minneapolis/st. paul international airport (msp) noise ... · 7/15/2009 · 1:30 p.m. lindbergh...
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Minneapolis/St. Paul International Airport (MSP) Noise Oversight Committee (NOC)
Meeting Agenda July 15, 2009
1:30 P.M. Lindbergh Conference Room MAC General Office Building
6040 28th Avenue South Minneapolis, MN 55450
*Note: 1:00 to 1:30 – Committee Agenda Review Session (NOC members only in the Coleman Conference Room)
1. 1:30 to 1:40 – Nomination and Election of Co-Chairs (official start of the public
NOC meeting in the Lindbergh Conference Room)
2. 1:40 to 1:45 – Review and Approval of March 25, 2009 and May 20, 2009 NOC Meeting Minutes
3. 1:45 to 2:05 – Review of Residential Noise Mitigation Program
Implementation Status
4. 2:05 to 2:30 – Runways 17, 12L and 12R RNAV Departure Procedures Submittal to FAA
5. 2:30 to 2:45 – Update on Multilateration Flight Tracking System Installation
and MAC Noise and Operations Monitoring System (MACNOMS) Development
6. 2:45 to 2:55 – FAA PARTNER Noise Quest Website Project Input
7. 2:55 to 3:10 – Public Comment Period
8. 3:10 – Adjournment
MEMORANDUM TO: MSP Noise Oversight Committee (NOC) FROM: Chad E. Leqve, Manager – Aviation Noise and Satellite Programs SUBJECT: NOMINATION AND ELECTION OF CO-CHAIRS DATE: July 1, 2009 Per the Minneapolis/St. Paul International Airport (MSP) Noise Oversight Committee (NOC) Bylaws, the “primary representatives and alternate representatives of Designated Communities and, Users and At-Large Communities shall be appointed to serve for two (2) years.” Pursuant to this bylaw provision and in consideration of the present appointment cycle, NOC appointments were required as of June 26, 2009. Additionally, the bylaws outline a process for the At-Large Communities to establish their primary and alternate representatives to the NOC. Specifically, the At-Large Communities as a group are the appointing authority for the At-Large seat. Each At-Large Community has one vote in the selection process of the At-Large Communities’ primary and alternate representatives. On June 23, 2009 the newly appointed At-Large Community group met and elected primary and alternate At-Large Community representatives to the NOC. Attachment 1 provides the updated NOC roster including the recent NOC appointments. The MSP Airport and Airline Affairs Committee and the Minnesota Business Aircraft Association have made their respective appointments. However, to-date, a cargo carrier representative has not been determined. Further discussion on the cargo representative situation is warranted at the July 15, 2009 Committee meeting. At the July 15, 2009 NOC meeting a nomination process and a ballot vote will be conducted for airport user selection and community selection of their respective NOC co-chairs. COMMITTEE ACTION CONDUCT USER AND COMMUNITY CO-CHAIR NOMINATIONS AND BALLOT ELECTIONS TO ESTABLISH THE RESPECTIVE CO-CHAIRS TO SERVE FOR A TWO-YEAR TERM.
