07/10/2007 - Airport Relations CommissionAGENDA
EAGAN AIRPORT RELATIONS COMMISSION MEETING
EAGAN ROOM (2ND FLOOR CITY HALL)
TUESDAY, JULY 10, 2007
7:00 P.M.
I. ROLL CALL AND AGENDA ADOPTION
II. APPROVAL OF MINUTES
III. VISITORS TO BE HEARD
IV. OLD BUSINESS
A. Communications Update
B. MAC Monthly Reports— Eagan - Mendota Heights Corridor
Analysis /Technical Advisory Report /17 -35 Departure Analysis
Report
C. Southern Twin Cities Association of Realtors Survey Update
V. NEW BUSINESS
A. Correspondence: Metropolitan Airports Commission (MAC)
and FAA
VI. STAFF / COMMISSION UPDATE
A. Newspaper Articles
B. Tour of the FAA Air Traffic Control Tower
C. Cities v. MAC Lawsuit Update
VII. ROUNDTABLE,
VIII. ADJOURNMENT
Auxiliary aids for• persons with disabilities will be provided upon advance notice of at least .96 hours. If a
notice of less than 96 hours is received, the City of Eagan will attempt to provide such aid.
411� City of Eap Mo
TO: CHAIR THORKILDSON AND THE EAGAN AIRPORT RELATIONS
COMMISSION
FROM: DIANNE MILLER, ASSISTANT TO THE CITY ADMINISTRATOR
DATE: JUNE 29, 2007
SUBJECT: AIRPORT RELATIONS COMMISSION MEETING / TUESDAY, JULY 10, 2007
The Eagan Airport Relations Commission will meet on Tuesday, July 10, 2007 at 7:00 p.m. in the
Eagan Room (second floor of City Hall) due to the City Council meeting taking place in the Chambers
on the same evening. In order that we have a quorum present, please contact Mary O'Brien at 651-
675 -5005 if you are unable to attend this meeting.
I. ROLL CALL AND ADOPTION OF AGENDA
The agenda, as presented or modified, is in order for adoption by the Commission.
II. APPROVAL OF MINUTES
The minutes of the June 12, 2007 Airport Relations Commission meeting are enclosed on pages
through . These minutes, as presented or modified, are in order for adoption by the
Commission.
III. VISITORS TO BE HEARD
The Eagan City Council and its Commissions set aside up to ten minutes at the beginning of public
meetings to permit visitors to address items of interest that are not scheduled on the regular agenda.
Items that will take more than ten minutes or that require specific action can be scheduled for a
future agenda.
IV. OLD BUSINESS
A. Communications Update — It is the practice of the Airport Relations Commission to
discuss their communication initiatives each month, which include articles in the Exx)erience Eagan
Newsletter, stories aired on the City's local access cable channels, and inclusions in the ARC
Notebook. If any of the Commissioners have suggestions for additional communication initiatives
in the City regarding airport issues, please voice those suggestions at this time.
B. MAC Monthly Reports — Eagan/Mendota Heights Corridor Analysis /Technical
Advisory Report /17 -35 Departure Analysis Report — Enclosed on pages __ through is
the May 2007 Eagan/Mendota Heights Corridor Analysis. Enclosed on pages �_ through
4
is the May 2007 Technical Advisory Report. Enclosed on pages 1 through is the May
2007 Runway 17 Departure Analysis Report. The May reports are the most current reports
available on the MAC website. It is the practice of the Commission to review the reports and
discuss any significant deviations that may have occurred or any other noteworthy occurrences as
reported in the analyses.
C. Southern Twin Cities Association of Realtors Survey Update — The Southern Twin Cities
Association of Realtors (STCAR) continues to field the survey developed by the Eagan Airport
Relations Commission. The survey was anticipated to be completed on June 29, 2007. Angelique
McDonald, Government Affairs Representative for the STCAR, has been invited to the August
ARC meeting to present the results of the survey.
V. NEW BUSINESS
A. Correspondence: Metropolitan Airports Commission (MAC) and FAA — Enclosed on
pages through is correspondence that was sent to the MAC, per Council direction at
the June 19 Council meting. Enclosed o ages through is the response from the
MAC to the City. Enclosed on pages through is a le er sent to the MAC and the
FAA, under City Administrator Hedges' signature, clarifying action taken by the MSP Noise
Oversight Committee in January 2007 regarding correspondence to the FAA that raised questions
about runway use at MSP. As the final letter indicates, MAC staff has agreed to place an item on
the July 18 NOC agenda to further discuss the increased use of Runway 17/35 and to provide the
conununity representatives the opportunity to clarify for the record the action taken in January that
has led the MAC to believe all of the commumt' s ere seeking increased use of the new runway,
which is not the case. Lastly, enclosed on page is a letter from Governor Pawlenty informing
the City that he is in receipt of the letter the City sent to the MAC and FAA on June 20 regarding
increased use of Runway 17/35.
The Commission is welcome to discuss.the correspondence between the City, MAC and FAA.
VI. STAFF / COMMISSION REPORT
A. Newspaper Articles — Enclosed on pages through are newspaper articles that
recently appeared in both the Star Tribune South as well as the Pioneer .Press regarding the
correspondence sent by the City of Eagan which focused on the increase use of Runway 17/35.
B. Tour of the FAA Air Traffic Control Tower — As the Commission will recall, per the
request of Chair Thorkildson, Mr. Carl Rydeen, MSP Air Traffic Control Tower Assistant Manager
of Operations, was contacted to inquire whether he would be willing to provide a tour of the Air
Traffic Control Tower to members of the Eagan ARC. Numerous attempts have been made to
contact Mr. Rydeen regarding the tour; however, no response has been provided.
C. Cities v. MAC Lawsuit Update — Assistant to the City Administrator Miller will provide a
verbal update to the Commission on the cities' lawsuit versus the MAC.
6",
VII. ROUNDTABLE
Per the request of the Commission, this agenda item has been added so that Commissioners have the
opportunity to ask questions or make requests for future agenda items.
VIII. ADJOURNMENT
Per the request of the Commission, the Eagan ARC meetings will go no later than 8:30 p.m. unless
agreed upon by the Commission.
Assistant to the City Administrator
MINUTES OF THE EAGAN
AIRPORT RELATIONS COMMISSION MEETING
JUNE 12, 2007
A regular meeting of the Eagan Airport Relations Commission was held on Tuesday, June 12,
2007 at 7:00 p.m. Those present were Curtis Aljets, Steve Beseke, Jason Bonnett, Tammy Mencel,
Charles Thorkildson and Bret Walsh. Absent were Maggie Jensen and Jack Prentice. Also present was
Assistant to the City Administrator Miller.
AGENDA
The agenda was amended to include item B. under New Business; Proposed Settlement and
Class Action Lawsuit and Correspondence from Attorneys Representing the MAC. Upon motion by
Beseke; seconded by Aljets the agenda was approved as modified. All members voted in favor.
APPROVAL OF MINUTES
Bonnett made a motion to approve the minutes of the May 8, 2007 regular meeting of the
Eagan Airport Relations Commission as presented; Mencel seconded the motion. All members voted in
favor.
VISITORS TO BE HEARD
There were no visitors to be heard.
COMMUNICATIONS UPDATE
Miller introduced the item stating it is the practice of the Airport Relations Commission to
discuss any communication initiatives relative to airport noise each month including articles appearing
in the Experience Eagan newsletter, stories aired on the City's local access cable channels and
inclusions in the ARC Notebook.
MAC MONTHLY REPORTS — EAGAN/MENDOTA HEIGHTS CORRIDOR
ANALYSIS /TECHNICAL ADVISORY REPORT /17 -35 DEPARTURE ANALYSIS REPORT
Miller introduced the item stating the enclosed April 2007 Eagan/Mendota Heights Corridor
Analysis, April 2007 Technical Advisory Report and the April 2007 Runway 17 Departure Analysis
Report are the most current reports available on the MAC website.
Thorkildson noted April was the third consecutive month with low corridor compliance.
Thorkildson also commented that one day last week at approximately 7:40 a.m., while traveling
westbound on Yankee Doodle Road, he observed one aircraft after another flying out of the corridor.
The Commission noted the number of complaints during the month of April. They discussed a
shift and reduction of departure operations from the commercial /industrial area of Eagan and noted the
increase in operations over dense residential housing which is the result of rerouting these flights. Aljets
R
Eagan Airport Relations Commission
June 12, 2007
Page 2 of 3
stated the numbers do not substantiate the need to route these flights from a commercial area which has
been zoned for air traffic. Aljets further referenced a pamphlet put out by the MAC which emphasizes
flights over industrial and commercial areas.
The Commission discussed the All Operations Runway Use Report for the month of April,
comparing the number of operations and percentages with last year. It was suggested that staff contact
MAC asking to hold a future quarterly public input meeting in Eagan near an area experiencing
increased noise.
The Commission discussed the April 2007 Top Ten Loudest Aircraft Noise Events for MSP
Report. Aljets noted in the Analysis of Aircraft Noise Events DNL Report for April 2007 the RMT #39
had 10 days with no noise level recorded. Miller stated she would ask MAC why 10 days were not
recorded.
SOUTHERN TWIN CITIES ASSOCIATION OF REALTORS SURVEY UPDATE
Miller introduced the item stating the survey began in mid -May and will run through the end of
June. Miller stated over 50 surveys have been completed by realtors thus far and the STCAR. will
provide a summary of the data at the close of the survey period. Miller stated the survey is being
distributed to realtors at continuing education and new realtor classes and is available on -line or in paper
format. Miller stated the results of the survey should be available for the August ARC meeting.
REVIEW RUNWAY AND DEPARTMENT TURN POINT PROCEDURE COMPLIANCE ON
RUNWAY 12L AND REVIEW OVERALL, EAGAN /MENDOTA HEIGHTS CORRIDOR
COMPLIANCE
Miller introduced the item noting a memo from Chad Legve, Manager of the Aviation Noise and
Satellite Programs for the MAC, regarding compliance with Runway 12L Departure Turn Point
Procedure and overall compliance on the Eagan/Mendota Heights Coiridor Analysis. Miller noted that
Mr. Leqve commented at the last NOC meeting that compliance has been at the lowest levels he can
remember in his 11 -year tenure at the MAC.
Thorkildson asked if Mendota Heights has noticed any significant difference using the turning at
wheels up procedure. Miller stated the feedback she has heard is, when it is complied with, it makes a
significant difference to residents north of Highway 110. There was Commission discussion regarding
the Runway 17 Departure Overflight Grid Analysis Report.
CORRESPONDENCE TO GOVERNOR PAWLENTY REGARDING MAC APPOINTMENTS
Miller stated per the direction of the ARC at their May meeting, a letter was sent on May 15,
2007 to Governor Pawlenty regarding the MAC appointments. Miller also stated that Commissioner
McKasy is seeking reappointment.
TOUR OF THE FAA AIR TRAFFIC CONTROL TOWER
Miller stated she contacted Carl Rydeen, MSP Air Traffic Control Tower Assistant Manager of
Operations, regarding a tour of the Air Traffic Control Tower to members of the ARC. She further
Eagan Airport Relations Commission
June 12, 2007
Page 3 of 3
stated she has also followed up with Mr. R.ydeen and is awaiting a call back from him and will contact
Commissioners as to available dates.
PROPOSED SETTLEMENT AND CLASS ACTION LAWSUIT AND CORRESPONDENCE
FROM THE ATTORNEYS REPRESENTING THE MAC
Miller gave a brief background on the item. The Commission discussed the letter from the
Environmental Law Group representing the MAC in the class action. Miller stated the letter asserts that
Runway 17/35 is now being used to a much greater extent than previously and has an impact on a
number of homes within the 60 to 65 DNL contours.
Thorkildson noted wording in the letter states the cities acknowledged that FAA, not MAC, is
responsible for how the runway is used. Miller also stated the letter insinuates that Eagan was among
the cities that complained that Runway 17/35 was not being used as much as the FAA envisioned in the
FE1S and, it was agreed by Commissioners, that Eagan should contact its state representatives, the
MAC, FAA and media noting that the City of Eagan should not be included in that referenced staternent.
The Commission further discussed increased noise, compliance issues and percent of operations.
ADJOURNMENT
Upon motion by Aljets, seconded by Beseke, the meeting adjourned at 8:00 p.m. All members
voted in favor.
DATE
it
SECRETARY
5/1/2007 - 5/31/2007
Eagan /Mendota Heights Departure Corridor Analysis
Minneapolis -St. Paul International Airport
SIP
d r
...............
...........
v
3 = - =_ _-
*This report is for informational purposes only
and cannot be used for enforcement purposes.
C
i
Metropolitan Airports Commission
3640 Carrier Jets Departed Runways 12L and 12R in May 2007
3300 (90.7 %) of those Operations Remained in the Corridor
3640 Total 12L & 12R Carrier Departure
Operations
3300 (90.7 %) Total 12L & 12R Carrier
Departure Operations in the Corridor
Minneapolis -St. Paul
Penetration Gate Plot for In Corridor Gate
5/1/2007 00:00:00 - 5/31/2007 23:59:59
3300 Tracks Crossed Gate: Left = 1997 (60.5 %), Right = 1303 (39.5 %)
O
n
'0��fi�.� .rte � � o �. •�`��,'�:��.�
��y � O. h >�.��a - _ _ , fi - = !i� c• fir-. r.. ^-NJ O n '� � r U>
O
Monthly Eagan /Mendota Heights Departure Corridor Analysis, Report Generated: 06/29/2007 10:06 Page 1
9
Metropolitan Airports Commission
236 (6.5 %) Runway 12L and 12R Carrier Jet Departure Operations were
North of the 090° Corridor Boundary During May 2007
Of Those, 33( ®)Returned to Corridor Before Reaching SE Border of Ft. Snelling State Park
Wv
MW
a..
M
m
Minneapolis -St. Paul
Penetration Gate Plot for North Corridor Gate
5/1/2007 00:00:00 - 5/31/2007 23:59:59
236 Tracks Crossed Gate: Left = 50 (21.2 %), Right = 186 (78.8%
cl>" '
1p
L+ •�'_ v
Page 2 Monthly Eagan /Mendota Heights Departure Corridor Analysis. Report Generated: 06/2912007 10:06
r
IL-OF
Metropolitan Airports Commission
104 (2.9%) Runway 12L and 12R Carrier Jet Departure Operations were
South of the Corridor (South of 30L Localizer) During May 2007
Of Those, 3( —)Returned to Corridor Before Reaching SE Border of Ft. Snelling State Park
Dakdale
ALI
pl,
W
do,l vest 0.1 bdbU
L F
Din
all 0
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—1— 1 ....... Ir I
Flo
"A' 11 1 Int Paul Par
R
JL
C, 15
6
Monthly Eagan/Mendota Heights Departure Corridor Analysis. Report Generated: 06/29/2007 10:06 Page 3
11
Metropolitan Airports Commission
14 (0.4 %) Runway 12L and 12R Carrier Jet Departure Operations were 50
South of the Corridor (5° South of 30L Localizer) During May 2007
®fin -` \ 5 �aktlele
_— nneapollg`�\ j�n �yI t3 '..i t�aplowo -d
\\\ f
� I na5Ety IA4
aLL` J�I esl 5alr![P�aI;L _'tMloodbu
� Mindol'a
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>�'
`RI :hfield
-@ ii nfisli La I Ped
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1nt Paul PbI
5.
nnVa a m
3 9c. rn 9hts J t
fi IJ t 111
�/ / // I 1
i \� urn Ille
. pple Valley � � �• \ �. fi2sempur 1
/I
Minneapolis -St. Paul
Penetration Gate Plot for 5° South Corridor Gate
5/1/2007 00 :00:00 - 5/31/2007 23 :59:59
14 Tracks Crossed Gate: Left = 14 (100 %), Right = 0
Page 4 Monthly Eagan /Mendota Heights Departure Corridor Analysis, Report Generated: 06/29/2007 10:06
) ?M
Metropolitan Airports Commission
Top 15 Runway 12L/12R Departure Destinations for May 2007
Airport
City
Heading
#Ops
Total Ops
FAR
FARGO
3120
131
3.6%
SEA
SEATTLE
2780
124
3.4%
YYZ
TORONTO
950
99
2.7 %
ORD
CHICAGO (O'HARE)
1240
93
2.6%
YWG
WINNIPEG
3300
90
2.5%
BIS
BISMARCK
2910
88
2.4%
GRB
GREEN BAY
900
83
2.3%
LAX
LOS ANGELES
238°
82
2.3 %
DTW
DETROIT
1050
80
2.2%
BOS
BOSTON
970
78
2.1%
ATL
ATLANTA
1490
77
2.1%
PDX
PORTLAND
2720
75
2.1%
SFO
SAN FRANCISCO
2510
65
1.8%
LAS
LAS VEGAS
2430
63
1.7%
MOT
MINOT
3040
58
1.6%
Monthly Eagan /Mendota Heights Departure Corridor Analysis. Report Generated: 06/29/2007 10:06 Page 5
13
�'
�r�_
Table of Contents for May 2007
Complaint Summary -
—1
Noise Complaint Map
2
FAA Available Time for Runway Usage
3
MSP All Operations Runway Usage
4
MSP Carrier Jet Operations Runway Usage
5
MSP Carrier Jet Fleet Composition
6
MSP All Operations Nighttime Runway Usage
7
MSP Carrier Jet Operations Nighttime Runway Usage
8
MSP Top 15 Nighttime Operator's by Type
9
MSP Top 15 Nighttime Operator's Stage Mix
10
Airport Noise and Operations Monitoring System Flight Tracks
11 -14
MSP ANOMS Remote Monitoring Tower Site Locations Map
15
Time Above dB Threshold for Carrier Jet Arrival Related Noise Events
16
Time Above dB Threshold for Carrier Jet Departure Related Noise Events
Carrier Jet Arrival Related Noise Events —
Carrier Jet Departure Related Noise Events
MSP Top Ten Aircraft Noise Events per RMT
Analysis of Daily and Monthly Aircraft Noise Events DNL
A Product of the Metropolitan Airports Commission ANOMS Program
17
18
19
20 -32
33 -35
MSP Complaints by City
May 2007
City
Arrival
Departure
Other
Number of
Complaints
Number of
Complainants
% of Total
Complaints
FA(3AN
14
75
146
1192
10
639
2076
130
34 "vii
MINNl•APOLIS
58
52
85
102
6
115
418
95
68%
BLOOMING I'ON
5
3
223
122
3
31)
667
58
10.9'!! %6
BURNSVILLE
9
4
74
193
1
92
373
52
611%
APPL.I.i VALLPN
34
332
18
46
6
139
575
39
9.4%
R.ICIIFIEL.D
1
0
657
4
19
13
694
16
11..441
SAINT PAL]]..
0
0
2
33
1
15
51
11
081""
MENDOTA
HEIGHTS
1
0
17
629
0
8
655
10
10.T %6
SAINT LOUIS PARK
0
20
1
0
2
0
23
6
(1.4'511
FARNiINGTON
0
64
(I
54
0
36
154
5
2.51;4
HIDINA
D
0
5
0
(1
5
10
5
0341
L.AKEVILLE
1
0
0
0
0
3
4
4
0.1'56
MINNGTONKA
12
1
1
0
0
0
14
3
0.2':1
EDEN PRAIRIE,
0
0
293
0
17
12
322
2
53%
WEST SAINT PAUL.
0
0
5
1
0
0
6
2
0.1'!•6
SOUTH SAINT
PAUL
0
0
4
0
0
0
4
2
0.1'!")
ROSENIOLIN'I
2
0
1
0
1
0
4
2
(11 .,4,
INVER GR0VF,
HEIGHTS
0
0
1
1
0
1
3
2
04 %u
SUNFISH LAKE
0
0
0
32
0
2
34
1
0 61,e
GOLDEN VALLEY
0
0
0
1
0
5
6
1
0.1911
MINNE :fRISTA
4
0
0
0
1
0
5
1
0,1'!•6
C:HANHASSEN
0
0
0
0
0
3
3
1
01.4.
NORWOOD YOUNG
AMER1C
0
0
0
0
0
2
2
1
0'!%0
I'ALCONHEIGH'IS
0
0
0
0
0
1
1
1
04.6
MEINDOTA
0
0
1
0
0
0
1
'Total 1
692
3944
1469
6105
451
Nature of MSP Complaints
Complaint
Total
Early /l,nte
165
4.586
Engine Run -up
1
44
Excessive Noise
1739
41.75
Frequency
217
2070
(.bound Noise.
25
286
Helicopter
0
5
Low Flying
157
1653
Structural Disturbance
17
342
Other
II
248
Total
12741
Note. Shaded Columns represent MSP complaints riled via the Internet.
Sum of % Total of Complaims may not equal 100% due to rounding.
"As of May 2005, the MSP Complaints by City report Includes multiple
complaint descriptors per Individual comphIm. Therefore, the number of
complaint descriptors may be more than the number of reported complaints.
Time of Day
Time
Total
0000 -0559
77
183
0600 -0659
66
254
0700 -1159
386
1177
1200 - 1559
206
4=14
1600 -1959
488
854
3000 -2159
269
594
2200 -2259'
210
692
2300 -2359
40
165
Total
6105
Complaints by Airport
Airport
Total
NIS.P
6105
Airlake
0
Anoka
4
Crystal
2
]'lying Cloud
57
Lake Elmo
0
St. Paul
7
Misc.
0
Total
6175
Report Generated: 06/08/2007 09:45 - 1 -
MSP International Airport
Aviation Noise Complaints for May 2007
Dayton ' Chan pain A
Hanover - -- -- Ccibn Rapids _. [3laine1 I�no�rl'vf;!
} 1.
,_s i.
Z...• i 7 I I J s
Gr enfield Goraoran Maple rove Brooklyn Park I-
rt �� tVloCli) dsew -. —rth Oaks
c �larVtR �+ i t
a
Iritl�Y __ rclIjiIYsG�
SOUTH FOFK ROVJ RIVEF rup yn
d lia; I t 1 S� Ca n I H 1 hl I M F 1
=tip
"M
.edina Ne
Independence I Plvl lh . h'binsdale t _ Lilt e Canada
s
i Roseville i. -,
�olden V ey ' �� ,
.. Fal {-hts _
t: II I a.K (ytutoDs
Orono w
Ir t'Loi>t Prk I
Mirfrletrlj�u� �, ,ttt, DehaNOWbp ms, o ki i l <�® �j�jpaul
orewoA Y3. !_ Saint�'6LI
Er iina
1., h air.
-
... � Vrtlana.
Charrassen r' Eden,Pr
19ver Grove FIE.
Chaska Blno �, s
ih9.N�j'CSOTA IVEF 4I
��L
Shakopee
:a �r � u � 'L_ Savage
L r ' rnloa ui
ey Rosemount
I_ f ; PnorrLake !
NNE -R
I�r' an Lakeville
lFa Oil
Belle Pla ne
I'rZ L .
