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Metropolitan Airports Commission (MAC)

Minneapolis-St. Paul International Airport (MSP) Noise Oversight Committee (NOC)

MAC General Office Building Lindbergh Conference Room

6040 28th Avenue South Minneapolis, MN 55450

NOC Committee Members

Jeffrey Hart – Co-Chair (Delta Air Lines) Elizabeth Petschel – Co-Chair (Mendota Heights City Council) John Bergman, At-large Cities Representative (Apple Valley City Council) Angie Moos, Cargo Carrier Representative (United Parcel Service) Paulajean Vick, At-large Airport User Representative (Delta Global Services) Karen Erazo, Charter/Scheduled Operator Representative (Sun Country Airlines) Cyndee Fields, City of Eagan Representative (Eagan City Council) Tom Fitzhenry, City of Richfield Representative (Richfield City Council) Doug Nelson, Minnesota Business Aviation Association Representative Dwayne Lowman, City of Bloomington Representative (Bloomington City Council) John Quincy, City of Minneapolis Representative (Minneapolis City Council) Gordon Goss, Chief Pilot Representative (Delta Air Lines)

MEETING AGENDA 20 January 2016

1:30 pm (Elizabeth Petschel, Mendota Heights City Council, will be the acting Chairperson for the meeting)

*Note: 1:00 – Committee Agenda Review Session (NOC members only in the Coleman Conference Room)

1. 1:30 – 1:35 Review and Approval of the November 18, 2015 Meeting Minutes

2. 1:35 – 1:45 Review of Monthly Operations Reports: November and December, 2015

3. 1:45 – 2:00 Update on the FAA’s Survey to Re-Evaluate Noise Measurement Methods

4. 2:00 – 2:20 Presentation: MSP Converging Runway Operations, Elaine Buckner, MSP Air

Traffic Manager

5. 2:20 – 2:40 Wind and Aircraft Noise Complaint Trend Analysis

6. 2:40 – 2:50 Airbus Aircraft Vortex Generators

7. 2:50 – 3:00 Aviation Environmental Design Tool (AEDT) Update

8. 3:00 Public Comment Period

9. Adjourn

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MSP NOISE OVERSIGHT COMMITTEE DRAFT MEETING MINUTES

Wednesday, 18 November, 2015 at 1:30pm

MAC General Offices Building – Lindbergh Conference Room

Call to Order

A regularly-scheduled meeting of the MSP Noise Oversight Committee, having been duly called, was held Wednesday, 18 November 2015, in the Lindbergh Conference Room at the MAC General Offices Building. Chair Hart called the meeting to order at 1:31pm. The following were in attendance:

Representatives: P. Vick; K. Erazo; J. Quincy; D. Miller; J. Hart; E. Petschel; T. Fitzhenry; J. Bergman; D. Miller; J. Oleson; T. Foster; A. Salmela, G. Goss, J. Lagenfeld

Staff: D. Nelson; B. Juffer, L. Peilen; T. Finley; J. Lewis; C. Leqve; B. Rief

Others: D. Sloan – City of Mendota Heights ARC; S. Nienhaus – City of Burnsville; A. P – City of Apple Valley; L. Olson – City of Minneapolis; R. Owen – Metropolitan Council; S. Devich – City of Richfield; D. Boberg – City of Bloomington; J. Aul – City of Bloomington

1. Review and Approval of the 16 September 2015 Meeting Minutes

IT WAS MOVED BY REPRESENTATIVE FITZHENRY AND SECONDED BYREPRESENTATIVE QUINCY TO APPROVE THE MINUTES OF THE 16 SEPTEMBER 2015MEETING.

The motion carried by unanimous vote.

2. Review of Monthly Operations Reports: September and October, 2015

Brad Juffer, Technical Advisor, reported the number of complaints and households for MSPdocumented in September and October 2015.Complaints in September 2015 were up by 9.7%compared to 2014 and October complaints were up 1.9% compared to 2014. In each of themonths, the highest complaint communities were Minneapolis, City of Eagan, Golden Valley,City of Mendota Heights, and City of Edina.

Juffer reported the operations totals for September and October 2015. Overall, there was a0.6% decrease in September compared with 2014 and a 1.8% decrease in October comparedwith 2014. Year to date, there have been 338,033 operations, representing a 1.9% decrease.August 2015 was the only month in 2015 when operations were higher than 2014.

