1993-10-13 - AirportCITY OF b�NDOTA HEIGHTS
DAROTA COONTY, MINNESOTA
AIRPORT RELATIONS COMD2ISSION
AGENDA
OCTOBER 13e 1.993 - 8s00 P.M.
1. Call to Order I
2. ltoll Call
3. Approval of September 8th Meeting Minutes.
4. Presentation:
a. The Basica of Noise Transmission, Measurement and
Regulation - Dr. David Braslau, David Braslau Associat
5. IInfinished and New Business: I
a. Review of August 1993 ANOMS Report. �
b. Discuss Mendota Heights/Eagan Corridor Issues.,
c. Discuss Future Meeting Topics
6. Other Comments or Concerns
7 . Adj ourn
�
Auxiliary sids for disabled persoas are available upon request
at least 120 hours ia advaace. If a aotice of less than 120
hours is received, the City of Diendota Heights will make every
attempt to provide the aids, however, this may not be possible
oa short aotice. Please contact City Administration at 452-
1850 with xequests. � �
�
CITY OF �I�TDOTI� H$IGHT�
DAiCO'1'�► C9gt�]'�'%, �II�]�i�SA'a'A
AIRPORT RELATIONS COD�IS�IOI�i
SLPT��R �, ].993
The regular meeting of the Mendota Heights Airport IRelations
Commission was held on Wednesday, September S, 1993, in the City
Hall Large Conference Room, 1101 Victoria Curve. The�following
members were present: Beaty, Healey, Leuman, Olin, Olsen and
Stein. Commissioner Fitzer was excused. Also present�were City
Administrator Tom Lawell and Senior Secretary Rim Blaeser.
INTRODIICTION OF
COb�iISSION AND STAFF �E�LRS
Administrator Lawell introduced himself and Senior Secretary
Kim Blaeser to the Coanmission. Each of the Com�iissionexs
introduced themselves and briefly explained their reasons for
volunteering to serve on the Airport Relations Commission.
REVIEDv OF CEARG$ TO
TSE C0�2ISSION
Administrator Lawell explained the "Duties and Powers" of the
;,� Airport Relations Commission. He explained the Commission is
expected to monitor proposed rules, procedures and programs
which impact the air noise situation within the City. He
explained the Commission makes recommendations to,the City
Council regarding atrategies to mitigate the City's air noise
exposure. He further explained the Commission maylalso have
other duties and powers as granted by the City Cou Ical.
Lawell explained the Commission will be in an orientation mode
for the next few months. He stated the Commission will need
to prioritize discussion topics.
OVERVI� OF PRESENZ'
AIRPOR'T OPERATIONS
Lawell explained the Minneapolis-St. Paul International
Airport is unique in that the Metropolitan Airporte Commission
(MAC) and the Federal Aviation Administration (FAA) are the
key entities in conducting the daily operations of the
airport. In other major metropolitan areas, the intemational
airport is usually a department within a given City and is
ultimately answerable to one specific elect body, generally
City Council. At Minneapolis-St. Paul International Airport
this is not the case. He explained that presently, due to the
, redistricting of boundaries, five new MAC Commissionera have
;��1 been appointed by the Governor. In reaponse to a� question
`� from Commissioner Leuman, Adaninistrator Lawell stated MAC
Airport Relations Commi�sion 1�iinutes
September 8, 1993
Page 2
Commissioners have 4 year terms. He explained two
commissioners represent the Mayors of Minneapolis and St. Paul
and their terms are indefinite. He stated the Chair's term
runs concurrent with the Govexrior's term.
Lawell explained that the 1�letropolitan �iircraft Sound
Abatement Council (MASAC) is a private, nonprofit
organization, made up of an ecsual number of citizens and
airline industry representatives. He atated the MASAC was an
effective tool in controlling aircraft noise at and around the
Airport in the early 70's but has been less effecti�re in
recent years.
Administrator Lawell explained the Minnesota Legislature has
some control over the MAC through various committees such as
the �Minnesota Advisory Council on Metropolitan Airport
Planning. He further explained the Department of
Transportation conducts environmental work for the 1�P,C. He
stated the FAA controls the control tower and their overriding
concern is consistently passenger safety. He stated this
region's headquarters is located out of Chicago. He stated
the Commission may wish to consider touring the control tower
later thia year.
Lawell explained the Metropolitan Council, whose meanbera are
appointed by the Govemor, has some control over land uge
around the airport.� He explained the City's Noiae Attenuation
Ordinance was adopted in the 1980's as required by the
Metropolitan Council.
Lawell stated Northweat Airlines does not have a lot of say in
the daily operations of the airport although they are able to
control take off profiles. He stated the FAA is concerned
with passenger safety and therefore is attempting to
standardized take off profiles. He further stated Northwest
Airlines has approximately 85 percent of the flights out of
Minneapolis/St. Paul.
Administrator Lawell stated there are six Cities surrounding
the airport and they all have a vested interested in the
decision to relocate or expand airport. He stated the City of
Mendota Heights is the smalleat player in the fight against
air noiae. He stated the City of Mendota Heights shares many
of the same concerns as the City of Minneapolis particularly
concerning the option of adding a third north parallel runway
at MSP.
:,._:, Commissioner Leuman inquired where the air noise monitors are
��?;��� located. Lawell stated there are three monitors within the
� City - Furlong Addition, Cur].ey Addition and Friendly Hills.
a; .
Airport Relations Coa�nission 1�linutes
Septeanber 8, 1993 I
Page 3
He further explained the City of -Eagara also has three
monitors. He stated the ANONIS system costs 1�1AC over $1
million to install and a 70 plus page noise report is
generated monthly off the system. A copy of the report will
be included in the neact Coananiasion packet .
Commissioner Beaty inquired if reports from the MAC �and IKA.SP�C
meetings can be made available to the Coanmission.
Adminiatrator Lawell etated the City's MASAC representative is
Councilmember Jill Smith and the alternate ��is Mayor
Mertensotto. He stateci both these individuals receive full
seta of packets. He stated this infonnation will be made
available to the Commission. I
Administrator La.well stated the number of air noise complaints
are generally lower this year as compared to year8;past. He
stated, surprisingly, the Furlong Addition does not�rank high
in complainta.
, A brief discussion ensued regarding urind factor and runway
use.
Administrator Lawell briefly discusaed the possibility of
' runway extension along with the construction of a new terminal
at the present airport. He also diacusaed the possibility of
constructing a new airport within Dakota County. �
Administrator Lawell reviewed flight corridor charts and
described the most commonly used aircraft headings. He
explained aircraft departing simultaneously on Runways 11L and
11R to the southeast over Mendota Heights and Eagan must
diverge by at least 15 degrees for safety reasons. ��He stated
that, unfortunately, all 15 degrees come at the expenae of
Mendota Heights as aircraft departing 11R are� given a
"straight out" runway heading. He explained that these
headings must be maintained for at least three nautical aniles.
In response to a question from Commissioner� Leuman,
Administrator Lawell etated the MAC tried to get by with a
smaller corridor. He explained MAC Executive Director Jeff
Hamiel formed a Blue Ribbon Task Force in 1991 to address the
corridor dispute between Mendota Heights and Bagan! Lawell
stated the Task Force analyzed volumes of departure"data but
was unable to arrive at a mutually agreeable corridor use
procedure. He stated that during the deliberations of the
Task Force, a 60 day flight test was run which compressed all
boundaries of jet aircraft departures within a corridor with
the 100 degrees to 155 degrees. He stated that the
�'����� concentrated noise effects within Mendota Heights proved
unacceptable.
Airport Relations Commission Nlinutes
September 8, 1993
Page �
Administrator Lawell briefly
Insulation Program and ho�a it
LDN 65 Contour.
DISCQSS F�TQRL �ETING TOPIC3
reviewed the Part 150 Sound
will benefit people within the
The Commission discussed the following future diacussion
topics: Dual track airport planning, Stage III "Quiet"
aircraft, the Mendota Heights/Eagan Corridor, takeoff
profiles, nighttime curfew restrictions, Part 150 Noise
Program, noise measurement basics, ANOMS noise monitoring
system, noise and the law and the runway use system.
It was the consensus of the Coanmission that they will discuss
"Noise Measurement Basics" and the issue of the 1�lendota
Heights/$agan Corridor at its October meeting. The topic of
nightti.me curfew restrictiona will be addressed in 1�Toveanber.
MISCELLAN$OII3
Comm3.ssioner Olin informed the Commission he would not be in
attendance for the October meeting.
i`�Z� �1; ,r:,��a.,►+
There being no further business, the Airport Relations
Commission adjourned its meeting at 10:00 o'clock PeM.
Respectfully submitted,
Kimberlee R. Blaeser
Senior Secretary
' �'i
CITY OF MENDOTA HEIGATS
MEMO
October 8, 199
T0: Airport Relations Commission M mbers
FROM: Tom Lawell, City Administ�
SUBJECT: Sound Basics Presentation
At our last Commission meeting
"future meeting topics". The members
an interest in learning more about
measured and regulated, and requested
on our next agenda.
h�Y�1���
we discussed the
of the Commissio
how sound is t
that this topic b
ubj ect of
expressed
nsmitted,
scheduled
In order to effectively work towards decreasing tYie airnoise
exposure experienced by our community, we must first understand how
sound exposure is quantified. Documents published by t�he MAC and
the FAA are filled with noise measurement statistics� including
various noise contours cryptically labelled as Ldn, Leq, L10.
In order to shed some light on this subject, I have invited
Dr. David Braslau, a noise acouatic� expert, to our Oc�tober 13th
meeting. Dr. Braslau is the President of David Braslau Associates,
and environmental and transportation consulting firm located in
Minneapolis.
From time to time, the City has retained the services of Dr.
Braslau and other consultants to assist in our understanding of the
"technical side" of aircraft noise. Dr. Braslau has been asked to
provide us with a 30 minute presentation on this issue and will
hopefully be able to answer any questions you may have.�
T0:
FROM:
CITY OF MENDOTA �iEIGHTS
Airport Relation
Tom Lawell, City
MEMO
October 8, 199
s Commission M ers
Administ
SUBJECT: Mendota Heights/ Eagan Corridor Issues
As we discussed at our last meeting, the single most� important
air noise factor affecting Mendota Heights is the aircraft
departure corridor which exists to the southeast of Minrieapolis/
Ste Pau�l International Airport (MSP). Given its importance, the
Commission requested that rae begin discussing this topic at our
October meeting.
BACRGROIIND
Operations at MSP have obviously changed a great cieal since
1943 when the Metropolitan Airports Commission was established by
the State Legislature. As the type and frequency of airc'raft using
MSP has evolved, the facility and operational procedures used to
accommodate the traffic have also evolved.
The existing airfield configuration of MSP consists of three
active runways: two parallel runways, liR-29L (south parallel) and
11L-29R (north parallel) oriented northweat/southeast; and Runway
4-22 (crosswind) oriented northeast/southwest. Runway 11R-29L is
10,000 feet long by 200 feet wide; Runway 11L-29R is 8,200 feet
long by 150 feet wide; and Runway 4-22 is 8,256 feet long by 150
feet wide. I
Given the volume.of aircraft at MSP (approximately 1,000
operations per day), the two parallel runways are� operated
simultaneously during most of the daylight hours. During periods
of simultaneous arrivals and departures, two air' traffic
controllers are working in the FAA control tower iadepeadeatly of
each other. As such, specific rules need to be in place�to insure
the safety of aircraft operating within the relatively; confined
airspace. To the extent these rules define specific areas for air
traffic containment, they directly affect the air noise exposure we
experience. �
�/
The evolution of the different facility and operational
changes which have occurred at MSP could fill volumes. At the risk
of information overload, I have attached for your revie�w a number
of letters and memos which have been pxoduced over the past several
years relative to this topic. I have also attached a copy of the
FAA Tower Order dated May 30, 1973 which formally estabilished the
present Mendota Heights/ Eagan corxidor. In addition, I will have
available at Wednesday's meeting copies of a report' the City
commissioned in 1989 to analyze the Nlendota Heights/ Eagan corridor
issue. .�
Should you have questions prior to Wednesday's meeting, please
feel free to give ane a call. �
0
� 1
;�
DEPARTMENT OP TRANSPOR7ATION
� � � FEDERAI AVIATION ADMINISTRATION
• ATCT
Mpls/St.Paul Intl. Arpt.
Minaeapolis, Mn.
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SUBJ: RIINWAY IISE PROGBAM - NOZSE ABATEt�Nr
PIEASB MAI� 1� FOLIA�IIIQG PEN APID It� CHANGE TO PAGB 4 of
Paragraph 4.c.(1) line 3- iasert after ranway headiag --
�an�d thea contiaue oa - for three milns et cetera.
�
STEB A.
Chief
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TAB PLTS GENERAL PQST IN
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3� ERFECTNE L�4MEDZATELY A�'Et? DEPARTE.r��E PRQCEDURE WILL BE UTI�LZZED FQR TAKE-�BFS
0�1 RUA'WAYS lIR aND I1L �iT MSP/ THIS PROCEDURE NECESSARY T0� AVOID NOZSE
SEiZSZTZVE EsREr'�I TO?2ER ZNSTRUCTT4I�IS 6iILI. ADVISE 1� I,IGHTS TO TURDt LEFT FROM TflE
, RU2�1tdAY 1iEhDING OF li5° TO A?'�r'�DI.:C; OF I30° AS SQON AS PRACTICAL AFTER TAKE-t�FF
' FROM RUIQWAYS 11R AIJD 11L/ THE LEF: TUR:T TO A lI0° HEAllING SHOULD NOT BB STARTED
BELOtd SOQ t ABOVE GKOUt�iD LEVEL A�tD i:OT BEFORE CROSSZNG THE S�UTHEAST END QF
RUNWAYS 11R OR I1L/ THE 110� HEAUING SHOULD BE FLOWN PRECISELY/ THIS
PROCEDURE ZS DESIGNED TO.KEEP AIRCii�T C?N A�'LZGHT PATE� HQRTii t}F �'HE RUHWAY
29L LOCALI7.ER COURSE/ SHQULD IT APPEAR THAx WINDS ALOFT WILL CAUSE YOUR. FLIGHT
TQ DRZFT SOU'SFi 4F T�iE RUI�I�iAY 29L LUCALIZEit CQURSE CF�ITSR LINE, THE T{7WER OR
DEPARTURE CONTROL SHOULD BE NOTIFIED SUCH THAT FUR,THER HEADING CHANGES MAY�. �
BE AUTHQKZZED/ i10 TURNS Tt? 4N C4Ui:SE WILL $E STARTED UNTIL) REACliZ1�iG A PflIAi'�
THREE 21AUTIGAL MILES FROM THE SOUTi;EAST END �F RUNWAY IIR AND I1L/ BCCASIOIVAL
VARLr�.PdCES TO 2HE PROCEAURE MAY BE 1�:EGESSARY BECAUSE OF TURBULENCE OR CERTAIN WEA'
CO2dDITIqI�S/ ARRZVAL PROCEAURES REi�4yIN 2HE SAMEI STRICT ADHERANCE TO THE I�Et�'
PROCEDURE IS REQUIRED/ FUTURE CHAI•:GES IN DEPART[1RE PROCEDURES Me1Y BE NECE53AIt1'/
MONITOR ATIS A�i} KEEP CURRENT t3N P�;OCEDURESJ USE YQUR SKILLS SUC�i THAT OUR
, INDUSTRY MAY BE COMPATIBIE WITH OUR AIRPORT NEIGHBORS/ I'
4/ FIF MAINTAZNERS REQUEST IMI�SED ACK ABV MESSAGE POSTED IN iTR FIF/
HOCHBRUNN MSPDZNW
cc: Fredrickson
Anderson .
Lee
Severance
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McAndrews -
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Metropolitan Council Meeting of March 14, 1991 Business Item:I �-2
METROPOLITAN COUNCIL
Mears Park Centre, 230 East Fifth St, S� Paul, Minnesota 55101
REPORT OF THE METROPOLITAN SYSTEMS COMNIITTEE
DA1'E: March 8, 1991
�
SUBJECT:
Metropolitan Council
Mendota Heights/Eagan Corridor Proposal - Task Force Definition
BACKGROUND
At its meeting on March 5, 1991 the Metropolitan Systems Committee discussed I the Mendota
Fieights/Eagan Corridor proposaL With the advent of jet aircraft in the early 1960s, a"Preferential �.
Runway System" or PRS, was implemented to direct aircraft over the two less popWated cities to '��
abate increasing noise impacts in the developed urban azeas west and north of the airport. Thus, _
a"corridor" for overflight was established and recognized by the MAC, Airlin�es, FAA and
communities. The Council's Aviation Guide was revised to include land use compat�bility guidelines
for aircraft noise and incorporated the corridor concep� During the early 198(}s, air traffic increased
dramatically, the FAA implemented new air traffic control procedures and aircraft were flying
outside the "corridor," the PRS no longer functioned, the MSP Master Plan was out of date, and
numerous land changes were occurring. The Metropolitan Aircraft Sound Abatement Council
(MA,SAC), an MSP aircraft noise advisory body to the MAC, reviewed and discussed for two years
altemative flight tracks and procedures to keep aircraft within the "corridor." The MAC established
a Corridor Task Force in 1990 and the attached memorandum �xplains their recommendations.
ISSUES AND CONCERNS
Staff indicated that the communities had suggested several changes to the memorandum in order to
clarify speciSc concerns. In the last pazagraph on page one of the attached memorandum, the
reference indicating the communities wanted the "corridor" defined as narrowly as possible, should
read "within each city." On page two, they wanted the task force recommendation to include specific
reference to runway headings so there would be no pcusbiliry for future misinterpretation; the text
for that paragraph should read:
"That the corridors north bouadary be de6ned by the middle marker/100 degree (magnetic)
ground track for runway 11L during simultaneous departures, and runway centerline extended
118 degrees for non-simultaneous departures. The southern boundary definec'i by the middle
marker/115 degree (magnetic) ground track for runway 11R, and 105 degree (runway
centerline, three degrees north), for non-simultaneous departur�." �
Staff also clarified that no imrnediate revisions would be necessary for the cammunity�coznprehensive
plans. A technical review process and aviation guide revision would occur over the hext ane to iwo
years after which camprehensive glan amendments may be needed. ;�
That the Metropolitan Council supports the Corridor Task Force progasai recommendations and
requests that the Federal Aviation Administration seriously consider its implementation.
Respectfully submitted,
Don Stein, Chair
a+.i,cz
DATE:
TO:
FRC7M:
SUBJECT:
Background:
��rR.apoLrraN ca�cu.
Mears Park Centre, 230 East Fifth Street, S� Paul, Minnesota 551
February 27, 1991
Metropolitan Systems Committee
Transportation Staff {Chauncey Case)
Mendota Heights/Eagan Carridor Proposal:Task Farce Definitian
In the mid • 1950's, the expansion pIan for Minneapo2is-St, Paui Tnternational airport was being put
into effec� •• Two new pazallel runways were being canstructed and the cros.swind ninway extended.
The paraliet runways {29Left, and 29Right}, became the main approaches to the airport with aircraft
arriving and departing aver the cities of Mendota Heights and Eagan. �
With the advent of jet aircraft in the early 1960's, a"Preferential Runway System", ar PRS, wa�.
implemented to direct aircraft aver the two iess-pogulated cities to abate increasing noise impacts izi •
the develaped urban azeas west and narth of the airpart. The lan.d uses off the ends of these_
n3nways was generally undevelaped andlor ptanned for compatibte uses with the exception of Acacia
Park, an area of about 53 single-family homes acquired by the Metrapolitan Airpoits Commission
(l1rFAC} in 1973. Thns, a"comdor" for aircraft overIlight was established aad recognizeci by the MAC,
Airlines, FAA and communities. �
In 1976, as a result of the Metropalitan Land Planning Act, the Cauncil initiated a joint
agencylcommunity effort to pregare aircraft IIaise information for use in lacal plan developmen� The
end result was incorporation of Land Use Guidelines for Aircraft Noise into the Aviation chapter of
the MDG. The Guidelines inclnded a Noise Policy Contour for MSP that @efined the land use
carridor, PRS, MSP Master Pian, and FAA air traffic cont�rol procedure (see diagram A attached).
During tbe early 1980's, the air tra�ic increased dramaticaliy, the FAA implemented new air traffic
control procedures and aircraft were IIying outside the "corridor", the PRS no loager functioned, the
MSP Master Plan was out of date, and numeraus Iand use changes were occurring. Tn 1987, the
Metrcipolitan Aircraft Sound Abatement Council (MASAG'�, an MSP aircra£t noise adviso,ry bady to
the MAC, siarted to reviewldiscuss alternative flight tracks and pracedures to keep airi raft within the
Corri.dor. '
MAC Corridor Task Farce:
In March, 1990, the MAC established a Corridor Task Force in an effort to resolve a two year
dispute an the issue. Both Mendota Heights and Eagan have gregazed a comprehensive plan and
plan amendments to reIIect the Council's Guidelines aud wanted the corridor, to � be defined as
narrowly as possible; whereas, the FAA. would prefer the wi@est possible comdor far air-traffic
contral reasons.
(
It was estabiished that the ct>ztidor relates primariiy ta turba jet aircraft. Piston and turba-prop
powered aircraft are often directed by air tra�6c control to turn outside the corri'dor since they
represent fewer operations and have signi�cantly less naise impact. The aircraft directed thraugh the
corridor are not allowed to make any north or sauth bound tums until they are past�the three mile
limit. Aircraft departures during simuitaneous operations rec�uire a minimum IS degree separatian
which must be observed in the corridor definition. During periods of non-simultaneous departures
it is possible to cross traffic ta keeg them in the center of the histaricaIly defined carridor. All
approaches through this area are straight-in to the parallel runways and are not part o;f the propasal.
The task force concluded its work in January 1991 and made the £ollowing
That the corridors north boundary be de�ined by the middle marker/100 degree ground track for
runway 11L during simultaueous departures, and a southern baundary for runway 12'R by a middte
marker1115 degree ground track. Both the simultaneous and nan-simultaneous departure ground
tracks are depicted in diagram B. The FAA will review the progosal over the neact several weeks and
wilt determine wheiher to adopt i� �
Findings: � ,
The cozridor refinement propasal as recommended by the task £orce is a compromise by the twa'.
affected cities to deal with the aircra£t noise impacts in an equitable manner. The propasal reIlects_
the intent o£ the Cauncii's current na�se policy contour for MSP and is consistent with Iand use
compat'biliry policies and local comprehensive planning activities. If the progosal is approved bp the
FAA, it is anricipated that aew noise contours wouid be prepared and be useti as a basis for eventuat
revision to the aviation guide chapter and lacal camprehensive plans. This continued effort at aircraft
noise contrat is neecied for the shart term and is not affected by the dual-track strategy.
Recomtnendation:
That the Metragolitan Cauneil supports the corridar task faree gropasal recommendations aIId
requests that the Federal Aviation Admin,istration senously consider its implementation.
�.
•l.11��
Mr. Hugh Schil.ling, Chairman
Metropolitan Airports Cammi.ssion
6040 28th Avenue Sauth
Minneapalis, MN 55450
Mr. Bruce Waganer
Airport Traffic Cantral Tower
6311 34th�Avenue South
Minneapalis, MN •55450
Dear Mr. Schilling and Mr. Wagoner.
���
��i�y o�
�-Iei�hts
December 31,
�
I am writing to you to ask your help in solving the; number one
community issue within Mendota Heights - aircraft noise emanating
fram Minneapolis/St. PauZ Ini�ernational Airport. Ove`r the past
several years, our community has worked diligently with�your staff
in an attempt to address this problem. To date these effarts have
proven ineffecti.ve at best. . �
I am asking far your
solve this longstand�.�ng
support of a revised aircraft corridor to
issue. The balance of this Tetter will
describe the reasons far our c�
the ravi�ed aircraft corridar
Backqround
>ncern and the operational �details of
request.
Ta fully understand the inequities which presently exist in
air �raffic distribution over aur aomm�nity, it is impartant to
recognize that maj ar changes have taken place a� MSP ove'r the past
20 years. These changes include the HUB cancept with its�departure
peaks, physiaal i.mprovements to R�nway 11Lj29R, air traffic� control
procedural ehanges, magnetic declination shifts of ground tracks to
the north, and most recently, the added use the.corrida'r receives
under the Runway Use System. All to1d, these changes have
increased departure traffic off Runways 11L and 11R app'roximately
266 percent from 1977 to 1989. j
1101 Victoria Curve • 1Viendota Heights, 1ViN • 5511$ 452 � 1$v0
Mr. Hugh Schilling
Mr. Bx-uce Wagoner
December 31, 1991
Page 2
During this period of time, little has been done operationaily
to recognize the changed character af flight operations" at MSP.
