application of the neighborhood equity program results in the benefit/cost analysis no longer supporting the determi- nation that implementation of the proposed curfew would not have an undue burden on interstate or foreign commerce," FAA said. That is because the costs of sound insulation would be significantly lower. Impact on Airspace FAA also found that Airport Authority's analysis of the proposed curfew was significantly flawed because it underes- timates the potential impact on other southern California air- port and the efficient use of the navigable airspace. A curfew at Bob Hope Airport would worsen congestion elsewhere, FAA said. The Airport Authority's application does not explain how late night arrivals will be accommodated or consider how last minute decisions have significant impact on air traffic control operations which may require rerouting the aircraft, changing coordination altitudes and speeds, and may require verbal co- ordination among various sectors and facilities, FAA said. "Adverse impacts in the complex and congested Southern California area ripple tluoughout the national aviation system. A mandatory nighttime curfew will create an undue burden on the national aviation system," FAA said. Airport Noise Report November 4, 2009 City of Burbank CITY OF BURBANK'S SUMMARY COMMENT ON FAA DECISION [Following is the City of Burbank's Nov. 2 summary of FAN s decision oil the proposed curfew and comment on it] T. Overview A. The FAA denied the application. The FAA found that the application failed four out of the six statutory conditions. 11. Ground for denial A. The FAA found that the mandatory curfew is unrea- sonable. (Page 15) 1. The FAA acknowledges that a noise problem exists and that a mandatory curfew would relieve the noise problem. (Page 20) Note — While reaching this conclusion, the decision con- tains numerous statements indicating that the FAA does not actually accept the Authority's characterization of a nighttime noise problenm. (Pages 8 — 9) One apparent consequence is that the F.4A gives very limited weight to the local interest in resolving the noise problem when evaluating the costs and negative impacts of a mandatory curfew. 2. The FAA found that the Authority did not establish that the two other restrictions examined in the application (a de- parture curfew and a noise -based curfew) were infeasible. (Page 12) Note — While the FAA faulted the Authorityfor rejecting these alternatives, the decision does not give any indication that the MA would approve an alternate restriction. While not stated in the decision, the FAA's briefing paper states that "it is not likely the benefits [of an alternate restriction] will outweigh the costs to users. " That statement makes it clear that the FAA would not favorably consider even an alterna- tive restriction at this airport. 3. The FAA found that sound attenuation is a more cost- effective solution. (Page 12) The FAA specifically found that the Authority overstated the number of dwellings that would be eligible to participate in a federally -funded sound insula- tion program. (Pages 12 —13) Note — The FAA.failed to establish how, based on its own assessment, sound attenuation would be more cost-effective than a mandatory curfew. 4. The FAA rejected the Authority's consideration of re- duced sleep awakenings as a benefit of a mandatory curfew 146 on the basis that there was no consensus within the scientific conununity on the measurement and evaluation of sleep awakenings. (Pages 9 and 15) 5. The FAA correctly found that a mandatory curfew would not be unjustly discriminatory because the restriction is the same for all uses. (Page 16) Arote: T11is conclusion appears to contradict the FAA's comments in 2004 on the draft benefit -cost analysis that a mandatory curfew would be unjustly discriminatory because it would apply uniformly regardless of the noise exposure of various aircraft and thereby restrict aircraft that did not nec- essarily contribute to the noise problem. In its June 2008 comments on the draft application, the FAA stated, "There are concerns of unjust discrimination with respect to banning operators that produce minimal nighttime noise. " 6. The FAA rejected the Authority's argument that the ex- istence of similar restrictions at other airports confirmed the reasonableness of a mandatory curfew at BUR. The FAA found that the examples were not relevant because the restric- tions and surrounding circumstances were different and that the FAA had, in some instances, not issued an opinion on whether such restrictions complied with the Grant Assur- ances. (Page 20) B. The FAA found that a mandatory curfew imposes an undue burden on interstate commerce. (Page 29) 1. The FAA found that the Authority's benefit -cost analy- sis was flawed because (i) the