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10/02/1986 - Airport Relations Commission CITY OF EAGAN AIRPORT NOISE COMMITTEE AGENDA THURSDAY OCTOBER 2, 1986 7:00 P.M. I. ROLL CALL AND MINUTES II. COMMITTEE UPDATE A. Land Use Component - Part 150 Study B. Eagan- Mendota Heights Corridor III. DISTRIBUTION A. 11R Flight Log - 9/20/86 B. Runway Use Summary for August C. Airport Articles - Aircraft Noise Zoning - 1 - Delayed Flights - 1 - Deregulation - 1 - Unducted Fan Engines - 1 - Studies and Alternatives - 5 - Merger - 4 D. Departure Heading Survey Form IV. ADJOURNMENT MEMO TO: CHAIRMAN BARER AND AIRPORT NOISE COMMITTEE MEMBERS FROM: ADMINISTRATIVE ASSISTANT HOHENSTEIN DATE: SEPTEMBER 25, 1986 SUBJECT: AIRPORT NOISE COMMITTEE MEETING FOR OCTOBER 2, 1986 A meeting of the Eagan Airport Noise Committee is scheduled for Thursday, October 2, 1986 at 7:00 p.m. in the Eagan Municipal Center in Conference Room A. Please contact Jon Hohenstein at 454 -8100 if you are unable to attend this meeting. The following discussion is intended to provide background on those items to be reviewed at the meeting on Thursday. I. MINUTES A copy of the minutes of the Eagan Airport Noise Committee meeting of June 26, 1986 is enclosed for your review. Due to the lack of a quorum at the July meeting and the joint meeting held with the City Council on September 8, the June 26 minutes are the most recent minutes for your consideration. These minutes, subject to any change, require approval by the committee. II. COMMITTEE UPDATE A. Land Use Component - Part 150 Study -- Enclosed in your packets on pages 6, through 3/ you will find copies of the Land Use Management Program portion of the Part 150 Study and the City of Eagan's response to it. I am currently attending the technical review meetings in this regard on the City's behalf. The comment period ended on September 23 and the City will not know for several weeks what the comments of the other cities are. You will note the response contained in the letter is in accordance with the direction given at the joint meeting on September 8. Staff will be available to comment on the material at the meeting. B. Eagan- Mendota Heights Corridor -- Enclosed in the packet you will find a letter to Minneapolis -St. Paul Airport Director Tim Anderson. The letter confirms the conversations had on September 4, 1986 relative to the airport's localizer heading study. The letter goes on to state the City's position in the corridor controversy. Both the Metropolitan Council and Walter Rockenstein of MASAC have indicated support for the City in this regard. A you are aware, we are already cooperating with the City of Mendota Heights in this matter. In addition, Steve Vechi of the Airport's Commission wishes to hold yet another meeting with representatives of the City, the FAA and the MAC to clarify this matter. Since the FAA has begun to reference the corridor assumptions as the "105 degree experiment," staff believes that it is necessary to include representatives of all actors in this matter to prevent further attempts to encourage infighting. Also in your packets, on pages 34 through //7 , you will find copies of the information provided by the Airport's Commission to City staff at the last meeting. It clearly indicates that the runway heading was not sufficient to deal with the noise problems adjacent to the Eagan corridor in 1973. The documentation indicates that a formal attempt was made to shift traffic to a heading 5 degrees north runway heading at 110 degrees magnetic to keep aircraft away from the neighborhoods. Having received this information, staff is at a loss as to the current position of MAC staff that the localizer course is the operational boundary of the corridor. The documents are long. I have marked the ones of specific interest with an X in the upper right hand corner so that you might more quickly review the pertinent documents in this case. III. DISTRIBUTION A. 11R Flight Log - 9/20//86 - -I received several complaints over the weekend of September 20. I requested some followup from the airport and received the flight log of Saturday afternoon and evening from 12:38 p.m. to 10:48 p.m. In that time there was a modest east wind which may have accounted for some drift but the general headings given throughout most of the day do not seem to account for the large number of aircraft in the Country Home Heights area. Apparently the airport is under- taking some kind of localizer relocation on the parallel runways. That construction will take approximately 6 weeks. It has created traffic patterns in which a significant number of the departures are occurring on the north runway 11L or 29R, depending on operations. While the airport would not substantiate the possibility that this was responsible for the overflights in the Country Home Heights area, I believe that the large amount of fanning of aircraft departing on 11L using air space vacated the absence of departures on 11R may account for the observed level of traffic. I believe this to be the case because the flight log presented proports to cover all aircraft operating in the 10 hours of Saturday afternoon and evening and there is only 36 flights listed. Therefore the majority of the operations must have come from the other runway. B. Runway Use Summary for August -- Enclosed for your review is a copy of the Runway Use Report for August, 1986. You will note that the Eagan- Mendota Heights corridor received 41% of the landing operations and 59% of the departure operations. Therefore 50% of all operations are concentrated in the Eagan - Mendota Heights area. Complaints in the Eagan area were pretty evenly spread this month between Country Home Heights, Highview, Timberline and the McKee Addition. As usual, the City of Eagan have the second highest number of complaints recorded at the airport. It should be noted, however that this number is roughly 1/10 that recorded from South Minneapolis. C. Airport Articles -- Enclosed for your review are a substantial number of aircraft noise articles. Rather than address each individually, I have indicated their type and number of articles in your agenda. The committee may consider information from any of the articles in its meeting. Of particular interest, please find enclosed on page / the Northwest Airlines daily operations summary which will take effect upon completion of the merging of the operations on October 1, Northwest will reduce its operations by 86 aircraft or 15% of its total flights. D. Departure Heading Survey Form - -At the joint meeting, I indicated that staff would provide copies of the corridor survey form for replication by committee members. Enclosed in your packet on page /y-' you will find a copy of the airport's survey form. I have super imposed on your copies a heading 5 degrees to the north of runway heading. If you wish to replicate the survey, park at the appropriate 3 mile turnpoint. At 5 degrees north runway heading, that point is in front of the E -Z Air Park parking lot. At runway heading, the point is just east of Lexington Avenue and just south of Keefe Street. You record aircraft locations by indicating whether they are north of you, south of you, or directly over you on either of the headings. If you are monitoring the heading 5 degrees north of centerline, those survey zones are D, E, and F respectively; if on the extended runway centerline they are A, B, and C as depicted on the form. IV. ADJOURNMENT In response to committee concerns about the 4:30 meeting time, staff has moved the meeting to 7:00 to accomodate your schedules. Staff anticipates adjournment at or about 9:00 p.m. Ad ilnistrative Assistant cc: City Administrator Hedges City Planner Runkle City Attorney Hauge JH /cks MINUTES OF THE EAGAN AIRPORT NOISE COMMITTEE EAGAN, MINNESOTA JUNE 26, 1986 A regular meeting of the Eagan Airport Noise Committee was held on Thursday, June 26, 1986, at the Eagan Municipal Center at 4:30 p.m. The following members were present: Chairman Tom Baker, John Gustin, Joe Harrison, Carolyn Braun, and Otto Leitner. Absent was Dustin Mirick and Carol Duzois. Also present was Administrative Assistant Jon Hohenstein. MINUTES Upon motion by Gustin, seconded by Braun, all members voting in favor, the minutes of the May 13, 1986 meeting were approved. EAGAN - MENDOTA HEIGHTS CORRIDOR STUDY Administrative Assistant Hohenstein reported that representatives of City staff has met with representatives of the MAC and the FAA to attempt to resolve issues pertaining to the Eagan- Mendota Heights departure corridor. He indicated that the FAA has admitted to switching operations to the runway heading and that the MAC intends to study the extent to which the FAA complies with that. He further stated that it is the contention of the MAC and the FAA that the shift was a result of actions taken by MASAC in 1984 in response to a motion by the Mendota Heights city council. Chairman Baker indicated that the Mendota Heights representatives did not recommend a change in departure headings and that the MASAC headings were not intended to change the procedure. Member Braun reported that an employee of the Airports Commission who was staffing the complaint line, told her that there is no such thing as an Eagan- Mendota Heights departure corridor. Member Leitner said that a control tower supervisor told him that the extended runway center line is the middle of the corridor, not its southern boundary. Members then discussed a direction for future action to clarify the corridor issue, such clarification to be the basis for the remainder of the Metropolitan Airports Commission study on corridor compliance. Upon motion by Gustin, seconded by Braun, all members voting in favor, Chairman Baker and members of staff were directed to meet with representatives of Mendota Heights to confer on a mutual position regarding the corridor for a joint presentation to the Metropolitan Airports Commission, results of such meetings to be reported back to the Committee. RUNWAY 4/22 EXTENSION Administrative Assistant Hohenstein reported that the City Council had continued action on the Committee's Runway 4/22 Extension resolution until the MAC Environmental Impact Statement on the extension could be made available for review. Committee members expressed interest in the upcoming public hearings on the EIS and indicated that the dates of such hearings should be publicized to improve community input. Discussion was also had on the possibility of using the public hearing forum to introduce additional issues for review and debate. Specifically, issues related to the Eagan- Mendota Heights Departure Corridor were discussed. 4 Airport Noise Commission Minutes June 26, 1986 Page 2 CONTINUED PUBLICITY Upon motion by Gustin, seconded by Harrison, all members voting in favor, staff was directed to continue to publicize the airport noise complaint numbers and other information to improve public awareness of airport noise issues. AIRPORT RELOCATION Member Harrison expressed concern that the proliferation of air traffic on all sides of the Minneapolis /St. Paul International Airport has and will continue to make the living situation in the area intollerable. Moreover, he expressed concern that increased operations may include the introduction of supersonic transport aircraft such as the Concord, in addition to the noise compliance Stage III aircraft. The Committee discussed the potential for raising the relocation issue as a part of the Runway 4/22 Extension Environmental Impact Statement public hearings. Member Leitner left the meeting for another committment at 5:51 p.m. NORTHWEST REPUBLIC MERGER RESOLUTION Administrative Assistant Hohenstein reviewed a resolution in support of the Northwest and Republic Airlines merger. He indicated that the city of Mendota Heights passed a similar resolution in recent months. The membership determined that they would act on the resolution as presented as a matter of other business and, upon motion by Harrison, seconded by Braun, all members voting in favor, the resolution in support of the Northwest and Republic Airlines merger was approved and staff was directed to forward same to the City Council for its approval. Chairman Baker left the meeting at 5:58 p.m., appointing Gustin to act as Chairman in his absence. DISTRIBUTION Administration Hohenstein indicated that due to the late hour it would not be possible for the Committee to review the materials on the health aspects of noise and the FAA report on fleet modernization. Members indicated that such material could be reviewed individually. ADJOURNMENT Chairman Gustin adjourned the meeting at 6:07 p.m. JDH 0 MINNEAPOLIS —ST. PAUL INTERNATIONAL AIRPORT FAR PT. 150 NOISE COMPATIBILITY PLAN LAND USE MANAGEMENT PROGRAM (PART) Working Paper — LAND USE COMPATIBILITY CRITERIA — LAND USE STRATEGIES FOR NOISE ZONES • July 23, 1986 • \ , A w4 : HOWARD NEEDL , TA IE$ V ERGENDOFF TABLE OF CONTENTS I. INTRODUCTION A. Purpose of the Land Use Management Plan B. Background C. Procedures II. LAND USE COMPATIBILITY CRITERIA A. General B. Proposed Compatibility Criteria III. LAND USE MANAGEMENT STRATEGIES A. Approach B. Ldn 65 -70 Noise Zone C. Ldn 70 -75 Noise Zone D. Ldn 75+ Noise Zone FUTURE SECTIONS: IV. EVALUATION OF LAND USE MEASURES V. RECOMMENDED LAND USE MANAGEMENT PLAN I. INTRODUCTION This section of the working paper describes the purpose of the Land Use Management Plan element of the Federal Aviation Regulation (FAR) Part 150 Noise Compatibility Program, outlines the report, and identifies procedures for developing the Land Use Management Plan. • A. Purpose of the Land Use Management Plan • The analysis must meet the requirements of the Federal Aviation Regula- tions, and the criteria and procedures used are consistent with those described in the regulation. There has, since 1977, been a great deal of consideration given to the issue in the Twin Cities area. A set of land use -noise compatibility criteria were developed under the auspices of the Metropolitan Council and published in MC Publication No. 25 -82 -098, November 1982. The development of these standards involved extensive participation by community representatives. The MC standards incorporated four noise exposure zones tied to various noise levels determined by 1978 busy -hour LEQ's. The zones were defined by differing levels of landing and takeoff LEQ's. The zones to which these four sets of standards would be applied were defined on the Noise "Policy Contour" which was constructed from several descriptors of aircraft noise. The Policy Contour and associated compatibility criteria will not be directly addressed in the current analysis since these are not consistent with the specifications of FAR Pt. 150. Metro Council is currently review- ing and updating both the Policy Contour and its associated criteria. The analysis conducted for the Pt. 150 documentation will be an input into the updating process. The purpose of the plan is to define programs of action by the Metropolitan Airports Commission, and by the municipalities subject to disruptive levels of aircraft noise, designed to bring 'about the most compatible land use pattern in the various aircraft noise zones. • B. Background The FAR Pt. 150 specifies submittal of two sets of documents, namely: o Noise Exposure Maps, one for current conditions and one for aircraft operations as they are expected to be five years from today, in 1991. Information on land use, municipal boundaries, and other factors must be included in this submittal. o Noise Compatibility Program, including recommendations for abatement of aircraft noise and for land use management actions to achieve the most compatible land use in the noise zones. This working paper is an introduction to the land use element in the second of these two sets of documents. Analysis of noise abatement measures was presented to MAC in the report "Recommended Noise Abatement Program ". This was the basis for MASAC recommendations to MAC on March 25, 1986, and was considered in adoption by MAC of its Noise Abatement Program on April 24, 1986. The land use recommendations will include both "corrective" and "preventa- tive" programs. The corrective measures will be applied mostly in the higher noise zones, to areas close to the runway ends, and which are developed in urban uses. Land acquisition, soundproofing and purchase of limited rights in the properties fall into this category. These actions would be primarily the responsibility of MAC. The preventative measures are designed to restrict new development which would not be compatible with aircraft noise levels. These involve land use control measures such as zoning and would be implemented by the individual municipalities. C. Procedures The Pt. 150 regulations require coordination with affected parties and the opportunity for public review. The primary means of providing public participation in the development of the land use programs will be through periodic briefings and work sessions with MASAC, and through review of working documents with planners from the affected communities and technical personnel from FAA, HUD, MPCA, MC and other agencies. The consultant analysis will be delivered to MASAC, as were the noise abatement measures in March, and MASAC will then make recommendations to the Commission. Adoption by the Commission will permit integration of the land use management measures into the second of the Pt. 150 submittals, the Noise Compatibility Program. II. LAND USE COMPATIBILITY CRITERIA A. General , The criteria listed in Table No. 1 are based upon the Table of Land Use Compatibility Criteria developed by the FAA and contained in FAR Pt. 150 They are presented for review by MASAC, local municipalities, and public agencies. The purpose is to arrive at definitions of compatibility that can be translated into land use regulations which are both equitable and consistent with community values. The responsibility for recommending these lie with HNTB, but the participation, comment, guidance and critique of community representatives is regarded as key. One of the objectives of Federal Aviation Regulations, Part 150, is to establish uniform systems for describing aircraft noise and developing • compatibility. criteria. The criteria recommended below are generally consistent with the criteria spelled out in the Regulation. (The criteria as they appear in the Regulations are attached as an Appendix, to facilitate comparison with those recommended in this preliminary draft.) Among the factors which affect compatibility and which are not addressed by the criteria shown in the table are: o Insulation of a building does little or nothing to reduce aircraft noise when occupants have windows open or are engaged in activities outside of the building. o There are transportation corridors (Cedar Ave., Route 62, 1 -494, etc.) running through the area in which ground traffic generates Ldn noise levels comparable with the aircraft Ldn noise levels. These and other "local" factors will be incorporated into decisions as the process of land use planning for the noise zones proceeds. B. Proposed Compatibility Criteria The following are notes on selected categories of land use, summarizing the recommendations and explaining the rationale for the suggested criteria: Residences (other than mobile homes and hotels). In the Ldn 75+ zone, no residential development should be considered compatible. In the Ldn 70 -75 zone, residential should be considered incompatible and should be permitted only in extraordinary cases, such as the infilling of lots in an existing residential neighborhood. In this !v noise zone, insulation should be required to ( i 5 hieve a Noise Level Reduction (NLR) inside the home of 30 dBA and a "disclosure statement" should be required to be signed by purchasers /lessees of residential properties in the zone, acknowledging that they understand that the property is in a high noise zone. In the Ldn 65 -70 zone, residential development should be considered incompatible; it should be permitted only for the same reasons as were identified for the Ldn 70 -75 zone, and only if an NLR of 25 dBA is achieved and a disclosure statement is signed by purchasers /lessees of residential properties in the zone. Mobile Homes Mobile homes provide a very low level of noise attenuation (approxi- mately 10 dBA compared to typically 20 -30 dBA for conventional residences), and special noise insulation measures are rarely effective or feasible. For this reason, it is recommended that no mobile homes be permitted in the Ldn 65 contour. Hotels Construction of hotels is generally of a standard that results in interior sound attenuation higher than that of single family homes. The nature of their use justified minimal restrictions, provided that a healthy indoor noise level is attained. It is recommended that hotels be permitted in all three noise zones and that the FAA guidelines requiring an interior NLR of 25 and 30 dBA should be applied. Schools It is recommended that schools be considered compatible in the Ldn 65 -70 noise zone provided that they have an interior NLR of 30 dBA, but that they be considered incompatible in all higher noise zones. The special sensitivity of classroom teaching to periodic aircraft noise events justifies the NLR level more stringent than that applied to residences. These criteria would be applied to both public and private • schools. Hospitals Hospitals are usually well- constructed, air conditioned, and kept closed, resulting in high levels of interior noise attenuation. Provided that specified high interior NLR levels are attained, there (1) The extent of NLR required is to bring interior noise levels down to the Ldn 45 level defined by EPA as healthy. New homes commonly achieve NLR 30 without additional insulation specifically to reduce noise. In the Minneapolis area most homes will meet this standard as a result of the need for heat insulation. should be restrictions on locating these facilities relative to aircraft noise only in the more intense noise zones. It is recommended that hospitals be considered compatible in the noise zone Ldn 65 -70 with an NLR of 30 dBA, and in Ldn 70 -75 with an NLR of 35 dBA, but that they should be considered incompatible above Ldn 75. Nursing Homes Nursing homes are basically residential in character and should be addressed in the same way as multi - family homes. It is recommended that they be considered incompatible in noise zones above Ldn 70, and permitted in Ldn 65 -70 only with an NLR of 25 dBA. Child Care Centers Since classroom instruction is not as important a part of the function of a child care center as it is of the function of a school, it is recommended that criteria for child care centers be less stringent than those for schools. It is recommended that these facilities be considered compatible in zone Ldn 65 -70 with an NLR of 25 dBA and in zone Ldn 70 -75 with an NLR of 30 dBA; and incompatible in Ldn 75 +. Churches Given that the amount of time per week that a church is used for quiet activities is small, and the proportion of time spent by an individual in a church is small, the justification for adopting more stringent compatibility standards is less strong than that for schools. It is recommended that the criteria proposed in the FAA's table of criteria in Part 150 be applied. (For schools, child care centers, or other types of facilities that are part of a church complex, the criteria for these secondary types of facilities would be applied.) Auditoriums and Concert Halls These uses generate a mix of quiet and noisy activities similar to that for churches. They are likely to be major public investments and it is believed that stricter standards should be applied to protect the investment and to ensure long -term satisfaction with the quality of the experience in the halls. It is recommended that the uses be considered compatible in Ldn 65 -70, with 30 dBA NLR, Ldn 70 -75 with 35 dBA NLR, and that they be considered incompatible in noise zones above Ldn 75. Commercial, Industrial and Recreational Uses Most uses in these categories are not as noise sensitive as the uses described previously. It is recommended that the criteria suggested in the FAA's FAR Pt. 150 guidelines be applied. / 2 LAND USE COMPATIBILITY CRITERIA Land Use Ldn 65 -70 Ldn 70 -75 Ldn 75+ Residential Residential, ocher than mobile homes and hotels N N N Mobile homes N N N Hotels R(25) R(30) R(30) Nursing homed N N N Public Use Schools (public and private) R(30) N N Child care centers R(25) R(30) N Churches R(25) R(30) N Auditoriums, concert halls R(30) R(35) N Parking Y Y Y Hospitals R(30) R(35) N Commercial Use Offices: business, professional, government Y R(25) R(30) Retail trade Y R(25) R(30) Wholesale trade and retail of building materials hardware and farm equipTent .Y Y Y Utilities Y Y Y Manufacturing and Production Manufacturing, general Y Y Y Research and laboratory uses sensitive to vibration Y N N Agriculture and forestry 3 Y Y Y Mining, fishing, resource production and extraction Y Y Y Recreational Outdoor sports arenas and spectator sports Y Y N Outdoor amphitheaters, music shells N N N Nature exhibits and zoos Y N N Parks, golf courses, riding stables and other active recreation areas Y Y N / Red ; • Y Land use and related structures compatible without restrictions. N Land use and related structures are not compatible and should be prohibited. R(25) Land use and related structures generally compatible; measures to or(30) achieve Noise Level Reduction of 25 or 30 or 35 dBA must be incor- or(35) porated into design and construction of structures. Normal cons- truction can be expected to provide an NLR of 20 dBA, thus, the reduction requirements are often stated as 5, 10 or 15 dBA over standard construction. Since the requirements normally assume mechanical ventilation and closed windows year round, the use of NLR criteria will not eliminate outdoor noise problems. 1 Where the community determines that residential uses must be allowed, measures 'to achieve outdoor to indoor Noise Level Reduction (NLR) of at least 25 dBA (in Ldn 65 -70) and 30 dBA (in Ldn 70 -75) should be incorporated into building codes and be considered in individual approvals. In addition, the signing of a disclosure statement by purchasers /lessees of residential properties should be required. 2 Appropriate Noise Level Reduction must be incorporated into the design and construction of portions of these buildings where the public is received, office areas or noise sensitive areas. 3 Noise Level Reduction specified in Footnote 1 required for residential buildings. • • iy III. LAND USE MANAGEMENT STRATEGIES This section presents a framework for considering land use management actions as part of a balanced Noise Compatibility Program for Minneapolis - St. Paul International Airport, in accordance with the provisions of FAR Part 150. A. Approach The Minneapolis -St. Paul International Airport noise environment is described in terms of day - night average sound levels (Ldn). Ldn contours representing the existing (1985 -86) noise environment have been developed to show areas around the airport experiencing significant levels of aircraft noise. These noise zones will be used to develop a preliminary Land Use Management Plan. Noise contours representing the future noise environment will reflect the noise control measures included in the adopted Noise Abatement Program for Minneapolis -St. Paul International Airport. Subsequent to detailing and implementation of the measures in the program adopted by MAC, these future noise contours will be used to refine and • adjust the preliminary Land Use Management Plan, if that is necessary. Land use compatibility criteria developed in the previous section will be used to identify non - compatible land use within the Minneapolis -St. Paul International Airport noise zones. A strategy for each noise zone designed • to address current or potential problems is identified below for consider- ation and evaluation, together with recommendations for specific land use actions. B. Ldn 65 -70 Noise Zone Noise exposure is one of many factors affecting the suitability of land uses. In the Ldn 65 -70 noise zone, noise is a negative factor for residential development. If offsetting factors which make an area especially suitable for residential development are not present, new residential development should be discouraged. If community development factors or established development patterns offset the negative aspects of this noise zone for residential development, actions should be taken to minimize the affects of noise on- such'land use. The policy in this zone is to promote compatibility primarily /through exercise of the standard land use planning tools of zoning, building codes and public improvement programs, though it is recognized that there may be especially noise - sensitive facilities where soundproofing would be appropriate. The following measures are available to implement these land use policies. Land Use Planning. In coordination with the Metropolitan Council, local governments amend comprehensive land use plans to establish guidelines for development in noise zones. 