Several attempts have been made by Mendota iieights to refine the
corridor worl�a.ng t�hrough MASAC, its various subcammittees, � and most
recently, thraugh a Blue Ribbon Task Force establ.ished ain 1990.
None of these efforts have proven success£ul, and in fac�, the
noise problem has instead grawn progressivaly worse.
Consa.der the current si�uation regarding 11L and 11R
departttras = - • �
-- The Eaganf Mendota '�ieiqhts Corridar was put into place
approximately 20 years ago when MSP was an i.nfinitely
less active airfield. �
- The corridor
Runway 11R by
'than extende
�tiles .
restricts
requirin
d runway
all turns by aircraft departing
g aircra�t to fIy no fur�iar south
center line far at least three
- The corridor requires all
ta immediately �urn north
the resultant departure
degreas from the aircraft
�
aircraf� departing Runwa,y 11L
over Mendota Heights s°uch that
track diverges at least 15
departing Runway 11R.�
- Current operational procedures for the corridor funnel
aircraft over long' established Mendota �Heights
neighborhoods aausing repeated overflights by departing
aircraft every 80 to 90 seconds during peak departure
periods. ' �
Since the corridor's inception, Mendota Heiglits has
consistently maintained equitable distributian of aircraft naise
amongst all communities surrounding MSP is the most desirable
an�wer to the airnoise problem. No one community should enjoy the
locational advant�ages af being c].ose to MSP, while being
arbitrarily and artificially pratected from the �most obviou� i.mpact
of that close proximity, aircraft noise. �
The failure to enact a mare equitable distributian of aircraft
noise is even more disturbing when you realize there�are no
operational ar techn�.�cal barriers.prec2uc�ing such distribution. In
fact, the conaept of ciispersing a'ircraft naise is put inta praatice
da-i1y an every other runway end at MSP with the exception of
Runway� 11�, and i1R. �
�
Mr. Hugh Schilling
Mr. Bruce Wagoner
December 31, 1991
Page 3
The recently campleted Environmental Impact Statenie
for the e�ctension of Runway 4/22 clearly indiaates a prefe
more equitably distributir�g airnoise. Specifia excerpts
EIS include (underlining added): `�
- Page xiii "Ta increase use of the crossw�.nd Runway
{Runway 4-22 j to provide far a shift in some� ai.rcraft
noi.se away from the most heaviiy impacted residential
areas...." �
-- Page xiii "The proposed project will allaw for
redi.stribution af some fiights...." � j
nt (EISj
rence for
fram the
- Page �i �'In additi.on ta the
resulting from the nra�ect...."
- Page 20 "The praposed e�ension af Runway 4�22... is
needed to immediately provide some reductian of t�he
ai.rcraft noise in the mast heavily impacted areas...
and to better distribute t�hat noise.�� �
- Page 90 "The shift not onl.y begins to dis�ribute
overflights more evenl.y around the airport....!'
In fact, similar arguments were used in advocatinc
adoption of the current Runway Use System {RUsj, and the�
o�' the new North/South runway as the preferred expansian
native in the MSP Lang Term .Comprehensive Plan. Aircraft
is an already aacepted method oE' noise mitigation at M,�:
are a.sking for a cammitment from the MAC to treat 11I
departures in a similar fashion.
Corridor Proposal
for the
alter-
and we
and � 21R
Based on the above, it is clear the present �carridor
arrangement is long overdue for revision. After considerable
analysis, the City of Mendota Heights is submit�ing a request for
a revised aireraft corridor which addresses the noise equity issue
for 1lL and 12R departures. Specifics of the proposal are as
follows:
Corridor Boundaries ��
Boundaries of the corridor during
a} a 090 degree bearing fram
marker for Runway 11L.
departure peaks are -
the Runway 29R middle
Mr, Hugh Schilling
Mr. Bruce Wagoner
December 31, 1991
Page 4
0
b) a 154 degree bearing from
Runway 11R/29L,
Boundaries af the corridor during
are -
a} a 110 degree beari.ng fram Ruzi
for departures off Runway 11L
b) a 125 degree bearing from the southeast
Runway 11R/29�.• •"
Periods of operation
Th� peak departure fanned corridor is intended to
on].y during the most intense departure periods�
Based on tower data, it appears such departure
accur on an average of approximately 5.5 ta 6 lic
day during the week, and three haurs per day
weekend days. Therefore, use of the fanned i
proaedure is proposed to be capped at no more th<
hours each day between the haurs of 070Q to 220t
Summarv and Conclusion
Ta summarize the new prac�dure, during peak departure �
full dispersal of aircraft over a 60 degree cone of oper�
proposed. This dispersal is consistent with •departure
elsewhere araund MSP, and is consistent with the ratianale
in the establishment of the RUS, the EIS for the exte
Runway 4/22, and the selection of the NorthjSouth Runway a
e�ansion option oi choice.
��
er
end of
be used
at MSP.
periods
�ur� per
during
:orridor
:n eight
L.
riods a
i.ons is
ctivity
tilixed
�ian of
'the MSP
During non-peak departure periods, a smaller 15 degree �cone of
aperations is proposed, centered an the extended runway oenterl.ines
of 29L and 29R. This approach respects the value of the corridar
cancept during those periods when departure traffic can equitably
be contained within it. �
It.•�.s;,important to note that our revised corridor proposal does no�t
advocate for the total abandonmen� af an aircraft corridor. The
revised fanned carridor procedure is proposed during peak departure
periods anly. At other times, when it is operationaliy feasible
and egui�able to do so, we propose the cantainment of azrcraft
within a mare narrow carridor.
�
¢
Mr. Hugh Schilling
Mr. Bruce Wagoner
December 31, 1991
Page 5
The City's continued support for MSP's operation h
been canting�nt upon a sense of equity and balance. In
1970's no one could foresee the corridor use af 1991. '
described proposal will help eliminate the repeated o
problem currently experienced within Mendota Heights, and
again restore equity and balance ta departure operatian;
and 11R.
always
.e early
e above
�rflight
.11 once
off 11L
As described in the attached Resolution, the City iritends to
aggressively pursue the implementation af this revisedlcorridor
concept. In t�he event the MAC and/or the FAA deny this
application, or otherwise fail to affirmatively respand �tithin 9Q
days, or if the requested test is conducted but the MAC and/or the
FAA fail to subsequently adapt a procedure acceptable to the City,
then the City of Mendota Iiaights will consider appropriate 3ega3.
action ta address our concerns. .�,I
We are hopeful this matter can be resolved efficzen�ly and
equitably as soon as possible, and we look forward �o hearing from
yau within the next 90 days.
SincerelY,
, CITY OF MENDOTA HEIGHTS
. ���'z' �? ' ' �i K j�r�•�_
cc: Jeffrey W. Hamiel
,..<
Charles E. Mer�en'satto
Mayor � �
CITY OF MENDOTA HEIGHTS
MEMO
August 14, 1992
T0: Mayor and City Council
FROM: Tom Lawell, City Adminis r
SUBJECT: Air Noise Corridor Update
INTRODIICTION
On August 6th the Ma.yor and I attended a meeting c
Corridor Task Force to further argue for a test of f
adopted Fanned Corridor Proposal. Comments were mad�
meeting which indicates that MAC officials are not willi
the City's proposal and ins�tead desire to concentrate a:
even more so over our community. The intent of this n
f the MAC
Ze City' s
at that
.g to test
r traffic
smo is to
better inform Council of theae recent developments arid solicit
Council direction on this important issue.
DI5CIISSION
The Federal Aviation Administration (FAA) currently utilizes
a 28 degree cone of air space in which to route aircraft'departing
MSP to the southeast. As we.have discussed many times in�the past,
an artificial and arbitrary boundary was adopted by the FAA in 1972
which forbids aircraft from turning south during the first three
miles of flight. Therefore, all turns given within the'28 degree
cone push aircraft to the north, directly overflying long
established Mendota Heights neighborhoods. �Mendota Heights has
long argued against the procedure, and has been an active
participant in the MAC's Blue Ribbon Corridor Task Force�which was
established in March 1990 to address this issue.
The City has consistently maintained that the key �air noise
problem within the community is repeated aircraft ouerflights
which, during peak times, can average up to one aircraft every 82
seconds, For this reason, the City had proposed a more`equitable
distribution of aircraft during peak departure periods to help
lessen the air noise concentration problem. This,� proposed
procedure would be in affect at most six hours per day,�and would
spread aircraft over a 60 deqree cone of air space by removing the
artificial southern boundary. The procedure would in no way
increase the noise.exposure area within Mendota Heights.�
� i
s v
From August 15 to October 15, 1992 the MAC conduc�ed a 60 day
�est of a revised fligh� corridor which utilized only a 15 degree
cone of air space, MAC assured the City the procedure wouZd
�ignificantly reduce air noise within Mendota Heights by rou�ing
departures over the athletic fields at St. Thomas Academy, thereby
passing well south of most Mendota Heights residen�ial areas. The
test un�ortunately did not adequa�ely restrict aircra€t to this
area, and depar�ures continued to directly overfly Roger's Lake
neighborhood, Friendly Hills, Delaware Crossing, etc. �
On June 2, 1992 �he City's Air Noi�e Consultant', Mr. Bob
Collette, attended a Council meeting to present the resultS af the
60 day test. At tha� time, based on comments from Mr. Collette and
noise impac�ed neighbors, Council concurred that the concentrated
15 degree procedure did not adequately address t�he City's air noise
problem, and fur�her endorsed the Ca.ty'� Fanned 60 degree Corridor
Proposal. �
At the August 6th MAC Corridor Task Force meeting, MAC
afficial� rejected t�he City's propa�al and indicat�ed their in�.ent
�o ask �he MAC Commission to endorse the 15 degree procedure and
recommend its implementation to the FAA. The matter will� likely be
before the MA.0 Planning and Envi.ronment Committee on September Sth,
and the full MAC Commission on Sep�ember 2�.st. If recommended by
MAC, the FAA would �hen undertake an environmental review of the
procedure which could take anywhere from 45 days to 18 months.
AECOM�I�TllATIt7N
As Council ha� previously concluded, the concentrated 25
degree corra.dor procedure does nothing to improve `the naise
exposure situation in southern Mendota Heights. Staff irom MAC has
�aken a position diametrica3.ly opposed to �he Council's�preferred
concept of dispersing aircraft noise over a more broad�60 degree
cone. Eor these reasons, I recommend �hat we actively appose any
effort by the MAC and the FAA ta further concen�rate aircraft over
our already.seriously noise impacted neighborhoods. �
ACTION RBQIITRED
Council should discuss the most recen� corridor
and the City's most appropriate response.
�� �z._�•..
opments
Mr. Jeff �iam:iel
Metropolitan Airports
6040 28th Avenue South
Minneapolis, NIl�T 55450
Dear Mr. Hama.el:
C ity o�
1�.endota Hei�hts
Commission
August 25, 1992
�
As yau know, the City of Mendota Heights is a member of the
8agan-Mendota Heigh�s Corridor Task Force which wa.s formed by the
MAC in March 1990 �o address aircraft departure concerns �within the
twa communities. At the last� •Task Force meeting held� August 6,
1992 it was� ,announced by Mr: Dick Reinz that the N�C will begin
stepe to permanently�implement the concentrated 15 degree corridor
procedure whzch was tested last fall. Thia letter is t,o formally
notify you that the City of Mendota Heighte ie opposed �o this
recammendatian. Furthermore, we request that no action be taken by
the MAC towards im�lementing this procedure.��- � �� �
The reasons.for the City's opposition to the
corridor procedure are numerous and sign.ificant. Our
as follows: �.. .
1. The�procedure faiied �o d��l.iver the noise relief e�
the MAC and the Citv of Mendota Heigh�s._
are
At a meeting of the Corridor Task Force held Januar�r 30, i991
�rou di�acussed with the Task Force parameters of theldeparture
pracedure proposed for testing, At tha� time y�ou indicated
your desire to cantain departures no farther north than the
athletic fields at St. Thomas Academy located on the! corner of
Mendota Heights Road and Lake Drive. . This procedure would
bypass nearly all residentzal areas w�.thin Mendota 8eights,
As the test resulte isaued by your office on Ma.rch 4, 1992
clearly indicate, aircra�t were significantly further north
than St. Thomas Academ�r, and the �peeted no�.se relief never
materialized. ( �
�
1101 Vietoria :Curve. �•.1Viendota Heighfs; «1Vfi.N:- �5v118 :� �� � �452-1850 - � � -'u�
, .- . . - .. - . :�
Mr.
Augu
Page
2.
3.
unworkable.
The tes� results provided by the MAC clearly indicate a3rcraft
too numerous �o coun� eignificantly overran the defined
corridar boundaries. To adog� a revised corridor procedure
based on test results which indicate this degree of non-
compliance is fooZhardy at best. I
Despite �he optimistic projectiona, �he teeted corridor
procedure actually served to warsen overflights�and noise
pallution within portions of Mendota Heights. The procedure
resulted in a greater coneentratian of flights over many long
established neighb4rhoods, and aircra.ft noise complaints
increased significantly as a result. Based on data compiled
by �he N�C, noiae.complaints•received from Mendota Heighta
residents during the test were up 89 percent+compa'red to the
same time perzod in i990. The i.ntenszficatzon oi`�departure
traf f ic over our conmtunity was no�. contained wi�hin the City' s
- . , industrialjb�itsiness,..park.area;as..,intended.., As.a result; °many:-:.. .:
� residential properties were inordi�ately impacted by the
coudensed flow of air tra.ffic. '
,
.�
The City of Mendota Heights supported the concept of the 60
day test in hapes of diminishing the repeated aircraft overflights
e�cperienced by our residents. The intent of the test was to
generate em�irical data upon which a reasonable decision could be
m�de regarding the merits of the tested procedure. Clearly the
test failed to achieve its intended obj ective9 and therefore should
be rejected. � �
Prior ta any fur�her consideration of the liunited corridor
procedure by the Metropolitan Aircraft Sound Abat�ement Council, the
N�C Planning and 8nvironment Committee, or the full MAC, we request
a mee�ing with you and your staff to fur�her discuss our�concerns.
; .,, . ' . • � . .. � ,., . . � : .�.,.- . ..
. : . _ , . . . . . � � . . � ..:,::;:' , ..�.,:`:;�'
. '
Mr. Jeff Hamiel
August 25, 1992
Page 3
Please contact me at your convenience to schedul.e
agreeable date and time.
Sincerely,
CITY OF ML�NfDOTA HEI
C_,�N,�.�1�. �. U�'5��+.�
Gharles.E. Mertenso
� Ma�ror
m
a
�
a mutually
MEMOR:ANDUM
T�: Planning and Environment Committee
FR�M: Richard B. Keinz, Dirxtor of Environment (726-8134)
SUBJECT: CORRIDOR TASK FORCE RECOMMENDATION
DATE: • • September 2, 1992
� M 10
Aircraft operations in the Eagan-Mendota Heights Corridor southeast of the airport have beea aa issue dating
as far back as 1969. Modifications to the boundaries and operation of traffic in the corridor�have been made
over the yeazs siways involvinY MASAC. Land .use planning on the gart of each of these communities has
preservod a predominantly commerciaVindustrial corridor for more than 3 miles from the sirpod. '
Traffic increases during the mid-1980's generated more complaints by noise impacted reside I and a renewed
effod to revise the corridor definitioa and sircraft operations southeast of the airport. MASAC struggled with
the issue for several years without success. In 1989 Jeff Hamiel established a Blue Ribbon� (Corridor) Task
Force of affx�d partias to r�olve the issue more expodidously. - The Task Force studied the issue undl
January, 1991, when all members agrxd to s 60 day t�st of a refined corridor procedure p�it forth by MAC
with the agreement of FAA. The test procedure constrained operations in a narrower corridor, re�ucing the
number of residences impacted by sircraft noise. By this time, the City of Inver Grove Heights had joined
the discussions. _ , .. . .� , . .
. � . '
More meetings and more data analysis from the 60 day t�st followed but resolved nothing. It �bec.ame appannt
that the cides: of Mendota Heights, Eagan and Inver Grove Heights would never be able to agree on a position.
Each clung to t�eir own proposal; Meadota Heights W fan traffic 60 degrxs at least during peak traffic times,
Eagan to kcep all traffic north of Runway 29L localiur and prohibit turns for 3 miles and Inver Grove
Heights to fan tra�fic 20 degrees and eliminate the 3 mile turn restriction.
. � �
It sxmed counter productive W condnua meeting as a Task Force since we ware making no;pmgress toward
consensus. MAC staff therefore suggGsted a recommendation to implement the refined comdor procedure
as tcst� in 1991. This is not as unilateral as it appeacs. MAC staff has agrced w work with the FAA Air
Traffic staff to continue to improve operations where possible as we monitor activity with ttie Airpod Noise
and Operations Monitoring System now being installed at MAC.
The attached minutes of the August 6, 1992, Corridor Task Force Meeting detail some of the `controversy that
exists in the corridor and a rxommendatian to procxd with a proposal to the FAA. Also attached are copies
of recent correspondence from the cities of Eagaa and Mendota Heights which further details their positions
on this issue. . . . i
Staff will make � detailed presentation on the history and evolution of this comdor issue i the Committee
mating. We will attempt to represent fairly the positions of all parties involved_ We will also describe a
proposal for your consideration w forward to the FAA for implementation.
i
�
COMMTI'I'EE ACTION REOUESTED _ . . -
RECOMMEND TC :: FULL CONfMISSI4N THAT STAFF BE DIRECTED TO FORWARD THE
FOLLOWING PRC) ,.L TO TI� FA�: r=OR IMPLEMENTATiON: � .
PART 1 Wi�L. _VER FOSSIBLE, UNDER NON-SIMULTANEOUS DEPARTURE CONDTTIONS:
AIRCRAFT DEPARTING RUNWAY � 11R WII.L BE AS�IGNED A�AD,; IG TO
MAINTAIN A GROUND TRACK OF 1Q5 DEGREFS(M}. �
AIRCRAFT DEPARTING. RUNWAY 11L WILL BE ASSIGNED� A HEADI�IG TO
MAINTAIN A GRQUND TRACK ALONG TIiE EXTENDID RUNWAY CENTERLINE
APPROXiMATELY 128 DEGREES(M}. `
�
pAR'T 2 W�iENEVER POSSiBLE, UNDER SIMULTANEOUS DEPARTURE CONDiTI�NS,
Wi��N DIVERGING PATHS ARE NECFSSARY FOR AIRCRAFT SEPARATION:
.AIltCRAFT DEPARTING RUNWAY 21R WILL FLY TO Ti�� R��NWAY 29L MIDDLE
. MARKTR AND EXECUTE A TURN T4 A HEADING ASSIGNED BY ATC SUCH THAT
TI� AIRCRAFT GROUND TRACK APPROXIMATES A 115 DEGREES(M} TRACK
FROM THE 29L MIDDLE MARKER.
ATRCRAFT DEPARTiNG RUNWAY I IL WILL FLY TO TiiE RUNWAY 29R IVIIDDLE
MARI{ER AND EXECUTE A TU.RN TO A HEADING ASSIGNED BY°ATC SUCFi THAT
TF� ATRCRAFT GRC?UND TRACK APPROXIMATES A 104 DEGREES(Mj +TRACK
FROM Ti� 29R MIDDLE MARKE,R. - ' Y . : ' ' � _. •.
:�
�,
M�rruTEs
MAC CORRIDOR TASK FQRCE
� AUGUST 6, 1992
The maeting was hcld at the Geaeral 4ffice MASAC Rootn of the MehapoGtan Air�orts Commission.
Tha matiag was c�lied to order by Chairmaa Dick Kr.inz, at 3.10 p.m. "Ihe following}�snb�r wete
ia attendaax: Tom IaweU, Mayor Mertensotto, Mayor E�a, Jon Hohenstein, Scott Buain, Dick ICcinz
Advisoyy: Brux W�goaer•FAA, ClaudiA Brumbauglt•FAA, Cbarlie Keaaaiy-MFCA, John Faggia-MAC
Guessts: Lts Case, Bob Coltette, Duane Hebert
AGENDA 1TEMS: 1. Appr�vsl of JWy 8, 199Z Minntes
2. Review pmg��s�ls subatitted at the Juty 8tb merxia�
3. Discus: option: for �nalizia� s ra:ommcadation to MASAC aad thc
Mes�opolitaa Airports Commissioa� ' ,
The 7uly 8, 1992 minutes of the MAC Corridor Tisic Forca wera approvat as proseatai.
Chairman Keinz opencd discussian an pmposals submutted at the l�,st mettin� askin� each�of the cities to
highiigbt their c�rridor gmpasals, aspeci�lly aay dif%c+easxs fram grevious positioas. �
Tom Lawell raviGwad Mzadota Heights praposull stuin� tlte Canidor bauoduies for dq�arture peai�s �tad
aaa-de�rtura peaks. Their roquest for a fanned Carridor is inteaded w ba naed oaly dnrIag Pe�1c de�re
periods which would hdp alleviate the pmblea� af r�petitive avafli�hts over Me�ota Heights, Meadota
i�ei�bts daas nct sedc ta sbaad�a the Corridar st it sdtnds todsy, but rat�er ta reca�nizc tbat durin
daParture Periods (S.S '- 8 l�ouis pa day) todsy's Carridor defim'tion is uasatisfactory. � The City 6as
raquestod the Carridor bauaduiet � staLod ia @teir prapasal ba incYsmmeaded fr�r testia,q m tke FM by
MAC within �60 daya, aad t6at tbe ac�ual tastin� of this proaadure be aa�mplished within calendar year
1942, � -
� s ' �
lon Hohanstein rriteratfld E�gaa s positian of consainmeat of traPfic ava an ara whera ast &w homes a�
passibia ara irapsctad by aasvriag a1I���t e be narth of t�e euueaded Rxatariine of Runvvay I1R with a i5'
se�atian to the north as tested ia 199I. The city also teqntsted the Cotricbr test be redooe for a period
af i80 cisys. �
C�sirmaa Keias be�aa discussion aa ogtions for fiaalizing: r�commea�ataion. It is a�p�sac�cat tfle cities af
E�aa and Ma�dori Hei�b wilt be un�bla w tra�ch a�roement or coaoeasus oa 6ow to modify Corridor
operasions. It is coaatex-pmductiva w oontinue meetin,� in light af tt�is impasse. Mr. Fiamid, at the July
8� 1992, meetini asiced tbis Tislc Forcx to completa its delibe�tions witbin� 60 d�ys. Aithoup,� the Taslc
Foroe c�ranot a,�ree oa a modified Corridoc proc�edure, most members raaliud that a Coexidor ofralatively
opea, commer�iaily zaaed tacd exists far some disdtnca soatheast of the'�irport. Most ��reed tiiis
Corridor should be preservod so tbat tha hiYhtst noisa impact affec�s the lovvest numbcr of paople. A
Carridar givcadura contaigiu,� operadans withia the caa�merciaU'industriad az+es imp�cis tha fevvest rtsideat�
with hipb lev�! noise. Mr. Ke.inz thea statod that in rac�o�aition of thesa ficwra, i't wiU be liis
racommondatioa ta MAC st�.ti that the Mettopalitaa Airports Cammissian farwarri a prapos,si to the FAA
w► implement the Corridor refinemcnt procxdun: �s tested fmco August w Octobe�r, I991. That is:
P2rt I
Wheaever possible, undcr uon-simaltaneaus departure condidoas:
-► Aireraft departing runway IIR will bc assigntd a, headiag to maiatain a ground
. track of 105•(Mj.
-► Aircraft departing ruaway 12L we!! be assignod a heading to maintain a grouad
track along the extauded nmway centcriine approximately II8'{M).
. �
�t� Whenevzr passibte, uader simultaacous departure conditioas, whea
ae�essary for aireraft separation: '
'' Ainer�ft departia� ruawsy 11R witt fly to the.tvnway 29L
exxute a ttu�a to a hading assigaed by ATC such that the au
, agproximai�s a 115`{Nn track fmm the 29L middle madcer.
-► AircraR d�artin� ruaway 11L will fIy w the rttaway 29R
cxacutc a tu,ca W a 6cading nssigaed by ATC st�ch that the ai
agpmximates a I00'(IV� tr�ck from the 29R middta maricar.
Furt6er disc:ussioa cluifiad this would aat ba ttta fiaat w�ard on tho Corridor issue. 'I'he
Opera�io� Moaitarin� System (ANOMS) witi aitow MAC staff, FM staff and otber
further impn�va apetatioas in the Corridor.
F�aths are
3dle maricer aad
aft groua�! ttack
: marker aad
ground track
Noise and
pa�tics to
Scatt Bunin inquired about ac �•nal naviYational aids sad oa-board ain�ft naviEation systems. Jaha
Foggia r- --�nded that perfonz. � ac,d asvi�ations! syate:os are improving conscsatty. Ciwd wr�ra Fli�hht
Managc' S.l+stems (FMS) au� ulabs! Positioain� S�tellites (GPS). Improveanents wiA contiauc to bG
made in wcb Gorridor operstiaas aad aaise impscts. , � .