ITEM 1
Airport User Chair: Mary Loeffelholz - Delta/Northwest Airlines Attachment 1Community Chair: Vern Wilcox - City of Bloomington
User Representation Representative Alternate Alternate
SCHEDULED AIRLINE (Term: 6.26.09 - 6.25.11)
Mary Loeffelholz Delta/Northwest Airlines Inc Dept A1135 2700 Lone Oak Pkwy Eagan MN 55121-1534 W: 612.726.2304 F: 612.727.6041 E: [email protected]
TBD
CARGO CARRIER (Term: 6.26.09 - 6.25.11)
TBD TBD
CHARTER OPERATOR (Term: 6.26.09 - 6.25.11)
Karen Erazo Manager, Legal Affairs MN Airlines, LLC dba Sun Country Airlines 1300 Mendota Heights Rd Mendota Heights MN 55120 W: 651.681.3950 F: 651.681.3901 E: [email protected]
TBD
CHIEF PILOT (Term: 6.26.09 - 6.25.11)
Tom Perillo Delta/Northwest Airlines MSP Chief Pilot W: 612.726.7060 E: [email protected]
Dave McNeil Delta/Northwest Airlines Minneapolis-St Paul Int'l Airport Dept D7510 5101 Northwest Dr St Paul MN 55111-3034 W: 612.726.6064 C: 901.409.6370 E: [email protected]
MBAA (Term: 6.26.09 - 6.25.11)
Tim Valento 222 Plato Blvd St Paul MN 55107 W: 651.296.6916 E: [email protected]
Paul Haas 6995 34th Ave S Minneapolis MN 55450 W: 612.726.5368 E: [email protected]
MSP Noise Oversight CommitteeMembership Roster
6.26.09
At-Large Representative (Term: 6.26.09 - 6.25.11)
Steven Holme Vice President, Ground Operations Mesaba Airlines 1000 Blue Gentian Rd Eagan MN 55121 W: 651.367.5206 E: [email protected]
TBD
Community Representation Representative Alternate Alternate
City of Bloomington (Term: 6.26.09 - 6.25.11)
Vern Wilcox City Council Member 8900 11th Ave S Bloomington MN 55420 W: 952.854.1425 F: 952.854.7526 E: [email protected]
Steve Peterson City Council Member 11036 Glen Wilding Ln Bloomington MN 55431 H: 952.884.3262 C: 612.386.3986 [email protected]
City of Eagan (Term: 6.26.09 - 6.25.11)
Cyndee Fields City Council Member City of Eagan 3830 Pilot Knob Rd Eagan MN 55122 H: 651.686.0351 E: [email protected]
Dianne Miller Assistant City Administrator City of Eagan 3830 Pilot Knob Rd Eagan MN 55122 W: 651.675.5014 E: [email protected]
John Hohenstein Community Development Director City of Eagan 3830 Pilot Knob Rd Eagan MN 55122 W: 651.675.5653 F: 651.675.5694 E: [email protected]
City of Mendota Heights (Term: 6.26.09 - 6.25.11)
Ultan Duggan City Council Member 2331 Copperfield Dr Mendota Heights MN 55120 H: 651.452.5179 C: 651.470.6268 E: [email protected]
Sandra Krebsbach City Council Member 1230 Culligan Ln Mendota Heights MN 55118 H: 651.454.5696 E: [email protected]
Elizabeth Petschel ARC Member 645 Quail Ridge Cir Mendota Heights MN 55120 H: 651.454.3256 E: [email protected]
City of Minneapolis (Term: 6.26.09 - 6.25.11)
Betsy Hodges City Council Member City of Minneapolis Rm 307 350 S 5th St Minneapolis MN 55415 W: 612.673.2213 F: 612.673.3940 E: [email protected]
Merland Otto City Planner, Airport Development City of Minneapolis CPED-Planning Division, Room 110 Public Service Center 250 S 4th St Minneapolis MN 55415 W: 612.673.2576 F: 612.673.2728 E: [email protected]
City of Richfield (Term: 6.26.09 - 6.25.11)
Tom Fitzhenry 6737 Park AveRichfield MN 55423H: 612.861.4912 E: [email protected]
Pam Dmytrenko Assistant to the City Manager City of Richfield 6700 Portland Ave Richfield MN 55423 W: 612.861.9708 E: [email protected]
At-Large Representative Primary Representative Alternate Representative (Term: 6.26.09 - 6.25.11) John Bergman
City Council Member 14691 Guthrie Ave Apple Valley MN 55124 H: 952.891.2508 E: [email protected]
Dennis W. Madden 8137 Cleadis Ave E Inver Grove Heights MN 55076 H: 651.455.1127 C: 651.492.4605
At-Large City Contacts Representative Alternate
APPLE VALLEY John Bergman City Council Member 14691 Guthrie Ave Apple Valley MN 55124 H: 952.891.2508 E: [email protected]
BURNSVILLE Thomas Hansen Deputy City Manager City of Burnsville 100 Civic Center Pkwy Burnsville MN 55337-3817 W: 952.895.4466 E: [email protected]
INVER GROVE HEIGHTS Dennis W. Madden 8137 Cleadis Ave E Inver Grove Heights MN 55076 H: 651.455.1127 C: 651.492.4605 E: [email protected]