5 Zoning for Compatible Development. To the extent possible, zone to encourage development or redevelopment of land uses compatible with airport noise. Where commitments to residential development have been made or where other community development factors override that of noise compatibility, the density of such residential growth should be kept as low as possible. Zoning Performance Standards. Incorporate adopted noise contours on zoning maps. Require any new residential or other noise sensitive uses to meet specified interior noise level reduction standards. Dedication of Avigational Easements. Require any new subdivisions to dedicate avigational easements permitting aircraft overflights. Programming Public Improvements. Where airport noise considerations are not offset by community development factors, avoid public improve- ments which would encourage increased residential growth or density. Public Information Program. Develop and distribute information concerning airport noise zones and noise impacts. Target developers, real estate professionals, and lending institutions. Soundproofing Public Buildings. On a priority basis, apply interior noise level reduction techniques to existing public buildings which house especially noise - sensitive uses. Disclosure Ordinance. Require buyers of property in airport noise zones to sign a statement documenting that they know that the property is subject to aircraft noise. Statements would be attached to the documents transferring title and would remain a permanent part of the transfer documents. Transfer of Development Rights. Provide a mechanism for the sale or transfer of development potential, or density, to encourage low density development within noise zones. Development potential would be trans- ferred from properties within noise zones to designated receiving areas outside of the noise zones. • C. Ldn 70 -75 Noise Zone In addition to encouraging compatible new development, land use policy in the Ldn 70 -75 noise zone should address the reduction of existing non - compatible land uses. The same techniques described for the Ldn 65 -70 zone would be applied to achieve the first of those purposes, but "corrective measures" to modify existing development, will require stronger and more expensive techniques involving federal financial assistance. 16 co LL L . n O . �, o C F`- O e _ 0 co � o rn 'o Z o 1) C o CO — 0 J w �, - ----• . . , _ _ i ,1 ,1 [ 1 1 ` + i 1 • ' 1 ' t • a - - - _ 1 1 = ti f ^ .i - '. I . :� - _. - ��' j t ! � 3 0 43"i 1 x 1 / � a / f _ t C k 1ST �: - "iii : : •1 r1 � .• —•. , \ ,f. 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' AL 1 11 \,; 0 • g ill:i ll :in- : 1i Litrcli_.a Ill!1 _ fl i.-f gc • . mr_74. 11„, 1 .._ ___ arg amigo_ - Imo - C iI1Pigi � - "1 i i I t rsG • 1 1 /* . ti. \ : - --: it ,i ., ! 4 r .-73 . , 1_1, \ - r7 4 .:•,:,.;.: .\\ ‘ Ir ▪ .. : i k.7. , -,1 1--- _ - . 1 -,,. - - 1 , . • . F ; . I.. •O'•• ‘... . . I la , 11 i 1 1 . 1 / � l' F •--�i5. /7 Given the variation in response of different individuals and different communities to aircraft noise levels in this range, it should not be the intent of the policy to dictate how established neighborhoods should change, but to offer residents a choice. A compatible situation may be created either through soundproofing of homes, or through providing for those who are more disturbed by aircraft noise the opportunity to relocate. This may be achieved by offering to residents of especially critical neighborhoods options of the following programs: Acquire Developed Property. For residential structures which cannot be economically soundproofed,. acquire the property if the owner so wishes. Acquired property would be converted to compatible uses with appropriate easements and restrictions. Purchase Assurance Program. Guarantee purchase of existing homes in specified areas after the owner has made a bona fide effort to sell the property. Acquired. property would be converted to compatible use or insulated and returned to residential use with appropriate easements and restrictions. Soundproof Private Residences. Apply sound insulation techniques to existing residences to achieve a noise level reduction of at least 30 dB. MAC would acquire avigational easements in exchange for the cost of soundproofing. Purchase Avigational Easements. Purchase avigational easements from property owners in designated areas. For undeveloped areas or areas of scattered development in this noise zone, the more expensive and difficult corrective measures will probably not be appropriate; the emphasis for these areas should be on the preventative controls described for the Ldn 65 -70 zone. D. Ldn 75+ Noise Zone In this noise zone, Noise Level Reduction (NLR) is not a recommended means of achieving land use compatibility. Consequently, Land Use Policy should emphasize the establishment of noise tolerant land uses such as open space or commercial /industrial development. 13 TABLE 1.—LAND USE COMPATIBIUTY WITH YEARLY DAY -NIGHT AVERAGE SOUND LEVELS Yearly day+vgiht average sound level (L el decibels Land time Belo.. 65 15 10 75-80 1 80-85 I Over 85 Reaidenur Rewdental, other than mobile Mmes and banarare lodgings Y N(t) N(1) N P4 N Mobile name perks . Y N N N P4 N Transient lodgings. Y N( N( N(t) N N • PIMt Uee Schools .....».._..._ ._......____..___._._....._.._. ._ y N(1) N(1) • N N N Houma" end rvt.rg homes V 25 30 N P4 14 Churches adnonuns. and concert hale . Y 25 30 N N N Y 25 30 N 14 Transportation Y V Y(2) Y(3) Y(4) V(4) Perking • Y Y V(2) Y(3) V(4) N Cenrtrelal Use Offices. busness and professional V V 25 30 N N Wholesale and retail -bake g matrWS, hardware and farm eputpm.nt_ Y Y Y(2) Y(3) ¥(4) N Retail trade.- gansral___._ _ ._ V Y 25 30 N N Ut1tss V Y Y(2) ¥(3) ¥(4) N Communication Y Y 25 30 N 14 Yanufect ins and Predlaalen Manulacl nip. general .. »_ _ _ _. Y Y V(2) Y(3) Y(4) N Photographs and optical V V 25 30 14 N Agriculture (except I eslod) and fralaY._.._.. ---- .__._.._._ . V ¥(8) Y(7) Y(8) Y(8) Y(8) Lnestoc► fanning and txwrg _ »...___.._..._...__ Y Y(0) Y(7) 14 14 14 Mowry and fWvrg. his sca production and attraction. _.___.. _. _.. r V Y Y V Y 11weertiona1 • Outdoor *ports renas and spectator spans .____..__...._.__........__._. V ¥( Y15) N N N Outdoor music shells. amphitheaters eaves Y N N N N N Nature *enema and moor . Y V N N P4 P4 Amusements, parka. resorts and camps _..._.___.___._.___.. Y r r 14 N 114 Goes courses, nano *tables and water raoretbon ..._.._____.__.— .___.,._._ Y r 25 30 P4 N Numbers n parentheses refer to note.. • 'The 0asgnabons contained in en tads do not constitute a Federal detenve sbon diet any 1111 d land covered by the program to acceptab l or unacceptable udder Federal. State. or local law The renpornd>rtrty for determining tine accepubie and prmawbe land uses and the retatonerp between weak properties and apeMc nose contours rents with Vie ocal authonpe* FAA d.lrmruoone under PM 150 re not nterded c substitute federally detrmeMd land t.ase for I nc11 determred to bI appropnate Of bCel audcnwa n nea0atas to ocaay determined reeds and vanes I achieving roes con'a8ble lad MK KEY Yp TeauE 1 SLUCM = Standard Land lee Cadre' Manual. V (yes). Land Use and related structures compatible without natncbon s. . N (Not - Land Use and raved structures as not como.tAe and should be prohibited. ' NLR =Nose Level Reduction (outdoor to indoor) 10 be achsered through incorporation of noise attenuation no the design and construction A the structure. 25. 30. or 35= Land 1111 and related structures generally co npababe. mauler's lr's to wham NLR 01 25. 30, a 35 d8 mat' be incorporated Inc dasgn and construction Of etructune. NCTEa Fos Tuft 1 (1) Where the conwrtrMy determines that resdenbai or school uses met be slowed. m11euee 10 ethers outdoor 10 idoor Noise Laval Reduction (HLR) of et Mast 25 d8 and 30 08 should M ncorporeted 1110 building codes and be considered in nde dual eporovas. Norm rewdential construCttOn Can to expected 10 provide a NLR 01 20 d8. thus. the reduction recurements are omen stated at 5, 10 or 15 dB over standard construction and normally cache mechanical verelalon and closed windows yea rou However. Me 111 d Nt,R Milne w.l not etrmnete outdoor nose ao0lene. (2) Measures 10 achweve NLR 25 dB must be Ioonporabd into the design and oonstrucbon of porbala al these buildings views the public is raoavad. Mhos vent noes 5rwbve greet or where the normal noise level is tow. (3) Meawres b lichens NLR 01 30 dB mist be incorporated 4110 the dsscal and mreauenon of portals of Male buildings where Me punk it reamd. Mks areas. rose eenmove Weed Or where the normal noose level es tow. (4) Measures 10 aCnreve NLR 35 dB mast be incorporated into the door and conMrcSOn of Means of them buidin8a wen the pbae r recrva4 office rent rotas sansnNe aces or Mere the normal level s low _ (5) Land use comp.ude prowled epees' sound rei rloroo en t oyster's an Meted. (6, Resdenual buddngs recluse en NLR of 25. (7) Residential budding' reoure an NLR of 30. (8) Resident* burWlgs rot Narrated. ted. a 0 • DRAFT INCORPORATION OF THE METROPOLITAN COUNCIL ORDINANCE FOR AIRCRAFT NOISE ATTENUATION INTO THE MSP FAR PART 150 NOISE COMPATIBILITY PROGRAM The Preliminary FAR Part 150 Land Use Program proposes land use compati- bility criteria and land use management strategies which are consistent with the requirements of FAR Part 150. The Draft Aircraft Noise Attenuation Ordinance implements the land use policies of the Metropolitan Council Development Guide Aviation Chapter. This paper examines the Draft Ordinance in the context of the Preliminary Management Program. After comparing the Draft Ordinance with the Preliminary Management Plan, this paper identifies potential means of reconciling the two planning approaches. Background The Metropolitan Noise Map Project, conducted in 1977 & 1978 developed zones of noise exposure for land use compatibility planning around Minneapolis -St. Paul International Airport. These zones are based on peak hour activity for each runway end. FAR Part 150 establishes an annual average level of activity as its basis for compatibility planning. Conse- quently, the Metropolitan Council Noisemap policy contours differ from the Level of Noise Day and Night (Ldn) contours required by the FAR Part 150 planning process. Changes in airport operations since the Noisemap Project have resulted in decreased use of the crosswind runways, 04 and 22. Consequently, the 1985/1986 Ldn contours have increased slightly to the northwest and southeast of the Airport (South Minneapolis and Eagan /Mendota Heights) while reducing substantiially in the southwest (Richfield/ Bloomington). At present, the policy contours extend somewhat further to the northwest and southeast than the Ldn 65 noise contours. To the northeast and southwest, the policy contours cover as much as five times the distance from the Airport to the Ldn 65 contours. The land use compatibility criteria established in the Metropolitan Council Development Guide also differ from those of FAR Part 150. Since FAR Part 150 provides for the use of locally developed compatibility criteria, these differences may be resolved within the context FAR Part 150. Evaluation of the Draft Ordinance and Preliminary Management Plan The attached table shows the 1985/86 noise levels (Ldn) associated with each of the Metropolitan Council Noise Exposure Zones. Noise Compatibility Tables incorporated in the Draft Ordinance are summarized for each Noise Exposure Zone. These tables are compared to the closest equivalent FAR Part 150 land use strategies. -1- al 0 • ^ •0 4 4 C 'C 0 L 60 W1 u y 0 u WV n ...t >, m 1/1 m •a m m I y CO V 4 01 44 m .-1 Z 'C .4 4 4) .e .-I 'C 4 4 F 0 .' u) >. W.-10 E u u u 4) m a u u .' .O 4 r m - m 7- 'C N 4 4 Z W 10 n W 4 4 m a W 00 Ot N 04 E . 1 4 4 m 0 • 10 a• I Co 0.1/1 C )00 s 10 0. 4 11 [ y W •.1 •a V 0 e0 u o o m U 0 m u 41 S u 1. t o .I 0 0. 1 v m .' V Z II 5 b 0) C u W .4 a 0 w a o. a E.0 4) 0. 0 1 •• 0. 0. W 4 Z •' 4) 4 u 4 m 1 1. 4 ..d 0 4 7. C 'C m 4 0 a ►+ m C 4) a .4 h+ 10 C 4) .) '0 W 0.0 O X .1) T /0 4 0 4-44).)41141'4Z N C O u1 U Z 4 W U 1-1 C 0 O U Z 4 • 7 W N 0. u W W W .o W> u Y + U n X 0 • .+ .r U n % 0 m 4f 1- .4 0 >. m a 141 0 W O m . m 4 O ■ 4 W 'C I W 40 11.1 '.4 .- W V 1 W W 0.. W v '0 W u O. 1- C 0 U V N II CO C W u C 0 'C 4) 0 4 0. 0 'C .0 0 C 14 >. u9 V m C C • 0 V V u C >. 66 L 4 W 0 V 0 0 0 4 CO 0 0 NI n >+ V 0 O. 0 0 .1 .O >. 'V 7 .-■ m 0 4) >. r1 • .+ a 0 4) .) 4 F N C E V1 .-1 1n 7 N .-1 001n 4) Z • N .+ 00 v1 W 41 W N . 80 W .-I 7 4 N u .. 4. 4 0 m 4 .r u 0 W IO 0 0 4 . 4 b0(4141) W.- m W> m O W 7 •+ m C 4 Z W C O 0.44)1•l W41'04) •.d . O W W C 4 'C u m .' 0 7 U W> u W E V. 0 .40 W R �U-J4) 1.01 4) - 4 W . 3 4) 4. . 4) 0 ' 4 .4 m .1 W a m 4 7 M u M �.l4)'0 .+ 1.44.31.14)4) 0 4 .1 V C 4 U a L Z' .1 C C 4 u C' 4) .0 0 + •.1 C 0 4 u C' u . ••• •.. 7 4 C W' C 4 C 9 0 n 0 4 0 m K a X u O O W O u % W m U .1 0 0 0 0 W 1 4 0 0 7 0 O 0f u C .+ a 0 0 41 0 O Z II Z 0 U 0. W Z W O Z N 00 L m W 4 7 m V Z N 00 u m W 4 W V 0. Z W m O E Z u O W V U .. 4 O >+ ^ y n v, V W in ___ _ ^ 0 F M HI'-'O 00a -in . 0 Z n F< O Z e•1 en .3 - en a ' Z W W 41Z41 a a a a a a o o z Z `" 2 4 dF a ,7aatlen.� as a a 0 W 4 W V) F W 'Z :c Z Z Z F a s O a + 0 Z Z ,- ... 4 f -' W 44141 W 0 0 0 0 0 0 ...l . 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C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 'v 'v W O F n W a .0 ..0T$1, .0-0 .0.0 WE-. d II aaaaaaaaaa a.- aaaa•Jaaa ..3.4.-3.-1.-3,-1.-3.-3 3VV n - e)C n V F 4 M n 2 000001n.n.n.n v1 v11n 00000.^‘ N N v11r1 U'1 U'1 O rn •-^ n0 a • J1�YJdP1 e'1MN [•1 e•1 P1 e•1 "1 e+1 P1 e'1 t1 e'1 e•1 N1 e•1NNN NN NNNN W W W n .-I v)aa F FF a U M n F F '-1 W W' 0 aaaa 0G 0 W' 0 0 a rn of .Z aa 0aa 0 0 0 0 Z to 00000000 W' W' W' 0 0 W' W a rn z - d 0 4.Z1+.> Jaaaa aa.] ZZZZZZZZ Z ZZZZZUU n O W Z W Z Z Z Z Z Z Z Z Z Q Z Z Z Z Z Z Z Z U Z Z Z Z Z Z Z Z Z Z Z O V ^rn 4 O 41Z4-43 'O • Z n W W N v F d 4 F a a 0(.....4 v1 u'I .n v1 m 000 O .n u u1 N v1 .n .n v1 O a n d 0 a P1 M e'1 N Pf Pf f'1 t^ P1 N N N N N N N N Z= >• 0 O'S W 00000 F 0 000 F 0 000 W 4 W W W> 00000" OWO V L3W W m 0x000 W'W'OG W W WWa av F ) a) °•✓ d n 41(3 ZW ZZZZZaaaaZ Z.32Z2aaaZ Z]ZZZaaa a.] a.]a ZZ Fa Z 0 H 0 1-. 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W 4 41/) 41 4) N/ W . 4 0 4 b 41 C W 0 NI NC C n Z .I 4 y Z 4 z 0. a > e eo .+ • O . .+ 0 0 0 n I W C 0 W 10 . m W C 0 W W 4 a ... U u 'C ' >0 ..1 >N4 u W 00 > 01 F H 4 W d fN I 41 u W E m W u 0 .I C 4) E y d n 0 W C C .-. m .4 C. u .0 0 u - ■ .4 a II . S NI 0 4 V •. 0 4 W 0 .' 00 0 .4 4 O F 0 C 4 C% W.+ W WV 'C. -'t) 41.4 Z >' 4 0 N IN • uN W m W V 02 NI W.' 0 m W 0 3.-.1 /A. .4 ...1." .1 m 0..-. ./ > 00 4 a 0 W 0 10 m 0 0 W W 0 W W m 0 W V 0 IN >' 0. C W 4- C V 00 C 4 00 .4 u CV Z 4' II 0 II Z I. W u 0 . W 00 CO W 2 4 W j 4 .I W 4 Z 0. II II D a y C 0 '0 W W 4 W 0 4 4 0 0 C 4 W 4 u 4 0 •• 0 W 3-1 ......)00 .. 0 0 . 0 0 U O) • "' C 0 V e0 > W m 10 0 0 V 0 U .4 E m 0 3 C 4 .-. 0 W> C 4 m WW m WW m '0 4 W O' 4 0...) 0 Z (.... Zy 4 W 0.6.4 410 .4 4) 0 .1 4 ) W m W O NIX n - '< WV U m U De w 0 WW O E 0. 7 WW II u Z a. 0 .n 0 n I 0 0 U + I I 0 W 0 in 0 i rn 4 0 W 00 n n W 1 F c.0 Z I 0' • O. 1 -1 0' • Cr F (a] N W N W > „ Z 4 Z 01 1# . H a N a In general, Noise Exposure Zone I is consistent with the land use strategy proposed for the Ldn 75+ noise contour. Significant exceptions include the provision for noise level reduction (NLR) to achieve compatibility for certain infill development, and 5 db higher NLR requirements for other uses. Noise Exposure Zones II & III are analogous to the Ldn 55 - contour interval. The requirements of the Draft Ordinance are similar to the Part 150 land use strategy. In most cases, the NLR requirements of the Draft Ordinance are 5dB greater than the nearest Part 150 equivalent. Differ- ences also exist in the treatment of multi - family housing, mobile homes, schools, hospitals, and auditoriums. Noise Exposure Zone IV does not have an equivalent FAR Part 150 Ldn contour or associated strategy. It is possible to establish an additional planning contour within the context of Part 150, although Federal funding for land use compatibility projects beyond Ldn 65 appears unlikely. In practice, due to the normal construction techniques of the Minneapolis -St. Paul region, the development impact of Noise Exposure Zone IV is minimal. In order to reconcile these planning approaches, two issues, mapping and compatibility criteria, must be addressed. Since FAR Part 150 requires the use of Ldn contours in the development of the Noise Exposure Map (NEM), such contours must be a part of the planning process. In addition, the benefits of the Noise Compatibility Program (NCP) must be related to these noise contours. For land use planning, the Ldn 60 contour may be included to extend coverage of the NCP to more nearly conform to the policy contour. Compatibility criteria proposed in the Preliminary FAR Part 150 Land Use Program may be modified to reflect established community standards. Specific issues include the use of NLR within the Ldn 75 contour, the degree of NLR required for specific noise levels, and the treatment of several individual land uses. -2- A3 t. !` faS F Li p aat city of eagan 3830 PILOT KNOB ROAD, P.O. BOX 21199 BEA BLOMQUIST EAGAN, MINNESOTA 55121 Maya( PHONE (612) 454 -8100 THOMAS EGAN JAMES A. SMITH VIC ELLISON September 17 , 1986 THEODORE WACHTER p Council Members THOMAS HEDGES City Administrator EUGENE VAN OVERBEKE City Clerk MR MARK RYAN METROPOLITAN AIRPORTS COMMISSION 6040 28TH AVENUE SOUTH MINNEAPOLIS MN 55450 Re: Land Use Compatibility Criteria and Strategies for the Part 150 Study Dear Mark: This letter shall serve as an initial response on the part of the City of Eagan to the above - mentioned working paper. I have asked City Planner Runkle to review the document as well and his comments will be forwarded to you as well. Let me begin by saying that the intent of the Part 150 and its general direction has been positive. However, as we enter the review phase, there are many issues which remain unresolved in the view of the City. I have categorized these concerns in the areas of assumptions, strategy and implementation. I. ASSUMPTIONS A. The validity of the Ldn contours prepared by the Airport's consultant is dubious as the apparent flight track assumptions are not consistent with current operations. It would appear from the shape and size of the Ldn 70 contour that HNTB has assumed a concentration of aircraft along a 105 degree heading departing Runway 11R and at runway heading from Runway 11L. While this is a procedure which would be preferred by both communities, I doubt whether it is followed operationally with any consistency. I realize that this is an oversimplification of an expensive and complicated noise model but the shape of the contour speaks for itself. The result of these assumptions is that the Ldn 70 contour remains outside of most of the residential neighborhoods of Eagan including the McKee Addition which lies between the extended runway center lines at the three mile turn point. The City does not want to encourage noise impacts in its residential areas but it does insist that the contours reflect the ground side situation adequately so as to provide the potential for corrective actions where they are needed. THE LONE OAK TREE ... THE SYMBOL OF STRENGTH AND GROWTH IN OUR COMMUNITY Aside from the convenience with which the contour bypasses the residential neighborhoods adjacent to the corridor, a comparison of the 1977 base case Ldn contours from the Operations Plan prepared by HNTB in 1981 indicates that the contours currently being generated under operational conditions of higher frequency and duration are much narrower then the contours generated in 1981. Enclosed for your consideration are two Ldn 65 contour maps from the 1981 plan which reflect a much broader impact area despite a narrower operational area. The south edge of the current .Ldn 65 contour is virtually identical to that of the 1977 base line despite standard operations on Runway 11R which are 5 - 10 degrees south of the 1977 assumptions. These comments clearly illustrate the need for a reference to the operational component within the land use component which recognizes the validity of the left turn flight track modification from 11L and R as a noise abatement procedure. Only through such a clarified procedure can land use assumptions in the study be valid. B. Elevation differentials should be included in contour preparation. Eagan's elevations in the noise affected area average in excess of 50 feet above the airport elevation. Such differentials may account for 10 -15% of an aircraft's altitude above airport elevation. Obviously the sound envelope will be broader if the actual altitude above grade is considered. C. The composite land use compatibility map shows many parcels in Eagan as vacant (V) which have been developed since the last comprehensive land use guide plan revision in 1980. The current update is underway and will reflect the development of many of these parcels. It is essential that HNTB do follow up work with City staff to indicate the current development picture and overcome the impression that certain areas immediately south of the Ldn 65 contour remain undeveloped. All development within the Ldn 65 contour since 1980 has been compatible with the Met Council's respective noise zone. However, the need for an accurate overall impression of the area and the potential for adding the Ldn 60 as a planning contour raises the importance of showing currently developed parcels whereever they exist. D. The current attempt to meld the Metropolitan Council Leq policy contour and the federal Ldn contours as a working basis for the Part 150 is likely to prove unworkable. Despite the fact that the contours are roughly congruent at the current time, the potential for them to be incongruent in the future reduces the viability of this effort. Each contour depends not only on a different metric but on unique political processes and time frames for their revision and updating. Cities could find themselves in the untenable situation of being compinent with one and not the other or, through operational changes, allowing development which becomes incompatible with the policy contour while remaining ineligible for the corrective alternatives available to residences within the Ldn 70. Moreover, it is possible that the congruence of the contours is entirely coincidental if 5 one recognizes that the Metropolitan Council planning contours were based on a 105 degree magnetic heading from the runway and that the HNTB assumptions provide for a 105 magnetic vectoring from a point one mile down range from the runway end as is depicted in the enclosed flight track map. II. STRATEGY A. The strategy focuses in a large part on preventive elements of land use which the Metropolitan Council already requires within its policy contours. The City of Eagan is compliant with those guidelines. Corrective elements are restricted to only limited residential areas. While the City of Eagan recognizes the significant and profound impact that areas of south Minneapolis and Richfield are experiencing, it is the City's position that the concentration of traffic to the southeast of the airport and the dubious nature of the contours as presented imply that there actually exist neighborhoods to the southeast of the airport that require such corrective attention as well. B. The City recognizes that operations are being addressed separately, but it is essential to the land use planning for the City of Eagan that certain operational assumptions be integral to the land use portion of the Part 150 plan. The flight track modifications upon which the land use planning southeast of the airport is predicated may not be substantially altered without creating a significant and intolerable noise situation for residents of certain Eagan neighborhoods. The flight track modifications were instituted as accomodations to those neighborhoods due to the concentration of traffic located in the area as a result of the preferential runway system. Eagan has engaged in substantial preventive land use to afford noise compatibility but additional land use designations or zonings of that kind would result in an overzoning to such uses which would not be in the best interests of the community. For the land use component of the Part 150 study to be acceptable to the City of Eagan, it is essential that suitable methods be established to maintain the noise abatement flight tracks upon which the Metropolitan Council contours are established. The City of Eagan has prevented the development of new residential subdivisions in the vicinity of or within the Leq 65 contour. Moreover, the City has designated any traditional residential neighborhoods within Leq 70 contour as industrial land uses in the Comprehensive Guide Plan. These designations will, in the long term, provide a residence free corridor for a distance of 5 to 6 miles from the runway end. However, variations in the definition of the corridor or modifications of flight tracks outside of the Metropolitan Council assumptions make many of the planned residential areas totally incompatible. To date the City has planned responsibly but the air traffic situation has reduced the effectiveness of that planning. There is no mechanism to guarantee the expected procedures and one is necessary if we are to make assumptions about the contours as they are presented. III. IMPLEMENTATION A. The disclosure element of the guidelines has been discussed at some length. The language pertaining to it has been removed from the model ordinance for a variety of reasons. Numerous questions have been raised concerning the liability inherent in adopting such language but the essential point of the model ordinance procedure was to answer such questions and make the guidelines more useable for all communities. The ordinance itself is a positive step forward but to pass it part without addressing all elements of the guidelines is dangerous. Before the ordinance is to be integrated into the Part 150 plan, the City would prefer that all guideline related issues be satisfactorily addressed and that the ordinance or support documents reflect such resolution or the guidelines be modified to conform to the liability realities as they exist. B. The preventive elements within the Part 150 study seem to favor the Metropolitan Airports Commission only. 1. Navigational easements are to be dedicated in new developments within the Ldn 65 contour, but will not be purchased from incumbant home owners outside the Ldn 70 contour. This establishes a standard for new development but does not address the corrective issue of negotiating and purchasing such easements in an equitable fashion with current residents. 2. The proposed disclosure ordinance presumes to waive a homeowner's rights to damages within a particular noise zone, but no corrective or compensatory alternative is provided for homeowners when noise zones shift, lengthen or change to include otherwise compatible developments. 3. The proposed development rights transfer requires alterations in community planning to accomodate airport generated density shifts without accomodation or compensation for the necessary systems impact inherent in such a density change. Higher densities require oversized transportation and utility systems which may not be feasible in certain developed or substantially developed areas. 4. The consultant has suggested that a mechanism must be developed to give the Metropolitan Airports Commission notice of land use changes in neighboring communities but the communities enjoy no such notice from the MAC or the FAA for operational changes. Flight tracks and operational configurations can be altered with little if any public process and without an environmental assessment worksheet or an environmental impact a 7 statement. Moreover, there are certain notice procedures in place. The City of Eagan must give notice to the Metropolitan Council whenever it proposes to develop buildings in excess of certain elevation restrictions. Again, this is an area in which accountability and mutual input is essential but to date the plan has made provision only for the airport. 5. Generally, certain cities such as Eagan and Mendota Heights have made significant contributions in the way of noise compatible planning, zoning and development. Residents have been informed of noise zones and expectations and their expectations have been exceeded by operations outside compatible areas. The operations element of the Part 150 study continues to focus traffic in the general direction in which it was planned to occur, to the southeast of the airport, but it has yet to offer any substantive means of insuring that that concentration will have an impact on the fewest people. IV. SUMMARY The effort of all parties in preparing the Part 150 land use component has been significant. The City recognizes this effort and applauds it, but it falls short of endorsing the process because of the deficiencies cited above. The City of Eagan would be remiss in its duty to its citizens if it endorsed a contour map which relates to an opertional scenario different from that assumed in the Metropolitan Council's Aviation Chapter of the Metropolitan Council Development Guide /Policy Plan. The current contours provide little if any promise for corrective relief to noise impacted areas in Eagan and Mendota Heights which currently receive in excess of 50% of all operations at this airport. This leaves the City with only additional expectations in terms of preventive land use, a policy which has been followed by the City for years and which, in the absence of a firm corridor compliance methodology, has been ineffective. We hope to join the airport, the consultant and the other communities engaged in the process of technical review in addressing these and their respective issues in the study. These comments are intended to be developmental and constructive. Obviously the City of Eagan has a vested interest in the success of the Part 150 study, however, we cannot in good faith give support to a document which has yet to address the needs of all of the neighbors of the airport. I look forward to your response to this letter. 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RI 10140 Asma.. v - say_- t � t_ I E \ s ..... o e 1 - E rlj -aldtw �I .aGi�re a Sr IT ' �.1r� . - . _E X' = ^ n_ : i s : 15=53= i = g 51g ■ � —ra P.- 1 r�'- . . 