Nevi Prpl ue
r
ci
Number of Complaints per Address
1 -5 6 -16 17 -34 35 -65 66 -110 111.162 163 -319 320 -644
2 - Report Generated: 06/08/2007 09:45
Available Hours for Runway Use
May 2007
irce: t-AA Kunway use Logs)
:All Hours
0K..0 15 A41 tJN"1�5`i4A„I�'ZrP.FK I
ineapolis �--- t' Q ��
5 ink Pi1/111'5"
F rRr J{ -LlWf# ,Tci It K
27 �
MSPJt� 5 -
11
M
MSP1
� 'GVVti
May 2007
Air Carrier
802
' UIJIV CLUB LAKE
Commuter
F.a ga
IOW IAKC
General Aviation
103
58
Military
6
j -�( Nighttime Hours
ll} 0K' 10:30pm to 6;OOam AW
`} `\
i �nneapolis
FAA Ave ra e Dailv Count
E
Report Generated: 06/08/2007 09:45 If$ .3-
May 2006
May 2007
Air Carrier
802
775
Commuter
388
414
General Aviation
103
58
Military
6
8
Total
1299
1256
Report Generated: 06/08/2007 09:45 If$ .3-
All Operations
Runway Use Report May 2007
RwY
Arrival/
Departure
Overflight Area
Count
Operations
Percent
Last Year
Count
Operations
Last Year
Percent
04
Arr
So. Richfield /Bloomington
0
0%
0
0%
12L
Arr
So. Minneapolis /No. Richfield
5660
29.3%
3527
17.7%
12R
Arr
So. Minneapolis /No. Richfield
5636
29.2%
3471
17.4%
17
Arr
So. Minneapolis
0
0%
0
0%
22
Arr
St. Paul /Highland Park _
1
0%
0
0%
301-
Arr
Eagan /Mendota Heights
2801
14.5%
4781
24%
30R
Arr
Eagan /Mendota Heights
3076
15.9%
5403
27.2%
35
Arr
Bloomington /Eagan
2154
_
11,1 %
2713
13.6%
Total Arrivals
19328
19895
04
Dep
St. Paul /Highland Park
12
0.1%
0
0%
12L
Dep
Eagan /Mendota Heights
3135
16.3%
2962
15.1%
12R
Dep
Eagan /Mendota Heights
1672
8.7%
1635
8.3%
17
Dep
Bloomington /Eagan
7293
38%
2663
13.6%
22
Dep
So, Richfield /Bloomington
28
0.1%
0
0%
30L
Dep
So. Minneapolis /No. Richfield
3389
17.6%
6035
30.7%
30R
Dep
So. Minneapolis /No. Richfield
3676
19,1%
6343
32.3%
35
Dep
So. Minneapolis
0
0%
0
0%
Total Departures
19205
19638
Total Operations
38533
39538
Note: Sum of RUS % may not equal tOD°/ due to rounding
Ask-
-4- Report Generated: 06/08/2007 09:45
Carrier Jet Operations
Runway Use Report May 2007
RWY
Arrival/
Departure
Overflight Area
Count
Operations
Percent
Last Year
Count
Operations
Last Year
Percent
04
Arr
So, Richfield /Bloomington
0
0%
0
0%
12L
Arr
So. Minneapolis /No. Richfield
4563
28.9%
2919
17.8%
12R
Arr
So. Minneapolis /No. Richfield
4731
29.9%
2924
17.9 %
17
Arr
So. Minneapolis
0
0%
0
0%
22
Arr
St. Paul /Highland Park
1
0%
0
0%
30L
Arr
Eagan /Mendota Heights
2318
14.7%
3939
24.1%
30R
Arr
Eagan /Mendota Heights
2518
15.9%
4431
27.1%
35
Arr
Bloomington /Eagan
1681
10.6%
2158
13.2%
Total Arrivals
15812
16371
04
Dep
St. Paul /Highland Park
11
0.10/.
0
0%
12L
Dep
Eagan /Mendota Heights
2263
14.3%
2399
14.8%
12R
Dep
Eagan /Mendota Heights
1377
8.7%
1405
8.7%
17
Dep
Bloomington /Eagan
6378
40.3%
2273
14%
22
Dep
So. Richfield /Bloomington
23
0.1%
0
0%
30L
Dep
So. Minneapolis /No, Richfield
2769
17.5%
4984
30.7%
30R
Dep
So. Minneapolis /No. Richfield
2992
18.9%
5176
31.9%
35
Dep
So. Minneapolis
D.
0%
0
0%
Total Departures
15813
16237
Total Operations
31625
32608
Note: Sum of RUS % may not equal 100% due to rounding.
Report Generated; 06 /08/2007 09;45 01^ - 5 -
May 2007 MSP Carrier Jet Fleet Composition
Type
FAR Part 36 Take-
Off Noise Level
Aircraft Description
Stage
Count
Percent
B742
110
Boeing 747 -200
3
3
_ 0%
DC10
103
McDonnell Douglas DC10
3
178
0.6%
8744
101.6
Boeing 747••400
3
69 '
0.2%
DCBQ
100.5
McDonnell Douglas DC8 Modified Stage 3
3
71
0.2%
MD11
1 95.8
McDonnell Douglas MD11
3
4
1 0%
B762
95,7
_
Boeing 767 -200
3
1
0%
B767
95.7
Boeing 767 -300
3
3
0%
A330
95.6
Airbus Industries A330
3
306
1%
B72Q
94.5
Boeing 727 Modified Stage 3
3
328
1%
A300
94
Airbus Industries A300
3
155
0.5%
A310
92.9
Airbus Industries A310
3
37
0.1%
MD80
91.5
McDonnell Douglas MD80
3
978
3.1%
B757
91:4
Boeing 757
3
3569
11.3%
DC9Q
91
McDonnell Douglas DC9 Modified Stage 3
3
4847
15.3%
B734
88.9
Boeing 737 -400
3
4
0%
A320
87.8
Airbus Industries A320
3
4996
15.8%
B735
87,7
Boeing 737 -500
3
420
1.3%
B738
87.7
Boeing 737 -800
3
12%
8733
87.5
Boeing 737 -300
3
_1009
620
2%
A319
87.5
Airbus Industries A319
3
4468
14.1%
B737
87,5
Boeing 737 -700
3
379
1.2%
A318
87.5
Airbus Industries A318
3
59
0.2%
E170
83.7
Embraer ERJ -170
3
283
0,9%
E145
83.7
Embraer ERJ -145
3
627
2%
8717
83
Boeing 717 -200
3
474
1.5%
CRJ
82.7
Canadair Regional Jet
3
7396
23.4%
E135
77.9
Embraer ERJ• 135
3
341
1.1 n/o
Totals
1
31625
Note: Sum of fleet mix % may not equal 100% due to rounding.
Note: Stage III represent aircraft modified to meet all stage III criteria as outlined in Federal Aviation Regulation
(FAR) Part 36. This includes hushkit engines, engine retrofits or aircraft operational flight configurations.
-The Provided Noise levels from FAR Part 36 are the loudest levels documented per aircraft type during
take -off measured in EPNL dBA (Effective Perceived Noise Level).
•EPNL is the level of the time integral of the antilogarithm of one -tenth of tone - corrected perceived noise level
of an aircraft flyover measured in A- weighted decibels.
8 - Report Generated: 06/08/2007 09:45
Count
Current
Percent
Last Years
Percent
Stage II
0
0%
0%
Stage 111
5246
1$.6%
16.1%
Stage III Manufactured
26379
83,4%
83.9%
Total Stage III
31625
Note: Stage III represent aircraft modified to meet all stage III criteria as outlined in Federal Aviation Regulation
(FAR) Part 36. This includes hushkit engines, engine retrofits or aircraft operational flight configurations.
-The Provided Noise levels from FAR Part 36 are the loudest levels documented per aircraft type during
take -off measured in EPNL dBA (Effective Perceived Noise Level).
•EPNL is the level of the time integral of the antilogarithm of one -tenth of tone - corrected perceived noise level
of an aircraft flyover measured in A- weighted decibels.
8 - Report Generated: 06/08/2007 09:45
Nighttime All Operations 10:30 p.m. to 6:00 a.m.
Runway Use Report May 2007
RWY
Arrival/
Departure
Overflight Area
Count
Operations
Percent
Last Year
Count
Operations
Last Year
Percent
04
Arr
So, Richfield /Bloomington
0
0%
0
0 %n
12L
Arr
So, Minneapolis /No. Richfield
229
18.4%
151
11.9%
12R
Arr
So, Minneapolis /No. Richfield
402
32.4%
211
16.6%
17
Arr
So. Minneapolis
0
0%
0
0%
22
Arr
St. Paul /Highland Park
0
0%
0
0%
301..
Arr
Eagan /Mendota Heights
438
35.3%
401
31.5%
30R
Arr
Eagan /Mendota Heights
124
10%
503
39.6%
35
Arr
Bloomington /Eagan
49
3.9%
5
0.4%
Total Arrivals
1242
1271
04
Dep
St. Paul /Highland Park
0
0%
0
0 %
12L
Dep
Eagan /Mendota Heights
195
23.1%
187
23.5%
12R
Dep
Eagan /Mendota Heights
123
14.6%
90
11.3%
17
Dep
Bloomington /Eagan
231
27,4%
54
6.8%
22
Dep
So. Richfield /Bloomington
1
0.1%
0
0%
30L
Dep
So. Minneapolis /No. Richfield
112
13.3%
173
21,8%
30R
Dep
So. Minneapolis /No, Richfield
181
21.5%
291
36.6%
35
Dep
So, Minneapolis
0
0 %
0
0%
Total Departures
843
795
Total Operations
2085
2066
Note: Sum of RUS % may not equal 100% due to rounding
Report Generated: 06/08/2007 09:45 Amhaom - 7 -
Nighttime Carrier Jet Operations 10:30 p.m. to 6:00 a.m.
Runway Use Report May 2007
...I�.a t... _ .......... . .............. ._I ,_ L.,, -- ,i I
-�
fi i•14:Hi�rhf �_, � II.i I.�f/�rP.F:t. �Y
a� 'o rnneapoifs S"C 0% Int
50%
RWY
Arrival/
Departure
Overflight Area
Count
Operations
Percent
Last Year
Count
Operations
Last Year
Percent
04
Arr
So. Richfield /Bloomington
0
0%
0
0%
12L
Arr
So. Minneapolis /No. Richfield
197
17.9%
128
11.6%
12R
Arr
So. Minneapolis /No. Richfield
360
32.6%
195
17.7%
17.1
Arr
So. Minneapolis
0
0%
0
0%
22
Arr
St, Paul /Highland Park
0
0%
0
0%
30L
Arr
Eagan /Mendota Heights
382
34,6%
360
32.7%
30R
Arr
Eagan /Mendota Heights
119
10,8%
414
37.6%
35
Arr
Bloomington /Eagan
45
4.1%
3
0.3%
Total Arrivals
1103
1100
04
Dep
St. Paul /Highland Park
0
0%
0
0%
121-
Dep
Eagan /Mendota Heights
171
23.1%
141
21.5%
12R
Dep
Eagan /Mendota Heights
86
11.6%
73
11.1%
17
Dep
Bloomington /Eagan
221
29.8%
47
7.2%
22
Dep
So. Richfield /Bloomington
1
0.1%
0
0%
301..
Dep
So. Minneapolis /No. Richfield
91
12,3%
140
21.3%
30R
Dep
So, Minneapolis /No. Richfield
171
23.1%
255
38.9%
35
Dep
So, Minneapolis
0
0%
0
0%
Total Departures
741
656
Total Operations
1844
1756
Note: Sum of RUS % may not equal 100% due to rounding.
8 - Report Generated: 06/08/2007 09:45
May 2007 Top 15 Actual Nighttime Jet Operators by Type
10:30 p.m. to 6:00 a.m.
Total Nighttime Jet
Operations by Hour
Hour
Count
2230
650
2300
405
2400
1'17
100
29
200
26
300
39
400
83
500
495
TOTAL
1844
Airline
ID
Stage
Type
Count
American
AAL
3
B738
29
American
AAL
3
MD80
13
America West
AWE
3
A320
84
Continental Express
BTA
3
E145
57
DHL
DHL
3
B72Q
67
FedEx
FDX
3
A300
9
FedEx
FDX
3
A310
18
FedEx
FDX
3
B72Q
2
FedEx
FDX
3
DC10
40
Pinnacle
FLG
3
CRJ
213
Kitty Hawk
KHA
3
B72Q
10
Kitty Hawk
KHA
3
B733
32
Northwest
NWA
3
A319
148
Northwest
NWA
3
A320
209
Northwest
NWA
3
A330
16
Northwest
NWA
3
B742
1
Northwest
NWA
3
B757
138
Northwest
NWA
3
DC9Q
202
Republic Airlines
RPA
3
E170
40
Sun Country
SCX
3
B738
128
Skywest Airlines
SKW
3
CRJ
90
Airtran
TRS
3
8717
2
Airtran
TRS
3
B737
28
United
UAL
3
A320
2
United
UAL
3
B733
40
United
UAL
3
B735
3
UPS
UPS
3
A300
20
UPS
UPS
3
B757
25
UPS
UPS
3
DC8Q
38
US Airways
USA
3
A320
28
TOTAL
1732
Note: The top 15 nighttime operators represent 93.9% of the total nighttime carrier jet operations.
Report Generated: 06/08/2007 09:45 - 9 -
N
C
0
CL
Q
v
C7
:LY
�I
750
700
650
600
550
500
450
400
350
300
250
200
150
100
50
O
May 2007 Nighttime Fleet Stage Mix for Top 15 Airlines
10:30 p.m. to 6 :00 a.m.
AAL AWE BTA DHL FDX FLG KHA NWA RPA SCX SKW TRS UAL UPS USA
Dmanuraotured Stage 3 IM Stage 3 Stage 2
May 2007 Nighttime Fleet Stage Mix for Top 15 Airlines
10:30 p.m. to 6:00 a.m.
Airline
Stage 2
Stage3
Manufactured
Stage 3
Total
AAL
0
0
42
42
AWE
0
0
84
84
BTA
0
0
57
57
DHL
0
67
0
67
FDX
0
2
67
69
FLG
0
0
213
213
KHA
0
10
32
42
NWA
0
202
512
714
RPA
0
0
40
40
SCX
0
0
128
128
SKW
0
0
90
90
TRS
0
0
30
30
UAL
0
0
45
45
UPS
0
38
45
83
USA
0
0
28
28
Total
0
319
1413
1732
Note: UPS DC8Q and B727Q aircraft are re- engined with manufactured stage 3 engines.
-10- Report Generated: 06/08/2007 09:45
Airport Noise and Operations Monitoring System Flight Tracks
Carrier Jet Operations — May 2007
May 1 thru 8, 2007 — 4102 Carrier Jet Arrivals
May 1 thru 8, 2007 — 4098 Carrier Jet Departures
May 1 thru 8, 2007 — 260 Nighttime Carrier Jet Arrivals May 1 thru 8, 2007 —191 Nighttime Carrier Jet Departures
wn
/ I ~
if\ eapoll `�f` 3 intN > i �. �M :,doffHdli
` MAP y
4( ohfeld t'� �T� Y!
1'`� \ V ,
1 ", . afx+' rn Laur:. - Y Helghl 1. ll`t�C�a""�1 a gton
..I 5 in -`
ih f�Alt'-
fe �1g le Lam,}�onto nk y)f I`,
_ f 1S4
Report Generated: 06/0812007 09:45
i L t it r
t,:.,Loyn: Pirk 11 �i I },,� i
pp MI ie7po11�11
I ,
f2 chfWd Msf' . r ` SunfiGh dal. o
\ / l ImeGrbv Height
Bloor�unglon �,
- _,,t,�7{•.,iSIA!!�I }114TL J:IL ��'�f�r e��t ', �� - -- - I�1'
(Savage
W—V ' Ap' 19 valley �� houniount
Airport Noise and Operations Monitoring System Flight Tracks
Carrier Jet Operations -- May 2007
May 9 thru 16, 2007 — 4141 Carrier Jet Arrivals
May 9 thru 16, 2007 — 4130 Carrier Jet Departures
May 9 thru 16, 2007 — 306 Nighttime Carrier Jet Arrivals May 9 thru 16, 2007 -186 Nighttime Carrier Jet Departures
�aa Pal � •.. �`���+'f�_> �. `�� ,
[Vii eapo
a l
,rydotta'HG.��
7(�
cleld �t un Ish 1P„�tG u
k�
,� fs rngton. 1 i 4�
Eb an
t I I'
IN AP
re,
it Lo>U fork
tt• I � I ,t
1 I MIl i o�rl II f ulL
c �n�d .I�-j Ilc •��� l � J.
. ;
`, I ; MSII' � i `i, r—a rf r---- •--�.�t�oti'Ih 5 f�r_I3'
/uwish Lake ff
I 3.l "NJ(1 AfnNl:AlfF':� JJl ,�F �t�11�, I'
Heighl
i
Y j)
it 1J t. T....n lT 1871
;. A
VI
f
Savage i
1! i Ap le Valley Rosemount
.. F T! !. _ _ .— .......c......._.
-12- Report Generated: 06/08/2007 09:45
Lot
r. 11 .rY
A.-Louis lark
l
Minneapolis
/r
i�yesl Saint f au; I -
Edina
�±bltvj4c�arJn{tircl{Is
Rlchfiold
Slf;rhsa
MSp > >.
Sunfish
..� LtJtF11nW LFNI;
T
df tdF
Imc rove Height
': 'I i liloer(,�nglnn '
EaL an
Burnsville.,"
Savage
I
�'
Afipld Valley . Rosemount �
May 9 thru 16, 2007 — 306 Nighttime Carrier Jet Arrivals May 9 thru 16, 2007 -186 Nighttime Carrier Jet Departures
�aa Pal � •.. �`���+'f�_> �. `�� ,
[Vii eapo
a l
,rydotta'HG.��
7(�
cleld �t un Ish 1P„�tG u
k�
,� fs rngton. 1 i 4�
Eb an
t I I'
IN AP
re,
it Lo>U fork
tt• I � I ,t
1 I MIl i o�rl II f ulL
c �n�d .I�-j Ilc •��� l � J.
. ;
`, I ; MSII' � i `i, r—a rf r---- •--�.�t�oti'Ih 5 f�r_I3'
/uwish Lake ff
I 3.l "NJ(1 AfnNl:AlfF':� JJl ,�F �t�11�, I'
Heighl
i
Y j)
it 1J t. T....n lT 1871
;. A
VI
f
Savage i
1! i Ap le Valley Rosemount
.. F T! !. _ _ .— .......c......._.
-12- Report Generated: 06/08/2007 09:45
Lot
Airport Noise and Operations Monitoring System Flight Tracks
Carrier Jet Operations — May 2007
May 17 thru 24, 2007 — 4075 Carrier Jet Arrivals May 17 thru 24, 2007 — 4093 Carrier Jet Departures
May 17 thru 24, 2007 — 294 Nighttime Carrier Jet Arrivals May 17 thru 24, 2007 — 206 Nighttime Carrier Jet Departures
V440
C.�w✓•
' I
� i � I +�
Ml ��caj� i \``\
/
jl i 1
t��chfield
MSP
�r1
� -II
i
IXYM
Blooi (nglon tJ4 .
r
4 i
I i
j
j i'k1'
B�Irtsswile
sunfish
a i
lover Gr64e Helghl
�l I
ayage l (F''
A
n le Valley �( j,osoliount f
i�
�dte
Report Generated: 06/08/2007 09 :45 01 13
Aff IOWA
Airport Noise and Operations Monitoring System Flight Tracks
Carrier Jet Operations — May 2007
May 25 thru 31, 2007 — 3494 Carrier Jet Arrivals May 25 thru 31, 2007 — 3492 Carrier Jet Departures
r I
Lnuis Park e I I
i
7I
,� I tvinneapall
+ ; �I �,�, j3�alnt N�ul
/�,
Salnt Fatll
I.MtujcttrlutnfllL. {ghl�:
J
tf4SP 1 South Sar
P.Johrield
Sunfish Lake
l.j t
1/
1 ; ` 1611-5 MEADOW
LAK'z. -
Inver GroVe Height
I �lonr Inr�ton
Eagan
`�19 dJ afflJ -:.LL! Jr17L illL LII !1 _
I �!
- .. �urnsvlltb
:. .. .
Savage
®
AP V .alley,: Rosemount
r
Coate
May 25 thru 31, 2007 — 243 Nighttime Carrier Jet Arrivals May 25 thru 31, 2007 —158 Nighttime Carrier Jet Departures
1 chfield J
F„I
-
MI t leapofia�' { r S�liptf' III
tt n Lt I uSt Saint'? @ut
MSP :., 1 �w South }f
(!t , I ollfiuld tL 7! — i YYY
bu4sh
1
\inve Gr VbHelghl
Bloc ington��
t lJ 9 T. .. IY h411 VAL ih r
Savage
y. r I® I Ap" le Valley
I ' � t.asemount I r
_.... I
-14- Report Generated; 06/08/2007 09,45
MSP International Airport
Remote Monitoring Tower (RMT) Site Locations
Falcton I-le hts ['
°r d
� � I
'�,�,,,,�,� ( . • .j21,JE. nIC: I Ir 4 e J „,- v_....,..�. ._ — -------
r�
Saint L.oui. Park ,
- LAiC�t,A7H?UN
s i
inn eapoltsIr DUI
fff t
t t 1 2 8
t
10: %It allei,
t
I' a Ne Saint Pal
27 y
Fd'r�
l
`MMendAial g�s' t
28 oath Salr%J}?mau
Richfield
m.. I
MS 23 13 5t fish lli ..
i ZO 18 .,.
AA GUNiELUf3LAl Ei ;!.-I
I"6' 'NENG iTC
LLI
26- L�
31 n� 07ARIVER 3 19v ti G- ogyet Heights
Bloo ngton f t., 2V, :
J z
gan
i.ACK:`:UDG LAKE` I
s
G' x
63 44.
' ri yi
irnsville X36°
mu `
Apple Valley Roseont
Remote Monitoring Tower
Report Generated: 06/08/2007 09:45 2^ -15-
Time Above dB Threshold for Arrival Related Noise Events
May 2007
RMT
ID
City
Address
Time >=
65d13
Time >=
80dB
Time >=
90d13
Time >=
100d13
1
Minneapolis
Xerxes Ave. & 41st St.
29:10:56
00:03:24
00:00.02
00.00:00
2
Minneapolis
Fremont Ave. & 43rd St.
27:24:53
00:18:20
00:00:13
00:00:00
3
Minneapolis
West Elmwood St. & Belmont Ave.
32:30:35
01:55:46
00:00:34
00:00:00
4
Minneapolis
Park Ave. & 48th St.
28:03:38
00 :50:56
00;00131
00:00:00
5
Minneapolis
12th Ave, & 58th St.
33:24:09
07:09:00
00:05:05
00:00:00
6
Minneapolis
25th Ave,. & 57th St.
31 :56:42
05:49:01
00:12:46
00:00:13
7
Richfield
Wentworth Ave. & 64th St.