Juffer said out of 32,887 flights in September and 33,969 in October, 30,051 were air carrieroperations in September and 31,263 were air carrier flights in October. Continuing the trend at

Item 1

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MSP Noise Oversight Committee 18 November 2015

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MSP, 42.6% in September and 42.3% in October were regional jets. This is down from 48.6% in September 2014 and 48.3% in October 2014. There were no modified Stage 3 operations in September and four modified Stage 3 in October. Nighttime operations at MSP were 1,573 in September and 1,625 in October. Juffer said passenger data from passenger and operations reports for main line and regional carriers show there were 2.2 million passengers flying on 17.6 thousand major air carrier flights in September. Passenger counts on major airlines show passengers are up 12% from 2014 to 2015 in September; in contrast there were 686,927 passengers that flew on 12.7 thousand regional air carrier flights in September, which represents a drop of 12.2% from 2014 to 2015. Overall passenger counts when both data sets are combined, are up 6.5%; operations are down 0.9% Juffer said in September there were 872 scheduled arrivals and 1,108 actual arrivals during the nighttime hours (10:30pm – 6:00am). The biggest hours were 10:30-11 p.m. with 187 scheduled versus 244 actual arrival operations. During the 11 p.m. hour there were 354 scheduled and 368 actual operations. During the 5 a.m. hour there were 233 scheduled arrivals and 304 actual operations. Also during the 5 a.m. hour there were 235 scheduled departures and 238 actual departures. Juffer said in October there were 928 scheduled arrivals and 1,190 actual arrivals. During the 11 p.m. hour there were fewer actual arrivals than what were scheduled. Juffer reported that more than likely those flights arrived early during the 10 p.m. hour or arrived late during the 12 a.m. hour. The 5 a.m. hour dominated departures with 224 scheduled and 249 actual operations. Juffer reported in response to Representative Quincy’s request during the previous meeting, the data were broken down into operations for each day of the week. In September the operations with the highest percentage were Tuesdays and Wednesdays with 17% and 18% of operations on those days. The highest days during the nighttime also were Tuesday and Wednesday. In October highest operation days for both day and night were Thursday and Friday. Juffer reported on the noise abatement procedures at MSP: Runway 17 Departure Analysis, Eagan-Mendota Heights Departure Corridor and the Runway Use Report. There were 6,263 jets that departed Runway 17 in September and the count in October was 4,983. In those months, 98.7% and 99.9% of the operations complied with the Runway 17 departure procedure. Juffer stated the information from the Eagan-Mendota Heights Corridor report indicated there were 4,355 jets departing from those runways [Runways 12L and 12R] in September and 4,165 utilized the corridor, resulting in 95.6% compliance rate. In October the number increased to 96.9%. Juffer reported that of the Runway 12L and 12R departures 89 of the 175 nighttime operations utilized the Crossing-in-the-Corridor procedure; and 1,433 or 34% of the daytime operations utilized the procedure. In October, the nighttime numbers were 110 out of 179 possible or 61% and daytime was 1,164 out of 3,395 or 34%. Juffer noted that the draft 2016 NOC Work Plan includes an evaluation of and advocating for enhancement of this procedure.

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Juffer stated the Runway Use percentages for September and October are similar, but the counts are quite different due in large part to the winds and temperatures in September, which were the highest temperatures Minnesota has ever seen in the month of September. Minneapolis, specifically, had the fourth highest September temperatures on record. The temperatures were accompanied by southerly winds that favored a south flow more often. There were 19 days in September when MSP was operating in a south flow configuration, which resulted in 68% of arrivals using 12L or 12R. Runway 17 was used heavily also during September, but very little in the evening or overnight hours when much of that activity was shifted to Runway 12L and 12R. In October, the winds and runway use percentages shifted to a more normal condition. Runway 17, 12L and 12R departures were roughly 10% lower than what they were in September. Chair Hart, Delta Air Lines, called for questions and noted the November winds are favoring easterly departures with the southerly winds with the temperatures we’ve had. Representative Miller, Eagan, commented that it appears Runways 17 and 12L are operating as parallel runways, given the use percentages. She said the Runway 12R area of Eagan was zoned for the Eagan-Mendota Heights Corridor and now residents under the Runway 17 flight paths are getting nailed. She said the City of Eagan is interested in talking to the FAA about the issue. Representative Petschel, Mendota Heights, commented that she supports Representative Miller in that when Runway 17 was built the cities were asked for support in terms of building a new runway. She said the cities were told the south flow would be the flow of choice in the RUS. She said that Runways 17 and 12L are now being used as two parallels, while 12R is being used for arrivals, and that it is as if there is no mitigation being realized from Runway 17. She stated that if you look at the noise contour, it’s creating a small bubble over Eagan stretching out the arrival footprint which was not the case before.

3. Presentation: 2016-2022 Capital Improvement Program, Bridget Rief, Director of Airport Development – Metropolitan Airports Commission

Bridget Rief, Metropolitan Airports Commission, provided a presentation on the Draft Capital Improvement Program: 2016-2022. Rief explained the 2015 projects that are underway in 2015:

Consolidating Checkpoint 1 (scheduled to be open in Feb 2016)

T2 gate expansion

Concourse A/B Modifications

Concourse E and F boarding bridge replacements

Cooling tower installation

Reroof of Concourse G

Aircraft viewing area (now open) Rief explained there is an average of about $100 million in capital programs during the past few years, but beginning in 2016-2017 that average is approximately $290 million due to the projects that are being planned. Projects in 2016 are prioritized from a cost standpoint. In 2016 the focus is on originating passengers, who live in Minnesota and use the terminal facilities. Rief noted that the noise mitigation program is not included in 2016. Rather, the mitigation program category is included in 2017, which is the first year that mitigation would be applied.