0 _ 1.422_ • � E6 111 •3 -- 3 Eeeturall rO ya L11•11_,,,.. r; "a*t ^" � .3 _ ` _ s C 41. -J4N=sse - 4 g=ee - e' e E l � ' _� ..o ems, iL 3 ! ,l L Z : '' IIltt city of eagan 3830 PILOT KNOB ROAD. P.O. BOX 21199 BEA BLOMQUIST EAGAN, MINNESOTA 55121 Mayor PHONE: Se te mper 25 , 1986 THOMAS EGAN IJ JAMES A. SMITH VIC ELLISON THEODORE WACHTER Council Members TIM ANDERSON THOMAS HEDGES METROPOLITAN AIRPORT' S COMMISSION City Administrator 6040 2 8TH AVE S EUGENE VAN OVERBEKE City Clerk MINNEAPOLIS MN 55450 Dear Tim: This letter shall serve as a confirmation of the discussion had by representatives of the City of Eagan, Steve Vechi and yourself on Thursday, September 4, 1986. The meeting was very enlightening and I believe that representatives of both the airport and the City learned from it. I believe, too, that certain issues remain to be resolved. At the meeting, Mr. Vechi outlined the results of the runway heading study conducted by the MAC with its summer interns. The survey material indiated that roughly 85 percent of departures during the sample period were on or south of the extended 11R centerline. The significant variation in the data centered on August 11, 1986 when the MAC discussed the preliminary results with the FAA. Prior to that date, 55 percent of the aircraft were south of the centerline and 33 percent were on it. After August 11, 29 percent of the aircraft were south of the center- line and 56 percent were on it. The number north of the center- line increased only slightly from 12 percent to 15 percent in the same sample periods. You indicated that you were encouraged by the apparent willingness of the FAA to shift a large number of operations from over the neighborhoods to the centerline and that the MAC would continue to work to improve compliance with the centerline. The City responded by recognizing the significant improvement in the data, but suggested that this effort was only a first step toward the "corridor compliance ". At this point, a digression is in order to clarify the respective understandings of the corridor. We understand that prior to the institution of the Preferential Runway System, runway use was under ordinary flight selection criteria such as wind direction and speed, competing traffic, weather, etc. Aircraft were also fanned from all runway ends with few if any restrictions. The City's traditional commercial and industrial area along Hwy 55 was augmented by further industrial zoning in the late 1960's in response to plans for the interstate highways, and air safety and noise considerations. In this way K,... a large area of noise compatible land use was assured. THE LONE OAK TREE.. THE SYMBOL OF STRENGTH AND GROWTH IN OUR COMMUNITY 32_ MR. ANDERSON SEPTEMBER 25, 1986 PAGE TWO After the introduction of the Preferential Runway System, the concentration of air traffic in the Eagan area, combined with the practice of fanning departures, resulted in an intolerable noise environment for established neighborhoods adjacent to the noise compatible areas. The City zoned still more land to industrial use but this did not address the noise problem for the traditional neighborhoods. Representatives of the residents appealed for relief to the MAC and the FAA. The FAA responded by agreeing to keep departing aircraft north of the extended runway centerline for a distance of three miles. This flight path would take aircraft adjacent to, but not directly over the neighborhoods closest to the runway end. In 1973, it became apparent that this system was not sufficient to solve the problem. The information you provided regarding the events of that period indicate that as the Village prepared to pursue litigation on the consitutionality of the PRS, the Airport and the FAA arrived at an accomodation to keep traffic well north of runway centerline. Under this well documented accomodation the FAA procedures were altered to require depar- tures five degrees north of runway heading to 110 degrees magnetic. At our meeting on the 4th, you reiterated that air- craft should be flying at least the assigned heading (110 degrees) and not the magnetic heading (116 degrees). At a subsequent date, it was adjusted to 105 degrees where it remained until recently. The 105 degree heading became an integral part of the FAA Operational Order for Tower Procedures for the better part of the following decade. In the late 1970's and early 1980's, the Metropolitan Council and the MAC cooperated in the development of the Met Council's Noise Policy Contour Map. The map is not based on community expections and preferences. It is based on the assertion of the FAA and the MAC that operations on the parallel runways would use a 105 degree heading, except when diverging separation is in use, at which time, headings from 105 to 090 would be given aircraft on 11R and headings from runway headings to 090 would be given on 11L. The integrated noise model used these headings to develop policy contours which were approved through the public process. The MAC was integrally involved in this process and held out that these were the assumptions on which long term planning in the region should be done. Based on these policy contours, the City of Eagan designated all residential areas within the third policy contour as commercial and industrial land uses in the long term. This includes an entire subdivision along Lexington Avenue. Under the guidelines, established residential areas in the fourth noise zone were deemed compatible and, when the corridor was properly flown, those residents agreed. 3 MR. ANDERSON SEPTEMBER 25, 1986 PAGE THREE This dialectic of Eagan's relationship with the MAC, MASAC and the FAA, together with the past practice of recognizing 105 degree headings as a practical means of avoiding noise sensitive areas of Eagan and Mendota Heights culminated in the policy contours to which both cities must adhere. This entire process defines the corridor ad the mutual expectations related to it. Any historical reference to the extended runway centerline as the edge of the corridor plucks one discreet moment from this evolu- tionary continuum and ignores all that has happened since. Until May of 1986, everyone related to this y y process agreed that the 105 degree heading on 11R defined the southern edge of the departure corridor. The MAC had repeatedly monitored operations at landmarks 5 to 10 degrees north of centerline. The FAA provided the heading data pertinent to 105 departures to the Metropolitan Council as the long term planning assumption which its policy contours were predicated. The Metropolitan Council has required development to take a certain shape because of it. The City of Eagan has acted responsibly and assertively in providing a corridor compatible with the 105 degree heading. Since this is the process by which land use designations or changes were made, and no effort was made by the FAA or MAC to designate a broader use area and, therefore, noise impact area, the City logically defines the corridor under the assumptions it is required to apply to its land use. If anyone feels that a broader area is now necessary, that issue should be raised with the City Councils which have zoned and planned in good faith. The FAA now contends that the left turn procedures are not historically valid and that flights on the localizer define the corridor. The basic concept of the left turn on take -off to avoid tradi- tional residential areas in Eagan was recognized and treated as a valid assumption throughout the above process. The concept of the runway heading (115) as a valid noise abatement procedure was abandoned as inadequate in 1973. To reestablish it now ignores more than a decade in which departure track modification was touted among the airport's seventeen specific noise abatement procedures. The left turn departure track modification was the accomodation to the communities under the preferential runway system preferred departure tracks. Accomodations imply obligations, obligations which may not be unilaterally overturned . in direct contradiction of the evidence and practices of the last thirteen years. , r MR. ANDERSON SEPTEMBER 25, 1986 PAGE FOUR I realize this goes well beyond our conversation of the 4th, but I appreciate your indulgence in my review of these matters. Please contact me at your earliest convenience to discuss these matters. Sincerely, J',n Ho enstein 'dministrative Assistant cc: Sandra Gardebring, Met Council Walter Rockenstein, MASAC Robert Lockwood, Mendota Heights Doug Powers, FAA Dave Kelso, MPCA JH /cks • 2 B ry THE MINNEAPOLIS STAR Thurs., Apr. 26, 1973 Eagan scores move by MAC The Eagan Village strong exception to the Council last week adopted preferential runway sys- a resolution criticizing the tem" which MAC uses, the Metropolitan Airport s Commission (MAC) for al- resolution says. legedly diverting air traf- fic to populated areas of The Council suggested a northern Dakota County to bill be introduced in the reduce aircraft noise over Legislature requiring that Minneapolis, St. P a u I, runways be designated for Richfield and Blooming- use "solel upon normal ton. flight . selection criteria." The Council "takes OdN'S ott1 Dors 04 3(3' } . RAY KEMPE ! : k 4� COMMITTEESI • DISTRICT 53A . • ' S EDUCATION • DAKOTA COUNTY JUDICIARY 910 CHRISTINE LANE r "� ��/ "r LOCAL GOVERNMENT ( WEST ST. PAUL. MINNESOTA 551111 5( � �I �1�•� �x�TI r'� �a +r xr� � '� CRIME PREVENTION AND CORRECTIONS State of JITinnesofa rwri 1973 HOUSE OF REPRESENTATIVES • HGK MARTIN OLAV SABO, Speaker RGCa ❑ y/( April 27, 1973 .19C C" n - v k37 f:`! Metropolitan Airports Commission EJC C 1 6040 28th Avenue So. CCS I_J Minneapolis, Minnesota Fiie Gentlemen: I am enclosing the following resolution adopted by the Village of Eagan on April 17, 1973 expressing its strong disapproval of your decision to adopt and to increase the diversion of air traffic under the preferential runway system from Minneapolis -St. Paul International Airport over the Village of Eagan and Northern Dakota County. I fully and completely agree with the Eagan Village Council in regard to their opposition to the referential runway system currently in use by MAC. less appropriate changes are made lawsuits and legislation will be commenced so that surrounding villages and municipalities bear theirfair share of the aircraft noise and hazards. Very tr ly yours, 41°11.111 Ray I be State pre e ative RK:mjc Enclosure • 3 4 L.9 '.. I/ / /1If. I I p L/F , l V r, - R WHEREAS the Eagan Village Council at a Regular Meeting at the. Eagan Village Hall on April. 17, 1973, ,reviewed the declaration by the Metropolitan Airport Commission of April 2, 1973 that more noise impact can be predicted for the coming years in Eagan and in other areas of - -. Dakota County affected by the preferential runway system; and WHEREAS.the Eagan Council expressed its strong disapproval of the decision of MAC to adopt and to increase the diversion of air -- "" traffic under the preferential runway system from Minneapolis -St. . • International Airport over the Village of Eagan and Northern Dakota Count) NOW I EREFORE upon motion duly made and seconded it was =SOLVED asi--fn1•1ows: \ ` -:17 • e • 1,w _. . ^+ 1��_... ,.. _.. via: ♦..:.All +.. �. -r... .. �.._._ .__ _ �.. That the Eagan' Village - Council_ takes . strong exception to the County. preferential runway system currently in use by MAC, and feels it is unjust. i n that _it is inten ;end i s = u sed• to , divert -air traffic. to_, populated areas of Northern - Dakota County for the express purpose of reduc airc noise over -St.• - Paul, Richfield and Bloomington. k'URTIIER RESOLVED that appropriate legislation be introduced , `into the Minnesota Legislature requiring that designation of runway use he based solely upon normal flight selection criteria, and specifically , ruling out diversion of aircraft flights to Dakota County for the purpose �Iof reducing aircraft noise over Minneapolis, St. Paul, Richfield and -,Bloomington. . Dated: April 17, 1973 - /s/ Alyce Bolke Alyce Bolke, Village Clark, • Eagan, Dakota County, Minnesota 3� , ... i i ii i i 7.7Tg .:47 .:./.:.., ..;,,, ::..... r. .., . , - . - - .--'.----"-- . '''''.1e . . VIL QUITS MASAC,...__._,,. , • ., 7: I t , Eagwrerartsairport noise board -:" ,73 ... .... . • ' .. morn - I '. ' -.1- .P - 5/ : -2.3/73 S e • ui : ID ialpaitch':' ,' ' -* Angered by a preferential runway system that diverts jet. Tr]. airliners from flying over Minneapolis and St. Paul and - ' ' agan:: them : . arming. • sendsthem Over the ,southern suburb ot Eagan insteadj,. the ,Eagan Village Council voted unwiimously to pull out of the Metropolitan Airports Sound Abatement Council". ... Eagan'officials accused the sound council of being con=; 1 ir Noise ActioR trolled by the airlines , which finance it, and formed their _ , o Eagan Airports Control Commission to investigate - ways of reducing noise. ..- ... ; .,-_ . , . , , , 4 '.:.:-..,..8y-');10B GOLIGOKI. _ ;, • - Sperling said MASAC - , !:'-,v ei.;,-,•- .1 • .• -......,-,. ,_•,.- ,-,..,:••,_ -:,........,- 1 1 '• - -',.-. not. been able to function — Writer ri -,-:-.- -.. ,',--•,---:., i';-_,Staff ' . --- -. . as an independent; effec- ZiE -. dropped out of tive body "while being to-1 Attie : Metropolitan Aircraft tally- funded by. the air= 1 . - _ , . • .. , -,., - ' Sound Abatement. Council - lines ,.- _: • • -,....,-,,,; -....-.•.:::.,.., • - -(MASAC) Tuesday a n d - • . . ,...,._ : 1 • the village is establishing_i indicated strongly it will Sperling revealed. that. - file a lawsuit because of an . .. Eagan . ) • • , the E (Airports Con-1 high level-of air- . trol Commission_ which, ' -*- craft i. bombarding among other projects; ' tte,c0PamunitYc g- . likely will investigate op=1 . , _. . ., „ . • • ; Possible defendants: in eration of Int ....- • • . 5 ; .. die . legal action include • ' Eagan,' 'which IleS-• ...... the Metropolitan AirpOrts -, rectly southeast of the air,: * • C o m nil s si o n (MAC), • port, _.-. establishect an air,.; ..- • "ivhich•operates Minneapo- - - craft:. noise c 0 rr i d or lis-St. Paul International through the Village years4 . ' Airport, airlines serving. : agar , and passed::: zoning the, and the coun - ' regulations .„...-,pronibithw, . cal--'' - ' ,:;- - . ' f:. _ , house from from being built in .. • _' - - 4•. B -e hi d` thi ii the ,- corridor . explain:ed . , tirefetential runway sys- .SPerliqg-. ....• - -4 - teni. started by MAC sev- Many 'pilots,..- he = said '• " years „ago. It diverts . stray•out of the noise ZO3 • . ' • Oa. e. bulk of airliner traffic gnd fly over esidentiL, . ..' , over - Eagan and -away .' areas ' _, .`:•-, ' .! tr - ...- fr om fr . more thickly popu- . '-'-----. '' .rated neighborhoods m St. .... Sperling 'contended that • ..- - f--*-Pftu " l and Minneapolis. ..- - . no pressure is being- put - . on pilots to use.`.$0,,..e ,A ..-•• •7 ..tlopting',...- -- -the.. :system, abatement , landinggland I . :•;--= * •itOcording In the:: Village,,.. -takeoff procedures --- ::-- „ieeuncil -"was an, act of in- . thermore, o. • •,: .`: discrimination fi there is no:penalty* ,: :-.• the , village, - its '-'- rating the proeedures!;. . ' -- _-''Iresidenis and northerly: - ./ , " 1 .- s . ii se , :■;.. - aged, :13akota,Cotinty subjecting , Fthit ,. torne: , laildovr extensive noise _... .•:".-. _ , vrie. villagellavebeeniiiiiik! •-.-Vollution,, azeraft4anger.,•ti, awe 10 _ propert • y , b6 ''' nd:ProPer tY Yati depref -r , - - rearase • - prospective buyers 4,7-when • tlie5. dik, ib - %i,T ifittc t many panes. . /. . stren . w re30 s ' . W• ond • liUte ** 11 Y,PYq‘eac-4 cia.vc.144,pr . emnuig. ,..-..,-e„., ,_. ‘' TZ0.1"iiit pasiied by theyiltage;;;;;t;rd. r.-the.' c. i V and. ..--; .1reheated' airliner.,opera- ' lt- , ., liens (landings and take ' \.-.-'..;; the - MASAC-meetinv.ht offs) daily at Internation ,: ' 1; c '; f'lloge,IKSperling„E s . al, Sperling estimates:rat - ..14...'' . iespres , .....,. - ve least half, of them,are 1 - W ,up ,. . 11•1 1Vesda.i..- . - ‘ neled over Eng0 -"I . :---,,..:, , . - : .-..;•.- .,t,„. , !••.t rnakkailinte..of the fact ;'!: E a g a n's. adtunrt ur_,...- a.. th no Ttrijir'Zities sub ','.'• Ii. r i.s e d t -..inost.:„MASAC-: - -. iirbs . have representation • • members.. „They . ..7on MAC, an agency which ' ., the matter to an executive .;.,:--; an make Policies having , committee which piair f. - --r,.7.onsiderable effect on : meet with :, v..1 IL . • N:. : !' ...,/ --,., :PO:turban communities, . . .., , officials ls;.6 . -i - ,v - .-= 1. - ,;- - !.-4,-. , .-, , ,...F .'..1q4.-• r - ''''.,fr f.r :-"..- 'Y , 40"T ' 'c --'` - *Y ' ' :r ''`"• ..--'-':' 41 il..‘ :',- ' *-, •/"' •,' :II ,, - 4 . ,.;',, - --, - ,1:?.-4••.-_ , ,•, , 1•• •-',.,. 4,7.10 ,1 ,•,,,t •,_!•/:,:,1;!..,........;k:.;:-•4,,f'4.,...!;:'-•••f-:4f,':'44;i''..;.X*,*"•11,y5'-'• ;c4.7 -" ‹?;;-..:44/LI.N,,,:.; - :',ti,..-:.pz.s- IA ::.''' ''-*•,. .` ;3: ! p t:? . .,. ,st: 1 .4?"t x., /,, ,, ,. . . , C■ : ■;44:1«:4;;;k:vie:4.41dZi:W , 4 7 iiait 2 ii;rie.i<W16- :1,91:4is-Vv.; '''''' : °-"'- . .3 7 May 25. 1973 Mr. Paul Leonard Regional Operations Manager. 9501 West. Devon Rosemont, Illinois 60018 Dear Paul: Our procedures for solving the noise problem in Eagan with the use of our gateway procedure has completely deteriorated. We have addressed a letter to the Federal Aviation Administration Regional Office (copy enclosed) apprising them of our concern over the failure of our procedure and our regret over the resignation of the Eagan representative from the Metropolitan Aircraft Sound Abatement Council (MASAC)... Enclosed are copies of the newspaper articles relative to this action. We are o, the opinion that the Eagan Airport Control Commission proposes to _take specific political and legal action'against our preferential runway system. We still believe that this is a problem that could be solved if the airline and pilot group would make a better effort to avoid flying over the area. I am sure you know' that these problems . have serious political implications to the Metropolitan. Airports .Commission. Furthermore, it is pointed out that the costs of any legal action would ultimately be passed to the carriers._. We are proposing to the. Federal Aviation Administra tion that _. a procedure . be_developed .that will : insure that we do not overfly this _impacted _ • It is regretted'that you were not at the last MASAC meeting so that you would have first hand knowledge of this action. We would be ,glad to discuss this with you should you so desire and I assume that you desire to be present at any meeting we hold with the Regional Office. Sincerely. • H. G. Kuitu Executive Director Enclosure, cc: Robert Ziegler Cf� Mpls Tower . • k' .may, / _ . , Oh / . ..! c::..--.. I. 'i: .'; _ - _ May 25 1973 a :, Mr.. Lyle K. - • ` ' . _ ' Director, Great Lakes Reg `AGL -1 - ' . Federal Administration - - ' _ - • - 2300 E. Devon _ ':. ..,_ ,, ' . .. • Des Plaines, Illinois 60018 - ' - .. ' . . ' , Dear Lyle: Enclosed your information are copies off clippings from the local papers and a copy of a formal resolution passed by the Eagan Village Council announcing their withdrawal from the Metropolitan Aircraft • Sound Abatement Council (MASAC) . This is of deep concern: to this Commission and we'must initiate whatever action necessary to preclude legal proceedings against our preferential runway system . and the attendant .. adverse publicity against. the Commission and the • Federal-Aviation Administration procedures. . . Apparently the underlying cause of this action is the failure of the 11 runway departure procedures and 29 arrival procedure to ade— quately solve the- - noise problems of the residents of Eagan. It is important to note shortly after the -joint initiation of the arrival and departure procedures that complaints reduced to almost nil and in some instances we received compliments for solving a • very s erious problem. : for isolated incidents everything appeared to be going. very.. well until. fairly recently.'. Now we are getting numerous complaints from citizens residing ir:'that area . . - reporting,aircraft turning priorhtothe DME gate and flying 'directly. hover their 'houses. �� z " . I personally visited. the" "area "with Raymond Glumack and Claude Schmidt • on Wednesday afternoon May 23. 1973, and observed 20 departures of' -'which only :4 maintained' the proper track. , -'It: seems evident -that the_ complaints are and that a• : more .formal procedure must be . ri (d. :-, /+pp-. • •�`: Z_ Mr. Lyle K. Brown May 25, 1973 tdeveloped..- As you are aware,. our preferential runway system does channel approximately 50% of our traffic over that area. . We:do not believe this problem is insoluble since we do have the open industrial 'area that could be used for overflights if a procedure could be developed to insure stricter compliance with our intended track. In view of the anticipated. A.T.A. resistance to a formal procedure that would be more restrictive, we are requesting assistance and he_ cpoperation of the Regional Office in developing a system that would resolve "this- rproblem'. We would appreciate meeting with you or your .representatiVes . at your earliest convenience since we consider batter of extreme urgency at this time. Sincerely.. H. G. Kuitu Executive*birector .. 1-h 2 y l j � A G F fV r4 }- •! FCs H v� P}1 - �t3'�J. J .x. .r �� 'C...•.1 ._.� � -.. .. is s,?1:1tt .a.Je :/ ......n tb saa Enclosures ,(3)' ` CCS /pg CC RoberLZfegler :,-- Paul Leonard. • Mpls Tower • qtr t! -, r" ` ; `�"'� t '° uy ,+w j ti`t p�d`i "`yS+�M •`• t , ... {-• �►:� �.3 ,!A,,r+kniw�f+ R #/- " 't•1'"'T V ......l�r +� - 1 - rt ?a+ } • . 1 • 'r • ,, • + .4,,44 1 � , ?E° y t,�. ▪ �I.�1; r-• i -...44,:‘:=1,' •'1Sc ' ` r .. ,. r } E . '.. ! r7 Z i •,' ai -et T�h ' t 4 '• �s . �• FS S:^t- + ,� t 2 c; .1�(' g 7 'S, + ;. � - cy -:'''''7.`' r 1 �Y' ', i R i * yr' - AL - +u • T -,.„ 4 '.- ..-til i r ;4s t .� • +n. : ?t • _ 'c • g r • j 1 � K � �'+ � �1 a� }, et '� a' ' • A .n• � ...a -�-. . -Y,': � 4 G ,� � T : � q " 1. + j + ■ liU DI81?A`Pt✓ M ay s, 197 • - , ! . t 'r t' ; t . r i- . ; • S u >rit � '' -, -- t. �y ", it .t-'4,-.----1/4-,....:' �: : -.4- ' '8: .1-: i i & , 1 ► ► s+ • , w„' ; ♦ '4, 'f'f •y` • t k w =! ;Men-, k , » li - fide s paper • - . 4 ,, °' a MY • � c r . - ,.... 01 „,'''; ~ j � 'l iO • If. R Chat mua of i c i . P u a r d' o u' ti } - . r ; � y - 4 e ▪ . -. • .- nar Rtdder Jr, Pres and Pu lp -.- - - , _ ' ` ` +" - . - e • l j- tar .;j,4,t '''fi j • -•, y am` 1 . ,: *.iit,d ,y � ,-7'- ,_ � >R- I- ^"l , - rt- • � 1. a D * iasnara Mtan agsr. ms's s ` Fr i " �T W M' Kier 6as ' - - ..i • y a ' ' Gsa kl': r a7fia+ng Di c for r • r +.,b G. ,,,, . eg, Circ 9i racror .....1:3 Y i t r ° W ntai* G : Su mner' Editor , -'" . ' lb,. ' * G+tR ! . n -:. gar £xec v. Eastor i 5 ' : r ,rs t Rtlrnh lr ;' Manb in Edd6r - t• i. t i s Wea klrfEs , Aiii iiotdr.lsdrtoc : l • r r M 9 g 3_ \ %t: :: i mo t.. . t4 � wt- {--: , '14S HptioTok -41" BU REAU Nat O,l tA t a N F BYdg 'r .• r • �, j's M1 • " i ,, • a 1 • -• 4: 4•OEi10ESrSa*MirhrstvtttRW - es.... � • iAti - s 4, ;. S jJtvv QRR . 7 1 'Q1FFAGO- : PET ROIr rf, ,. � 1•DMIA5 _' ; r t. ,, Ie . s /if+4 :-717 ISCO * ��'.w ' 65: ANQEFE €1 AINN 5 ' . t ARLGnt i .dn " ' . ` is • +rarr�,Si l•!ot WP.lon•.r R Ns ae, Dirpatr.rf. 7,_-: lwidr a► o frx• • � t i,:.'F's3 ` • °H:i�w� , „ l x -a.,, it ' J ., +kN E - i t , . .. 1 E �v • J r Y /. ir ��tQ i - + tT� r te ','b*�! kw L T , ' e i �t az ' i. T _ . - t. • w oY• . ; x. � R~ a 1 i' a' �•. i ?fi Yt�r .7'r' f • j f ' a �' J 1- 2::::...4. 7 e. , ; a ` 4¢ .0 ,r+ { 'm f r v .,p r Y ' , H .V. - r ' % F � t t !' s M'r • z. c , 3}+ • „ , 1 `i',rtly /a,1 ' a ' 4 ,r1 :1 ; ..;�' Tk'j tr o i c�S' . . �` r . t „, '� , • ha been prov that.n makesr so, m no d uring, , take p ffs . and • �, people'ir -eh, prove.. - ' a ppare nitly the= ia r� here is sonde iropo oh the F'�,�evei bt`1]Utl noise,and- irritation has ,, harizan. ` ''` - . +� - -*-. F r - bec l iigl ' r - ' Pagan = 'Officials 'f , , East example raft &:l t.- • yrhas • . tTiei` Dave anne ect thelrrnvl dieve lbped. a; n engine;that cuts the • ' �' w sutt becausar am alleged ;elcess ^; -hoise" B 707 by a lmost 10 p er • ', . oli; nodes f>: operati from Ce �tus_.engine : also. could be u ,; ;` Mthneatlo hr ; Fauf ternatlbnaI on the ouglas:Dt' and similar tests ` • '� .� ilupdi � ; : e t • , ; - x ., . �. • ` ii i `` ` ar e- b ,conducted or .(1n.--- e . .:<':;,-...: 4 To te stab 'e that the Mot .- , ▪ gins fore th Boeing 7Z7 and 7a1, and'-.--- - • • -- ' • , r pertS�4E �o m mussfun m tentiona t tli6'Doug1a ▪ u , ~ , th ' fY ^£ r - E r ` , •While +' e chnto10 or -gtdeter ai f . j �a:9crt tnat `a$ alg ` S b q • . .:. t t nnc • - Bota� t v $tmx < eral eem _to he.. at, hand the ; . ,t e ' t i tt} e q tfbn ,w ho. tilay.ttie;bill'f�. - ... - : -- - - t ) t ';; d titi. .: t . ` a ircraft •witllz near • � rt `p to ' de ? :.* r,` AV fl , engine r unanswere It f s e./ . . 7;� dt ._.. , . ai tiner' ) t#Iha -;7 7 .w ▪ wo c D st , $750,000 to ° . � 7,?� . stew Y heat/ ty :po tifa�s , 4 f •'7O7 ` sc of the new att,� r,� i s J g , aYid k;. :*ifol tes.� t,`tflat -pr - -ta =r" , `t/1 an res itt of s v ere f i k i ,- 4 y iglu cb$me ic: ;1ket ortabo 5 o ` * e s ated :a b otY tiltairdf OOt1( t v',07s an 1X 8 ut t , ly; f be' t$ a � = --- fi n e d • r oaatwna - x ; pted ' 7 11, - l a�iz bet - ge a' �z t.ft ' T' ng'at 1. , ' 9 t Y ��3fi6ulc t 44t hne ray or Its ou1d r • x > ` to * � : ati ..-4 , t a -goer - py for It?'Shaiilcf t f1 fed � . i �:. {t x -, m Tnuities• -tu y ern k gv - . helg Should ;Ioc +- ' t o p arfs` i off t he natrtth, and i. . g overnni nt� `ope rating Mar--..,,,J.,-,:,<.,...,:...i, e cq i ' "` i 8 i c thl - - - ri ders --, et al aupo c , • ","1 88 c o etIon , tie AL L Wil .. P`` ' 'hose ate • . he f qu estions that. ist. t. • •. -, i ke 4..,„,- m y the situations if lr' ''r o answ e recr befor th e peo in E • 4 •'>k' + trs '< a ` . ... , h erS "g `and limas iu ther.carom - < o . Bights 'brr bac s rt `can'xeall f -r ±... ter' k,.....„4":'1••,:,-.0/ere, itrat"etties ?` tattiw # i tskies. `CflICl fiu tire: DepaxtmentA ; do h response /w •7 r • , ' •„ - +; Ti`anspo • 1 . - 1 ,,,,: .: the,: E` ed er al Avid- i ; e >best r erto • ..the problem o ,= turn. Adminai i l oh th alrllnes an i _ . ' ""'"1.--,/-S.:' .a a 1-he cried, -- uld be tbs velop . ° at`, agencies h s uch as the SAE. 'Mo t#'"eir a d -not � s !' * 4 pro de tho a an c soon ` r y, • >; rrt A -..% - ti- •• i + ". :q K'" k 91 - t fcr.'N� 1 ,, .r f ' ; :T�.+ i•-• . • , K ,•+,- (/ 3 REVISED NOISE ABATEMENT PROCEDURES for Runway 11 On May 29, 1973 at 2:30pm a meeting of the following was held in the Board Room of the Minneapolis -Saint Paul Metropolitan Airports Commission, 6040 - 28th Avenue South Minneapolis, Minnesota: Claude Schmidt Metropolitan Airports Commission Raymond Glumack Metropolitan Airports Commission William Hochbrunn Northwest Airlines Paul Leonard Airline Transport Association :.;Art Hinke North Central Airlines Frank McLeod, F.A.A. Minneapolis Control Tower Les Case , F.A.A. Minneapolis Control Tower -Cliff Waterman F.A.A. Minneapolis Control Tower It is understood that the Minneapolis Tower will issue a heading of 110 degrees for departures on runway 11R and may issue this same procedure if necessary for departures on runway If traffic control uses heading of 110 degrees on runway 11L, it was the concensus of the above group that this will not open up a new noise sensitive area. At time this procedure is discussed with the public, it is agreed there could be variance due to turbulence and certain weather conditions. There will be no change in previous agreement whereby traffic is held on the heading for 3 miles prior to starting turn. There will be no change in departure procedure with respect to vectoring. There will be no change in the arrival procedures. • • • Y' -,:c W , to ," M V C ID :4 � -,,—.-e ,-...-,. k 0-5.- H L - -h. .> r ▪ w.._ mil .� �- y ' i` y; ,:f5 ,.,....,....,,. ▪ .Ci'� - a'�" ' , �Q r 41... f rte" y1t Y t , 1 , ��/, ' ' . - k; ✓ � -'` i r t e. �y- d4.: r� . m V. d C .. �p SOS � � • ' �,A -_- .7. ,', - * ` ', , a as O - .d" X A+ Y -_s•.� � -- .i .mac. �i -.4 — � � - • a1r � .II1 -' l'"* a.t`+.�� y"d!L r 0. - �6 • `� ti .-"- I .�`e'.17 :`,- .. "St- .Fay • „ E . h' Rai”` -tom ▪ vrZv1 °mo d . + +4 Al sio :�o,O aoig ••,"......,- a a" ° r 5''4 i' t y e _ d 4:1:17 , ., • fit+ - -� 0:. - 'fie a)," ' . • '� ^'d r1. � O } y n :l� i i iii4 s ; L:- . �+ • fr -' of CI 0 t * 71 v ..: =m'� ▪ 10. P •%., -a te , dm d� v t ,� a� d " - 7,;j-41.- , .9. ... Ow :.= '0 0 0 C ai -t9 ID "t • - �- i t ..4..i W' A Ua•,:in . R ,. >� r •- l i . � F + ,, ^ O�+.'fnx N a , E r� , dam.. = + - C �. .+- . . 0 t - -. - N I 00 --.. , T"' .se 33 v :s s r '. 4 A' a ,' . 4) `" N � 'V b .. - p.=.. , .. ,1 .4,03.-..-4.1 ( _ : ., . - II) • C1 44 +. ar C) • , - = ID . D• -7 ' ca ar, c. o ay , t . 0 itr y,= , • r a "' i l " 0 oc - E'. 0 °aitsr - o k" � e . co. a 6 " • aa l • ,,, d -- to . 0 C N 1 '' 0 • �'� a i r ` p !# . CU � :.0 - • at > . 0.1)._;• ' b 0 'C3 bD 'C.2z 4f= - 4 -,-. - • 0� , 3_.z� � ' - _, � m ,. ",; -fib '� -,--,. ►. .. - ,Y- o. jam. o" , -" provement in noise from - some of the newer. larger — aircraft but said it will Continued from page 113 take a i r l i n e s years to • make the transition to "right over the (residen- dren 8 to 14 years old, them. In any case, he said, 'tial) area on takeoff. said he was on Eagan's the total number of flights planning c o m m i s s i o n will increase, and that to 4 Schmidt said he's` "not Twhen it "did everything— tal exposure can pretty blaming the pilot... Per- including some things be- much drive you up a haps we haven't empha- hind the scenes —to dis- wall." . sized this to the pilots." - - c o u r a g e everything but 'commercial and industrial He said he cannot predict But there are signs on In- development" in that lane whether a lawsuit will be . ternational's runways re- across the river from the filed. But he is aware that minding outgoing pilots to runway. a similar suit filed several observe noise_- abatement years ago by residents of :procedures.. Eagan now has its own south Minneapolis and oth- , Airports Control Commis- er communities has been a During a telephone inter- sion, whose eight mem- before the Minnesota view interrupted several bers include a D a k o t a preme Court on appeal for times by noise from low- County commissioner, a more than a year and a , . flying aircraft, Sperling village councilman and six half without a decision. He said Eagan objects to the citizens. said more 1 e g a 1 action lack of a formal 'written might increase the pres- policy outlining punitive Sperling said the group in- sure for such a judgment. measures for offending pi- tends to challenge the " ' lots. , composition of the MAC, Sperling was particularly which has no suburban disappointed at f 1 i g h t s It was learned, however, "representatives, as well as over his house Thursday - that two crews, one from the noise problem itself. night in light of Eagan's Northwest Airlines a n d withdrawal a c t i o n two • one from North Central "All of us are convinced nights earlier. 