00:28:01
00:00 :09
00:00:00
00:00.00
8
Minneapolis
Longfellow Ave. & 43rd St.
00:19:48
00:00:00
00:00:00
00:00:00
9
St. Paul
Saratoga St. & Hartford Ave.
00:01:36
00 :00;10
00:00 :00
00:00:00
10
St. Paul
Itasca Ave. & Bowdoin St.
00 :01;25
00:00:06
00:00 :00
00 :00 :00
11
St. Paul
Finn St, & Scheffer Ave.
00:01 :21
00:00 :00
00:00:00
00:00:00
12
St. Paul
Alton St. & Rockwood Ave.
00;00:39
00;00:03
00 :00:00
00:00:00
13
Mendota Heights
Southeast end of Mohican Court
00:06:36
00:00:23
00:00:00
00:00:00
14
Eagan
1st St. & McKee St.
18;44;37
00:00:45
00:00:00
00,00:00
15
Mendota Heights
Cullon St. & Lexington Ave.
00:23 :01
00:00 :19
00:00:00
00:00 :00
16
Eagan
Avalon Ave. & Vilas Lane
14:28 :01
00:53:29
00:00:08
00:00:00
17
Bloomington
84th St, & 4th Ave,
00:01:41
00:00:00
00:00:00
00:00:00
18
Richfield
75th St, & 17th Ave.
00:24:07
00:00:01
00:00:00
00:00:00
19
Bloomington
16th Ave. & 84th St.
00:06:14
00:00;05
00:00:00
00 :00 :00
20
Richfield
75th St. & 3rd Ave.
00:01:50
00:00:00
00:00:00
00:00:00
21
Inver Grove Heights
Barbara Ave. & 67th St,
00:20:.40
00 :00;06
00 ;00:00
00:00;00
22
Inver Grove Heights
Anne Marie Trail
11:14:19
00:00:18
00:00:00
00:00 :00
23
Mendota Heights
End of Kenndon Ave,
02:45:37
00:00:37
00:00:00
00:00 :00
24
Eagan
Chapel Ln. & Wren Ln.
19:46 :45
00:03:10
00:00:00
00:00:00
25
Eagan
Moonshine Park 1321 Jurdy Rd.
00:5423
00:00:02
00:00:00
00:00 :00
26
Inver Grove Heights
6796 Arkansas Ave. W.
01 :54:29
00 :00:14
00:00:00
00;00:00
27
Minneapolis
Anthony School 5757 Irving Ave, S,
00:17:45
00:00:05
00:00:00
00:00:00
28
Richfield
6645 16th Ave, S.
02:10 :45
00:01:52
00:00:00
00 :00:00
29
Minneapolis
Ericsson Elem. School 4315 31 st Ave. S.
00:01:25
00:00 :00
00 :00:00
00 :00:00
30
Bloomington
8715 River Ridge Rd.
03:50 :15
00:00:26
00:00 :01
00:00:00
31
Bloomington
9501 12th Ave. S.
00.01 A 6
00:00:00
00:00:00
00:00:00
32
Bloomington
10325 Pleasant Ave. S.
00:02 :21
00:00:00
00 :00 :00
00 :00 :00
33
Burnsville
North River Hills Park
00:02:48
00 ;00:03
00:00:00
00:00:00
34
Burnsville
Red Oak Park
00 :05:55
00:00:01
00 :00:00
00:00:00
35
Eagan
_
2100 Garnet Ln,
06 :21 ;02
00:00 :03
00:00:00
00 :00:00
36
Apple Valley
Briar Oaks & Scout Pond
09:21:37
00:00:35
00:00:00
00.00 :00
37
Eagan
4399 Woodgate Ln. N.
00:04:16
00:00:12
00;00 :00
00:00:00
38
Eagan
3957 Turquoise Cir,
00 :00 :59
00:00:00
00 :00.00
00:00:00
39
Eagan
3477 St. Charles Pl.
00 :01:24
00:00 :00
00 :00:00
00:00:00
Total Time
for Arrival Noise Events
276:57:51
17:09 :41
00:19 :20
00:00:13
- 16 Report Generated: 06/08/2007 09:45
Time Above Threshold dB for Departure Related Noise Events
May 2007
RMT
ID
City
Address
Time >=
65dB
Time >=
80d13
Time >=
90dl3
Time >=
100dB
1
Minneapolis
Xerxes Ave. & 41 st St.
03:26:42
00:00:55
00:00:00
00:00:00
2
Minneapolis
Fremont Ave. & 43rd St.
04:28:00
00:03;53
00:00:00
00:00:00
3
Minneapolis
West Elmwood St. & Belmont Ave.
09;29:02
00:11:09
00 :00:06
00:00:00
4
Minneapolis
Park Ave. & 48th St.
12:0514
00:26:05
00 :01:00
00:00 :00
5
Minneapolis
12th Ave. & 58th St.
31 :04 :50
03:18:26
00 :32:15
00:00:16
6
Minneapolis
25th Ave. & 57th St.
37:01:08
05:34:11
01:04:33
00:01:09
7
Richfield
Wentworth Ave. & 64th St,
13;38:43
00:34 :56
00:00:29
00:00:00
8
Minneapolis
Longfellow Ave. & 43rd St.
11:32:14
00 :30:46
00:00:40
00:00:00
9
St. Paul
Saratoga St. & Hartford Ave.
00:07:01
00:00:03
00:00:00
00:00:00
10
St, Paul
Itasca Ave, & Bowdoin St.
00:09:00
00:02:51
00 :01:00
00:00:00
11
St. Paul
Finn St, & Scheffer Ave.
00:11:02
00 :02:50
00:00;45
00:00 :00
12
St. Paul
Alton St. & Rockwood Ave.
00 :06 :24
00:00:00
00:00:00
00:00:00
13
Mendota Heights
Southeast end of Mohican Court
08:47 :07
00 :02:34
00:00.00
00 :00:00
14
Eagan
1st St. & McKee St.
09:46;00
00:35:51
00:00:46
00:00 :00
15
Mendota Heights
Cullon St. & Lexington Ave..
13:27 :59
00:15:45
00:00:24
00 :00 :00
16
Eagan
Avalon Ave, & Vilas Lane
10:42:22
01:11 :48
00 :08:16
00 :00 :00
17
Bloomington
84th St. & 4th Ave.
00:31:43
00 :03:26
00:00:43
00.00:00
18
Richfield
75th St. & 17th Ave.
20:51:05
00:18:59
00:02.24
00:00:01
19
Bloomington
16th Ave. & 84th St.
15;01:56
00:07:14
00 :00 :31
00:00.00
20
Richfield
75th St. & 3rd Ave.
00 :45:30
00 :02:22
00:00 :05
00 :00.00
21
Inver Grove Heights
Barbara Ave, & 67th St.
02 :38:57
00 :00 :47
00 :00:00
00:00 :00
22
Inver Grove Heights
Anne Marie Trail
03:04 :29
00 :01:06
00:00 :00
00 :00:00
23
Mendota Heights
End of Kenndon Ave,
20 :53;58
01:15 :35
00: :07:34
00:00 :00
24
Eagan
Chapel Ln. & Wren Ln,
06 :09:18
00:09;34
00:00:05
00:00:00
25
Eagan
Moo_ nshine Park 1321 Jurdy Rd.
11:00 :17
00:01 :46
00:00:00
00:00:00
26
Inver Grove Heights
6796 Arkansas Ave. W.
04 :00:48
00;02:59
00:00:00
00:00:00
27
Minneapolis
Anthony School 5757 Irving Ave. S.
07:14:53
00:11:46
00 :00:18
00:00:03
28
Richfield
6645 16th Ave. S.
33:59 :01
00 :38:05
00 :00:13
00;00:00
29
Minneapolis
Ericsson Elem, School 4315 31 st Ave. S.
06 :09:08
00 :04:30
00 :00:03
00:00:00
30
Bloomington
8715 River Ridge Rd.
34 :37:29
02:39:17
00 :08:43
00:00:00
31
Bloomington
9501 12th Ave. S.
03:44 :07
00:02:36
00:00:05
00 :00:00
32
Bloomington
10325 Pleasant Ave. S.
01:22 :43
00:01:02
00:00 :00
00 :00 :00
33
Burnsville
North River Hills Park
02 :40 :38
00 :00:59
00:00:00
00 :00 :00
34
Burnsville
Red Oak Park
00:58 :01
00 :00:18
00:00:00
00 :00:00
35
Eagan
2100 Garnet Ln.
06 :06;44
00 :04 :40
00 :00:00
00:00,00
36
Apple Valley
Briar Oaks & Scout Pond
02:09:20
00:01 :03
00:00 :00
00 :00:00
37
Eagan
4399 Woodgate Ln. N,
04:25:48
00:02:18
00 :00 :00
00:00:00
38
Eagan
3957 Turquoise Cir,
07 :37:04
00 :05:39
00:00:00
00:00:00
39
Eagan
3477 St, Charles Pl.
11:17:53
00:09:41
00 :00.00
00:00:00
Total Time for Departure Noise Events
373:23:38
18:57:45
02:10:58
00:01:29
Report Generated: 06/0812007 09:45 - 17 -
Arrival Related Noise Events
May 2007
RMT
ID
City
Address
Arrival
Events >=
65dB
Arrival
Events >=
80d13
Arrival
Events >=
90d13
Arrival
Events >=
100dl3
1
Minneapolis
Xerxes Ave. & 41st St.
6471
53
1
0
2
Minneapolis
Fremont Ave, & 43rd St.
5447
269
5
0
3
Minneapolis
West Elmwood St. & Belmont Ave.
5893
1455
11
0
4
Minneapolis
Park Ave. & 48th St.
5708
747
7
0
5
Minneapolis
12th Ave. & 58th St,
6144
4466
119
0
6
Minneapolis
25th Ave. & 57th St,
6022
4744
379
4
7
Richfield
Wentworth Ave, & 64th St,
117
4
0
0
8
Minneapolis
Longfellow Ave. & 43rd St.
72
0
0
0
9
St. Paul
Saratoga St, & Hartford Ave.
6
1
0
0
10
St. Paul
Itasca Ave. & Bowdoin St.
6
1
0
0
11
St. Paul
Finn St. & Scheffer Ave.
5
0
0
0
12
St. Paul
Alton St. & Rockwood Ave.
3
1
0
0
13
Mendota Heights
Southeast end of Mohican Court
23
1
0
0
14
Eagan
1st St, & McKee St.
4023
15
0
0
15
Mendota Heights
Cullon St. & Lexington Ave.
76
4
0
0
16
Eagan
Avalon Ave, & Vilas Lane
2910
629
2
0
17
Bloomington
84th St. & 4th Ave,
8
0
0
0
18
Richfield
75th St, & 17th Ave,
100
2
0
0
19
Bloomington
16th Ave. & 84th St.
24
2
0
0
20
Richfield
75th St. & 3rd Ave.
8
0
0
0
21
Inver Grove Heights
Barbara Ave. & 67th St.
78
1
0
0
22
Inver Grove Heights
Anne Marie Trail
2432
�8
0
0
23
Mendota Heights
End of Kenndon Ave.
691
6
0
0
24
Eagan
Chapel Ln. & Wren Ln.
3982
40
0
0
25
Eagan
Moonshine Park 1321 Jurdy Rd.
207
1
0
0
26
Inver Grove Heights
6796 Arkansas Ave. W.
461
5
0
0
27
Minneapolis
Anthony School 5757 Irving Ave, S,
70
3
0
0
28
Richfield
6645 16th Ave. S.
410
35
0
0
29
Minneapolis
Ericsson Elem. School 4315 31st Ave, S.
4
0
0
0
30
Bloomington
8715 River Ridge Rd.
1023
4
�0
0
31
Bloomington
9501 12th Ave, S.
7
0
0
0
32
Bloomington
10325 Pleasant Ave. S.
7
0
0
0
33
Burnsville
North River Hills Park
10
1
0
0
34
Burnsville
Red Oak Park
24
1
0
0
35
Eagan
2100 Garnet Ln,
1478
3
0
_
0
36
Apple Valley
Briar Oaks & Scout Pond
1861
8
0�
0
37
Eagan
4399 Woodgate Ln. N.
15
1
0
0
38
Eagan
.3957 Turquoise Cir.
5
0
0
0
39
Eagan
3477 St. Charles PI.
7
0
0
0
Total Arrival Noise Events
55838
12511
92-4
4
18- Report Generated: 06/08/2007 09;45
Departure Related Noise Events
May 2007
RMT
ID
City
Departure
Events >=
65dB
Departure
Events >=
80dB
Departure
Events >=
90d13
Departure
Events >=
100d13
1
Minneapolis
_Address
Xerxes Ave. & 41st St.
672
15
0
0
2
Minneapolis
Fremont Ave. & 43rd St.
835
43
0
0
3
Minneapolis
West Elmwood St. & Belmont Ave.
4671
102
2
0
4
Minneapolis
Park Ave. & 48th St,
2111
201
14
0
5
Minneapolis
12th Ave. &'58th St.
4598
1116
331
7
6
Minneapolis
25th Ave. & 57th St,
5583
2071
509
32
7
Richfield
Wentworth Ave, & 64th St.
2124
264
11
0
8
Minneapolis
Longfellow Ave. & 43rd St.
1851
247
9
0
9
St. Paul
Saratoga St. & Hartford Ave.
24
1
0
0
10
St. Paul
Itasca Ave. & Bowdoin St,
20
11
10
0
11
St. Paul
Finn St. & Scheffer Ave,
23
11
9
0
12
St. Paul
Alton St. & Rockwood Ave.
19
0
0
0
13
Mendota Heights
Southeast end of Mohican Court
1646
62
0
0
14
Eagan
1st St. & McKee St,
1461
275
9
0
15
Mendota Heights
Cullon St. & Lexington Ave.
2329
151
8
0
16
Eagan
Avalon Ave. & Vilas Lane
1509
369
91
0
17
Bloomington
84th St. & 4th Ave.
87
16
7
0
18
Richfield
75th St. & 17th Ave,
3721
297
21
0
19
Bloomington
16th Ave. & 84th St.
2705
111
5
0
20
Richfield
75th St. & 3rd Ave.
115
15
1
0
21
Inver Grove Heights
Barbara Ave. & 67th St.
507
12
0
0
22
Inver Grove Heights
Anne Marie Trail
494
14
0
0
23
Mendota Heights
End of Kenndon Ave.
3197
484
100
0
24
Eagan
Chapel Ln. & Wren Ln.
925
127
2
0
25
Eagan
Moonshine Park 1321 Jurdy Rd.
1141
19
0
0
26
Inver Grove Heights
6796 Arkansas Ave. W.
737
39
0
0
27
Minneapolis
Anthony School 5757 Irving Ave. S,
1343
120
4
0
28
Richfield
6645 16th Ave. S.
4874
556
2
0
29
Minneapolis
Ericsson Elem. School 4315 31 st Ave. S.
1124
46
1
0
30
Bloomington
8715 River Ridge Rd.
5374
952
133
0
31
Bloomington
9501 12th Ave. S.
757
22
1
0
32
Bloomington
10325 Pleasant Ave, S.
287
8
0
0
33
Burnsville
North River Mills Park
506
11
0
0
34
Burnsville
Red Oak Park
166
5
_ 0
0
35
Eagan
2100 Garnet Ln.
1016
66
0
0
36
Apple Valley
Briar Oaks & Scout Pond
353
14
0
0
37
Eagan
4399 Woodgate Ln, N.
697
49
0
0
38
Eagan
3957 Turquoise Cir.
1253
77
0
0
39
Eagan
3477 St, Charles Pl.
1977
129
0
0
Total Departure
Noise Events
59832
8128
1280
39
Report Generated: 06/0812007 09:45 _19-
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #1)
Xerxes Ave. & 41st St., Minneapolis
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/23/2007 8:05
NWA617
DC9Q
A
12R
90.8
05/02/200713:00
FLG5671
CRJ
A
12R
89.9
05/31/200711:21
NWA1542
A320
A
12R
88.9
05/06/2007 9 :21
NWA1704
DC9Q
A
12R
87.2
05/22/200711 :52
NWA624
A320
A
12R
87.2
05/25/2007 9:22
NWA580
A320
A
12R
86
05/18/2007 11:07
AAL548
MD80
A
12R
85.5
05/2312007 4:42
FDX1718
DC10
A
12L
85
05/22/200715 :04
NWA1532
DC9Q
A
12R
84.7
05/27/200711 :18
MES3279
SF34
D
30R
84.6
(RMT Site #2)
Fremont Ave. & 43rd St., Minneapolis
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/13/200710 :16
NWA805
B757
A
12L
94.4
05/30/200716:04
NWA160
B757
A
12L
93.2
05/20/200717:41
NWA792
DC9Q
A
12L
92.7
05/29/200717:51
NWA845
B757
A
12L
91
05/05/200716 :22
NWA503
DC9Q
A
12L
90.3
05/30/2007 22:28
CC1705
B72Q
A
12R
88.6
05/28/2007 20:07
NWA1721
DC9Q
A
12L
88.2
05/08/2007 8 :16
C01706
872Q
D
30L
87.7
05/15/2007 7 :37
CC1706
B72Q
D
30R
87.5
05/14/200719:51
AAL422
MD80
D
30R
87.4
(RMT Site #3)
West Elmwood St. & Belmont Ave., Minneapolis
DatelTime
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/12/200717:18
NWA170
B757
A
12R
99.3
05/28/2007 7:25
NWA739
B757
A
12R
97,6
05/29/200714 :52
RRR2511
Unknown
A
12R
93
05/11/200710 :25
NWA805
B757
A
12R
92.3
05/04/2007 6 :32
KHA773
B72Q
A
12R
92.1
05/31/2007 7 :07
CCP400
B72Q
D
30L
92
05/05/200718:06
CCP413
B72Q
A
12R
92
05/04/200715 :25
CCP405
B72Q
A
12R
91.7
05/28/200719:10
DAL1198
MD80
A
12R
91.3
05/30/200716:51
NWA404
DC9Q
A
12R
91
-20- Report Generated: 06/08/2007 09 :45
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site#4)
Park Ave. & 48th St., Minneapolis
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/11/2007 7:29
NWA744
DC9Q
D
30R
95.2
05/06/2007 5:51
NWA844
8757
A
12L
95.1
05/30/200717.52
NWA137
DC9Q
A
12L
95
05/14/2007 7:20
NWA742
DC9Q
D
30L
94.3
05/23/2007 20:31
NWA1056
DC9Q
D
30L
93.5
05/24/2007 9 :48
NWA1201
DC9Q
D
30R
93.3
05/22/200712:51
NWA129
DC9Q
A
12L
93,2
05/30/200716:05
NWA160
B757
A
12L
92,9
05/11/2007 22:45
DHL197
B72Q
D
30L
92.9
05/11/2007 20:41
NWA1056
DC9Q
D
30L
91.8
(RMT Site #5)
12th Ave. & 58th St., Minneapolis
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/31/2007 7:07
CCP400
B72Q
D
30L
101.8
05/10/2007 7:07
CCP400
B72Q
D
30L
101,5
05/27/2007 7:16
CCP400
B72Q
D
30L
100.9
05/24/2007 7:04
CCP400
B72Q
D
30L
100,8
05/31/200710:42
NWA454
DC9Q
D
30L
100.6
05/25/2007 8:01
CCP404
B72Q
D
30L
100.2
05/11/2007 7:57
CCP404
B72Q
D
30L
100.1
05/19/2007 9:15
CCP412
B72Q
D
30L
99.4
05/09/2007 7:49
CCP412
B72Q
D
30L
99.3
05/14/2007 7:53
CCP404
B72Q
D
30L
99.2
(RMT Site #6)
25th Ave. & 57th St., Minneapolis
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/13/200710:17
NWA805
B757
A
12L
106.3
05/30/200716:05
NWA160
8757
A
121..
103.4
05/24/2007 9:48
NWA1201
DC9Q
D
30R
103.2
05/23/2007 21:22
DHL304
B72Q
D
30R
1031
05/19/2007 7 :30
NWA744
DC9Q
D
30R
102.9
05/06/2007 5:52
NWA844
B757
A
12L
102.9
05/16/200719:34
NWA1056
DC9Q
D
30R
102,7
05/09/200717:13
NWA1717
DC9Q
D
30R
102,5
05/10/2007 11:30
NWA1527
DC9Q
D
301..
102,2
05/29/200717:51
NWA845
B757
A
121.
102
Report Generated: 06/08/2007 09:45 -21 -
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #7)
Wentworth Ave. & 64th St., Richfield
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/10/2007 23:16
CC1705
B72Q
D
30L
95.3
05/01/2007 20 :46
DHL304
672Q
D
30L
92.1
05/23/2007 23:53
CC1705
B72Q
D
30L
92
05/11/2007 13:52
NWA1466
DC9Q
D
30L
90.9
05/16/200715 :11
NWA1673
DC9Q
D
30L
90.7
05/14/200714:22
DAL.832
MD80
D
30L
90.6
05/16/2007 7:45
CCP412
B72Q
D
30L
90.5
05/09/2007 9 :28
NWA411
DC9Q
D
30L
90.4
05/11/200716:25
NWA1434
DC9Q
D
30L
90.3
05/10/200715:50
NWA502
DC9Q
D
30L
913
(RMT Site #8)
Longfellow Ave. & 43rd St., Minneapolis
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/23/2007 21:23
DHL304
B72Q
D
30R
96.2
05/16/2007 20:54
DHL304
B72Q
D
30L
93
05/14/2007 20:37
CCP2690
B72Q
D
3QR
92.9
05/10/200715:03
AAL354
MD80
D
30R
91.7
05/09/2007 20 :41
DHI..304
B72Q
D
30L
91.4
05/23/2007 22 :54
DHL197
B72Q
D
30L
91
05/23/2007 20:57
NWA868
DC9Q
D
30R
90.8
05/10/200710:42
NWA1082
DC9Q
D
30R
90.7
05/16/2007 9:39
AAL1125
MD80
D
30R
90.6
05/09/200719:25
NWA1056
DC9Q
D
30R
89.8
(RMT Site #9)
Saratoga St. & Hartford Ave., St. Paul
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/24/200718 :44
NWA404
DC9Q
A
22
84.1
05/12/200716 :50
NWA3
B744
D
04
81.7
05/12/200715:38
NWA19
B744
D
04
79.8
05/26/2007 22:22
NWA760
DC9Q
D
30R
79.3
05/19/200712 :53
AAL313
MD80
A
30R
77
05/03/2007 6:29
BMJ66
BE80
D
12R
75.2
05/21/20077:14
BMJ18
BE80
D
12L
75.1
05/05/200717:13
NWA3
B744
D
04
75,1
05/05/2007 7:22
BMJ48
BE80
D
12L
74.7
05/29/200717:30
NWA195
A320
D
12R
74.6
-22- Report Generated: 06/08/2007 09:45
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #10)
Itasca Ave. & Bowdoin St., St. Paul
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/12/200715;37
NWA19
B744
D
04
97
05/12/200716:50
NWA3
B744
_
D
04
95.2
05/01/2007 15;27
NWA19
8744
D
04
94.9
05/05/200717:12
NWA3
B744
D
04
94.8
05/16/2007 15:24
NWA19
8744
D
04
94.3
05/05/200715:33
NWA19
B744
D
04
94,1
05/11/200717:48
NWA19
B744
D
_
04�
93.2
05/19/200718:42
NWA3
B744
D
04
92.1
05/02/200715:37
NWA19
B744
D
04
91.9
05/15/200715:18
NWA19
_
B744
t
1 04 1
90.9
(RMT Site #11)
Finn St. & Scheffer Ave., St. Paul
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/05/200715:34
NWA19
6744
D
04
95.3
05/19/200718:43
NWA3
B744
D
04
95.2
05/01/200715 :27
NWA19
B744_
D
04
94.8
05/11/200717 :48
NWA19
_
B744
D
04
94.5
05/04/200715:25
NWA19
B744
D
04
93.9
05/02/2007 15:37
NWA19
B744
D
04
93
05/16/200715:25
NWA19
8744
D
04
91.8
05/15/200715:18
NWA19
B744
D
04
90.3
05/05/200717:12
NWA3
B744
D
04
902
05/12/200715:37
NWA19
B744
D
04
89.5
(RMT Site #12)
Alton St. & Rockwood Ave., St. Paul
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05107/200718 ;40
Unknown
SR22
A
30R
83.1
05/14/2.007 7:07
X94U
M020
A
301.
