MP130001

MITRE PRODUCT

Technical Addendum to the Guidance for Noise Screening of Air Traffic Actions

Koffi A. Amefia

February 2013 The contents of this material reflect the views of the author and/or the Director of the Center for Advanced Aviation System Development (CAASD), and do not necessarily reflect the views of the Federal Aviation Administration (FAA) or the Department of Transportation (DOT). Neither the FAA nor the DOT makes any warranty or guarantee, or promise, expressed or implied, concerning the content or accuracy of the views expressed herein. This is the copyright work of The MITRE Corporation and was produced for the U.S. Government under Contract Number DTFAWA-10-C-00080 and is subject to Federal Aviation Administration Acquisition Management System Clause 3.5-13, Rights in Data-General, Alt. III and Alt. IV (Oct. 1996). No other use other than that granted to the U.S. Government, or to those acting on behalf of the U.S. Government, under that Clause is authorized without the express written permission of The MITRE Corporation. For further information, please contact The MITRE Corporation, Contract Office, 7515 Colshire Drive, McLean, VA 22102 (703) 983-6000. 2013 The MITRE Corporation. The Government retains a nonexclusive, royalty-free right to publish or reproduce this document, or to allow others to do so, for “Government Purposes Only.”

MP130001

MITRE PRODUCT

Technical Addendum to the Guidance for Noise Screening of Air Traffic Actions

Sponsor: The Federal Aviation Administration Koffi A. Amefia Dept. No.: F072 Project No.: 0213BB03-2B Outcome No.: 3 PBWP Reference: 3-2.1-2 February 2013 “Wind Farm and Environmental Assessment Processes”

For Release to all FAA This document was prepared for authorized distribution only. It has not been approved for public release.

©2013 The MITRE Corporation. All Rights Reserved.

Abstract The Federal Aviation Administration (FAA) Air Traffic Organization (ATO) established a noise screening process to help determine the need for a detailed noise analysis of air traffic actions. The MITRE Corporation’s Center for Advanced Aviation System Development (CAASD) prepared the Guidance for Noise Screening of Air Traffic Actions [1] to assist the FAA and others involved in air traffic noise screening. This report documents the technical approach used to develop the noise screening tools thereby providing a basis for future updates if required.

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Acknowledgements The author acknowledges the contributions of Donna Warren and Terry English of the Federal Aviation Administration (FAA), and Angela Signore, Neal Westlund and Fred Bankert of The MITRE Corporation’s Center for Advanced Aviation System Development (CAASD).

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Table of Contents 1 Introduction 1-1 2 Background 2-1 3 Noise Screening Tools 3-1 3.1 Operations Test 3-1 3.2 Traffic Test 3-3 3.3 Lateral Movement Test 3-8 3.4 Altitude/Operations Test 3-11 3.5 Overlay Test 3-15 4 Summary 4-1 5 List of References 5-1 Appendix A Detailed Data A-1 Appendix B Acronym List B-1

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List of Figures Figure 3-1. SEL versus Altitude Curve for the 747200 and 747400 Aircraft 3-5 Figure 3-2. TRAF Test Spreadsheet Tool 3-8 Figure 3-3. Illustration of LAT Test 3-9 Figure 3-4. LAT Test At/Below 3,000 feet AGL 3-10 Figure 3-5. LAT Test Above 3,000 feet AGL 3-10 Figure 3-6. A/O Test At/Below 3,000 feet AGL 3-13 Figure 3-7. A/O Test Between 3,001 feet AGL and 7,000 feet AGL 3-14 Figure 3-8. A/O Test Between 7,001 feet AGL and 10,000 feet AGL 3-14 Figure 3-9. RNVO Concept 3-15 Figure 3-10. Illustration of Line of Sight Distances to Centerline Receiver 3-16 Figure 3-11. RNVO Test 3-17

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List of Tables Table 3-1. Noise Screening Change Thresholds 3-1 Table 3-2. OPS Test for Airports 3-2 Table 3-3. Sample Database Information for 747200 Aircraft 3-4 Table 3-4. TRAF Test for Departure Routes or Procedures 3-6 Table 3-5. TRAF Test for Arrival Routes or Procedures 3-7 Table 3-6. ATNS Decision Table 3 3-12

Table A-1. Aircraft Types for Traffic Test A-1

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1 Introduction This document provides the technical background for the tools and recommendations contained in the Guidance for Noise Screening of Air Traffic Actions (henceforth referred to as the Guidance) [1]. The Guidance itself is an update to the 2009 Guidance for Noise Screening of Air Traffic Actions) [2]. The noise screening process can be used to determine the potential for noise impacts of proposed air traffic actions. The document is divided into four sections and one appendix including this introduction. Section 2 provides a brief overview of the noise screening process in light of the requirements of this task. Section 3 discusses updated tools and limitations. Section 4 provides an overview of the document.