4 Airlines, have been penal- that a liveable solution ex- n ized recently with loss of ists," he said, but the com- Flights over Eagan could flight time. munity decided that some- have been changed by con - one must „ take the initia- trol tower personnel in Eagan and the MAC disa- tive.” Eagan tried to get deference to residents' al- gree over just how many some action within the ready - irked feelings, he flights the community is s ud ' f r t e n d ouncil sugge sted. subject to. They also dif- a y fer aver the effects of phere," he said, but now is "It would have been ex- "wind drift" on aircraft taking the route of seek- tremely wise of them not i trying to stick to the cor- ing "friendly and con- to come tooling over the • ridor. structive adversary pro- area," he said. ceedings." Sperling, a securities can detect im- • salesman with four chil- Sperling . DEPART OF TRANSPORTATION �� i C A � G FEDERAL A ADMINISTRATION ATCT P ATCT 7100.2C Mpls /St.Paul Intl. Arpt. 5/30/73 Minneapolis, Mn. Cancellation - Dat After filing e • • SUBJ: RUNWAY USE PROGRAM - NOISE ABATEMENT , ■ ( r 1 1 • PLEASE MARE TUE FOLLOWING PEN AND INK CHANGE TO PAGE 4 of subject order: Paragraph 4.c.(1) line 3 - insert after runway heading -- of 110 degrees • - -, and then continue on - for three miles et cetera. 1 * /\e-c--RISTEC/4 - i Chief i • i • • • i 1 i • • i 1 AT -300 AGL -530 5405 A-4 ACDO AGL -540.5 MASAC MAC ATA Distribution GADO#14 ` Opns 0fcr, Trng. DSO GPO 027.424 - FAA Form 1320 -4.1 (7.67) -- 1 - -- Y - �_ ..�_._.�___.._��.�__��._ ....t....- 4) s t , 1. St s ALL OONW ALL OSNW TY000NW TYOOSNW HNLOONW HNLOSNW MSPDTNW MSPMMNW MSPOZ "} �„ MSPPONW SEADDNW SEADTNW SEADRNW SEAMMNW MSPDRNW MSPDANW MSPMCNW TYODDNW - -: {=`? CC NELSON MSPDRNW LEE SEADRNW STELZIG MSPDANW GRIFFIN SEADDNW MORITA TYODDNI•I NEPPL MSPO7NW LINSTAD MSPMCNW 1/ FIF 73/30 5/30/73 TAB PLTS GENERAL POST IN ABOVE FIFS I! `• 2/ NOISE ABATEMENT /MSP 3/ EFFECTIVE IMMEDIATELY A NEW DEPARTURE PROCEDURE WILL BE UTILIZED FOR TAKE -OFFS ON RUNWAYS 11R AND 11L AT MSP/ THIS PROCEDURE NECESSARY TO AVOID NOISE SENSITIVE AREA/ TOWER INSTRUCTIONS WILL ADVISE FLIGHTS TO TURN LEFT FROM THE ,RUNWAY HEADING OF 115 TO A HEADING OF 110 AS SOON AS PRACTICAL AFTER TAKE -OFF FROM RUNWAYS 11R AND 11L/ THE LEFT TURN TO A 110 HEADING SHOULD NOT BE STARTED BELOW 500' ABOVE GROUND LEVEL AND NOT BEFORE CROSSING THE SOUTHEAST END OF RUNWAYS 11R OR 11L/ TILE 110 HEADING SHOULD BE FLOWN PRECISELY /. w a 4 - • , • • AI& AFT „ ON A F . 'A k , ® H OF T Pk AY - -. " .� , , mo • n IT Art AR - THE' 1 L• WTLL CAUSE °• "TOUR ' FLIGHT . • DRIFT SOUTH OF THE RUNWAY 29L LOCALIZER COURSE CENTER LINE, THE TOWER OR • "DEPARTURE CONTROL SHOULD BE NOTIFIED SUCH THAT FURTHER HEADING CHANGES MAY `BE AUTHORIZED/ NO TURNS TO ON COURSE WILL BE STARTED UNTIL REACHING A POINT -- ;THREE NAUTICAL MILES FROM THE SOUTHEAST END OF RUNWAY 11R AND 11L/ OCCASIONAL VARIANCES TO THE PROCEDURE MAY BE NECESSARY BECAUSE OF TURBULENCE OR CERTAIN WEATHI CONDITIONS/ ARRIVAL PROCEDURES REMAIN THE SAME/ •STRICT ADHERANCE TO THE NEW PROCEDURE IS REQUIRED/ FUTURE CHANGES IN DEPARTURE PROCEDURES MAY BE NECESSARY/ MONITOR ATIS AND KEEP CURRENT ON PROCEDURES/ USE YOUR SKILLS SUCH THAT OUR INDUSTRY MAY BE COMPATIBLE WITH OUR AIRPORT NEIGHBORS/ 4/ FIF MAINTAINERS REQUEST MIMED ACK ABV MESSAGE POSTED IN UR FIF/ • HOCHBRUNN MSPDZNW cc: Fredrickson Anderson Lee Severance _Moen Gerszeuski - FAA • McAndrews • yd - •-• • .mss.• Cyr v_ - T k----W. � l — ' , F 1 r + •. e • - 1 - • . _- ' ; \ > `y "IN.) 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Effective . a new departure procedure will be utilized_ for .take -offs on runways- 11R and 11L " "at MSP/ This procedure necessary to avoid noise sensitive area/ _Tower instructions Y , will- advise' flights to` -turn left _from the runway heading of. 115° -. to=a = . heading of 110° as soon as practicable after take -off from runways .11R and_'IlL/ ;The" left turn to --a -110 heading should not be started below 500 feet above ground level and not. before -- crossing_ the .southeast `end' of runway` 11R or. 11L/ = The 110 heading -, should be. flown precisely/ :_This;' procedure is designed to keep aircraft.on a flight path north of _the runway 29L localizer course/ Should it appear that .winds aloft will -cause your flight • to drift south of the runway 29L localizer course centerline, the tower or departure, control should be notified should that further heading.-- - --changes may be authorized /:No turns to on course will be started until; reaching a point. 3 - nautical` "miles from the southeast end of runway- and 11L /,_, Occasionally variances to the procedure may be necessary because of turbulence or certain wind conditions / ' f .yArr.tszzal :.procedures' :;i'emazu' he same/ - Strict "adh,erence to this - new procedure _required., Future changes in departure procedures may 13e necessary/ Monitor ATIZ and keep current on procedures/ - - Use :your skil1s such that '. our industry may be-compatible with our \! ,� _ - airport neighbors/ .-4. FIF.maintainers acknowledge above message posted. William`Hochbrunn _ • ,' = 4 V. F,AY KEMPE NA °• COMMITTEEe 1 9 J, EDUCATION DISTRICT 3�A } t y1k.;li JUDICIARY DAKOTA COUNTY - i�'� "'^•�'7'i'�^ 3 CRIME PREVENTION AND CORRECTIONS LOCAL GOVERNMENT 310 CHRISTINE LANE .77 , .. — �yµl.l l;�.a fir_ ' - yfiif:5'it91, WEST DT. PAUL, MINNESOTA 3311• - R ' ?TIM r +rrr• 1 _ 1. i+a iti y_snssii P" - qiifR 11 1LtcA� 1; 16 a I' L - t - - 4<,,, ..-1.: - �_ _� MAC. JUN 1 13 State of Minnesota He :( 12 HOUSE OF REPRESENTATIVES RC ! r MARTIN OLAV SABO, Speaker I4' C r-1 ... I 11 May 30, 1973 ��i�^ F I , CCS Metropolitan Airports Commission File 6040 28th Avenue South Minneapolis, Minnesota Gentlemen: I am enclosing the following resolution adopted by the Village of Eagan on April 17, 1973, expressing its strong disapproval of your decision to adopt and to increase • the diversion of air traffic under the preferential runway system from Minneapolis -St. Paul International Airport over the Villages of Eagan, Mendota Heights, and Northern 'Dakota County. I fully and completely agree with the Eagan Village Council in regard to their opposition to the preferential runway system currently in use by MAC. Unless appropriate changes are made, lawsuits and legislation will be com- menced so that surrounding villages and municipalities bear their fair share of the aircraft noise and hazards. May I please hear from you in regard to the valid complaints voiced by the residents of Eagan and Mendota Heights. . Very tr yours, . `ti-1,--j,r.,,,„tiii(20,,, Ray empe State ,epres'entatve V 01 RK:cu Encl. • . � " _ ' 4_ yu • • ! J / ' R E S O L U T I O N WHEREAS the Eagan Village Council at a Regular. Meeting. at the Eagan Village Hall on April 17, 1973, reviewed the declaration by the Metropolitan Airport Commission of April 2, 1973 that more noise impact can be predicted for the „coming -years in.Eagan and in other areas of Dakota County affected by the preferential runway system; and WHEREAS the Eagan Council expressed its strong disapproval of the decision of MAC (to adopt and to increase the diversion of air traffic under•the preferential - .runway system from Minneapolis -St. Paul Int ernational Airport over the Village of Eagan and Northern Dakota County NOW THEREFORE upon motion duly made and seconded it was RESOLVED • as follows: c. - L. - -- • •- That the Eagan Village Council takes strong exception to the • preferential ;ruaway:system. currently -in use:by MAC, and feels it is unjuAt:.- incthat•it is intended and is used to divert air traffic to , • populated areas of Nortliern•Dakota County for the express purpose of reducing aircraft noise over Minneapolis, St. Paul, Richfield and Bloomington. • FURTHER RESOLVED that appropriate legislation be introduced into the Minnesota Legislature`requiring'that designation of runway use be based solely upon normal flight selection criteria, and specifically ruling out diversion of aircraft flights to Dakota County for the purpose of reducing aircraft noise over Minneapolis, St. Paul, Richfield and • Bloomington. • • Dated: April 17, 1973 • /s/ Alyce Bolke • Alyce Bolke, Village Clerk, Eagan, Dakota County, Minnesota x FROM A. W. Hinke TO: Pilots' Clip Boards . MSP- ORD -DT DATE: May 30, 1973 • BULLETIN #67 • The Village of Eagan (just SE of the Minneapolis - St. Paul International rapidly ,oT • Airport) is a rapidly growing community with a p" y g rowing noise problem. -Some time ago, in an effort to relieve this problem, certain straight out (11R) sand straight in (29L) procedures were increasinguresentmentLked, but obvious deviations from the pr ocedures toward the preferential.runway system precipitated Eagan`s withdrawal from MASAC. In taking a hard operational look at Eagan's problem it becomes apparent that :only a vary small deviation to the right of desired out bound track causes s?an impingement on that noise sensitive ;.an,ath- "thatoi words, the O le and one that that zer� 'S represents a tEziri Tine between -is unacceptabi.e. In recognition of this fact, the tower will soon be issuing instructions.fox d 110? g 'headin on 11R departures :' ?..This will insure a buffer area between actual and We critical track under zero R. drift condii:ons. ;r.e exp ect all crews to adjust out - bound headings as necessary to shad�3�urall y, north the r =eading three miles out from the airport. a pply when safety is affected. Your complete cooperation is expected. A; W. Hinke Manager - Flight Operations • ,� 3 . )( • —Pr e5 C - Ll Ease. NSe . . . .,..., ,,. i t . ' ::: r •;;. (r': .;; 3 F .' • . ' B ;. 'v BOB GOLIGOSKI view, that many pilots on claimed - that. "we've bad t i'o it • f : -Administratiof; s ; Staff Writer '� departing flights have absolutely outstanding. co . Northwest and North Cen .. 4-... . '- • • :'been flying. outside ' a non -' operation from the air- . " jtraI and the Air , :, ' _- � new, noise- abatement residential noise .corridor: ,lines,'`" noted that discipli- Associate n ,. takeoff procedure at Min in the Dakota County vi1 nary actions were a mat- - ,r2 ;ifeapolis -St. Paul Interna' ., °It c a for pilots : "ta lage. ter .between the carvers,: . tional,Airportwas•started tes ' • ' . -- - Hiedtheirpilot " - make' Left t of 5to..,,,- r Vednesda with, the Me. He, 'attr'ibuted, the pro urt ` io:' degrees 1 .instead t of Y': �rb�politaa .rp; gram largely to northeast' ,. ,Th new-procedure was . maintaining runway has .* .jnission-(M.AiAC)=oprtrbnu.Cosing•: �viniis,,whicir to °established after. a -meet ing; as in the:: :past for " noise relief: for Eagan res r an MAC..inspection,,are ;lig.Tuesday attended:by 'three'mlesbefore asking : fo airliners _ . drift icle�its v ; `: : } . ' ;representatives , r v m � turn _ = nd . . headmg for � ,. slightly- off course and . C _ $he eral Avis r e yarious actionk` `tak ., sometimes over ( homes, - .�' - ' '" Ro week ,:after Eagan _ and apartments �` lopped out "ot.tbe Metro . '. ^'To;;co S mpenate• forthe -x w titan Aircraft: Sound.' r '' f Ik' atement,.Lounci1 (MAS `wind factor,: pilots h ave '; ` .% Ck` and' ; tlireatened -MAC ,1 been instructed to make a j tith :.a.lawsuittfdr.sending. ::slight . leeft::turn after lift; ;; w &large_ number of aircraft. ,-off. from the. main soUth: : • • m. ver � itt- environs and - ast- northwe , .runways. • ;./...... a from' mote o ulat r 4'+':..r.4, ` ikk .a� y � P { �� this is • fotal�y : ate = _ __ 't... _ . . . ,,,,a e. ,. )iered, toa,'': said Glumack, ;' ,Y., ... R ay in p fa 4 Glumack, : '. "we'lt have no..problem. , Ili jtdAC'S�" -opera ions: direr ( ` 1 , 7- s - ^ ° ' ' _ r, disclosed in. an inter : - -- M; an:agency w • . t ' + , b .-' . . A :. , So oe r .'.e:P ar.to d that_: crew -from Nartitwost- "' North : Central airiines - •- have li'een .; iscipiiiie ' by` ''xlie� airiines. not fallow . t.., fling, noise - reducing prose -;. ' dares Qyer.Ea,ganlq lfris4 E&..: Grin t ae k,v who ea-�? • • X x.� WESTERN _—. V t FLIGETT OPERATIONS LOS ANGELES, CALIRIRNAA ALERT 13D LLET1N 1113 66 JUNE 1, 1 Trd; PT.LOTS - ALL BASES Sli RJEC't': NOISE ABATEMENT - • MSP _ .... - .. - ... - ...• ... - - MOM Mu. e OD •••• OMB MEM 41.1. M. MEM Oda. Pressures k'r mere reistrictive - ioitie abatement regul'.aticns at the MSP airport is being exerted by residents southeast of the airport, Strict cc mpZianse wfth minimum altitide at the outor marer area (Newport), which appears 4 be highly sensitive, may help the situation. In additlun, the tower will dvise departing flights to hold a headlag t)f 110* Imxnedi- - ately afttir takeoff from Runway IIR. This heading wilt normally position the Eight over a leas sensitive area during (Ahab out. Paraillel takeoff traffic on Runway 11L will also be advised to hold 110* during climb cut. . , Your continued emperatIca with these problems is appreciated, • 0,.. 'IA 14 . iii i-.64::1 ° 4—. r`v•k-..- , R. V, )FINSON At Vile President Flight Operation - • N • i ", Post Until: 8/1/73 . t , . co. Caward t ' - ( t , Cave i , 1/4 . Carter " , V • d . Wcidrnan 44V .. oi _ e - licse . . Buss 4 ' 6 - .. . . , - . . Shields .:' , S i I llile ME tthews = _ i 1 ,-- t - Man agers !-Fight Asst. Managers -.Flight . , . .• • . _. Asst. Managers-Secend Officers Navigation , • Na CUM, FAA - ...-- -. 5'-'_ ----■•■•■■•••••■Worwwwwwwww. Western Air Lines, Inc. FOLLOW -UP SLIP <-#0 . �..J� DATE /� / � e 5 7 Y1'1 / d 1 LOCATION OR YOUR INFORMATION �F, Q PLEASE ROUTE TO ED PLEASE HANDLE FOR YOUR COMMENTS ALL CONCERNED 0 AS YOU REQUESTED Q FOR YOUR APPROVAL (✓ PLEASE RETURN E TAKE UP WITH ME El FOR YOUR SIGNATURE C1 AS WE DISCUSSED EJ PLEASE FILE f�! FR OM / LOCATION FORM G.9 .: V. 8/70 PRINTED IN USA • • • . 1 1 1 Q `* / � � Jr y(�ti�/�c Pa' , t sgi .. �• �+v pV.+`+ r � METROPOLITAN AIRPORTS COMMISSION 1� Ir,etk.0 c s P. O. BOX 1700 • TWIN CITY AIRPORT • MINNESOTA 55111 40 : 'k 41000 °16 OFFICE OF EXECUTIVE DIRECTOR • PHONE (612) 726 -5770 June 1, 1973 • • Mr. Ray Kempe • State Representative District 53A • Dakota County • 310 Christine Lane • West Saint Paul, Minnesota 55118 Dear Representative Kempe: I have your letter of May 30, 1973 regarding the resolution adopted by the Village of Eagan expressing opposition to the noise abatement preferential runway -use configuration as jointly administered by the Federal Aviation Administration (FAA), Air Traffic Control Tower, the Metropolitan Airports Commission (MAC) and the airlines serving the Minneapolis -Saint Paul International Airport - Wold • Chamberlain Field. The aircraft noise problem at Eagan has been the subject of a great deal of discussion, effort and work on the part of everyone concerned which includes in part the Metropolitan Aircraft Sound Abatement Council ( MASAC), the MAC, the FAA and all 8 airlines. In order to search out a solution, we have worked in concert with the concerned principals, Mr. Roger Sperling, Mr. Marvin Green and Mr. Don Giblin. As the result of the combined work of this Eagan Committee, MASAC, • .the FAA, the airlines and ourselves, we, placed into effecta 3 -4 mile • 'DME'gate departure and approach procedure that seemed, up until very -recently completely satisfy the problem As a matter of fact, Mr. Kempe, we felt that we had found the solution to the Eagan problem and were not aware until approximately a month ago that the solution was not as good as we thought it was. The impact of the seriousness of the present and deteriorated situation in Eagan was dramatically brought to our attention very recently when Mr. Roger Sperling announced the problem at a recent meeting of MASAC • • • OFFICE- LOCATION -6040 28th AVE. SO. —WEST TERMINAL AREA— MINNEAPOLIS -SAINT PAUL INTERNATIONAL AIRPORT '/ - CI) - lor ne 1, 1973 -2- ly Kempe � - that body. The only representation from was through Withdrew the Eagan reP apart" ;lei ad fallen Marvin very caustic complain ation we. had that our solution "h y strong, very emphatic, v Y tic t from Mr. 1 day or so before the scheduled meeting. corrective � a. Y we set up procedures to find co recta after the meeting Executive Director, Mr. _ 3iately Kuitu, our in. 'First, Mr. Henry and Environmental Control, evaluated the situation and t "our Director of Noise Abatement called an myself v isited th Then we cal members myself extensively the MASAC Operations Committee, : with various me bens within the area. fie Control Tower, ` . r = 4 _ -gency meeting of member Air Traf of �` she airlines, yenta e fvthe AirhTra port Association ( ossible o Representative of gone wrong and what p Chicago depth what had g 30, 1973'N sibl ourselves to pursue in P This committee met on Tuesday ed a edies were available. designed and and debate desig anal. feel this after ethic discussion erimprovement of the orig in our which is an imp solve the problem, )cedure completely e has the p to comp sable r potential his procedure is a left to sn immediately road l explained t P anion. Very simply to create as much as p o a compass heading an d the enclave ±b of houses ter take -off e arting aircraft rather radical buf�er•area between the nd This is r will arture and approach zone. as far as safety os`o the d2P we are going order to try to procedure and we feel degree in try rm off p to do airport neighbors. We are willing this to this deg with these airp )t in possible relationship w±th was most commendable and Main the best p all con :le cooperation exhibited by possible was most obvious. he. willingness to do everything p the press and the southeast that record, a few statements have been traffic made to to o four ' or the r ersement of 50% -_ ire e regarding thh s b a re directing Eagan residents and erroneous. It has been stated Cl that we Eag runways ire err the runway (11R) arallel n total traffic on We have two p airport opera- s house. This is not so. heart" airp in Sperling of the airporop carries approximately t the southeast , the farthest which is the "heart" from Eagan, This is the Runway 11L, the southeast. the property tion. aircraft movements to _ O traffic th total area which is hts. that departs over the Acaciin concert with Mendota Heig w acquiring we are in the process of acq _• the one made in _ �.,. clarificati resentation _1, C seems to resist official rep true. ` Another statement that deserves fication �s es the Commission. This is n •_ the press that implies Eagan) on th from Dakota County Mr. Ray Kempe --3-- June 1, . 1973 • The MAC sponsored a bill for an act during the first half of the session that accomplished just that. We worked very hard for the passage of this good bill because we believe the suburban representa- tion is vital and needed in this day and age. The bill passed with an overwhelming victory (108 ayes to 14 nays) in the House, but bogged down in a Senate Committee. Needless to say we were very disappointed that the bill did not become law. We welcome and solicit representation from Dakota as well as the other counties. There is no question that perhaps the most serious problem ever encountered in the history of air commerce was that of aircraft noise and its adverse effects on the airport neighbors. This problem was an international problem and practically every airport of the entire world was faced with a seemingly insoluble dilemma. We were no exception here at the Minneapolis -Saint Paul Metropolitan and Suburban. area. We had our share of the problem! However, I am pleasedto be able to report to you that the problem - of aircraft noise has been greatly attenuated, especially in the Minneapolis and Saint Paul Metropolitan and Suburban area and it is getting better as each year goes by. We completely agree with the FAA, NASA, the Airline Operators Council International (AOCI), the airlines, the engine and airframe manufacturers and other authoriti in the field that aircraft noise as such will cease to be an issue by the end of this decade. This is due to the efforts of all concerned to find innovative methods which will provide relief from the problem. Perhaps, the most important contribution of all is the introduction of new hardware such as the DC -10 and the L -1011 that has been designed and manufactured for the first time with noise attenuation in mind. We 're at the time period when the introduction of these new aircraft into the operating fleets of the airlines is beginning to become apparent. . . . and this is only the 1st step in a series of • new quiet hardware that will be on the scene in the future. There is no question about it, Mr. Kempe, the first generation of jets - the DC -8's and the Boeing 707 series are noise offensive. These aircraft made their appearance in numbers sufficient to cause 'a serious problem in 1966.: Today these aircraft are rapidly . being phased out of operation because they have reached the end of their useful lives and for the most part are depreciated down to the point where they must be sold and they will be sold to the emerging • Mr, Ray Kempe • -4 - June 1, 1973 • nations of the world who have a different set of priorities from us. The replacement aircraft, I mentioned previously, the second genera - cion of jets, are 4 times less noisy than those being retired. • Just behind these second generation jets are the quiet aircraft, • the 3rd generation of jets, powered by the NASA quiet engines. NASA through its aeronautic mission has spent a great deal of time, effort and money developing the quiet engine which is scheduled to appear as retrofits for the existing aircraft such as the 727 and will be used as the primary source of power for the new aircraft now in the process of being designed and manufactured. The impact of the quiet engine should begin to be felt sometime in 1975. We will also be witnessing at this time period the advent of the QTOL and the QSTOL (Quiet Short Take -off and Landing Aircraft) such as the Europlane and others. Also making its appearance in the future will be the blown -flap configuration aircraft which will also be quiet and STOL. So what I am saying, in effect, Mr. Kempe, is that aircraft can be and will be compatible with the environs. What we must do, through cooperation and effort, is to seek the best possible answers for the present. • Here in the Twin Cities area we have - implemented 12 far reaching programs that have had worthwhile contributions toward noise attenu- ation: 1. Preferential Runway Program 2. Restriction of Training Flights • 3. 3 Degree Glide Slopes (excepting 29L - Category II runway) 4. Noise Abatement Take -off Signs (induce Pilot Sensitivity) 5. Track - 4 miles DME gate 6. VASI - Visual Approach Slope Indicator 7. Mendota Heights, Acacia Park acquisition program • (53 homes, 75 acres - 3.5 million dollars) a. Initial step in land use program. 8. Noise Abatement Jet Take -off Profiles • 9. Keep -em -high Program (FAA) a. Jets remain at 10,000 feet until 30 miles from Wold b. Descent Restrictions Requiring to Remain at 5,000 Feet until 15 Miles from end of Runway (lower power settings during steep descent) 10. Ground Noise Attenuation Program a. Phase I - Green Barrier . . . Transient Operational Noises b. Phase II - Maintenance Engine Run -up 11. ATIS information program - pilot awareness and sensitivity program 12. Voluntary night time curfew. • • • •. Ray Kempe "5" A,Ane • • The implementation of these 12 points has given our airport international recognition and I can say to you that we have led the nation in noise abatement efforts and accomplishments. I wish to' assure you,' Mr: Kempe, " that the problem in Eagan is of the highest priority to us. We are doing everything that we believe • possible to make this airport. operation bore_ compatible to its environs and still be able to in a positive way to th e socio - economic _ life of :our_ community.^ Thank you for your letter and we will be most anxious to meet with you at your convenience to explain - the problems involved in...greater depth. Very truly yours, _. _ _ __: • Raymond G. Glumack • Director of Operations • Enclosure . RGG / pgon • 1 -- • • • n I / • DEPARTMENT OFT. ISPORTATION FEDERAL AVIATION At:14iNISTRATION GREAT LAKES REGION 6 AVENUE 2300 EAST DEVON . DES PLANES, ILLINOIS 60018 �a►� - w�� ;:_ .. M.A.C. JUN r, 73 �oM� .. IOW .‘,0 .? • _ , 4 7 Nis1 _ Executive Director ..Minneapolis -St. Paul Metropolitan c t, �, , - - - Airports Commission, :} ► a 6040 28th Avenue South Minneapolis, Minnesota 55111 4 GCS ` -" 1 Dear Henry: - ------ Upon receipt of your letter dated May 25, a meeting was scheduled in Minneapolis with representatives of the tower, your office, the airlines, and ' Air Transport Association for the purpose of reviewing the problem cited. _ _ The reports that I received from this meeting were very encouraging and it appears that the problem is under control. Mr. Les Case, the new Tower Chief at Wold- Chamberlain, has assured me he will monitor this closely. I would like to point out that when we assigned Mr. Case to the Tower Chief i - position we gave consideration to the noise problems you have. Mr. Case, besides being an outstanding manager, is probably one of the most knowledgable individuals in the entire Agency in the noise and environmental area, and I am sure will find, as time goes on, he will work with your office in a very effective manner. • If I can be of any further help, please do not hesitate to call upon me. Sincerely, GG� E . BROWN Dir tor, AGL -1 - • l A Gi aidd- MINNEAPOLIS-SAINT PAUL METROPOLITAN, AIRPORTS COMMISSION AIRCRAFT NOISE COMPLAINT - - PERSON MAKING COMPLAINT: 160=41mousitidalgs.Marvin Green, Chairman of the Eagan Airports Control Com. Address: - Telephone Number:. DATE OF COMPLAINT: 6/18/73 • TIME OF COMPLAINT: Code A Phone ..•■• -■.■. • _ If available:* Identification Number:*J.,1 _\ ' 'Type/Make:* Color:* - - - - ' -- No. Of Engines :* DESCRIPTION OF COMPLAINT: Saturday June 16, calling now: 6:00 at 5:45'NWA 727, the 3 hole - was in_gross violation of the centerline requirement and the, -.-,•• - . • - - 'itersecti•• .f Pi_ot • 411 • 'IL ■-+ 4,- ' er et - t is one I • to identilyf it was- by me by the time I was able tp getz a-good dri4Tri it t se nciirie on Par'll side of the "Friselage, Waq iri' fantaStic violation �f the renterline-requirment as flew-over the Timberline Addition midway between Pilot Knob Road and Mighway 13. I would like these 2 cherked out and I would like a written report back to me please and if it,is a matter of a thunderhead east of the airport, I am ACTION TAKEN/RECOMMENDATION: a little bit skeptical in that between these 2 planes I viewed another craft that took off and followed the centerline procedure and in addition thereto the wind is comparatively negligible if it is a thunderhead situation why isn't another runway being used? Claude, I would appreciate your.call on Monday and I would appreicate a written follow-up so we can log it in our files. Thank you. q / 0) OF CLIrr Wirrzx';'-'7P0 P46te2. Ir rt_7 eAtt t C 0, V' 7 tt tki/ I' Personal Visit Desired:. Yes No • Item to call-up to MASAC Yes No • Runway 11 Landing Take-off CL•3 . • June 21,= -1973 __-____ ' Mr. 1550 = -- Red Cedar Saint Paul, Minnesota 55121 Dear Mr. Green: Reference is made to your telephone call reporting two flights that . fiew over the Timberline Addition on June 16, 1973. We have completed our investtgatioiiE fd are forwarding - -the - results_._-.__... as your requested. • Around - -the time in question,,_. 5:45 to 5:54 P.M., there were two large thunderstorms southeast" of - Wold Cherub erl- ain- Field: -- Seven flights requested right turns _out to.. flying through these thunderstorms. Specifically; Northwest Flight 392 Crook ,off at i i43 P. M.. and Northwest Ai-r lines -Flight - .5 _aook�of£- at 5:-56.-2.M.. and o - - th requested rriyht out- avflu thP - y � � thunderstorm. _ Since -• the ..matter •of'turisrt toavoid flying -though thunderstorm_ _ was.- .discussed with you - at' oar recant meeting -plan_ - - plan_ no _-fur_t21_er action on this matter, �` Should you desire to discuss this further*, please feel free to contact us. Sincerely, Claude c. Schmidt Director, Noise Abatement and Environmental .Control CCS/pg • • f • / \ , ~ �.�,•'-.�..••, • "~ � ot"1 y� �' 1 Pr rota �� r' RP•P, � t {^!?' y .� \ . • • .:J w:i 11 t;AJ:I c u;d � L. ∎ a � w i i ll � t, i� �'t(linneapoiisTribune q `N� n ed.,Ju 7 r. � q ■ • 1.!1 • el ;ay ■ • CL ,[� DUE? :' .. t 1. >^ :, 't y Dan Wascoe Jr. within a week of its corn- , homes are being built in ` a ; � ;lii \Yrilcr plaints. "high -noisc areas" of Ea- - -' ,,t 111•nq 1 ,;! ''t gan, he said, adding, we :•`•7 ' 'i •-1 1 j i - Shock waves caused by • Stanley Olson of Rich- can see history repeating •� 1 1. � .• �. 1 :mt withdrawal from field, c o u n c i 1 chairman, "itself." ,, , ,, l(IL• Metropolitan Aircr :ift said, "Eagan overreacted � ' � • , They'd ' i 1 . „ �1 .- sound Abatement Council . to its problem at the last The council also learned ''f Never li • l I:l' ;ii 't r 1 ••∎, P Forget The � .,, e.1 �..5 I l. . Ai w in M iv continued to worry meeting by walking in that in addition to the 13 - u• organization Tuesday here and pulling .to 15 night flights D ay ed ' . , ,•1t 1 /:, 1: _' Y P e, Pre' Drifted t ,` . 3 }.t.i.t t :., 1ut prise” of announcing with- viously reported by sched- > 4 - ' drawal from the organiza- ulcd and unscheduled air- " Into T own. '1 Ile. ,•- iiinlcit, ' which in- tion. c r a f t at International : - - .' Y -_-,. eludes representatives of • there also are air taxis "' "'' .1irliu,•s. cities and the R a y m o n d Glumacic, thc . ghat account for about 20 • -.1"� � % % ,� 1 -" \ 1e( r4)(,lita it A f r p o r t s airports commission's rep- to 22 takeoffs and land- / r • (e PLUS — l . 1 1 1.0111::::1011, h c a r d re -' resentative, c a 11 c d the ings per night. 1 . /, Pc' ! �!ewrnan 'Wel :: MA Eag n t's concern suburb's action "the little ~� +- StJ., i,1r:. .,:omit. aircraft noise was bombshell" but said that T h e counciI's executive - -1 _, d_�,'A_ -i il ` .' , 1n::iitic•d but that correc- "pulling out was not the director, Claude Schmidt, '.i';a'' <k %,•:;4 :l : "` a` ■it tz _ . u c t i o it was taken `c a t a 1 y s t" that brought said the air taxi planes are ..