77.4
05/03/2007 6:28
BMJ66
BE80
D
12R
76.5
05/29/200717:30
NWA195
A320
D
12R
76.3
05/05/2007 7:16
BMJ54
BE80
D
12L
76.1
05/03/2007 6:27
BMJ70
BE80
D
12R
75.5
05/21/2007 7:13
BMJ18
BE80
D_
12L
75.5
05/02/2007 7 :04
BMJ18
BE80
D
17
73.3
05/29/200717:23
MES3329
CRJ
D
12L
73.3
05/04/2007 6:38
BMJ70
BE80
D
12R
73
Report Generated: 06/0812007 09:45 -23-
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #13)
Southeast end of Mohican Court, Mendota Heights
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/18/2007 6:49
CC1706
B72Q
D
12R
88.1
05/29/200719:04
NWA606
DC9Q
D
12L
83.2
05/29/200719:39
NWA1056
DC9Q
D
12L
82.8
05/16/200713:14
NWA1733
DC9Q
A
30R
82.6
05/20/200716 :05
AAL354
MD80
D
12L
82.6
05/29/200719 :47
NWA618
DC9Q
D
12L
82,5
05/18/200715:37
NWA1611
DC9Q
D
12L
82.4
05/18/200717:14
NWA1156
DC9Q
D
121.
82.3
05/22/2007 5:20
DFIL -1648
B72Q
D
12R
82.2
05/20/200714 :55
NWA790
DC9Q
D
12L
82.2
(RMT Site #14)
1 st St. & McKee St., Eagan
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/23/2007 7 :46
CCP412
B72Q
D
12R
97.9
05/30/2007 8 :03
CCP412
B72Q
D
12R
93.4
05/24/2007 23 :48
CC1705
B72Q
D
12L
92.9
05/30/2007 23:28
CC1705
B72Q
D
12R
92.7
05/18/2007 8:17
CCP404
B72Q
D
12R
92.2
05/29/200717 :52
NWA407
DC9Q
D
12R
92.1
05/25/200715:29
NWA19
B744
D
12R
91.9
05/23/200710 :41
NWA454
DC9Q
D
12R
90.1
05/13/200717:57
NWA407
DC9Q
D
12R
90.1
05/2112007 7:59
tCCP404
B72Q
D
12R
89.6
(RMT Site #15)
Cullon St. & Lexington Ave., Mendota Heights
Date[Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/13/200719:28
NWA137
DC9Q
D
12L
93.2
05/29/2007 22:32
NWA867
DC9Q
D
12L
92.4
05/03/200715 :26
NWA1471
DC9Q
D
12L
91.9
05/13/2007 21:37
NWA867
DC9Q
D
12L
91
05/30/2007 8 :01
NWA1212
DC9Q
D
12L
90.9
05/13/200719 :14
NWA1667
DC9Q
D
12L
90.6
05/23/2007 8 :03
NWA1212
DC9Q
D
12L
90.5
05/26/200714:46
NWA131
DC9Q
D
12L
90.4
05121/2007 22:19
NWA867
DC9Q
D
12L.
89.9
05/23/200714:59
NWA790
DC9Q
D
12L
89.9
-24- Report Generated: 06 /08/2007 09:45
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #16)
Avalon Ave. & Was Lane, Eaqan
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/26/2007 9 :25
CCP412
B72Q
D
12R
99.7
05/20/2007 7:10
CCP400
B72Q
D
12R
97.4
05/21/2007 7:59
CCP404
_ 872Q
D
12R
97.3
05/02/2007 7 :54
CCP412
B72Q
D
12R
97.1
05/12/2007 9:31
CCP412
B72Q
D
12R
96.9
05/18/2007 8 :17
CCP404
B72Q
D
12R
96A
05/30/2007 8:03
CCP412
B72Q
D
12R
96.2
05/05/2007 9:58
CCP412
B72Q
D
12R
96
05/03/2007 7:07
CCP400
B72Q
D
12R
95,9
05/28/2007 8:10
CCP404
B72Q
D
1 121
95.7
(RMT Site #17)
84th St. & 4th Ave., Bloominqton
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/08/200715 :27
NWA19
8744
D
22
94.9
05/09/200716:19
NWA1.9
B744
D
22
94.3
05/24/200715:32
NWA19
B744
D
22
93.7
05/30/200715:24
NWA19
B744
D
22
93.5
05/10/200716:03
NWA19
8744
D
22
93
05/19/200716 :08
NWA19
8744
D
22
92.4
05/18/200715 :36
NWA19
B744
D
22
92.1
05/13/200715 :33
NWA19
B744
D
22
88.2
05/07/200715;23
NWA19
B744
D
22
87.5
05/14/200715:42
NWA19
B744
D
22
86.5
(RMT Site #18)
75th St. & 17th Ave., Richfield
DatelTime
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/13/200715 :32
NWA19
8744
D
22
99:8
05/30/200715;23
NWA19
8744
D
_
22
98.9
05/09/200716:18
NWA19
B744
D
22
98.9
05/28/200715:22
NWA19
B744
D
22
98,6
05/07/200715:23
NWA19
B744
D
22
98
05/06/200715;30
NWA19
B744
D
22
97,9
05/14/200715 :41
NWA19
B744
D
22
97.2
05/26/200715:57
NWA3
B744
D
22
97
05/18/200715:36
NWA19
B744
D
22
96.8
05/17/200715:3Q
NWA19
B744
D
22
96.7
Report Generated: 06/08/2007 09:45
-25-
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #19)
16th Ave. & 84th St., Bloomington
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/06/200715 :30
NWA19
B744
D
22
96.5
05/17/200715:30
NWA19
B744
D
22
93.5
05/21/200715:22
NWA19
8744
D
22
92.7
05/28/200715:22
NWA19
8744
D
22
92.3
05/22/200715:27
NWA19
B744
D
22
90.4
05/31/200715:17
NWA19
B744
D
22
88.8
05/24/200715:32
NWA19
B744
D
22
86.2
05/30/200715:24
NWA19
B744
D
22
85.5
05/08/200715:27
NWA19
B744
D
22
85.4
05/21/200713:16
MES2768
SF34
D
17
85.4
(RMT Site #20)
75th St. & 3rd Ave., Richfield
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/26/200715:58
NWA3
B744
D
_
22
91.5
05/09/2007 0 :14
FDX1336
B72Q
D
30L
89.2
05/23/200715:43
NWA19
B744
D
22
88.2
05/26/200715:23
NWA19
B744
D
22
87.7
05/08/2007 23:06
CC1705
B72Q
D
30L
87.4
05/16/2007 9:41
NWA883
A319
D
30L
85.2
05/15/2007 22:23
FDX1106
B72Q
D
30L
82
05/26/200716 :16
AAL354
MD80
D
30L
81.9
05/01/2007 2212
FDX1106
B72Q
D
30L
81.8
05/14/200715:42
NWA19 I
B744
D
22
81.5
(RMT Site #21)
Barbara Ave. & 67th St., Inver Grove Heights
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/30/200710 :42
NWA19D
B744
D
12R
823
05/03/200715:30
NWA19
B744
D
12R
82.5
05/15/200719 :17
NWA1675
DC9Q
A
30R
82.4
05/31/2007 20 :15
CCP2690
B72Q
D
12R
81.7
05/23/2007 6:49
CC1706
B72Q
D
12R
81.7
05/31/200711:22
NWA869
DC9Q
D
12L
81.6
0,5/20/200712:21
AAL366
MD80
D
12L
80.8
05/25/200715:30
NWA19
8744
D
12R
80.8
05/21/200711:36
NWA19D
8744
D
12R
80.6
05/29/2007 23:26
CC1705
B72Q
D
12R
80;5
-26-
Report Generated: 06/08/2007 09:45
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #22)
Anne Marie Trail, Inver Grove Heights
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/14/2007 9:31
NWA1213
A320
A
30R
85.9
05/26/2007 9:26
CCP412
B72Q
D
12R
84.8
05/30/2007 8:04
CCP412
B72Q
D
12R
84.5
05/02/2007 7:56
CCP412
872Q
D
12R
83.8
05/14/2007 9:34
NWA1491
A320
A
30R
816
05/23/2007 7:47
CCP412
B72Q
D
12R
83.3
05/18/200714:25
DAL832
MD80
D
12R
82.4
05/08/2007 22:53
FDX1336
B72Q
A
301_
82,.2
05/17/200714:29
DAL832
MD80
D
12R
82.1
05/24/2007 23 :48
CC1705
B72Q
D
12L
82.1
(RMT Site #23)
End of Kenndon Ave., Mendota Heights
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/30/2007 22:02
NWA607
DC9Q
D
12L
95.3
05/29/200715;25
NWA1054
DC9Q
D
12L
95.2
05/18/200719:26
NWA606
DC9Q
D
12L
95.1
05/21/200712:09
NWA869
DC9Q
D
12L
94.9
05/26/200714:19
NWA766
DC9Q
D
12L
94.6
0.5/26/200714:45
NWA131
DC9Q
D
12L
94.5
0,5/18/200714 :43
NWA1471
DC9Q
D
12L
94.1
0,5/29/200719:46
NWA618
DC9Q
D
12L
94.1
05/29/2007 22:32
NWA867
DC9Q
D
12L
94.1
05/13/200714:53
NWA790
DC9Q
D
12L
93.6
(RMT Site #24)
Chapel Ln. & Wren Ln., Eagan
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/30/2007 8:03
CCP412
B72Q
D
12R
91.5
05/24/2007 23:48
CC1705
B72Q
D
12L
90
05/23/2007 7:46
CCP412
B72Q
D
12R
89
05/26/2007 9:25
CCP412
B72Q
D
12R
86.7
05/07/20079:46
NWA411
DC9Q
D
12R
85.8
05/25/2007 8:12
AAL2040
MD80
D
12L
85.6
05/02/2007 7 :55
CCP412
B72Q
D
12R
85.6
05/18/2007 8:17
CCP404
B72Q
D
12R
85.4
05/29/2007 22:17
FDX1106
B72Q
D
12R
85,3
05/18/2007 8:09
NWA1212
DC9Q
D
12R
85,3
Report Generated: 06/0812007 09:45 -27-
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #25)
Moonshine Park 1321 Jurdy Rd., Eagan
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/02/2007 6 :56
CC1706
B72Q
D
17
85.4
05/31/200718:45
NWA407
DC9Q
D
12R
84,1
05/17/200715:32
NWA19
B744
D
22
84.1
05/20/2007 7:10
CCP400
B72Q
D
12R
83.7
05/13/2007 6:24
DHL1648
B72Q
D
17
83.6
05/28/200713:43
NWA1050
DC9Q
D
17
82.9
05121/2007 22 :50
CC11705
B72Q
D _
17
82.5
05/08/2007 23:05
NWA310
A320
A
301_
82.5
05/28/200719 :29
AAL1035
MD80
D
17
82,3
05/12/200711 :40
NWA1426
DC9Q
D
12R
82.3
(RMT Site #26)
6796 Arkansas Ave. W., Inver Grove Heights
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/17/2007 8 :20
CC1706
B72Q
D
12R
85,9
05/03/200715:30
NWA19
B744
D
12R
85.4
05/20/2007 6:28
DHL1648
B72Q
D
12R
84.6
05/21/200711:36
NWA19D
8744
D
12R
84.4
05/13/2007 8 :30
DAL.1134
MD80
D
12R
84.2
05/2912007 23:26
CC1705
B72Q
D
12R
842
05/31/2007 20:15
CCP2690
B72Q
D
12R
84.2
05/25/200715 :29
NWA19
B744
D
12R
84.1
05/08/200716:55
NWA1046
A319
A
30L
84
05/08/2007 0:33
KHA772
B72Q
D
12R
83.9
(RMT Site #27)
Anthony School 5757 Irving Ave. S., Minneapolis
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/14/2007 7 :53
CCP404
B72Q
D
30L
95.1
05/24/2007 7 :04
CCP400
B72Q
D
301.
95
05/25/200711:57
NWA452
DC9Q
D
30L
91.6
05/10/200712:06
NWA452
DC9Q
D
30L.
90.3
05/23/2007 20:25
NWA1535
DC9Q
D
30L
89.2
05/11/200717:57
NWA407
DC9Q
D
30L
88.7
05/07/200715:24
NWA19
8744
D
22
88,2
05/11/200714:25
DAL832
MD80
D
30L
87.4
05/10/200718:15
NWA407
DC9Q
D
30L
87.1
05/24/200710:59
AAL2006
MD80
D
30L
86.9
-28- LL Report Generated: 06/08/2007 09:45
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #28)
6645 16th Ave. S., Richfield
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/10/2007 23:16
CC1705
B72Q
D
30L
94.7
05/08/2007 23 :05
CC1705
B72Q
D
30L
92,7
05/01/200719:21
NWA1172
DC9Q
D
30L
89.9
05/13/2007 7 :00
NWA742
DC9Q
D
17
89.2
05/11/200715 :19
NWA132
DC9Q
D
30L
89.1
05/06/200718:01
NWA136
DC9Q
D
17
88.7
05/31/2007 9748
UAL517
B757
D
30L
87.3
05/03/2007 9:11
AAL._429
MD80
D
17
87.3
05/02/200714:24
NWA766
DC9Q
D
17
87,3
05/01/200717:30
NWA136
DC9Q
D
30L
87,2
(RMT Site #29)
Ericsson Elem. School 4315 31st Ave. S., Minneapolis
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/31/2007 5:23
DHL1648
B72Q
D
30R
91.2
05124/2007 20:51
DHL304
B72Q
D
30L
89.3
05/16/200712:04
AAL366
MD80
D
30R
88.9
05/01/2007 9:33
AAL1125
MD80
D
30R
87.6
05/24/200715:20
NWA1054
DC9Q
D
30R
86.5
05/08/200719:34
AAL1035
MD80
D
30R
85.5
05/07/200718:14
AAL422
MD80
D
30R
85.2
05/27/200712:19
AAL366
MD80
D
30R
84.4
05/24/2007 8:05
AAL2040
MD80
D
30R
83.9
05/27/2007 8:01
AAL2040
MD80
D
30R
83.4
(RMT Site #30)
8715 River Ridge Rd., Bloomington
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/07/2007 8:13
CCP404
B72Q
D
17
96
05/04/200710 :22
NWA1525
DC9Q
D
17
95:6
05/15/2007 22.45
DHL.197
B72Q
D
17
95.3
05/03/2007 22:04
FDX1106
B72Q
D
17
94.7
05/31 /200722;10
FDX1106
B72Q
D
17
94.6
05/02/2007 7 :00
KHA773
B72Q
D
17
94.5
05/04/200717 :34
NWA1463
DC9Q
D
17
94.5
05/17/2007 7:07
CCP400
B72Q
D
17
94.5
05/01/2007 22:59
CC1705
B72Q
D
17
94.4
05/04/200717 :07
NWA136
DC9Q
D
17
94.4
Report Generated: 06 /08/2007 09:45
-29-
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #31)
9501 12th Ave. S., Bloomington
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/25/2007 7:02
CC1706
B72Q
D
17
93.4
05/31/200715:16
NWA19
B744
D
22
87.5
05/28/20071.5:22
NWA19
B744
D
22
87.3
05/03/2007 22:05
FDX1106
B72Q
D
17
86.8
05/13/2007 15:33
NWA19
B744
D
22
86.5
05/06/200717:18
TAG399
GLF3
D
17
85.6
05/21/2007 22:10
FDX1106
B72Q
D
17
84.7
05/22/200715:27
NWA19
B744
D
22
83.8
05/04/200716:14
AAL1591
MD80
D
17
83.2
05/17/200715 :31
NWA19
B744
D
22
83.1
(RMT Site #32)
10325 Pleasant Ave. S., Bloomington
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/16/2007 7 :07
CC1706
B72Q
D
17
84.5
05/09/2007 6 :46
CC1706
B72Q
D
17
83.8
05/03/200722 :06
FDX1106
B72Q
D
17
53.5
05/2112007 22:11
FDX1106
B72Q
D
17
83.2
05/06/200717 :19
TAG399
GL.F3
D
17
82.7
05/15/2007 23:07
CC1705
B72Q
D
17
81.6
05/31/200715:18
NWA19
B744
D
22
81.2
05/19/2007 9 :17
CCP412
B72Q
D
30L
81.2
05/31/2007 22:11
FDX1106
B72Q
D
17
79.6
05/06/200710:14
NWA1201
DC9Q
D
17
79.4
(RMT Site #33)
North River Hills Park, Burnsville
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/0712007 8:14
CCP404
B72Q
D
17
83.2
05/25/200717:37
AAL1591
MD80
D
17
83
05/08/2007 5 :32
DHL1648
B72Q
D
17
83
05/02/200716:13
AAL1591
MD80
D
17
82.4
05/29/200710 :25
NWA1525
DC9Q
D
17
81.5
05/05/200717:03
NWA1799
DC9Q
D
17
81.4
05/14/200711:07
AAL2006
MD80
D
17
81.4
05103/200716:27
AAL1591
MD80
D
17
81.3
05/13/200716:29
AAL1591
MD80
D
17
81.3
05/17/2007 7:08
CCP400
B72Q
D
17
80.7
-30- Report Generated: 06 /08/2007 09:45
Top Ten Loudest Aircraft Eloise Events for MSP
May 2007
(RMT Site #34)
Red Oak Park, Burnsville
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/16/2007 2322
CC1705
B72Q
D
17
83.3
05/01/2007 23 :00
CC1705
B72Q
D
17
82.9
05/16/2007 22:43
DHL197
B72Q
D
17
81.6
05/19/200719:20
NWA408
A319
A
35
80.8
05/15/2007 22:46
DHL197
B72Q
D
17
80.4
05/26/2007 7:11
NWA744
DC9Q
D
17
80
05/15/2007 20:52
DHL.304
B72Q
D
17
79.7
05/02/200718:14
NWA1533
DC9Q
D
12L
79.6
05/0712007 8:15
CCP404
B72Q
D
17
79.5
05/04/200717 :35
NWA1463
DC9Q
D
17
79.4
(RMT Site #35)
2100 Garnet Ln., Eagan
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/01/2007 22:29
DHL197
B72Q
D
17
86
05/28/200710.49
AAL2006
MD80
D
17
85.9
05/13/200715:34
NWA19
B744
D
22
85.7
05/30/200715:25
NWA19
B744
D
22
85.4
05/31/200716:02
AAL354
MD80
D
17
85.4
05/07/2007 20:44
DHL304
B72Q'
D
17
85.3
05/23/200710:58
AAL2006
MD80
D
17
85
05/16/2007 6:07
DHL1648
B72Q
D
17
84.4
05/05/2007 9:07
AALA29
MD80
D
17
84.4
05/29/200718 :06
NWA1463
DC9Q
D
17
83.8
(RMT Site #36)
Briar Oaks & Scout Pond, Apple Valley
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/01/2007 22:30
DH1.197
B72Q
D
17
84.9
05/09/200716:02
MES3173
SF34
A
35
84.6
05125/2007 0:29
CC11739
672Q
A
35
83.9
05/14/200710 :26
NWA1698
DC9Q
D
17
83.3
05/09/2007 7:20
FLG5637
CRJ
A
35
83
05/28/2007 8:13
CC P404
B72Q
D
12R
82.7
05/09/2007 7:25
LG2850
CRJ
A
35
82..5
05124/2007 22:14
CCP401
B72Q
A
35
82
05/24/2007 21:05
NWA445
DC9Q
A
35
81.6
05/30/2007 9:34
NWA126
DC9Q
D
17
81.2
Report Generated: 06/08/2007 09:45 -31 -
Top Ten Loudest Aircraft Noise Events for MSP
May 2007
(RMT Site #37)
4399 Woodgate Ln. N., Eagan
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/24/200722:00
NWA145
DC9Q
A
35
85.1
05/30/200712:39
NWA1280
DC9Q
D
17
83.5
05/13/2007 15:33
NWA19
8744
D
22
83.1
05/05/2007 9 :29
NWA1153
DC9Q
D
17
82.9
05/28/200710:47
NWA454
DC9Q
D
17
82.9
05/07/200711:32
AAL2006
MD80
D
17
82.5
05/21/2007 8:01
CCP404
B72Q
D
12R
82.3
05/21/200716:16
AAL1591
MD80
D
17
82.2
05/26/20079:40
1
NWA411
DC9Q
D
17
82.2
05/04/2007 9 :27
NWA1153
DC9Q
D
17
82.2
(RMT Site #38)
3957 Turquoise Cir., Eagan
Date/Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/21/200716;15
AAL1591
MD80
D
17
85.9
05/02/2007 0;09
KHA772
B72Q
D
17
85.3
05/04/200711:08
NWA1286
DC9Q
D
17
85
05/13/200710:28
NWA134
DC9Q
D
17
84.9
05/03/2007 20 :45
DHL304
B72Q
D
17
84.8
05/25/2007 22:31
DHL197
B72Q
D
17
84:8
05/26/2007 9:40
NWA411
DC9Q
D
17
84.5
05/22/200718:48
AAL422
MD80
D
17
819
05/31/200714:11
AAL1096
MD80
D
17
83.8
05/04/200711:02
NWA1030
A319
D
17
83.7
(RMT Site #39)
3477 St. Charles PI., Eagan
Date /Time
Flight Number
Aircraft Type
Arrival/
Departure
Runway
Lmax(dB)
05/08/200713:49
AAL1096
MD80
D
17
86.6
05/04/2007 22:42
DHL197
B72Q
D
17
86.3
05/30/2007 22 :39
DHL197
B72Q
D
17
85.8
05/18/200712 :05
AAL366
MD80
D
17
85,8
05/07/2007 9;40
AAL1125
MD80
D
17
85.6
05/31/2007 20:40
DHL304
B72Q
D
17
851
05/30/2007 9:33
AAL1125
MD80
D
17
85.1
05/13/200712 :05
AAL366
MD80
D
17
85.1
05/18/200716:53
NWA1084
DC9Q
D
17
85
05/17/2007 5:31
DHL1648
B72Q
D
17
85
May 2007 Remote Monitoring Tower Top Ten Summary
The top ten noise events and the event ranges at each RMT for May 2007 were comprised of 86,7 %departure
operations. The predominant top ten aircraft type was the B72Q with 31 % of the highest Lmax events.