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Rief described the funding sources for the 2016 CIP. The major categories include MAC funds, Passenger Facility Charges, and General Aviation Revenue Bonds, Customer Facility Charges, and Airline Rehab and Repair program, and Federal and State aid grants. No tax revenues are utilized. Chair Hart, Delta Air Lines, asked if the CFCs are something new. Rief said CFCs have been around for a long time. Customers pay around $3 per day for a car rental charge. In 2016, if the board approves, that charge could increase up to $6 per day. Rief continued to explain the projects included in the 2016 CIP:

T1 Food Court elevator replacement

HVAC replacements

Restroom upgrades

Concessions Rebids

DHL Freight Building remodel

T1 operational improvements construction

T1 outbound roadway modifications and parking expansion

Increase operational capacity, modernize the ticketing areas, and enhance vertical circulation.

Concourse A-G Connector, phase one is in preparation for the hotel.

Hart asked if Graves will be the operator of the hotel. Rief affirmed and explained the hotel connector design. Rief said a separate EAW was prepared for the hotel skyway. As part of the Assessment of Environmental Effects comments were solicited from municipalities and affected parties. Representative Oleson, Bloomington, asked what oversight, in addition to the FAA and environmental studies, does the MAC collaborate with, particularly in the State of Minnesota. Rief responded by explaining the design and construction standards and explained the collaboration with building officials, construction coordinators, and environmental permitting. Hart asked if the $289 million was programmed over seven years. Rief stated that that amount was just for 2016. Hart asked if Ms. Rief was aware of any entity that spends that much money in a year in capital improvements. Rief stated she did a presentation for the MAC board that compared CIP amounts. In 2016-2017 the program is about $700-$800 million. She said MNDOT far exceeds that amount. Hart said from his perspective that is a huge amount of money that gets put back into the community with contractors and wages and materials and things like that in one year. Representative Petschel, Mendota Heights, asked Ms. Rief if she has any idea within the next year or two how many people, other than ordinary work/day to day activities, will be employed. Rief responded that off-hand she has no idea how many employees or jobs will be created, but that is something they can talk about when they work with community sources and project leader agreements. Petschel said she would be interested to know that.

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4. MSP Converging Runway Operations

Elaine Buckner, MSP Air Traffic Manager, presented updated information about converging runway operations, which is defined as MSP departures from Runway 30L and arrivals to Runway 35 with a confliction when the arrival makes an unplanned go-around. The confliction point is beyond the end of Runway 35. Mitigations have always been in place for a converging operation. However, in July 2015 an additional requirement was injected into the FAA’s battery of mitigations that caused a stop to arrivals on Runway 35 until the additional mitigation could be worked into the procedures. On August 28, 2015, arrivals and departures were alternated during a 60-day test. In September there were only six to eight days that the test could be conducted. As a result of the limited opportunity to test the new procedures, the test is extended to February 24, 2016. Prior to the new requirement, the rate was 90 arriving aircraft per hour. The test is going very well, and it has been used up to an arrival rate of 75 in ideal conditions, which is about the maximum. When ILS approaches to 30L and 30R are being conducted, they can get a rate of 68-72. If winds require landing only on Runways 30L and 30R the rate is 64 in visual conditions. If the weather continues to deteriorate the rate becomes 48-54. Representative Fitzhenry, Richfield, asked if gate holds are placed on in bound aircraft when the rates are 40 or 50. Buckner explained the number of systems that go in ground stops, ground in trail, delay programs, etc. Representative Quincy, Minneapolis, asked are go-arounds more frequent or less frequent, or are the data captured or recorded anywhere. Buckner responded by explaining that the data have been tracked since the runway opened and that overtime they have reduced that potential for go arounds through various measures. Quincy asked if that information is available to people and is it more or less than it has been in the past. Buckner responded by committing to see if the data are available. Quincy noted that he imagined each go-around would have a unique and special decision. Bucker affirmed.

5. MSP Annual Fleet Mix Assessment

Dana Nelson, Technical Advisor, presented the Annual Fleet Mix Assessment data, pointing out that in March 2010 there were more regional jet aircraft than in other manufactured Stage 3 categories, such as the Airbus A319. In June 2014 that flip-flopped, we had other Stage 3 aircraft categories like Airbus overtaking the regional jets. During the last five months there were zero Hushkit operations. Nelson presented a manufactured Stage 3 Fleet Mix table ordered by loudest to quietest based on FAR Part 36 Take-Off Noise Levels. In 2015, the “loudest third” of Stage 3 aircraft make up 2.1% of total operations. The “middle third” make up 12.1% of total operations, and the “quietest third” make up 41.4% of total operations. We continue to see a lot of the manufactured Stage 3 aircraft types falling in the quieter third of the total fleet mix. Nelson highlighted the most predominant aircraft types in the middle third and quietest third, including B757, B737-800, A320, A319, and MD90. Nelson noted that a lot of people confuse the MD90 and MD80 aircraft because they look similar, but the MD90 is quieter than the MD80. Nelson said looking at similar information for the regional jets, the predominant aircraft types are CRJ-200, which is a small 50-seat and CRJ-900, which is a larger regional jet. Nelson explained that the CRJ-200 has been decreasing and the CRJ-900 has been increasing. Chair Hart, Delta Air Lines, commented that he appreciates the fleet mix chart. Representative

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Petschel, Mendota Heights, asked if the increase in the longer CRJ is driving the gate improvements on the A concourse. Hart affirmed.