-,,,:.,.1- ,x'14 1 si u i v s t about the change in oper- small 13cechcrafts and Pip- " � COLOR - ..- ', : : :.c , , acing procedure, at Minne- ers that are not as loud as rnnl youth 1 .1 1.: ti ▪ �..'J �. JL.O a p o 1 i s -S t. Paul Inlerna- jet airliners but whose ,• tional Airport. ' noise can 'carry' further. • .)iL:.,�i :,...:;a 7-- _ id•4. It, 4 1 , ..I V J � . :. The change means that pi -? i 1.'7777777 �j J , ,s �9 � I )__• ` . V : ::::_ ' - c t•'J 1 lots taking oft' on the run- l J 4 - t , R � , t way pointing toward 1 ? : t ii c - - —_ 1 ;:1 11 now. are itl:aru�t�cf to.. ► 1 k, ° 1 1 1 , L J , k 1 ..)i ' ,. • \ • 4..,'•• (1111; :::110:111:111 1.: :11► fro n► • nuilut (i 5-dc ;reo tuni to i '., tIr ! 1 1 ( / ' l -I l v i 1.1.,1 _ _.,1 . `E., " .. -,, t,p t'+.'le 1'1 lin11., was 1 1 1 4, , LJc1lit, • make surd their planes'do I , 1 � 'I � ►� X1.1 -�,� �. g % � PR1)3G%i ".11,1 ,41.•x11.11 t4) c1t ;1111 (41r'- not drift over a residential "' °- ! miCl Pn=S=r 1\• '1'14,••..1.4v 1110111i Ill; in / � i j1.-- --�-_^ _ area. 7 :3i? t D / �1 \ \'al, 1.l „\t It• f_- r.lusICALS i !I tJ t ` ` i D n � I t ()bin :mid ho will conl in- \•,•.tl• 4)111 1'4)11111 iV It li tll to scrlc a meeting be- ; �, "9,:I:��J' l �! I 9 A" I I 1 u I; 44414• :.110110'1 about , l' 1 ; - . L w n c' It Lhn ttolsc:- abater ! � � / � , � � - - i \ " --- --- • -•--- TEC'dtl1CCLCR r —�\- -- 1:1•• nurr,i,1 or .John 11.: \n- 014 111: council of Eagan of- t - - -- �t. , 111 the ( 1r:ton ficials. Clhnnack sold ho 1 3RD BIG ' j�` 1 : \ : ..: :,( :t (1 tl r 11 t t `• ,P�� er ac .i9A • � ' ;.. ✓'” • hrlicvrs tit n r it al.trntio►t � • I DISNEY RA MA Tl: 4213 � ' , •..", i \ 11,10 r m n 1"" a Inuit be paid to l:lnd -u I WEEK t,� = ' r S�. .:11••'.,u.u1 101. (Ile I: :nb:1(mI • C1)1Ca( KIEV • I i, �� '' o n t t o I Sin} le- 1'umily - t'IIr'lu,'.tl t'C11. • Or c'ulIN. : • MINNESOTA g I •° •v r L' ` i ,I., ,•, ;VIA. , / : WALLEYED PLI(,E JUNE 27 to JULY 3RD - 1 , e . - , 'Dinner DEAN JONES pit 1J 111 i1Cr `I�Jicatre KEENAN W YNN _ � d '111<• , u} attorney's office �4:t`+t l . .,, "r",... . 1,1 a r,1444314 , 4)t I'"ii a ; :et's �,,,Ct1y l ,�.l; "(EMU JULY 29 i �....... �..�. ,,114 111144 1110 11(111C(` s( :l- 1'L� G a i � ; C. __:. — - _ . 11 „n 0:11 It Tic< :•d,t�' : \ � ,� —' u,l (110 }' h.t,t :won illmod �'f A 10),=”' ✓ � , p er ''..'` 1 '.f - 1. Y I ,,, l 41 1' :11.1, 1.11 4)o 1110 p ! ! f, 1 C i _ p :_ "41'.:1 . f GaLL.111 / 1 f 41= 1; tie 111 llmtv!ltuwlt i / 1 ' (.J ,� -�' 'j ; • i� ,r;_ �, �.' .• , c t . l t 2 � 11 1 1 �..�y ': ( 1 .C3;.1)4377-7) :.J' 1 13f� . 1. . •,':,1! 1. •'L ^ • — + � F i . -_ �`', 1 Z. - ter.. .r L; 1',4 (4, r III\4 (i!;,Itrd :1ltc( 13l'l.lf ( , / /7, , fi�l r 1, [ i. � ' ', N i I 0 i ∎ Hi 0 - -;� r , . , 1111,1 :\4)11.1. :•,411':. hotly O e di pus tlic ti1)g(0) ' J ` �' l - c Vlli . —� .111 :411, .1i ubuut.:i .1.111. 'Y Tickets: t /� `�'�• � IO�rs� � j` ��7 p5 ' '_^ Alloy 11 4 t,r,l up t hyouth 5.1, 55.50, $7.50 Students 8C ' Z � � yJ1OUSE ' I ut!; 1, u , :aiuu0d about a •, I tt' / �.� 99 ; MAO 5 .75. f c � Noels ' 1'A1• g l . I 1 r inrltl:lnics .,` 1 ,, �:..,. I :30 d lutinees. QF I �t ■ (J Tp V � � .Ii� L 1 �t 4: : \:I\ . ,1,41ut I.• l ulr \' +i ■ k- ;, .. - '•1. .11,( . La,.. ,... Pr' 41)•11)1Y Will I 11u1hri ' .- -- ... 1'l:rcc 2 ,1 ■, • I,1. 47 -4181 ,-•. 1 v ` AT BO DRIVE -IN --, rnr;iu allrl' att:lttlmP' , , " , �. Dayton's , .■ 1 ��.., (m l _ ) • 1 77• _ 1 -.. , CCHURN CHURN 4 TKAU II-501S L MR 180 :: (,Ir10d today. `,. .....�.. , �l,r.. - Iii:' . All 1),lv10n's (kiwi 11fficcs •' " 2 FRO DI i �'� i ..‘,..../....11-•, " X9.1 :c, 1 lmur% AM to' I'M except 1 1 ya ! 1 t 1 HWY. as s al o •• , 1 t !-% '-'1.!-Pt. a , m. 1' ouraBO �t,o ' MG "' °I ' Sl,n,l,ty i .3: 1. c 1. i. = .:. / \ ' 1-C 1 1 — i•1 t , � - EKPPES " 1 c I ii. 1\'c•c Ic - I " 6 . 1 , 1. �: ;:�''."..,...... $ coi,a�, K.•.1.: :: •. 5 d1. A J. _ �• ._ A14 IN Jn 1111.41,401 wl 14 J1 111un. . 1.,..c • { , •� t; •_..._. l ••, 4 I111 I VI (/ _. G, .. -- . \—, MINNEAPOLIS -SAINT PAUL METROPOLITAN AIRPORTS COMMISSION AIRCRAFT NOISE COMPLAINT PERSON MAKING COMPLAINT: Mr. /Mrs. /Miss, Roger Sperling Address: Telephone Number: DATE OF COMPLAINT:, 7/5/73 TIME OF COMPLAINT ?ode A Phone If available :* Identification Number:* Type /Make:* Color:* No. of Engines:* DESCRIPTION OF COMPLAINT: This morning is probably the best example that I have seen for the better part of a week. Not only are all the take -offs and landings being made off our runway but not one single plane is obeying noise abatement procedures. It is now 7:15 and they have been doing it since about 6:15. • • ACTION TAKEN /RECOMMENDATION: Personal Visit Desired: Yes No Item to call -up to MASAC Yes No Runway 11/29 Landing x Take -off x r MINNEAPOLIS-SAINT PAUL METROPOLITAN AIRPORTS COMMISSION - AIRCRAFT NOISE COMPLAINT PERSON MAKING COMPLAINT: Mr.AMoeu9Stttnx, Mary Green Chairman Eagan Airports Control Comm. Add'ress: - Telephone-Number - - - - - — - DATE OF COMPLAINT: 7/9/ TIME OF COMPLAINT: Code A Phone If available:* Identification Number:* Type/Make:* Color:* No. of Engines:* DESCRIPTION OF COMPLAINT: T - just - cAtne in from outside and I wanted to touch base with you. I'll 01 what appears -- to be a new procedure that' s • - • • .f c•urte a...reciate fact of our VO iff parallels - and its problems - so - i - t ---- looks - like - there is a-711t some riewTha take=o orr the --- ci5S The fsr to "the I just a 4 holdr that - Off -- at -- 10 - : - 40arn - 1iere - On - Saturday — - And it turned back on itself, - flew - directly over Timberline Addition and then wheh - it gat -- abo - tft - E5 - 4.7h - e - te - the outer matker would be - then took a heading back to - the southwest again. Now this - traffic - had pr.eviously - been going out farther to the south. - This is a real real ACTION TAKEN/RECOMMENDATION: good example to us of a new procedure. that is being used off that cross-wind. Now theres planes are offensive to us also and particularly coupled with the volume we take off of the parallels. I wonder lust what is going on. Why does such an aircraft that - could have gone out farther south and wanted to take that heading anyway, why is he turned so sharply to the east after take-off so to fly over this area and then having flown over it, getting to a point east of us, turn back to the I want to touch base with you on other points on Monday and in addition to this one, I would --- appreciate your call. - Thank you. • Personal Visit Desired: Yes No Item to call-up to MASAC Yes No Runway 11 Landing Take-off •• • • ( 411) • MINNEAPOLIS isAUL METROPOLITAN AIRPOriTS 'COMMISSION - AIRCRAFT - NOISE - COMPLAINT • • • • :-- PERSON 'MAKING - COMPLAINT: 0_ • • . Eagan - A•i - rpor ts tzt 'Telephone Number • DATE - .OF COMPLAINT: - 7/9/73 ° TIME OF COMPLAINT: Code A - Phone "If available:* • - Niimber — No. of Engines • la - ESCRIPTION - OF - COMPLAINT: - glaude - , -- I - thought rou1d 2 C - all - Sro - tri - • 'by the time - we' speak Vdtild you - Check with the tower and see -- on -- the --- a -- . - M°: -- orT .-- Sunday -- July - 8 - the - noise - abaternentodedure of - • the5deqree1eft trnat bnftn offf 1111 is being given:- to the ' exe degree left turn 4 and - to - the ---- dontrary -- v.re -- h - akre -- a. ---- conSideralple - Percenta:ge 'of the 'oxit aircraft that are - coming south of the centerline. I haven' t logged `a.ny has NWA and NCA Pei.liatia laterthis afternoon will get myself to Heinig Field and log some specifics 'for you if my .schedule permits. Quite frankly we are right_back ACTION TAKEN/RECOMMENDATION: to where we were _ six weeks ago. Give me a- cal pleas& Monday: -- Thank You . _ . . . . . _ _ _ • _ _ • ----- • • PerSdn'al Visit Desired: Yes No Item to call-up to MASAC Yes - No . . Runway 11 - - Landing ° • - Take-off • & Y METROPOI _ ,<!N A11 {1'OK'I CO31 r11b1UP4 Office Memorandum DATE: July 9, 1973 TO: File FROM: Claude C. Schmidt SUBJECT: Complaints from Mary Green, Eagan Airports Control Commission Discussed the two attahced complaints phoned in by Mary Green and explained the problem in our procedures were for arrivals and departures on 29/11 and we did not have a procedure covering touch and go landings on 22 where the aircraft would be flying around a normal pattern at 3000 feet which would place them over the Timberline Addition. He was informed that we have not changed our procedures for departures or arrivals and that the tower had assured me that the pilots were being given the same clearance as agreed upon. I did tell him • that we had not monitored this procedure for sometime due to the July 4 holiday, however we would start monitoring when they were using 11 for departures. He said there was a considerable amount of training airplanes and the Eagan Airports Control Commission was officially protesting the increase in training flights including the military. Not by way of excuse, I did explain that with the fuel shortage and the strong southwest winds making the ILS approaches to runway 4 at Minneapolis, runway 9 at Duluth and runway 31 at- Rochester, it was not practical to go to these outlying fields, therefore on occasion we would have training aircraft at Minneapolis. I also said this had been discussed at the Commission meeting and MASAC and it was recognized that there would be some increase in training here. However, the . airlines have made every effort to divert to other airports. He said that was fine but they wanted to protest the increased training activity on 29. He then gave me a list of aircraft that had deviated south of the centerline as follows: Thursday June 28 1973 8:49am NCA prop approached 29L south of Lost Spur Saturday July 7 1973 1:45pm NWA DC -10 outbound 11R Flew over Losinski House south of centerline 11:02pm NWA 747 south of centerline -2 Sunday July 8, 1973 South of Centerline I 7:56 WAL 8:01 NWA DC -10 • 8:08 NWA Prop 8 :10 WAL :.: = 8 :13 NWA 8:42 WAL • • 8 :47 NCA - Monday July' -9, 1973 = NWA SE heading and south of centerline .�-. 5 r 7 a2 74- a_ - ' Claude .C. Schmidt • CCS /pg_ and th:? Eagan Aire ."ts Control Comrnisrion Cic :ti aff: cia1l.vr ou • (-) • Metropolitan Aircratt Abatement Council ((. 6040 28th Avenue South \(( C Minneapolis - Saint Paul International Airport Minneapolis, Minnesota 5545u 612. 726.9411 STANLEY W. OLSON, Chairman CLAUDE C. SCHMIDT, Technical Advisor July 9, 1973 TO: MASAC Executive Committee: - - R. G. Glumack B. G. Griggs, Jr. J. T. Richter Larry Shaughnessy, Jr. FROM: Stanley W. Olson, Chairman SUBJECT: Meeting - Executive Committee /Eagan Airports Control Commission Mayor Polzin of Eagan phoned me today (July 6, 1973) in response to our Executive Committee correspondence. He conveyed the request of the Eagan Village Council that they would prefer to have us meet • with the Eagan Airports Control Commission rather than with them. He advised me that arrangements for such a joint meeting between the Eagan Commission and our Executive Committee should be made through Mr. Marvin Green. Therefore, I contacted Mr. Green to set a tentative date, time and place for such a meeting. He suggested July 19 at 4 :00 P.M. in the Eagan Village Hall, 3795 Pilot Knob Road. Would it be possible for each of you or an alternate to attend this meeting? Please advise me by calling 228 -7108 as soon as possible. The purpose of this meeting on July 19 would be to evaluate a noise abatement procedure for Eagan that has been improved upon recently A 'and attempt to resolve any remaining solvable problems.a Mary Green asked us to bring along the noise abatement procedures for the other runways. Inasmuch as our Executive Committee apparently will not be given the opportunity to meet with the Eagan Village Council, I did suggest .. Executive Committee -2- July 9, 1973 that we prepare a written response to their statement and resolution which were transmitted to MASAC on May 22. Mayor Polzin agreed with me that this would be a good idea. I will draft a response for your = comments and approval. - Hope to see you on July 19th in Eagan. Stanley W. Olson . - cc: Claude C. Schmidt ,- _ . o_: ::c::' �o :=7: _- __ .. - . the Eagan Village Council that they wou1c' peer co ha-re us meet ::�:. L- = : "...-=__,...:,..:-.. _ �- - __ J.�.. - . c :_ c, - _ .. _. . • -- 7 2-- tie='-'11' ,- o unc ect'` = d 7 - trbIls` 7.c `, .$ ..�, 4 .... rte A7-�; since 1969 ffave cnui ,iy.sp• .� . and e s of o r in g e , - : f. • . . �; It tate`• co - students 'to .rev their. 1 e r amp ' z ' their . f, uo • . t — - , h e. • e it reacting . pla for entering teacher` Abo, +_ 60` se y per - guards :co, anges. fateacher, de educ yam' •ogz`ams, Mi . ..: , + e msely� and ai •. . .• d - ' .. for se rah:yeers, - stated. . • • •� a lice , • O01.1 u • e i and m o • c ari` a, u y • s' \St e.':College A. =eportoufhe 'Statu' , of •• . •'s - ' n .e • •• as� _> . cell eodore r o.fi E ducational Manpower' wd ployes —kept - the. c - t_itsuseuo e:.. ant;,: Mit• .sai Mondayinreply in Minnesota" presented ` "y under control;,:. alt ugly, : Its sable to allegation s- t0 the con Monday tot the:. state:. y : y ,. d Board of ;E t u e a t i.o n.` , enthusiastic. fan pushed .Sfo enforce the lati* iaa sit= . trary:, �. t _ virtually i • ,++ : t ' : , 3 ,, "� r : � :3 r.^i A 1 4 , . .rri ` Y ! {' 7 • ,o o i s Ac c use d - r r. 7 4 y : �' : � I. t ` o 'v' . r r 0 � � xl ` �v: ,: � i t ti �,�..f� } tc.i .. r "�T'x � sro - r ''''4,`"_%.1 li '`¢'KI ~"yy�`� ,...,,, ,,.., - >> By BOB GOLIGOSK1 u , .Abate Co uslc ` _ N D off � 1 necessary: ink of • � x r• ..*4'.',-/: }� staff Writer .. - �.AC), so - . . . �; . �� .� , necessary . , ar � .3 M�� aa�i or • • : -b Itsth ew.'rreated the %' f. r , , ), x.; During one* o ti is • br -A ,- ibst ° j o which < 0V 0 s ' hec, -found,!•every « ,4 , i t pilotsflying „out-of :Min- .. local: a gr uP_ f Ck he F d e • ':. , r . ' <�� gone- f the; proc - uea olis =St_ ,Paul Interns- is c u:r .e; n t y, maPPub f . "rz' . x r .. ,� r P noise cantral strategy a dare (. I : banal `ArrpOrt:' not fol �, :� Sc h m idt' e xplai n ed:- that ' ' lowin 'a new- takeoff proms i Sperling, :Eagan`s' T o r • f- _ . ' + . . cednrealined-at hitter representattyd:a _ ' +* , . x z ; ` v some aircraft havee Been sta , 'y x” .«x C � 9 9 gran cleviationA, fro i noise•Telfef forZagaahresrn councill issued aM : t07` k: �,�� -" the • - procedure for avoid f Y M ddents, `sa member of the meat,; then; - comF mgtk f r � ' < , .k^ .' Ort9 anion ©the things itha> _'. r ( - - � thunderstOrInS. s 4 "village s-, r new A1rE not ' r 'i *. F $ Y ° � r , " i - Lwhea .- •Eagan. 5 -4 j� Y, Control Cbrarmssiom� saidl ; & manx) p110tka- were , 4 •4� M * -. y . ''+ ,. n t 1V1`ASAC, .it hinted y 't , `- fi . � " �sticl�ng to-.' .,.. 1 "' - '''' _ . � Qn gbv , th a t it filefia. • Roger: ; Sperling.: who ttial' noise•' corridor Mlle v ; , .. 14'''''''''i-'.- ` '~ • a ' ' ef� "' X SPEii(J ? Iawsuitr 0ver,MAC.s.pr t made _the comment: in arA , village land: instead weFe ,. '' t.' _ e r e a t is a •L noise:sYstEm � '•`_`interview,.stressed- •_ flying overhomes r -- .; ,.. ThoMas.lVionahail; K i which -- s nds: a large num said. that._ someF heir 'of aircraft?over'.the , pilq have no mcentiveta I� l ,.A'fAEr, ... 2840' ,Hfgh6lew Terrace; use ie.procedure because Qlanes rasing the main `, poted .thati ,��the - plane's - b Mate ver the " . e;. is no pen :; southeast- northwesty curt — . seem to behighet now but g y :P°P ? e ways were<, b ' nil - instead of: over S there al r.aon- compliance H i s b1 Q� a ':,they Still N eer to� :thetight Paul and Minneapolis nPul ,�rt His.remarkS were chat. slightly toe < 'th `aoutIt arld �, and.. o�rer -the houses. when lensed by .a Metropolitan; > _oven. homes.by prey g.. m •t , , P :Mayor Paul � p and .'$ ots they coilld; be keep t zin legal actions ; TA r FFoYrt s- :.:commission , z l ar th e rI F �; ;.ieft;ov.er ; 011 d consideration• . " (MAC) officiai" who said„ were'direc ta'make s 5- \ e it nv.4e<eorridor - ., -p : • t H that "As .fa`r as;;we lniow.there' to Ieft, a afte ii �, T; � Asked if M .4Grhas deter t dots still lae no ha .been no flagrant i�j -aff tai n d state fa i . ed4 :the residents i lations ` i .`jog.` t h e � takeof f' p roeed ur � . '^ �•` " "" �. z ''nth@' mc w i::and gy ri p' : 7.7: -- te' ! = t ti5. Claude -, Schmidt, / MAC .:1,1 i `Corr' tic a�Y tor•_°a least rS a ' -a I d ` c aSe, she they.,cgulchl �Anll: Wiz.' F" afte tak , l'. Schmidt (r esponde d :t hat said that n e w takeof :, 4 ld_i�.ector 'of.,environmentat . thre a mired ' > t , r Z i several,l p d ure� i`ba s 3 F: " affairs, Said §apse - pros e ' „oat -_) aganrestden sal s C 0 Il,p t s: fro he �� he obienn o +;;'ordered •• ,. t he:- 1 , pis azrgit `th °.He: aids , , A, `f t ,• �+ t . a do o le ` , -. the. el ee ho tsmg.dezi . y 4 yii e r the: t moa d t ht fp1 at 46.- t�khig ,» ' x`ti - rt .. , E z en g t • Fnl ' " l�4 t haver d sole:. *5 ve ,(Hi; f'.. ens > j olaa't , ' do eii ' ' '` off n ti cee d` `that -while a- • s po ts i {in `Tra - t l.,, toi>w �°tvenUe7't i ' N 4 .,.'7 a `-- ,,, ,a 7 ►- ►a : '• e rez ' pun g 'wil'fol7.bw ^ gan) the s aid . bu t .�we , ' date - , ,.,i The procedure - was: or ; couple` "'plane Y . iiii4ge:.:a lit ; apt" . , derecf shortly after•Eagar . the .;proeedure,� .then next, cant tisv someone stand;- , me, u r •� ; withdrew? from the • Metro- , two:or three do not. ?r." g i Out there to check -ev-f creased t t ,, ;.po tin..,,Airc a �;,�Sound;` n ,,, .,.g ° e ' .tak ' ... :'". ``. . • • r ft. `} villa � 7�girgian+�;. Atha � ``=� —.• - ---. • • • July 13, 1573 Mr. Marvin J. Green • 301 First Federal Building Saint Paul, Minnesota 55101 Bear Ma_v: • �5. of .�.7 C Executive C ` om . •. Just a note to confirm �.:,e meeting O.. ��.@ n.�•� 1C Committee with the a a .. Control Commission o:�. July 19, 1973 at �ii .L C.i1 E' g...Y2 Airports c.J C 0 4:0Cj in the Eagar . Vi? lage Hall. As we discussed on the g'.one,, Purpose of the ?sleeting will be to evaluate the noise abatement procedure over Eagan that has been improved upon recently and to attempt to rezolve any remaining solvable problems. At your request 1 have asked Claude Schmidt to brig along the noise abatement procedures for other runways. Tan ,z, Marv, for helping schedule this joint meeting. See you next Thursday. Sincerely, Stanley W. Olson • Chairman • • SWO/pg • • —24/ July 13, 1973 =.ie Eagan Village Council Eagan Vi1i ge ital3. 37:;:: Pilot Knob Eagan, Minnesota 55122 GenA:lcmcn: "�' t c ':`� n d Metropolitan " { -, ^ S d. b a Council tI .:.L �.'_c. May ?2 .L`. h rC3'c.s.t ......_..i Ns�c.�GIL%:2t L'vtlnc (i•1.- lSAC) :r S C•'_•2%: .,r f :Leting, your rcp�_ escn e`.�f:1.Vc�. '�`.:� ;�.l.SAC, ::r. Rcger Gr .3 NC:i ? 3. ' y urns: itted a statement and a resolution from the Eagan Village Council to sA.SAC. }L AC voted to receive but not accept the sta .e- m::r:: and t resolution. matter was then referred to the M.AS ?C ....e re�olt,tion. Tr .e m4 ..acutive Committee and to the NA SAC Operations Committee. R ents ent`tives"� Operations l i �� of the � ��3SAC O,�erut o.�s Ccrcrt_t tee promptly studied the Complaints that were brought to the attention of _ :SAC through the Eagan statement and resolution. They then went to Eagan to make an on-site analysis of the problem. The Operations •'' 'Committee concluded on May 30th that an improvement could be r'acle r * i cn ;Vitae then existing noise abatement take -off procedure for runway 11R'+ :is improved procedure should put the planes further_ away? - f=rcut the Eagan homes which are adjacent to the Eagan non- residential, / flight corridor. The improved take -off procedure has been put it effect promptly thanks to the excellent cooperation of the airlines, the airline pilots, the Metropolitan Airports Commission (MAC) and the Federal Aviation Administration (FAA). . The M:.32 C Executive Committee decided at a special mooting on June 7th to request a meeting with the Eagan Village Council to discuss the- et omen t and the resoluticn from Eagan; to evaluate the improved oved noise abatement procedure for Eagan and to resolve any remaining problems. This request was transmitted to you in our Executive Com- • vegan Village Cote it -2- truly 13, 1973 r:_4tce letter of Juno Sth. A follow-up letter went to mayor Polzi ri en Cane 27th. On July 6th, !• ayor 2o1 ci n phoned Chairman Olson to rc 7 q at that `S MASAC K •.s i. e meet instead n . :...sc'.t� a -GL'.i rL' �t�c�'.... tl.c.�, the .�._...�..7�.i°v't3 Committee meet r.;3„�.C'c: 1i :il the newly formed Eagan Airport= Control Commission. Chairman Ol en has ''r z -gc through :FM Crean of the EA :C; to sat up such a in 1r cieeting for July 19th at 4:00 '.m. in the Eagan Village Hall. roes. of this meeting will be to evaluate the improved roi e abatement procedure for Eaga.: and to attempt to resolve any remaining solvable preb le:us . Ecwe er, the Executive Committee still would like to discuss with ,• .- .� o i which e . N . _ MASAC �T::.. 5 +....s:.- statement . �ai.d �L':.v1L.L�' OZI were transmitted �O ic�:�AC on = a_y 22nd. t M-^ y .. _ statement, you that a Y SA-oded by the � ♦ your . J i��.�.lGr2 � Ocl Ci +a�.iN 1C� ..a.V a.. C is "ttally funded �• a �rl_S cs • MASAC was totally funded by the airlines when Ml . Hinton cer 3_d az. the Executive Director. Since he left, M.ZSAC has been tot 3 ' y, funded through general MAC revenue, so all users of the iii :a::aeolis -Saint Paul: I.nternatior_a? Airport now contribute to .'•:AS C's ne =se . abatement program. :. _- - _- !cu-also claim - your .stater e nt: JTASAC has not proven to be an elfec t :.ve -VO .ce in airing ou - probl c is "- A careful' ° review of the o ici lYMASAC -Af 1.teateZZ 'G- '`vbalA `Gha c Lta&1" s o idbd }? .omntly, positively and effectively to every problem that Eagan has brought to the attention of MASAC. i your e c t -+:. 1 1 a f E- r _n ,o�..-- r...�olu� ion ;.st...�,Z�shirg the Vi1�ag� c� Eagan Airports Control Cem i zsion; you claim that all possible air traffic is directed over the Village-of Eagan. • Your neighbors in Mendota Heights and your fric. in Richfield - Bloomington certainly know that this is not tree because the preferential runway utilization, when in use, also re::ul is in more air traffic over these communities. wherefore, your nit charge that the preferential runway system was an act of • intentional discrimination against the Village of Eagan is also in • . .._ • Other errors in your statement and resolution seem apparent and could be discussed if you gave is the opportunity to meet with you. Lea's o t.: fish.: direct - lines Of communication. EA SAC needs Eagan - Eagan needs MASAC. .. - . Since_oly, . The .iaSAC Executive Committee Stanley ►+1. Olsen, Chairman • •- _MINNEAPOLIS -SAINT PAUL METROPOLITAN AIRPORTS COMMISSION : AIRCRAFT NOISE COMPLAINT pERSON MAKING' COMPLAINT : . __. _ .. . , ...., ,.,„. ....._m� - _ , Mr.Annog -Leonard Paulson . _ . . Address : - - -1420 Hi•hview Telephone Number: 437 4141 - 7/1:6/73 • - TIME .OF. COMPLAIN Code A P one DATE OF CONfPLAINT . ' .... : T: If available: * . Identification Number: * - - Typ e Make: _- Color: *_... .._,..- No. of Engines: DESCRIPTION OF• COMPLAIN T: __ :•� 11- • • 1I- ., - C • _i •• u- •- • • • out, of sound.: ::at -e te•t° • o• a t • - • • • • . _ . -. to discuss re •tx - ' ;.•. • ......... • - •� - A WA" ^? - ._ ACTION TAKEN /RECOMMENDATION: r 't'. :�N ✓.,/ r .,_. ,f I - � >_' , , ! ,f ,� ) •: -• h 1 J ! %/ y c r ? 1, ._t ,_ No Personal Visit Desired: Yes Item to call -up to MASAC Yes No Runway , Landing Take -off 19 6 COP MINNEAPOLIS -SAINT PAUL METROPOLITAN AIRPORTS COMMISSION AIRCRAFT NOISE COMPLAINT PERSON MAKING COMPLAINT: x Mary Green Address: Chairman Eaaan Airports Control Commission Telephone Number: DATE OF COMPLAINT: 7/16/73 TIME OF COMPLAINT:, Code A Phone If available:* Identification Number:* Type /Make:* Co1or:* No. of Engines: * DESCRIPTION OF COMPLAINT: ns 1 4 _s s1;0 htly mast a art -r o = ,i.e a d T war t. ray, co" -err_ ra a plane that took off at apnroXi mat iv S:4 - ' ' s is a WAL 3 engine jet that took off on 11 ue was TJNOTTESTTONART.Y cross violation of any noise abatement operating procedure. The weather conditions are excellent, the skv is ver very clear, there is a negligible breeze that is blowing, _ was in the ya."_si at the time. looked over the balance of the sky anC3 at least to 'goad observation there was absolutely no other air traffic that in any way could be involved. This was WAL 3 engine - let off of 11P -came in the general vicinity of Lore Oak Road and Pilot Knob Road. I would like to have you check him out because there is absolutely no ACTION TAKEN /RECOMMENDATION: excuse for this one. Thank you. SECOND CALL: At 9:05 NWA a 4engine jet obviously and clearly southl of the centerline /, I am now observing presently at 9:07 a BNF 727 . jet 3 holed jet, it is a blue plane and he is making an acute right hand turn and he is coming right back over the Timberline Addition. There is no question about this, he is not 2 miles out and he is going due south by now. I watched his entire course. Now I want that baby followed up onplease. We've got a pattern this morning, I don't know if you have some ding -a -ling up in the control tower or whit's going on this morning. I'm not going to belabor you with any more calls. I think you get the tenor here. We've got 3 planes now in a matter of a few minutes - all 3 are obvious violations.. This Braniff one is beyond belief and this WAL one was fantastic and NWA is clearly in violation. But we have 3 different airlines now and we Personal Visit Desired: Yes No (see reverse) Item to c11-up to MASAC Yes No _ Runway Landing Take -off ' 8 1. : 3 clear violations.- Now I want -a follow -up on this if you will please and on behalfof'the Village oL Lagan Airports Commission we insist that the punitive action be taken against these airlines and these pilots. Thank. your - �� • NA Sul :49:30 CLC DPTR :49:45 CTCD DPTR Standby for turn 4 230 right turn issued (11::20 :50:35 issued 2 :35 vW 115 14:03:05 CLR TKOF Left Turn 110 04:15 :04:25 CTC DPTR 1:20 issued :04:35 CTCD DPTR Wrong Frequency turn left :05:05 CTCD DPTR Right Frequency :05:35 issued 290 left turn 2:30 0 FIN 51 14:05:45 CLR TKOF "110 :07:25 CTC DPTR 07:15 :07 :45 CTCD DPTR Right turn to 240 2:00 • • July 18, 1973 1r. William i ochbrunn General tanager - Flight Operations Nortnlpfest Airlines, Inc. Minneapclis -Saint Paul International J'irport Saint Paul, :Minnesota 55111 Dear Mr. Hochbrunn: We have received a report from the Eacan airport Control Commission • alleging that on Sunday July 15, 1973, Northwest Airlines :light 115 was clearly south of the lccalizer course when deparc:Lnq on runway 11R at 9:03am. As you are aware, we have established a procedure to prevent flights diverting from this course and a re7iew of the clearance issued tp Northwest Airlines 115 indicates he es given a clearance to turn left to a heading of 110° on departure. I would appreciate receiving the comments of the cockpit crew members on this flight so we may take corrective action if neces- sary or prepare a suitable reply to the Fagan Airports Control Commission as they requested. Sincerely, Claude C. Shhmidt Director, Noise Abatement and Environmental Control CCS /pg cc: Paul Leonard _." ■ , , ,_ , ,. .. . ..., • - s'-‘,74" ':- ;-.--:-.. .;. -- •-•' '--;.--' --' :".:< --.&:-. - . ' .. ,- i- _. • -- ' ,. ___ .. '- L973 . . < 2. Earley . . . - ' State and Community Affai rs . . ir Lines, Inc. . . . . - • , - 7. es, California 90009 . -... • • • ..- - .1...,:A-_-...:.. , •....,.:. .-: Earley: . _ ezeived a repo from the Eag Airport Control Commission that on Sunday July 15, 1973, Western Pir Lines Flight 501 :ly south of the localizer course when departing on runway . - --- ,......_. 48am. ' . , . .... - we.haVe e;t:'-ablisheW!-pc371.1.11, ?_:), p . :e ar es ting from this --- cour se an d a re . ............-7_. -... .....:-...-...:.. livt. - -__ .. va of the clearance , . _„ Western 501 indicates he was given a clearance to turn J - .--- - ,-• -t. ,-...r..,-/f. - - •-.,.....;; a heading of 110 on departure. - - , 4 '.-- - '• - . -- :. , .y. ,,- - .. ,.. ,-- -. , z , --.. - -- -- -___:„ - -;-,J•f;;;; , %:- - ":.: - . - appreciate receiving the comments of the cockpit crew .. .,. , a o p nthis flight so we may take corrective action if neces - prepare a suitable reply to the Eagan Airports Contro l '''- ,•-• - - - --7;,:: , :7..nr . -- - - • . . ,i •l ^.":" ` ,. ' .1 , •.= „At on as they requested. :.7.0:0$ •:, , ...-,-',. '--:,-,....,•,,,'. . 7 Y. . 2 ..: ,, - .,, L. 4 ;=• -=., • : .:'.-- • Schmidt • ,,:i=,.-...-,..i.zi.--: ,- ...,... : -:, - ......„ - ..: 1 ,.._.;.::-.. • : Noise Abatement and Environmentall:ontrol • • , ,.... : `..- , .: -:,:."..-,...,..; ..,.-. , • . . . -- - - %. , --• -- •, : 2 :- .1 .--.. ' a• ‘.' • , ;.r< - "2".- -.-..':::.-..;.;,.; , . ..-„ . ,,,?.• 4 • ';' ul Leonard ...:Y. ,... • ,-,-,.,-_-...,....„..-/- -•,....- - .... --,-, 4. .:;‘,..., -.-----...--?-:- ; „ ..:,..: - -,..,,,o , -_,,,,,,.,- • .:-' .;-: . ..: ...„,-. - • - I (-.• • "'" ; ,- ;.,,i.. • • .--';'; • -- ' . "7. — C • : -. ; a -; --, • ' . ''''YATt7,4i.,,:41.-:1--:7,.rt-tY L .:,.....,...-...„.,.,,-.....- July 18, 1973 Captain James M. Bachmeier Regional Flight Manager • Braniff Airways, Inc. Municipal Airport Kansas City, Missouri 64116 Dear Captain Bachmeier: We have received a report from the Eagan Airport Control Commis- sion alleging that on Sunday July 15, 1973 at 9:06am, Braniff Flight 51 made a right turn and flew directly over the area we are trying to avoid. As you are aware, we have established a procedure to prevent flights diverting from this course and a review of the clearanc3 issued to Braniff Flight 51 indicates he was given a clearance to turn left to a heading of 110 on departure. I would appreciate receiving the comments of the cockpit crew members on this flight so we may take corrective action if neces- sary or prepare a suitable reply to the Eagan Airports Control Commission as they requested. Sincerely, • Claude C. Schmidt Director, Noise Abatement and Environmental Control CCS /pg • cc: Paul Leonard • V • ` . MEETING OF 7� ► - MASAC EXECUTIVE COMMITTEE /EAGAN AIRPORTS CONTROL COMMISSION ;` =s July 19, 1973 Ii Phe Executive Committee of the Metropolitan Aircraft Sound Abatement :ouncil ( MASAC) met with the Eagan Airport Control Commission (EACC) at 4:OOpm July 19, 1973 in the Eagan Village Hall. Th e g dere in attendance: MASAC Executive Committee Stanley Olson, Chairman Raymond Glumackl Benjamin Griggs " "`' "`` John Richter Larry Shaughnessy Claude Schmidt, Technical Advisor Eagan Airports Control Commission . Marvin Green, Chairman Don Giblinl Roger Sperling Bill Skar Bill Rydrych, Eagan Council Representative to EACC _ Leo.Murphy,Dakota County Commissioner Also in attendance were Mr. Herb Polzin, Mayor of Eagan, and Mr. Dave Layman, KSTP -TV. - This meeting was called by Chairman Olson as directed leytt the t council at their last meeting. Chairman Olson transmitted Eagan Village Council requesting a meeting to which Mayor Polzin responded by asking the meeting be held with the EACC. - ° -.