1bc foIlowin� teahtive scheduta w�s discussed:
-► An�uai 2S, 1992, redua tbis rxommeadstion to MASAC as aa informatioa item�
-► ' Se�tzmbex 8, 1'9�92, �aff pc+eseatatiaa ta the Ptxaniag aad, Eaviraameat Cocr
Metropo�itaa Airporti Cammissiaa with. a rr�ammendatioa w request futf Commi
to setad t�e praposais to ti�a FM. �
�
-+► September 21, 2992, fins!'ae�tioa by ffia fbll Mac+apoUtaa Aicports Commissioa.
'�
-+ Ocwbez i, 1992, farwaod propoaais w the FM. � .
x af tho
� npproval
FM rau7d begin its eaviranmeQbl sssessmeats si t�aat time. S+eparaia Environmentat Assassmeats
's} cautd kad w athar a Fipdia= of No Si�aiSc�ai Impac�t (FONSl} withia b axaat6s, or4determination
�. fi�li IIS, which �on2d Wce np to twn ycus w complete. � `
'Yhera ban= aa major ubjecdon� ta the pi+opos�t, a vota was not t�lcea. StafY will gmeeeci as d�.scribed
above. �e Cotrldor Titic Force witt not ba callad W mat tgsin. Maabas' witl ba k�pt informed of the
outlined pcoas:. Jaa Haheastcin sag�estcd tbai oa-�aia� monituria� aad r�.wiew of the' Carridor be
rr,ported w membas at 6 maath intcrnia. �
Mendob ii�ights brought to the atteatioa of the membars that tbe curreat Corridar prac�lura used hy FAA
duriag aaa-simulnaflous operarioas d`uocts airataft departia� Runwsy 11L to s lOS• 6esiiin� cwsin�
uanec�ssary naisa over res,identiat aei�hborhoads aear tl�e nacthtra od�e of We Ccrridar. It was suggesud
that FM cansidcr a separate raquest ta dirzet airaraft departin� Runway I1L w maintaia cun+way hea�iing
. ,
i
I
0
• ' ,'•�K~ ' 1' � :.
thereby kxping the majoc noise imgact uear the ceater of the Corridor. AU agreed il�is wauld be a major
impravcment ovet present operatians and should be parsued iadependently from the secoad pait� of� the
Corridor refincmcnt procedure which'addresses simultaneous operadons.`" ' ��`�`' '"'
Prior to adjournment MAC staff offer�d a dcmanstration of ANOMS ta Mayar MeReasotta of Mandota
Heigi�is bccause he had bxa unabie to att�nd the Juiy Corridar Task Force Mxting. �
Ttie Mxtiag was adjoumad si 3:45 p.m.
Respectfully submittal:
Joaa Deighwn, Socretary
�
MEMORANDUM
TO:
FROM:
SUBJECT:
DATE:
DEPARTMENT OF
Nigel Finney, Executive Deputy Director of
John Foggia, Manager, Aviation Noise Program
Corridor Issues
November 11, 1992
This communication is not intended as a history of the corridor, nor to educate you on the
intricacies of the this multi-faceted problem. Rather, it seeks to provide perspective on some of
the corridor challenges and up to date facts regarding corridor issues.
The Metropolitan Airports Commission (1VIAC) encouraged community members of the
Metropolitan Aircraft Sound Abatement Council. (MASAC) to address the corridor issue during
the nud-1980s. After futilely wrestling with the problem for three years, jeff Hamiel appointed a
`Blue Ribbon Committee" of parties directly involved with the issue. As far � as community
participation, Mendota Heights and Eagan were appointed be'r.ause they adjoin the airport, dealt
with land use issues rnlating to tlie corridor, and were exposed to the n�ost intense noise unpacts
southeast of the Minneapolis/St. Paul International Airport (MSP). Because the� extent of basic
land use protection in Mendota Heights and Eagan extended approximately to thrne miles from
the ends of the parallel runways, an agreement was rnached with the Federal Aviation
Administration to issue turn instructions after aircraft were three miles from the iunway to help
maintain the integrity of this commercial/industrial comdor. This strategy kept aircraft from
overflying areas south of the corridor. The northern boundazy was maintained as an operational
limitation due to the proxunity of the St. Paul Downtown Airport. I
When considering noise distribution equitability, noise lenel and intensity of i:
considered. An aircraft producing 90 dBA measured on the ground one to two
airport likely pmduces about 75 dBA seven miles from the airport. Both levels c
for residents, but the intensity of impact is significantly di.fferent. No matter what
level, distance from the airport equates to altitude above the ground, and inc
between noise.sources (aircraft) and noise receivers (residents). Consequently, n
programs at MSP, and at airports around the world, have concentrated on pmgr�
the highest level, most intense noise unpacts close to the airport, before addressin;
farther from the runways. Fanning is a valid noise abatement technique whea
alternatives exist. In the case of areas northeast through northwest through s�
nearly homogeneous development of residential land use exists. No directi
departures provide lesser residential noise nnpact than another direction. On thE
the southeast, thanks to efforts on the part of Mendota Heights, Eagan, the Metro�
and MAC, land uses within three miles of the runway ends are predonunantl�
commercial and industrial. This allows the highest intensity noise (when aix�craft
lpact must be
miles from the
eate an impact
he initial noise
�ased distance
�ise abatement
ms addressing
those impacts
no preferable
uth of MSP, a
m for aircraft
other hand, to
�litan Council,
river bo�tom,
�re close to the
airport and departing) to be concentrated over an area purposefully intended to exclude
residential development. Land use policies close to an airport represent the most powerful noise�
abatement tool available. The Federal Aviation Administration over-flies compatible land uses
wherever possible, and encourages development and protection of compatible � land uses as its
top priority for noise abatement strategy through the Part 150 Program. Disregarding an
opportunity to utilize a commercial/industrial "corridor" like the one southeast of MSP would
be irresponsible noise abatement. policy on the part of the Metropolitan Airports Commission.
Our goal is to affect the lowest number of residents with the highest intensity no�se level�. This
requires assigning areas closest to the airport the highest priority relative to noise abatement
strategy. To the northwest, over south Minneapolis and north Richfield, this implies spreading
the highest intensity noise impact over a greater area, since no favorable d'uection exists to
unpact the fewest residents. The same technique must be employed for departures southwest,
over south Richfield and Bloomington, and northeast over Highland Park
Disregarding the noise advantages of the commercialJindustrial corridor, for southeast
departures would open residential areas very close to the airport in the city of Mendota,
residential areas in Mendota Heights north of Highway 110, and �esidential areas in Eagan south
of Interstate 494 to extremely intense jet aircraft noise impacts. Noise events fron190 to 100 dBA
are very rarely experienced in these areas today, but would become commonplace within 11 /2 to
three miles of the airport if a"fanning" departure were implemented. This level of intensifiy is
unacceptable in light of the option to avoid it by operating over the commercial/industrial
"comdor" close to the airport.
As with every public policy, trade-offs in benefits impact the most well-intentioned proposals.
With respect to maintaining the integrity of the commercial/industrial corridor, frequency of
overflights for small pockets of residential uses inside of three miles from the runway ends is the
immediate cost for protecting as many residents as possible from excessive aircraft noise levels.
The Metropolitan Airports Commission is firmly dedicated to an extensive Part 150 Land Use
Compatibility program to address those residential areas close to the airport impacted by intense
noise levels. Part 150 utilizes soundproofing, purcliase guarantee, property acquisition, and
combinations of these land use compatibility techniques to alleviate intense{ noise impacts.
Fairness is an issue with respect to noise unpacts. However, numbers of overflights must be
weighted by nearness to the airport because aircraft close to the facility are closeT to the ground,
creating a greater impact than they do farther out. �
Retaining a compatible land use corridor is not the final word on corridor issues: Moving ahead
with a corridor-narrowing proposal is jusi one phase in an on-going effort to �i,,;m;�e noise
impacts for all airport neighbors. This position has been made clear on numerous occasions.
MAC has explicitly stated that staff would address the most intense impacis closest to the
airport, then move farther out to refine procedures. This avenue is chosen precisely because the
Metropolitan Airports Commission does not represent one or two neighborhoods, but rather
communities throughout the metropolitan area. An airport proprietor must exercise effectual
management by making the best decision based on the available lrnowledge. Taking no action, or
reversing sensible noise abatement policy recognized the world-over, would be irresponsible.
Again, MAC policy is to nunimize noise impacts for airport neighbors. Those closest to the
airport are burdened with the most onerous noise impacts and should be addressed first. The
next step is to consider options for airspace management beyond three nules from�the airport.
Spreading aircraft overflights over a wider area does not necessarily spread noise impacts out
Page 2
"fairly". In the case of areas north, west and south of the airport, fanning represents an attempt at
equitability. This so-called "fanning" presents itself as the best alternative given the available
technologies. However, MAC is often attacked for not reducing noise impact, but merely
"spreading it out". By overflying relatively unpopulated areas �in the industiial/commercial
corridor, we realize an opportunity to actually reduce intense noise impacts on residential azeas.
Additianally, maintaining the commercial/industrial corridor southeast of the airport does not
"targeY' communities upstream from those areas closest to the runways. The Airport Noise and
Operations Monitoring System (ANOMS}, utilizing radar tracking information � continual noise
moniioring data, and complaint information provides a multi-dimensional view of airport
operations previously unavailable. The most sophisticated of its kind in the world, ANOMS will
help the airport, surrounding communities, and the Federal Aviation Administration (FAA)
reach reasonable, viable conclusions regazding how to operate the airport in the most responsible
manner possible, especially farther from the runway ends where more flexibility in operations
exists. � I
Each community surrounding the airport perceives its impacts to lie greater than they should be
exposed to. We understand this perspective, and agree that the given impacts should be
m;n;m;�pd to the greatest extent possible. It must be noted that airspace decision-making is not
accomplished by considering only the airspace above individual communities. Noise impact pei
flight is appmximately equal at equal distances from the airport. In general, that impact lessens
the farther a receiver is from the runway. Therefore, in considering unpact at distances farther
from the airport, number and frnquency of overflights pmvides a reasonable measure of unpact.
The Metropolitan Airports Commis$ion is prepared to work with the various communities
surrounding the airport using ANOMS generated data to review alternative airspace
management techniques to nLn�m;�e distant noise impacts. I provide a sample of ANOMS
generated data for your review to place in perspective the effect of "fanning" on the northwest
side of the airport versus current "non-fanning" procedures southeast of the airport (figs. l and
2). Please note that at distances beyond six miles from the runway ends, benefits of "fanning"
apparently become negligible. The figures represent the latest 31 days of departure tracks; a total
of 18,323. �ewed another way, noise impact at two locations inside three nules from the
runways were compared with noise impact at two noise monitoring towers ;in Inver Grove
Heights. The number of noise events greater than 80 dBA were counted at each site. Inside of
three miles, ANONiS sites 23 and 16 recorded 2,118 and 4,281 events, respectively. At the two
locations in Inver Grove Heights, about 6.5 nules from runway end, ANOMS isites 21 and 22
recorded 492 and 298 events respectively, greater than 80 dBA.This sample covered June 27
through July 26,1992. �
Inver Grove Heights in particulaz received more individual attention over the�past two years
than any other single community surrounding the airport. Numerous meetings with elected offi-
aals, the Noise Conunission, and the City Council reflect MAC's commihnent to�maintain a dia-
logue with Inver Grove Heighis. Extensive funds have been expended responding to the
Corridor Task Force, and to requests for information and data, speafically by Inver Grove
Heights. A decision must be reached, in order to move fonvard with ongoing study of the corri-
dor. Extraordinary amounts of time and effort have been dedicated to the corridor issue, and to
Inver Grove Heights in particulaz, on the pazt of MAC staff, community officials and other
agency officials. Delaying the tough decisions at this time prevents us from moving forward and
addressing noise and airspace issues beyond the corridor. Prudent, decisive action will assure we
remain comnutted to refining operations over all communities surrounding MSP.;
Page 3
NOV 13 '92 17�11 METRO AIRPORTS COMM.
T17EMORANDUM
To: a1� remmisstoaers
FBOM: Nigd D. �y. Deputy Executirc Di�r - Plunuin� & Eavieonmcnt
SE7BJECT: EAOAN-MENDOTA HSICiHTS CORRIDOR
DATE: Novembar I3, 1993
P.2i8
At the November Pl�nning and Envsronmant Committae meeting, action waa takea to recotnmend• a fr0�
day test of a cArrtdor pmposat developed by the City oY Mendota �leightc �o Fdn uaffic rn ihe ccn�rheast
.of tha airport. The sraff iecommeudatioa was ta r000mmead that FAA cantinee, and fortaslize. the past
policy of confining trnffic w the primarily commercial-in�dustrial carridor to ffie Bouth'et3at af the airpoa.
As disctisaiaa of the cor�idor issue comtinues u[he Commissiau leve], the following Yactoia should be
cnacidecad: �
1. MAC poIicy hu been to impact tha fewest number of people with 2ircraft noise. To �e
ncutii of lY�c xic�wrt, popul.tion densi[ies ara r�lativ�ly cansrant, [herefnre fanning irafhc
is a mcans to ensure tiiat aa area is nat disproportionatedy impacted. To thc southcast, aa
area is preseat which ie primarily commercial-indusarial, therefare a uaiqae opporwniry
exisu to ma�cimize airesafc �ake�ffs � landings over an area o� eompa[ible land tu�.
This policy position. devetopod �vith mput fmm the cotmm�nities and tho MZtro Coun,cil
has been communicated to the afferxed communities, aad has been used as the basis for
assuring romgnlble tu� use declslons. • I
2. The actiaa taken bp the MAC is advisory to the FAA. As the pruty r�sponsibta for
making air traffec coatrol decisions, the FAA wilt ravisw the request and determiae
�vHezher o�t a+ot they wlll ptoceod wIih a te5t. It is likely that pri�r tn this.decisicm, thc
FAA wi11 nndcrtalco anvironmeatal rcview; eho ext�at of anvironmental rev�eiv necessaYy
is unknowa at this time und would probably nflt be clear untit s Eormsl req�ieat is made
. by the MAC, however given the comroversial nacnre oi the proposed test the FAA �nay
datermene Ihat an environmenta] impact statement wcruld be reqnired btfarc iniliating 2
test. Past pmcace has b�en fQr FM tv request that t�e MAC do most of ti�e tcchnie�!
worY assosiated with this process, theceby incurring costs fnr the MAC. Ti►e magnia�ds
of the aosts are unknowa, however past expe�ience has �6own that th� would l�a
suhstantlal. • I
NOV 13 '92 17�12 METRO AIRPORTS COMM.
3_ Tiee purpoye a�ul definition c�f tl►e trst must be cltarly deP€aed:
4.
5.
6.
a. The ptocedures that are to be tested must be clear.
h. ?ha dau thu wil! ba gachered, and how it will be e�raivauxl
must be det�suniued.
c. Criteria for defsning success or failura mnst be estsb�ished
P.3i0
reputteci
The naise imgecw of a�it c�en he �lexamenrd f�nm uomputec mnd�Iling vriithoeit
impactiqE people. The pncpose of a te�t would bc w dctermin� whettier tiie air tcaffic
con�xol pcocedures required to impleanant [he pmposal aze feasibie. Since fanning Ls
currer�cly tatcing place u> the nnahwest, it i� obvious that it c,ould also be accomplishod.
to the southeast. (
A coaidor tetineme�t procedure wac t�ztxt in 1941. Thn trst w-as u,1�e f�r 6b days.
how�ver in reality 18 months elapsed from the forma� reQ;��st by MAC through
em+ironmenta! assessment and review, au tcaffcc conuot statf aainisg, [he �esc itself,
compilatian of tesc dua an4 tlig,hc tradcs, evaluation, and repoa generation. '[he wre! cu��c
to MAC for this test approached Si50,40a. 1
The previoue corridor test was less cannoverss�I becsuse sircraR noise ua� the tested
psocedture impaaec! feuver humes, that is, thd noise conwur for the test was ctighdy
smaller. Tho Mcndota Haghts proposa! is a dcpaiture from the oomgat�'blc laad usc
sbcatagies meationed above, and will impact a significant munber of new iesidences (18f3)
wl[b airecaft �wise above idn 651evels. Due w th� cx�atroveQsial natura oPdiis �ect, hoth
cime and cosc cauld be substantia�ly greatcr thaa picviausly �xpaienced. I
A deelslon w limit aiceraft operaBoas to•the eacisting cc�mcicu u nut thc erul r�f curcicfor
anal�si.� anci pls�nniug. The MAC has inrlicatad a wi7lingness to continuo to rvork wlth all
affected partics ta monitor coaidor operntions using the t1NOMS system 3nd ta work
toward fucther refinemencs and impro�aments. �
� i�� ai
1��iendo�a Hei�h�s
VIA FACSIMILE - ORIGINAL T4 FQLLOW
Nov�nber I3, 1992
Mr. Hugh Schilling.
Chairman
Korton Halda.ng, Inc .
P.O, Box 9455
Minneapolis, NIl�3' 55440
Dear Chairman Schilling:
On Monday, Navember 7.6th the MAC will consider �h;e prapased
tes� of a revised �light departure corridar over Mendota Height�
and Eagan. A recommendatian �a test the revised procedure was�
considered by the MAG Planning and Environment Committee on
November 5�h, and received their unani.mous recommendation. Our°
City Council.fully supports this action and urges you �o adopt the
Comma.ttee' s recommendation for a sixty day ��est of tYie revised �
procedure. � �
As we are all aware, the frequency and intensity of air naise
at MSP has changed a great deal over the years, Yet the depar�.ure
procedures utili.zed to the southeast of the airport� have not
changed at all over the past twenty years. �To more equitably
distribute noise to all who benefit from cZose airpart proxima.ty,
the revised corridor procedure was developed and is recammended for
your approval. �
The attached position paper further explains the Ci
to eliminate the repetitive aircraft overflights
experienced by many long established Mendota Hea.ghts nei�
The proposed test wi.11 al3.ow the MAC to utilize the capa
Ghe newly installeci Airport Noise Operations Monitox
(AN4MS) to evaluate the impact� of the new pracedure.
�'s desire
currently
borhoods.
.lities of
zg Sy�tem
1101 Victoria Curve -�'V�iendota Hei.ghts, �1ViN • 55118 452 • 1850
Chairman Hugh Schilling ,
November 13, 1992 '
Page 2 �
Mendo�a Heights Mayor Gharles Mertensatto, Cauncilmember�:
Christine Koch and• Jill Smith, alang with other Cit��
representative� will be present on Nov�er I6th to further discuss •
this issue with you and your Commission. Should you have question.�
prior to then, please do not hesitate to call. Thank �rou in=
advance for your support on this importan� issue. .
Sincerely, ,
CITY OF MENDOTA HEIGHTS
MTL:kkb
Attachment
�J"'"'"'�'- '"'
Tom Lawell
City Administrator
�
v
CITY OF MENDOTA HEIGHTS
EAGAN/MENDOTA HEIGHTS CORRiDOR POSITION
OCTOBER 20, 1992
TH}3 PROBLEM
Due to inequitable, antiquated flight procedures,�many long
standing Mendota Heights residential neighborhoods unfairly receive
repeated aircraft overflights every 80-90 seconds during peak
departure periods. �
THS CAIISE
Antiquated departure procedures require all aircraft'departing
Runway 11R to fly no further south than extended runway centerline
for a period of at least three miles before initiating,any turns.
During peak periods, aircraft departing Runway 11L must immediately
upon takeoff, turn north over Mendota Heights to provideia minimum
of 15 degrees separation between departing aircraft.( As the
aircraft volumes at MSP have dramatically increased over the years,
the human impact of this procedure within Mendota Heights has
dramatically grown as well. j
THE FACTS
Fact #1 -
inappropriate and unfair.
The southern boundary prohibiting turns to the�south off
Runway 11R was established in 1973 by a one page tower
order written by then Tower Chief Lester Case;. Almost
unbelievably, the procedure was implemented without the
benefit of a public hearing or an environmental review.
Since that time,-air traffic at MSP has grown immensely,
Runway 11L has been assigned equal status and use with
Runway 11R, and the HUB concept has come into being
necessitating more and more simultaneous depaitures.
Between 1977 and 1989, departure traffic off Runways 11L
and 11R increased approximately 266 percent. Through it
all, the southern boundary has remained in place severely
limiting noise mitigation opportunities available at MSP.
Fac� #2 -
Fact #3 -
Fact #4 -
procedures canno� be changed.
The present procedure which dispropartionally'allocates
to Mendota Heights �an unfair �hare of� aircraft
overflights is unnecessary. There are no operational or
technical barriers precluding the implementation of a
more equitable noise dis�ribution procedure.
Depar�ures over Minneapolis, St. Paul, Bloamington and
Rich�ield are all fanned to help disburse aircra�t noise
amongst adjacent property owners. Therefore,lprecedent
for a fanned departure�procedure exists ofi every other
runway end at MSP. �
The Enviranmental Impact Statement recen�ly prepared for
the 4-22 Runway Extension Project refers repeatedly to
the merits o� redistributing air noise more�equitably
around MSP by allowing aircraft to overfly areas not
previously impacted by aircraft noise. Why�does �his
reasoning not equally apply to departures off Runway 11R?
situa�ion.
The cancentra�ed corridor wa� te�ted for 60 days in the
Fall of 1991 as a means of providing noise �rel.iei by
further containing aircraft within depar�ure heading� o�'
1Q0 degrees and 115 degrees. In reali.ty, the test failed
to provide meaningful. noise relief ta the City of Mendota
Heights. � �
During the test, the narrowed flight c
physically inadequate and unworkabl.e
routinely strayed beyond the corridor b
fact, the narrowed corridor resulted in
naise in a signi�ican� portion of Mendota
the increased repetitiveness of aircraft
as
an
The maj ority of neighborhoods witha,n Mendot
impacted by air noise are 'long established area
the I950's and 1960's (Furlong, Curley Addition
Hills, Roger's Lake, etc.). From the beginning
has consisten�ly �ollowed all rules and reguZ<
forth by �he MAC and the Metropolitan Cauncil
land use in this area. � �
�r proved
aircraf t
�ies . In
crease in
�ts due ta
lights.
a Heights
3 built in
; Friendly
, the City
�ta.ons set
!regarding
�
�r .
.
Property in the surrqunding areas has been guided by the
City's Zoning Ordinance and Comprehensive Plan to be
residential ever since 1959. In addition, the revised
Comprehensive Plan as approved by the Metropolitan
Council in 1979 shows the land in this area subject to
completion of existing neighborhoods and otlier infill
residential deveiopment. As recently as �1987, the
Metropolitan Council affirmed the appropriateriess of the
City's development plans for this propertye (
THE SOLIITION
Grant relief to established Mendota Heights neighborhoods
established in the 1950's and 1960's from intense noiselpollution
by eliminating repetitious overflights by departing aircraft.
During periods of peak departures, allow aircraft to operate
in an equal amount of air space on either side of the runway's
extended centerlines (operational boundary of 090 degrees off
Runway i1L as measured from the Runway 29R middle marker,
operational boundary of 150 degreea off Runway i1R as measured from
the Runway 29L middle marker). Aircraft would not be allowed to
turn off these headings during the first three miles of�flight.
This fanned corridor would be in affect only during periods of
peak departures - approximately 5 to 6 hours per day during the
week, and approximately 3 hours per day on the weekend.i
- During non-peak periods, Mendota Heights incourages
utilization of the industrial/freeway area to minimize residential
noise impact. During periods of low departure traffic� aircraft
departing Runway 11R should be assigned a heading of 105 degrees
and aircraft departing 11L should be assigned runway heading.
RE4UESTED ACTION
The City of Mendota Heights recommends and requests that the
MAC, in cooperation with the FAA, conduct a 60 day te'st of the
above outlined fanned corridor proposal.
The effects of the 60 day test wa.11 be analyzed using the�MAC's new
ANOMS noise monitoring system. Based on the objective data
collected by the system, all: affected parties willl have an
opportunity to fairly and reasonably analyze the effec�ts of the
tested procedure. � �
�
OVERVIEW OF AIRCRAFT NOISE
Presented to the Mendota Heights
Airport Relations Commission
13 October �993
Dr. David Braslau� P.E.
David Braslau Associates, Inc.
1313 5th St. SE Suite 322
Minneapolis, MN 55414
TEL:-612-331=4571
FAX: 612-331-4572
a
PRESENTATION OUTLINE
• Noise defined
• Noise propagation
• Noise measures
• Effects of noise
• Noise mitigation concepts
• Eagan-Mendota Hats Corridor Study
• Political and legal issues
• 5ummary
m
NOISE DEFINED
• Sound and sound level
• Noise = unwanted sound
• Noise source
• Noise path
- _ -- --T _ • • - . .