ST LOUIS PARK Brian Hoffman Director of Inspections City of St Louis Park 5005 Minnetonka Blvd St Louis Park MN 55416-2290 W: 952.924.2584 E: [email protected]
ST PAUL TBD
SUNFISH LAKE Gretchen Keenan 3 Windy Hill Ct Sunfish Lake MN 55077 W: 651.733.7605 H: 651.453.0101 E: [email protected]
Air Transport Association
Paul McGraw, Director Air Transport Association 1301 Pennsylvania Ave NW Washington DC 20004-1707 202.626.4000
Tom Browne Air Transport Association 1301 Pennsylvania Ave NW Washington DC 20004-1707 202.626.4100
Federal Aviation Administration
Carl Rydeen, Assistant Tower Manager FAA-MSP Control Tower 6311 34th Ave S Minneapolis MN 55450 612.713.4000
Federal Aviation Administration
Inspector Ronald Glaub FAA - NWA CMO Suite 500 2901 Metro Dr Bloomington MN 55425-1559 952.814.4323
Glenn Orcutt FAA - District Office Rm 102 6020 28th Ave S Minneapolis MN 55450 612.713.4350
MAC Staff Chad Leqve MAC Aviation Noise Programs Manager 6040 28th Ave S Minneapolis MN 55450 W: 612.725.6326 F: 612.725.6310 E: [email protected]
Christene Sirois Kron Environment Department 6040 28th Ave S Minneapolis MN 55450 W: 612.725.6455 F: 612.725.6310 E: [email protected]
Metropolitan Council
Chauncey Case Metropolitan Council Mears Park Center 230 E 5t St St Paul MN 55101 W: 651.602.1724 F: 651.602.1739 E: [email protected]
Minnesota Air National Guard
Major Roy J Sketka 109 Tactical Airlift Squad MSP International Airport St Paul MN 55111 612.725.5679
US Air Force Reserve
Captain David J Gerken Assistant Operations Officer 96 TAS/DOV Minneapolis-St Paul IAP Minneapolis MN 55450 612.725.5561
Major Wallace W Farris 934 OG/CC 760 Military Hwy Minneapolis MN 55450 612.725.5557
NOC Advisors
MEMORANDUM TO: MSP Noise Oversight Committee (NOC) FROM: Chad E. Leqve, Manager – Aviation Noise and Satellite Programs SUBJECT: REVIEW OF RESIDENTIAL NOISE MITIGATION PROGRAM
IMPLEMENTATION STATUS DATE: July 1, 2009 At the July 15, 2009 NOC meeting, Mr. John Nelson, MAC Part 150 Program Manager, will provide a detailed update on the progress of the implementation of the Residential Noise Mitigation Program as required per the provisions of the Noise Litigation Consent Degree.
ITEM 3
MEMORANDUM TO: MSP Noise Oversight Committee (NOC) FROM: Chad E. Leqve, Manager – Aviation Noise and Satellite Programs SUBJECT: RUNWAYS 17, 12L AND 12R RNAV DEPARTURE PROCEDURES
SUBMITTAL TO FAA DATE: July 1, 2009 BACKGROUND One of the items on the 2007 NOC Work Plan was to begin the process of reviewing possible aircraft procedures at Minneapolis/St. Paul International Airport (MSP) that could be pursued in the future, possibly as part of the Committee’s 2008 and 2009 Work Plans, to reduce noise impacts around MSP. A critical element of this effort is the use of RNAV (Area Navigation). RNAV is a method of navigation that permits aircraft operation on any desired course within the coverage of station-referenced navigation signals or within the limits of a self-contained system capability, or a combination of these. In short, this navigation technology provides the capability for aircraft to fly a desired track in a manner that is reproducible and allows for more accurate concentration of aircraft overflights in a desired area. This approach also allows for more seamless transition to Required Navigation Performance (RNP) operations in the future, capitalizing on Global Positioning System (GPS) capabilities. As detailed in the May 11, 2007 edition of the Airport Noise Report former FAA Administrator Marion C. Blakey characterized RNP and RNAV as green technology, and stated:
“It flat out saves fuel. It relieves congestion, alleviates choke points, and reduces delay. It increases efficiency by providing smoother traffic flow. It’s clear that performance-based navigation is good for the environment. Flying straight down the middle of a flight path means that people on the ground perceive less jet noise and experience fewer jet emissions.”