6. Review Status of FAA Center for Excellence/PARTNER, TRB and FICAN Initiatives

Dana Nelson, Technical Advisor, noted that the full report on the projects and programs updated in 2014 and 2015 in the packet. The project links are provided in the presentation on the MAC Noise Program Office website for easy access. There were two PARNTER projects updated during the past two years. Next year ASCENT will take over the PARTNER role. The report next year will include PARTNER and ASCENT projects. The Airport Cooperative Research projects show trends and themes that include NextGen and community collaboration. The MAC will continue to monitor these projects. Additional research was added to the report for the Airports Council International and medical journals.

7. Aviation Environmental Design Tool (AEDT) Update

Dana Nelson, Technical Advisor, noted the Aviation Environmental Design Tool (AEDT) replaces Integrated Noise Model (INM), which MAC its consultants use to prepare noise contours. The FAA released this AEDT Version 2b in May 2015. The MAC hired HNTB to run this model in comparison with INM to reveal the changes in the contours. Nelson said that there is an issue with how the terrain is being applied in the AEDT model. There is no issue when the contours are run without applying the terrain. On November 10 the FAA indicated there is a bug in the software. The MAC will continue to monitor the resolution and anticipates the contours will be run by end of January next year for the Annual Noise Contour Report. Chair Hart, Delta Air Lines, asked if the MAC will wait for the FAA to tell the MAC that the bug is fixed. Nelson affirmed. Hart asked if, of all the airports in this country, Minneapolis was the one to discover the bug. Nelson affirmed. Representative Petschel, Mendota Heights, noted that she is interested to see the INM footprint and the AEDT footprint to see the subtle differences between the two tools are, and asked if in terms of FAA funding for noise mitigation with the AEDT is the 65 still the remediation level for airports. Nelson affirmed. Representative Quincy, Minneapolis, indicated that he would like to see the data for the past three years, and asked how he would be able to see what the new information is in a noise contour report/analysis. Nelson confirmed that the AEDT included emissions data and the MAC will be working with consultants in preparation of the noise contours. Petschel noted that she feels that she is burdening MAC staff, but she is so grateful that Nelson is willing to take on her requests.

8. Draft 2016 NOC Work Plan

Dana Nelson, Technical Advisor, shared the draft 2016 NOC Work Plan and noted that this is an action item and items (i) through (m) were added and highlighted. Representative Petschel, Mendota Heights, reminded the group of the interest in trying to quantify the savings in terms of fuel and emissions since the implementation of the STARS and continuous descent approach so that there was something solid that could be shared with communities and she does not want to lose track of that and the difference that that is making. Nelson indicated that her staff is diligently working on that right now with an expanded flight tracking system to capture the top of descent and evaluate how much fuel is being saved and how much emissions are a

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result of that. Nelson said she is willing to include this as item (n) in the NOC work plan for next year. Petschel, Mendota Heights asked if there is a consensus on that. Chair Hart, Delta Air Lines, indicated he was just going to ask the group if they can just add (n) and vote on it as a package. Representative Quincy, Minneapolis, asked if that kind of information would be captured in the AEDT. Hart indicated emissions would be, but fuel savings probably would not be. Nelson, affirmed and noted that the arrival profiles that are modeled in INM and AEDT already assume a continuous approach. Hart requested that letter (n) be added as a “Fuel Savings Study.” Nelson indicated that she wanted to make sure the wording was finalized for the record keeper so letter (n) would be “Optimized Profile Descent Evaluation and Fuel and Emission Reduction Result.” Hart requested action and discussion on the topic. Quincy said it occurred to him that in the past they have done some previous altitude studies and created gate analysis around the airport, and he would like to know if that could be incorporated into an existing item or for consideration for future report/analysis. Representative Bergman, At-Large Representative, asked what the altitude be used for. Quincy responded that with the gate analysis he was able to see if the flights were flying lower and he would like to see it because it obviously has a noise impact. Petschel, Mendota Heights noted that she recalls the study that was conducted and believes the reason for the study was due to the weather and noted the with the heat and humidity the altitude was definitely lower when it was analyzed previously. Quincy, responded that it also has something to do with what operations were happening, whether they were turning sooner or hitting a high point, and he believed the analysis used July data. Bergman, indicated he believed everything was captured for why there was a particular aircraft at specific altitudes. Hart indicated that he thinks Quincy is interested in long-term trends in altitude based on time of year, seasonality, type of airplane and that sort of thing. He asked if there is a place to put that in one of the other work plan items. Nelson affirmed item (d) was updated to include an altitude assessment along with changes in aircraft fleet mixes. Hart noted the last sentence in the draft 2016 NOC Work Plan description talks about type and altitude. Petschel, Mendota Heights noted that because it has been studied before some data from this past year are available for comparison. IT WAS MOVED BY REPRESENTATIVE FITZHENRY AND SECONDED BY REPRESENTATIVE BERGMAN TO RECOMMEND APPROVAL OF THE 2016 NOC WORK PLAN WITH AN ADDED ITEM N: OPTIMIZED PROFILE DESCENT EVALUATION AND FUEL AND EMISSION REDUCTION RESULT. The motion carried by unanimous vote. Nelson, continued with highlighting the accomplishments of this year and presented in 17 bullet points on the presentation slide. These items will be shared with the Planning Development and Environment committee on December 7. Hart praised MAC staff and noted how much he appreciates their hard work.