� Noise—receiver � -
9
�101SE SOURCES - AIRCRAFT
• Mechanical and aerodynamic noise
• Narrow and wide bypass engines
• Takeoff noise
0
• Landing noise
� • Thrust reversal �
�
SOUND PATHS - AIRCRAFT
• Noise directivity
• Decay of noise with distance
• Other attenuation factors
�
• Paths into buildings
m
NOISE SPECTRUM
• Frequency �Hz = Cycles/sec�
• Spectral sound level
• Pure tones
NOISE MEASUREIVIENT
� Decibel CdB� defined -
� A-weighted decibei �dBA� def ined
• Usefulness of "logarithm" concept
0
• Sound energy def ined
�-Sound=level-�dB� addition - �
0
STEADY VS VARIABLE NOISE
• Steady or continuous levei
• Aircraft overfiight
• Multiple overf lights
• Duration of noise event
• Level of noise event
- - �—Pe—riod of noi-se measurement
"METRICS" FOR VARIABLE NOISE
• Leq = energy equivalent level (FAA�
• SEL = singie event levei (FAA�
• Ldn = day-night level (FAA)
• L� 0= Ivi exceeded � 0% of hr(MPCA)
• Noise contours
� J
C
EFFECTS �F NOISE ON INDIVIDUALS
• Speech interf erence
• Annoyance
• Sleep interference
• Hearing loss
• Other possible health effects
EFFECTS OF NOISE ON COMMUNITIES
• Historical studies
• Group response and reaction
• Potential property value impact
MITIGATI�N CONCEPTS
• Source - engine and power controi
• Path - distance/elevation/dispersal
• Receiver - home retrofit/design
ENGINE DESIGN
• Low- vs high-bypass engines
• Stage 2 certif ication
• Stage 3 certification
FAA
.
.
CERTIFICATION
Flight procedures
Measu_rement points
Certif ication "metric"
SOURCE NOISE CONTROL
• Takeoff procedures/power cutback
• Nighttime operation limits
• Stage 3 operation limits
• Certification vs reality
• Problem in using "ce�rtif ied" levels
•�Noise budget-c=oncept
0
�
�
N ISE BUDGET CONCEPT
O
• Use of "certified" levels
• Average of takeoff/landing
• Noise budget baseline
_!_ R_elationship to actual levels
levels
NOISE PATH MITIGATION
• Track location/dispersal �
• Takeoff prof iles
• Landing prof iles
• New technology navigation
RECEIVER MITIGATION
• Outside vs inside
• Home retrof it
• Mitigative design
space
� Mendota Heights Ordinance
• Aircraf#-Noise-Design-Guide
�
0
ONGOING C�RRIDOR STUDY
�
• Original concept outdated
• Track dispersion most equitable
• Corridor test not conclusive
• Updated contours
• Land use controls
� Use of—model ordinance
�,
POLITICS OF NOISE CONTROL
• FAA vs EPA
• Current FAA authority
• Local control
• Community positions
. .
ew—airpor-t—issue
PRESENTATION WRAP-UP
• Noise as a measureabie quantity
• Noise/contour changes over time
• Available mitigation measures
• Equitable distribution of impact
•-Dual=track=pl-anning-proces-s
�d� c.Jl�ayoh-CounCiQ
MUNICIPAL BUILDING (� (�i � '��� �
CITY OF AURORA �`to 1 �
C�� AURORA, COLORADO 80012-4090 ""'
"AIRPORT NOISE:
:
Paul E. Tauer, Mayor
Aurora, Colorado
STRATIONS" / / /
m aH� -f',�rin / — trrQd � �iE (�;
caH� �.�u;���,� �,4;.,f -F��,/� G
c�ed1��%i�{ � �o�� beca�,�� 7 �'
e 7
._���c�r��«c�.' �e�c.ev��oa� :���H�, - ��,���y�v c.� a�mo✓�' /:,��. ex�? S�o�'�e��,��/�, /ll�/f� �P��
- nwv�e o��►er •�a4�a.^ "�.ei: !�flvn�v Cl,�u: ,�.•q., S�Un F,-r�,i., J✓Y.; �3sdfO.,, b✓url,.DC., �.�G,
�o.tilt C-b.r�i%1!rlf� hof pe��oyv// d�rQc�e� -�o /rr9u�i� or eti �Kt�, ;h a�r%ye, ��t% �r ¢e�9o,,.�, _
Noise has been shown�to be a heaith probiem for r�iany years. � In 1978, the
Environmental Protection Agency publisheci a pamphlet titled, "
Problem", which identified effects such as hearing loss, sleep disr,uption�, heart
disease, stress and mental disorders, which most often affected the unbornlchildren
and their learning, the elderly and those already ill from other d
I am going to concentrate on airport noise but I would like you,to keep these
�
effects in mind. As far back as 1971, a study in Minneapolis-St. Paul showed the
,.
impacts of airport noise on the surrounding communities. � d�y ��;�� ����r�� �-cr��
Some specifics about airport noise are that take-offs generate more noise than
landin s; fli ht tracks can be utilized to reduce the number of eo le affected• Sta e
9 9 P P , 9
3 ir �
a craft are quieter than Stage 2; aircraft noise measurements are very
controversial; and the anno ance factor can be as much a contributor to im act as
Y p
the actual noise itself. Normall environmental issues of wh'c "�
y, , i h noise is one, are
{
� i
-� k
How it Feets
Neer parnanertt
darnepe le+rol fratn
short �res
Pain to ears
Diacomfort
thteshald
y v�y i«,d
Camrotsation �
�
� irtoolerabb for
Pho+�e use
Exora audltory
' physiologicai
effects
Quiet
Sleep interfererx:e
m
NOISE = IT HURTS !
Equivaierrt
Scunds
5t7 Mp. u�en
/tQ0 ---�
Jet angine '.
(T5 ft l
Tur6o-fan pt at
tak�off porver
I1Gt71t) �
Scraper-Joader
Jet fly oNer
11,GqD ft J
Nary newspaper
P�
stir co�m�a
ftJ •
Pow� /awnmower
Steady flow of
heeK�ay araflk
faHP outboad motor
Automatic
dls/nvasher
Vecuum deaner
�ndow air
condtio�er outside
at2ft
wndow
eir canditioner
in room
Occasiona/ priyate
auro at 1Q0 h
Quiet home during
evening hours
Bir�d ca/ls
L�brary
So/t whisper 5 ft.
Leaves rusding
Deca'beb Equivaleirt
Saunds
Jac/durrrner
' w �
Fimcraeker
f15fi1 �
Rock and
roN barrd
U�rnxdAed
motw8�la /2� ft 1
/�'C
Unmufiled cyda
l25 ftJ
Ger6age bvcks
and ciry buses
Diese/ vuck
fZ5 ftJ
Gaibege dispasal
Food bkndei
Muffled %et skI
150 ttl
Passenger cai
65 mAh. (25 ft J
Busy downtown area
Norma/ conve�sation
/n a quiet house
at midrught
Decibel levels of sounds- "'
you're most likely to encounter
in A-scale numbers.
Hrn�v It Sounds
t35d8(A1
Appro� 64 t�nas aa
anas
bud aa 76d81A)
175d8lAI
Apptox. 32 tknee as
loud as 75 d8(Al
„�8�,
,�. ,a,;� �
{oud as 75d8fAl
106d8(A)
Apptox. 8 times as
loud as 75dBlA)
96d81A)
Approx. 4 tkne� as
loud aa 75d8(A)
�d8(A1
Approz. 2 timea as
toud as 75dB1A)
75d8(A1
55dBlAl�
Approx.l /4 as
Ioud as 75dB(A)
�6d8(A)
Approx.l /8 as
loud aa 75dB1A)
�'idB(P�
Approx.1/16 as
loud as 75d8(A)
Adopted from ABC's 2( �ir �'u d, publ�shed by
Citizens Against Noise, HonoGdu, HawaM
S �
Page Two
Paul E. Tauer
scrutinized by the EPA and health issues by Public Health Agencies. �,But in the area
of aircraft noise and its effects on people, that is not the case. The Airline Industry
and the Federal Aviation Agency (FAA) lobbied Congress very h
switch noise impacts from the EPA to the FAA. This occurred d
the major role of the FAA is to promote the airlines and provide
years ago to
the fact that
ice to them.
This is tantamount to the fox guarding the hen house. The FAA has' never pressed
the noise issue. In fact, the have fou ht those who did, such as locil overnments
^ y g . . I9
and airport authorities who have tried to mitigate noise impacts by putting
restrictions upon airports. They have even gone so far as to use the Department of
Justice to sue local communities that have tried to utilize such restrictions.
They delayed the phase-out of Stage 1 aircraft several years beyond a widely �
publicized date, by utilizing waivers. They have delayed the potential phase-out of
Stage 2 aircraft by setting the alternate phase-out date at a time so far in the future
that the airlines probably would phase out Stage �2 anyway for econ�omic reasons.
They have deliberately eliminated representatives from noise-sensiti
communities from study groups that have organized to look at the
issue.
groups or
rall aircraft
Page Three
Paul E. Tauer
4�
The Part 150 studies that they have commissioned �e airports looking into the
noise issue have been used to get control from local authorities to prevent them
from exercising true noise reduction. The very issue that Part 150 was designed to
help. They have committed the absolute minimum spending at noise sensitive
airports to deal with the issue. They will not even recommend the utilization of
funds from the trust fund that �was specifically set up for this purpose, in which
there are billions of dollars available for mitigation. The FAA has apparently not
learned yet that the reaction of people to the noise issue is based primarily upon
their belief of the attempt to prevent the impact�or their feeling of being ignored or
abused.
The airport capacity problem in this country will not be solved by activity in
the legal realm, and the political realm will� continue until this lesson is learned. The
answer by many airports today is to go around the FAA. Local .governments and
airport operators are solving their own problems for capacity and dealing with the
noise issue by working out� contracts between them. In some cases, inverse
condemnation suits are settling the issues and although that involves litigation rather
than mitigation, it does settle the issue of compensation for effects.
;� r'�.
Page Four
Paul E. Tauer
One problem that arises regarding a contract between the airE
proprietor
and the local affected community is the veracity of both parties and the intent to live
up to the agreement. Let me speak specifically for a few minutes a,bout the new
Denver International Airport. Adams County and its cities, of which !Aurora was a
major contributor, negotiated with Denver, the airport proprietor, to building a new
airport. This did not come easily and was the result of several years of discussions
and ne otiations. From 1978 to 1988 different o tions dis�Cussions and
�u��/ g , P � �
•��%K t!E ; .
�e%�t, n gotiations took place that resulted in an Jntergovernmental Agreei
�n
,�+nN2� enver and Adams County to build a new airport. Part of the agree
�4 �;,,pac� � � �
%�e. /�'1�� th xact location of the airport and how it would operate to reduce n�
�d� (pN.ru.��
i'l°�� aff ted communities. Part of the agreement involved deaiing v
�,�.��Co�v.�,,
j�. ruaw�lry
nt between
ent involved
se within the
the noise
pacts from present day Stapleton International Airport. In that agree�;ment, Denver
agreed to spend almost $20M insulating homes around Stapleton. This landmark
portion of the agreement demonstrated how the noise issue couldl be mitiqated �
���,
„�Nr� without forcing people to move,and utilizi� a comparatively minima
�wc��/ '
�S-� e� he new IGA between Denver and Adams County for DIA set ;
�,y�t���,
c..
parameters that were to �guarantee that no present resident of th�
expenditure. �
pecific noise
surrounding
community would receive any additional noise from the airport and, i,n fact, would
remove noise from many of those affected by Stapleton. It was incumbent upon the
Page Five
Paul E. Tauer
local governments to ensure that no future citizens would be a
by utilizing
zoning restrictions. In addition, certain flight tracks were set up along with provision
for a state-of-the-art monitoring system with data accessibility and �penalties for
violations. This agreement put the burden of proof upon the airport
City and County of Denver, and attached penalties for contract violatio
leave it up to the FAA to enforce the noise restrictions. In fact, bot
Adams County refused to do a Part 150, in order to keep the FAA f
prietor, the
rather than
Denver and
having a role
that could be utilized to interfere with the agreement. Over the years; the IGA has
fostered some disagreements on interpretation between Denver and Adams County
but these have bee.n resolved in one way or another. However, the issue of living
up to the noise portion of the IGA has now become controversial. De�nver plans to
aT' +o o�f .
y.�.� install less monitors than required, did not develop a state-of-the-art system, and
��h �+- I .
��' ��� , does not seem to be limiting flight tracks as were provided for in the IGA. The
� o �'/y �f �
� 01'� e�ectations are that this will not achieve the .results that were anticipated by the
;/� C�NJIiJ�/ry/ � �
citizens of the surrounding communities, and that the annoyance issue will cause
political controversy regarding the noise impact from the new airport. � People must
believe in the credibility of the airport operator or they will be forced to;take political
or legal recourse. My belief and hope is that this issue will be resolved prior to the
airport opening. It will be up to the communities involved to make tliat happen. I
would contrast this effect with what is occurring in Dallas-Ft. Worth,�today,
1+LIU l.11UN1Y• '
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--_..._....... . ' ' N.E.P.S. L_eq(2�1)
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N.E.P.S. NOISE MONITOk2ING LOCATIONS'
� -• 1 1�r i \
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' �'�..,,�..� �-s' I '-�-� 1-n-I :� � , _ ;3�G _.
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Page Six
Paul E. Tauer
regarding the attempt to expand the airport by adding a new runway. The new
runway as planned would have a devastating effect upon the cities of Irving and
Grapevine, which border the airport. When they agreed to the building of the airport
years ago and development restrictions, the cities of Irving and Grapevine followed �
all the rules and focused their development in an area that would not be impacted
by, or affect, the airport because of the noise issue. Now �. Dallas-Ft. Worth
�� . .
wants to expand the new runway to^aimed directly at these two communities and
where they were told to build their residential neighborhoods. Dallas-Ft. Worth has
offered no mitigation and no compensation�and the reason they have given for the
runway location is that they do not want to move the fuel farm that presently exists
on the airport. The FAA has offered no help and, in fact, has become the enemy of
the communities even to the extent of using the Justice Department to sue them
��
and wear them down financially. 11�,, ���u���ry, d�;�% ya'°%I �� ������, �`' a°"y
���1 �` a/'Oc/v!U �ye eool�lT�' br,nC� �U✓y!E �VJ/C qu�Jlio�9i T� �1.�1V .
w� � � �er•✓ �� � �
Should this really be the role of the FAA? Is this being the watch dog over the
noise issue? Is this the reason noise was switched from the EPA to�the FAA years
ago? Only political pressure from citizens to members of Congress can correct this
6b ��-� �u�Hr� �� � �,�� ��e�� . . �t%w ,S�C. /✓W/!✓,� ��/'vYJpY �EHvi'✓ +vlG/�D✓�i
injustice. �/ �
�,y� _,� tqr .�o io:clicA7`�c.v �t Kl°9�"c �✓/r7or�C �aJc�L ;h rP��o�����lZ �✓o�j. /7e+y/Fct
/ / / ,NQl4 a,r/�tiE ,Kc/4��,� a/+^Ac,�et�l /
�rv� su,4 `�4d ca�vrw�r7ili� 7�� / -1 . �%, �V/�'�v�uhcih��r�o��P�n/,
S�q�(f �P 1%«l!J/e, Q�Q/N ���/U(�ryT✓ /�//Y'//[�1C� lrOrY1/79• C'r7� HO/�/L' �'i'�p., vNGf/�. ✓�C4r�9il�t+�/6G1//:
— So tc�� .�i�PNT o►1 �ST����� ��iG✓� �c•�7 r.✓4i d��'� —�,/� !�/'A/J�1/'F u/��/ c•oi�E.
/ /
rJ ��6ip/' Too!✓ GNN. SGi�vf/i<1�j .ziatCPdJ rN c/P4�</�i c✓�J�U°l. �ti� ��cG�
-�:,, y�f t«1Q -i/ ���F
:1ee �o ��c � re u.^P�/ -�r �/o�� , �xP�h�,�-� ��t�/� 4� �l� �u-,
�o��uH,��a,� „ � , . • �� �i I i� r_ _� � r�....�1 /.,� I. .l_ �1�. .,l_ J.
AiJGiJST 19�3 ANC��I�IS Runtway ilse Repart - A11 C�►perations
ckc��.�Y�wrr
�.8% ^ � 11 i..
4.2°l0
fiG3
a�
)lt
4$.1 %
7,_Slt)
AUGUST 1993 OPERATIOIVTS AND COMPLAINT SUMMARY
. �,
�
Table 1: OPERATIONS SUMMARY - ALL AIRCRAFT '' `
Runway Arrival g'o Use � :� Departure. °kr E1se �
04 331 2.1% 133 0.9%
22 318 1.9% 663 4.2%
11 6931 42.6% 7510 48.1%
29 8699 53.4% 7301 46.8%
Table 2: MSP AUGUST FLEET MIX PERCENTAGE
_. ;. . : _ . . ..
< S�: : :SehedQ[eci :.:.:Sclieiia[ed':: : A,AIOM�` .
. :. . :. .._..
� IS19�: I49�� ' :� �auut:1993
Stage 2 56.5% 61.3% 642%
Stage 3 43S% 38.�% 35.8%
Table 3: AIRPORT AUGUST COMPLAINT SUMMARY
: . . . . .. . . . .. . .. .. . .
.. ::. . : . :.. . .. .:... .
: .: . ..:. . ..,. ...... ,
;Aiir.�uf::.: .149�:.:. 199i" ..
MSP 4071 2228
Airlake � 5 0
Anoka � 1 3
Crystal 1 2
Flying Qoud 32 9
Lake Elmo 0 0
S� Paul 14 6
IVfisc. 0 4
;.. ..:...:.. .,, .:.:::::::.. :;:, . .:.... ,..:.:. ....:.. - : :. :..� -:..... : :.. .
���:���: �. �`� ..:�€�45; .. : :..:: _2252: .
Table 4: AUGUST OPERATIONS SUMMARY - AIRPORT DIRECTOR'S OFFICE
,
AUGUST 1993 COMPLAINT S
MSP COMPI.AINTS BY CITY
Afton
Arden Hills
Apple Valley
Bloominguyn
Burnsville
Cottage Grave
Deephaven
Eagan
Fdiaa
Eden Prairie
Hopkins
Inver Crrove Heights
Mapl�ewoai
Nfrnmds vew
Meadota i%ig,�is
Ivfinn,eapolis
Miuu�ton�ca
Plymouth
Richfieid
Roseville
St. Anthony
S� Lauis Parlc
St. Paul
Sunfish Lake
1
1
�
4
5
0
V
44
2
4
1
24
0
1
12
291
3
2
3
0
1
12
116
U
TIME OF DAY
OO:QO - 05:59
06:Q0 - 06;59
07:{}0 - Il:S9
12:OQ -15:59
16:00 -19:59
20:00 - 2i:59
22:00 - 22:59
23:OQ - 23.59
60
88
s�
272
S29
333
232
72
0 1
0 1
3 3
31 35
3'7 42
i i
1 1
2i4 25&
38 40
$ 12
0 1
2t34 2?�t
0 0
z z
114 125
854 1145
8 31
13 15
i30 133
3 3
5 6
14 26
25 141
3 3
�
. .; .;.
; :: : :::�:: .:
:.;.:;:<�.
; ...: . .
:::.. ... :
:..::..: ::.::.::.. .: �r:�:.:..: .:.., :
...: .,.,.
..::.: ,. .
:>::. . :...
....:.:..::....:.:: :.::::. ... ::.: �.; :..:, . :.:.,::: :.:: ,:,:.. .:.. ,.:..
.�
NATURE OF COMPLAIN7
:.F:, :'%:; �
}::'y.:.:y� r^j�} '�t� �t
x�"��.�' '.1.!:'.`"` �
......... ... ..... {�lZi;+i::�.-. _ ?e��eY}ii.VYii
Excessive Nc�sse
�yn�
.� ��
5tructural Disturbanoe
HelicoPoer
Gram�d Noise
FnBi� Rvu•uP
�1�Y
1
0.0°la
Q.a%p
0.2%
1.6%
1.9%
{%.V %4
0.0%
l I.6%a
1.8%
0.5°l0
O.V /0
i0.0%
0.0%
O.V70
5.7%
51.3%a
QS%
0.7%
6.0°l0
0.2%
0.3%
12%
6.3°%
QZ%
Metrapolitan Airports Commissian �
r
.
I2unway LTse Report - All Operations
Ruuway
�..�
04
iIL
11R
22
29L
29R
TpTAL ARR.
04
11L
11R
22
29L
29R
TUTAL DEP..
Friday, Septembar 24, 1993
Far August,1993
Arr/Dep
A
A
A
A
A
A
Connt
��
331
3498
3433
318
�569
4130
16,279
133
3582
3828
6b3
3606
3695
15.607
Percentage
��
a
.. .. ':: �,�� +
� Metropolitan Airports Commission
►
, _
Runway Use Report Jet Only
Runway
oa
11L
11R
22
29L
29R
TOTAL ARR.
04
11L
11R
22
29L
29R
TOTAL DEP.
Fr �
For August, 1993
Arr/Dep
��
A
A
A
A
A
Friday, September 24, 1993 �
Count
-
2036
2269
170
3043
2359
10,080
8
2062
2676
386
2354
1724
9,210
Pereentage
��
: z:o�
�
. ..20;2a
�
�
■
0
�..
` t� UG UST 1993 AN�'1MS Runway iJse neport - A11 t�perations{�Iighttime}
C:ROSS'IC)WN
lfi.�5% � n
11 L 22
3.9%
10
5.7%
33
7.8°l,
20
�
�R
71.8%
1$3
, Metropolitan Airports Gommission
. '
� -
Runway Use Report Nighttime - All O�per�tions
Runway
.�._.�...�.
04
i1L
11R
22
29L
29R
T4TAL ARR.
04
11L
IlR
22
29L
29R
TOTAL DEP.
For August,1993
ArrlDep
��
A
A
A
A
A
A
Caant
��
296
2
39
33
45I
15
580
IO
4
179
20
34
3
255
Per�entage
#Data Missing From August 31st Due Ta Corrupt Data File
�
Friday, September 24, 1993
Y
Y
r
✓
,� .
.
AUGUST 1993 ANOMS Runway use Iteport • Nighttime Jet Unly
� cxc��.�iY�wtv
18.3% �
�
11 L �2
49�1
I�
74.2%
89
0
,
� Metropolitan Airports Commission
- ' -
Runway Use Report lrl�ighttime Jet
Runway
��
04
11L
IIR
22
29L
24R
TQTAL ARR.
04
lIL
lIR
22
29L
29R
T4TAL DEP.
For August,1993
Arr@ep
��
A
A
A
A
A -
A
Conn#
�.
29
1
20
27
312
7
39G
1
2
87
8
22
0
1?A
Percentage
'"Data Missing Frnm August 31st Due To Corrupt Data File
Friday, September 24, 1993
; Only
Metropolitan Airports Commission
Jet Carrier Operations By Type
August;1993
Aircraft Type Count Percentage
B747
B74F
DC10
1�ID 11
L1011
DC87
B757
B767
EA32
B733
FK10
1�ID80
I�ID88
1�ID87
FK10
DC8
DC86
DC8S
B707
B727
DC9
B737
B73S
FK28
Total
Friday, August 20, 1993
179
44
794
7
12
3
1618
1
1770
428
350
1181
144
1
370
�
5
60
42
4218
6891
210
713
66
0.9
0.2
4.1
0.0
0.1
0.0
8.4
0.0
9.2
2.2
1.8
6.2
0.8
0.0
1.9
0.4
0.0
0.3
0.2
22.1
35.9
1.3
3.7
03
35.8% Stage 3
642% Stage 2
.� .
, MetropoEitan Airports Gommission
,. .
. Nighttime Clperations For August,1993 {22:30 ta 06: �OL)
DATETIfV� �.� � ADFLAG RUNWAY
osro1�3 o:a�:o6 s�2� n iiR �
48/t}it'93 F:44:19 t.TNE�t A 29L �
08/Ol/93 2:27:44 IvIDll D liR �
08!'Ol/93 3:38:02 LTNKN A 29L I
0810i1'93 4:25:37 BEi8 D lilt �
Q8/Ol/'93 4:38:4? B727 A 29L �
O8/pl/'93 5:04:12 CV58 D 11R I
" 08101i93 5:06:33 B727 D IiR �
0&l41P93 5:14:53 C4(?2 .. A 11R '(
�
{}81D2193 23:OQ:4b 8727 D 29L �
08tO1193 23:p2;24 8727 .. A 29L (
08/Ol/93 23:11:10 Ivm80 A 29L , i
48�2193 23.I3:33 DCiO A 29L ��
08I01/93 23:15.21 B73S A 2gL ��
08/Ol/93 23:21:01 8727 A 29L � ,�
0810IJ93 23:31:59 B73S D 11R � •
08I01/93 23:3d:42 B737 A 29L �
• 08I�1/I3 23:39:30 B727 A 29L �
08A1A3 23:41:Q2 8727 A 24L �
08I01/93 23:4'7:19 8727 A. 29L �
Table 1: S6aded Areas Indicate Half-Hpur Shoulder Bcfo�+e & After Nghttime Hours
Thursday, September 23, 1993
Metrqpolitan Airpo�ts Commission
' i
0
i � t !