In an effort to begin the process of conceptualizing possible RNAV procedures at MSP, and to help prepare for more detailed discussions and analysis, MAC staff developed several flight track options for the Committee’s consideration. Staff outlined two options for initiating the implementation of RNAV technology at MSP to enhance ongoing departure operation noise reduction efforts. It was determined that the Runways 12L and 12R Crossing-in-the-Corridor flight tracks represent a great opportunity to leverage RNAV. Additionally, it was determined that opportunity exists in effectively concentrating operations over the unpopulated Minnesota River Valley southwest of MSP. In an effort to analyze the effect of the 215-degree departure heading that was implemented by the FAA at the request of the NOC, MAC staff imported flight track data into the Integrated Noise Model (INM). Based on the wide swath of actual 215-degree heading flight tracks staff used INM to develop a single flight track which is the precise center of the actual 215-degree heading tracks.
ITEM 4
The following graphics depict the Crossing-in-the-Corridor tracks and the westbound river departure flight track, which represents the precise center of the present 215-degree heading flight track area.
At the November 14, 2007 NOC meeting the Committee directed staff to include the analysis and implementation of RNAV departure procedures to enhance compliance with the Runways
12L and 12R Crossing-in-the-Corridor tracks and the westbound river departure flight track in future NOC Work Plans. RUNWAYS 12L AND 12R RNAV DEPARTURE PROCEDURES Eagan/Mendota Heights Departure Corridor Background Conception of the Eagan/Mendota Heights Departure Corridor began in 1968. Since that time several refinements have been investigated and implemented. Although the corridor has evolved somewhat through the years, the original catalyst remains the same – concentrating on directing aircraft overflights above compatible land use (commercial/industrial) areas to the southeast of the airport. By concentrating the aircraft overflights above the commercial/industrial areas when departing Runways 12L and 12R, the frequency of residential overflights is diminished significantly, resulting in lower noise impacts in the residential areas to the southeast of the airport. Several corridor refinement issues have been visited over the years, some of which yielded modifications to corridor procedures. In 1995 a proposal was submitted to the FAA requesting the implementation of the “crossing-in-the-corridor-procedure”. The proposal was driven by the desire to contain operations as much as possible in the center of the corridor when aircraft are departing in a non-simultaneous manner from Runways 12L or 12R. The proposal outlined desired tracks along the ground, which would maintain operations within the center of the corridor. Under the mentioned non-simultaneous conditions “when operationally feasible” for the FAA, aircraft departing Runway 12L should maintain a track along the earth’s surface of 118o (runway heading) and aircraft departing Runway 12R should maintain a track along the earth’s surface of 105o. By maintaining these tracks aircraft operations are concentrated in the center of the corridor. Although the proposal seems intuitive and straightforward, several critical variables relating to the airspace environment must be considered to conduct the crossing procedure. The execution of the crossing procedure is a function of several determinates, most of which are hard to quantify due to their dynamic nature. The FAA has several variables to consider when attempting to use the crossing procedure. The term “when operationally feasible” is heavily weighted when it comes to the ability of the FAA to execute the procedure. Six main categories play into the ability to perform the procedure: runway use, aircraft performance, weather, separation criteria, pilot discretion and FAA staffing. The crossing procedure is presently performed at low-demand time periods at Minneapolis/St. Paul International Airport (MSP) via radar vectors by the FAA control tower at MSP. Crossing-in-the-Corridor RNAV Departure Procedure Implementation Based on staff’s analysis in 2008/2009 and the Committee’s related discussion, RNAV procedure implementation in the context of the Crossing-in-the-Corridor Procedure represented one of the best initial RNAV application scenarios around MSP for consideration. MAC staff has reviewed the concept of developing RNAV procedures off both Runways 12L and 12R at MSP, for use during low-demand hours at MSP (primarily the nighttime hours of 22:30 to 06:00) when available, with the FAA and Northwest Airlines. These procedures would provide a precise track off each runway, overlying the existing vectored departure tracks, consistent with the provisions of the Crossing–in–the–Corridor Procedure. The result has been the development of RNAV departure procedures that provide initial segments off both Runways 12L and 12R that replicate the Crossing–in–the–Corridor tracks off the respective runways, with