May 2007 Technical Advisor Report Notes
Unknown fields are due to unavailability of FAA flight track data. Missing FAA radar data for 0 days during the
month of May 2007.
-32- Report Generated: 06/08/2007 09:45
Analysis of Aircraft Noise Events DNL
May 2007
Remote Monitoring Towers
Date
#1
#2
#3
#4
#5
#6
#7
#8
#9
#10
#11
1 #12
#13
#14
#15
05/01/2007
51:9
55.4
59.7
60.2
'70.5
73.6
63.2
62.5
NA
53
53.4
NA
32.3
61.1
47.5
05/02/2007
59.3
62.2
66.6
62.9
71.5
68.2
37.7
26.2
35.1
50.4
50.9
33.4
57.4
62.7
58.8
05/03/2007
607
63.1
67.9
64.1
71.3
69.4
46.4
40.9
47.2
NA
NA
49.8
56.3
60.7
60:7
05/04/2007
62.3
63.4
69.3
63.5
72.5
69.3
31.5
47.1
43.9
49.9
53
43.8
57.4
60
61.8
05/05/2007
61.5
62.7
68.1
62.3
71.8
68.1
38.7
35.4
38.6
56.1
54.7
38.5
53.7
56.5
59.2
05/06/2007
60.4
63.7
66.1
66.5
70.3
72,1
40.5
39.4
NA
NA
43.3
44
57.6
59.5
59.9
05/07/2007
57.7
62.3
64.1
65.7
71.3
74.7
60.4
59.5
NA
NA
NA
38.2
45.8
60.3
51.9
05/08/2007
54.4
55.3
59.7
61.4
70.6
74.1
63.7
62.6
36
39.5
46.5
26.5
47.5
62.7
48.1
05/09/2007
54.4
56.9
58.5
63.3
72.1
75.2
64.7
61,6
31.3
38.3
27.4
31.6
35.8
61.7
35.9
05/10/2007
53.2
55.6
61.9
62.8
71.8
73.8
67.2
62.7
31
34.6
NA
NA
34.2
60.4
46
05/11/2007
51.9
55.5
60.2
66.1
71.6
74.4
64.7
62,1
39.2
51.2
52.4
NA
45.7
60.6
47.6
05/12/2007
58.6
61.2
65.5
62.2
68.8
67.3
37.9
NA
44
57,1
50.8
NA
55.1
57.7
56.5
05/13/2007
58.9
1 62.3
66
63.3
69.5
69.2
NA
40
NA
NA
27.9
NA
56.4
57.5
59.2
05/14/2007
55.8
56.9
618
63.7
71.8
73
61.8
60
NA
28.6
NA
36,3
43.1
613
47.8
05/15/2007'
55.2
56.2
59.1
62.1
70.6
73.8
65.5
63
NA
50
49.8
NA
NA
62.9
38.1
05/16/2007
53.4
56.5
59.9
60.1
69.2
'74.5
62.2
63
37.3
52,3'
51.4
NA
48.2
62
48
05/17/2007
57.6
59.9
65
62.1
69.1
68.6
38.3
44.5
NA
NA
NA
411
56
64.1
57.8
05/18/2007
59
61.7
66.6
64.1
70.2
69,6
42.1
NA
NA
NA
NA
NA
60
61
62.5
05/19/2007
51.6
54.3
57
60
67.5
74,4
58.1
62.2
37.3
51.3
52.8
39.5
50,3
60
57.2
05/20/2007
60.6
63.3
65.3
62.8
68.6
68.5
38.7
49.1
NA
26.5
NA
NA
57.7
64
60
05/21/2007
58.8
62.3
65.2
64.1
69.4
70.5
41.6
47,2
35.2
NA
NA
37,6
57.6
61.6
63
05/22/2007
60.3
64
66.2
66
70.2
71.9
45.4
46.8
38
44
42
NA
58.5
56.8
60.3
05/23/2007
61.1
63
65.1
66.3
73
77.3
63.5
65
39.6
263
31.1
42.9
53.1
62.9
59.5
05/24/2007
53.5
56.9
60.1
61.6
72
74.4
66.2
62.1
43.8
43.7
NA
36.3
39.3
64.9
48.1
05/25/2007
59.1
59.8
64.4
62.3
70.3
69.9
53.4
56.5
NA
29.71
NA I
NA
56.9
63.3
57.9
05/26/2007
57.5
60.3
64.8
62.9
70.2
70.8
54.4
56
49,3
32.5
47,4
NA
52.6
60.5
56.2
05/27/2007
5'2.6
54.3
59.7
57.8
68.3
70.4
57.6
60.6
NA
NA
36.3
NA
47.9
59.8
49.3
05/28/2007
58..1
61.9
65
63,4
69
69.7
45.3
43.7
NA
32.1
40.1
35.2
,56,7
57,4
59.5
05/29/2007
58.9
61.6
65.8
63.3
69.5
69.3
39.6
39.5
36.6
NA
NA
41.7
58.9
64.6
64.9
05/30/2007
60
63.2
66.6
64.6
71.2
70.6
40.9
44
40.2
NA
NA
40,3
58.9
64.5
64.6
05/31 /2007
58.'7
59,2
64.5
62.2
71
70.2
55.3
57.4
34
29.2
NA
48
55.8
62.5
61,8
Mo.DNL
58.3
60.9
64.8
63.4
70.7
72.3
60.1
58.8
39.6
48
47.4
40
55.1
61.7
59
Report Generated: 06/08/2007 09:45 4S -33-
Analysis of Aircraft Noise Events DNL
May 2007
Remote Monitoring Towers
Date
#16
#17
#18
#19
#20
#21
#22
#23
#24
#25
#26
#27
#28
#29
05/01/2007
66.5
51.5
58,4
55.7
56.7
26.2
59.3
49.9
61.5
36.2
48.4
57.6
63,2
58.8
05/02/2007
66.2
29.9
64.4
61,6
30.2
51.2
54.7
643
59.1
60.1
56.7
65.8
68.9
36.4
05/03/2007
65.6
35.6
63.3
60.9
39.3
50
54.3
64.6
57.3
54.3
53.8
40.4
64.5
32.6
05/04/2007
62.1
32.9
62.7
60.6
43.1
51
51.5
66.1
56,7
48
53.1
40.2
64.6
40.2
05/05/2007
60.8
33.2
60.9
60,1
NA
48.9
46.7
612
53.2
50.7
54.6
32
62.3
NA
05/06/2007
60.8
40.8
62,1
60.2
NA
49.2
50.8
65.6
56.6
52.4
56.4
42.4
63.1
NA
05107/2007
64.9
50.2
59.2
54.7
50,5
41.8
55.8
57.4
59.2
51.5
51.9
53.1
61
54
05/08/2007
66.9
55.1
60.3
57.8
61.5
48.3
59.9
56.9
62.6
59.4
58.1
56.91
64.5
57.8
05/09/2007
65.8
58,3
58.6
55.1
60.3
44.6
59.4
54,1
61.5
50,1
52.3
60.4
59.8
56.4
05/10/2007
65.3
52.2
57.9
52.7
47.3
37
57.1
51.1
59.8
51.4
502
58.8
66.8
54.5
05/11/2007
66.7
32,7
52.1
47.6
273
44.8
57.9
54.2
60.9
51
50.4
59.9
61.4
54.2
05/12/2007
62,3
34.7
60.3
57.7
34
50.9
51.2
63
55
53.6
50.8
27.4
62.3
NA
05/13/2007
59.6
48.4
61.6
56.1
38.6
51.2
48.9
64,4
51.8
56.9
52.1
38.1
61.2
32.4
05/14/2007
65.7
49.1
56.2
50
48
49.2
58�
53.6
60.7
48.2
53.6
55.9
59.8
52.7
05/15/2007
67.7
44.9
58.6
56.8
55.4
45.4
59.6
51.1
632
40.4
43,2
56.6
64.3
56.2
05/16/2007
67.1
48.1
59.5
58.3
53.1
41.1
58.7
51
62.1
46
47.1
55.9
61.2
5677
05/17/2007
66,4
44.3
60.8
59.1
43.8
51.4
58
63.7
60.8'
57.6
56.4
32.8
62.5
NA
05/18/2007
64.2
51
59.8
56.4
36.7
49.9
53.1
67.6
57.2
56.1
51.7'
43.9
58.2
NA
05/19/2007
64.4
51
55.8
52.3
401
45.8
57.5
58.8
60,4
43
52.7
54.4
54.8
55.4
05/20/2007
65.7
NA
58
54.5
NA
54,4
56.6
65.9
61 A
55.5'
58.3
48.3
60.5
39.2
05/21/2007
63.5
31.8
62.9
58.5
39.1
50,3
51;8
65.6
56.2
56.3
51.9
38.6
63.8
42.9
05/22/2007
59.5
37.1
62.8
58.8
45.2
53.4
49,1
64.9
52.7
54.6
50.6
26,1
64.2
30.5
05/23/2007
63.9
46.2
59.7
54.5
50.9
52.6
55.6
63.2
59.4
56.1
515
60.9
61
55.5
05/24/2007
67
52.9
55.7
49.1
46,5
47.1
61.7
56.2
64.1
39.7
511
60.5
61,2
59.2
05/25/2007
66.3
47.6
62.8
58.7
50.6
54.7
58.8
64.1
61.5
54.5
55.1
52.4
62.2
49.7
05/26/2007
65
49
60.3
55.3
54.5
49
55.1
62.1
59
53
52
50.8
60.7
54.3
05/27/2007'
62.3
48
56.7
50,4
43.1
41.6
55.6
58.9
59
44.9
50.6
54,1
60
56.9
05/28/2007
60.4
41
60.5
57.1
42.6
49.9
47.9
65.4
53.9
54;6
52.2
NA
60.7
39.7
05/29/2007
66.9
27.4
58.8
54.7
30.6
56.2
57
69.3
61.4
55
57.7
33.9
59.4
35.8
05/30/2007
66
52.4
61.3
57.5
39.4
52.2
57.1
69.3
60.6
52.9
55.9
29.7
62.9
32.6
05/31/2007
65.4
44.6
NA
58.8
34.6
52.9
56,2
65.9
60.5
53.4
55.8
52.2
61,6
61.1
Mo.DNL
65.1
49.3
60.3
57.3
51.6
50.4
56.7
63.8
59.9
54.1
53.9
56.1
62.8
53.8
-34- Report Generated: 06/08/2007 09:45
Analysis of Aircraft Noise Events DNL
May 2007
Remote Monitoring Towers
Date
#30
1 #31
#32
#33
#34
#35
#36
#37
#38
#39
05/01/2007
66.6
50.3
49,6
52.4
56.9
59:5
61,1
NA
27,4
NA
05/02/2007
71.5
51.6
45.8
52.1
51.2
59.9
55.3
58.8
60.9
60.1
05/03/2007
69.6
59
55.4
45.7
42.6
54.8
44.6
55.7
58.6
61.1
05/04/2007
68.9
54.5
47.7
j 49,1
44,1
52.8
40.8
53.3
56.5
61.5
05/05/2007
66.4
49.2
43,9
45.1
42.5
54.4
46.6
53.9
56.1
56.3
05/06/2007
65.5
51.5
48.1
42.4
34.6
53.4
37.5
51.2
55.3
56.3
05/07/2007
63.7
453
45,6
49.8
41.8
54.6
54.3
51.3
53.7
54.7
05/08/2007
65.6
51.2
462
55.5
45.1
57
56.5
39.5
45.4
49.4
05/09/2007
64.3
55.6
56.4
52.2
51.7
59.1
59.7
NA
NA
NA
05/10/2007
63.3
47.5
NA
45.7
47.4
58.8
59.1
NA
NA
NA
05/11/2007
57.5
33
36,2
41.6
433
53.6
56.3
44.9
45.8
48.3
05/12/2007
65.4
49.2
39
44.8
39.1
56
45.1
55
55.1
56.4'
05/13/2007
63
49.9
36.8
48.3
34.7
49,3
42,7
53.7
55.4
55,3
05/14/2007
63.3
51
48.4
49.3
47.4
53.7
522
43.4
39.8''
NA
05/15/2007
68.4
50.8
55.4
51.5
52,4
57.7
59.8
31.71
NA
NA
05/16/2007
69.4
53.8
53.5
55.4
56.9
59,3
60
45.1
27.4
NA
05/17/2007
66.8
50.1
44.3
51.5
47.7
55.1
52.8
54.4
54.9
59.7
05/18/2007
65.2
54.6
46.9
50.6
39.7
49.7
45.1
52.2
53.8
59,9
05/19/2007
62.7
45.8
43.6
52.8
45.7
54.9
55.7
42.5
36.9
NA
05/20/2007
61.7
47.4
26,6
38.9
40.3
46.6
41.6
49
51.2
51,1
05/21/2007
66.6
55.6
54.2
48.9
44.4
51.8
45.8
53.8
56.1
60.1
05/22/2007
66.7
54.1
49.1
50.8
38.7
52.3
44.5
50.7
56.4
59.7
05/23/2007
62.8
46.9
38,3
45.9
41.2'
54.6 j
54.3
53.4
55.1
55.8
05/24/2007
61.9
35.7
45.4
43
36,9
58.6
58.7
55.7
48.7
52.3
05/25/2007
68.7
54.5
45.6
52.2
46.6
56.6
55.8
52.2
57.6
58.8
05/26/2007
63.3 j
50.5
41.7
47.5
45,6
51.6
50.2
49.6
52.2
56
05/27/2007
58.1
40.2
32.5
45.8
40.9
51.4
54.5
36.8
43.9
51.3
05/28/2007
65.4
48..5
39,8
49.2
39,8
52
47.4
52.1
54.4
57.4
05/29/2007
64.6
47.8
39.8
48.9
38.5
54.9
51.9
47.9
52.7
57
05/30/2007
66.4
52.1
47.3
45.8
51.3
53.8
49.4
563
57.3
60.5
05/31/2007
68.7
55.2
52.8
47.4
45
59.2
57.5
54.4
56
57,6
Mo.DNL
66.2
52.1
49.2
50
48.4
55.9
55.1
52.2
54.2
56.7
Report Generated: 06/08/2007 09:45 -35-
61
2273 Carrier Jets Departed Runway 17 - 5/1/2006 - 5/31/2006.
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d 11
`" i �, I, I /),� 1 IJI 1�1 IS � \ 44 � III � I �r / � I � I ! y f� f /
( ir) 1, l!, i � I - I),���I �:.� msz6xnm h ..T � ra !Ir\� II � \ r /�. � ... -11
..... .. .........
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Runway 17 Departure Overflight Grid Analysis
Metropolitan Airports Commission Runway 17 Departure Analysis Report - 51112006-513112006
N
2
1
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Of
2,
91.
I 21'
—)PI
289
54
6
�.2
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6
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187
1
1
X,
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2h2
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jj 26
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Metropolitan Airports Commission Runway 17 Departure Analysis Report - 51112006-513112006
Runway 17 Carrier Jet Departure Operations - 5/1/2006 - 5/31/2006
2241 (98.6 %) West Bound Carrier Jet 32 (1,4 %) Carrier Jet Departure
Departure Operations Flying the Runway 17 Jet Operations Turned West Before Passing Over the
Departure Procedure (Passing Over the 2.5 NM Runway 17 2.5 NM Turn Point. This is 2.7% of
Turn Point) and Runway 17 East Sound Carrier Jet 1168 westbound departures.
Departure Operation
kL
��. �5* �1 I,(, I � I � r -,:- �• I I �j r�l � ��p - ��I�t� I / I
'., 11 li I II �•J „'..�.._.fl'i�.l / 1�.4'- i I l:�., ........ ' �I �1� \\
r,
/1
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1 =. I �(
mraY 111]ST6N Lc A1!t {y Y” �,�
pR
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l
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\�� `�� r r.li Yi? SL y� 1 ,.
.A1 Y� � •� Y , 4s � st �i� `+ � � �s�z'�, I Y
Metropolitan Airports Commission Runway 17 Departure Analysis Report - 51112006- 5139/2006 - 2 -
b6
Runway 17 Nighttime Carrier Jet Departure Operations - 5/1/2006 - 5/31/2006
��rfl
L"
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5
47 Nightime Carrier Jet Departure Operations off of
Runway 17 in 5/1/2006 - 5/31/2006 (10:30 p.m.- 6:00a.m.)
6 (12.8 %) West Bound Carrier Jet ° 6 (12.8 %) West Bound Carrier Jet
Departures Turned West Between 2,5 and 3.0 NM Departures Turned West After 3.0 NM from Start of
from Start of Takeoff and Remained Over the Takeoff and Remained Over the Minnesota River
Minnesota River Valley (trending with Runway 17 Valley (trending with Runway 17 River Departure
River Departure Heading) Procedure)
18 (38,3 %) Carrier Jet Departures 9 (19.1%) Remaining West Bound
Turned West Before Passing Over the Runway 17 Carrier Jet Departures Flew the Runway 17 Jet
2.5 NM Turn Point Departure Procedure (Passing Over the 2.5 NM
Turn Point), and with an enroute heading to the
destination airport
Metropolitan Airports Commission Runway 17 Departure Analysis Report - 5111200 513112006 - 3 -
i
J
If.r
" -�1
��rfl
L"
H
Y \ >hf,,�
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5
47 Nightime Carrier Jet Departure Operations off of
Runway 17 in 5/1/2006 - 5/31/2006 (10:30 p.m.- 6:00a.m.)
6 (12.8 %) West Bound Carrier Jet ° 6 (12.8 %) West Bound Carrier Jet
Departures Turned West Between 2,5 and 3.0 NM Departures Turned West After 3.0 NM from Start of
from Start of Takeoff and Remained Over the Takeoff and Remained Over the Minnesota River
Minnesota River Valley (trending with Runway 17 Valley (trending with Runway 17 River Departure
River Departure Heading) Procedure)
18 (38,3 %) Carrier Jet Departures 9 (19.1%) Remaining West Bound
Turned West Before Passing Over the Runway 17 Carrier Jet Departures Flew the Runway 17 Jet
2.5 NM Turn Point Departure Procedure (Passing Over the 2.5 NM
Turn Point), and with an enroute heading to the
destination airport
Metropolitan Airports Commission Runway 17 Departure Analysis Report - 5111200 513112006 - 3 -
Remote Monitoring Tower (RMT) Site Locations
tl� 11 tl P �% 1 I I /j 1111 -1
t
�I
i r y R 9:'r ,
I'M
I Dy 1D
I usnh. r\� 13 it
t _;__._,.r 7 !.� ,•4pir _..,.. I f y'..: i.� ._�I ;h �..��.: ,� �J,. _I ! I i ,
Ai. 17 19
1 I �
ll
v1.1 I l
�r
I
+( l I
!mow
t .;
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4 � I .t
� I
f�
RXIM-1:421
IExistiing RMT's
- - •- ` Runway 17 -35 RIVIT's
Metropolitan Airports Commission Runway 17 Departure Analysis Report - 51112006- 513112006 - 4 -
Analysis of Aircraft Noise Levels - DNL d6A 51112006- 513112006
Date
#30
#31 1
#32
#33
#34
#35
#36
#37
#38
#39
1
63.9
46.6
38.7
53.9
47.6
49.8
48
46
47.8
48.9
2
58.9
46.5
NA
49.2
45
493
52
44
46.3
50.6
3
54.5
39.5
38.7
37.4
35.7
53
55.3
38.6
49.5
49.9
4
51.8
47,2
54.8
41.1
42.5
54,7
56.6
NA
27.2
NA
5
50.2
50.4
41.2
NA
33.4
52.2
56.8
NA
NA
NA
6
60.7
45
40.6
49.5
49.5
50.3
49
47,4
38.8
44,7
7
63:2
39,7
NA
52.9
48.9
48.9
441
47,9
49.4
48.3
8
69.7
60.9
59.8
55.2
52.5
55,8
54.2
54.3
55.5
57.6
9
58.3
49.2
45.8
30,6
32.9
53
54.8
53.8
50
44.4
10
53
44.9
45.7
39,8
27.7
53.7
56.5
37
NA
NA
11
51.6
25,9
NA
37.5
38.8
53.8
56.6
41.4
NA
27,6
12
51.1
36.3
32.2
NA
NA
48.5
52.9
NA
NA
NA
13
48.6
32,3
28.6
34,5
NA
50,4
52,6
37.6
NA
NA
14
51;4
26.8
45
NA
31.6
50.6
54
42.3
NA
NA
15
49.6
27.2
40.6
25.9
46.1
50.9
54.5
48.4
NA
35.4
16
51.5
37.8
44;6
30.1
40.6
52A
553
411
30,7
32.5
17
51.5
36,8
NA
32.6
28.6
53
56
44,5
35,7
44.9
18
50.6
NA
NA
37.9
39.4
51.3
54.9
43.6
38.9
45,6
19
64.9
49.3
32.6
53.6
48
48.1
52,2
50
52.6
48.6
20
49.5
27.1
41.7
NA
25.3
51.8
54.6
40.5
37,1
41
21
64
37.4
NA
51.8
47,9
50,5
42.6
53,9
59
51
22
62.6
39.4
NA
52.5
48.7
48,5
41,6
48,7
50.2
48.8
23
61.1
35.4
NA
51.9
46,8
46.9
39.5
49
50.9
51
24
62.3
45.2
47
51.8
49
51.2
49.5
48,3
48.7
49.8
25
49,6
32.6
45,2
33.7
44.8
51,1
54.6
34.9
NA
NA
26
52.6
37,2
NA
42.2
39.1
52.2
533
38.5
36.9
40
27
62.9
41,1
NA
50.7
42.5
46.9
39,7
46.5
49.8
46
28
58.5
35,6
35.3
47,6
40.7
40.5
38.2
43.4
46.8
46.2
29
60.7
39.3
NA
50,4
47.5
46,3
40.6
44.5
45,4
46.6
30
48.4
NA
39.12
NA
NA
50,5
54.4
NA
NA
NA
31
61.2
34,7
NA
49
44.6
50.7
51,2
497
507
43.9
Av, DNL
60,4
47,7
47
48.6
45,1
51.3
53.2
47.3
48.8
47,5
Metropolitan Airports Commission Runway 17 Departure Analysis Report - 51112006- 513112006 - 5 -
bfO
Community Vs. Aircraft Noise Levels
DNL dBA 5/1/2006 - 5/31/2006
RMT
Community DNL
Community DNL
Community DNL
*Aircraft DNL
DFW
05/01/03- 05/31/03
05/01/04 - 05/31/04
05101/05- 05/31/05
5/1/2006- 5/31/2006
30
59.1
58,7
58.3
60.4
31
61.2
60.3
59.1
47,7
32
58,4
57.4
57.8
47
33
55,9
56.5
56
48.6
34
58.4
58.3
57.9
45.1
35
62,1
60.9
62.4
51.3
36
63,6
61.8
63.4
512
37
64.1
63.5
63.3
47.3
38
60.8
60,7
60.8
48.8
39
62.6
62
61.5
47.5
Top 15 Runway 17 Departure Destination Report
Airport
City
Heading (deg.)