9. Establish 2016 NOC Meeting Dates Dana Nelson, Technical Advisor, recommended the NOC 2016 meeting dates for every other month on the third Wednesday.

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IT WAS MOVED BY REPRESENTATIVE FITZHENRY AND SECONDED BY REPRESENTATIVE MILLER TO APPROVE THE MEETING DATES FOR 2016. The motion carried by unanimous vote.

10. Review of October 27, 2015 Public Input Meeting

Dana Nelson, Technical Advisor, said the fourth-quarter Public Input Meeting was held on 27 October 2015 at the Edina City Hall and noted there were 39 people present. Nelson described the topics that were presented on the meeting slide. Comments and responses were posted on the macnoise.com website.

Nelson noted that the meeting schedule for 2016 includes meetings on Wednesday nights instead of Tuesday nights, most of which will be in the same room as the NOC meeting. Representative Quincy, Minneapolis, commented that all of the individual responses are good to know and wants to make sure they are available online. Quincy also indicated he appreciated the presentation being published in advance of the meeting and he hoped that future public input meetings would have something similar. Chair Hart, Delta Air Lines, agreed. Representative Petschel, Mendota Heights, noted that she found it helpful that the presentation laid out what things can and cannot be affected. Representative Fitzhenry, Richfield, noted that the public input presentation is an educational process and said it would be helpful to have that when he is talking to people. He said it would be nice to have an airport 101 with a link to go to so they can get information and an idea of what happens at the airport, including acronyms, and an understanding that aircraft cannot just side step a runway. Representative Miller, Eagan, said Eagan has an open house each year, the next one is in January, in preparation for that she would like a videotaped airport 101 and she would be willing to help create one. Nelson responded that the Noise 101 is something that is being planned for the future on the macnoise.com website. Petschel, Mendota Heights, reminded the group that their airport relations did a DVD primer to explain “Why can’t you make the noise go away?” that ran on a continuous loop on cable. The MAC helped with the video footage. She said is another way to reach out to communities with basic information and it would be helpful to get something that can go out to everyone. Hart indicated he would like to work with that.

11. Public Comment Period There were no public comments.

The next meeting of the NOC is scheduled for Wednesday, 20 January 2016. The meeting adjourned at 2:49 p.m. Respectfully Submitted, Jennifer Lewis, Acting Recording Secretary

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MEMORANDUM

TO: MSP Noise Oversight Committee (NOC)

FROM: Dana Nelson, Manager, Noise – Environment & Planning

SUBJECT: REVIEW OF MONTHLY OPERATIONS REPORTS

DATE: January 6, 2016

Each month the Metropolitan Airports Commission (MAC) produces a Technical Advisor’s Report for the Noise Oversight Committee (NOC). This report provides information on the Minneapolis-St. Paul International Airport (MSP), such as aircraft noise complaints, aircraft operations and noise levels associated with MSP aircraft operations. Additionally, the MAC produces four monthly reports assessing the compliance of established noise abatement procedures: the Runway 17 Departure Analysis Report, the Eagan-Mendota Heights Corridor Report, the Crossing-in-the-Corridor Analysis and the MSP Runway Use System (RUS) Report.

At the January 20, 2016 NOC meeting, MAC staff will provide a summary on these five monthly operations reports for the months of November and December, 2015.

ITEM 2

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MEMORANDUM



SUBJECT: UPDATE ON THE FAA’S SURVEY TO RE-EVALUATE NOISE MEASUREMENT METHODS


In May 2015, the Federal Aviation Administration (FAA) announced it would begin evaluating its

methods for measuring aircraft noise. For decades federal regulations prescribed a process under

14 CFR Part 150 for calculating aircraft noise impacts using the Day-Night Average Sound Level

(DNL) metric. In the early 1980s the FAA established 65 dB DNL as the threshold at which federal

funding could be available to homeowners for soundproofing or other mitigation.