08J!'�}}i193 23:�3:58
08/01193 23:ST.58
08tOiN3 23:5$:15
08l02,193 0:16:4b
0$J02,�}3 d:21:27
08/021'93 0:40:18
U8lOZ/93 0:52:4Q
08J02l93 1:16:57
OS/02/93 1:55:33
4&142193 2:fl6:17
08/0?J33 2:OT.40
0$/02/93 2:18:28
48/U2N3 2:21:58
0$l02J93 4:58:4i
0$t02193 5:11:46
0$!42/'�3 5.53:18
08/�?,193 5:56:25
. �`�l� � 1
TYPE
.�..�.�
B747
DC9
B73S
8727
DC8S
DC9
B73S
[TNKN
BE18
B757
BEi8
BE18
LJI�Ifl�t
874�
C208
B7S7 �
B757
ADFLAG i RLTNWAY
29L
29L
29L
29L
29L
11R
29L
I1R
29L
29L
11R
29L
29L
29L
29R
11R
29L
Tabte 1: S6aded A,reas Indicate Naif-Hour 5houlder Before & Aftar Night#ime Hours
Thursday, September 23, i 993
A
F♦ �
❑
; Metropolitan Airports Commission
. _
D�� `��r ADFLAG RUNWAY I
:. .:..: .;..,. :: �:: � .; .. ; :... .. .. : .:. ... . >. ; :... . : <:. .....:. . _. : . . .. ...... : .:.
:i381U�33'�'.2:�8:3�': ; `, .. ..;#'i2'F' , , � .A .:.: :.:. 29�;::' ; �
.: ::..:...:...:.::...:.. .. :::... :.. ;:. .:. �. :
, : ..:. ., ..: .:.......: :::....:.. . :....: :... :.... .: :.::. :,..:.:.:...... ...: . ; .:.
.:::. :: ..::. :.... .:.. . .: �: : :.: :.:; :c :....: :. , ,,.:.:.>.... ::..::.... .: .:.... .:...:.:.: .� .... :.:.::::; .,:.:::......:..;. _...... .:..:..;3.::.
. . ..
'.
t}81�32153 �2:49�;�7; .:: :: '.:..`. :.�Fs��:. � : A, .••.:. : :. r: :?�L> ,,
:.: ...: :.,.:.,:: :._....:.;.. ,:;., :.....::..... : :::::::.: :......:.,:: :..::.:::. ;...:....:. .. ... . ... .,.:;.:: : ;::.:;:;::.:::::;.;:;: .:. ...;;;:
... ;...._.
I?Sm2�:;2�>52>�}7`> ;:: ::H7s,''�..�` > : : ,A.. ���:: ` ` ?. �. :�
:::
....:..... . ....: :....:: ....: :.:: :.:�.:.:.:.::.. :. .::..... ,.:..:: :. . .. . .�. ..
. ;:
.. ... :....:::..:. . ...::..: :..::.:::.::..... . ... : .... ::E:;
...: .. ::. _ ..... .... ...::.... . .:..: .: :.::.�::.. .:::. :::.:.:...... .:; ::.:.:,..:: -..: .... ....., ..:.,:........ .: .. ...... . .::..
....:. .. .
.
< , .. • •.:.. �.
...... :481�2�33:Zi:�3:�G :: . :: :::. :... .�°s�`:' ... .. ..:' `.. .. :.:� . . ... ' ' �" •�:.
.:
;�
....- . . .... :..:...:: . . :.:.... ..::��:
..:..:..:::::::.: ,: ...,:::: :;.,..: ..;;... : . .... : ::.....:. .::::: >.:: ;::.:..: .. ,. ,.. . .. .:: . . .:... .. ... ;.... ..: .:.:....,.. .. ....€
� °�8l��33'>2�:�9:db�� : : ?87�'I` ` A:. ��> ; : ;29I.. .
. ... .; . .: :..:.. :.:.. :.:. :....::.:.;:.:::....:... ..: : • :. :
;.;
: : :.:::..: .;. ..... .�:
::::::.::....... :.:... ::..::::. .....:...:::..:.. ..: :. : :
08/02I93 23:0927 B73S A � 29L I
08/�02I93 23:14:16 B727 A f 29L I
08/02�93 23:16:00 B73S D I 29L I
08/n2/'93 23:22:20 B727 A I 29L I
08/02�93 2322:58 UNKN D l 29L
08/04/93 1:55:27 MU2 A � 29L I
08/04/'93 2:04:08 SW4 A I 29L I
08/04/93 2:04:18 MLJ2 D , 11R
08/04�93 2:29:11 BE18 A � 29L �
08/04/93 2:31:32 BE18 A I 29L I
08/04/93 2:33:16 SW3 A � 29L I
08/04/93 4:31:36 B727 A I 29L I
08/04/'93 4:34:51 B757 A I 29L I
08/04/'93 4:42:45 B727 A � 29L I
08/04P93 4:53:50 B727 A I 29L I
08/04/93 5:02:37 SW4 A , 29L I
" 08/04/I3 5:22:51 DC8S A I 29L I
08I'�4I'93 5:25:44 DC10 A l 29L I
08I�U4N3 5:28:55 B727 D 1 11R I
08/04/'93 5:30:02 DC8 A � 29L
08I�Q4/93 5:36:36 BE80 A � 11R I� I
08/04/93 5:52:44 B757 A I 29L I
08I04/93 5:59:09 B727 A � 29L I
;:>,:<::»:.t.;::; . ........ :;>K�:�'..: ....
.:.�::::.,:.;�.;>�::...::::::::: ........... :.
.,.......
. .... :..:..:.. .. : ::...,::
... .. .
;::: .;.;�><�:�i:,��> : �' :: ;.:.::,:>. :B�+t3�; �:.:'�i;;�,. . . .:..,2�,.:..
., ;...
:.:. : . .: .::. <. :: ::
.. ..:. . . .>. .. : <. �..:... .
: .... ,
; :::.:�n
: ..�.,>
.... .... ... ........... . :,.. : <�
.;;;
:f°.
..........:::.................:::::.:::.::::::::: ::,:........ .,. .. .. . . : .. .;; ::.::::.
.. .. :.::.....,.,.,.,,:.::.:::.::.:::.. .,..:.:.:::::::.�::, ::,:.::::::::.#'
:::::::.:::...<.;:;::�y<:y,v���::::::.;�:.::::.�:::::::.; :. ..... . .....,... .
.::.....::.:�.�oA
'��R7+7�.",. `�....::::...'��:. : : ,./Tai/Ot7: ..,.�:;%5;;�::v.w.:::; .::f:
.. .:. • . . . .: :
�. : . ���� ` '° � ' t'•'' 'y
, .
s•
..... �,.: .. : �� :: . . ....... .. . . .. .,-...
.
;:
: . .
......... ...:..:.:: ::,.: •:,:::� :: ::. .:. :.::::.•::::. ' . ' .. ' •�' '
<+
: y.:i: :':`
. .:.. ....:.�...,:
.
.. :::..u: ::......... :........ . .;o:... • . :....:: .: �: ..: �::....
.......:: :::::.:: ..:. :.: ... . . .. .. .. .
;?:�":`::::?:..p':�::.:'�`:<�::y:.�::.:::'t:.:;.:,:�:..t:�6/:�:' ..::::::.. .::::�:.:::..:.:::.�}:}:p:.�..:::...:. ,.:'::.:::.::::.::.�:.,.::::�:::f.:.:•::'. :.....::...:.:.:'.:.:::.:.'::...:•:.::::..
:. .:�VF.i .MF.7�7;':�i�i'kiA: . ,. f � .:�i�iit:' . .,.:�; `'' . .::.�:•
•
.. :. _.
. .:: :.: : :.. ... :.. . . ...::.: �
..
.;
..:•: :.. ;..::: �..::. ;.....::.;;:::.. .. . �..: :,;:,.; : .....:: ::�:
,
:. . •
: . ' .:• .... �t'
.. .::: :
•.: . . :.,v... . ... �::�"' . . .....�.;•,-.. :x.:.v: �Y
... ..::.....::v..... ...::v vy':y.:::.:::::...iv::.:i.:::i.:.:.
Table 1: Shaded Areas Indicate Half-Hour Shoulder Befoie & Afta� Nighttime How
Thursday, September 23, 1993 �
�
�
� I
' I
Me#ropalitan Airports Commission
OSK]4�93 23�00:44
Q&1tkt193 Z3:U1:49
0$/U4�'93 23:II:33
08Iq4193 23:17:16
(1RAldA� ��•2�•ltl
Tabte l: Shaded Areas Indicate Hatf-Hour Sttoulder Before & After Nighttime Hour�
Thursday, September 23, 1993
�Metropolitan ;4irports Commissian
. _
0
. �
DATETIIt'1E `�.I.�r ADFLAG RUNWAY
08/04/93 23:23:13 SW3 ' D 11R �
08/04/93 23:24:09 [JNKN D 11R �
Q81tk1193 23:29:24 B73S A 29L 4
08/04I'93 23:31:44 B737 A 29L (
08N4!"93 23:48:38 B727 A 29L I
08l041'93 23:54: t7 B727 A 29L I
08/OS/93 0:23:38 B727 D 11R �
08/OS/93 0:29:45 SW4 D 11R
48145f93 � 0:43:53 SW4 A 24L 1
08/05/'93 1:55:59 BE18 A 29L I
OS/OSI'93 1:56:19 SW4 • A 11R
0&145193 1:58:54 $El$ A 24L
08/OS/'93 2:20:20 SW3 A 29L
08/OS!'93 2:22:25 MU2 A 29L
U&105t93 2.32:15 MtJ2 D 11R
08/05I93 3:44:44 UrII�T D 11R
081C)5/93 4:2"7:02 B757 � A 29L
481Q5/'93 4:32:43 8727 A • 29L
08/05I93 4:54.20 B727 A 29L
08/05193 4:59;25 H727 A 29L
U8fQ5/"9'3 5:22:55 8T27 D IlR
08I�05/g3 5:30:39 DC10 A 29L
08/�D5/93 5:34:05 DC8S A 29L
48t�5(93 5:34:35 8727 D 32R
08/05/93 5:37:24 DCS A 29L i
081�5193 5:59:50 8727 D 22 ,
•. ••;•;-1FHc�w+iY.M:.:M4.v.�!�IMY.•- --.-:.. �:+ .:"M•M1�Ii7.V.i:?:•i';:. .:#:I,.;.';i::L:Y :+;F'k<
. n.s}:�i:: � :: ........... ::..v . .
, :::i{:
�"�i�"iiii: n: :.ij4..'�:..; {.:..: . �.y?]i.
:::��M1:
in��:�.::...•
ii��:�•e:..; : ;..:: �:5;:� }::
Table l: Siiadtd Area� indicate Half-Hour Shoulder Befora & After Nighttima Ho�
Thursday, September 23, 1993 �
�
Metropolitan Airports Commission
DATETIlI�IE `�.� ADFLAG RUNWAY
..........:. :.. .. . .. . .,. . . . ...:. . . ..
, : .....
. .. . {?8�5E9��:fi:iD;25 ; :: :.�tT32`. ',. : :' :. ::�:: Z2..:. . .
. :::: : . .....::..:........: .:...: . .:. .: ..:...:: ;.::.:....:.::. . :....:.: ....:.::.:.:..:.. :... ,
� .:..:
.
.... . . . . . , .
�81Cis�J9�•:�t1.3�': : . :��:. ': "��� ... ; " ;2i°
.:.....::::..:.. ...... ..... :.::.. . ,..: .....:: :..........:.......... .. :...........: _::.. ..;:: :...
:.... ..:
.. .. .
..
�81�S�19�::E:1�:a�:. :89.3��� �.� �; ` ;?��
.... _. . :> .......::. ........:... ., ..::::..:..:.:............_:: .:::::..:::.. _::
... .... ..... ...
...:...::::...: ..... ...:..:....
08l05�9."��:.f:�:3<2�: ` i3�1:'.. A.. '291�
.:.::....`..� ..:...:.:.:::::,.,::<:,:;.:::::.... _::..:..::::.. ;::...::.::....::.::...,-.....:.:.:.......
.: :. .. ..: . . . .:: .... ..
:. '��J43:��;i:�i'.If< : ::8:72'7� . � A; 29i:;.
:::.:..:..:.:. ..........:... ...:.:..:.:: .... .:. ...
.. . . . ..... . ..
....: :. :: : . .........:....: ,::.::.. .......:: .: .::::: .....
. . .... ..... .......... :
:..:: -.:.:� :.:.:: ...:.........
:... ': ; : ::: .... .. .
�OSI�''3'� b::��1;�15> : H3�7� � .:�< �; .
....... ......... .. .........::.......:.....: :....: .
:......::>:>. .:.:•;:::.,:.::::.::� .:..:...::... ......:.......... ,.:..:..:....:.:::....:.:......
. . ... , . ... ,. ::.:....:..:::. :....: .
: : ...
°��f0�3::-.S:�tI:�6>..... ;�:727� ., ; ;;>:;. :�>. :: :: : ;��:.
:::.:.::...,::.;::..::..>..� ::::.......:.:..:::::.: :...:.......::: ..:.:::�.:....:.: :.__:.;::::::.::::;;:::;:.:.,:: :.;:.: ::::::::;::-:::::;::::::;:::
�: `081051��. �::b;3�>24'. .. ' '�U$� : < �<. s.D::.,.��� :': : :�€:
:..::::.: .:::.., _<.:<....;..,,:;:..:.:.......: ,....::...::...,:.... .....:::::. :..::::::::.....,....::..:.:..:...: :: .::. :. .:........
: ..:...
.:.'�l8(USf93>:��>�>�4; � :. �;:B�S?' > < ::�:.:. .: .2�.;: _.,::
:;,.:.....::,:::::::::;;;- ..� .::::::::.:::.:::.::::::..::.::.;..:.:.�::::.::::.:.:.. :..:...:...,.::::.:::::;.:-:;....: :.:::.:. ... .
:.:. .....:.: ::..:.
' ��8�5l93:;:5>ZS:26:: :, :: ;8T3S[ ':,.<. �:::�1::::: .::�<� :. ;; .�gR. ..
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08/OS/93 23:00:06 DC'9 D 29L
08NSN3 23:01:43 DC9 A 29L
08IUSN3 23:04:43 IvII)80 A 29L •
08IOSN3 23:13:44 C310 D 04
08105/93 23:16:09 B73S A 29L
08/OS/93 23:18:05 B727 A 29L
08JUSI93 23:20:15 B727 A 29L
08I05/93 23:23:54 SW3 D 29L
Table 1: S6aded Areas Iudicate Half-Hour ShoWder Before & Aker Nighttime Houro
Thursday, September 23, 1993
�
�
"Metropolitan Airports Cammission
DATETIME ( AIlt� FT I ADFLAG � RUTVWAY
08lOS!'93 23:2ti:28 B727 A 29L ,
081U5/93 23:38:36 8727 A 29L �
08�+05/93 23:44:29 UNKN D 29L �
08i051'93 23;4&:37 B727 A 29L �
08/q5l93 23:49:55 B737 A 29L �
OS/�QSN3 23:59:15 8727 A 24L �
08l061'93 O:U0:13 B73S D liR I
' 08106!'93 0:0$:33 DC8 A 29L �
� 08/06/93 0:20:06 SW4 D 11R � .
Q8iCi6193 0:28:24 B727 , D 11R ` .
08/d6193 0:35:53 B73S A 29L �
08/06/93 0:41:51 B727 A 29L �
Q8lflfif93 4:53:27 SW4 A 29L �
08/06/93 1:15:55 UNKN D 11R �
08/OG/93 1:39:48 LTNKN A 29L . �
08i{}6i931:41:3b SW4 A 29L �
d8/UG/93I:47:52 LdNKN A 29L �
08/(16/'9� 1:57:34 MUL A 29L '�
08106�'931:58:35 MU2 D 12R I
, 08jC3G�33 2;33:37 SW3 A 29L f
' 08/a6/'93 3:42:44 DA02 A 29L �
48/tkSt'93 3:49.2a tJNi�T D 11R (
0810N6G193 3:57:47 DA82 D 11R �
08/OGN'3 4:44:49 B727 A 29L �
Q8/�G�I3 4:48:2T 872T A 29L .�
08/OG/4:3 4;53:33 B�Z7 A 29L � �
08/U4193 S:10:p7 B757 A 29L '�
Q$(tK/�'3 5:21:34 B727 D iiR �
08106/9'3 5:33:00 DC8S A 29L �
08I�06J93 S:S1:32 DC8 A 29L �
08(4G/93 5:53:51 B?5? A 29L I
I
Tabie 1: Shaded Arcas Indicatc Haif-Hour ShouIder Before & At#er Nighttinne Hours
Thursday, September 23, 1993 �
Metropolitan Airports Commissian
08/06/93 5:57:00
08IO1S193 23:W:19
08I06/93 23:p2: �5
Q8�06193 23:Q2:50
08I06193 23:13:22
08I06I93 23:15:23
08�C16193 23:18:�5
nR��a� 2a•2R•��
OS/p6ry3 23:35:54 I UNKN I D I 11R
Table l: S6aded Areaa Indicate Half Flour Shautder Befo� & After Nghttimc �iaurs
Thursday, September 23, 1993
0
u
'Metropolitan Airports Commission
. _ , �
DATETIME '��r ADFLAG RLJNWAY
08/06/93 23:38:54 FK27 � A 22
08/06/93 23:4731 B737 A 29L
08/06/93 23:52:25 B73S A 29L
08/07/93 0:06:19 B727 A 29L
08/07/93 0:07:12 B727 A 29L
08/07/93 4:52:41 B727 A 29L
08/07/93 4:53:58 B727 A 29L
08/07/93 5:01:44 B757 A 29L
08/07/93 5:08:09 B727 A 29L
08/07/93 5:18:13 B727 D 11R
08/07/93 5:31:57 DC8 A 29L
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08/07I'93 23:O1:7A B73S D 11R
08I07/93 23:02:53 [JNIQ�1 D 11R
Table 1: Shaded Area� Indicate Half-Hour Shoulder Before & Afta Nighttime 1
Thursday, September 23, 1993
Metropolitan �Airparts Commission
w• � �
0$/{}7l93 23:07:12
08/n7/93 23:09:02
48/b7/93 23:10:34
48J07193 23:24:23
08/07!'93 23:29:59
08t07N3 23:30.34
481D7t'93 23:31:37
08J07193 23:3'7:57
08t07N3 23:52:04
U&tr?7�93 23:52:23
08/0$J93 0:41:26
08/08/93 0:59:58
48/48l�'3 1:23:19
a8ros� i:a�:s�
08f08/93 1:33:29
Q8l08/'93 1:49.51
08/08/93 1:5322
08/08/93 4:45:4b
Q8(Q8J93 4:57:55
AIltCRAFT
TYPE
.�.�.
B�3S '
SW4
BEl&
8727
IJNKlv
B737
UNKN
B757
UNKN
B'l27
1�ID11
. UDTKN
�
G3
E�2
UNKN
NIDIl
8727
� 8747
ADFZACir f RUNWAY
29L
29L
11R
29R
11R
29R
11R
29L
11R
29L
29L
04
29R
liR
11L
llR
11R
22
24L
Tabte L' Shaded Areas Indicate iial#•Hour Shoatder Befo� & After Ni�httime Rours
Thursday, September 23, 1993
��
Metropolitan Airpo�ts Commission
DATF.TIIVIE
08/08/93 23:03:00
08/08/'93 23:06:08
08I08/93 23:0724
08/08/93 23:07:31
08/U8N3 23:17:38
08/08N3 23:22:00
08108I'93 23:4523
08ID8I93 23:5121
08I08/93 23:52:12
08/09/93 1:13:34
08/09/'93 1:33:10
08/09/93 1:44:25
08/09/93 2:07:01
08/09/93 2:34:20
08/09/'93 2:53:41
08/b9/I3 3:51:14
08/09/'93 5:08:37
08/09/93 5:38:27
08I09/93 5:44:04
081b9/93 5:55:35
Agtcx�r
TYPE
��
DC9
B73S
DC9
IvID80
B727
B73S
B737
B727
B727
BE18
BE18
BE18
BE18
B73S
FAi2
dC9
C208
B747
B757
B757
ADFLAG
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RUNWAY
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11R
11R '
11R
11R
11R
11R
22
11R
22
29L
29L
11R
11R
04
04
04
04
29L
29L
11R
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Table 1: Shaded Areas Indicate Half-Hour Shoulder BefoR & After NiPhttime Hours
Thursday, September 23, 1993 �
�
j
�
Metropolitan Airports Commission
�
�
DATETIlI� ��r ADFLAG RLINWAY
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081D9/93 23.05:18 B73S A 29L '
08109/'93 23:12:23 B727 A 29L
68IqS►!93 23:16:54 B727 A 29L
081t19143 23:18:15 B73S D 29L
081U9A3 23;19:10 B727 A 29L
08109/93 23:28:33 B757 A 29L
0&�C}9�J3 23:3fl:12 SW3 D 21R
08N9A3 23:38:57 B73S A 29L
08I09I93 23:41:36 8737 " A 29L •
08/09/93 23:46:1$ � 8727 A 29L -
08/1W�'3 0:20.26 1�ID80 A 29L
08/1W93 0:22:I0 B727 D 11R
8&l10,�3 0:34:0$ SW4 D 21R
08/lU/'�3 O:a9:46 B727 A 29L
08110P93 O:SS:24 B727 A' 29L
Tabie 1: Shaded Areas Indicate Half-Hour Shonider Befo� 8c Ah� Nighttime Baurs
Thursday, September 23, 1993
'Metropolitan Airports Commissian
DPirETII� �. �� ADFLAG RiJNWAY I
OS/10/93 0:57:37 SW4 � A 29L
08/10/93 1:0$29 LJNKN D 11R
08/30J93 1:16:59 iJ�I+iKN A 24L 1
08/10/93 1:34:53 iJNKN A 29L �
08/10/'93 1:42:03 BE18 A 29L
Q8l101931:51:23 I�it32 A 29L
08/10/93 2:05:24 MUZ D 11R
08/10/93 2:12:56 SW4 A 29L
08110193 2:20:57 SW3 A 24L
0&/1Q/93 2:22:37 BE18 D 11R
08/10/'93 4:30:36 • B757 A 29L
08110143 4:35:24 • B727 A 29L
08/10/93 4:46:03 B727 A 29L
08/10!'93 4:52:06 B727 A 29L
0811Q193 4:5$:Ql DC8S A 24L '
08/l0l'93 5:29:31 DC8 A 29L
U8/10/93 5:36:35 B727 . D 29L
�8li41g3 5:38SQ DC8S A 24L
08/l0l'93 5:39:45 DC10 A 29L
08/10J'93 5:40:24 B757 A 29L
08l1OP93 5:57:i5 B757 A 29L
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Tabte 1: Sbaded Areas Indicatc Half-Hour Shoulder Befoie & After NiPhttiara Hi
Thursday, September 23, i 9�3
Metropolitan Airports Gommission
a
D'�TET� �.�.�r ADFL�4G RUNWAY
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08/10193 23:10:04 B727 A 29L
08/10/93 23:11:55 B73S D 29L
08/10193 23:15:29 B727 A 29L
08/10/93 23:17:15 B73S A � 29L
08/1OP93 23:23:19 SW3 D 11R
08/1OP93 23:48:47 B73S A 29L
08/10/93 23:52:07 B727 A 29L
08/10193 23:55:54 B737 A 29L
08/11/93 0:?A:37 B727 D 11R
08/il/93 0:39:55 SW4 A 11R
08/11/93 0:52:49 SW4 A 29L
08/11/931:09:55 iJNKN A 29L
• 08/11/931:32:37 LTNIIN D 11R
08/ii/931:51:37 BE18 A 29L
08/11/931:52:58 MU2 A 29L
08/11/93 2:02:36 MLJ2 D 11R
08/11/93 2:04:0'7 SW4 A 11R
Tabte 1: Shaded Area� Indicate Half-Hour Shoutder Before & After Night6me Hours
Thursday, September 23, 1993
�Metropolitan Airports Commission
'i:i:i'':':'i:
i'i'i''«iiw
DATETIIVIE
�08/11/93 2:15:56
08/11/93 2:19:02
08/11/93 4:27:05
08/11/93 4:55:02
08/11/93 5:13:43
08/11/93 5:15:17
08/11/93 5:18:09
08/11/93 5:22:11
08/11/93 529:43
08/11/93 5:52:42
08/11/93 5:56:46
08/11/93 5:58:00
08/11/93 5:59:39
: ����:fr�l;���:
��r ADFLAG RUNWAY
TYPE
UNi�T A 29L
BE18 D 11R
B727 A 29L
B727 A 29L
SW4 A 29L
B72� D 11R
B727 � A 29L •
B727 D 11R
DC8 A 29L
B757 A• 29R
DC8S A 29R
DC10 A 2gR
B757 A 29R
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Table 1: Shaded Anas Indicate Half-Hour ShoWder Before & After Nighttime Hours
Thursday, September 23, 1993
i
. �
,
Metrapolitan Airports Commissian
DAI'EIZME � � ADFLAG
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0812i/93 23:Of}:i9 B757 D IIR
08/11/93 23:01:39 EA32 D 11R
08/i1193 23.02:31 L188 D 11R
08112193 23:45:29 B737 D liR
08/11�'93 23:10:58 SW3 D 11R
O8l11/93 23:12:39 B73S A lIR
0$!i l!'93 23:22:11 B727 A 29L
08/lllg3 23:36:25 B737 A 29L �
08/IlA3 23:41:47 B73S A 29L
08(11193 23:45:05 8727 A 29L
08J12J'93 O:p5:41 F..�i2 A 29L
08/i2193 0:31:3d B727 A 29L
08112/43 Q:39:44 SW4 A 29L
08/12l93 0:46:06 B727 A 29L
08/I2J'93 0:56:49 B727 D 21R
48/i7/"931:47:33 SW4 D 12R
08/1?�'931:13:32 BE18 A 29L
08/12j93 2:22:25 BEIB A 29L
Q8l22(93 1:38:57 � BE28 D 11R �
08/12,I'93 1;56:54 SW4 A 29L
osn�3 z:xi:o� � � iiR
4$l12f93 2:35:01 MU2 A 29L
08/12/'93 2;35:59 SW3 A 29L
08/121'93 4:2$:21 B727 A 29L
Table 3: Si�aded Artas iadicate Half-Hour S6outder Before & After Nighttime Haurs
Thursday, September 23, 1993
�
0
' Metropolitan Airports Commission
, DATETII�'IE �.� ADFLAG RUNWAY
08/12/93 4:45:36 B727 A 29L ,�
08/1?,�93 4:57:38 B727 A 29L I
08/12/'93 5:02:15 B757 A 29L I
08/12/93 5:02:19 B727 A 29L
08/12193 5:1821 B727 A 29L I
08/12�'93 5:20:06 DC8 A 29L I
08/12P93 526:05 DC10 A 29L I
� 08/12193 5:27:43 SW4 A 29L I
' 08/12/93 5:31:59 B727' D 11R I
08/12/93 5:41:4b DCBS , A • 29L I
08/12/93 5:44:43 B757 A 29L
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Table 1: Shaded Mea� Indicate Half-Hour Shoulder Beforc & Aftv Nighttime H
Thursday, September 23, 1993 � !