follow-on flight track segments located along the center of the existing flight track distribution that results from the FAA’s present practice of vectoring aircraft on the existing COULT One and ZMBRO One Departures off Runways 12L and 12R at MSP.1
Attachment 1 provides the proposed RNAV tracks with existing flight tracks departing Runways 12L and 12R and Attachment 2 provides only the proposed RNAV tracks on a map. Because of the limited operational availability of this procedure, it is anticipated that approximately 0 to 2 operations a day would use the procedure off each Runway 12L and 12R. Given the less complex nature of the Runways 12L and 12R RNAV procedures, and the favorable flight test conducted in Delta/Northwest Airlines flight simulators, it has been determined that trials are not needed for these procedures; the paperwork is ready to be compiled and submitted to the FAA for review and approval of the procedures for public use. RUNWAY 17 RNAV RIVER DEPARTURE PROCEDURE Runway 17 215-Degree Departure Heading Background Shortly after the opening of Runway 17/35 at MSP in October 2005 concerns arose regarding the FAA’s use of the 190-degree departure heading over northeast Burnsville. The MAC, in consultation with the MSP NOC, requested that the FAA implement a 215-degree heading down the unpopulated Minnesota River Valley.
In early 2007 the FAA implemented the 215-degree departure heading. This centered the westbound flight track distribution over the Minnesota River Valley. However, due to variables affecting the location of aircraft ground tracks, a number of flights still overflew residential areas north and south of the Minnesota River Valley. The following graphic provides a sample of 190-degree and 215-degree departure flight tracks at MSP.
1 COULT and ZMBRO are airspace fixes that are presently used for en-route navigation.
The cities of Burnsville and Bloomington expressed an interest in further concentrating operations over the Minnesota River Valley through the use of available aircraft navigation technologies.
Runway 17 RNAV River Departure Procedure Implementation On December 9, 2008 an RNAV procedure kick-off meeting was held at the Air Traffic Control Tower at Minneapolis/St. Paul International Airport (MSP). The meeting was conducted to discuss and finalize the procedures and expectations for the RNAV departure procedure trials off of Runway 17. Representatives from the MAC, FAA procedures, ATCT, TRACON, Northwest Airlines, Mesaba Airlines and Pinnacle Airlines were in attendance. Given the complex nature of the Runway 17 RNAV procedure it was determined that a trial was warranted. The trial process was planned to be conducted in the following manner:
• An initial 4-hour test period in good weather conditions would be conducted to validate
the procedure design and identify any ATC or flight crew procedure anomalies. After this test, the procedures would be reviewed by the participants and any required corrective actions or adjustments would be made.
• A second trial period of 24-hours would then be conducted in all weather conditions. The procedures would be reviewed again.
• If the 24-hour trial was successful, a third trial period of 30 days would be conducted. • If the 30-day trial was successful, the data would be evaluated and presented to the
NOC and the MAC for consideration of submission to the FAA for approval as a public use procedure.
On February 24, 2009 a 4-hour trial of the Runway 17 RNAV River Departure Procedure was conducted at Minneapolis/St. Paul International Airport (MSP) from 9:30 a.m. to 1:30 p.m. Northwest Airline B757 and A319/320 and Pinnacle Airlines CRJ aircraft participated in the trial. A total of 18 aircraft flew the procedure with no issues.2 A good flight track data sample was gathered from the test. From April 15, 2009 at 7:00 A.M. until April 16, 2009 at 7:00 A.M. a 24-hour trial of the Runway 17 RNAV River Departure Procedure was conducted. Northwest Airlines B757 and A319/320 and Pinnacle Airlines CRJ aircraft participated in the trial. A total of 32 aircraft flew the procedure with no major issues. A good flight track data sample was gathered from the test. Staff analyzed the flight track data received from the FAA and determined that the trial yielded great compliance with the desired flight path over the Minnesota River Valley. With the exception of four operations, which deviated from the desired path due to pilot confusion and FAA radar vectors off the procedure to ensure adequate spacing, the average actual flight track deviation from the center of the desired path was approximately 150 feet. The following graphic depicts the RNAV track data that has been gathered as part of the 4- and 24-hour trials (green tracks) along with a sample of 215-degree departure heading flight tracks (blue tracks). As is depicted below, the Runway 17 RNAV River Departure Procedure provides
2 One of the flight crews flew off-course due to pilot distractions in the cockpit; this was not the result of problems with the procedure design or system programming onboard the aircraft.