The DNL metric is an average of all aircraft noise during a 24-hour period, with a 10-decibel (dB)

penalty for each aircraft operation occurring between 10 p.m. and 7 a.m. This penalty accounts

for the higher human sensitivity to noise during the nighttime hours.

The Metropolitan Airports Commission (MAC) assesses aircraft noise impacts, for each of its

airports, using DNL noise contours. An annual noise contour analysis is conducted for the

Minneapolis-St. Paul International Airport (MSP). Communities across the nation, including

communities represented on the MSP Noise Oversight Committee, have requested the FAA

consider other federally-accepted metrics to express and represent the effects of aircraft noise

exposure.

In its news release, provided in Attachment 1, the FAA said its evaluation will be a multi-year

process and will begin with a survey of public perceptions of aircraft noise in communities situated

around 20 airports nationwide. The FAA is not disclosing the airport communities in which it will

conduct the survey. The survey is expected to conclude at the end of 2016.

According to the FAA, the survey results will be used to determine whether an update to FAA

policies regarding the DNL metric is warranted, along with the parameters under which a home is

eligible to receive federal funding for mitigation.

Viewing this as an opportune time to address the FAA about noise impacts beyond the 65 dB

DNL noise level, on January 19, 2016 the City of St. Louis Park will be considering a resolution

Regarding Federal Aviation Administration Recognition of Aircraft Noise Impacts outside the Day-

Night Average Sound Level (DNL) 65 Decibel Threshold (“Resolution”). The draft Resolution is

provided in Attachment 2. Once finalized, the Resolution is to be delivered to FAA administration

in Washington DC. St. Louis Park Director of Inspections and NOC At-Large City contact, Brian

ITEM 3

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Hoffman will present the Resolution at the January 20, 2016 NOC meeting to inform the NOC of

the City’s action and request support for the City’s Resolution.

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For Immediate Release

May 7, 2015

Contact: Laura Brown

Phone: (202) 267-3883; Email: [email protected]

WASHINGTON – The U.S. Department of Transportation’s Federal Aviation Administration (FAA) will soon begin

work on the next step in a multi-year effort to update the scientific evidence on the relationship between aircraft

noise exposure and its effects on communities around airports.

“The FAA is sensitive to public concerns about aircraft noise. We understand the interest in expediting this

research, and we will complete this work as quickly as possible,” said FAA Administrator Michael Huerta. “This

Administration takes its responsibility to be responsive to communities’ concerns over air noise seriously. Our

work is intended to give the public an opportunity to provide perspective and viewpoints on a very important

issue.”

Beginning in the next two to three months, the FAA will contact residents around selected U.S. airports through

mail and telephone to survey public perceptions of aviation noise throughout the course of a year. This will be the

most comprehensive study using a single noise survey ever undertaken in the United States, polling communities

surrounding 20 airports nationwide. To preserve the scientific integrity of the study, the FAA cannot disclose which

communities will be polled.

The FAA obtained approval from the Office of Management and Budget last week to conduct the survey and

hopes to finish gathering data by the end of 2016. The agency will then analyze the results to determine whether

to update its methods for determining exposure to noise.

The framework for this study was developed through the Airports Cooperative Research Program (ACRP), which

is operated by the Transportation Research Board of the National Academies of Sciences. This methodology will

be used to determine whether to change the FAA’s current approach, as well as consideration of compatible land

uses and justification for federal expenditures for areas that are not compatible with airport noise.

Press Release – FAA To Re-Evaluate Method for Measuring Effects of A... http://www.faa.gov/news/press_releases/news_story.cfm?newsId=18774

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Attachment 1

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This page was originally published at: http://www.faa.gov/news/press_releases/news_story.cfm?newsId=18774

Aircraft noise is currently measured on a scale that averages all community noise during a 24-hour period, with a

ten-fold penalty on noise that occurs during night and early morning hours. The scientific underpinnings for this

measurement, known as the Day-Night Average Sound Level (DNL), were the result of social surveys of

transportation noise in the 1970s.

In 1981, the FAA established DNL 65 decibels as the guideline at which federal funding is available for

soundproofing or other noise mitigation. This method was reaffirmed in studies conducted during the late 1980s

and early 1990s.

During the ensuing years, aircraft manufacturers incorporated technologies that resulted in dramatically quieter

aircraft. However, residents around many of the largest U.S. airports have expressed concerns about aircraft

noise associated with the continuing growth of the aviation industry. The FAA is taking an updated look at its

approach for measuring noise as part of an ongoing dialogue with stakeholders, including communities and

leaders of a number of cities across the nation.

If changes are warranted, the FAA will propose revised policy and related guidance and regulations, subject to

interagency coordination, as well as public review and comment.