#Ops
Percent of Total Ops
DFW
DALLAS/ FORT WORTH
193°
115
5.1%
DEN
DENVER
237°
113
5%
PHX
PHOENIX
231°
96
4.2%
ORD
CHICAGO (O'HARE)
124°
91
4%
IAH
HOUSTON
185°
84
17%
LAS
LAS VEGAS
243°
79
3.5%
ATL
ATLANTA
149°
74
3.3%
MDW
CHICAGO (MIDWAY)
124°
67
2.9%
STL
ST LOUIS
160°
67
2.9%
MCI
KANSAS CITY
1880
66
2.9%
FSD
SIOUX FALLS
2450
60
2.6%
OMA
OMAHA
205°
56
2.5%
CVG
CINCINNATI
127°
51
2.2%
MEM
MEMPHIS
162°
46
2%
SAN
SAN DIEGO
235°
44
1.9%
Metropolitan Airports Commission Runway 17 Departure Analysis Report - 51912006- 513112006 - 6 -
t> 47A
Mike Maguire
,Tune 20, 2007
MAYOR
Metropolitan Airports Commission
Paul Bakken
Attn: Chair Lamiers and MAC Commissioners
Peggy Carlson
6040 -28"' Avenue South
Cyndee Fields
Minneapolis, MN 55450
Meg Tilley
COUNCIL MEMBERS
FAA MSP Air Traffic Control Tower
Attn: Carl Rydeen, Assistant Manager of Operations
Thomas Hedges
6311 34th Avenue South
CITY ADMINISTRATOR
Mpls, MN 55450
Dear MAC Commissioners and Mr. Rydeen:
Since March of 2007, the residents of the City of Eagan have been receiving an
inordinate amount of airport noise —both from increased operations using Runway 17/35
and departures operations deviating from the Eagan/Mendota Heights Corridor. Based on
MUNICIPAL CENTER
volumes of complaints, the MAC is certainly aware of how unhappy our residents are
3830 Pilot Knob Road
with the increased noise.
Eagan, MN 55122 -1810
651,675.5000 phone
The Council recognizes that airplane noise is a fact of life when your community is
651,675.50'12 fax
located adjacent to one of the busiest airports in the country, and we certainly respect and
651.454,8535 TDD
are thankful for the positive economic impact MSP has on our community. However,
what is not acceptable is the level at which the new runway is being used when capacity
needs simply do not justify the increased use.
MAINTENANCE FACILITY
Eagan continues to be told by the MAC and FAA that Runway 17/35 is now in full
3501 Coachman Point
operation and being used at the levels consistent with what was projected in the 1998
Eagan, MN 55122
Final Environment Impact Statement (FEIS) prior to the opening of Runway 17/35.The
661.675.5300 phone
reality, however, is that the FEIS could not have predicted 9/11 or the bankruptcy of
651.675,5360 fax
Northwest Airlines, both of which resulted in significantly less operations than were
651.454.8535 TDD
forecasted in the FEIS. Moreover, Eagan's residents were continuously told prior to the
opening of the new runway that 17/35 was needed for added capacity at MSP -25%0
added capacity to be exact. Interestingly, the City just received a copy of the January 19,
www.cityofeagan.com
2007 Supplemental Expert Report from the MAC showing that actual 2006 operations at
MSP have continued to decline since 2002, which clearly demonstrates that the added
25% capacity simply is not needed, yet, runway 17/35 continues to be used for the
highest percentage of departures than any of the other runways. To now tell Eagan
residents that operations are consistent with the FEIS, which were communicated in
neighborhood meetings before the runway opened, is disingenuous at best when there is
THE LONE OAK TREE
not a need for the greater runway use; rather, it is a choice being made by the MA.0 and
The symbol of
FA
strength and growth
.A
in our community.
i
Juno 20, 2007
Correspondence: City of Eagan
Page 2
In reviewing both the April and May 2007 Technical Advisory Reports, Runway 17/35
has been used for more departures than the south parallel runways (12L and 12R)
combined, resulting in planes over predominantly residential areas, as opposed to the
Eagan/Mendota Heights Corridor. The MAC itself stated in the January 19, 2007
supplemental report that:
"Due to the dense residential land uses to the northwest, and the predominant
industrial / cormercial land uses to the southeast, focusing arrival and departure,
operations to the southeast has long been the preferred configuration from a
noise reduction perspective ".
Furthermore, the report goes on to say that with the opportunity to route westerly headed
aircraft over the unpopulated river valley, Runway 17 is "the second preferred runway
(after 12Land 12R) for noise reduction purposes ". While Eagan supports the westbound
river valley procedure despite it not benefiting our community, we are increasingly
frustrated to see departure operations concentrated on 1.7, rather than more equitably
using all runways, including the south parallels over the Corridor. Looking at recent
statistics in the MAC reports, it clearly shows that Runway 17 is being used as the
preferred runway for departures, despite the noise impact it has on thousands of residents.
Recognizing that the City is in active litigation with the MAC over the noise mitigation
program, I will not make any accusations as to the timing of the sudden greater use of
Runway 17/35 this spring, other than to say many residents are extremely angered by the
FAA's increased usage of Runway 17/35, which according to recent correspondence
from the attorneys representing the MAC, has now resulted in a reduction in the number
of homes in the 2006 actual 60 -64 noise contours. It would certainly appear that the MAC
and FAA are making a concerted effort to place a greater noise burden over the entire
Eagan community through the use of 17/35 in an effort to reduce the number of homes in
the contours and consequently homeowners who were previously promised noise
mitigation.
Lastly, in addition to increased use of 17/35, the City continues to witness lack of
compliance within the Eagan/Mendota Heights Corridor. The MAC and FAA are well
aware of how hard the City has worked over the years to maintain the integrity of the
Corridor as a commercial and industrial gateway in an effort to keep planes out of
residential areas. Over the past several months, compliance within the Corridor has been
in the low 80`h percentiles, which is unacceptable. As an aside, compliance was well into
the 90`h percentile in previous years, and that was prior to the sudden increase in use of
17/35. With less than half the number of departures off of 12L and 12R compared to just
a few months ago, one would expect even greater Corridor compliance. Mr. Carl Rydeen
of the FAA did speak to the Noise Oversight Committee (NOC) at their last meeting
regarding the lack of compliance and he assured the group that he would speak to the
ail
June 20, 2007
Correspondence: City of Eagan
Page 3
controllers about the issue. The City trusts that will be the case and that compliance will
improve in the coming months,
The quality of life for many residents in Eagan has been severely impacted since the
opening of Runway 17/35, The City of Eagan values MSP and wants to be a "good
neighbor "; however, that relationship goes both ways, and we expect that the MAC and
FAA will readdress how Runway 17/35 is currently being used when capacity does not
call for such a dramatic increase and we also expect the FAA to communicate with the
MSP controllers to improve compliance in the Corridor.
We will look forward to a response from the MAC and the FAA, and we thank you for
your attention to this matter. If you have any questions for the City, please feel free to
contact City.Administrator Hedges at 651./675 -5007.
Sincerely,
Mike Maguire
Mayor
cc: Governor Tim Pawlenty
Representative Sandra Masin (38A)
Representative Lynn Wardiow (38B)
Representative Rick Hansen (39A)
Senator Jim Carlson (38)
Senator James Metzen (39)
Eagan Airport Relations Commission
MSP Noise Oversight Committee
1G1ETROP011T RN AIRPORTS CO.1.V.li.LV':fLd.SSION
�1?cL1S S4,Nr Minneapolis -Saint Paul International Airport
t 9c� 6040 - 28th Avenue South . Minneapolis, MN 55450 -2799
` Phone(612)726 -8100
mt O
p t N
O N
9
,t. GO
June 22, 2007
City of Eagan
Attn: Honorable Mayor Mike Maguire
3830 Pilot Knob Road
Eagan, MN 5 5122-18 10
Dear Honorable Mayor Maguire,
I am writing in response to the City of Eagan's June 20, 2007 letter regarding Eagan/Mendota
Heights Departure Corridor compliance trends and recent runway use and at Minneapolis /St. Paul
International Airport (MSP). With respect to corridor compliance, at the request of the MSP
Noise Oversight Committee (NOC) the Federal Aviation Administration (FAA) is reviewing the
issue and will present its findings at the NOC meeting on July 18, 2007. Corridor compliance in
May 2007 was approximately 91 percent. With respect to runway use, as discussed more fully
below the NOC recently urged the FAA to use Runway 17/35 in a manner consistent with the
environmental review documents for the Dual Track Airport Planning Process and FAA.'s Record
of Decision (ROD) for the Dual Track process. FAA responded by stating that the average
annual use of Runway 17/35 would approximate percentages in the environmental review
documents and the ROD.
The runway use issue arose as a result of a concern initially raised by the City of Mendota
Heights. The Mendota Heights Airport Relations Committee (ARC) invited Mr. Chad Leqve,
MAC Manager of Noise Programs, and Mr. Carl Rydeen, FAA Assistant Tower Manager at
MSP, to its November 20, 2006 meeting. At that meeting, the Mendota Heights ARC expressed
strong dissatisfaction with operations on Runway 17/35. In particular, ARC observed that FAA
was not using Runway 17/35 as much as envisioned in the environmental review documents and
FAA's ROD for the Dual Track process. In addition to the Mendota Heights ARC, many
Minneapolis and Eagan residents expressed the same concern to MAC and FAA.
In response to these concerns, NOC addressed the issue of Runway 17/35 use at its January 17,
2007 meeting. NOC, by a unanimous vote, resolved to send a letter encouraging FAA to use
Runway 17/35 as much as envisioned in the environmental review documents and FAA's ROD
for the Dual Track process. The City of Eagan, through its NOC representative Diane Miller,
voted in favor of this action. MAC staff provided technical support in preparing the letter, which
NOC sent to FAA on January 25, 2007. (Attachment 1).
On April 9, 2007, FAA responded to the NOC letter. (Attachment 2). FAA explained that the air
traffic control tower at MSP "chose to be conservative" in using Runway 17/35 after the runway
opened, thereby allowing "all tower personnel to become familiar with the uniqueness of each
[Runway 17/35 use] configuration and ensure a safe operation while gaining familiarity in these
new configurations." FAA concluded that as air traffic control tower personnel gain "familiarity
with all runway use configurations, and as operations increase it will result in percentages of
runway use that are reasonable and approximate those given" in the environmental review
documents and FAA's ROD for the Dual Track process. Earlier this week, Mendota Heights —
The Metropolitan Airports Commission is an affirmative action employer
www.mspairport.com &0
Reliever Airports: AIRLAKE. ANOKA COUNTY /BLAINE. CRYSTAL. FLYING CLOUD. LAKE ELMO. SAINT PAUL DOWNTOWN
the city that initially raised concerns regarding Runway 17/35 use — informed MAC that the city
had reviewed the FAA response and was "extremely pleased with the current runway use
percentages at MSP and asks that no actions be taken to return to a use pattern that was never
projected." (Attachment 3).
The City of Eagan's suggestion that FAA's response is somehow related to the noise litigation
that the city has pending against MAC is utterly without merit. As discussed above, it was the
NOC —not MAC —that voted unanimously in January to encourage FAA to use Runway 17/35 as
envisioned in the environmental review documents and FAA's ROD for the Dual Track process.
At that time, the City of Eagan assisted in formulating and fully supported NOC's position.
Finally, the City of Eagan suggests that the environmental review documents and FAA's ROD for
the Dual Track process made Runway 17/35 use contingent upon certain levels of operations at
MSP. This is simply incorrect. The environmental review documents and FAA's ROD explained
that the purpose of the MSP expansion — including the construction of Runway 17/35 —was to
reduce delays and ensure efficient aviation services. Nothing in the environmental review
documents or FAA's ROD made a twenty -five percent increase in operations at MSP a
prerequisite to Runway 17/35 use, as the city asserts.
In closing, MAC concurs with the position of NOC and FAA that runway use at MSP should be
consistent with the assumptions outlined in the environmental review documents and FAA's
ROD for the Dual Track process.
Sincerely,
ck 1,an eff rs
Chair
Metropolitan Airports Commission
cc: Governor Tim Pawlenty
Representative Sandra Masin (38A)
Representative Lynn Wardlow (38B)
Representative Rick Hansen (39A)
Senator Jim Carlson (38)
Senator James Metzen (39)
Eagan Airport Relations Commission
MSP Noise Oversight Committee
Attachments
m
Attachment 1
NOISE OVERSIGHT COMMIT'TEE (NOC)
Minneapolis /St. Paul International Airport (MSP)
6040 — 28'" Avenue South — Minneapolis, MN 55450 -2799
Phone (6f 2) 725 -6455
January 25, 2007
Minneapolis Airport FAA ATCT
Attn: Mr. Carl Rydeen
Manager — MSP Air Traffic Control Tower
6311 34th Avenue South
Minneapolis, MN 55450
RE: RUNWAY USE AT MSP WITH RUNWAY 17/35 IN OPERATION
Dear Mr. Rydeen,
As you know, airport noise is a significant issue for the communities surrounding
Minneapolis /St. Paul International Airport (MSP). As such, your continued attendance and
participation at Noise Oversight Committee (NOC) meetings is appreciated. As you witnessed at
the January 17, 2007 NOC meeting, the communities around MSP have expressed significant
concern with the FAA's runway use practices during the first full twelve months of Runway 17/35
operations at MSP.
Since the opening of Runway 17/35 at MSP in October 2005, the Noise Oversight Committee
(NOC) has been reviewing the use statistics associated with the FAA's operational integration of
the runway. Prior to the opening of Runway 17135, the Metropolitan Airports Commission (MAC)
and the communities surrounding MSP anticipated impacts associated with the new runway
would be in accordance with the provisions published in the following documents:
• March 1998 Dual -Track Airport Planning Process Final Environmental Impact Statement
(FEIS)
September 1998 Record of Decision (ROD) approving the March 1998 FEIS
• July 2003 Runway 17 Departure Procedure Environmental Assessment (EA)
• August 2003 Finding of No Significant Impact (FONSI) /Record of Decision (ROD)
approving the July 2003 Runway 17 Departure Procedure EA
• November 2004 MSP 14 C.F.R. Part 150 Update document
It is important to highlight the extensive planning process and the consultation and coordination
that went into the development of Runway 17/35 at MSP. This planning process adhered to FAA
guidance under the provisions of FAA Order 5050.4 and FAA Order 1050.1. It was through this
process that the above - listed documents were developed.
In the months following the opening of Runway 17/35 the communities surrounding MSP began
to express concern regarding the actual runway use figures as compared to the runway use
numbers published in the environmental documentation leading up to the runway opening. On
October 27, 2006 Runway 17/35 was operational for a full year. As such, a good data sample is
available to conduct an analysis of runway use with Runway 17135 in operation at MSP.
The following provides background and analysis of the existing runway use trends at MSP in
relation to the planned runway use in the environmental documentation leading up to the
V6.
January 25, 2007
Mr. Rydeen
Page 2
opening of Runway 17/35 at MSP, and a request for the FAA's response to related questions
raised by the NOC.
Background
In 1989 the Minnesota State Legislature passed the Metropolitan Airport Planning Act requiring
the MAC and the Metropolitan Council to evaluate airport infrastructure needs in the Twin Cities.
Subsequently, in 1990 the Dual -Track Airport Planning Process began, which evaluated the
expansion of MSP at the present site, as well as an airport relocation option to meet future air
travel demands.
In 1996 the Minnesota State Legislature acted to end the planning process and directed the
expansion of MSP at its present site to meet future facility needs to the year 2010. Per federal
and state environmental taws, the MAC and the FAA finalized the environmental documentation
associated with the airport expansion in the form of an FEIS that was made available for review
and approval in May 1998.
In September 1998 the FAA issued a ROD approving the May 1998 FEIS, paving the way for
the airport expansion.
The development of the FEIS and the associated ROD included extensive operational
evaluations overseen and driven by FAA Air Traffic Control representatives. The FAA conducted
independent airspace and airfield capacity studies for MSP as part of the planning process.'
This resulted in the development of various airport operational assumptions that were
incorporated into the environmental analysis conducted to assess the impact of the expansion
of MSP. This included planned runway use. Specifically, the May 1998 Dual track FEIS stated
the following on page 1 -6:
"Table A.3 -7 (Runway Use for the MSP Alternative — Average Annual
Use) shows the percentage of annual operations that are expected to
occur in achieving operational goals for use of the new north -south
runway, as well as the other runways at MSP ... FAA Air Traffic will
Record of Decision." (emphasis added)
The following is Table A.3 -7 out of the FEIS:
' FAA Record of Decision, Mnneapolis -St. Paul international Airport Dual Track Airport Planning Process, September 1998,
P.55.
January 25, 2007
Mr. Rydeen
Page 3
Table A.3 -7 - Runway Use for MSP Alternative - Average Annual Use
Runway Percentage of Departures Percentage of Arrivals
4
1.0 percent
12L
7.4 percent
12R
16.3 percent
17
36,6 percent
22
less than 0.05 percent
30L
15.4 percent
30R
23.3 percent
35
less than 0.05 percent
Total
100.00 percent
Source: HNTB Analysis
less than 0.05 percent
21.3 percent
15.1 percent
less than 0.05 percent
less than 0.05 percent
21.7 percent
25.0 percent
16.9 percent
100.0 percent
In describing Table A.3 -7, on page A.3 -17 of the FEIS, the following is stated:
"The runway use percentages in Table A.3 -7 are operational goals based
on weather conditions (both wind and visibility), direction of flight, noise
impacts and operational efficiency; however, the actual use of the
runways could vary on a daily, weekly or monthly basis, but should
closely approximate the Dercentaae aoals over an averaae vear."
(emphasis added)
Subsequently, page 4 of the September 1998 ROD provides a list of required actions a part of
the proposed action stating the following with regard to FAA Air Traffic Control:
"Air Traffic. The proposed action will require that the FAA's Air Traffic
Division expand the Class B airspace surrounding MSP and establish
new air traffic procedures, consistent with the information contained in the
FEIS. Related Air Traffic actions may also involve redesign of the terminal
radar approach control (TRACON) airspace surrounding MSP."
(emphasis added)
In 1999 the MAC began construction of the 2010 airport expansion project. Simultaneously the
MAC began the process of updating the Part 150 Noise Compatibility Program (NCP) and Noise
Exposure Map (NEM). As committed to in the above - detailed Dual -Track Planning process, the
MAC, along with the communities surrounding MSP, began analyzing various options for a
departure procedure off Runway 17 to reduce noise impacts in the City of Bloomington.
Following the determination of a possible option through the Part 150 Update, an EA process
commenced for implementation of the Runway 17 departure procedure prior to the opening of
Runway 17/35. The catalyst for the EA was the FAA's position that an air traffic control
procedure change not anticipated in the Dual -Track FEIS, which routinely routed air traffic over
noise sensitive areas at less than 3,000 feet AGL, required an evaluation consistent with FAA
Order 1050.1.
The July 2003 Runway 17 Departure Procedure EA (for the 2.5 nautical mile turn point for
westbound departures off Runway 17) included implementation of the Runway Use System
A am
January 25, 2007
Mr. Rydeen
Page 4
(RUS as detailed in the November 2001 MSP Part 150 Update document) which resulted in
minor changes from the runway use percentages in the FEIS. However, as stated on page A -7
of the EA:
"Due to the consistency between the Part 150 Update RUS evaluation
criteria and the criteria utilized as part of the EIS process, the change to
the environment around MSP is minimal. Because there is no significant
change in the noise environment around MSP as a result of the RUS
modification, the modifications are not subject to further environmental
review."
Below is Table A -6 from page A -7 of the EA, which provides the approved updated runway use
percentages with Runway 17/35 in operation.
Table A-6
Revised RUS Forecast 2005 Average Annual Runway Use
Note: Totals may not equal 100% due to
rounding
Change from Unrritigated FEIS Forecast 2005 Annual Average Runway Use
4
Arrival
_- Departure
Runway
Day
Night
Total
Day
Night
Total^
4
%
3.8%
05%
0.2%
0.4%
0.2%
22
0.5%
2.5%
07%
0.1%
0:8%
0.3%
12L
21.7%
17.8%
21.2%
9.5%
12.5%
9.9%
12R
14.6%
12.0%
14.3%
15.9%
186%
16.2%
30L
21.1%
24.2%
21.5%
14.8%
13.2%
14.5%
30R
25.5%
26,0%
25.5%
22.4%
19,9%
22.1%
17
0 -1%
0.1%
0.1%
371%
346%
36,7%
35
16.6%
13.7 %
16,2%
0.1%
0.1%
0.1%
Total
100.0%
100.0%
100,0%
100,0%
100,0%
100,0%
Note: Totals may not equal 100% due to
rounding
Change from Unrritigated FEIS Forecast 2005 Annual Average Runway Use
4
0,0%
3.7%
0.4%
0:010
0,2%
0.0%
22
0.0%
2.0%
0.2%
-0.1%
0.8%
0.1%
12L
-0.11%
1.5%
0.1%
1.3%
2.2%
1.4%
12R
-0.2%
-1.7%
-0.3%
0.0%
-2.0%
-0.4%
30L
0.10/0
-7.9%
-0..9%
-0.3%
-1,3%
-0.5%
30R
10%
1.7%
1.0%
-03%
-0.6%
-0.6%
17
0.0%
0.0%
0.0%
411%
0.7%
-0.1%
35
-0.8%
, 0.6%
-0.7%
0.0%
OA%
0.0%
Source: HNTB analysis.
The runway use percentages resulting from the 2007 forecast of operations with the RUS that
was submitted to the FAA in the November 2004 MSP Part 150 Update document are virtually
identical to the 2005 use numbers in the EA, with minor overall percentage use differences (less
than one percent) due to the updated forecast operations information. Below is Table 7.26 from
page 7 -31 of the November 2004 MSP Part 150 Update that provides the 2007 forecast runway
use percentages with Runway 17/35 in operation.