greater flight track concentration and reproducibility of overflight of the Minnesota River Valley as compared to the vectored 215-degree departure heading flight tracks. On June 8, 2009 at 6:00 A.M. the 30-day trial was started at MSP. The 30-day trial will end on July 7, 2009 at 6:00 A.M. To-date the results of the 30-day trial are consistent with the results associated with the 4- and 24-hour trials. As such, consideration should be given to submittal of the procedure to the FAA for review and approval as a public use procedure. At the July 15, 2009 NOC meeting staff will present a spatial analysis of the flight track data collected from the 30-day RNAV trial at MSP. COMMITTEE ACTION RECOMMEND THE METROPOLITAN AIRPORTS COMMISSION SUBMITT THE RUNWAYS 17, 12L AND 12R RNAV DEPARTURE PROCEDURES TO THE FAA FOR REVIEW AND APPROVAL AS PUBLIC-USE PROCEDURES.
Minneapolis
Rich�eld
Eagan
Burnsville
Bloomington
HennepinCounty
RiceCounty
WashingtonCounty
DakotaCounty
RamseyCounty
GoodhueCounty
WabashaCounty
COULT
ZMBRO
WisconsinMinnesota
£¤63
£¤61
58
£¤52
3
60
Attachment 1Proposed RNAV Departure Routes for Runways 12L and 12RWith 2008 Nighttime Carrier Jet Departures
EmpireTwp.
Minneapolis
WoodburyWest
St. Paul
WaterfordTwp.
VermillionTwp.
SciotaTwp.
St. Paul
Rosemount
Rich�eld
RavennaTwp.
RandolphTwp.
NiningerTwp.
MendotaHeights
MarshanTwp.
Lakeville
InverGrove
Heights
Hastings
HamptonTwp.
GreenvaleTwp.
Farmington
EurekaTwp.
Eagan
DouglasTwp.
DenmarkTwp.
CastleRock Twp.
CottageGrove
Burnsville
Bloomington
AppleValley
Afton
HennepinCounty
RiceCounty
WashingtonCounty
DakotaCounty
RamseyCounty
GoodhueCounty
WabashaCounty
COULT
ZMBRO
WisconsinMinnesota
£¤63
£¤61
58
£¤52
3
60
Attachment 2Proposed RNAV Departure Routes for Runways 12L and 12R
MEMORANDUM TO: MSP Noise Oversight Committee (NOC) FROM: Chad E. Leqve, Manager – Aviation Noise and Satellite Programs SUBJECT: UPDATE ON MULTILATERATION FLIGHT TRACKING SYSTEM
INSTALLATION AND MAC NOISE AND OPERATIONS MONITORING SYSTEM (MACNOMS) DEVELOPMENT
DATE: July 1, 2009 Background In 1992, the Aviation Noise and Satellite Programs Office installed one of the most sophisticated and comprehensive Airport Noise and Operations Monitoring System (ANOMS) installations of its kind in the United States. At an initial cost of approximately $1 million, ANOMS became the central element of an evolving noise and airspace analysis program that has been used extensively by MAC staff to aid in the process of reporting and analyzing aircraft operations and related noise levels around Minneapolis-St. Paul International Airport (MSP). One of the key components of ANOMS is the flight track data acquisition system. Currently, the ASR-9 radar located at MSP provides the aircraft position and aircraft-specific information for each flight track. This information is essential in noise program management and is used for airspace analysis, community reporting, data requests, developing environmental planning documentation (e.g. Environmental Assessments, Part 150, etc.), Airport Long-Term Comprehensive Planning, identifying possible trends or irregularities that need to be addressed and maintaining information that community residents, representatives and government officials have come to rely upon. The last flight track data acquisition upgrade occurred in 2001 when the FAA upgraded its radar system, which required the MAC to upgrade the method used to acquire radar flight tracks. The MAC is completely dependent on the ASR-9 radar and FAA Air Traffic Control (ATC) personnel for flight track and aircraft-specific information. Several variables exist that are outside of the MAC’s control that limit the amount of flight track data received. Several restrictions and conditions are also placed on the data’s use via a Letter of Agreement with the FAA that limits the MAC’s reporting and analysis capabilities. Staff conducted a comprehensive analysis of the ANOMS radar flight track and aircraft-specific information acquired from the ASR-9 radar, and found that over an 82-hour period, approximately 4.1% of the flight track data were not received due to data unavailability from the FAA ATC. Effective flight track data collection within the MAC Noise Program office is critical to the continued success of the cost-effective noise reduction and outreach initiatives performed in the Noise Office. In addition, provisions were outlined in the Consent Decree (for the settlement of the noise lawsuit between the City of Minneapolis, et al., and the MAC), for maintaining a flight tracking and noise monitoring system and to develop annual noise contours and reports based on actual flight track data received from that system.