###

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CITY OF ST. LOUIS PARK

RESOLUTION NO. 15-____

RESOLUTION REGARDING FEDERAL AVIATION ADMINISTRATION RECOGNITION OF AIRCRAFT NOISE IMPACTS OUTSIDE THE DAY-NIGHT

AVERAGE SOUND LEVEL (DNL) 65 DECIBEL THRESHOLD

WHEREAS, the City of St. Louis Park is committed to protecting and enhancing the quality of life of its residents; and,

WHEREAS, the City of St. Louis Park, while outside of the Federal Aviation Administration’s (FAA) Day-Night Average Sound Level (DNL) 65 decibel threshold, frequently experiences noise from flights arriving to the Minneapolis-St. Paul International Airport (MSP); and,

WHEREAS, the City of St. Louis Park seeks to reduce the impacts of aircraft noise on the community; and,

WHEREAS, a 2014 noise study by the Metropolitan Airports Commission (MAC) to monitor aircraft noise levels in the City of St. Louis Park for a period of two weeks made the following findings:

1. That 1,413 arriving flights and 188 departing flights registered noise events over 65decibels; and,

2. The 65 decibel threshold was exceeded for a cumulative total time of 4 hours, 36 minutesand 52 seconds; and,

3. The measured 2-week average aircraft DNL was 54.7 A-weighted decibels; and,

WHEREAS, the City of St. Louis Park participates in the At-Large Community membership of the MSP Noise Oversight Committee (NOC), which is a balanced forum for the discussion and evaluation of noise impacts around MSP including the identification, study, and analysis of noise issues; and,

WHEREAS, the City of St. Louis Park recognizes that the FAA noise metric for determining noise exposure – the DNL metric – does not convey the magnitude of high single-event noise levels due to the averaging over a 24-hour period and that alternative noise metrics aid in making quantitative assessments for aircraft noise impacts and communicating those impacts to surrounding communities; and,

WHEREAS, the NOC’s March 2011 letter to the FAA Performance Based Navigation (PBN) Integration Group for developing a set of noise criteria for PBN flight procedure design at MSP includes a criterion to provide a noise analysis using “other noise metrics that evaluate the time above impact and single event noise impacts along a given [Area Navigation] track at MSP”; and,

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WHEREAS, the monthly NOC Technical Advisor’s Report incorporates noise metrics to evaluate single event and threshold noise impacts, such as number of events above decibel thresholds, time above decibel thresholds and top ten maximum sound levels (Lmax); and,

WHEREAS, the FAA is currently in the process of surveying residents around many of the largest U.S. airports regarding aircraft noise annoyance levels to take an updated look at its established noise measurement methods; and,

WHEREAS, the successful implementation of PBN flight procedures, as part of the FAA’s Next Generation Air Transportation System (NextGen) initiative to modernize the national airspace system, requires engagement with airport operators, communities and other stakeholders to ensure the noise impact from new flight paths are conveyed and minimized.

NOW, THEREFORE BE IT RESOLVED, by the City Council that the City of St. Louis Park hereby:

1. Urges the FAA to recognize the impacts of aircraft noise beyond the current federally-established DNL 65 decibel threshold when making policy decisions on the impacts of aircraft noise in communities around U.S. airports and supports the use of alternative noise metrics by the FAA to help quantify aircraft noise impacts; and,

2. Urges the FAA to utilize alternative noise metrics when evaluating noise impacts from new PBN flight procedures and to communicate with stakeholders, including airport operators and communities, to ensure noise impacts are conveyed and minimized.

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MEMORANDUM TO: MSP Noise Oversight Committee (NOC) FROM: Dana Nelson, Manager, Noise – Environment & Planning SUBJECT: MSP CONVERGING RUNWAY OPERATIONS, ELAINE BUCKNER, MSP

ATCT DATE: January 6, 2016 In 2014 Federal Aviation Administration (FAA) Headquarters developed new safety rules to address Converging Runway Operations (CRO), which affected 15 airports nation-wide. The FAA defines Converging Runways as two runways that have intersecting flight paths within one mile of the airport. This “convergence” in the sky poses potential risks if a landing aircraft must discontinue its approach and go around. Elaine Buckner, Air Traffic Manager at MSP will update the NOC on the CRO topic at its January 20, 2016 meeting.

ITEM 4

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MEMORANDUM



SUBJECT: WIND AND AIRCRAFT NOISE COMPLAINT TREND ANALYSIS


The Minneapolis-St. Paul International Airport (MSP) Noise Oversight Committee (NOC) 2016 Work Plan includes a directive to “Analyze Trends in Wind and the Relationship to Aircraft Noise Complaints”. Into the fall and winter of 2015, the FAA used frequent and continuous south flow configurations at MSP due to unseasonable southerly winds. This resulted in a request for the NOC to study how winds and resultant airport configurations impacted aircraft noise complaints. Wind direction and speed play a significant role in aircraft operational flows at the airport. The Study of Airport Winds and Aircraft Noise Complaints provides a detailed trend analysis on wind direction, airport operations and runway use and how these trends impact aircraft noise complaints. The completed Study of Airport Winds and Aircraft Noise Complaints will be forthcoming as 2015 year-end flight and noise complaint data are being collected and evaluated. The Study will be posted as an addendum to the January 20, 2016 NOC meeting agenda and sent to the members prior to its meeting. At the January meeting, MAC staff will provide a presentation to the NOC on the Study findings.