�J
January 25, 2007
Mr. Rydeen
Page 5
Table 7.26
Revised RUS Forecast 2007 Annual Average Runway Use
Runway
_ Arrival
Departure
Tolal
Da___..... Ni lit
Overall
Day Night
Overall
Day Night
Overall
4
0.0% -_ 18%
0.3%
0.2% 0,4%
0.2%
0.1% 2.1%
0.3%
22
0.5% 2.4%
0.6%
0.1% 0.8%
01%
0.3% 1.6%
0.4%
12L
21.8% 17.2%
21.4%
8.9% 14.1%
9.3%
15.3% 15.6%
15.4%
12R
14.7% 12.4%
14.5%
15.9% 18.3%
16.1%
15.3% 153%
15.3%
30L
21.10/a 25.1%
21.4%
15.0% 12.8%
14.8 %
18.01/0 19.0%
18.1%
30R
25.1% 26.4%
25,2%
22.7% 19.2%
22.4%
23.9% 22.8%
23.8%
17
0.0% 0.0%
0.0%
37.2% 34.6%
37.0%
18.6% 17.1%
18.5%
35
16.9% 12.7%
16,5%
0.0% 0.0%
0.01/0
8.4% 6.4%
8.3 %
Total
100•�o t00%
100 ° /u
l00% t00%
t00%
too %. t00%
t00%
Note: Totals may not equal 100% due to rounding
Analysis of Forecasted v. Actual Runway Use Percentages
For purposes of analysis the following charts and tables detail the actual runway use
percentages from December 2005 to November 2006 as compared to the runway use
percentages forecasted (for 2005) in the 2003 Runway 17 Departure Procedure EA. The EA is
the most recently approved FAA NEPA document related to the planned operation of MSP with
Runway 17/35 operational.
January 25, 2007
Mr. Rydeen
Page 6
40.0%
35.0%
30.0%
25.0%
20.0%
15.0%
10.0%
5.0%
0.0%
Actual vs Forecast Runway Use System - Departures
December 2005 - November 2006 Forecast
4 22 12L 12R 30L 30R 17 35
Runway M Departure Day Actual
❑Departure Night Actual
Actual vs Forecast Runway Use System - Total
December 2005 - November 2006 Forecast
40.0%
35.0%
30.0%
25.0% __.._
20.0%
15.0%
1.
10.0%
5.0%
0.0%
4 22 12L 12R 30L 30R 17 35
Runway ® Total Arrival Actual
❑ Total Departure Actual
i
January 25, 2007
Mr. Rydeen
Page 7
July 2003 Runway 17 Departure Procedure EA 2005 Forecast Runway Use
V. Actual Runway Use December 2005 to November 2006
Arrival
Runwa
Forecast
Day
Actual
Difference
forecast
Night
Actual
Difference
--3.8%
4
0.10%
0.0%
-0.1%
3.8%
U%
-0.4°%
22
0.50%
0.00%
-0.50%
15%
0.0%
-2.50%
12L
21.7°%
22.3%
0.6°%
17.8°%
14.8°%
-3.0%
12R
14.6%
21.7°%
7.1°%
12.0%
23.4°%
11.4°%
30L
21.1%
19.7%
-1.4%
24.2%
37.2°%
. 13.00%
30R
25.6%
23.0%
-2.50%
26.0°%
23.9%
-2.1°%
17
0.1%
0.0°%
-0.1°%
010%
0.0%
-0.10%
35
1 16.6°%
13.3°%
-3.3%
1 13.7°%
0.70%
- 13.0°%
Departure
Runway
Forecast
Day
Actual
Difference
Forecast
Night
Actual
Difference
4
0.2°%
0.0°%
-0.2%
0.4%
0.0°%
-0.4°%
22
0.1°%
0.1%
0.0%
0.8°%
0.0%
-0.8%
12L
9.5%
19.0°%
9.50%
12.5%
20.3°%
7.8%
12R
15.9%
10.9°%
-5.0°%
18.6%
22.9°%
4.3°%
30L
14.8°%
25.8°%
11.0°%
13.2°%
28.8°%
15.6°%
30R
22.4°%
28.1°%
5.7°%
19.9°%
25.20A
5.30%
17
37.1°%
16.1 %
-21.0%
34.6°%
2.8%
-31.8%
35
1 0.1°%
0.0°%
-0.1%
1 0.10%
0.0%
-0.1%
Runway
Forecast
Arrival
Actual
Difference
Forecast
Departure
Actual
Difference
4
0.5°%
0.0°%
-0.5%
0.2°%
0.0%
-0.2%
22
0.7°%
0.00%
-0.7%
0.3°%
0.1%
-0.2°%
12L
21.2%
21.6°%
0.4°%
9.9°%
19.1%
9.2°%
12R
143%
21.8%
7.5%
162°%
12.1°%
-4.1%
30L
21.5°%
21.4%
-0.1%
14.5%
26.2%
11.7%
30R
25.5°%
23.1%
-2.4%
22.1%
27.8%
5.7°%
17
0.1°%
0.00%
-0.1%
36.7%
14.8%
- 21.9°%
35
1 16.2°%
12.1°%
-4.1%
1 0.1%
010°%
-0.1%
Assuming that a difference of less than 5% between the forecast and actual numbers is within
an acceptable range of variation, several trends emerge from the above figures. The following
provides a summary of the findings.
Nighttime Runway Use Percentages: Nighttime arrival operation runway use
percentages on the south parallel, Runway 12R and Runway 30L, are over forecast by
11.4% and 13.0 %, respectively. It appears that the primary factor affecting the use
percentages on the south parallel is the fact that Runway 35 arrival runway use
percentage is lower than forecast by 13.0 %. Nighttime departure operation runway use
percentages are higher than forecast by 15.6% on Runway 30L, 5.3% on Runway 30R
and 7.8% on Runway 12L. It appears that the primary factor affecting these departure
runway use percentages is Runway 17 usage, which is lower than forecasted by 31.8 %.
Total Runway Use Percentages: Arrival operations are trending well with the
forecasted runway use percentages. The only notable difference is the arrival
percentage on Runway 12R where the actual percentage is greater than forecast by
7.5 %. It appears that this is a result of focused use of Runway 12R to accommodate
arrival demand during southeast operational flows. In the case of departure operations,
Runways 12L, 30L and 30R are over forecast runway use percentages by 9.2 %, 11.7%
(A
January 25, 2007
Mr. Rydeen
Page 8
and 5.7 %, respectively. The Runway 17 runway use departure percentage is lower than
forecasted by 21.9 %. It appears that these differences are being driven differently during
southeast and northwest operational configurations. Specifically, in a southeast
operational configuration the airport is operating with lower than anticipated use of
Runway 12R and Runway 17.2 Conversely, in a northwest operational configuration it
appears that the differences are being driven by a higher frequency of Runway 35
arrivals than Runway 17 departure operations while arrival and departure operations are
occurring on Runways 30L and 30R.
In consideration of the actual runway use percentages, it Is also helpful to consider the number
of operations which result on a given runway as a factor of the total number of overall airport
operations when assessing the impact of actual runway use percentages.
The 2005 forecasted number of operations in the July 2003 Runway 17 Departure Procedure
EA was 575,000 total MSP operations. From December 2005 to November 2006 the total
number of airport operations as reported by ANOMS was 469,460. The following table applies
the forecast and actual total operation numbers to the respective runway use percentages
detailed previously.
July 2003 Runway 17 Departure Procedure EA Forecast Average Daily Operations
V. Actual Averaged Daily Operations from December 2005 to November 2006
MOP
2 FAA ATC personnel have indicated that this Is due to a desire to avoid departure sequencing In arrival flows on Runway
12R, and Runway 12R runway crossing impacts when ta)aing aircraft to Runway 17 for departure.
Total Arrival
Difference (Actual
Runway
Forecast
Actual
minus Forecasted)
4
3.9
0.0
-3.9
22
5.5
0.0
-5.5
12L
167.0
139.6
-27.4
12R
112.6
140.9
28.2
30L
169.3
138.3
-31.1
3011
200.9
149.3
-51.6
17
0.8
0.0
-0.8
35
127.6
78.2
-49.4
Total
787.7
646.1
-141.6
Total Departure
Difference (Actual
Runway
Forecast
Actual
minus Forecasted)_
4
1.6
0.0
-1.6
22
2.4
0.6
-1.7
12L
78.0
122.3
443
12R
127.6
77.4
-50.2
30L
114.2
167.7
53.5
3011
1741
177.9
3.9
17
289.1
94.7
-194.3
35
0.8
0.0
-0.8
Total
787.7
640.7
-147.0
MOP
2 FAA ATC personnel have indicated that this Is due to a desire to avoid departure sequencing In arrival flows on Runway
12R, and Runway 12R runway crossing impacts when ta)aing aircraft to Runway 17 for departure.
January 25, 2007
Mr. Rydeen
Page 9
As provided in the above table, regardless of the overall reduction in total operations from the
forecast to the actual, average daily arrival operations are higher than forecasted on Runway
12R and actual average daily departure operations are higher than forecasted on Runways 12L,
30L and 30R.
Request
In consideration of the background and analysis contained in this letter and the comments
presented at the January 17, 2007 NOC meeting, the NOC unanimously voted to forward the
following questions to the FAA for a written response:
1. The City of Mendota Heights feels it was promised relief in terms of noise impact
reduction as a result of the opening of Runway 17/35. However, there has been an
increase in operations over the City of Mendota Heights, particularly nighttime
operations. Why then is the FAA continuing to operate the airport in a manner
inconsistent with the runway use outlined in the Dual -Track FEIS, Dual -Track ROD, and
the Runway 17 Departure Procedure EA/FONSI /ROD?
2. When can we anticipate runway use at MSP to become consistent with the runway use
figures provided in the Dual -Track FEIS, Dual -Track ROD, and the Runway 17
Departure Procedure EA/FONSI /ROD?
3. What steps can be taken, or should be taken, to ensure that the FAA operates the
airport in a manner consistent with the runway use outlined in the Dual -Track FEIS,
Dual -Track ROD, and the Runway 17 Departure Procedure EA/FONSI /ROD?
4. Are Runways 30U12R and Runways 30R/12L operating at capacity and, if so, will any
additional capacity /operations growth be occurring almost exclusively on Runway 17/35?
5. Given the facts that: (1) nighttime represents a low- demand operational period at MSP,
(2) the FAA's runway use selection based on the Runway Use System (RUS) is most
conducive during low- demand time periods, and (3) Runway 17 is the number two
priority for departure operations behind use of Runway 12L and 12R in the RUS, how is
it that nighttime departure operations on Runway 17 are lower than forecasted by
31.$ %?
6. Is the FAA presently using Runway 17/35 primarily for the purpose of meeting demand
during high -use periods and secondarily for the purpose of noise redistribution? If so, is
there a way to achieve more equitable noise distribution so that use of Runway 17/35 is
brought into line with what was projected in the Dual -Track FEIS, Dual -Track ROD, and
the Runway 17 Departure Procedure EA/FONSI /ROD?
7. If the FAA continues to operate inconsistent with the Dual -Track FEIS, Dual -Track ROD,
and the Runway 17 Departure Procedure EA/FONSi /ROD, or is of the position that the
assumptions and associated runway use information within these documents are not
valid, when will action be taken by the FAA to initiate an Environmental Assessment
and /or Environmental Impact Statement (EIS)?
We are forwarding the above seven questions on behalf of the NOC and look forward to your
response.
11
January 25, 2007
Mr. Rydeen
Page 10
As always, thank you for your consideration and attention to air traffic noise issues around MSP.
Sincerely,,,'
Vern Wilcox
NOC Co -Chair &
City Council Member -- City of Bloomington
Kathreen Nelson f
NOC Co -Chair &
Northwest Airlines
Regional Director — Airline Affairs
cc: MSP NOC
Mr. Nigel Finney — Deputy Executive Director, Planning and Environment
Mr. Tom Anderson — MAC General Counsel
Mr. Roy Fuhrmann — Director of Environment
Mr. Chuck Prock — FAA Great Lakes Region Legal Counsel
Mr. Glen Orcutt — FAA Minneapolis ADO
Ms. Annette Davis — FAA Great Lakes Region Environmental Specialist
Attachment 2
Minneapolis Air Traffic Control Tower
Minneapolis -St. Paul International Airport
6311 346i Avenue South
Minneapolis, MN 55450
April 6, 2007
Vern Wilcox
NOC Co -Chair & City Council Member
City of Bloomington
Kathleen Nelson
NOC C6 -Chair & Northwest Airlines Regional Director — Airline Affairs
Re. Runway Use at MSP with Runway 17/35 in Operation
�,.
Dear Co- Chairs:
We have received your letter dated January 25, 2007 and have carefully reviewed and given consideration
to the issues which you raised. in the letter you posed 7 questions-related to use of the runways at MSP
since opening Runway 17/35, specifically during the period of December 2005 - November 2006. Before
we answer the questions, the following provides some background information for you.
The Minneapolis Air Traffic Control Tower was asked to answer questions and make presentations to many
different audiences (including the NOC Committee). We were asked why the percentage of use predicted
on each runway is not at the levels prescribed in the March 1998 Dual -Track Airport Planning Process
Final Environmental Impact Statement (FEIS) and the Runway 17 Departure Procedure EA/FONSI/ROD
(EA). As we have shared with those groups, Management at Minneapolis Air Traffic Control Tower after
the runway opened chose to be conservative. Specifically, the choice was initially made to keep the
operation as simple as possible with a primary emphasis on ensuring safety. This decision caused the
limiting of use of Runway 17/35 to use mainly in one direction. For example, if landing Runways 30IrR,
we would also land on Runway 35 (not depart on Runway 17). Conversely, if landing Runways 12L-R, we
would also depart on Runway 17 (not land on Runway 35). This conservative approach-allowed all tower
personnel to become familiar with the uniqueness of each configuration and ensure a safe operation while
gaining familiarity in these now configurations.
We stayed in this conservative mode for the first 4 -6 months of the new runway use. As time progressed
we added configurations such as land 30I R/depart 17 and land 12L -R/land 35 and depart 12 L -R.
Controller familiarity with these configurations has steadily grown. Because of safety coricerns a decision
was made to not simultaneously land on Runways 12L or R while landing on Runway 35. We are however
using the configuration where aircraft land on Runway 35 while departures are occurring on Runways 121,
R
We recognize that Runway 12L is predicted to have 9.9% of the total departures while Runway 12R is
predicted to have 16.2 %. The Tower has a long history of using the Runway Use System (RUS) which
does not place a priority on Runway 12L versus 12R, but does specify a priority of departing Runways
12L-R first, then Runway 17. As a result, the number of departures off Runways 12L and 12R. have been
inconsistent with those predicted.
Community Officials have questioned this inconsistency of departures. In response we have had intensive
discussions with staff and believe the reason for this is twofold. One reason is based on the position of
rE
gates at the Lindberg Terminal for staging aircraft with available departure runways. If an imaginary he
were drawn in a southeast/northwest direction from the control tower through the middle of the Lindberg
Terminal and a count of gates were made northeast of that line versus southwest, the difference is more
than 2 -1 (79 gates northeast versus 37 gates southwest). Without a specific priority of one runway over
another (example 12L versus 12R) the proximity of the gates closer to Runway 12L than Runway 12R has
resulted in a greater percentage of departures off Runway 12L.
The second reason is with the lighter amount of traffic demand as there are more opportunities where fewer
arrivals are occurring with departures. As the traffic volume builds, to expedite this volume, controllers
will reroute departures to runways based on departure routes/destinations and not to the closest nlnway.
This increases efficiency and lessens complexity. Prior to the controllers receiving their briefings on the
percentage of use, it would be reasonable if an aircraft is leaving from Gate Cl6 and could be taxied to
either Runway 12L or 12R, that the aircraft is directed to Runway 12L based on its closer proximity and no
'or minimal arrivals. This is also likely to be the situation during night or midnight operations.
We are responding to the questions in a different order than they were raised to provide for a more
understandable explanation.
(Question 4) The FAA, and the community closely monitor the traffic percentage /trends that are reported
each month. Consistent with what I briefed the NOC on July 19, 2006 as well as the Finance,
Development, and Environment Committee on September 6, 2006 the statistics are preliminary and will not
reflect what the long -term results will be because we have been "conservative" in using all runway
configurations. In September and October of 2006 we began briefing all personnel on the need to
incorporate Runway 17 deparhues more into our operation. This is especially important when in a
northwesterly flow (landing Runways 30 L -R), since this configuration is weather dependent as aircraft
have varying capabilities to the tailwind they can accept. This conservative approach has resulted in a
higher percentage of departures off Runways 30L-R especially when it's calculated over a long period ..
which you included. In the.future, greater use of Runway 17 can be expected. This will also result in
runway use percentages more consistent with what was predicted for departures on Runways 12L -R and
30L-F-
(Question 6) We have recently started what we have labeled the final phase of the new runway utilization.
This assumes that all personnel are familiar with the different configurations and are confident that safety is
not compromised. Not to irifer the runway configurations at MSP are unsafe, but experience has shown
that it is not prudent to introduce major changes in air traffic control procedures /processes without ensuring
that controllers have complete familiarity and confidence with those procedures and processes.
Based on our safety record since the runway opened in October of 2005, I would say that it has been a good
plan. Captain Tim Beutell, NWA Chief Pilot and NOC Member recently told me that NWA Airlines was
the only major air carrier in 2006 not to have an NTSB reportable event. Although we cannot take credit for
this great accomplishment we can recognize that our controllers had a part in their success.
In the future it is expected as traffic increases, especially during the nighttime hours and as we have more
familiarity with all runway configurations, runway_ use will approximate the percentages set forth in the
FEIS and EA.
Question 2, 3) We have briefed all Tower personnel on the runway use percentages year to date and the
predicted percentages outlined in the FEIS and EA. Each controller is becoming familiar with the runway
priorities outlined in the RUS as described in the FEIS and EA. The briefing that each of our controllers
received included an expectation that, when weather and traffic conditions allow, we will be increasing the
use of departing Runway 17 and landing Runway 35. The long -term impact will be an increase of aircraft
that depart Runway 17 as well as land Runway 35. This will result in an increase in the overall percentages
of departures off Runway 17 and as well as an increase of arrivals on Runway 35. Also, it will result in
runway use percentages that are more consistent with what was predicted for departures on Runways 12L-
R and 30L -R.
(Question 1) The data that you included points out that during night operations the percentage of
departures off Runway 17 is at 2.8 %, which is well below the 34.6 % predicted. The FEIS document
describes "Traffic Demand Period Criteria" in Table A -1. To summarize, this table outlines the limits of
the RUS. In the table it is described that with fewer than 3.5 operations in a 15- minute period "traffic
levels allow for maximum flexibility in runway selection and RUS implementation..." It goes further to
describe that with traffic demand between 3.5 and 15 operations per 15- minute period "traffic levels allow
for efficient selection of runways based on noise considerations, given requirements for runway crossings,
capacity, and safety... moderate use of the RUS."
When weather /winds require operations in a southeast flow, traffic levels (between the hours of 10:30 PM
to 6:OOAM) are such that they do not currently require controllers to use 3 runways to preserve capacity.
An example of this occurred during th6 period of Wednesday, January 17'b at 10:30 PM until Thursday,
January 18th at 6:00 AM.- On that evening the prevailing winds were southerly from 7 -10 knots, which
resulted in a southeast flow the entire night. Traffic during that period was:
Arrivals Departures
10 :30 -11:00 PM
4
15
11:00 - Midnight
10
3
Midnight -1:00 AM
2
0
1:00 -2:00 AM
4
1
2:00 -3:00 AM
1
1
3:00 -4:00 AM
2
0
4:00 -5:00 AM
4
0
5:00 -6:00 AM
18
5
It is expected as traffic increases, especially during the nighttime hours and as we have more familiarity
with all runway configurations, runway use will approximate the percentages set forth in the FEIS and EA.
(Question 5) The above example is typical of traffic on a weeknight with the current airline schedule and
volume. During this time frame O aircraft departed off Runway 17. The demand that evening was not
enough to use Runway 17, which is consistent with the Traffic Demand Criteria outlined above. Therefore,
all departures that night used Runways 12L and R. When weather and winds allow us to operate in a
northwest flow (land Runways 30L•R) there will be more opportunities to depart on Runway 17. However,
based on the current low demand, reaching 34.6% will be difficult without compromising the RUS
priorities. On weekends the normal traffic during these periods is even less. If traffic at MSP increases
during the nighttime hours there will be more opportunities to route traffic to Runway 17 for departure
consistent with the information in Table A -3. Also, if there are interruptions in the traffic during the day
(such as thunderstorms, snow events, airline computer issues, runway closures,) departure banks may be
delayed into the nighttime hours. This may result in controllers using Runway 17 during nighttime hours.
(Question 7) The operations of the airport, which resulted in the runway use percentages you have
referenced, are consistent with the overall assumptions used in development of the FEIS and EA. These
assumptions continue to be valid. We are confident as we gain familiarity with all runway use
configurations, and as operations increase it will result in percentages of runway use that are reasonable and
approximate those given in the FEIS and EA. However, based on the current low demand during nighttime
hours reaching Runway 17 use, nighttime percentages will be difficult without compromising the RUS
priorities.
In that it is anticipated that average annual runway use will approximate the percentages in the FEIS and
EA, additional environmental evaluation will not be necessary.
I trust that this letter adequately answers your questions. If we can provide any further information, please
contact me, at (612) 713 -4000.
Sincerely,
Carl E. Rydeen
District Manager — MSP Air Traffic Control Tower
cc: Nigel Finney, MAC
Tom Anderson, MAC
Roy Fuhrman, MAC
Glen Orcutt, FAA
Annette Davis, FAA
Chuck Prock, FAA
�L
.tune 19, 2007
MAC Commissioners
Metropolitan Airports Commission
6301 34111 Avenue South
Minneapolis. MN 55150
Dear Commissioners:
Attachment 3
City of
� C
M _ n is ,1..t _ - ;
Mendota Heights has recently learned of the City of i agan's concerns relative to the runway use
changes that occurred at MSP to make the use percentages consistent with the dual track FEIS's
projections for Runway 17/35. Please know that the City of Mendota Heights wholeheartedly
supports these new runway use patterns that were outlined and detailed in the numerous public
Open houses going back to the 1990's and the dual track FCIS before the construction and
opening of Runway 17/35. We are extremely pleased that the airport is now functioning as it
was projected to function in the FEIS. Mendota Heights is pleased with the current rl.lnway use
percentages at MSP and asks that no actions be taken to return to a use pattern that was never
projected.
Sincerely,
.1 H U, e
Mayor
1 101 Victoria Curve • Mendota Heights, RIN 55118 (651) 452.1856 - FAX (651) 452.8940
W
June 27, 2007
Mike Maguire
Metropolitan Airports Commission
City
of Eap
June 27, 2007
Mike Maguire
Metropolitan Airports Commission
MAYOR
Attn: Chair Lanners and MAC Commissioners
6040 -28°i Avenue South
Paul Bakken
Minneapolis, MN 55450
Peggy Carlson
Cyndee Fields
FAA MSP Air Traffic Control Tower
Meg Tilley
Attn: Carl Rydeen, Assistant Manager of Operations
6311 34th Avenue South
COUNCIL MEMBERS
Minneapolis, MN 55450
Thomas Hedges
Dear Chair Lanners:
CITY ADMINISTRATOR
The City of Eagan is in receipt of your letter dated June 22, 2007, which was sent in response to a
letter the City of Eagan sent on June 20, 2007 regarding compliance with the Eagan /Mendota
Heights Corridor and the increased use of Runway 17/35 in recent months.