ITEM 5
The Consent Decree states that “by March 1 of each year, MAC shall develop and make available to the public a noise contour report using the FAA’s Integrated Noise Model to reflect noise conditions from the prior calendar year, using actual MSP operations data derived from the Airport Noise and Operations Monitoring System or a functionally equivalent flight tracking and noise monitoring system (“Monitoring System”).” As a result, it was determined that an upgrade investment in the flight track and noise monitoring system at MSP was necessary. The proposed upgrade to this system is needed to provide a stable and expandable platform for airspace and noise analysis, as well as to provide a flight track data acquisition solution that is more accurate than the current system, and to eliminate data unavailability to the greatest extent possible. The 2008 MAC Capital Improvement Program included $500,000 to upgrade the Airport Noise and Operations Monitoring Systems (ANOMS) technology at MSP. The upgraded system will consist of three main components: new analysis system software; upgraded analysis system hardware; and a multilateration flight track data acquisition system. Staff evaluated the available flight track data acquisition technologies, data integrity requirements and other airports’ experiences with these technologies and determined that a multilateration flight track data acquisition architecture is the best option for addressing flight track data needs in the Noise Office well into the future at MSP. A multilateration3 flight track data acquisition system is essential to the continuation of enhanced flight track and noise monitoring capabilities at MSP and to provide successful noise and airspace analysis into the future. This new system will provide, with a high degree of confidence, more accurate data, greater update rates, better coverage and improved reliability to the noise and operations monitoring system. Additionally, multilateration technology is completely expandable and can be configured to add radar flight track coverage to the outlying reliever airports in the future, thus improving flight tracking, operations reporting and analysis at those airports. This is significant due to the fact that communities around the reliever airports rely heavily on the limited flight track data and the reporting capabilities that are presently provided by the existing system at MSP. The components of a multilateration flight track data acquisition system include the installation of remote sensors that will provide precise, real-time aircraft flight tracking and positional information. The sensors scan the airspace for transponder and collision avoidance signals (TCAS) given off by other aircraft and triangulates an aircraft’s exact position. Multilateration System Installation Throughout the second half of 2008 and early 2009 MAC noise program staff was engaged in extensive contract negotiations with the ERA Corporation for the installation of a Multilaternation Flight Tracking System at MSP. Due to the acquisition of ERA Corporation by SRA Corporation the contract negotiation and finalization process was complicated and prolonged. Additionally, MAC staff has been in the process of negotiating leases with various government and private communication tower owners to locate multilateration sensors on eight communication towers in the metropolitan area.
3 Multilateration is the process of locating an aircraft based on the Time Difference of Arrival (TDOA) of a signal emitted from that aircraft to three or more sensors. When a signal is transmitted from the aircraft, it will be received by two spatially separate sensors at different times. The time difference is then used to calculate the aircraft’s position. By using three or more sensors, a precise position can be obtained.