Metropolitan Airports Commission
DATETIME �.I.�,�r ADFI,AG RiJNWAY
:.. :: . .., ,... ..::. . .
�ii`� � 3�,4�::;;::::. .: 8'i2? . �i ,.,.:`: : s:::;2�>:;'>.: •
.>::: ;.::.:<:>:. .,:.;:_::: ::>:: : :::�:;;:<...<;.;.:: �, < :.::....: ::::�_:::::>::;::;:>: _:: .:-::.:.: ::.:::.::�;:::>::�::_..:.::.,..._
.
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_ �: �it�f'1::4f.`►«�,<?G,li'i,J�:t7;:;:E;"? ? , ..,
08/12/93 23:41:43 EA32 A 29L
OS/12/93 23:04:01 IvID84 A 29L
08/12/93 23:C16:54 DC9 A 29L
08112193 23:12:48 NID80 A 29L
48/12�'93 23:14:18 8727 A 29L
08/12/93 23:16:39 B737 A 29L
0$JI2193 23:23:23 LI88 D 29L
OSl12/93 23:25:06 B727 A 29L
08/12�/93 23:2$:04 � B727 A 29L
081121'93 23:32:33 SW3 D 29L
08/12Ig3 23:37:38 [JNKN D 29L
08/12/93 23:39:49 B72'7 A 29L
48112l93 23:43:59 B727 A 29L
08/12N3 23:44:56 DC9 D 29L
08/12/93 23:47:10 B727 A 29L
081I3193 O:t}2:56 B73S A 29L
08/13/'93 O:Q4:05 B737 A 29L .
08/13/'93 0:13:36 B727 D 29L
08113N3 0:22:i3 SW4 D 29L
08/13P93 0:28:35 DC8S A 29L
08/13/93 0:52:08 SW4 A 29L
08/231931.24:?S DC8S U 29L
08/13/93 1:3$:51 BE18 A 29L
08/13/93 1:48:44 MiJ2 A 29L
T8b18 l: 3haded Areas Indirste Haif-Naur Shautder Before & Aftc Nighttima Hours
Thursday, September 23, 1993
�
.
* Metropalitan Airports Commission
�r : ��M��,� ,
08i13193 1:51;08
d8/13193 1:59;43
OS/13/93 2:01:19
08Ji3193 2:3Q:32
08/13193 2:33:44
08/13i93 4:31:02
08113193 4:32:49
OS/13/93 4.48.32
08/13/93 5:43:42
08i23193 5:19:23
OSI13/93 S:Z1:I6
08/13/93 5:48:25
oa�r�� s:s�:a�
08/13/93 5:52:29
08/13/93 5:53:50
Q8i13/93 5:56:32
d8/13193 5:57:I7
AIltC'RAFz'
TYPE
.�..
$El$
SW4
MiJ2
BE18
SW3
875'7
B721
8727
B727
SW4
B727
$727
MI?li
DC8S
B757
DC$
B�S�
ADFLAG I RUIVWAY
29L
29L
11R
11R
29L
29L
29L
29L
29L
IlR
11R
29L
24L
29L
29L
29L
29L
i`8 ble 1: Shaded Areas Indica#e Half-Hour Shoulder Before & After Nighttime Hours
Thursday, September 23, 1993
��
Metropoli#an Airports Gommission `.
DATETIlI�E
�8�1'3�:22,3���
' t}8Zi31��2�:��;;
:. €3��13�3�2�:��i=
i
08/13I93 23:03:16
08/13193 23:04:18
48113143 23:Q8:10
08/13/93 23:08:53
0$/13/93 23:22:03
Q$l13193 23:31:22
OSl13I93 23:33:04
48113J93 23:35:04
48/13143 23:45:43
08/14/93 0: W:11
48114J93 0:17:4i
0$!14/�33 1:27:29
08/1M93 4:37:33
08114!'93 4:�l0:33
Q$/iA�93 S:Q3:43
osna� s;i6:i�
08/14/93 5:30:20
Q8/1M93 5:56:42
��'� ADFLAG RUNWAY
TYPE
:.<:;;::BiS?.:'� :>:�: :;:. lIlt :., � .
:::s;.:;�i[3��;;.. ....:;_: '':: '� '';';: �?:::::;,;:. �. ; ; ....;,::':. �I:��t:.::. '�� � .
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.::. ;. ; . ....::::..
,.,.. ::m.:.; � .:.:. . , . >;:.>:,Y. ::::.:: � :. : :..:.. ... ::;:w,;::>::.' .
B737
B707
IvID84
B72�
872�
�z
B737
urrxi�r
B727
B73S
B72�
BE28
B727
B757
.B72? ,
sn�
DC8
B757
.. ;:*'l2�Cz::
. �:�::: '1�R ""
.,. . fi�€ ,..
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04
lIR
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04
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24L
29L
I1R
29L
29L
11R
24L
29L
29L
29L
z�.
29L
29L
Tab[e l: Shaded Areas indicate Haif-Haur Shoutder Bcfore & Affer Nig6ttime Hours
Thursday, September 23, 1993
Metropolitan Airports Commission
DATETIIVIE
'�$��4fi�3: 6>�t�>i
��8�41'�3� .:¢:.I;I;:S
{18J}4193:: b: L�:�
:.� rtstrrero�::z:i��E
���
��'� ADFLAG RUNWAY
TYPE
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. '.�3:�� i�i. .<. 1�R'
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. :.B7�� A �:I�:.
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:. •:�iOfF'}f,.7,�,7,�<FNiw?'�>:�7Gi :;: ? .`•; �'�'i':>: ::i!�iX.f?K% `��::;::i .' �' ;:�c .p. :, !;:., 'i. ..;A�'.
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::..::.�::.:.;:_::::.::::s:;::::':;::.::';:::;.�:r;::'::::::..: ::.� :.::.:::.::::::::::;;:::::.:::::::::... ;.:::.::.:::::_::...:..:..:.:.::.;.:..;..:.:.;:::::�..::...;:�:::::.:.:�....;
:::_ ,�p�} �r�.�{ t���[�} ��n riY!et, f�
.: %ypFi��TTi,7�:L�1ri�:?:'►4!'' : ?! .iiFiS4;�_i.:i' ii :.i;. ;:�:. ':� i, ti �0� .:','�,�,44:
:::::::.:�;v¢::�;.;", l:::::::..�:::.�...�.�.R_.�..r. �:.....:.�: i:: ":'...,^:�:'.:*�:S.C::�:..:::::.:.:::; r..::,.:::.::...:;:::...:.�:::::..: i�::::.::::.�.�:ry:'•:R;:.:.:.::.:...
' ;zfVJi*t�';li,i4:�:i.:�i2:: �:::: ,: "� ;:' ::iii�.:F�' �'. .<::�: . .• :::.,'E,if :•
�. . . . :
..�? :.,..:..
•::,:•::::a::.::...::..,:. . :: .. .. . . .. :... :.:� = � : % : .
08/14�93 23:05:53 B727 A 29R
08/14P93 23:06:29 BE18 A 29L
08/14J93 23:08:51 BE18 A 29L
08/14/93 23:11:11 B73S D 11R
08/14/93 23:16:40 BE18 D 11R '
,
08/14I93 23:22:13 B73S A 29L
08/14I93 23.23:24 L1NI� D 11R •'
08/141I3 23:38:22 SW4 A 29R
08/14�93 23:41:06 C421 A 11R
osna�3 Zs:sa:oa vrrxi�r D iiR
08/14/'93 23:52:08 BE18 D 11R
08/14I93 23:59:30 UNKN D 11R
Table 1: Shaded Areas Indicate Half-Hour Shoulder Befort & After Nighttime H�
Thursday, September 23, 1993 ;
0
Metropolitan Airpo�#s Commission
Uif/iJ/yj U:U4:SS
08II5/93 O:OS:SI
Q8/15i93 4:25.28
OS/1S/93 4:53:33
08125/93 5:32:24
48l15/93 5:58:25
08/15/93 23:OR:37 DC9 A 29L
08l15I93 23:OS:34 DC9 D 29L
T�b1C 1: SI18d21� ATt8S IIICI1C8tt HBIf HOtlT SI20It7tIC1' BP.f8T2 S[ AEffi` Ni�lff�iC HOIiiS
Thursday, September 23, 1993
�
�
u
, �Metropolitan Airports Commission
DATETIIvIE
08/15I93 23:06:35
08/i5N3 23:07:46
08/15N3 23:10:44
O8/15/93 23:15:02
08/15/93 23:13:05
08/15/93 23:17:43
08/15/93 23:30:30
08/15I93 23:42:02
08/15/93 23:4j:00
08/15/93 23:47:12
08/16/93 0:4628
08/16J93 1:12:02
08/16I'93 1:25:06
08/16I'93 1:37:45
08/16d93 1:40:18
08/16J93 1:53:59
08/16/93 2:10:58
�
�
�
AIItCRAFT
��
DC9
iJNKN
B727 �
B73S
B73S
320
B737
MI�80
I)C9
B727
B727
LJNKN
CJNKN
iJNKN
IJNKN
iJNKN
iJNKN
RLJNWAY i
2��
22
29L
29L
29L
22
22
04
04
22
04
04
04
04
04
22
22
:.._..:,: : . . . ..
;;��:f;:;«' ;'.iii;�:».;»::��;:r«:�«;::»���h� ;««::»:�a»h«;;;e;(�h;.:::�:
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Table 1: Shaded Area� Indicate Half-Hour Shonlder Befo�t & After Nighttime Hc
Thursday� September 23, 1993
i,
Metrapolitan Airports Commissian
DATETAviE � �,I.�r I ADFLAG � RUNWAY
... . ::. :. .
. .:. .. . .
4:3fiEid'<::::>?: ; : ;:;>:T�:<::;:: ' ;: ',:: ::: £�.; >::_:;: : .;<;:€:;::IkR:>;
�<�� �i��:`.; :`..;.
08116�3 23:00:34 B727 A 29L
08/16�'93 23:Q1:41 B757 A 29L
08/16/93 23:02:56 FK27 A 29L
081161�3 23:04:01 B73S A 29L
08/16/93 23:06:06 B727 A 29L
08/16/93 23:Q6:51 1vID80 A 29L
08116193 23:08:44 B757 D 29L
08116i�3 23:09:45 IvID80 D 29L
08/16193 23:16:08 B727 A 29L
08lI619323:i$:38 B727 A 29L
08/16/93 23:22:11 B727 A 29L
08/16/'93 23;22:58 SW3 D 11R
08116193 23:24:I8 B73S D ilR
OS/16/93 23:40:07 B727 A 29L
08/16I93 23:52:54 B737 A 29L
08117143 0:03:?A 8737 A 29L
08/17/'93 O:Q6:24 B727 A 29L
08/17I93 0:08:18 iJriI�1 � U 11R
08/1T193 {3:i1:17 B727 A 29L
0.8/1'7/g3 0:21:13 SW4 D 11R
d8/17/93 0:3$:07 B727 D 11R
08117193 0:42:25 B727 A 29L
08/i'7/93 1:05:23 LJNKN A 29L
08/1�!'93 1:45:59 UNKN A 29L
Q8117t'931.4'T:19 LJNi�T A 29L
08/17/5�3 1:49:35 BE18 A 29L
08/1'7,P93 2:02:59 BE18 D IIR
Table l: Shaded Areas Indicate Half-flaur Shoulder Befare & After Night#ime Hours
Thursday, September 23, 1993
'Metropalitan Airparts Gommissiort
0
DATETIM:E
08/I7/93 2;05:33
08/17/'93 2:07:12
08l17193 2:48:51
OS/17/93 2:24:42
08/17/93 4:37:11
Q8111193 5:01:12
08/17l93 5:?.4:46
08/17/93 5:31:28
08117l93 5:39:47
��T
��
SW4
MiJ2
MIJ2
SW3
B727
8757
DC10
B727
8727
ti•
RiJNWAY
��
29L
11R
29L
29L
29L
29L
29L •
29L
29L
�
Tabte 1: Shaded Area� Indicate Haif-Hour Shoulder Before & After Ni�httime
Thursday, Sep#ember 23, 1993 �
s
Metrapolitan Airports Commission
DAT'ETIME �E r ADFLAG RUNWAY
�_�:<::.�.::�:� .::.... ... . .. :::..::_; _.... : . . _..:.;
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,;;. �}8t1��:Z2;�i:�::.. ;::;:_:;<>:<;�$s�:'>:;:::> :::.,`'`:,:>>:':�� :;<:<�;>�''� s>:>: �`::;:z�i�:.::.;::
::. ; �: . �.
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::� €38"1�'��'3;2�:��.�';�,,;..,.. ,;.. : _:��(�<. .. ...:,>. . ..;:�...., ..:.,.: � : �:.. 1�R.:.: .,:�.
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:;.
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:;:`_..'`�' :::;,.: `.`� ;; _;;:
��:.� 1...�..
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:::<::::; ><::::.<;: ::;::>.. _
s„„'.`:;#�$� �3�.��5$��€>:"�<::`�'':»:.��:...�.�. ..� :........ .. ...�
-' 08/17l93 23:05:43 DC9 A Q4
081i719323:47:15 EA32 D IiR
08/17/93 23:09:41 I7C9 D 11R
Q8/17/93 23:18:18 B73S D 11R
fl8CI7193 23:24:42 DC1Q A i1R
osn7As �3:Z�:o9 sws � 04
osn��s z�:2�:�a �roso A c�
osn��3 Z�:z9:os , s72� A oa
08Ii7A3 23:33:57 B72'7 A 04
08/17�93 23:4$:31 8735 A 04
Q&l17193 23:54:22 B727 A 04
08/17A3 23:56:54 Uri1I�t A 44
OS/18/'93 0:05:58 B737 A Q4
Q8/2&l931:13:44 UNKN A 29L
0$!1$193 i:5d:40 UNKN A 29L
08/18/931:57:18 iJ1VHI�T A 29L
Q8J18/93 2:ff1:36 LJNKN A 29L
88J181�3 2:i0:4T i;�F A 29L
08/18/93 2:14:27 UNKN D 11R '
Q8/18l93 2:15:39 LJNKN D 11R �
- d8i18193 2:18:32 i:INHI�t A 29L
O8/18/g3 2:39:30 B72'7 A 29L
Q8/18/�'3 4:24.22 B727 A 29L
08/18J93 4:38.13 B757 A 29L
Table 1: Shaded Area� Indicate Half-Hour Shoulder Before & After Ni�httime Hours
Thursday, September 23, 1993
�Me#ropolitan Airport:
Table l: Shaded Areas Indicste Half-Haur ShouIder Befoie & After Ni�6ttime Hours
Thursday, September 23, i 993
i
. (
Metropali#an Airports Gommission
08/18/93 23:q0:49
08l18/93 23:q2:47
0$11$143 23:I1:29
08/18/93 23:14:31
0$/18P93 23:16:OQ
osns�ss Zs:��:�s
osns�3 2s:i�:ss
0$/18/93 23:20:42
asns� z�:2z:3z
0$l18J'�3 23:34:2A
0$!18/93 23:35:41
48li8t�?3 23:3$:43
0$l19193 O:Oi:36
osn9�s o:i�:i�
48119f�3 0:39:50
0$J19J93 0:49:39
0$/19I'93 2:35:43
48l19I93 4:35:47
08li9!'93 4:35:52
08/19/'43 4:50:12
4$l19trX3 5.14:Q2
08/29193 5:I6:03
08/19/93 5:24:19
48/19N3 5;26:34
08/19/43 5:30:28
os�i9� s:sas�
AIRCRAFT
TYPE
��
B7S7 �
B73S
B73S
bID80
B727
DC8
urrxiv
SW3
tJiif�+t
B73S
B727
B737
B727'
SW4
B727
SW4
UNKN
B7S7
B727
B727
8727
SW4
8727
DC:8
IX;$S
sm
�
��
29L
i1R
29L
29L
29L
iltt
IlIt
11R
2IIt •
29L
29L
24L
29L
11R
11R
29L
29L
29L
29L
29L
24L
29L
29L
29L:
29L
29L
Table 1: Shaded A,reas Indicate Hal%Hour Shoulder Betorc & After Nghttime Hoars
Thursday, September 23, 1993
:
�
Metropolitan Airports Commission
D��T� �.I.�� ADFLAG RUNWAY
. ,. . . . . .
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08/19/93 23:00:08 DC9 A ::: :.::.29L :: : :. �
08/19I93 23:01:38 B73S D 22 i
Table 1: Shaded Area� Indicate Hatf-Hour Shoulder Before & After Nighttime Hours
Thursday, September 23, 1993 �'
Metropolitan Airports Commission
DATETIME (�. �� I ADFLAG I RiTNWAY
08/19/'93 23:07:02 B757 ' D 22
�8119I93 23:12:16 MI784 D 22
� 08/19/93 23:11:51 B727 A 22
08/19/93 23:13:09 B73S A 22
081I91'93 23:18:11 B721 A 22
08/19I93 23:19:32 EA32 A 22
08/19P93 23:23:00 SW3 D 22
08119193 23:27:Si B721 A 22
08/19I93 23:29:52 B727 A 22
08/19/93 23;48:18 B735 A 22
� 08Ii9193 23:50:4$ B727 ' A 22
• 08/19193 23:56:25 B737 A 22
08/20193 O;Qi:12 B727 A 22
0$t1Q193 O:I1:22 B727 A 22
oano� 0:20:� s�a� n aa
08/20P93 0:2I:19 DCSS A 22
081ZU1�3 0:22:2{} MI}$4 A 22
08/.�0/43.0:27:23 SW4 D ' 22
0812f�J93 0:5621 SW4 A 22
" Q812tJ�43I:13:?5 DC8S D liR
' 08lL0,�93 1:46:13 BEl$ A 22
OS/20!'931:50:34 BE18 A 04
0812{}193 2:03:28 I�iU2 D 22
08/LOly3 2:10:54 MU2' A 22
08/ZOI93 2:16:45 SW4 A 04
08RW93 2:30:43 BHi8 D 04
08RQII'93 2:51:07 SW3 A 04
08I2,0!'93 4:40:50 B757 A 04
Q$120/93 4:46:22 8727 A' 04
08/LOI'93 4:46:51 B727 A 04
0812pN3 450:47 B72� A 29L
Tabie 1; Shaded Areas Indirate FIalf-Honr S1�aalder Befor� & After Nighttime Bonra
Thursday, September 23, 1993
'�Aetropa(itan Airports
Table l: S3iaded Artas indirate Haif-Haur Shauidtr Befo�t & Aft� Nighttime Hours
Thursday, September 23, 1993
Ntetropolitan Airpocts Commissior� �,
0
I� : M�IMIuI
08R0/93 23:08:05
Q8R4t'93 23:14:51
08R{11'�3 23:15:49
08R0/93 23:17:42
08R0/93 23:18:39
08R0/93 23:25:37
08R0/93 23:45:I1
08RON3 23:50:01
48R4I'93 23:59:35
08/21/93 0:09:53
0$/Ll/93 0:12:02
08121t93 4:30:35
0$j21/93 0:46:19
08(Lll93 4:32:42
OSjlii93 4:37:10
08I2I/93 S:Oi:19
og�zi� s:os:o�
08R1t93 S:ii:l3
08R2/'�3 5:1�;39
08/21/93 S:?5:37
OSfZit93 5:45:24
08/Z1/93 S:SS;i6
AIRCRAFT
TYFE
B757
DC9
8727
B73S
LJI�TKN
DC9
B727
873S
8727
B737
B72?
sn�
8737
B727
8727
8757
B727
872T
DC8
BE80
B727
B757
ADFLAG
RUNWAY
11R
29L
29L
11R
11K
liR
29L
29L
29L
29L
29L
IiR
29L
29L
29L
29L
11R
29L
29L
29L
24L
29L
0
Table 1: Shaded Area� Indicate Ha1l=Hour Shoulder Before & After Nighttime Hours
Thursday, Sep#ember 23, 1993
'�tlefropaiitan Airport;
Tabie i: Shaded Aress Indirate Naif-Hour S6outder Bcfore & After Nighttime Hours
. I
Thursday, September 23, i 993
Metropolitan Airports Commission
DATETIME �. �� ADFLAG RUNWAY
�3;:6: i.2:�i,Q,.>;::;.; s. ..::: ;;;:::8'�2'F :;:.� �" � � �:'� �:-. � �:.: :�,2;`,:>:;
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_.: ....... <..:.,.,...:..... .... .
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: ;:: .. :..
.<.:::.f�81`2�,�� �::�zr,e7::: . -_ <:;.�.;,:.:>;:,�n-.a_� :::<: �:.::�<:�..:�::.�,::_:>::<:;:;. :<_..: .. .
. • 08/2
. :.:-QB'J2
''..:..`::��»
:<:. ��
�#S�:Z�::�,��:�5
08/22I93 23:06:02
08/,22l93 23:07:38
08122193 23:12.20
08/22/93 23.14:17
08/22/93 23:32:52
08t22193 23:3$:{}2
08/32/93 23:42:58
08R2/93 23:46:34
081Z21'93 23:55:02
OSI23/93 0:13:51
0823/93 0:54:01
08123193 1.15:32
08/23/93 1:30:52
08/23/93 1:40:06
08123143 1:46:i2
08123N3 1:48:10
08i23/93 1:54:49
08I131�'3 5:03:05
08/23/rI3 5:14:19
DC9
DC9
B73S
NID80
B73S
B731
B727
B72�
FK20
B727
IvID80
�
BEl$
BE18
BEl$
IvII)8p
BE18
B747
C208
�: ��3�s::
11L
11L
Z�
22
22
22
22
22
22
22
22
11R
29L
29L
11R
11R
11R
29L
04
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.. . . ..... . .