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2 Background The noise screening process is a solid and repeatable approach to identify extraordinary circumstances and/or the potential for significant noise impacts as discussed in the Guidance. The process leverages existing Federal Aviation Admiration (FAA) tools and policies to help identify the need for detailed noise analyses of proposed air traffic actions. Given the large number of air traffic proposals subject to review under the National Environmental Policy Act (NEPA) of 1969 [3] and its implementing regulations – Council on Environmental Quality (CEQ) Regulations [4] and FAA Order 1050.1E, Environmental Impacts: Policies and Procedures [5] – noise screening streamlines the review process by providing an early indication of the potential noise impacts of proposed air traffic actions. Noise screening tools offer multiple layers of review to help decide if a detailed noise analysis is required. In general, these tools provide quick but conservative results, allowing the user to focus resources on actions likely to result in significant noise impacts.

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3 Noise Screening Tools This section documents the methodology and limitations of noise screening tools in the Guidance to include the Operations test (OPS), the Traffic test (TRAF), the Lateral Movement test (LAT), the Altitude/Operations test (A/O), and the Area Navigation (RNAV) Overlay test (RNVO). These tools evaluate the potential noise impact of proposed air traffic actions relative to the noise screening thresholds identified in Table 3-1 and discussed in greater detail in the Guidance. The tests also consider FAA altitude limits for air traffic noise analyses, i.e., below 10,000 feet Above Ground Level (AGL) for departures, 7,000 feet AGL for arrivals, or up to 18,000 feet AGL over national parks or wilderness areas [6]. Based on the thresholds in Table 3-1, a detailed noise analyses is required when a proposed air traffic action would cause: 1. An increase of 1.5 decibel (dB) or greater for areas experiencing Day-Night Average Sound Levels (DNL) of 65 dB or greater. 2. An increase of 3 dB or more for areas experiencing DNL 60-65 dB. 3. An increase of 5 dB or more for areas experiencing DNL 45-60 dB.

Table 3-1. Noise Screening Change Thresholds Proposed Action DNL DNL Increase with Proposed Value (dB) Action (dB) 65 + 1.5 dB(1) 60-65 3.0 dB(2) 45-60 5.0 dB(3) Source: (1) FAA Order 1050.1E, Appendix A, 14.3; Part 150, Sec. 150.21(2) (d); FICON 1992 [7] (2) FAA Order 1050.1E, Appendix A, 14.4c; FICON 1992 (3) FAA Order 1050.1E, Appendix A, 14.5e.

Inputs to noise screening tests are developed on an average annual day (AAD) basis, i.e., data representative of long-term variations of airport operations such as runway configurations, fleet mix, number of operations, etc. The objective of updating noise screening tools is to provide additional flexibility to the users within the limitations of FAA policies. The following sections document the basis for the noise screening tests in detail.

3.1 Operations Test The OPS test helps determine if noise screening is required based on the total number of operations at the airport of interest. The OPS test is based on FAA Order 1050.1E, paragraph 14.6 requirement that no noise analysis is needed for proposals involving Design Group I and II airplanes (wingspan less than 79 feet) in Approach Categories A through D (landing speed less than 166 knots) operating at airports whose forecast operations in the period covered by the environmental review do not exceed 700 jet operations (2 average daily operations) or 90,000 annual propeller operations (247 average daily operations). To account for the increased

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sensitivity to noise during certain periods, proposed operations between 10:00 p.m. and 07:00 a.m. must be multiplied by 10. In California, proposed operations between 7:00 p.m. and 10:00 p.m. must also be multiplied by 3. Based on the above guidance, 700 jet operations were equated to 90,000 propeller operations such that the following direct relationship would be true: # = 700 (0.0077778 × # ) # is the number of jet𝐽𝐽𝐽𝐽𝐽𝐽 operations𝑂𝑂𝑂𝑂𝑂𝑂 not −to exceed 700 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑂𝑂𝑂𝑂𝑂𝑂 # is the number of propeller operations not to exceed 90,000 𝐽𝐽𝐽𝐽𝐽𝐽 𝑂𝑂𝑂𝑂𝑂𝑂 The above equation yields the maximum allowable number of jet operations given the number 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑂𝑂𝑂𝑂𝑂𝑂 propeller operations (rounded to the nearest 5,000 operations) or vice versa. Table 3-2 shows the resulting combinations of propeller and jet operations that must be exceeded to warrant further noise screening. The user can start with either the number of propeller operations or the number of jet operations. For example, if the annual number of jet operations was 700, the maximum allowable number propeller operations in order to pass the OPS test could not exceed zero (bold font). In a similar way, if the annual number of propeller operations was 5,000, the maximum allowable number jet operations in order to pass the OPS test could not exceed 662 (bold font).