First, I appreciate your attention to the Corridor compliance and am pleased to see that
compliance increased significantly in the month of May. Our community hopes this upwards
MUNICIPAL CENTER
trend will continue.
3830 Pilot Knob Road
While it is not my usual style to engage in a back and forth written dialogue over an issue that
Eagan, MN 55122 -1810
clearly our community differs from the MAC —use of Runway 17/35, I do find it necessary to
651.675,5DD0 phone
respond to your letter in order to clarify an inaccurate claim that was made in your letter with
651.675.5012 fax
regard to action taken by the Noise Oversight Committee (NOC). In your letter, you referenced a
651.454,B535 TDD
unanimous vote by the NOC on January 17, 2007 "to send a letter encouraging FAA to use
Runway 17/35 as much as envisioned in the environmental review documents and the FAA's
ROD for the Dual Track process," This statement is incorrect. If you review the minutes (see
attached) from the January NOC meeting, you will find that action approved by the NOC (in a
MAINTENANCE FACILITY
unanimous vote) was simply to draft a letter to the FAA "raising questions and concerns raised by
3501 Coachman Point
committee members regarding runway use at MSP" and to address inconsistencies with the FEIS.
Eagan, MN 55122
651.675.5300 phone
As the minutes from the January 17, 2007 meeting indicate, Mr. Leqve suggested that the
651.675.5360 fax
committee may want to compile a list of questions for an FAA response. It was the position of
651.454.8535 TDD
Dianne Miller, Eagan's Alternate to the NOC, that gathering information about runway use,
including 17/35, would be beneficial, particularly given that one of the questions raised had to do
with how capacity issues would impact the future use of 17/35. At that same meeting, the City of
Mendota Heights was certainly vocal in their position that runway use should align to the FEIS;
www.cityofeagan.com
however, that was one of several opinions voiced at the meeting and did not represent the opinion
of every community represented on the NOC as the letter leads one to believe.
By voting in favor of sending a letter to the FAA seeking information, the City of Eagan in 77o
way supported or encouraged the increased use of Runway 17/35 to meet levels projected in the
environmental review documents and the FAA's ROD. It really is unfortunate that an action on
THE LONE OAK TREE
behalf of the City to gather information was misrepresented to imply the City was seeking
The symbol of
additional use of the new runway. Any person who attends the NOC meetings knows frill well
strength and growth
that Eagan would never support an action to increase use of Runway 17/35. Furthermore, in
in our community,
speaking to other members of the NOC, including Richfield representative Bill Killian, who made
to
Metropolitan Airports Commission
June 27, 2007
Page 2
the motion to send the letter, they too recalled the action in January being simply to receive
information from the FAA. In a recent conversation with Mr. Killian, he reiterated that lie would
never have supported a motion that called for the increase in use of 17/35. Rather, he too was
simply looking for information from the FAA, as the action indicated.
The City of Eagan appreciates the opportunity to serve on the NOC and values the excellent
working relationship we have with MAC staff. Customarily, we would prefer to handle such
concerns through the NOC directly. However, in this instance, given that your letter was copied
to Eagan's elected officials, NOC members, Eagan AR.0 members, as well as communicated to a
member of the press, we thought it was necessary to clarify the action that was taken by the NOC
and to voice our disappointment in how Eagan's vote was characterized.
That being said, I understand that Mr. I.egve and Ms. Miller have discussed the concerns and
agree that the topic of the NOC letter to the FAA should again be discussed by the NOC in order
to clarify what the intention of the letter was and have a group dialogue about it. Clearly,
whenever you bring six community representatives together with airline representatives, each
community has different needs and expectations, which can put MAC staff in the very difficult
position of having to interpret the desire of the NOC as a whole. Perhaps a conversation at the
next NOC meeting regarding this most recent exchange between the NOC and FAA will prove
beneficial to future discussion and action by the NOC. In light of the NOC discussion scheduled
for July over this matter, please do not feel the need to issue a response to this letter at this time,
as it is my understanding that MAC staff will update the Commission once the dialogue on the
NOC has occurred.
While I do not want to lose sight of the issue that originated this dialogue —that being the
increased use of Runway 17/35 -4 did feel it was necessary to clarify the action/direction of the
NOC this past January. I fully expect that the use of Runway 17/35 will continue to be an
ongoing topic of discussion for both the NOC and the MAC. The City of Eagan looks forward to
the July 18 NOC meeting, where it is our hope that the NOC's dialogue will clarify for the record
the action taken in January and assist the NOC for future deliberations.
Sincerely,
F�"WI�4,
Thomas L. Hedges
City Administrator
cc: Governor Tim Pawlenty
Representative Sandra Masin (38A)
Representative Lymi Wardlow (38I3)
Representative Rick Hansen (39A)
Senator Jim Carlson (38)
Senator James Metzen (39)
Eagan Airport Relations Commission
MSP Noise Oversight Committee
I=F10
MSP Noise Oversight Committee
17 January 2007
Page 3
referring to is the heading assignment and that the edge Kilian is referring to Is a fixed point. Leqve stated
that, geographically speaking, there is no fixed point or constraint but that there is a wide variation as to
where a flight track is located and that a number of variables have an Impact on where a flight track is
located. Nelson clarified that the same variations and variables that affect flight tracks on a 190- degree
heading would affect flight tracks on a 215 - degree heading. Leqve stated that a 215- degree heading will not
eliminate all dissatisfaction that northeast Burnsville residents have related to air traffic, and noise impacts.
He said that any movement toward a 230 - degree heading is an improvement but that some impact will still
be felt by residents. Nelson asked if a 215- degree heading will have an impact on fewer people than use of
the 190 - degree or 200 - degree heading. Leqve replied that, within the context of existing land use south of
MSP, the closer to a 230 - degree heading the higher the probability of reducing overflight of residential land
use.
Representative Bergmann, Apple Valley, asked the chair if Representative Hansen, Burnsville, could
address the Committee. Nelson replied in the affirmative. Representative Hansen stated that the City of
Burnsville has been apprised of the 215- degree heading development and that the City Council
characterizes it as positive. He recognized the development will not eliminate all aircraft noise but that the
point is to increase use of the Minnesota River Valley. He thanked the Committee for its efforts on the
degree heading issue, recognized MAC staff for their work and commended the FAA for its willingness to
work with the surrounding communities while maintaining its core mission of air space safety and integrity.
Beutel asked if data from the 60 -day test of the 215- degree heading would be available by the March or
May 2007 NOC meetings. Leqve replied that the Committee will be updated with test data as it becomes
available.
IT WAS MOVED BY REPRESENTATIVE LEVERMORE AND SECONDED BY REPRESENTATIVE
KILIAN TO PROCEED WITH A 60 -DAY TEST OF THE 215 - DEGREE HEADING, BEGINNING ON 7
FEBRUARY 2007, WITH TEST DATA TO BE EVALUATED AS THEY BECOME AVAILABLE AND FOR
DATA TO BE DISCUSSED AT THE MARCH 2007 NOC MEETING WITH AN EYE TOWARD
DETERMINING WHETHER OR NOT TO EXTEND THE TESTING PERIOD BEYOND THE ORIGINAL 60-
DAY PERIOD.
THE MOTION CARRIED BY UNANIMOUS VOTE.
Chair Nelson thanked Rydeen for his time and efforts in working with the communities and the NOC to
develop a solution to the departure heading Issue.
4. Review of Runway Use System Implementation
Chad Leqve, Technical Advisor, reminded the group that review of the Runway Use System implementation
is on the 2007 NOC Work Plan and Is Important in terms of comparing runway use now with runway use as
forecasted prior to the opening of Runway 17/35. Leqve noted that he has been contacted by several
communities who are interested in the runway use data and who have concerns regarding use percentages
off of the parallel runways now that Runway 17/35 is in operation.
By way of background, Leqve directed the group to the memorandum included in the meeting packet (Item
3), which contains information on the Dual Track FEIS, ROD and the most recent NEPA documentation that
relates to the operation of the new runway in the form of the departure procedure EA. He noted the
memorandum includes a table (Table A.3 -7: Runway Use for MSP Alternative -- Average Annual USE) and
IVISP Noise Oversight Commi't'tee
17 January 2007
Page 4
pointed out that the table shows a 36.6% use of Runway 17 for departures and a 16.9% use of Runway 35
for arrivals, indicating what was at the time planned future use of Runway 17/35. Leqve stated the
assumptions in the table were based on approximately 575,000 total operations at MSP in 2005 and that in
2006 total operations at MSP were approximately 470,000.
Leqve reminded the group of discussions that began in 1999 on a Part 150 update at MSP, one element of
which is a revised Runway Use System. He stated that a Runway Use System is a runway selection
process that Is outlined at an airport for the express purpose of reducing noise impact, and noted that there
are other elements that factor in to the FAA's selection of runways. Leqve stated that safety and capacity
are paramount in the runway use selection, but that there are times throughout a day when there is flexibility
within those critieria to select runway use based on something else, such as noise abatement. Leqve noted
that the information in the meeting packet was developed through a Part 150 update process which has
spanned several years as part of the Noise Compatibility Program submitted to the FAA.
Leqve stated that the Runway Use System advocates that in order to reduce noise impacts the first option
for departures is Runway 12L and Runway 12R. The second option is to use Runway 17; the third option is
balanced use of Runway 4/22 and the fourth option is the use of Runway 30L and Runway 30R. For
arrivals, the first option Is to use Runway 30L and Runway 30R; the second option is Runway 35; the third
option is balanced use of Runway 4122 and the fourth option is use of Runway 12L and Runway 12R.
Leqve stated that this ranking of options was agreed to with the communities as part of the Part 150
process and approved for implementation in the Runway 17 departure procedure EA.
Leqve stated that operational data was examined in order to define periods throughout the day as low- ,
mid- , and high- demand time periods. Fewer than 3.5 operations in a 15- minute time period constitutes low -
demand. Between 3.5 and 15 operations in a 15- minute period constitutes mid- demand, and anything
greater than 15 operations in a 15- minute period constitutes high- demand. Leqve stated that the
assumption was that during periods of low- demand, there was quite a bit of flexibility to Implement runway
use that considered more of the noise reduction element in the runway selection process. He noted that
during mid - demand periods, that flexibility is lessened as capacity and other considerations come more in to
play. During high - demand periods it is extremely difficult, if not impossible, for the FAA to implement
runway selection based on the element of reducing noise impact because of capacity and safety
considerations. Leqve stated that, after examining the operational data, revised runway use percentages
were developed that reflected the modified runway use criteria of low- , mid- , and high - demand periods.
There are only slight differences between the runway use percentages between those included in the
departure procedure EA and those included in the Dual -Track FEIS. Leqve stated that the departure
procedure EA was approved by the FAA assuming implementation of the Runway Use System because
there was no environmental impact as It related to the previous assumptions documented in the Dual -Track
FEIS.
Leqve stated that, now that Runway 17/35 has been operational for a year, data on runway use has been
analyzed. Directing the group to charts included in the meeting packet, Leqve pointed out that nighttime
arrivals on Runway 30L and on Runway 12H are higher than forecasted and that nighttime arrivals on
Runway 17/35 are minimal. He also pointed out that nighttime departures are higher than forecasted on
Runway 30L and on Runway 12L. Leqve noted that total actual departure operations are over forecast on
Runways 12L and Runway 30L, and that usage of the Runway 17 for departures is significantly lower than
forecasted. Leqve noted that average daily arrival operations on Runway 12R are over by 7.1 %, average
dally departure operations on Runway 30L are 11.0% over, and average dally departure operations on
Runway 12L are over by 9.5 %. He added that nighttime use on Runway 12R is over forecast by 11.4 %,
Runway 30L is over forecast by 13.0% and, at the same time, Runway 35 is below forecast by 13 %.
Nighttime departures on Runway 17 are below forecast by 31.8 %; nighttime departures are over forecast on
I dw A0
MSP Noise Oversight Committee
17 January 2007
Page 5
Runway 30L by 15.6 %; nighttime departures on Runway 30R are over forecast by 5.3 %; and nighttime
departures on Runway 12L are over forecast by 7.8 %. Leqve noted that total arrival operations track fairly
well with the forecast, with the exception of Runway 12L which is over forecast by 7.5 %. Leqve stated that
overall departures on Runway 171s under forecast by 21.9 %, Runway 30L Is over forecast by 11.7 %,
Runway 12L is over forecast by 9.2% and Runway 30R is over forecast by 53%.
Chair Nelson asked if operations were at the level forecasted, would the trend shown in the tables
presented continue or would there be a leveling off with Runway 17 absorbing additional operations. Leqve
replied that the FAA's position is that as more capacity is needed at MSP related runway use percentages
would align with what was presented in the Dual -Track FEIS. Nelson noted that Runway 17 was not
heavily used when it first opened but that use of it increased over time, and asked if use is continuing to
increase month over month or if use has reached a steady limit. Leqve replied the highest rate of Runway
17 use occurred in December 2007 but that there is not necessarily an established trend of increased use.
Representative Levermore stated that it appears there is opportunity, during low- demand periods, to utilize
runways at MSP in order to reduce noise impacts and that nighttime hours are typical low- demand periods.
He asked, then, why the Runway Use System percentages for Runway 17 are significantly below what was
anticipated. Leqve replied that question would be best answered by the ATCT and suggested that the
Committee may want to compile a list of such questions for the FAA and direct MAC staff to work with the
FAA to get a response to the questions. Representative Kilian asked if forecast percentages are met as
operations increase, and as other runways are utilized at capacity, will all of the additional operations take
place on Runway 17. Representative Duggan stated that, as there has been an increase in operations
over Mendota Heights, particularly nighttime operations, and as Mendota Heights was promised relief in
terms of noise impacts as a result of the opening of Runway 17/35, he would like to know why the FAA is
operating in violation of the FEIS. in addition, he stated he would like to know what steps can or should be
taken to make sure the FAA is operating consistent with the FEIS and, if the FAA continues to operate In
violation of the FEIS, when action will be taken to initiate a new FEIS. Nelson stated that she is not sure, In
terms of procedure, whether the issue Duggan raises is a violation or an inconsistency and suggested that
clarification would be helpful. Representative Otto asked if the MSP ATCT utllizes Runway 17/35 primarily
for the purpose of meeting demand during high -use periods and secondarily for the purpose of noise
distribution and, if so, if there is a way to achieve more equitable noise distribution so that use of Runway
17/35 Is brought in line with what was projected.
IT WAS MOVED BY REPRESENTATIVE KILIAN AND SECONDED BY REPRESENTATIVE DUGGAN TO
DIRECT MAC STAFF TO DRAFT A LETTER TO THE FAA RAISING THE QUESTIONS AND CONCERNS
RAISED BY COMMITTEE MEMBERS REGARDING RUNWAY USE AT MSP, AND FOR THE LETTER TO
USE THE TERM 'INCONSISTENCIES" RATHER THAN "VIOLATIONS" WHEN ADDRESSING THE FEIS
ISSUES.
THE MOTION CARRIED BY UNANIMOUS VOTE.
5. Review of Airport Operations when Runway 30L/1 213 Is Closed for Construction in 2007
Chad Leqve, Technical Advisor, stated that the center section of the south parallel, Runways 30L/12R, will
be reconstructed during summer 2007, and that reduced operations at MSP combined with the availability of
Runway 17/35 means the construction can be done in a manner that reduces the amount of delay at MSP
and contributes to the on-time completion of the project. Leqve noted that the concrete in the center section
of the parallel runways was laid in approximately 1950 and that there is some separation between the
bituminous overlay and the concrete, necessitating rehabilitation. Representative Bergmann noted that
news stories have appeared in local papers regarding the construction project and that it would be helpful
M
•`ptLEnuNp� STATE of MINNESOTA
office of Governor Tim Pawlenty
130 State Capitol 0 75 Rev. Dr. Martin Luther King Jr. Boulevard s Saint Paul, MN 55155
June 22, 2007
Mike Maguire
City of Eagan
3$30 Pilot Knob Road
Saint Paul, MN 55122 -1810
Dear Mike:
My office has received a copy of the correspondence you sent regarding airport noise in
Eagan due to increased operations using Runway 17/35 .
Thank you for taking the time to keep me informed about this matter.
Please feel free to contact my office in the future if you have comments or suggestions
on resolvu-tg this issue.
Governor
TP:JM
Voice: (651) 296 -3391. or (800) 657 -3717 Fax: (651) 296 -2089 TDD: (651) 296 -0075 or (800) 657 -3598
Web site: http: / /www•g
overnor.state.mn,us An Equal Opportunity Employer
Printed on recycled paper containing 15% post consumer material
Airport-noise gripes provoke letter
` arTribu e.00m ! MINNEAPOLIS - ST. PAUL, MINNESOTA
Airport -noise gripes provoke letter
The city of Eagan sent an angry letter to the MAC and FAA saying
residents have had to deal with an inordinate amount of noise from
flights taking off from. the new runway at Minneapolis -St. Paul
airport.
By _Sarah. l_emaye., Star Tribune
Last update: June 26, 2007 — 11:14 AM
A spike in departures off the new runway at Minneapolis -St. Paul International Airport --
paired with a rise in complaints from Eagan residents under the planes -- has provoked
an angry letter from Eagan Mayor Mike Maguire.
The letter, dated June 20 and sent to the Metropolitan Airports Commission (MAC) and
Federal Aviation Administration (FAA), says residents have been subjected to an
inordinate amount of airport noise, and argues the airport is sending far more flights than
planned off the new north -south runway, which opened in October 2005.
In May, 7,293 flights -- 38 percent of total airport departures -- headed south off the new
runway, up from 2,663, or 14 percent, in May 2006, according to MAC numbers.
With the increase came a corresponding bump in complaints.
In May, Eagan topped a list of communities voicing noise woes to the MAC, with 2,076
complaints from 130 people.
During the same period last year, Eagan was sixth on the list, with 878 complaints.
In the letter, Maguire claims airport planners told residents the new runway was needed
for added capacity. But planning documents "could not have predicted 9/11 or the
bankruptcy of Northwest Airlines," factors that contributed to a 3.5 percent decline in
airport takeoffs and landings between 2002 and 2006. Since the number of flights hasn't
increased, there's no need for such heavy use of the new runway, the letter argues. Yet
in May, the new runway was used for departures twice as often as any other runway.
The MAC, which runs the airport, disagreed with Maguire's assertions in a reply sent last
week. "What's happening now is consistent with what we planned," said Chad Leqve,
MAC aviation noise manager. "The use of that new runway was never tied to a total
number of operations," he said, and percentage -wise, use of the new runway is right on
target.
In fact, Leqve said, residents near the old runways -- particularly in Mendota Heights --
complained last winter that the new runway was being used too little, and Eagan signed
http://www.startribune.com/332/v-print/story/1265540.html GIT
Page I of 2
6/26/2007
Airport -noise gripes provoke letter
onto a letter about the problem that a group of cities near the airport and airline
representatives sent to the FAA.
But "the point of that letter was just questioning the overall runway use," said Dianne
Miller, Eagan's assistant city administrator.
"Nowhere in that letter was it asked that that runway be used more."
The letter asks a series of pointed questions, such as "When can we anticipate runway
use at (the airport) to become consistent with the runway use figures" predicted in
planning documents?
Maguire's June 20 letter also implies that the FAA and MAC may sending more planes
off the new runway in an attempt to reduce the number of homes affected by litigation
over noise from the expanded airport. The cities of Minneapolis, Richfield and Eagan
sued the MAC in 2005, claiming the commission failed to honor a commitment to
completely soundproof homes experiencing noise in the 60- to 64- decibel range.
Leqve strenuously denied the suggestion that use of the runways is tied to the litigation.
"I was a little shocked when I saw that," he said.
Sarah Lemagie • 612 -673 -7557 - siemagie chi startribune.com
2007 Star Tribune. All rights reserved.
IL
htt : / /www.startribune.com/332 /v- rint/sto /1265540.html
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BY FREDERICK MELO
Pioneer Press Squeezing the
Article Last Updated: 06/26/2007 09:37:17 PM CDT
Minneapolis Mayor R.T. Rybak will host a public forum today to discuss potential settlements in two noise- insulation
suits against the Metropolitan Airports Commission. With a settlement deadline approaching, Minneapolis, Richfield
and Eagan are seeking input on what to include in an offer.
A class- action suit might net central air conditioning for thousands of residents who live with the daily din of planes
departing Minneapolis -St. Paul International Airport, including at least 261 Eagan homeowners.
Central air is the major noise buffer offered in the $65 million legal settlement, which has yet to be made fully public.
But some officials in the three cities think homeowners should perhaps hold out for better.
Details of the tentative agreement are still being hashed but and are subject to the approval of a Hennepin County
judge. But city officials in Minneapolis, Richfield and Eagan fear the class- action settlement could shortchange their
own noise- insulation suit, filed separately in 2005.
The MAC has offered to help the cities with legal costs - totaling more than $1 million - if they accept the same
settlement, MAC spokesman Pat Hogan said.
The two lawsuits are being heard by Judge Stephen Aldrich, who has given the three cities until July 23 to draft their
own legal agreement with the airports commission.
"If the class- action suit settles for something, the pressure will be on us to accept the same terms," said Corey
Conover, assistant
city attorney for Minneapolis.
Advertisement "We don't know all the details in the proposed
settlement of the class- action suit, and they've
never given us all the details," Conover said.
"Obviously, we've been asking for a lot more than air conditioning."
Details
What: Under a tentative settlement of a class- action suit, homes surrounding the airport would receive central air
conditioning and $1,750 for additional sound insulation or, if they already have central air, $9,250.
Minneapolis, Richfield and Eagan are asking for more extensive soundproofing. Officials said many homes received
air conditioning after the late 1990s, under a separate program. And central air does little good against noise in
winter.
Who: Also in question is how many homeowners would benefit in either settlement, with counts ranging from 4,400 to
8,000 in the three cities. Dianne Miller, assistant city administrator for Eagan, said 492 Eagan homeowners live within
the noise contour this year by one common counting method - or 261 by another.
if you go: Minneapolis plans an open house on two noise - insulation lawsuits involving the Metropolitan Airports
htt : / /www.twincities.com/ci 6236342 ?nclick check =l 6/27/2007
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TwinCities.com - Metropolitan Airports Commission / Cities seek public input on noise settlement Page 2 of 2
Commission from 6 p.m. to 7:30 p.m. at Richfield Lutheran Church, 8 W. 60th St., Minneapolis.
If you don't go: If Judge Aldrich approves the class- action agreement, residents will receive a notice by mail allowing
them to accept the proposal or to opt out.
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