:;,.:.>:.;. ::: :. :.::..:: <.:;::>::::.... ...:;:::. ..... ....; .:
.. . .::.:� .....: .......
. ...:.::.:::::, :.::.::::.:..;:::>:
r� .......:..:...:....: ::<,..:.: ...:.:....,,:<.:...:.::;:
Tabte l. Shaded Areas Indicate �ial#-Hour Shou2der Befort & After Nighttinne Hours
Thursday, September 23, 1993
� .Metrapolitan Airparts Commissian
�
DATETIIVIE
'.`�:� Q8l?��93.6:I6:�S
::.. .,; �.. :. :-. .
st���. �;��;os
:.<::`: Q����::�:i�:��:
: <; Q8/�3/93` 6..3,7;S�S.
;,: :,:. _, .
�:�:>::�8�3d�'3'' fit�8:�€�;
> <::: �3J"�'3>::5���:fl'€>
`��� ADFLAG RLJNWAY
TYPE
.>. , . .
:..:.�:; '`' : : ,i? :.�: z�. <:.`
:;� `:
_. .. . : ::
-.::. .... ..
... :...:...:.
....... ��r::'..�:'` . . �`�:'� .. . ... ���;_.�..`<
�
::::: ���:� .:>:::�:. �:
. .. ...... ... .:: . _. ,
,,.. . .
_ ;�:.y. I�1� ,':::: >'�'
�
:;, �
�
08fL3193 23:01:37 8727 A 29L (
0823t93 23:17.42 SW3 A 29L �
08/13/93 23:19:25 B727 A 29L I
08I�3l9323:20:48 SW3 D iiR �
0823l93 2322:03 EA32 D 21R �
08R3/93 23:23:27 B73S D 11R (
08t131�3 23:28:36 B737 A 29L �
08R3I93 23:35:31 8727 D 11R
08R3I"93 23:38:32 8735 A 29L
1
Tabie 1: S6aded A.reas Indicate Haif-Hour Shoulder Be[oce & After Ni�httime Hi
Thursday, September 23, 1993
Metropolitan Airports Commission ,
DATETIIV� I AIlt�T I ADFLAG I RUNWAY
08R3N3 23:42:12 B727 ' A 29L
08R3I93 23:48:16 DC8S D 11R
08R3N3 23:54:21 B727 A 29L
08R3I93 23:54:32 B737 A 29L
0823I'93 23:57:17 F.A32 A 29L
08/1.4/93 0:17:33 B727 D• 11R
OSil4/93 026:10 SW4 D 11R
08/L4/93 0:47:24 EA32 A 29L
08/lfi/93 1:05:14 B727 A 29L
08!'?�3/93 1:07:24 LTNI� A 29L
0824/931:10:43 B727 A 29L
08R4/'93 1:14:05 B727 A 29L
08/2.4/93 1:40:35 B727 A 29L
08/24/'93 1:44:31. DC'9 A 29I:
08/L4/93 1:45:11 Ivff)80 A 29L
08R4/93 1:55:4b BE18 A 29L
08/24/93 2:07:54 BE18 A 29L
08/24/93 2:08:36 SW4 A 29L
08/l4%93 2:19:22 MiJ2 A 29L
• 08/l4/93 2:22:51 SW3 A 29L
08R4/93 2:23:52 BE18 ' D 11R
08/L4/93 2:26:55 MLJ2 D 11R '
08R4�'93 4:31:26 B757 A 29L
08/l4l93 4:32:26 B727 A 29L
08/L4/'93 4:48:46 B727 A 29L "
08/l4/�3 4:51:29 B727 A 29L • •
08/l4/93 5:19:22 SW4 A 11R �
08/l4l'93 5:29:54 DC8S A 29L
08R4/93 5:32:06 B727 D 11R
- 08�14/'93 5:40:31 DC8 A 29L
• 08R4N3 5:54:14 DC10 A 29L
Table 1: Shaded Areas Indicate Half-Hour Shoulder Before & After Nighttime Hours
Thursday, September 23, 1993
�Vletropolitan Airport:
Ta�ie
Thursday, September 23
1: �haded Areas indicate Hatf-Hour 56oulder Befare & After Nighttime Hours
, 1993 �
Metropolitan Airports Gommissio�
DAT'EI`YME
�ralri%��.�wiL...:w.ww .
08l24193 23:42:54
08/24/93 23:09:36
08I2RJ93 23:I1:21
08t2ft193 23:26:09
08/24N3 23;42:35
08124/93 23:45:13
08t25143 0:02:1G
08/l5/93 1:50:22
08i�5193 i:S8:39
asrzsrs� 2:ao:�
08/L5P93 2:02:16
08l25/93 2:08:31
08/25193 2:2Q:00
08/LS/93 4:Q0:29
U8I25/93 4:25:02
Q8l25143 4:26:35
OS/2S/93 4:35:00
08t25/'93 4:43:37
08IZ5N3 5:03:30
08l2S/93 5;07:36
0812SN3 5:38:50
08f25t93 5:2233
08/25/93 5;24:15
08tZ5!'43 5:44:06
Q8R5l93 5:55:48
��`P'� ADFLAG RUNWAY
TYPE
..,.�.�.�
;�':•:. �.�IQ{1:,.:�... .. •. ... .::lV:..i: ��":'., :;:>. :::...� '.f.k.C4::(:,..
•.�...7F�.`t.4��::.������'���:,�. � �
:: .: . ..,:_ ....: ...: ... . . _........ ...
.a:;: . ..:<:<> ::::....:....�_;�r-<;:;;.;; ; ..... .:::�.:;:
::.... is.:.,..:::x�':;:..:...,..:. ...._
�A � %:,�:. ... ,. 7�p
;r..: �..:,.i c...: .. , . :.
,y:. . ...?r7t:. ''i:.aa.'i .i � ::lt:t..�;t,.i:l;:[.�t. '.
B73S D I1R
B727 A 11R
SW3 D 11R
FKiO A 11R
B737 A 29L
B73S A 29L -
B727 A 24L -
MU2 A 29L
MU2 D 29L
SW4 A 24L
BE18 A 29L
BEl$ A 29L
SW3 � A 29L
SW4 A 29L
tJNt�t A 29L
B727 A 29L
B757 A 29L
B727 A 29L
8727 A 29L
SW4 A 11R
DC8 A 29L
DCI4 A 24L . -
B727 D 11R
DC8S A 29L
B757 A 29L
+:"•:v� �i:ti{;•:: �• ti �{,:;'{.;i
�t:�$ ...:.:nY W.+ :r
i:tiS:?: :.' . ..... i...... ..::.::i�ivii'v
:4y:'l,.;::�: . ::j�y,'v!%:::�Yi: . �:::. .
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� . ... : ••:.dr' v. ._n;...�•,
•... . : :..r�+ .. ...,
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..• ......: .... . .: •.....�.: :i�:�.•,::i.iJ.k...:::: ^i:.:::?i::i: " :::.F:i}.
Table l: Shaded Areas Indicate Haif-Hour ShouIder Before &'After Nighttimc Hours
Thursday� �eptember 23. i 993 �
�Metropolitan Airports Commission
D�� ��r ADFLAG RUNWAY I
. . _ . . . : . . . . .....: . ...
�(iSl93 6>i1:23 B�2'F " :. �7� ;I'IR; `" �
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{., �.. .. .... . :. .:... ...... yt.::�,p,.;.... .. ..:'.. .
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..:.:.:.:�� :.:....:.:.:..:. ....:..:::.::.:,:;::..: ,::..:::E.'v:i
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.. . .''�. .:, i::' ? ? :>. .'�F.Fi�, '+i�i�i .E
08/l5/93 23:0326 BE80 A 11R
08/l5/'93 23:04:27 BE80 A 11R
08R5/93 23:06:16 SW3 A 11R
08/15�93 23:10:36 B727 A 11R
0825I'93 23:12:21 B73S D 11R
08/ZSI93 23:19:23 DC9 D 11R
08/l5/93 23:21:11 EA32 D 11R �
OS/LS/93 23:25:36 B73S A 11R
08/l5/93 23:35:26 LJNKN D 11R ;
08/l5/93 23:38:15 L188 D 11R
08RSN3 23:4224 B737 A 29L
08/15193 23:44:23 B727 A 29L
08/l5l'93 23:52:01 B73S A 29L
Table 1: Shaded Areas Indicate Half-Hour Shoulder Before & After Night6me F
Thursday� September 23� 1993
Metropolitan Airports Commission
DATETIlVIE
08I25/93 23:54:03
0825193 23:58:49
08R6/93 0:06:46
08R6/93 0;19:40
0826I�J3 0:28:03
08R6/93 0:42:46
08R6/93 1:30:24
08R6/'93 1:44:10
08R6/93 1:53:56
08/L6/93 2:06:14
08R6/93 2:08:40
08/l6/93 2:14:17
08/26/93 2.23:26
08R6/'93 4:32:37
08/l6/93 4:43:07
08/26/93 4:57:44
08/16193 5:15:11
08/26/93 5:17:30
08/l6/93 5:22:12
08R6/93 5:33:44
08/16d93 5:43:34
08RG/93 5:50:37
08R6I93 5:57:14
08/lFi,l93 5:58:09
�mc�'r
TYPE
IvID80
B727
BFA2
SW4
B727
SW4
BE18
BE18
MiJ2
DC10
BE18
SVV3
SW4
B757
B727
B727
B727
DC8
SW4
DC10
DC8S
� 8757
B727
UNRN
ADFLAG
��
A
D
D
D
A
A
A
A
A
D
A
A
A
A
A
A
A
A
A
A
A
A
D
RUNWAY
2��
29L
11R
11R
11R
29L
29L•
29L
29L
29L
11R
29L
29L
29L
29L
29L
29L
29L
11R
29L
29L
29L
29L
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Table 1: Shaded Areas Indicate Haif-Hour Shoulder Before & After Nighttime Hours
Thursday, September 23, 1993
�
�
:Metropolitan Airport:
Tau�C
Thursday, September 23
i: �aaaea ereas inmca[e tia�-tiour 5houlder 13efo�e & After Nighttime Hours
, 1993 �
;
�
1
Metropolitan Airports Commission
17ATF.T'IME � `�.�.� � ADFLAG I RUNWAY
r,
OS/26/93 23:00:00 C26B A 11R
0826J93 23:02:OI ivm$0 A IIR
08t26193 23:47:52 B73S D i!R
0$/26I93 23:09:30 B757 A 11R
08l26/r33 23:15:49 B735 A IIR
0$(L6/43 23:�1:04 8727 A 11R
08/26P93 23:25:27 B72'7 A 29L
� 08R61�3 23:27: i9 B721 A 24L
� 48/.2.6N3 23:31:01 EA32 A 29L .
0$R6193 23:32:54 iJNKN . D 11R .
QSRb193 23:36:16 B73S A 29L
4826I93 23:37:27 L188 D 12R
08/26I93 23:41:44 B737 A 29L
08R6193 23:55:27 B73F D I lR '
08/L6/93 23:58:10 B72� A 29L
08I27/93 0:12:16 DC8S A 29L
4$I271'93 0:1&:58 B727 A ' 29L
OS/.t7N3 0:26:03 SW4 D i1R
08127/'93 0:32:36 B727 D 29L
08127�I31:23:�7 DC8S D 11R
48l17l931.�38:27 BB18 A 29L
. 08R7/931;52:01 MU2 A 29L
08127/'93 1;S2.2A i.iNIfN D 29L �
08lZ7N3 1:54:56 BE18 A. 29L
, 08/,t7N3 2:A0:21 MUZ D 11R •
0812�1t?3 2:08:40 SW4 A 29L �
08/27/93 2:19:58 B72� D I1R
08/L7/93 2:25:04 BE18 D 11R
�8/17193 2:39:22 SW4 A 29L
OSR7I'93 3:0425 L188 A 29L
08/27/93 4;21:34 B727 A 29L
Table l: Shaded Areas Indirate HaU Haur Si�oaIder Befare & After Nig6tfimc Flours
Thursday, September 23, 1993
` Metropolitan Airports Commission
DAT�7'IME `�. �� ADFLAG RUNWAY�
Q8R7/93 4:51:44 8727 A 24L '
08/17/93 4:54:27 8757 A 29L
08R7/93 5:13:17 B727 A 29L
48R7/93 5:17:19 DC8 A 24L
08R71'93 5:2i:d0 $72� D IlR ,
0$R7/93 5:29:38 DC10 A 29L a
48R7(93 5:54:Q2 SW4 � A 29L
08/17193 5:58:i5 B7�T A 29L
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0827/93 23:00:23 873S A 29L
Tabte 1: Shadcd A,reas Indicate Hatf•Hour Shauider Before & After N�httime H
Thursday, September 23, 1993 � �
. f
0
Metropolitan Airports Commission
DATETIME
0827/93 23:p4:56
0$I271�33 23:1d:48
082?/43 23:24:57
0827I93 23:30:13
0$12'7133 23:34.51
0$27�'93 23:41:52
08R7/93 23:47:17
�8IZ'7193 23:54:55
08/28/93 0:26:Q6
08/28/93 1:20:05
08128/93 2:36:Ob
08/28l93 1:3728
08/28/93 1;38:47
08I.'Z8193 4:47:14
08/Z8(93 4:SO:lU
08/28/93 5:00:07
0$1�8193 S:Ob:il
08R8�'93 5:12:38
OS/28/'93 5:24:31
081281'�3 5:37:05
08/.t8/93 5:54:37
08/L$/93 5:57:50
OSf•t81?3 5:58:47
arxc�-r
TYPE
�_
B727 �
tTNI{N
B72?
B727
B73S
B73�
NID80
B72?
L1$8
L18$
�
IJNI�N
LTNRN
B727
B727
B757
8727
B727
B727
DC8
B757
SW4
B73S
ADFLAG � RUNWAY
11R
iIR
29L
29L
29L
29L
29L
29L
29L
11R
29L
04
11R
24L
29L
29L
ilFt
29L
29L
24L
29L
29L
29L
Table 1: Sl�aded Areas indicate Half-Ronr S6aulder Before & After Nigtrttime Haurs
Thursday, September 23� 1993
:
�
Ntetropolitan Airports Commission
:..`'�
�
::`{�!
:.'<;�#7�
DATETIl�IE �. �� ADFLAG RLTNWAY
:: : .. : .:: ::. : ...... .... :.::
<..:;,:: . . . ., ..,. .. ;.
3t28t!�3' 6:26:I5 .::,. ; .:<;.�?��':.:�.. ; ' ;;?::i' �;::: :.. ..:�' 29L ;�.:;:`:
. . . . _:......
<.: : . ..;..: ;. �: .: .:: ::. .: - ;�;::: .::.>..;:;:-: . . ,-::.; ::::::::. ,....:;-;;: >;: ::>:
. . ,:::. .: : � ....:.
:.. .
31�81�33 _6;2�;34: .'':`::`:: :.'". ��::;,.,.� ': :. `�:.:.� ' :�!::: < � :: ; :;;, �.. ��..:.
:.. :
.:�:�S��Sfi:;:'�:>�:: >;�.:::�' �::...,:.>; '::;:'<>:':::�:' ;::>:''�:::::::: ' `:::«,: :::;°;.>: <:.:::::>'::':;;:_" ;; :;:::::
�8l'� .... : :.... . .. . : ... .C�#&...:::.:..�.. : . �i, .. . . €?�. .
.. ..:..:: ..:..: ..:...:... :::;:::.:::>:>......: :�::>.<:;....-..:;::,:.. .:. ... .......... . ...:.:....;...
LZ8�'3?�>3�t,ar9 ��<;:' ;; .... ��:�:.:>';;; : " . A>;': �: ..:.;': �: .; ..`.' �2�:;:.:::
<::: ;: ::,::;<:;:>.. .. �..:;>,,:> . ::.: ..:. ....... .:::::::.: ..;.::< . �:>::<: ;;::.. ...,>.. -..::<...-:.:. ;:. :: ;:: :. •,,.. .:: ..
(�8}33:?.� 4�2i�� ::... 8��7� :: :<:. _; ` : :A�: ��� ::::. ; - :� :29I:: : ;
�
08R8193 23:04:37 B73S D 11R �
Q&I28/93 23.09:47 B73S A 29L �
08R8/93 23:13:45 B727 A 29R �
08I28/93 23:26:09 BE18 D 11R �
0&I18J93 23:26:Z6 MD80 A 24R �
08R8/'93 23:30:56 8757 D 11R ,�
08I18/93 23:3I;38 UNKN D i1R �
08f181'93 23.35:4? BEI8 D 11R �
08/l8/93 23:49:36 B737 A 29R �
08I18h13 23:54:3d EA32 D 11L `
Q&(28193 23:55:13 8727 A 29L �
082815'3 23:5$:Ql B727 A 29L �
08/29J93 8:13:3I $737 A 29L �
08(Z9P93 4.31:47 8727 D l2R �
08R9/93 0:54:56 MDIl A 29L • (
. 0$/l9/93 2:20:23 11�ID11 D 11R �
' ;<'::«:<srs'.' :`::.
..;f?::
�y{ ti`.i; f. �`:.j ;y. ,: .y
��� :. h: :•;:
......::.�.::..:r...:.;v..:..:.:n . �.�.....::.:�:w.:.,....
:; }�:. : ,? ., . „ .., .... ,,.;�� �iF � •
:::�:�::�::�� '?A�ti '��':i}i•;{� q. �{,�(
.:•,:..V...:v. .Z.. .
�� ��i ::_'�;;�i:tit:'::;:�:_ :''5:.,:�i::Y:?��">�
�}�� .� :vii: .�•.. .�
:. +!!`t ._.�.. �. . :: �5 . �>�;R�R1:rj:
}tij r:j}:•': �
t...
:•,+•fi:
.;::;.« �;. �;.t.; .;
�ri;:4:%i:.� .. .
::::.•: S: { % :v..:: •r: •:.,.;...:,. ....:...n ::: v �.::: i y4 i: �:�: ; ':. n i v
.. . :.::: ..... . : .:... i,:. : r ; v r
. . ...... .. �
. v.;v. �. �+�,�., v,/..,+w��.. . .. .: .:.:: • ::*.,*?+�: ;i. ;: :%
.. .. y[ • /y'.� :.:��' i�. :::; .}: ' ��' .; +, .::' . .; i' , '.;,{�,. ;'.';i
v r:::�W�1'!^+* ..: ..... .F;,i1f?• .. v.. :�:�' .'h::i:L:� i i .'.'.'.. �.�:: �. i:;i��i: ':'.:+:}:. .:
,..::: ::.:.. :n..:: :: :.: ,..::': •. � . ey .:.... .: . ::: : v. : n �: .::::::::.i': .:: v.. � :v::::..: .:: ::...:::.}:.,: ::::,:>•::,.:. ::,.::r :v. ,.::...:: iii•..:::...:.::::i'.: i: :..:::::
Tabte l: S6aded Areas Indirate Half-Hour Shoulder Before & After Nighttime Hou
Thursday, September 23, 1993 ;
Metropolitan Airports Commission
� •��Mx��,��
08R9/'93 23:03:42
08R9/93 23:03:43
08R9/93 23:05:48
08R9I'93 23:07:28
0829I'93 23:08:27
08R9/93 23:09:34
08R9I93 2327:18
08R9I93 23:39:05
0829/'93 23:45:18
08�30I'93 0:15:21
OSr30/93 0:32:30
08�30/93 0:57:44
08/30/93 1:06:19
08/30/93 1:28:12
08/30/93 1:42:41
08/30I'93 1:46:18
08/30/93 2:06:39
08�30J93 5:19:29
08l3Qf�13 5:40:50
�
a►mC�Fr
TYPE
��_
EA32:.
.. .....:...... . ..
"::$�si''
B727
EA32
B.73S
EA32
B73S
B727
B727
B737
B73S
DC8
B727
��
DC8S
BE18
BE18
IJNRN
DA90
C208
B757
..:.::..:B��?� .
��::�
... . :;#375?:.
ADFLAG
��
. �: : ...
:........: ......::::::..
:A:.
........ .... . .... ..: ...
:i�; .
....... ,.:....
....A ,
,-...... .�.�.:
�..
A
A
A
A
D
A
A
A
A
A
A
A
D
A
D
A
A
D
A
�
RUNWAY
�_�
;#.:��t:
.:.:::� .
.. : .I�R..: . .
�
:�
oa
04
04
04
11R
04
04
04
22
04
04
04
29L
11R
11R
11R
11R
04
11L
�
�
�.--- � . y� '::
i: : .� . .C�i�j:
, .; . ; . ;.; • .
• ' + ' .:: . : ;:
.
Table 1: Shaded Areas Indicate Halt=Hour Shoulder Befoc+e & After Nighttime Hours
Thursday, September 23, 1993
0
�
Metropolitan Airports Commissian
__ _
DATETIl�4E
;:" `�:t?8T�4�5�::6>.I6:.0
_' .D813t3J93� .f, i�:4�::::;;;`:
: ;' :D$!3�'4�,::6:I�<24� :<':::
�<:�::;'a813t�'143:•:f:2�:32:` ::^
�'�� ADFLAG RUNWAY
TYPE
�...�.
�;::;:1t�8�' �:::..:>:;. .';'::.:. : �: :�.. ..: . .:::::`��.: :�:�:..;
:::..:::..:...::..... .. . . .. .
.:..:. .. .
;>��'t�;:� :`�7;.: � :::��:.
;. r>::: �� ;_::;<:::::::�> �<�:::s : :,�:::.:;:': .:.:.:;;; :`'�:::::::>:s:: . ::� :: . :.
:,.,.......�..'�"�..::::�: ..:. ..;.. �:. ... < ::.,,i�R .., �
:.>::::.:;:..:;;.:> :......::::.....:...::::..........:....: .....�... ,;
"': ����:'.:'.::_:.;.;;:>'.-.;:.:. :�.`::.;.::..::.``� `:;.. ;:;°',I;#k,.'°` ��.
..- ..::.. . .:....:.:..:, ;-:;.;_,-.. .. ... :
:. .., ;, :... .. . ... :.... .. ..: :.
S�ux�:::',. � •lfi.::� ,... , liiis:":ci;:
�
Y
�
.. �1�;::�:.�.::'.
G::.s:�2i%�i::::"'.::wa+
. �.�� �.�[,,'',�� � �.
.., .. ge� ::ry:v�:,+.�:..�y...�... _ _ _ _ ... . .. �. y}
�::ii:; �y� y7,i«i.i37'V� t ' ......
:?i.<:;:ii�Vf3i..:.... ��: : k,.. r..t. . ...: �. j ... .,..:Y"Y:;::ii`;� F. �'ei: :? :::w4��:'.:>.:,�i:•.`+'�:
:::. :....:......:.:.:,.:::"::.::..:.:..::::.::,. .:..:.:.::::::..,:,..::.::::::.�:::: :.:::;;:..:.::::::::..�,:.:...:.:::,.. ,.:::::.......�:�::.:.:..:.::;.;a:.:..
08/30/93 23:42:35 B73S D 22 �
08r30/93 23:02:5$ L188 D 22 �
08/34193 23:04:Q8 UNRN D 22 �
08�30A3 23:05:56 B73S A 29R �
0$I30I93 23:09:23 B727 A 29R i
08I34P93 23:23:00 B747 A 29R �
OS/3p/93 23:24:07 SW3 D 04 �
08/30/93 23:26:00 B73S A 29R I
Q8I30t93 23:28:14 FK10 A 24R �
08/30/93 23:32:03 B737 A 29R .
08I3dJ93 23:35:22 8727 A 11L i
08/34143 23:59:38 8727 A 29R !
08r31/g3 0:01:45 DCSS A 29R j
68131/'93 0:06.04 8727 A 29R
081311�'3 0.12:28 ' B727 A 29R
08/31/93 0:22:39 8735 A 29R
Table 1: Sh,aded Area� Indicate Hatf-Hour Shoulder Before & After Nighttime Ho�
Thursday, Septem6er 23, 1983
�
Metrapolitan Airports Commission
r� t i ��r M�7i� • r �
.