evaluation period was too short (Page 23), (ii) the Authority miscalculated and overstated the benefits (Pages 23 — 25), and (iii) the Authority underesti- mated the costs. (Pages 25 — 26) 2. The FAA found that more recent forecast data reveals that aircraft operations will not increase as estimated in the application and that, as a result, the benefits of a mandatory curfew will be lower than projected. (Page 27) 3. The FAA found that:, based on the applicable case law, the burdens on interstate connnerce would be more than inci- dental and would outweigh the local interest in reducing non- compatible land use. (Pages 27 — 29) Note: The Ff1A appears to misapply the balancing test under the dormant Commerce Clause of the U.S. Constitu- tion. The FAA states that the burdens on interstate commerce would be more than incidental and then simply concludes that that impact "overrides the local interest in controlling noise levels at Burbank in the late evening and morning hours. ' (Page 28) Considering the short -shrift given to the nighttime noise problem, the FAA appears to assume that any nmore- than-incidental impacts would create an undue burden on in- r terstate commerce. That is not a correct statement of the law Airport Noise Report November 4, 2009 C. The FAA found that a mandatory curfew would nega- tively affect the safe and efficient use of the navigable air- space. (Page 35) 1. The FAA found that the Authority failed to adequately account for the fact that the Southern California airspace al- ready is "highly congested and complex." (Page 31) 2. The FAA found that the Authority (i) failed to account for bad weather (Pages 31 — 32), (ii) failed to recognize the negative impacts of moving departures and arrivals to con- form to a mandatory curfew (Pages 33 — 34), (iii) failed rec- ognize that the air traffic control towers at Van Nuys and Whiteman Airports are closed at night. (Pages 34 — 35) Note: The FAA identified many of these same issues in its June 2008 corrunerrts on the draft application. The FAA iden- tifies restrictions and congestion/delay at other airports but fails to indicate with any precision what the consequences would be of a nsandatot)� curfew at BUR. In addition, the FAA focuses on. the negative impacts of bunching flights at BUR around the early morning and late evening, but fails to recog- nize that the scenario contemplated in the application is for aircraft to divert to other airports rather than adjust sched- ules to con form. to the curfew. D. The FAA found that a mandatory curfew would not conflict with any statute or regulation. (Page 38) 1. The FAA found that a mandatory curfew would not confer an exclusive right in violation of federal law and the Grant Assurances because it would apply uniformly to all users. (Pages 36 — 38) 2. The FAA found that a mandatory curfew would conflict with Grant Assurance 22 (Economic Nondiscrimination); however, the FAA decided to address this issue under Condi- tion #1, rather than Condition #4. (Page 38) Note: In effect, the FAA found that a mandatory ccufew did not meet this condition. T11hile the FAA perhaps wanted to appear more reasonable by saying that the crafew satisfied hvo of the six conditions, the FAA's decision is unequivocal. 147 E. The FAA found that the Authority provided an ade- quate opportunity for public comment. (Page 39) Note: This is not a nreaningf rl condition, since Part 161 prescribes the public notice and comment requirements that niust be satisfied for each application. R The FAA found that a mandatory curfew would create an undue burden on the national aviation system. (Page 41) 1. The FAA found that the impacts to the navigable air- space in Southern California would "ripple throughout the national aviation system." (Page 41) 2. The FAA found that "sound attenuation is the most cost-effective alternative evaluated by the Authority [for] mit- igating noise within the CNEL 65 dB noise contour." (Page 41) 3. The FAA found that commentors had identified nega- tive impacts on the national aviation system. (Page 41) Note: This final criterion (negative continents) is perhaps the best evidence of how skewed the Part 161 process is to- wards the interests of aeronautical users. Under this crite- rion, negative cornnrents from users might be considered sufficient to conclude that the condition is not satisfied. In the past — when opponents of airport projects have submitted negative comments — the FAA has declined to consider those criticisms as legitimate but the agency apparently believes that comments fionr. users are more important than comments fr^orri neighbors. Anne H. Kohut, Publisher Published 44 tunes a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor a anporinoisereport.com; Price $850. 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