- Chairman Green of the EACC opened the meeting by saying he appreciated the MASAC Committee coming to the Eagan Village Hall to meet with them and it was his desire that we not rehash d expect taken pl in the past but we work toward what Eagan could p of relief from the aircraft noise. Chairman Olson to utlining _ the objectives of MASAC and it was the desire of the ie recommend procedures that would be good for all of the communities adjacent to the Minneapolis -Saint Paul International Airport. Mr. Glumack `::' discussed the reliance that the Airport Commission places with and requested Eagan to reconsider their withdrawal and rejoin MASAC ;`_J ',3 cc ., )(■ Chairman Green of the EACC outlined the following items that were ' of concern to the EACC:for discussion at some future meeting: _ 1. Procedure for complaints 2. Mechanics to assure compliance with the present procedure 3. Night Flights 4. - Run-ups - • 5. Military • — 6. ILS for 29 7. Moratorium on exparte statements that tend to reduce property values in Eagan S. Operational procedures- - - 9. Propriety of preferential runway system. Today's discussion: was relevant to the for 11 departures.Af • There was considerable debate by both sides. Apprehension was' )) expressed by members of EACC that there are no procedures foe assuring compliance or discipIihe far offehders. Members of the Executive Committee outlined the various methods for enforcement, i.e., the formal violation-route the company action and emphasized that the most important method assuring success of any procedure was dependent upon receiving the complete cooperation of the pilot group. This cooperation can be best achieved by an education of the pilot group on why we are attempting to,fly_this corridar and7 that disciplinary action Would do the ifoluntary compliance program — 'little good. Leo -- - . • The EACC was advised of the new mobile monitoring van and how this van, when in commission, could be used to monitor the operation on 11 departures and perhaps would help in identifying if there are any gross deviations from the prescribed procedures. No conclusions - were reached relative to 11 departures:- Chairman Olson stated this new procedure was on a trial basis and would be revised if necessary to assure that the noise from the aircraft." departing on 11R would have a minimum impact on'the effected areas He requested the EACC advise MASAC whether or not they are satisfied - - with this procedure. They were not prepared to do so at this meeting. -Chairman Olson announced to the EACC that our next MASAC meeting is July 31 and invited the EACC to attend. • The meeting adjourned approximately at 6:20pm. • • _ J NORTHWEST AIRLINES, INC. MINNEAPOLIS PAUL INTERNATIONAL AIRPORT ST. PAUL,MINNESOTA 5511I )PEKE OF _RAL MANAGER FLIGHT OPERATIONS July 20, 1973 Mr, Claude C. Schmidt Director, Noise Abatement & Environmental Control Metropolitan Airports Commission ?.O. Box 1700 Mpls. /St. Paul International Airport St. Paul, Minnesota 55111 Dear Mr. Schmidt: I am in receipt of your letter dated July 18, 1973 concerning the alleged diversion of Northwest Airlines Flight 115 of July 15, 1973 south of the localizer course when departing from runway 11R at 9:03 a.m. We are currently reviewing the allegation with the Pilot -in- Command and I have ordered the aircraft flight recorder pulled such that we might deter- . mine whether or not the flight adhered to the departure instructions. As you recall, in our meeting with Mr. Green, Chairman of the Eagan Air- por Control Commission, when this new departure procedure was discussed an established, I very carefully explained the possibility of drifting south of the Runway 29L localizer course when a wind from the Northeast existed on the'surface and at the low level altitudes. Records will show that on July 15, 1973 at 9:00 a.m. CDT a wind from 020 at 6 knots existed on the surface and at approximately 2 -3000 MSL the wind was from 020 to 050 ° . As a pilot, you know that drift to the south could occur in this instance. However, the possibility exists that the standard, departure pro- cedure was not flown properly. For this reason, the review is being con- ducted. Should it be determined that improper technique by the pilot was the cause of this particular incident, disciplinary action will be taken, in addition to continued efforts on the part of Northwest Airlines to edu- cate the pilots as to the necessity of complete compliance to the arrival and departure procedures at the Minneapolis --St. Paul International Airport. I have this day, reissued the bulletin to all pilots concerning the newly instituted departure procedure from runway 11R so that, hopefully, the probability of deviations from the procedure will be lessened or eliminated. As soon as our investigation is completed, I will advise you as to the findings and action taken. Sincerely yours, William F. Hochbrunn 015 )0 July 26, 1973 Dear Jack: With regard to the information you requested about Flt. #51 on the 15th of July from MSP, I can only speculate what might have happened. First of all I have been flying into MSP almost continually for the last several months, and due to the noise abatement bulletins and the coverage the local newspapers have had on the subject, I am well aware of the noise sensitive areas in the MSP area. Combining this knowledge with the normal departure vectors and 3raniff's standard noise abatement take- offs I was unaware that any sensitive area had been abused. Although I cannot recall specifically the particular take -off in question, I can only speculate that there may have been some cockpit diversion (slow closing gear door), (intermittent warning light), etc., or weather tur- bulence that may have caused a temporary deviation from the intended track. In closing I would like to emphasize how important pilots feel it is to have good relations with the local residents. Without their support we cannot stimulate much air traffic, and without the traffic flying jobs become scarce. Sincerely, Don Kelly / S •1 � ) _ i„..--r-C-r-. ) .- —,--- A l \ ✓y`/ r �Y � . J� ✓ _:� —.. �yv.� L L J1/Ya. `a /`^ -• •� c..._ cam —� ` e:- , r - s — / G—' "L / 5`� `� n � � L V yet •---t 77 1. . . j Y d= C�� -�.., G� �- ..L�'` c.-0� --c -R.. t....„5 .... - /y�^ -- v l r • GkL4jsL � --ZT--- � L.L >e+�fy� -Zip r ` �"�'L.... (..-- .-�- -L ; �.�... —t, .. , . 1 ■ - ... .7:...Y k..-t- : _ %1" !'-fi7!�i! �: ��,� . (.�:...'v��: G e --0- y`"�/�{v ��Y L .,_ .„...).„..4..„..e_.,..._ . .r (/ ,.j 2t._ 1, _ r O _ _ . /^ Ir i 4 � - � �� ii r. 11 • . �G�v �y --� C_0, i__ - JJ C �v;-: ` _ -) • C71- ` � / { �L =`� t z "-L . ti ti...� : r` -• . �Z c?-- - � C C G�'tf __„.- . f ! (7 •-:-..--± - 0-47 -(..._, . ---c t.-. : - ,, - _ • 1 • ..- t- r -'..'t �i c..-,... V 1.'.ili4C.. - y am".._ , ✓ `� i c L I c _,C.--,.........2,_ e _ .),.. c .4....,—,--.-s-44_ J2 ....Z.,-- ._,...,,,,....gi )c,- 1 --C-- —r I �,.;; � .�� - -.ms E u w� :.2- - - .7 - ,t --9-- . cam- — T— -, . j l cj--^- —e or > �- , ti, Lr� 1 t t — . A NORTHWEST AIRLINES, INC. MINNEAPOLIS -ST. PAUL INTERNATIONAL AIRPORT OFFICE OF ST. PAUL, MINNESOTA 55111 GENERAL MANAGER FLIGHT OPERATIONS _ July 30, 1973 1 Mr. Claude C. Schmidt Director, Noise Abatement & Environmental Control METROPOLITAN AIRPORTS COMMISSION P. O. Box 1700 Mpls. /St. Paul International Airport St. Paul, Minnesota 55111 Dear Claude: I have completed the review of the take -off procedure used by Flight 115 of July 15, 1973, as promised in my previous letter. In reviewing the flight recorder we found the following: Time Altitude IAS Heading -0:30 secs. 840 0 115 -0:15 830 70 115 Take -off 800 130 115 +0:15 1300 130 110 +0:30 1800 150 110 +0:45 1900 185 112 +1:00 2000 190 112 +1:30 2500 200 112 +2:00 3000 195 50 +2:30 3500 190 350 +3:00 3900 208 290 It is evident from the above that the pilot did adhere to the prescribed take -off procedure for runway 11R at MSP. As a former FAA Flight Inspector you must agree that the pilot cannot be criticized for the 110° vs the 112 because you know it is difficult to read the heading instrument that closely. It can also be observed from the recorder readout that the pilot adhered to the NWA Standard Noise Abatement Procedure. Further discussions with the pilot indicated that his flight instruments indicated that his flight path was north of the runway 29L localizer course and that he was fully aware of the departure procedure. On the basis of the above findings I cannot in all good conscience take any disciplinary action against the pilot. Y • , 4 -2- between 5:00 and 7 :00P•M• I ,�� July 29, 1973, 11R. I _ Sunday afternoon, departures from Runway evident stationed ati nedlly, if at "The he Murphy House" very self at "The Murp Y se" and it was Ver , stationed mY flights fully adheWedetVer obvious. he proper that all airline left turns to 110 proce ure. S incerely Y ours, William F. Hochbrunn U INTEROFFICE CORRESPONDENCE • Hugh C. Earley Date: July 30, 1973 Subject /Reference: Flight 501 Director Public Affairs July 15, 1973 From: Manager — Flight Standards Location: LAXMZ Extension: 6 -3684 • • I have discussed the attached letter from Mr. Schmidt with Captain R. Conover, the pilot on Flight 501 of July 15, 1973. Captain Conover is thoroughly knowledgeable regarding the current noise abatement procedures at Minneapolis. In the specific case of Flight 501/15, he reports that the tower did instruct the flight to turn to a heading of 110° on departure from Runway 11R. The aircraft was on a heading of 110° at the time, so the crew simply maintained that heading and contacted Departure Control. Departure Control then issued radar vectors to the flight which were followed until out of the control zone and released to the Center. I hope this information will be helpful to you in responding to the Eagan Airports Control Commission. • A. H. Weidman Manager-Flight Standards :vi cc: R. V. Johnson R. C. Conover attachment --,. `7 AAL REV. '7 mar - WESTERN AIR LINES, INC. . _ LOS ANGELES INTERNATIONAL AIRPORT 6060 AVION DRIVE )• = LOS ANGELES. CALIFOR.N1A 90009 3 --, HUGH C. EARLEY C REC-CR STATE CCIMMUMIll ArrAIR5 August 3, 1973 Mr. Claude C. Schmidt, Director - Noise Abatement and Environmental Control Minneapolis-St.. Paul Metro. Airports Commission P.' 0.-Box 1700, Minneapolis, Minnesota 55111 • -1-- Dear Claude: Attached is a copy of the reply 1 received from Art Weidman in - response to your request for a report on an alleged viola- tion,of the current take-off procedure on Runway 11R. Abcwe tdiscms,§,exl,,,thiec.pip.pparently was no violation. - 1 ""( • Sincerely, HCE/jc Attachment HE. 2 '2 . _ August 8, 1973 • Mr. Marvin J. Green, Chairman Eagan Airports Control Commission 301 First Federal Building Saint Paul, Minnesota 55101 ' Dear Mr. Green: We have completed our investigation of the 3 incidents you reported on July 16. This investigation included discussions with the tower personnel, letters to the effected airlines and statements from each captain concerned. According to the records, the aircraft involved at 0840 was Western Airlines Flight 501 of July 15, 1973. The tower instructed :) the aircraft to turn to a heading of 110 ° . The Captain reported he complied with the heading given and Made no turns until beyond the 3 mile point when Departure Control issued radar vectors. The second aircraft at 0905 was Northwest Airlines Flight 115 of July 15, 1973. In this case, in addition to interrogating the pilot, the Company pulled the flight recorder which, as you knew, records the air speed and headings among other parameters. The flight recorder revealed that the aircraft maintained a heading of 110 until 1 minute 30 seconds after lift off. Pt average air speed of 160 knots, this aircraft would traverse 3.4 miles before a turn was made to a heading of 050 ° or northeast. The third aircraft at 0907 involved Braniff Flight 901. The Captain stated he is aware of the noise abatement bulletins and 1 - ._ _ Mr. Marvin Green -2- August 8, 1973 the noise sensitive area arohddoes Minneapolis-Saint Paul specific national Airport. Although he departure he is unaware di that any that sensitive made aarea turn had prior t abused. reaching Tower records do not indicate the 3 mile gate. In view of the foregoing, the companies and we do not believe any disciplinary action is warranted and plan no further action on this m If.you should desire to discuss this in further will be happy to do so. S incer�l ..... _ _ . _ .. . _ _ Claude C Schmidt Dir3ctor, Noise ?batement and Environmental Control 591 or. Jul 13, .._73. • 941 • • ! is Er. :3. Green Chairmen, 3agan .Airports Control Commission 331 First Federal Building 13eint Paul, Minnesota 55101 Dear n . Green: Enclosed is a coot/ of the minutes of the joint meeting of the Emecuti7e Committee of the •ietropolitan Aircraft Sound Abatement Coe cii (I'y•.Ss?C ) and the Eagan Airports Control Connissicn ( CC1. T,_ese minutes were composed from memory, should they give you any problem will be happy to change the official record. These ;;_n.utes were presented at the last MASAC meeting and it was the 'unanimcus decision of MASAC to discuss the items outlined that ore=^ of ccncern to the DACC at our regularly scheduled MASAC moetings. We will he prepared to discuss any of the items you listed at our next regularly scheduled meeting on September 18, 1973. 1 would suggest we conLine it to 2 items so we may pursue theca in depth. I realize you did not place them in order of priority but 1 would suggest. we discuss night flights and run -ups at our next meeting. If you ccncur, 1 would appreciate being advised if you have any specific questions on these subjects that you would like to have discussed or if we should have a general discussion. May we hear from you at your earliest convenience if you will have a representative at the September MASAC meeting. Sincerely, Claude C. Schmidt Technical Advisor - Enclosure CCS /pg • 1 • • ••• vlra - ' 40 - .7; 0 1 r w �o� 'rte r ■ 111 ' .1111111 . •• r .. 'VW' -. ••••••' . ••• . - - .r an a 1 �•• r ...NW "MN/ i'� - B},Bob Goligoski, Staff Writer - As his eyes ran quickly down the newspaper clip- take to make life quieter in the fast - gr suburb. .,x •; ASR s g, Marvin J. Green began to shake his fist �� "; the Metropolitan Airports Commission (MAC). The runway system, started by MAC in 1971, is of ;. .-s -,\ j 4.z . particular anguish to some Eagan residents. It man X r le tinje the Eagan attorney finished reading the dates that fewer landings and take -offs be made over St ay 3 S .,.: count of MAC activities, Green was more con -- Paul and Minneapolis, where population densities are ced than ever that he "Just couldn't sit by quietly and high, and more over places like Eagan and Mendota b -" ow this to happen." ". Heights where fewer people live. Eagan lies to the south ,,. „ .. That was back in April where some commission offi- east of the airport... \. is were saying it might be wise for Eagan to put the - Green said in a recent interview that "Eagan doesn't -', a' : ..4,-..- ekes on its bustling residential development because y s object, to taking its normal share of. aircraft noise. But u M � i re jet noise from nearby Minneapolis -St. Paul Inter E. • aonal Airport will be inflicted on the village in coming we get an inordinate amount. )e r� r , 3. - ars. "The ears of our residents are no less sensitive than : ;:‘ In May, Eagan withdrew from the Metropolitan Air. , those of citizens- in St. Paul and Minneapolis. We don't r'i ft Sound Abatement Council (MASAC), -an advisory feel we should be made the scapegoat for the airport :- r ` " n of -MAC, and formed its own airports com- problem." -� fission. - t r - According to a commission official, more landings '-7 A ={ ` ' Green, who practices law out of a St. Paul office, and take offs take place over Eagan than over any other s, ' s named chairman of the new 'commis -ion. The Twin Cities,community. r ;' ht- member body includes three village and county of Of the approximate 400 scheduled airliner flights dai- ials and five "citizen" representatives. ly at International," about half are funneled over Eagan The Village Council, which threatened to take court and Mendota, explained Claude Schmidt, MAC's director MARVIN J. GREEN :ion over MAC's preferential runway system, told its Eagan Attorney' •ports commission to advise - on what steps it could Turn to Page 5, Col. 6 51. P a li. Pu .Press , s i e t r o \ . ,::,. 1 - ., ST. PAUL, MINN., SUNDAY, AUGUST 12, 1973 , r, e7s*raa... ,,,,,,,, . ,w. '- �L..°{•: . ;Kai,,,,,„ ,,, -�r.:,^' r 't „- c. -k' �^Ce" :ITq v r�^v, . ns -� °'�"` '' ,, • •jX;, - �!, c r{ �h.s &.i`£'�i' » „t5 T.r, .4 :5 ��'��i'•.?d�r'�'. _t f..- ,+C'��>it •r �n';+: . . . ._._� _._....y_ _ _�.,_....� ....... s,.i4.4.,c,: t1...vii,..._.1.....x«.,.- -__e, _...s.__.L..__u. ._ L -.__ _ __ .._ " s . [ an ' O n Jet Land Noise Continued from Page t tect the future home nwn- claim many pilots don't of noise abatement and ers and developers in at- stick to a non - residential environmental control. fected areas in Dakota noise corridor through the About 55 per cent of those County." village and instead allow their planes to roar over flights are sent over Ea- Schmidt said that local homes outside the flight - -_ gan. and county officials could corridor. Green said if a lawsuit perhaps ban construction if filed over the noise Ea- of single - family homes in Schmidt allows there gan could show clearly it areas where noise levels /may have been a few vio- y i are expected to be at their lations of the antinoise is being discriminated highest. "We would like to takeoff , procedure estab- against and, based on keep the (county) area fished to lower the din in court decisions elsewhere, open and put more traffic Eagan. He explained the win the case with that ar- there in the future," he job of seeing the proce- ,gument. said. dure is followed belongs • But he stressed "that to the Federal Aviation we're he for a solu- Green tion without litigation." called the MAC' Administration (FAA). • action "irresponsible ... "There have been no and an attempt to stifle F F A enforcement ac- • If there is a lawsuit. Ea- the normal and legitimate lions, a c c o r d i n to gan likely will challenge development of a munici- Schmidt, a factor he at- the composition of MAC. pality. , Some of these tributes in part to the - Under law, eight of statements appear to be FAA's not being able to. MAC's nine members designed to depress level- prove violations. must reside in St. Paul opment. _ and - Minneapolis and the Prior to the Eagan -MAC Green faults the FFA , ninth must live in outstate squabble in April, the vil- for not using its punitive ower Minn so s a ats h n MAC. urbs lage had been among the no is abatement p r o c enforcing fastest growing communi- dures. MAC- supported legisla- ties in the seven - county In his opinion, the air - tion to give some suburbs metropolitan area. lines and regulatory agen- representation failed to On April 1, the Metro- cies like the FFA and win passage during the politan Council estimated MAC are dragging their ' 1973 Minnesota J,egisla- its population at 14,222, up feet on noise - abatement ture: It is expected that from the 10.398 Eagan programs. He wonders another attempt will be - residents recorded in the why the airlines don't ac- made next year. . 1970 census. • quire more of the new, Right now, said Green, In Green's view, MAC quieter, wide-cabin jets, n a i s e complaints that did nothing to curtail de- and why the FAA doesn't come to MAC are "mean- velopment of Highland implement a newly devel- ingful" when made by Park in St. Paul or South oped _ landing procedure Highland Park residents • Minneapolis, at a time which brings a i r c r a f t in St. Paul, and Minneap- • when a i r c r a f t were ,down on a steeper and olis citizens because their s t r e a m i n g over those quieter descent. ' MAC representatives can _ neighborhoods. Schmidt believes Eagan then divert more flights to "MAC let those areas acted unwisely in drop - skies over Eagan, Mendo- develop without restric- ping out of MASAC and ta, Bloomington and Rich- tions," he- noted, "but now going it alone. "They are field. they are trying to put re- thinking only of their own • Green is irked over a ' strictions on us. ".. ' problem whereas MASAC recommendation made by Members of the new Ea- deals with the problem as . M A C' s Environmental gan c o m m i s s i o p.also a whole," he said. Committee inNApril and remarks in the press at- tributed to Schmidt. The committee recom- mendation, now pending before MAC's area plan- ning committee, stated: "MAC should serve for- mal notice on the Dakota County Board of Commis- sioners, and Eagan Coun- cil, and planning agencies that more nois4 impact can be predicted for the . coming years. "T h e s e governmental. units should take neces- sary steps through re- ¢nnncihlo onninn to ern_ MINNEAPOLIS -SAINT PAUL METROPOLITAN AIRPORTS COMMISSION AIRCRAFT NOISE COMPLAINT PERSON MAKING COMPLAINT: Mr. /MYG MSNIf, Mary Green Address: Telephone Number: ' DATE OF COMPLAINT: 8/20/73 TIME OF COMPLAINT: Code A Phone If available:* Identification Number:* Type /Make:* Color:* No. of Engines:* DESCRIPTION OF COMPLAINT: FIRST CALL: Green here. Fagan Airports Control Commission, at 20 minutes of 7 Pr19.ay • - • At _ • . • - . • • • . . - - . - . - _ . - - . • • 11R. I'm a^ing to try to get through to the control tower so as to retort this to them contemporaneously because of that Mickey Mouse we had some weeks ago because of the Braniff 3 engine. .Apparently there is no way you can really track these things down so when you transcribe this on Monday. why don't you get to the tower right away and see if we can_ be a little more accurate with our information_ Thank you. S • j -- 1 .•.• 4 •• •. • OHIO • -• Cedar Road. At 7:22, I'm sorry strike that, at 8:22 a NWA 4 engine ACTION TAKEN /RECOMMENDATION: jet flew directly over my house at a low altitude heading generally in a srnithwesterl y Hi rer i-i nn I want you to check this one out please. T'm ohs rving another plane presently that's using 11R. While I didn't see the NWA plane take off I think its a fair assumption that he took off on 11R _ T am also again going to try to contact the control tower and make a simultaneous report to them so hopefully we can confirm some of these and get to the bottom of it and maybe ONCE get some punitive action going. Thank you and by the way, please call me Monday. THIRD CALL: This is Mary Green, Chairman Eagan Airports Control Commission, I'm calling again in reference to NWA 4 engine let at 8:22pm on Friday August 17th. I called you immediately following 8:22pm , reported the violation and indicated that I was immediately going to contact the control tower so as to make a simultaneous complaint Personal Visit Desired: Yes No SEE REVERSE Item to call -up to MASAC Yes No Runway Landing Take -off q 3 RE SO p erha P s we could have their immediate action e cour the plane followed. I want now, you Mr. Milton Nordmeyer and made the report of that It I spol:e to advised him it was a Northwest engocatedine at flew over my house, -plane. I and you know where my house 3 was hea g din in a southwesterly direction. I was can di d o ith ut ;n and I advised him I had not observed the aircraft another now had observed one a moment later and assume d ebthatlaircraft had _ ing 11R so I thought I could fairly me the craft stride, without _ .ken off of 11R. Mr. Nordmeyer without taken off from eking inquiry of anyone advised ro riate _ -- _R and had followed the FAA clearance of 3 miles at a the re p py p : the one that had been established Learance had been given. I advised him I wondered how he could from 3 confident of this in the face of mad personal observation e any check with the co ntroller Oitlftmc y vantage point and without having whether the clearance had _ ✓ listen to any tape to determine (1) controller had followed the aircraft : 2 whether any t een any or ( ) or radar system. He was adament that n any type of monitoring this because ld have told him .idn' t have to do his controller would _ _f the aircraft had not contin straight totmake is _ miles. Now the principal p possible asked Mr. Nordmeyer if he would forthwit th do course of p Chat I lot the pr :hecking he could to determine and p this aircraft that I had complained of. Mr. Nordmeyer is supervisor _ , as to my telephone to me unequivocally that he would leave a note for w , ele hone call complaint but beyond that awouldgdo2nit ing. • eessly asked him at this time and it was at he would 4, he would takke to the controller and if tape. _ Mr. Nordmeyer flatly and unequivocally refused to do anything _ supervisor whom he other than to leave a note for his sup named as that h h this procedure s _ %, Mr. Waterman. Claude there the kindlofeconductawe are going to can be enforced if is what earthly good does it do to make get from F. You answer me, ' these telephone complaints to you and also to the control tower -.k-3 if this is all that it means and most certainly there is every indication to believe the whole complaint p rocedure is ludricrous _ {: and a farce and that FAA does not g ive a darn whether or not its clearance on this p are followed. I asked articular runway of these clearances Mr. Nordmeyer if he believe in the integrity I asked him and if they should be followed and as a said aservant indicate to then how he could in all conscience public m e that his clearance had been followed in the im lace ' think of my ground --._::: ro point. I asked observation from my vantage p could do was go to his controller and listen jam- that the least he co and unequivocally refused to do anything the tape. Again he flatly in this respect. Claude if we are goi w h ave to work out some to keep faith with the _. �F ;; public and I certainly think we must, put the better procedure than this and I think it is about time we p 99 . , -2- onus where it properly belongs. If I'm not mistaken it certdlilly appears that the weak link in the chain is FAA. I strongly urge that you call me and that you arrange a meeting between you and I and FAA before we have to take this matter out of this jurisdiction of FAA and go higher and make things a little difficult for a lot of good fine people. I would like to hear from you Claude. After many attempts, reached Mary Green by phone and discussed these 2 flights. Told him I felt we did not have a case that warranted further action and we were closing it out. He reluctantly. /77 _ 4 . , _ _ 7 41 7 "? .1--d_ , _,E_ A. -.1- -7 ,- y - le. , ... 4 :. 4.-(k-- - %- C # -J s t . L., L __ r j z„,_ .v ,,._,...._ , . __ _■.... (::: -.- -2.'".. • •■ ••••4 ° . 1" ... - ...44/ 1:::: ....." .0 L.....4./ .....). .......C.r...,,L .._, _. 'te.... ALLA. „„,w--e... �+L..� ��.. �� c.L „L. _. _ // �isl -L1. -rt- � , _ �- c.-L.. � ,(� -e -- r Cc.• _ _�� -' _ / / / leet..1 ■el ..e..- ..../t CA - /41,...42.t„„e„..... L c:o l aLtLc,Z. t __ _ 1 ��. -'-”, - . J GAR 5'0 9 � _ �.. 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' ` ° � '71~0 9�^ _ �� ~ ' _'^~ �' ,C.A..... -' --�� ' .4........C ^�~=~_�c • 4/__. . �� '. �� ;" _,,„,_„...,,t ~~-_ .~-.»_..*�' edevi ' , ' - _ __. "--2-0-1-4.2-, ' 0_,,-,... 774-e- - ,,,t. atit-t-.." ft,t",-,--,...4,1 ct_d_,-. ..,t.--, 0-4-,:t cx_"-ce_ � w � ' - � � - ' - '- � ��~"__-_ -______� _ _ '^- - �`` &� �� _� ----_- ___- � . ~ ' ,`_~ _-____- __ �. _ , �..� . _ �'' _,,� '. ' ___ `,^ �-. ~__` . ______-__ ��,� _- y�_ � / � __ __-_ - _-_ -- . -__•__ __-__-_--___--_'-_''_ -_ '- '__-__-__'__�__-__-_-___ _--- __ ~ -_ �_- - � � -_~- ..' '� � ._- _--____ -__-__-------- ----'`___. '--- --_'-___-___ __�--_-_---_-_" '� . - '_ -_-_-_'---_- -- - ' - - ' - -- _' _---_- ^. _-__--__' _. ._ ` `_- ' . . - .'- . _ _- - -`- --. .` � - ^_'_--_ _-__-._-_-_-_____' / ---- --- ~� =„��.�-�- -�'^�---��-,_ -�-' `^:`. ' '` " v��,. _,..` ,:,- MINNEAPOLIS -SAINT PAUL METROPOLITAN AIRPORTS COMMISSION - • AIRCRAFT NOISE COMPLAINT PERSON MAKING COMPLAINT,: Mr./34P. Robert Losinski • Address: 2899 Fairlawn Place Eagan, Minn 55121 Telephone Number: DATE OF COMPLAINT: 8/21/73 TIME OF COMPLAINT: 1040 . If available:* . Identification Number:* NWA Type /Make:* B747 Flt. 171 Color:* No. of Engines: * , DESCRIPTION OF COMPLAINT: Mr. Losinski called to reaort NWA Flt. 171 B747 flew directly over his house at 10:15pm on•Monday August 20, 1973. Noise was so loud it woke his children. Mr. Losinski wanted to know what if any action would be taken on his complaint. ACTION TAKEN /RECOMMENDATION: 1 He was informed that all complaints are logged and the number and type of complaints by area were reported to MASAC each meeting 4i and specifically we keep a file of Eagan corridor alleged violations and action is taken with offending airline. = 8/21 Received a call from the tower reporting they had received a call from Mr. Losinski relative to this flight NWA Flight 171 _ was issued a clearance to turn to a heading of 110 and 1 radar / i • controllers verified the ••• ••• m - •• ••• •• • •' • • •3 miles. Personal Visit Desired: Yes No x Item to call -up to MASAC Yes x No q • • Runway 11R Landing Take -off x I. cc: R. Losinski ' L -) _h:lJL+iJ_ %[7y1Vi •JL .a.— �a.Ul U.J.