On June 1, 2009 the multilateration sensor installation process began and by June 5, 2009 the installations were complete on all eight communication towers. Attachment 1 provides the tower locations of the eight sensors around the metro area. By the end of July 2009 the multilateration system will be fully commissioned, providing flight track data with a one-day delay on the macnoise.com website. MAC staff is in the process of working with Harris, Miller, Miller and Hanson (HMMH) on the development of a real-time flight tracking application for the macnoise.com website. The real-time flight tracker will provide the ability to view an animated aircraft operations map with only a 10-minute delay in the flight track data feed. It is anticipated that this application will be available on the macnoise.com website some time early fourth quarter 2009. MAC Noise and Operations Monitoring System (MACNOMS) Development and integration of HMMH’s In-Flight flight track and noise data processing system is complete and operating as a central part of the MACNOMS. MAC staff is in the process of finalizing the development and integration of the MACNOMS noise and flight track data analysis and mapping applications. At the July 15, 2009 NOC meeting MAC staff will provide an update on this significant development effort. Additionally, discussion will focus on initial planning for the Committee’s September 2009 discussion of a MACNOMS System Enhancement Plan.
212
21
110
52
35W
121
36
169
12
77
61
50
62
494
35
101 35E
280
156
282
65
25
100
51
47
55
94
120
3
5
149
394
284
41
7
13
Chanhassen
SpringLake Twp.
PriorLake
New MarketTwp.
BellePlaine Twp.
EmpireTwp.
SandCreekTwp.
Minneapolis
West St.Paul
Wayzata
VermillionTwp.
TonkaBay
SouthSt. Paul
Shorewood
Shakopee
Jord
an
Savage
St. PaulPark
St. Paul
St.LouisPark
Roseville
Rosemount
Rich�eld
Plymouth
Orono
NorthSt. Paul
New
port
Mound
MinnetristaMinnetonka
MendotaHeights
Maplewood
LouisvilleTwp.
LittleCanada
Lakeville
St.Lawrence
Twp.
JacksonTwp.
InverGrove
Heights
Independence
Hopkins
HamptonTwp.
GoldenValley
HancockTwp.
WatertownTwp.
WaconiaTwp. Victoria
LaketownTwp.
Waconia
Chaska
Carver
BentonTwp.
DahlgrenTwp.
SanFrancisco
Twp.
Farmington
EurekaTwp.
Edina
EdenPrairie
Eagan
Medina
CastleRock Twp.
HelenaTwp.
Deeph
aven
CreditRiverTwp.
CottageGrove
Coates
CedarLake Twp.
Burnsville
Bloomington
BellePlaine
AppleValley
MLS-4
MLS-8
MLS-7
MLS-6
MLS-5
MLS-3
MLS-2
MLS-1
Multilateration Site Locations
MEMORANDUM TO: MSP Noise Oversight Committee (NOC) FROM: Chad E. Leqve, Manager – Aviation Noise and Satellite Programs SUBJECT: FAA PARTNER NOISE QUEST WEBSITE PROJECT INPUT DATE: July 1, 2009 As explained at the May 20, 2009 NOC meeting, one of the items included on the 2009 NOC Work Plan is to review the status of FAA Center of Excellence/PARTNER initiatives. PARTNER Project #10 – NoiseQuest recently reached a major milestone with the debut of the Noise Quest website in March 2009 at http://www.noisequest.psu.edu/. As stated on the PARTNER website, NoiseQuest's goal is to develop and maintain a website as a resource for both airports and communities, and that provides educational information on aviation noise. NoiseQuest is intended to facilitate the outreach programs that currently exist, and provide an outreach forum for airports too small to have an established community program. It is the FAA’s hope that NoiseQuest will help to bridge the gap between airports and their communities.
The information on this site is based on current airport noise-related:
• Government documents • News articles • Research journals • Aviation practices
At the May 20, 2009 NOC meeting staff provided a live demonstration of the NoiseQuest website. At the meeting it was decided that Committee members should take some time and visit the site and come back to the July 15, 2009 meeting with any suggestions that might be forwarded by the Committee to PARTNER as recommended improvements to the site.
At the July 15, 2009 NOC meeting MAC staff will again review the site contents with the Committee, and suggestions that might be forwarded by the Committee to PARTNER as recommended improvements to the site will be discussed.
ITEM 6