�.�
08C31/93 0:29:48 SW4 D 22
0&l3IJ93 0:31:Q4 B74? D' 29L
48l31l93 Q:31:48 LJNKN D 22
08/31/93 p;34:02 B727 D 29R
08131!'93 0:42:15 B727 I7 llL
08/31/43 0:57:25 B73S A 24R
Table 1: Shaded Areas Indicate Half-Haur Shaulder Before & After Nighttime Hours
Thursday� September 23, 1993
<i
Minne�zp�lis=St. �"aul �nte�nationrzl Airpo�t
Airpart Noise Monitoring System Locations
Site City Approximate Street Location
1 Minneapoiis Xences Avenue & 42nd Street
2 Minneapolis Fremant Avenue & 43rd Street
• 3 ' Minneapolis W. Elmwood Street & Wentworth Avenue
4 Minneapotis Oakland Avenue & 49th Street
S Minueapoiis 22th Avenue & 58th S#reet
6 Minneapolis 25th Aveuue & 57th Stre�t
7 Richfield Wentworth Ave & 6�ith Street
8 Minaeapoiis Langfeilow Aventte & 43rd Stree#
9 S� Paul Saratoga Street & Hartford Aveuae
10 St Paul Itasca Avenue & Bowdoin Street
11 S� Paul �'tnn Street & Scheffer. Avenue
12 . S� Pau! Altan Avenue & Racltwood Avenue
13 . Mendota Heights Southeast end of Mohican Court
� 14 ,� Fagan First Street & McKee Str�et
1S Mendota Heights Wiltiam Court & Thresea Strcet
16 Eagan Avaton Avenue & V'ilas Lane
17 Btoomington 84th $treet & 4tb Avenae
18 Richfietd 75ti► Str�et & 1?W Avenue --
19 Bloomington 16W Avenue &$3cd Street
20 Richfield 75th Street & 3rd Avenue .
21 Inver Gmve F%ights Barbara Avenae & b'7W Stree�k
22 Inver Grave Heigt�ts Anne Marie Trai!
23 Mendota Heights Ead of Kenndon Avenue
24 E;agan Chapel Lane & Randam Raad
Metropolitan Airports Commission
Jet Arrival Related Noise Events For August,
Count Of Events For Each RMT
: ��
RMTID:•.. ...�•.: eity �;';. : � ?cPEumcimateStre�i:iacxtici�;.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
1G
17
18
I9
24
21
22
23
24
Minneapolis Xences Ave. & 42nd St
Mipneapolis Fremont Ave. & 43rd SG
14iinneagoiis W. Elmwoad St & Wentworth Ave.
Minneapolis Oakland Ave. � 49th St
Minneapolis 12th Ave. & 58th St.
M'inneapatis � ZSti1 Ave. & 57th St
Richfield Wentwo�th Ave & 64th S�.
Minneapolis Longfellow Ave. & 43rd St.
• S� Paul Saratoga St & Har�ford Ave.
St. Faul Itasca Ave. 8c Bawdoin St.
S� Paul Fiaa 5t & Scheffer Ave.
St. Paul Alton Ave. & Rockwoad Ave,
Mendota FIeights Str�f6east end of MaBican Caut
Eagaa First S� & McKee Sk �
Mendota Heights William Court & Thresea St
E�tgaa Avalau Ave. & Vi2as Laae
Bloamingta� 84th S� & 4th Ave.
Richfield 75th St & 17th Ave.
B%amingtc�n 16th Ave. & 83rd S�
Richf�eld 75th S� & 3rd Av�.
Lnver Grave H�ights Barbaca Ave.1k 67th S�
Inver Grove Heights Anne Marie Trail
Mendota Heights Fnd of Keaadm Ave,
Eagan = C�apel Lane 8t Randam Road
S
:: Ec�ents .. : Events.;�.
��6�' ' �dB '�.
2279 43 �
1395 133 �
216U 972 (
1995 649 �
2�63 �901 i
2702 1783 �
236 ?t� �
513 27 �
179 Ili �
3$0 � I41 �
97 5 �
222 12 �
212 3 �
3$$3 111 4
8b7 147 �
3265 1744 �
27$ 56 �
339 58 (
96 9 �
i45 15 �
82 4 �
187I 8 • ;
1623 35 �
3563 68 }
i
Friday, August 20, 1993 '
f
' .Events
.:: �::>9tMB • :
0
3
45
11
442
GOS
0
0
8
32
0
0
�
6
2
26
1
3
I
0
0
0
0
1
�
Events
>IOQdB
._..�
0
0
1
0
3
4
0
0
0
0
0
0
0
0
0
0
Q
0
0
Q
0
0
0 '
0
Met�opolitan Airpo�ts Commission
RMTID
1
2
3
4
�
6
7
8
9
10
11
12
13
14
15
16
17
I$
19
20
2I
22
23
24
Jet Departure Retated Noise Events For Actgust,1993
City
Minneapolis
hiinneapaJis
Mianeapolis
Minueapolis
Minneapalis
Minneagalis
Richfield
Minaeapolis
S�. Paul
5t. Paul
St. Paul
SE. Paut
Mendota Heights
Eagaa
Meadota Heigius
. Eagan
� Bloomingt�pn
Richfield
Bloomington .
Richfield
Inver Grove Aeights
Inver Grc>ve F3�eighLs
Me�ctta Iieights
Eagan
Friday, August 20, 1993
Count {)f Evenfs For Each RMT
.�PP�imaee Street E;pcatia�.
Xerxes Ave. & 42nd St
Fremant Ave. & 43rd St
W. Elmwapcl S� & Wentworth Ave.
Oakland Ave. & 49kh S�
12th Ave. 8t 58th St.
25th Ave, 8z 57th St�
Wentworth Ave & 64th SG
Longfellow Ave. � 43rd St.
Sarataga St� & Hartford Ave.
Itasca Ave. & Howdain S�
F'ina S� & Scbeffer t1ve.
AlEon Ave. & Rockwcfod Ave,
Southeast end af Mducan Court
First S� & McKee St
Wzlliam Crnut & Thresea St
Avalon Ave. & Vilas Lane
84th S� & 4th Ave.
75th St 8c 17� Ave.
16th Ave. & 83rd St�
75th Sk & 3rd Ave.
Barbara Ave. & 67th Sk
Anne Aiarie Traii
End of Kenndaa Ave.
C�apel L,ane & Rendam Road
". EYents::; ;. E�enis
' °` :�GSc� ' >SOdB
53$ 111
586 162
1641 309
1948 S75
3222 i813
3642 2Q62
2157 771
1439 30$
4S fi
788 9
160 8
3i6 i0
131Q 2$4
2986 1187
2766 806
3247 i521
504 83
1039 285
435 I86
486 60 �
702 126
i317 I$5
3437 , 1335
244$ 509
Eveotts,
>9(kiB
�..
0
0
39
� 112
785
459
106
35
0
1
0
�
9
147
77
442
9
129
�4
8
0
0
645
4
Events
>IOUdB
�_
0
0
4
�
124
. 4�4
3
0
0
0
0
0
Q
1
3
24
0 �
9
1
0
0
4 -
54
0
'Metropolitan Airports Cammission
Ten Loudest Aircraft Noise Events
RMT #1: Xerxes Ave. & 42nd St. (Minneapolis)
DATETiME �.� � MAXLEVEL. ARRJ�?EF
08l18t'93 iQ:31:12 B757 89.2 A �
08I'02I'93 9:29:56 B727 8$.5 D ,,
08i�8J9311;44:49 B757 87.8 A �
{}8104J9314:51.48 B727 87.4 D (
08/1$/'9313:15:40 FK28 86.6 D �
08/1'7/93 8:3I:33 B727 86.5 A I
08/{}319317.03:15 DC9 85,7 D �
08/02/J314:26:09 DC9 • 85.5 D (
08/14/'9311;33:55 B757 85.6 A I
08�D6!'93 9:27:41 B727 85.3 D
RMT #2: Freemont Ave. & 43rd St. (Minneapolis)
DATETIIViE �'� r MAXL�VII. ARR/DEP'
08R6/93 8:48:27 I�ID80 92.3 A
08/18193 9:4b:29 B757 91.9 A
08113193 i2;13:4b B'T57 91.4 A
08f0419314;51:37 H727 89.9 D
08/03P9317:09:50 B727 87.8 D
{)8I27J93I$:4$:31 B727 $1.5 D '
U$/13/9311:57:16 B727 87,4 A
08/1(IJ9316:53:50 B727 87.4 D �
08/Z7P9312:26:48 8737 87.2 D
08fQ2/9319:46:51 8727 87.1 D
Wednesday, September 22, 1993
;
Metropolitan Airports Commission
Ten Loudest Aircraft Noise Events
RMT #3: W. Elmwood St. & Wentworth Ave. (Minneapolis)
DAT'ETIIv1E '�� MAXLEVII, ARR/DEP
08�22/93 12:06:11
08/Ol/9310:17:28
08/19/9311:47:55
08/b9/93 8:28:22
08f08/'93 15:32:18
08R4�93 8:33:18
08f04/93 17:12:07
OR/�06N3 9:24:00
08/23/9317:03:35
08/09I93 13:49:20
TYPE
DC9
B727
B727
B727
B757
B727
B727
B727
B727
B727
100.0
99.4
99.2
98.8
98.8
98.1
97.9
97.8
97.8
97.6
��
D
D
D
A
D
D
D
D
D
RMT #4: Oakland Ave. & 49th St. (Minneapolis)
DATETIIVIE
08/15I'93 20:16:14
08/18/93 19:51:07
08/02/9319:47:49
08IZ3/9311:44:24
08/18/93 11:45:30
08/Z3/93 9:40:00
08/04N3 16:5320
08/09193 20:04:34
08/16/9313:07:45
08/02/93 9:47:11
Wednesday, September 22, 1993
�ntc�r
TYPE
B��
B727
B727
B727
B727
B727
B727
B727
B727
B727
I��� .� �� . . . � �.
1012
100.9
100.7
1002
100.1
99.9
99.6
99.6
99.0
98.9
Metropolitan Airports Commission
,, _
Ten Loudest tlircraft Noise Events �
RMT #5: 12th Ave. & 58th St. (Minneapolis) ,
�
DATETIlV� `�,I,�T MAXLEVEL ARR/DEp ;
08/15I'9318:49:49 DC9 106.1 D I
08R7/9310:18:58 B727 106.0 D I �
08/lON3 8:32:51 B727 105.6 D I .
08/04/'93 17:11:48 B727 105.4 D� I
08/18/93 20:15:49 DC10 105.0 D I .
08/23/93 8:25:59 B727 104.9 D I •
Q8/09/9313:48:54 B727 104.7 D '
08R3/'93 8:05:50 DC9 1045 D + '
08/20/9310:14:12 B727 1045 D �
08/12/'93 20:09:47 B727 104.3 D I
RMT #6: 25th Ave. & 57th St. (Minneapolis) I
DATETIME �� MAXLEVII, ARR/DEp '
08/18I9319:50:43 B727 109.0 D I '
' 08/19I'9316:55:27 B727 108.3 D I .
08l03I9313:16:43 B727 1082 D I
08%lA/9313:04:32 B727 107.9 D I
08/10/93 9:44:09 B727 107.6 D I
08/1ON316:52:46 B727 1075 . D ' I
08/12I9319:55:09 B727 1075 D
08/18/'9311:45:00 B727 107.4 D I
08IZ4/9311:42:31 DC9 107.4 . D I ,
08/OS/9311:49:02 B727 1073 D � ,
Wednesday, September 22, 1993 ; �
r
Metropoiitan Airparts Commissian
Ten Loudest Aircraft Noise Events
RMT #7: Wentworth Ave. & 64th St. (Richfieid)
DATEFIIviE
08112193 17:29:56
08J13193 7:16:12
Q$tC16t93 7:57:28
08/I3J'�3 7:56:?5
08/10/9318:38:00
08/19/93 1957:54
08II8!'�313:52:01
Q8l23�9318.4Cl:0$
0811bJ9311:A4:09
08/09/93 18:52:33
�mc�r M��va.
TYFE
�_
B727 1QIS
B727 101.2
8727 1Q02
DC9 98.9
B727 98.'7
B727 98.3
B727 97.9
B727 97.6
DC9 J7.2
B727 97.2
R1VIT #8: Longfetlow Ave. & 43rd 5t. (Minneapotis}
DAT�I'IME �� MAXL�VII.
08ft)4/9313:29:25 8727 99.6
U8fU9/9313:08:3$ B727 97.4
d8/0419313:31:54 B72'7 96.9
USl02I9318:16:4? _ B727 95.8
08115/9318:29:19 B727� � 95.�
08/OSI9313:U7:12 � :" B727 95.4
08/03t9318:19:37 8727 95.3
08lO1/93I3:16:59 H'727 94.9
08R0/93 9:46.44 B727 '94.4
08lU9J9318:35:08 872? 94.1
Wednesday, September 22, 1993
r
, �
�lletropolitan Airports Commission
Ten Loudest Aircraft Noise Events
RMT #9: Saratoga St. & Hartford Ave. (St. Paul)
DATETIlVIE �, �r MAXLEVEL ARR/DEP
08l22/'93 6:11:04 B727 96.9 A I .
08/08/'93 23:50:54 B727 91.5 A I ,
08/14I9310:36:21 B727 91.0 A I '
08/18/93 6:19:22 B727 90.9 A I �
08r22/93 23:45:40 B727 90.8 A I ;
08/a8/93 4:44:28 B727 90.5 A ,
I ,
08R8I93 7:14:13 - B707 90.5 A I ',
08/18/9310:59:42 DC10 90.2 A I
08/Z8/9314:44:30 B747 89.9 A (
08/18I9310:55:52 B727 89.7 A �
RMT #10: Itasca Ave. & Bowdoin St. (St. Paul) I
DATETIME �.I.�r MAXLEVEL ARR/DII' '
. 08/18/'9311:03:48 DC9 94.9 A I
08/10/93 22:15:13 DC10 93.8 A I ;
08I22193 23:46:06 B727 93.6 A I .
� 08/12/'9318:29:14 DC10 93.3 A I
08�111'93 20:49:17 DC10 93.2 A ( '
08/12/9317:56:26 B727 93.2 A ( �
08%11193 21:09:25 B727 93.2 A • I ;
08I08I93 4:45:07 B727 92.8 A � I .
08/08/'9311:10:55 B737 92.7 A ; I �
OS/12193 6:11:34 B727 91.9 A �
Wednesday, September 22, 1993
;
Metropolitan Airports Commissian
Ten Loudest Aircraft Noise Events
RMT #11: Finn St. & Scheffer Ave. (St. Paul)
r��r�
08/18/'93 $:Q3:06
08/12/93 I1:44:59
08127193 i6:17:43
OS/2'7/93 1$:38:20
08/15/93 6:05:18
08128193 1I;32.06
Q&f08/9314:39:22
08l27/93 15:55:16
08J�05I�3 6.i2:�9
08(fl519319:22:17
�c�,.Fr �.,�vEt.
TYPE
��
C208 $7.0
8737 $5.3
BFA2 85.3
BA31 $4.2
B727 $4.1
DC9 $3.0
BA31 82.7
B737 82.4
BA31 82.3
B73S $2.2
RMT #12: A�ton Ave, & Rockwood Ave. {St. Paut}
DATETIi�IE
08/14/'93 1Q:43:23
f}8120193 i1:57;{}$
(?8l21I9319:58:29
08/14/9310:36:38
48l28193 7:23:QU
0
48118N3 6:38:34
08/23I9312:Q5:08
osna�3 �.50:37
08118193 7:49.24
0824/93 9:09:55
Thursday, September 23, 1993
�c�aFr �xc�Ev�t.
TYPE
��
BA31 $7.2
BA31 86.3
NID80 85.7
B727 85.5
B757 85.I
SW4 85.Q
B727 $4.9
Bn� sa.$
FK2$ 84.5
DC9 84.4
�
�
Metropolitan Airports Commission
Ten Loudest Aircraft Noise Events
. RMT #13: Southwest End Of Mohican Court (Mendota Heights)
DATETIlI� '�,j,�r MAXL.EVII.. ARR/DEP
08/2�/'9313:36:30 1�ID80 95.0 D I
08/�07/93 9:51:34 B727 94.1 D I
08/ll/93 9:56:59 DC9 93.7 D I
08R1�'9318:29:20 DC9 92.9 D I
08/14I'9316:51:07 DC10 92•8 D I
08R1/93 9:5123 B727 92.4 D �
08R6P9312:10:45 B727 91.4 D I
08R6/'93 8:01:00 B727 90.4 D (
08l20/'9318:3322 B727 90.3 D I
08/07/9310:17:47 B727 89.2 D �
RMT #14: lst S� & McKee St. (Eagan)
DATETIME.
08/15/93 9:34:10
OS/11/93 8:14:03
08R8P93 19:49:36
08/10I9313:30:43
08/12/93 11:57:18
08/11/9313:44:06
08/13/9319:55:53
08/16I93 8:00:17
08105/93 9:50:21
08/16/'9311:15:22
Thursday, September 23, 1993
�mcx�r �.Eva, �xRm� I �
TYPE
B727 100.8 D I
B727 99.2 D I
B727 99.1 D (
B727 98.9 D I
B727 98.5 D I
B727 98.4 D I
B727 98.1 D , I
B727 98.1 D ' (
B727 98.0 D I
B727 97.9 D �
,
Metropotitan Airparts Commissian
Ten Loudest Aircraft Noise Events
RMT #15: William Court & Thresea St. (Mendata Heights)
DATETIIv�
0$/14N312:38:26
08/2$/'93 18.20:42
08i0$193 11:50:55
08/12P93 9:56:44
08/08/93 16:50:59
08I�$!'93 9:47:45
{}8125t93 9:47:U3
08/0$/93 11:4226
08l2I/9318:23:33
os11zN3 �s.47:31
�cx�t�--r �t..�vEt1
��
B727 101.2
B727 100.6
B72� 1W.I
B727 99.3
B72�. 47.6
B727 97.4
B727 � 97.3
B727 97.2
DC9 9fi.8
� B727 96.3
RMT #16: Avalon Ave. & Vilas Lane (Eagan}
DAI�TIME
08/13/93 9:57:48
08/16/93 9:54:49
08t28t"93 8:27:28
08p91'93 7:14:08
08/16J'9319:58:03
48115193 23:2$:21
08221'9311:53:07
08/1S/93 9:50:45
081i6A3 i8.54:29
0&/25/9312:54:58
Thursday, September 23. 1993
�c�r �xt.�va.
TYPE
���
B727 102.1
B727 1�2.0
B727 10I.7
H727 101.4
8727 � 1012
8727 IOI.I
B727 1Q0.9
DC9 100.7
B747 IOQ.6 �
B727 lUOS
�r
,
TVletropolitan Airports Commission
, ' -
Ten Loudest Aircraft Noise Events �
RMT #17: 84th St. & 4th Ave. (Bloomington)
DATF.TIIVIE �E MAXLEVEL ARR/DEP
08/24/93 9:11:32 B727 96.1 D
08�13I9310:00:36 B727 95.6 D
08/10/'9315:21:54 B727 92.9 D
0823I'93 9:33:44 B727 92.1 D
08/09/'93 22:34:09 B727 91.0 D
08f09/'93 22:06:39 B727 91.0 D
08R8P93 6:13:01 B727 90.7 D
08/15/93 8:18:51 B727 90.1 D
08i1.7/9314:49:40 DC9 90.0 D
U8R0/9310:32:54 B727 90.0 A
RMT #18: 75th St. & 17th Ave. (Richfietd)
DATETIME `�. �r MAXLEVII, ARR/DEP
08R4/'9312:51:35 B727 104.2 D
OS/15N3 8:02:49 B727 102.0 D
08/15/'93 22:10:13 B727 101.7 D
08iZ8/9314:26:49- - DC9 - 101.0 D
08In1/93 7:36:05 B727 100.7 D
08!'l7l93 22:27;19 B727 100.6 D
08R3/93 22:32:58 B727 100.2 . D
08/09/93 22:19:27 B727 1002 D�
OS/13N310:00:32 DC9 100.1 D
08/02I'93 21:37:56 B727 99.8 D
Thursday� September 23, 1993
t
I �
. i � ,
�
Metropolitan Airports Commission
0
Ten Loudest Aircraft Noise Events
RMT #19: 16th Ave. & 83rd Street (Bloomington)
DATETIIvIE
OS/Ol/93 8:00:21
08/O1P93 7:42:06
�08/n1/93 7:56:38
0827/93 14:12:03
08/12/9316:10:57
08/10/9316:10:40
08/15I93 8:04:06
08/l7/9314:45:37
08/18/93 21:55:41
08/Z4/'93 11:08:44
�mc�-r �.EVII,
TYPE
DC9 100.4
DC9 99.8
DC9 99.7
B727 99.5
B727 98.4
B727 97.6
B727 97.1
D�9 96.0
B727 95.6
B727 95.6
RMT #20: 75th St. & 3rd Ave. (Richfield)
DATETIIvIE
08i?�/9312:52:01
08f13/93 9:48:24
08IU1193 7:36:32
08/19/93 15:23:19
08/l3/93 22:15:33
08IO1N3 7:32:36
08/Z3I93 9:31:17
08R8/9314:27:12
08R3I93 14:52:39
08I27I9314:54:38
Thursday, September 23, 1993
�cx�z �v�
TYPE
B727 98.6
B727 98.5
B727 93.2
B727 92.4
B727 92.0
B737 91.7
B727 91.6
DC9 91.2
NID80 89.5
14ID80 89.0
ARR/DEP
_��
D
D
D
D
D
D �
D
D
D �
�
e
� , �Metropolitan Airports Commission
Ten Loudest Aircraft Noise Events ;
RMT #21: Barbara Ave. & 67th St. (Inver Grove Heights) '
I
DATETIIVIE `�.I.�r MAI{L.EVII. ARR/DEP
,
08/14/93 9:48:52 B727 87.7 D I
08/17/'93 i9:51:25 B727 87.4 D I �
08/15/'9313:08:53 FK10 87.3 D I
08/+0'7I'93 9:48:13 DC9 86.5 D
08/07/9314:51:47 B727 86.1 D I
08/07/9311:59:58 DC9 86.1 D �I ;
08/08I9317:18:52 B727 85.8 D
08/16I'93 8:30:29 B727 85.5 D I
08/11/93 9.27:45 B727 85.5 D
08/15/9312:05:55 B727 85.3 D I ;
RMT #Z2: Anne Marie 'h�ail (Inver Grove Hei hts)
g I �
DATETIME �,j.�r MAXLEVII, ARR/DEP '
08/15/93 9:52:05 DC9 88.4 D I '
�
08/19I'9318:38:32 DC9 88.0 A I �
08R2193 9:48:43 B727 87.0 D I
08/14/93 8:21:16 B727 86.7 D , �
08/07/'93 8:17:55 B727 86.2 D I
08R8193 10:06:34 B727 85.8 D� ' I
08/14/9315:32:27 B727 85.5 D I
08/14/'9313:27:54 DC9 85.2 D I
OS/11/'93 9:50:29 B727 85.1 D I �
08/15A3 8:24:20 B727 85.0 D � `
Thursday, September 23, 1993
MetropoGtan Airports Commission
� Ten Laudest Aircraft Noise Events
RMT #23: Kenndon Ave, (Mendota Heights)
DATh'T�
08r21/93 16:51:07
08/08/93 16:53:09
081I71'93 11:41:36
08l47I93 13:37:14
08/26I93 19:40:03
0$Id'7/93 29:44:1$
08l0819319:54.57
08lZ8/9313:(16:47
4$!2i/9317:07:47
08iZ2t93 11:05:12
au�c�z
TYPE
�_
B727
B727
B7z7
B72�
B727
B727
B727
B727
B727
DC14
MAXL.EVF.I.,
��
143.8
103.5
IO2.8
142.6
1025
lirLS
i02.4
1U2.3
IO2.1
102.1
RMT #24: Chapel Lane & Random Road �Eagan} `
DATETIME .
08/04/'9312.35:40
f38tCY7/93 8.17:22
Q8I+D8193 9:06:16
08/12J'9311;57:36
d8/Zll9315:28:27
Q8f�5193 8:23.53
08/iGGI'y93.11;15:37
08/0'7/9310:Q3:I7
08IZ8193 9:5b:4b
08/08/9315:17:38
Thursday, September 23, 1993
�t�u+►Fr �.L�vII.
�.�.
B727 97.1
B727 90.5
B72? 9Q.4
B727 90.3
B737 90.3
B727 89,9
B727 89.5
B�27 89.3
B727 89.1
B�z� $�.1
�
'• ,
DATE
t
2
3
A
5
6
7
8
9
10
IT
12
13
14
15
16
17
18
39
September 28, 1983
Minneapolis-St. Paul
Analysis�of Noise Events with Time/Date
Between August �11993 4:4Q:40 and August 311993 23:59:00
Aircraft Ldn dB(A) -
Noise Monitor Locations ,G�
\" a� �� .E�' �,r,�@'`1
4�' �`� t�` �" � �. �
t<
rr
� Minneapolis-St. Paul
=. Analysis of Noise Events with Time/Date
Between August 011993 0:00:00 and August 31� 1993 23:59:00
DATE
20
21
22
23
?A
25
26
27
28
29
30
31
Aircraft Ldn dB(A)
Noise Monitor Locations
*less than twenty-four hours of data available
September 28,1993 p
#24
65.3
65.8
62.5
61.5
63.2
63.8
65.1
63.8
64.9
54.3
0.0
0.0