�i..... a.iaa �.i.... .. .. AIRCRAFT NOISE COMPLAINT • ?ERSON MAKING COMPLAINT: Mr./L-zaceec.. Mary Green Address: Chairman Eagan Airports Control Co" ission Telephone Number: DATE OF COMPLAINT: 8 /27/73 TIME OF COMPLAINT: Code A Pone If available:* Ic1entification Number:* Type /Make:* Color:* No. of Engines:* L'ESCRIPTI_ON OF COMPLAINT: A t 4:13 a NWA 2 engines jet with the e_nc =ins next to the cocktit flew between where I live and Hichwav 13. I observed they were taking off on 11R although I didn't actuallv see this aircraft take-off but I feel it safe to assume took off on 11. I don't pink it was a matter of degree heading as it had a southwesterly direction . I was working in the yard and I couldn't be absolutely certain,it was NWA. It is a little overcast (had to be Saturday 8/25 73, • This was an aircraft making an approach on 4. made a go arnunc9_ Discus d matter with Mary Green. 2 CT:.ON TAKEN/RECOMMENDATION: • Personal Visit Desired: Yes No Item to call -up to MASAC Yes No Runway Landing Take -off . vJ r '. * MINNEAPOLIS -SAINT PAUL METROPOLITAN AIRPORTS COMMISSION AIRCRAFT NOISE COMPLAINT PERSON MAKING COMPLAINT: _- Mr./MNXZXXXXXZ Robert Losinski Address: 2899 Fairlawn Place Eagan Telephone Number: 774 6096 DATE OF COMPLAINT: 9/10/73 TIME OF COMPLAINT: CODE A Phone If available:* Identification Number:* Type /Make:* Color:* No. of Engines:* DESCRIPTION OF COMPLAINT: • n L U P r nnr hnn cP T Ginn l r l 1 i kr% i-n 1 1 1 c to Mr Srhmi cif about i t' SOO. _ . _ u - . u • n . - A . S • . ACTION TAKEN /RECOMMENDATION: Personal Visit Desired: Yes No Item to call -up to MASAC Yes No 9 Runway Landing Take -off to t 0 September 12, 1973 .M.r...i Wi. Iliam_F, Iiochbrunn General Manager - Flight Operations Northwest Air lines ,Inc. - .- . . Minn eapoli.a=S_aint_2_atil_ International irpor t____ .______________ . _ _ Saint Paul, Minnesota_55111. ,- _____ ___________ _______ ..._____ _ .. Dear ivir.2liodhbrUnns We have _received a report that Northwest Airlines Flight 396 on Saturday September 8, 1973 deviated south of the localizer course dgring_take-offlon :runway 11R. The information was reported by ..._ _ _ . . _ __ a resident of Eagan and indicationq from the tower are that the _ flight did transgress the area in Eagan we are trying to avoid. I know the effort your company and You personally have exerted ... _ . in making these procedures work. _ when .a pilot deviates it is tclifficUTE to _ rationalize _why, when he is given -a vector to turn ria ._ . - lb - a - 1We waii - appreciate receiving the comments of the crew aithigTITI4HE at your cOnvenience. Since _ _ Clatide - C. Schmiat Director, Noise Abatement and Environmental Control . . CCS/pg - _ - — - . - - — . _ — - ' s NORTHWEST AI RLINES, INC. MINNEAPOLIS - ST. PAUL INTERNATIONAL AIRPORT - 4 .. 4 ST. PAUL, MINNESOTA 55111 a o - September 21, 1973 is : Schmidt ise_ Abatement- &-- Environmental Airports Commission - 0 u1 ,_International Airport nriesota 55111 - milt c- . .r - , _.. _:. esponse''to : your letter of request - dated September 12, •ping the .deviation - south of-the localizer course during flight _396 -8th ;on :runway 11R.. - >n shows that the pilot did, initially, completely ad- standard take -off noise abatement departure. procedure. Tied with -wind from the left (080 - 15 -30 KTS and -a 's=light turn back to the right , ( - the air- .ntly- did `f dr t south of the localize`r course . �.� x� � _ t ,� 1i�y at t *f?:.X �,n ^<I'alli.v'rlr °. ',.'4W,:1-',--,.: ` of the discussions and hearing with the crew of flight E can assure you that the crew is now fully aware of • isibilities in this particular area Disciplinary action, of a severe reprimand (for a first time offense, with problems in their individual records) has been taken. t `} ther..ask.that you please inform me of these type inci- nore timely basis. It makes the job of investigating ult and the recollection on the part of the pilot is r such a lengthy period of time between the incident and " gation can begin. In this case it was September 17, 1973 uld begin an investigation. In that period of time, this own a series of flights in and out of the Twin Cities and d about 18 take -offs and landings. I'm sure you can agree ection becomes difficult. Would it be possible for you e the information to me on the first business day follow - :idents of this type such that I might begin an immediate •oductive investigation? Sincerely yours, -` Y t ,a . William F. Hochbrunn � ---2..-4';-,,,---,,,,,.. � k 14 ' 0 -7 ; - ; -. r`} • • September 27, 1973 ::r. _:obert Losinski. 2399 Fairlawn ?lace :;acan, _iinnesota 55121 .r. Losinski: :;.e :nave completed the investigation of the deviation south of the locc'izer course during take -off of Northwest 'irlines Flicht 96 that you reported to this office. Teyst_7ation shows the pilot did, initially, comn':-e` - ely roeiher _c 'zhe standard take -off noise abatement delarturs procdur°. 1:., vr, coupled with a cross -wine from the left ;')80 - to 20 ., .otz at altitude) and a slicht turn back to the richt set.': - :_ 3 aircraft _apparently did-drift south of the localizes :'nnropriate cisciolinary action has been taken against this cr • and has been made a part of their official records with th,, airline. Sincer3ly, • Claude C. Schmidt Director, Noise --.batenient and Environmental Control • CCS /pg I • 1 iI L VLIU-U[....a - - - METROPOLITAN AIRPORTS COMMISSION Office Memorandum )ATE: September 24, 1973 'O: Memorandum to the File ?ROM: Peggy Grossmann SUBJECT: Eagan Airports Control Commission (EACC) attendance at MASAC meeting of 9/25/73. At approximately 3:10pm this date, Mr. Mary Green returned a call to Mr. Schmidt. I inquired as to whether or not the EACC intended to have a representative attend the MASAC meeting scheduled for 9/25/73. Also, whether or not they desired to discuss any of the items brought to fore at their meeting with the MASAC Executive Committee. Mr. Green replied there would not be anyone attending the meeting from the EACC. Also, the areas that were enumerated were off the top of the hat, so to speak, but appeared worthy of discussion. These areas EACC wants to discuss with the appropriate authorities, whoever they may be - they are not convinced MASAC is that authority as they have no authority. I advised him of MASAC'c motion to discuss these problems at their regular meetings as MASAC represents all of the areas surrounding Wold Chamberlain and asked him if he mean't they would not discuss these items with MASAC. He said "I didn't say that" and further qualified the statement by just saying the EACC does not intend to make an appearance at tomorrow's meeting." • 0(/ MINNEAPOLIS -SAINT PAUL METROPOLITAN -AIRPORTS COMMISSION AIRCRAFT NOISE COMPLAIN PERSON.MAKING COMPLAINT: Vr.. /a=zi ~William Skaar Address: 1430 Highview Avenue EAGAN Telephone Number • DATE OF COMPLAINT: 9/24/73 TIME OF COMPLAINT: Code A Phone If av3. * _ . _ Iaer ifzcat on Number:* -- Type /Make•. No. of Engines: _ ;.. DESCRIPTION 05 COMPLAINT: it is a NCA plane just•took off and followed the procedure of slightly to the left. The plane immediately before them a'NWA 727 which did not make any turn. The plane before that was a WAL which actually drifted or turned to the right : - because - it Well -- south - of-the landing pattern. wo•ald that very_ very dew planes in._,r'ecent days- have followed the nro`cedu`re ofrurning sligntly to the left and-we• would- 3ust appreciate knowing what happened to the procedure. ACTION TAKEN/RECOMMENDATION: - • Personal Visit Desired: Yes No Item to call -up to MASAC Yes No Runway 11 Landing Take -off X • -.- _ ) 16 „ . . . . M Il\..TNE P OL IS -SA IN-T- P-Ali L E-T-RO POL I-TAN- -A-I RPORTS- COMM I-S S ION - . . . . . A IRCRAFT --NO E - COMPLAINT • ?RSON-(INGCOMPLiNT A TelephOne Number: DATE OF -COMPLA INT : 9./2.6/7-3—-TIME OF COMPLAINT: av ai iC at ion Nuttber :* -Type/Mak * Color* of Engines:* DESCR-IPT-I-ON--OF-COMPLAINT . _ _ _ , Mr s-. een - called -- to - rc r a f- tist n - • SALE, g--in -from-the south-- -so-- low-she - - no v - She --not-see• -the markings- it was.- so close - to her • -- . - . 1/2' h-ou-r - ez - 5 out - or _ . 29-ic.,--an-d--:- was- - used: was - a-Braniff Charter 9284 ACTION TAKEN/RECOMMENDATION: . . .. 5 4 • • ' f --• -• • - • - _ • . - . - . . . Personal Visit Desired: Yes No r Item to call-up to MASAC Yes -- No • Runway - 29 Landing • • -x • TakG -off -- - _ . • -r : . October 19, 1973 ----------------=- ---:------:-------------- ,:- -- H. G. Kuitu . __. _... . _..._...., . - .... --- C - raird - e - C - . --- SZ•h - m - i - dt. - .. -----. , ..... _.. Discus sion of-Noise - ur INV.C ..- ..=:._ . .,.... - • . . _ ... _ . received a call from Mr. Gary Currie, a research ass ,_. ...i... - -f the :...iinnesota House - of-- Reoresen - recu 1-1 ng -•:-°- ------------- _ attend a meeting at 3:00m on November 7, 1973 at the -,-. - . - .....,...J7-1 . _ ... - Villace Hall to discuss the noise abatement efforts of the i .-_. iaay K emne of ti --- 71.:.b-c.ommittee on noise pollution. This Coranittae ' S •:.- •-.. '- • 7_ _-_-ii,Tal.C:C. _0 f _ .the. Local Gove.rnmen t C 4 t....r. of th - . • ......n.ta_tivea:_t_a_L _aira . ..r‘,;. - - , - - -;• - :-L , ---7:--- --. -s- -- ---- c-.:. I.e. _Z 2 ,r.:. U, . •-..53. t .•:=-‘ 0.. • in " - 7....-7; 3:--A1-71- -- ,._:40: - --- -- ------ -- • 1 , - _.qac_ era ,_ w.4._j.:c7b. w,e___.n..a.v...e._ _ h a aa_e ( au '--_ _E.,' _ :r .. i . . _ _.____. _ a_car_erat.:nt e.ffor.i Qk) f.___. ith e ...1:r _._ _______ ____ a. bo u-t- - :_-/-2 'or .__. -7 — CO : - .. Clumack . _ . j__ • . . ' • _ -------- — _ • — _ _. . .__ . _ _ _ • - --- - , _ -- •— - - _ . • 1 / d- the sent .• • -- no voice en the Metropolitan said Airports Commission (MAC). mmissioner Levine (of MAC' is to push = f , � ' the problem on this happy side of )t. Pau Pioneer Preis He note d i su the river," said Pagel. C Thurs.. Nov. 8, '73 a So • . is Gladys Brooks of , Minneapol i s. " d that the Dako- - �� to County boars• in P 1 P I MAC for discrimination �+ regard to its preferential runway system which, he Ire said^ has greatly in- ��'Se creased air traffic over Eagan -while relievin a reas like Highland Park'. n Ea Pagel spoke against zoning by the MAC which - ,y NA NCY LIVINGSTON would "take power out of ` Staff Writer t he i hands of local coon - Jet planes screaming c ils." He concluded, "Do , rverhead as they prepare not tak y our e awa z olve zoning :o land or as they climb power • an eff to s �' ifter takeoff from m our noise p roblems. " ` • Solis -St. Paul Intern ation- An Eagan resident who l Airport have raised the disagreed with other testi- ,vrath of Eagan residents, fying residents was Jo hn who complain o s leepless Klein, 1495 Lone Oak nights, rattling windo Road, a former p ilot. He and inability to hea con - maintained that there h yersation outside. been less noise over resi- Other residents blame dential Eagan in the last the jet no ise for a likely : four . to five years and the d e c r. e a s e in property bulk of the air traffic is values. Taints were over the industrial park. , The comp On' t he other hand. Wil- voice at a House Local liam Skar. 1430 Highview Government subcommit- Ave'., vice president of the tee hearing on noise Grand Avenue State - ` abatement Wednesday Bank, sa since 1969 = night at the Eagan Village there have been more and . Hall. Rep. Ray Kempe of noisier airplanes. He pre.. x t District. 53A chaired the dieted property ill go down. values in , hearing. the. area w One of the most ada- • mant residents testifying Al Perez of the Minneso- — was Loy W. Bergh. 1023 to Pollution Control Agen Blue Gentian Road, who cy noted that his agency compared the constant has been charged b y the noise over his home to a legislature to examine the kind of torture employed problem of a mbiant noise; , = r f x during World War 12 in all form He said he is. } si , '' I m oved out to my the PCA's noise expert, neighborhoo to g et some and has been on the job peace and quiet," sai onl one wee Bergh. "For a long time Perez said he hoped only small plane flew s tan d d s to regulate a r over and it was very noise will be instituted by quiet. early 1974 - The is so bad now, _ he said. "I've had nights f . z when I have not gotten 3 ,� , over two to three hours of the soun `° sleep -"'. reverberates." he sa "the �'$ 'y s ` _ c,�x � s "Then,,. ' tax asse ssor comes i n and` `r ,_ - �' tells me how much i z"`'A property has gone up in , value* ,,I don't think it has gone u p ." d that. in value. I think it's depreciated Bergh suggestet - people who live in flight v corridors be given some tax relief 'if they have to i' z = � 4 ,„ rC�. nett =•n ri4h tlti^ r rl ,_,4 f Business Voice - November 1973 County Starts Action To Stop Noise Pollution From Airport The Dakota County Board of Commissioners from the airport." Green asked the board to served notice to the Metropolitan Airport take a stand against the blatant actions of Commission that the county will start MAC. proceedings in court to protect the residents of Green then stated, "Dakota County is ex- Dakota County against "acts of intentional pressly excluded from the MAC board and the discrimination" by MAC. new preferential runway system adopted by Resident of Dakota County and member of MAC in 1971 is discriminatory against Dakota the Eagan Airport Control Commission, County. The primary purpose of the runway • Marvin Green, told the commissioners system is the attenuation of noise but the noise "Dakota County is becoming a dumping has not been decreased; merely shifted to our ground and garbage pit for noise pollution county." November 27, 1973 Mr. Claude Schmidt Metropolitan Airports Commission 6040 28th Avenue South Minneapolis, Minnesota 55417. SUBJECT: Jet Aircraft Noise Complaints in the Village of Eagan Dear 'Mr. Sbhmidt: riiscr.inAlatior' As chairman of-the house Subcommittee, o''Ngti�e Abatement, I" wish to thank .you for the tour. of the. _Metropolitan .Airport . , ... • I would also like to: receive your input. on-complaint for residents in the Village of Eagan and'other areas in Dakota County concerning reporting jet aircraft noise from airplanes that deviate from established flight paths. I believe that we should obtain some established guide lines or procedure to be followed for reporting aircraft noise. May I please hear from you in this regard. Very truly yours, Ray Kempe State Representative RK:cu P • December 14, 1973 Rapresentative Ray Kempe 310 Christine Lane We=st Saint Paul, Minnesota 55118 Dear Representative Xempe: I apologise for the delay in answering your letter of Uo'.e:nber 27, 1973 because I was out of the office for two weeks following surgery. Cur office for handling noise abatement complaints is staffed from 2C-, to ft: r office • g :: ��_. � 5 : `)0p,., every working day during the year. hcurs and on weekends and holidays, all calls are recorded on cur Code- ?hone system. We personally handle the comola:.nt3 tha: Called in to us during the working hours and each worina morning all reccrdad complaints are reviewed, evaluated and aeo-raor'- If a return telephone number is left — Ith `.h :z3 cje, action tai.�n. _ either myself or my. assistant return the call to discuss the complaint and report any action that has been taken. Cur :iois . bate - rent Office telephone number is 726 -9411 and is listed in both the Sain: Paul and Minneapolis telaphone directori`s under the _! _ tr: oc=i tan Aircraft _olnd rbaterent Council and is cross - referenced under ' n addition, i -f r' ora- t'^ v � noise complaints and airports' . In add on, t'::a r; era r has knowledge of the number to call for ai_ �- at noise V .L lr1s ./`J abatement complaints. Although our office is the primary point to report noise complaints, under special and unusual conditions, the Federal Fviation ?.ministra- tion Air Traffic Control Tower (the Pgency that actually controls all traffic into and out of the Minneapolis -Saint Paul international Airport) may be contacted for specific information. They do not handle complaints, as I am sure you will understand to do se would • • Ili f _ceoresentative .Tempe -2- December 14, 1973 seriously derogate their ability to perform their very demanding A :uzies. Their number is 725 -9255 and their supervisors will try to explain the air traffic circumstances of the moment. This office works very closely with the supervisors of the tower in processing aari taking corrective action wherever possible on specific complaints. This office has, tried very diligently to inform the public of what w•. ar= trying to c'o_ and to also. inform the residents of the communities s.:rr _ undin_g the airport of the appropriate way to report a complaint. cu= C _e meting in Eagan is an excellent way of informinu I :Tope this lettar will satisfyctorily answer your incuiry relative to rocedures for reporting aircraft noise and should you have any sust_ons, I would be pleased to incorporate them into our orccedures. L r=oi a . i.ec *a.ds, • Director, . Noise - abatement and Environmental Con_ro1 _ . ---... o , lo "... 41 „ 0 - ' %I ) c\ ■.).• ‘; ( 3■ i..) , '::: 4 .1 c) ,- % ' )1 \ I Q Q . '1■ -,\") ''\) 1 i I. el . ) 1 N - (,) .,,,, ■ \ N ,,,,` - ■., - -- N. ..- ,f? ■1) ■ 1 Z .1) ; . \ A ---- Nk \ \ \ N N '' \ \ N \-_ N • - '- - N '- -_, .....- i , f) ,-) • r, 1 3 ,..,,,. c c\I ..\ ,--\ —• %\ <c) t , i i.0 V 4 ) %-.. s Ns, •'1.; I NN ' Z -; --- 'I 00 • A j 1 1 k i ---' ■-+ •■:. . t• . .,..\ '4. " ' ') - .1)' - ------- ' k j - ' , .1 - . '-'• ', - k -- - , \ r b k i) k% l '■0 t j'''' C r‘,3 ,,, '. N. t ., I\ ,,,<) s/N n ‘ z ,..... ... N ■ -\• - N N. \ • -- - N N, • \. • • L .-,,k_ . --... itrz ‘ sf) ',.. n NN N, .. ' , 1' N I l'9■ ''''• ) iN ).•,, N :'- I\ --._ .-- „,..., ,... , e .. '• 1 -, 4 , p.,„ N TN , 1 ". Z' ::; ;I ' .: ■'‘... A'•• -:: --,. s. " N' ' \ % 1.1. '' .\ .: .-. \ 1 - '',:: j s 's,.... .N, .._ . ‘S7 11 -S Z. A -_ •‘ - --- ..,,-' \.) , --... ..,-.... _ . '., ' - N. .:. -(... ‘,,.., L ( - -; .--- .■ . .'' --'.., • '- .. -.. ...„,.... -: . -■.,,, k, -s. \ : ,... , . . . - — -„, -...„_ :,,., ‘.0 ZN c., e. , . -:•- , ' C\1 - . Z) ''''s ''''.• - . : .. . . , N._ ;N. ts 0.-1 '''`' ..- - : L<\ 4, --• C '''' ). • f.1 '1 < ':'5 ** -(-)::-\ t :. \<' j * 17 ' .. * .. -- * 1 N .--. ; -,', - -.. 1 7 • 0 3 - 1. En b � � 3 � c � )... En $ a s 4.4 _ ° `� RS t 0 U • EP I . .-, a) �n > C ., i+ U eirta 1 1 • 4.. iP8 ? 6t \__4t • 0 .41, 0 j jl 1 C m Ell 0 a , I+ . = to 11J CO op. • Q 0 W N jj� E 0• V chi . 41 •aAy =epa3 • O 0 (NI N Lo b 7 In L11 N 0 o 01 • tn • �+ r•II�Nr'1� L 03 01 01� 0 1 nr L( O 4..) a o b 0 8 o 84 i 8 E. •H E r-+ .ii "'� x r, •� . ma c 0 W C.J ' s��Otn>, 0 PJ i , N a(k) 8, z . 1 8 5 C/1 • i g igvg . . )1 • i SCHEDULED AIR CARRIER AND COMMUTER OPE TION SUMMARY DEPARTURES HOURLY % TOTAL CARRIER COM►iT�t RUNWAYS - USE OF RUNWAYS SCHEDULED AIRCRAFT OPERATIONS OPERATIONS 04 ,, 0.5% 61 (0.5 %) 31 30 22 11.0% 1505 (11.0 %) 1178 327 11 67.0% 8380 (59.0 %) 6001 2379 29 21.5% 4257 (29.5 %) 3007 1250 1 TOTAL DEPARTURES A 14203 '(100 %) 10217 R � ARRIVALS HOURLY % TOTAL CARRIER COMMUTER RUNWAYS USE OF RUNWAYS SCHEDULED AIRCRAFT OPERATIONS T IONS OPERATIONS ..... .._. 04.,._.._.._y:_,.. 6.5% 206 (1.5 %) 22 0.5% - 64 (0.5 %) 49 - 15 11 41.0% 8096 (57.0 %) 6107 1989 29 52.0% 5837 (41.0 %) 3881 1956 TOTAL ARRIVALS 14203 (100 %) 10217 3986 1 D • .*:.: ::: :_r• C ,- • ( .....`, '. u AUGUSTi 1986 .....--........—.............,_.------NOISE ------------------•---------------------------- , '12 : _ ,-.,- - Cr . : :-.`:_. ‘:.: ...:::', A : r •._ ‘ (. _,.: :_ _IT.:. .. ,..r_- ' .ziC,.. '" ._.- -... .1 - --,--•...;-....._:=7.-.....--,:..,.-7-==._:7-,.;.=:"",:,---:..-::.-7-:;;;.7..,:=;..^,-177.-::::-.7.-.. --- ..._■.- - .g.;!:: I.:1. .,. .-; -. .,... . :.,.., __: ..- . City (Takeoff and Landing) . . i 1 I ..............,..........----... City Takeoff Landing . _ Bloomington 88 18 Burnsville • 22 2 .., -,„...........—__ — Eagan 145 20 - ' Edina -- -. , '' - . • 16 i 4 t Golden Valley 1 , 0 Hopkins 0 ! 7 - 17 - 7 J - IREaig Hei_ghts / 1 (- 38 i — 1 0717_ 5 _____I____ Maplewood 2 1 Lakeville 0 1 Mendota Heights 88 6 Minneapolis 1106 632 Minnetonka 1 0 New Brighton . _ 0 1 Richfield . _..._ 139 21 Robbinsdale _ 2 - 0 , ... 1 .... Plymouth _... _. .. :. , . .... 2 .._ ' St.. Anthony -- ( )". 77 ._ : ^...--.• - St. Iouis Park 16 18 • St. Paul 24 5 South St. Paul • ------ Stilifin'rSke - -- ---- - - ------- • ----- 1 - 0 West St. Paul 4 1 Woodbury ' '' 2 _0 • ____ _ .._ •_....._ •_ TOTAL 1723 744 • - - • z•-.7-:• , --... , ,'Ir..-fi,:it-Irgrz-Ftrxr,, , ,Isr,. , *-4x„r-: - , ,, Tiv- - FAz.etteri - = ,- ,. - 4 . 3( vg...5:--w,..-7.--r-.5- -w.f.*, -,---w_- -- . , ,.. : - ..,-- . :-..--. , -- .,---, - , :, -- _-_: - -,.1.,, .,•-,...f,..•:. .--,,,s.tv.....,-.._,:plf!:"4:11M7111:RM-79-17.r...----7, . 1.986 LUISE COMPLAINIS by Category and Time of Day : During August the following complaints were recorded: , -• I _ Category Number Percentage _ . = 'Excessive Noise 1459 57.6% Activity Interruption 525 20.7% Nighttime Restrictions 157 6.2% Run-up 15 - .6% Low Flying Aircraft J r 195 7.7% _ ii. .Structura1 Disturbance 44 1.7% 6 .2% Secondary Airports 0 52 2J.% - Miceilaneous 1 - 77 3.0% Ground Noise - 4 .2% TOTAL _ 2534 100.0% Time Number 2400-0559 86 0600-1159 709 1200-1559 479 1600-1959 632 2000-2359 628 CAP 0 - ' - 2534 C N r-I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 '--1 1 1 r-I 1 1 1 1 1 1 1 1 1 1 1 Tr N 02 . co 01 ci ri . to 0 dP ( 1 N 1 r-I l0 N r•1 r-I r-1 VD r- N r- l0 r-I V' r••1 1- r•1 V' N 1 111 1 N CO 1 1 1 I I 0 M S1 +) � 1 $-) O 'a dP r - , 0 I N r-I r-I in U1 N M I r4 I M I r4 N I , . N M M CV N '1' I r-I M r4 r4 r-i I N N r - ) Z u) N . • 0 al r-1 1 1 1 1 1 1 r-I r•I I 1 I r-b N I 1 I I I 1 1 1 1 1 I 1 I 1 1 1 1 W N • >■ a) L.4 • ra � V N r N 1 01- -+ c M r - I 1 N r - I 1 .--1 1 M M r-1 1 N- 1 M 1 r-I ri M U1 .-4 r-1 • 1 r-1 Mr N S-i • C12 E C y dP O U �+CQ Lfl MrIO1 DD00lDlDI�MUl00C blDl D.1'rrl001�'N00 NCST 'r-lDMVDN 111 N i U ri r-I I's F, S Secondary Au.ports 5 • _LZ ill - da 1 I I r4 I 1 4 I 1 1 1 1 r-1 1 I 1 I ,--I I N N M I I r-I 1 r r-1 1 . I 1 tt1 kD . ;r•, r-I • la x n a c E.; �_r�.___� i 4 .) _ M 1 1 r- I T' NMN 1 .- -1r-I - r'IN VD I M - NN M-O N C do Cr) .0 I_ • H a • - 1 N - - -- Z 4 dP > p M OlIDN T'I- OO VDNIDNOJ01CJ1M T' r- r-I 0 N N N M 0 0 . 1 ' 0 0 N C' r- r - I Ul I- N d' N r r-I CN N N r-1 N r•1 N r-1 N M N N 1-•1 r-I M ri r-I r-I t C N C . 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V • , Qm 7'° 2 in p - w O f o p m y O 'G 0 N t 0 ' to 0 . . fA '. � o f H e°Op A o0 E. o w o � C ° o» P... w o o m 3 m - • 09 aa .e ? - O ; . oo^e ( 6 _ . Airline deregulation' hits turbulent times . . . , . ,,,,,,,,; ... ' . - '' .'. '' ' ' ' ' . . ' ' . ' '. ' ' ' ' ' ''' ' I s it wiping out 4 . , ,,,,..••.‘ -,-. ,-,•,..,:,.,=, -., .... ,. ..• .:-. . • . - :„. • , ...•,-•:•,r,: 6, t . - , ,, , ,. ,, .. . . . ,, ;3 , 4 , • ,.... ,..., .,, . ....,, , ,. , ',' ' - . • • Ant 1,.... ...,, '...,- ''''''' ,.'`'' 4 ' ' ' ,`' ' ' . ' ' -. ' • ' '' , - ' " . ,." '' ' ‘. * -- - , ‘• , - t , , ,-‘ 1 1111111.b • . v. .;- , :-.;'- . <' - '-; ; ;. - - , ';';'s,'‘ '' ..‘,>.,‘ , ', - .'-';‘: ' .,. ' - - •.i t -.. ' - ......, - , •'• 4' l '' l ' I ‘ • , . may be answer ',.. - -.,'''' -.'" . 0 i,' .,-.- , ., , .,. .„; ,- ,,:. ,.. ,:- 4, ,:- •,-, ,;. 4 ;i1.:z r ,,,/ , , 7 ; J. ; - •',..., ! '':• •'.: • • ;: • :,,1• 1 ,,,....•,,,. ••. ' .e '. , • !t r ';'•.:.\.• . ••‘ . - ' . • °• ,. ,,, .. '.: i., i , ,,;..; ' ,.. Tfr . i,,-1..`•• 4 4°. ,,,? ° ` ' .'• By Robert D. Hershey Jr , . , 0:4::;;,::::: -,, '.,.,;:::‘,.......- • -,.'"*.,.•,-.: , I•,;,,-1,-..,,,••:-.,.... ':-. .1% ...,? " ,, New York Times , . :- ..• • ' , i • : • §r. le•;;;;' "''''2 , . , ''' - ' . ,'‘: ''' -'4 - --,,- ' ;.' ■• , ' ,, - ' . ' ,". - -: - Y .,, , ,1 '.,.1.' ' ,-- 0,N= i ', r - -, 4 .- - :s f' '::''.'';', .\- 2 :',';`,..'',:. :1 -.2:2 ''...:'‘. 7 :. : ---:. .,'-':,- .: ' ,.:=1-':;:,.', ".'',: 1-!Art!':! W ashington, D.C. . ' ': ' : * . 2. ••.'",••••'• , . ..>."•:•••-• • ."..t, ..., • . ft.,. ,',..:.; ' , ' ' -, .4..,- - . .' , .'> : '• -• - ' ...‘ , i.:' , v. , > ,, i'l '.'",-, l'" . '. ' Mounting distress In the airline "a':'. : i : ' : .- • 1 ;:.:'.-':: :.. f.•,:', ** '..g'-'i,it.. . :.-27:•,.'1.: business, illustrated last week by .8' ' :;":. ,*, . - ,'` .:,....••.1' • , ;.; • "^;•=f ' .::.,:::••• ,,:•' :,- ' .- ',.: .•,- *,: ; . , . =: ,...•7 '',:•• ,,,.: , i i •,..2. , , - :; i r •' - ' '* - the bankruptcy filing of Frontier .1: , ,* - k ..:;'••.-- •••:;:,,i,•-?, ‘ ‘ 1,;"' `,;: ..,..: - :.,... '...... 2.',' '.. •: ' • .., ..' ' , .=:,,....-. 'V. ' 4- ''''''''' :':'.• ' ''';',.:. . Airlines,•has revived debate about ...,•,:i - .. - .. „;••:",i-. s r . : .. : ' -• • ;-•- : ,,•.!-:;..,::-=.;•f-•:. k :V;,' ..., ..,',2.- ,i, . 2 .. i s , ... . .....: .. . 1z . -, .,,:: ',i7 ,,, . 7.. : ....,,,, ,. , the garded as the very model of suc , wisdom of what was once re- 2:-: • .,: . :* •• ,--„:.•.-„,...-`, 4 •-•.1 z1.W `',.. . ... - . - .•'; , s . *. = ::.;-': .. , ...- ::';': ; Vi i .,*" . . 4: : •..I. .,-,-,• ;.-4, •t,„ . .1 - ‘ -.. - .•• • z-2.. ,‘ . J-.„‘..- -:.,-1. ;== ,!.`''./..'''` ' . '.- ' . "K„P" ....., '' „;i. ,; :cessful deregulation of • a major * . ,-.:,-;;,,,,,•. r''. , '' ,-2:.'3 i,..i,,:tki - '' - .': -..2 ' *., ..:* :-.. -,V-‘-k- ' e - -':. . • . . ... ' '.. ' ''.44, " ' - ' - , ' ' ' kt. , - ,,,A , , - ' . . ”,,,,-- - Although most analysts still said - ;,cj; ',„,z,..ik:,,,, ,,' ,,;,„,,,,,,,.....;.;-,,..„,.,-.., „.,..., \ -,4 ,,,.:.. r ,„ ' s; ,ii IA .that the 1978 legislation abolishing ,* .•,., 7.4!'; ''- ::-':••.::: , ,'•I .. * - °' 1 •:, .. . -- '::„..t,i, , t;,,i4r4;;•••2 - = . -.. -47?".•Yr ^- ,:.' it t4 .4".;=i4A ',''''''' .1 . ' .... ' - ''. . . ' ' . i , ;',V ' •1 ,-; •7 .1' ••••:°• ,' o .. xr,it lit :40 years of tight federal control'. ..• -„, L i.. 41 ., : ' -.. ' . -..-;••-••••' •`• : • . • • .- :*. : ' = .''' - - -- ali t r=4 .:,:,,;„. ,,,,--:, . ,' . . ' ' . - -,' ' ;.- . , -over fares and routes was sound , .•;.)..- :r ‘ ,..,LA-, , , , ;( ...,.. - ‘. _ ,,,.... ,.. ...,,,,., , ..„ ,t, , , „.,„0,„.„,....-... , -public policy, even some of deregu t = : t = ":::'' , f,-;•: 4 7; ' - y, 7 ' . :', • - : -44 •!$7..i.r< ., : f. ' ‘t ''''' lation's most ardent supporters . 1 4 ',,,..:•; :Sn'' ■.;.?:> ;•?.,,..,....,.: ,,,,,.....'' L . ; * ,I. have begun to worry that a wave of •,* .:: „: ...-- ,.. t c , 1 -,.-: f .,,,, , ,-., 7: ,,, :. ': -.....,, ,:.:. '' 7. , ..,.. ,'; . .., -',,,,, ?r , 7 ;;„ , ,, f,., ,„, :mergers could result In cartel-like \ ..41,,, :, k ,,-, -,:, :. . 2. • . ',,,■. ' ',..,' f., , ......,. ,...' : — . ".. '1. • 'Y '. ., . Tij....‘ ., :„..,..4,- - -, , , .... • conditions, not unlike those that de- --, a ...... i: i . ; ,..„ .;,...;.,,,,.... j. . ;;; ,,,...,,,, ;‘ ,. ;:.:: , s ,:. , . ,,,., ,:,..,,,, . ,.,,,,.;,..: ,..: s ...„. . ,.. .. „. ... .,,,,„,., „,,,,,,,, ..,,.... ,(,. , ,. , • regulation was intended to sup '.; 7!"”: ..,.i , -,,:: -.-.•.- ',.'''....: t.' '," .' ', '> ''•••'"r.:‘ ''' . ' ' • ,' .-',.' ..... .:3,;.• ,.,„, •,r,-., ,,„ .., , 4 plant- ' - ' '. ' 1;.::,: .: :-Z - -:rVi',;;;:-:i - ; . 2.,": , .:: :''' ': '''''. /, .'..',.° ....'.:''...: :-' '-''''‘f:'..:`.!..•.'':: - 2 .' , :=;:' - -- , :‘, ,, :i':4 - 1. - 1 , s .A.-., . , --- -..-, --: . -. There are signs, said Alfred Kahn, : . , .. .. . , . .. the man who as head of the Civil United Press International • : I ; ••,.. - . •. - . . '. :; ..- • • ' • . , , , = Aeronautics Board ; (CAB) . was de- ; ,- • . , . ... regulation's leading architect, that.. Aeanette Scicca, left, a 27-year employee of Frontier Airlines, consoled flight attendant Cindy Kinslow-Javelet at a farewell rally Thursday. .. .. . the industry may be headed toward • , : • ' -., t - . • . . . "an uncomfortably tight oligopoly." . -. • ' • . To avoid thia, Kahn said tliat anti-.. Frontier's 'failure is ... The deregulated airline industry ..... . • trust enforcement efforts must be ^, .. kies Since the federal government deregulated the airline industry, ' 'stepped up by the Reagan adm roLigh.for Roc inis- - ' - :. . many mergers and acquisitions have taken place. They - ., tration. which he said has been , • , • much too willing to approve airline Buyers Purchased - combinations. . • Scheduied Skyways . . , • • New York Times . :** .•.. ., --:.... "Denver Is absolutely crucial," said Air Wisconsin , Mississtppt Valley Pilgrim This view is shared by Rep. Nor- • . -.. ,.• .. -....., ._ ' John Rabenberg, chairman of Mon- B.T..iss E'Vess " * TWA • . • man Mineta, D-Calif., chairman of a Denver, Colo. - ' :.''•• , • ' tana's Essential Air Service Task jel ,,,,,..,,..„ .House subcommittee on aviation. In the Rocky Mountain region, the . Force, a group established by Gov. KoAhmodwe,t, nopooic nos Mergers are being reviewed by the loss of Frontier Airlines could • Ted Schwinden to study the results ...._ ._ , National, Ransoms i .• .. ,,,,.!. 1;.• • subcommittee on a case ba mean reduced service, higher fares of deregulation, of which Frontier's 'i,""7 • Frontier, Britt Arways, PBA -.Y •• sls, said an aide to Mineta. . and a loss of direct access to Staple- troubles are manifestly a part. • . Ptedmont Empire, Kaman • i '• • ; .: r • ton international Airport, an Impor- . - • ' • NewA•r 7 • _.entral : ' to . ..., • • Rel . The Transportation Department it- tant regional hub. ,."Montana relies pretty heavily on • so,, publc Southern, Hughes Arwest, North C , , Muse Ar • self seemed to reflect this concern ' that direct air link into Denver be- Texas Air ' Texas International, Continental, • . , .. in its decision last week to deny Business and government leaders In cause when you get to Denver you _ ... _ . . „ New York M. Continental Wast,'Eaitem' ••" Oxark • l 1 i , . . 