ITEM 5

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MEMORANDUM



SUBJECT: AIRBUS AIRCRAFT VORTEX GENERATORS


The 2016 NOC Work Plan includes an investigation on the noise reduction benefits of vortex generators on Airbus A320 family aircraft. The Airbus A320 family aircraft include the A321, A320, A319 and A318 aircraft.

German Aerospace Center developed vortex generators, which are small triangular pieces of aluminum sheet metal mounted upstream of vents on the underside of each wing on the Airbus A320 family aircraft to divert airflow. These devices reduce high-pitched aircraft noise from arrival operations prior to landing gear and flap extension. Lufthansa reports monitored noise reduction levels up to 4.4 dB at Frankfurt Airport. Lufthansa and AirFrance started to install vortex generators on their fleet of A320 family aircraft in 2014. All A320 family aircraft delivered after 2014 will have these devices installed.

Approximately 17 percent of arrivals in 2015 were in Airbus A320 family aircraft. The majority of these (65 percent) were operated by Delta Air Lines.

At the January 20, 2016 meeting, the NOC will discuss the noise reduction benefits of vortex generators and consult with Delta Air Lines the prospect of retrofitting their Airbus A320 fleet.

ITEM 6

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MEMORANDUM TO: MSP Noise Oversight Committee (NOC) FROM: Dana Nelson, Manager, Noise – Environment & Planning SUBJECT: AVIATION ENVIRONMENTAL DESIGN TOOL (AEDT) UPDATE DATE: January 6, 2016 On May 29, 2015 the Federal Aviation Administration (FAA) replaced the Integrated Noise Model (INM) with the Aviation Environmental Design Tool (AEDT). According to the FAA’s INM webpage, “The Integrated Noise Model (INM) has been replaced by the Aviation Environmental Design Tool (AEDT) as of May 2015.” Additionally, the FAA’s AEDT Version 2b webpage states:

“Effective May 29, 2015, AEDT 2b replaces AEDT 2a, INM and EDMS as the required tool for noise, fuel burn and emissions modeling of FAA actions.”

In July 2015, the FAA published the 1050.1F Desk Reference. According to Appendix C. Guidance on Using the Aviation Environmental Design Tool (AEDT) 2b to Conduct Environmental Modeling for FAA Actions Subject to NEPA:

“For air traffic airspace and procedure actions, AEDT 2b replaces AEDT 2a, which was released by the FAA in March 2012. For other FAA actions, AEDT 2b replaces the Integrated Noise Model (INM) for analyzing aircraft noise and the Emissions and Dispersion Modeling System (EDMS) for developing emissions inventories and modeling emissions dispersion. AEDT 2b applies to analyses initiated after May 29, 2015.”

AEDT is a software system that models aircraft performance in time and space to estimate not only noise, but also fuel consumption, emissions, and air quality. Although AEDT is designed to provide information beyond just noise metrics, the FAA has stated the acoustical calculations in INM and AEDT are identical. AEDT includes an updated atmospheric attenuation standard (SAE-ARP-5534). Additionally, the grid point density, which is used to draw the contours, varies between INM and AEDT, leading to a smoother AEDT contour. When AEDT was released, MAC partnered with its noise consultant, HNTB, to identify and define the differences in the noise contours between the two noise models. HNTB used the same data inputs as the 2014 Annual Noise Contour for MSP in the new AEDT model. During this exercise, HNTB discovered an anomaly in the AEDT noise model, specifically how the model applies the terrain around an airport. HNTB reported this to the FAA in September 2015. Since then, the FAA has resolved the issue and sent a software patch to AEDT users to fix the bug. Historically, the most recent version of INM has been used for the annual noise contour analysis. Since the beginning of the Consent Decree program, INM has undergone four version updates. Each of these version updates produced slight variations in the noise contours as aircraft noise data is added and refined. Historical updates to INM incorporated additions to the noise database to include new aircraft certification, enhanced capabilities resulting from accredited airport noise research studies,

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software patches, and general care and maintenance of the noise software. With each new update, the FAA enhanced the accuracy of noise modeling. Now that it has been released AEDT, the FAA Office of Environment and Energy will no longer update INM beyond Version 7.0d and has already stopped supporting INM (that is, FAA will no longer publish software patches or issue other modifications to maintain the software). As FAA continues to certify new aircraft, the noise database in INM will become out-of-date and the level of accuracy in noise modeling will degrade. The MAC is in the process of meeting with each Consent Decree city to discuss its plan to use the AEDT noise model for the 2015 Annual Noise Contour Report. MAC staff will follow-up with a letter to the Consent Decree cities outlining MAC’s intent and request a written response by the cities supporting the use of AEDT. At the January 20, 2016 NOC meeting, staff will provide an update of the AEDT noise model status.

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