'approval in its present form of a the northern Rockies, particularly can pretty much get anywhere else Lndedwana Pan Am Pacific division ; ,.. . . proposal by the Texas Air Corp. to in Wyoming and Montana, express In the world," he said. "Then, we've usA, . _ . Pennsylvania Convnuter, Suburban , acquire ailing Eastern Air Lines. - tears that even if the region's two got all our commuter air links tied _ • . • . ' other large airlines, United and in with the Frontier schedule, and Competition has forced airlines to offer more discount fares. With the abolition of the CAB, and Continental, fill the void in service, if we have to start going through its function of deciding which lines higher fares would be likely on the some other city, that would leave us - - loogs 1 . . , ., .. . served which cities and what prices feeder spokes into Denver and out In the cold as tar as Denver's . •. . • Percent f would be charged, even deregula- would compound the region's Isola- competitive pricing is concerned, • .: _ passenger ironic Bon's proponents were surprised by tion from that city and other areas and that's going to bother us a . ' --. •"''' 6 a dilatant fen the frenzy of competition that re- both east and west. ; - bunch up here, more than people suited. More than two dozen air- realize." . r ' • • • lines were created from scratch, Ina region that runs from the Cana- ... . ,... : • • • . - • • . . • 1111. ? 1 , . . *•::** * ' - ••ii- *•••' ----- many new ticket options were of- dian to the Mexican borders, oil, • For example, Frontier offered the fered for travelers and fares tam, ' cattle and freight operators mining only direct flight from Kalispell, • . . • 40 „, , ‘,...,,, , _.. , .;‘ , L„ ., bled. During the past 10 years, the company executives and tourism . Mont, a gateway to Glacier Nation- • , ,, , : .6 , ..;,,,. N ,..,•=:•=,. ; a ,.. p .I.1.9. .i 1,.. to 1... _.f ,„"....;:,; • A , ..... , . cost of the average air ticket has promoters all say they need to al Park and the heart of Montana's - -::=,,, - W• , ..••• , '- '" o•oo...ue service on ', - • •*•• • fallen about 20 percent, adjusted . move through Denver. It is the fear wood products I r , ndustry, to Denve . - '''' -: c mow amino. : :,..,',U- • •• ' . ,••.`i :`A v: • for inflation. of losing their direct link to the In the absence of Frontier's sere Denver hub that has planners and vice, the only alternative Is to fly to 0 ''s .:',,' -4•• *.-:" : " .- 7 1 / •:'.: 1 6, 1 ' - 4 ..,-.-.,-: ',.. ., • .?... • ■ business executives praying that . • - • '78 19 '80 .. '81 '82 '83 '84 • '85.. • • • '118 -,- '' • Deregulation continued on page 3D Frontier will somehow survive. Frontier continued on page 3D • . : - ' ' • • • • Source/New York Times, Arline Economics hc. • '' • '-- ' • " • ' :. , , .., • _ - .,,, _ .. ..,..,.. — — .. ._ _.... . ..._.i. _. -.__ . . — '' - ffl 'e 4 r0,-„ • ,. . 1 VI 3 °�� we ? � °� ^ je c a ° n ° `7 w � tr v ' uO C n 0 !II y _ 3 d - ° o • 7 70 ��81 e"s�f° o 3n ° �'�S 9 t no om n m1 ' -- g' r' o C w ' °% an ^ o o e a . �a7no : N a / . / 1 � % - 3 aaa� EolEG ♦/ AN A ' o • ° o m G6 �3 -= "°° o n � c ao ��m�7roao��w n , V A 1 L l m o °a a p, aa .. .°+ ddn W..-A F me : nri7 o p V/ = °u, w��c• G — n7 . . EP p' m m^3�+ a ".. .85. I Z °m 7.noo° ?^ (/) c s= e x •+ a o 4 ! 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TA - 0 t t■ N E V, ZI-a i I --9,V - '-vl .2 8 = - - - ' e" --:8 i Li 1 ' "MI . • / 7 I • Airport noise reduction /Four (netropolitan airports compared' P -lr'' r ;, S y e f'� i er r t } a ��a Q f 1' �,au � � 1 , y, t •'•��. ... (1 - vim' i . tr : , :`'•iMwt # J t �t�C a , k' K i )� 4 ', . !.y ... { , ' Y V41' }, 't 4 .4! 1180 ? i i . ! . Annual takeoffs and ., Annual takeoffs and . Annual takeoffs and Annual takeoffs and . f k d landings/ 235,000 . landings /60,000 .. ,,,• Iandlnps /60,000 :; t*-,•t _''•z landings/ 18,700 1 Annual number of Annual number of '' ` Annual number of Annual number of passengers /19.4mfgion passengers /4m69on ' ''"'• pausngers/2.9mWion .' 't passengers /800,000 I. -.1~ - • , . Scheduled sir carriers /23 Scheduled air Carriers/9 • • Scheduled air carriers/ 11 ' Scheduled air carriers /7 Noise abatement plans/ Noise abatement Tans/ Noise abatement plans /. Nola abatement plans/ • pp Nighttime restrictions, allowing phased out noisier glares. '' . , Phasing out noisier planes and will Temporary noise budget that set only quietest planes to fly 11:30 have only quietest planes by end a capon no allowed at the Li._ akgnes oomk n h t0 , 1 none p.m. 8 a.m. Existing cargo opera mas nnol s t a ndard s.. , ,,: t:,: r o1,Uta yea. airport. Each airline then givens town exempted. "budget" of note 8 is allowed. • •., NlgMtime curfews: no depaAurN Voluntary nighttkre curfew 10 , -Airlines have to have at least pm, -7,a m , N -0 ighttime curlew 11 P•m. .30'. , 43.9 percent of their fleet n 10 p.m.-7 a.m., no arrivals 11 f � , !.', a.m. fo a ir car riers, also not • quietest planes, or meet • noise P-111-411-111- . ,, „ ?,,. , 1 " • ' I ' , �. limit for private pla t.: . index. If neither can be met the u :,'t > ,r, '•, , t i i t airline can only increase its opera- "- • •4 • , l ry.. tau 5Yt • rte f ' u ' : • tlonsnusing quietest planes. ., rt. .n...t•.' x•44 ,, r 1t' . + , 6c• • Preferential runway system. • , • . , , • • ". , ,, , , :ii • ' , i i. . , Ita4e /Al ewe. snitseeseamen. tofeonauedeacarrionway. TteydonotinsanecommwWa • 1 t , Sources / 002e0g0 et each swp.rt. , Unlike [organ the Twin Cities airport any relief. "We don't feel there's a NQ � , 00189 r9ductlon at Is a hub that draws Olen from all difference," said Jerome Falb°, a over the country. It 1. the home of lawyer In Winthrop, a• Boston suburb Continued from page IS Minneapolis -St. Paul Northwest Airlines, which serves 80 of 19,000 about three mllea from " International Airport • percent of the traffic. Any restriction Logan. "There's too little too late..... . : ' • So they have adopted rules that wUi could place an unfair and Impossible It certainly is a oars of an airport ; 'at least keep the airport's current burden on Northwest. No major air trying to do something about 1t. I'm ,poise levels stable and, airport ofil- Annual takeoffs and - , ! line 1e based at Logan, and the larg• saying they dlda't do enough," - dab hope, will prevent the nolse landings /236,270' " ' 1 est carrier there serves about 15 ' : '' problem from growing u the airport percentof the traffic 1 • • Mader, 40, i reserved about what grows. The rules accomplish that by Annual number of ,. • • • •f the rules might mean. For now, "we - encouraging airlines to progressively passengers/ 14.4 million •" " Aa unfair hardship on any airline 'give enthusiastic approval of a belt- "lacreasCuse of the quieter planes.. , . , Scheduled air carriers/ 14 ••• ' could bring the FAA out righting. So way measure," said the Quincy resi- (ncludesRepubIla , . ; _ ,, ,, :�,. ; tar, that hasn't happened In Massa- - dent. • °' • :Since July 1, any airline with at least Northwest merger) chusetts. "It's kind of a wait-and-see ' ' .111 . • six Logan n mast s takeoffs and 43.9 erert Noise abatement plans/ f' attitude, ", said Vince Scarano, man- For her, the ultimate solution lies In : — e l feet made up of quieter Various oissab..msntplans/wt alter of planning and programming a drastic measure: Build a second , 'meet a set noise standard. ' the Years. lncludip prsfsrentW - to at FAA's regional flce Is something e outside floe Boston area. ton are P lanes, or voluntary ry night ' you think about. But you have to may not be too far reacbing, she with more quiet and bigger planes restrictions 11 p.m. -6 am., ban , have a strong case," Scarano said. said can have n lore fl than those on training activities and mot's • W. haven't seen strong opposition .with fewer. I torlum on budding corporate from the airlines. • • . "It's not a general topic of convene- hangar.. , ' . :'s- •1.11 , .Uoa." she said. But "people here •If a airline, can't meet either condt• other tea sutler 1 But neither have residents noticed : don't say it's not In the cards." lion, it can't expand at Logan unless study. the new fights use quieter planes. " "—° 'Estimalsa sts based of the ssmome ,, ' :The rules a l s o tightened night fights, - • son mat currant trans continuo for tM' i 'limiting fights between 11:30 p.m. terns ottba hWery.ar,Ydthoul talund 1' • sad 8:30 a.m. to quieter planes. By M aal.a d 1990 the restricted hours will be seta/M to am 1 &se asemers , from 11 p.m. to 7 a.m.. Existing car lot sch.duisd ale carriers a*. They do , .go carriers are exempt • • not haws. commuters Of cargo opera. • , eons. •. •$Ince the rules took effect, the num- . i .ber of quieter jets coming and going - • --• =•r , : •-• at Logan bas grown by 5 percent. A , Paul and Denver and LA.,- start to ' few airlines had to shift schedules pick up on the same theme, the ag- slightly and bring newer, quieter gregate effect would be disastrous, " playa from other airport.. But no • he said. "We simply wouldn't have airline was forced to cut fights or enough (quieter planes) to go buy new planes l '. . around." • •... •,, a • ac- ne rules were relatively easy to Only 600 of 3,000 airline jets In the swallow because the airlines didn't country are Considered quieter have to do much to comply, said planes, he said. Encouraging quieter Claire Barrett, assistant aviation 41- jets is one of several options a Min- rector for the Massachusetts Port newts task force L studying to re- - Authority, the political body that, duce noise at the Mlnnapolls -St -• ,;, ales Logan Airport _. :L''.. ' : `!. 1.' Paul airport. Several members visit - F r n • -' *• °!-*�� ''' .'°^"‘ :q rfi. «w' , r ed••Loga and three smaller airports , So tar, every airline Ras complied this month, and they will be studying' 'with the Logan program) But mar rjipyp)Ilna ti MS tout airports might doesn't mean the airlines like IL smply tg Mlnneeotll tills we k , ' "Our members .absolutely Miggesote officials said that because decided not to sue .What might ' bt differences' In airports, no single to tolerable today might not be toter ;plan' would ;work( nationwide, 11- able tomorrow," said Jim Murphy of • though the Logan plan 1e important • • the Air Transport Association, 'a because It is considered a leading Washington, D.C.-based trade group noes program tors large airport. of 31 major airlines. ' ' ' . . ^ ' "The rules also show that an airport _ In's lawsuit. he said, "you have to operator, the Massachusetts Port Au- Make a demonstrable cue that thorny, can take the Initiative In you're hurt, and Boston was a fighting noise despite objections brats.." • ' • ' ' from airlines and the FAA. The Met- , . • ropolltan Airports Commiulon. Murphy's group Is worried Logan's . which runs the Minneapolis-SI. Paul standards will set a precedent for ' airport, has been criticized tor tall - other major airport'. Ing to do that . • . "Even 11 airlines could live within The Logan rules, though, cannot be the parameters of Boston noise rules, duplicated entirely In Minnesota, If other airports. like Mlnnapoll.-St. some Minnesota airport officials say. • _ 'O ti) co T a 3 N 0 CO �r L 3,� °e =« =o- a a d L A v ii. c`°v c c 3do0 . 63 °. > .y2 o Cti N o •— v .... ►. a a, /1 \ , f , S . O O ' C [ N 0.0 61 C o. �/ Cl . �. A a ~ d O co co a 'O 2 A c C c d C w u d y c c.. ,., a, o • saw d Q. 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Rn 000 (D9O.n --. - r R f D 00a.95 r(po. (9 y N ^ 00 0 7 . N 0 0 w O 5 V a AOO 0 . /, co co u, fn o c 7 ^ v _ N oise Continued from page 1B additional 100 flights Could be Antinoise activists are skeptical that dropped, he said. the merger will play a big role in Residents under the flight noise reduction. While they welcome would notice the difference in noise say number t hey doubt t e difference would level, he said. be felt in light of continuing In- Latest airport figures show an aver- creases this summer. age of 1,189 daily departures and What If the merger results In at least landings at the airport In June. It 100 fewer flights a day as Glumack broke the record of 1,131 average estimates? daily operations in May. "The goal is to bring (daily) opera- an i airports commis oner eprese t- tion to 800 to 900, and we won't have ing Minneapolis. "It still gets us any problem with the communities," down to 1,000 (flights) a day." he said. Any reduction probably will be tem- He discounts talk of new airlines porary as other airlines continue to setting up services here. "The only grow and new airlines come in, said way Northwest and Republic (merg Rick Jellinger, president of the South er) can bring In another airline is to Metro Airport Action Council, a have lousy service and high prices group fighting airport noise. ... They're too smart for that." With fewer flights, the control tower ing g noise from the also has a greater chance to use the airport or a new airport, he and Del preferential runway system, which Calzo said. directs planes over less densely pop- ulated areas, said Jeff Hamlet, Officials have discounted the posi- MAC's executive director. billty of building a new at ing cost, tough environmental laws Other factors that could help dimin- and expected opposition from any ish noise are the proposed extension neighborhood where a new one of a runway and the expansion of the might be located. • • St. Paul Downtown Airport to accom- modate general aviation, Glumack Several government officials and an- said" tinoise activists are pinning their The St. Paul project and the runway budget" ord na which would Jim- extension are among 27 elements in it airport noise. A group of govern- s noise - abatement plan MAC adopt- ment, airport and aviation officials ed in April. The plan also includes and citizen9 are studying the feasibil- establishing a group to study the tea- Ity of such a plan, and it must finish 'sibility of limiting the amount of a draft ordinance by Nov. 1. MAC noise allowed at the airport. will vote on it next spring. Minneapolis •Star and Tribune ;..Wednesday ,:: ; rr ,, August 27/1986 1 M , Northwest to reduce departures from Twin Cities by 11 percent Northwest Airlines said Tuesday are served by Mesaba Airlines that it will reduce the number of and Republic Express, two region - daily departures from Minneapo- al carriers that have marketing lis -St. Paul International Airport n agreements with Northwest. ;.by about 11 percent as part of its , ` ` " move to consolidate'. its flight ' The schedule adds two daily non "schedule with. that of Republic stops to Dayton, Ohio; Hartford ''Airlines,. which Northwest ac- (Conn.)- Springfield (Mass.), and qulred Aug. 12. Houston's Downtown Hobby Air- , , port — three communities that ',The decrease of 32 daily depar- had nonstop service from the tures -- the bulk of which are to Twin Cities before the merger. ;,Chicago -- means Northwest will, :`operate 248 daily departures After the consolidation, nonstop from the Twin Cities effective • service from the Twin Cities will Oct. .l. . be available to U.S. cities as v.-, ! . well as international nopstops to :The redeployment of aircraft will Edmonton; Alberta; London, Oslo,- :add three cities to Northwest's and Winnipeg, Manitoba, said Wil - route system that were not served liam Wren;':a' Northwest spores - by: either carrier:. Charleston, .mangy; Connecting flights will be :W Va.; Providence, R,I` and Aus- .1 available to 14 cities In the .Far °' x tin, Texas k ; • . J ` } ' East . and Europe, including To- • . ", ... :q .,, , _i - '- Hong Kong, Taipei, Copenha-•- -Two Minnesota cities formerly gen and Shannon, Ireland. Also, served by Republic, Hibbing and single daily roundtrips will begin International Falls, are being " to Miami, Reno,' Nev.; and Tuc -' dropped from the new Northwest son, Ariz. schedule Oct. 25. Both cities now '° �o> -o> 00 ^ Xm ^ d ^ 3 � �. • liF1\\ ' % p 4 a ° '! r visit 7 m o Y�Oi e j , ! M Q nro^ f y i. ■ m w R; 0 E.j . ' :` m ma ..cm.,. ' 50er °m I a° i •m• 4 »`< ^6 " • • -, 1. s• .... •-• 0 :- .--..-• II i'. -i al .. ...6.a - to- r.; 2 a fg .5..6- E A `p � � _ (ID , .0 o �� „ : ,P9 • . • vz....s,.....61.,40 ..; r 6- 1.7,- Er- z .4 - g. op.,. . . $ ' . I -� .w --.. .... ° rye - tic c , • 9 . R v �o” m = pita ° g'• 0 5pq'in� ~ < < "• ] � cr $ : a • '1 o A a � � ti� 0 . : . - - - thc_a`n. . 0 °05 - ' -Q a ac , ' _ ',o v a• . A • t 500 n• '' A ., •-A 6 m ¢, 6.r.. 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O :07 a pp � � � �A Cam eno� . °°' � ��d MI �'+ v� w 0 "e CC a ie C •' j o f0 II i!! . •,. t ;,...):--.• o e,..g.s :a • (n* c ;: g gam'' `0 F.. - e = M a DI (D 1 . p QQ o 11-"X-•a 6 tie :.: y - j � r ° C ice/ CO CO 0 co A A A %I 0 x 0 -, • A V I �' Q • 0 cn ^ooh ?i• eiT 4. ?C D?.' %" +• 1 Older, Noisier Aircraft Separately as of 8/11/86: 727 DC -9 CV-580 Total NW 184 0 0 184 Rev 26 212 58 296 Total 210 212 58 480 Combined as of 10/1/86: NW 166 156 36 358 Change: Number -44 -56 -22 -122 Percentage -21% -26% -38% - 25% Stage III Quieter Aircraft Separately as of 8/11/86: 757 I /Z NV-80 l / 3 - DC -10 % 747 l� Total NW 26 o / 36 12 74 Rep 6 22 0 0 28 Total 32 22 36 12 102 Combined as of 10/1/86: NW 54 18 50 16 138 Change: Number +22 - 4 +14 + 4 +36 Percentage +69% -18% +39% +33% +35% Total Flights, X11 Aircraft Separately as of 8/11/86: NW 258 Reo 324 Total 582 Combined as of 10/1/86: NW 496 Change: Number -86 Percentage -15% (/o NORTHWEST AIRLINES, INC. QAILY ORATIONS AT MSP i00 500 1 %■..NL III Z 400 •‘ • 300 200 100 0 / • - SEPARATE OPERATION COMBINED OPERA TION ® NOISIER AIRCRAFT ® QUIETER AIRCRAFT SEPARATE COMBINED OPERATIONS OPERATIONS NOISIER 480 358 AIRCRAFT QUIETER 102 138 AIRCRAFT TOTAL 582 496 1LL Mt4t4t&tsPOJU.6 • SWAG r CUAV MAC - METROPOLITAN AIRPORTS COMMISSION OFFICE OF EXECUTIVE DIRECTOR • PHONE (812) 726 - 1892 FOR RELEASE: Noon, Sept. 2, 1986 CONTACT: Jeff Aamiel USE OF QUIsTER AIRCRAFT BY NORTHWEST WILL REDUCE NOISE AT NSP AIRPORT Aircraft noise at Minneapolis -St. Paul international Airport will be reduced because of changes in the types of aircraft that will be operated by the merged Northwest and Republic Airlines, the Metropolitan Airports Commission (miNC) announced today. The new Northwest Airlines, Inc., schedule, effective Oct. 1, will eliminate 100 daily arrivals and departures of older, noisier aircraft — the 727 and the CC-9. In addition, 22 prop -jet arrivals and depar- tures will be eliminated. At the same time, the merged airline will add 36 daily departures and arrivals of newer, much quieter 757s, 747s, and DC -10s. In total, the merged airline will have 86 fewer daily departures and arrivals as of Oct.1, compared with the two separate airlines' schedules. That is a reduction of 15 percent. -more - • MORE QUIrmat AIRCRAFT - 2 "The reduction of 100 daily operations of older, noisier aircraft is one of the most effective ways to alleviate aircraft noise at the • airport," said Jeffrey W. Hamiel, MAC executive director. "It reflects the willingness of Northwest Airlines to co- operate with the MAC and other groups that are trying to reduce the noise that affects our neighboring communities." Hamiel noted that Northwest has been the airline industry leader in noise abatement procedures and that Republic pilots are now being trained in those procedures. "The changes in types of aircraft and the reduction in the total operations also are significant because the merged airline has accounted for more than 80 percent of the scheduled airline flights at our airport," Hamiel said. Northwest has previously announced that it will spend more than $3 billion to acquire new, quieter aircraft. The airline has ordered 10 Boeing 747 -400 aircraft at a cost of $2 billion and has 13 more 757s on order at a cost of more than $1 billion. Hamiel said it would be difficult to quantify exactly the amount of noise reduction that will occur after the Oct. 1 schedule changes. But he noted that noise reduction will cane from three sources: 86 fewer flights per day; a 35 percent increase in the use of quieter aircraft by Northwest; and the potential for greater use of the Preferential Runway System, which distributes more take -offs and landings over less populated areas near the airport. # ## Sept. 2, 1986 Following recent discussions with Northwest Airlines, Chairman Ray Glumack and I are pleased to announce try significant progress in our continuing effort to reduce the amount of aircraft noise that affects our neighboring communities. The new flight schedule for Northwest Airlines--revised re result of the Northwest - Republic merger that occurred last month--will in two ways. First of all, it will reduce the number of daily arrivals an ture_ss-, what we call "operations," by 6 . airline will have 496 operations a day, effective Oct. 1, compared with 582 when the airlines were separate. I ]mow these numbers are slightly dif- ferent from the ones you have reported adNo�rthwe�stP' numbers f�nal of the discussions we have vie sions of its schedule. Fewer flights is one effective way to reduce noise. Another e way, and one that many people don't understand well, is to chang_ p airplanes that are being flown. The newer generation of aircraft —such as the 757, the MD-80, the DC -10 and the 747 —are much quieter on takeoff we landing than the older aircraft —the 727 and the DC-9. Every experience a replace a 727 or a DC -9 with one of the new airplanes we will e e significant reduction in noise. The new Northwest schedule represents a major improvement in the types of aircraft that will operate at this airport. while adding operations of the newer, tions of the older, noisy aircraft quieter aircraft. There will also be less use of the Convair propeller - driven planes, which results in the total reduction of 86 operations. We have a separate document that shows you the detail of flights before and after the merger, categorized by types of aircraft. As you know, the MAC has a 27 -point noise abatement program under way, and we have emphasized that no single measure will solve the noise problem. Nevertheless, the reduction of 100 daily operations of older, noisier aircraft is one of the most effective ways to alleviate aircraft noise at the airport. It reflects the willingness of Northwest Airlines to co- eperate with the MAC and other groups that are trying to reduce the noise that affects our neighboring communities. Northwest has been a leader in devising ise a et procedures and in requiring its pilots to use those procedure. pilots are now being trained in those procedures. The changes in the types of aircraft and the reduction in total daily operations also are significant because the merged airline has accounted for more than 80 percent of the scheduled airline flights at our airport. • • • lye i�' y � ?25$ 6aic fi' 'r "?.+ 3/Ns" " i✓R'1`.tts � lTr : ' $:.00 -. ... ,.'y'...-. ..; - _ r , ..., t a:_ .�. ,r, j'3. �� .+C' x- _'• rt`'l��a' .t ✓`.2"" �'e • - 2 - It's difficult to quantify the amount of noise reduction that will occur because of these scheduling changes. But we certainly will benefit from 86 fewer flights a day; the 35 percent increase in the use of quieter aircraft by Northwest, and the potential for increased use of the Preferential Runway System, which distributes more take -offs and landings over less - populated areas near the Airport. Now you probably have some questions. • • )Ln LIDE SCOPE /3 MILE ,, 1 „ ©... , 1 -----=7—_r---i ■ If ,— s.... .: i ‘7„00 ... ,411011 0 oft2fr- 1 _ _ ' .Iola 1 '‘ iii / � ! . w ,��, � ,�'!"r' ] 1 #`0040 i ' Irtr; W 4-4" ' Airline p/C Type RUNWAY SURVEY p W MU NMI PO TOM SUS READ ING ZONE I MInnaapofls Star and Trlbw Thur., Oct. 2,1986 • NWA buying Airbus jets; deal may top $3 billion . By John J. Oslund Staff Writer • Merged airline begins operations, but there were some Northwest and Republic Airlines glitches. Page 12A. marked the beginning of their joint ' operations Wednesday by announc- each — through 1995. ing the purchase of up to 100 new Airbus Industrie A320 planes in a The deal marks the biggest order deal that could be worth $3.2 billion. ever received by Airbus and the first time since the jet age began that The agreement was made between Northwest has agreed to buy a plane NWA, Inc., parent of Northwest and made outside the United States. the recently acquired Republic, and Airbus, a consortium of European Yesterday also marked a long 60th aircraft manufacturers. It calls for birthday for Northwest, which was delivery of 10 of the 150 -seat, twin- formed Oct. 1, 1926, although it did jet planes by 1991 and up to 90 more deliveries — taken in blocks of 15 Northwest continued on page 13A it r� .' � - � h 1 ' 4. - ' A compar of Y Wil Y ) r Y st "' x ` Northwest Airlines' t ,,�, �_ �° #� m i d range be • �t . a tw - '1. , 1 4s e i �# 3 , ' a - ' a� , a�'� a, i , ; a r, , , , ,( t . - ' w '` it • 4.., ' • ¢ `L.N t s ' af s y •7 4 y��y lrbw a o . y } J t > > ; '-'4• 7 ; , , ' r , L r --..-f.4- ' Y n � ` �' a � ¢{ �i 27 W 20 .% 4. ,� ,,,, 0+,.;„„..% - .:,- , e � ' 7 , E , : ' t y Number In fleet 56 64 — 9 1 .„ i . Y ,, r.,1, 4,;;; i r•:.. . f a a r + f U t•:' � v } � � �� ; _• � �� X . �� capacity 146 100 150 Y „ � 7411 � � s Range In miles 1,760 1,600 3,500 + f '' •�. , a -° - x ` .,, .. N o f eng ines 3 2 2 'r^s ,.1-...„ " 1 3 a4,„i!., e ',, :� a L d , Number of pilots 3 2 2 �' `' `:i • - • a . Dal models Of the Boeing 727 and the D are also In Photo courtesy of A i rbus U.S. and Aviation Week & Space Technology Nonhwest Airwi.s' fleet. The models listed stove are the beckDone of ttN airYrws' domestic feeder syslsm. Th - 'kit Airbus A320 Jets are being assembled In France. Test flights will begin next spring. Source /Northwest Airlines and Airbus • NIMML it Northwest Continued from page 1A flying until the next year. years Airbus:has a emerged In the past 10 not begin years as a major competitor to the In addition to yesterdays plane pur- two giant U.S. manufacturers, Boeing chase, the largest in Northwest histo- and McDonnell Douglas Corp. The ry, the company combined opera - Airbus A300, a less - sophisticated, • tions with Republic and also an- medium -range plane, has seen ser- nounced It would match tare In- vice with such carriers as Eastern creases announced Tuesday by Airlines for several years. American, United and Delta 1 ■ The new'A320 promises fuel savings Steven G. Rothmeier, Northwest of up to 50 percent with more seating chairman and chief executive 011- capacity and substantially greater cer, said the short- to medium -range range than the 727s and DC9s. Airbus A320 -200 is Intended to re- place the aging fleet of Boeing 727 The A320 also Is the first commer- and DC9 series planes that form the vial plane in production that uses the backbone of Northwest's domestic "fly-by- wire'. concept, which makes feeder operations. it lighter and more responsive. Un- like today's transport planes, which Those older planes, which account use hydraulic lines to transmit the for about one-third of the combined pilot's stick -and- rudder commands to Republic - Northwest fleet. also are the control surfaces, the A320 will considered the noisiest. By contrast, use an electronic "Joystick" system the A320 will more than meet the similar to those used on some high - strictest Federal Aviation Adminis- performance military fighter planes. tration "stage 111" noise limitations, making It one of the quietest planes The A320 also will employ extensive on the market, Northwest said. use of carbon -fiber reinforced plas- tic components, which are lighter Paul Karos, a securities analyst with but stronger than the metal struc- Piper, Jaffrey & Hopwood, noted tures they replace. that Northwest has committed more than $5.2 billion 10 new planes in the Northwest Is the second U.S. carrier past year. to place a firm order for the Airbus A320. Pan American has ordered 16. "Obviously, what Rothmeier is doing Altogether, Airbus has received 134 is displaying the fact that Northwest firm orders for the plane, mostly intends to be a major player In this from European carriers. Industry," he said. Production of the A320 Is truly a The A320, which is still in the devel- European effort: the wings are made opment stage, is scheduled to take its in England, the fuselage in Germa- first flight test in March. An engine ny, the cockpit in France (where manufacturer has not been chosen final assembly also takes place) and for it, Northwest said. the tail surfaces In Spain. The deal has been structured to give William Wren, Northwest vice presi- Northwest flexibility to slow delivery dent for public relations, said the or even cancel orders of any or all Airbus order will not affect an order planes after the first 10 are dells- placed last October with Boeing for ered, Northwest said. $2 billion worth of Boeing 757s and 747 -400s. Combined with the anticipated per- formance of the A320 , which can Those planes are much larger and replace or augment service per- have much greater range than the formed now by the DC9s or the 727s, A320. The 757 is primarily a trans- the deal gives Northwest the ability continental plane and the 747 Is a tp respond to market conditions transatlantic and transpacific plane. whether demand for air travel in the next 10 years Is high, moderate or The A320 also is the first narrow- sof t, the company said. :body plane designed to carry cargo 'Containers that are compatible with "This Is one of the few times that an wide -body planes, Northwest said. airframe manufacturer 1s sharing ;Northwest has the largest air cargo the risk with a major airline in the operation among U.S. passenger car - development of a competitive fleet," rfen• Rothmeier said. Karos said the flexible deal appears "Airbus is showing confidence in Its .to leave Northwest enough room to product in assisting Northwest to tat- . adjust to an economic downturn. And for its expansion capacity to business .the firm commitment for 10 planes cycles and competitive conditions by 1991 represents $320 million, less . We are extremely impressed than halt the cost of buying Repub- with the A320 airplane!' , lic. Jean Pierson, president and . chief ' ' "This is Northwest'sstatement to the executive officer of Airbus Industrie, world that 'We're going to be , said, "We are very pleased to be able ,around: " Karos said. to assist Northwest In its long -term fleet requirements. Our confidence in the A320 is such that we can share the risks in the building of North- west's future fleet. ". ...........■ -- ---- - __ _____ it cr A tifOin Tilmljnilillell megmt riltER rgtvtiiit q BN.lattri E....4 5, - -,z. .r , 2 I . g y ,01.24 ._ - 7-1./- Z. - t.cmy , .%.§ 41 LS C):: 8 insc= re d ta 41 ' 11 c't II' l e • 6- `-ii -• • a ->' -- - oar ui ........ ,...r•-• 'a ' 7 , .. • 0V0 .). - 41Es E „3.0.d." ' v 2 la i i r 0 . A 4)0vV.... •CE i i - 1-..w .7.4 _ tu ioo 0) - ,,C r :1..,-.ez . 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