Table 3-2. OPS Test for Airports Annual Annual Jet Propeller Operations Operations 0 700 5,000 662 10,000 622 15,000 584 20,000 544 25,000 506 30,000 466 35,000 428 40,000 388 45,000 350 50,000 310 55,000 272 60,000 232 65,000 194 70,000 154 75,000 116 80,000 76 85,000 38 90,000 0

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3.2 Traffic Test The TRAF test determines if the number of operations on a specific route or procedure is high enough to warrant further noise screening. Development of the TRAF test followed the multi- step process described below: 1. Starting with the FAA Integrated Noise Model (INM) Version 7.0c aircraft database, The MITRE Corporation’s Center for Advanced Aviation System Development (CAASD) conducted a review to eliminate military aircraft types and other old, noisy Stage1 1 or 2 aircraft types no longer commonly flying in the National Airspace System (NAS). Examples of aircraft not modeled include the military F-4C Phantom II and the civilian B-707-120 (Stage 1). As a result of the review, 50 out of 157 aircraft types in the database were not modeled. A complete listing of all modeled/non-modeled INM aircraft types can be found in Appendix A of this document. 2. Next, the remaining 107 aircraft types (from Step 1) were grouped into four categories of pistons, small jets, turboprop aircraft, large jets, heavy jets based the database attributes of “Engine Type” and “Weight Category.” For example, an aircraft of engine type “jet” and weight category “heavy” would be assigned to the heavy jets category. 3. All 107 remaining aircraft types were then modeled using INM, and for a departure and an arrival profile. The inputs and outputs were as follows: a. Each of the aircraft types was assigned one departure and one arrival operation. The departure operations used the flight profile with the highest stage number for a given aircraft type, to account for the worst-case climb performance (heavy aircraft). The arrival operations used the standard arrival flight profile for each aircraft type. b. Arrival operations were assigned to one straight-in 50 nautical mile (NM) arrival flight track whereas departure operations were assigned to one straight-out 50 NM departure flight track. c. Noise calculation grid points were created under the centerline of each flight track from the runway threshold up to the flight track ending. The grid points were spaced by 500 feet. d. For each grid point, INM was used to compute detailed noise contributor data, including aircraft type, operation type, profile type, runway, track, altitude, speed, thrust and Sound Exposure Level (SEL). This step enabled creation of a Microsoft Access database of aircraft category, aircraft type, operation type, altitude, and corresponding SEL as illustrated in Table 3-3.

1 FAA classifies aircraft into three stages based on noise levels and engine technology: Stage 1, 2, and 3 in order from loudest to the least noisiest. Most Stage 1 and 2 aircraft are no longer operating in the U.S.

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Table 3-3. Sample Database Information for 747200 Aircraft Aircraft Operation Altitude SEL Category Type Type (feet AGL) (dB) Heavy Jets 747200 Departure 33 119.7 Heavy Jets 747200 Departure 73 116.3 Heavy Jets 747200 Departure 113 114.4 Heavy Jets 747200 Departure 152 113.1 Heavy Jets 747200 Departure 192 112.1 Heavy Jets 747200 Departure 232 111 Heavy Jets 747200 Departure 271 110.1 Heavy Jets 747200 Departure 311 109.3 Heavy Jets 747200 Departure 351 108.5 Heavy Jets 747200 Departure 390 107.8 Heavy Jets 747200 Departure 430 107.2 Heavy Jets 747200 Departure 470 106.6 Heavy Jets 747200 Departure 509 106 Heavy Jets 747200 Departure 549 105.5

4. Using a database query procedure, the maximum SEL was extracted for various altitudes between the surface and 10,000 feet AGL for each category of piston, small jets, turboprop aircraft, large jets, heavy jets. For illustration purposes, Figure 3-1 shows SEL versus altitude curves for 747200 and 747400 departures. At 2,000 feet AGL, the maximum SEL would be based on the 747200 curve, whereas at 8,000 feet AGL, the maximum SEL would be based on the 747400 curve. Ultimately, the maximum SEL for a departure/arrival of a category at a given altitude would be the SEL of the loudest aircraft type within that category at that altitude.

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150.0 747200 140.0 747400

130.0

120.0

110.0 At 2,000 feet AGL, the maximum departure SEL for SEL (dB) SEL Heavy Jets is based on 747200 100.0 At 8,000 feet AGL, the maximum departure SEL for 90.0 Heavy Jets is based on 747400

80.0

70.0 0 2000 4000 6000 8000 10000 Altitude (feet AGL)

Figure 3-1. SEL versus Altitude Curve for the 747200 and 747400 Aircraft

5. The maximum SEL versus altitude data derived from Step 4 was used to compute the equivalent number of operations that would cause the DNL to reach the noise screening threshold of 45 dB. The transformation used the following modified equation derived from the standard definition of DNL as a function of SEL and number of events [8]:

( ) # = 86400 × 10 𝐷𝐷𝐷𝐷𝐷𝐷𝑡𝑡ℎ𝑟𝑟𝑟𝑟𝑟𝑟ℎ𝑜𝑜𝑜𝑜𝑜𝑜 − 𝑆𝑆𝑆𝑆𝑆𝑆 10 86,400 is the number of seconds𝑂𝑂𝑂𝑂𝑂𝑂 in the day # is the equivalent number of operations with night events between 10:00 p.m. and 07:00 a.m. multiplied by 10 (evening events between 7:00 p.m. and 10:00 p.m. must also be𝑂𝑂𝑂𝑂𝑂𝑂 multiplied by 3 if the noise screening applies to a location in California)

is the noise screening threshold of a DNL 45 dB (modeled as 44.9 dB); based on the screening thresholds in Table 3-1, any action resulting in a noise level below 𝑡𝑡ℎ𝑟𝑟𝑟𝑟𝑟𝑟ℎ𝑜𝑜𝑜𝑜𝑜𝑜 𝐷𝐷𝐷𝐷𝐷𝐷45 dB would not result in an impact

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The resulting TRAF tests are shown in Tables 3-4 and 3-5 for departures and arrivals, respectively. For example, a departure route or procedure at 4,000 feet AGL (bold font) would pass the TRAF test if it is flown by: 1. Pistons only, and the equivalent daily number of flights does not exceed 43. 2. Small jets only, and the equivalent daily number of flights does not exceed 1. 3. Turboprops only, and the equivalent daily number of flights does not exceed 25. 4. Large jets only, and the equivalent daily number of flights does not exceed 5. 5. Heavy jets only, and the equivalent daily number of flights does not exceed 6. 6. Any combination of pistons, small jets, turboprops, large jets and heavy jets, and the total equivalent daily number of flights does not exceed the smallest corresponding value for any one of the categories. For example, if the fleet mix is composed of small jets and heavy jets, then the total equivalent daily number of flights at 4,000 feet AGL should not exceed 1.

Table 3-4. TRAF Test for Departure Routes or Procedures

Altitude (feet AGL) Pistons Small Jets Turboprops Large Jets Heavy Jets 0 0 0 0 0 0 500 1 0 0 0 0 1000 1 0 1 0 0 1500 4 0 5 0 0 2000 9 0 11 1 0 2500 14 0 16 1 1 3000 21 0 21 2 2 4000 43 1 25 5 6 5000 65 2 27 7 9 6000 97 3 30 10 13 7000 128 4 30 14 18 8000 161 6 31 18 24 9000 189 8 34 22 31 10000 368 18 53 44 64 Notes: 1. Counts by categories are mutually exclusive; test fails when counts exceed threshold for any one category.

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Table 3-5. TRAF Test for Arrival Routes or Procedures

Altitude (feet AGL) Pistons Small Jets Turboprops Large Jets Heavy Jets 0 0 0 0 0 0 500 6 0 1 1 0 1000 28 1 4 3 1 1500 52 6 13 8 2 2000 92 16 26 13 3 2500 128 39 39 20 5 3000 164 68 58 56 8 4000 266 172 137 157 20 5000 394 368 249 285 41 6000 751 990 532 768 109 7000 751 990 532 768 109 Notes: 1. Numbers for 6,000 feet AGL and 7,000 feet AGL are intentionally identical due to noise modeling limitations. 2. Counts by categories are mutually exclusive; test fails when counts exceed threshold for any one category

Using the table for the TRAF test may be, at times, overly conservative. Figure 3-2 shows the spreadsheet version of the test which provides more flexibility for entering multiple aircraft categories, multiple altitudes, etc. Based on the user inputs, the spreadsheet tool indicates if the equivalent number of operations is high enough to warrant additional noise screening. The tool can be obtained from a Service Center (SC) Environmental Specialist (ES) with jurisdiction the geographic area of the user. Following are the required inputs to the spreadsheet: 1. Enter the name of the route or procedure being analyzed. 2. Indicate if the route or procedure is located in the state of California by selecting yes/no on the pull down menu. 3. Indicate if this is a departure/arrival route/procedure by selecting departure/arrival on the pull down menu. 4. Enter the number of operations on an AAD basis for pistons, small jets, turboprops, large jets and heavy jets. There is no need to weight the operations entered in these fields. The spreadsheet performs that task. 5. Enter the altitudes flown by each aircraft group using the procedure. 6. If the route or procedure is located in California, enter the percentage of operations between 7:00 p.m. and 10:00 p.m. for each aircraft group. 7. Enter the percentage of operations between 10:00 p.m. and 07:00 a.m. for each aircraft group; the tool indicates if the TRAF test passes based on the user inputs.

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ROUTE OR PROCEDURE NAME 1 IS THIS ROUTE OR PROCEDURE LOCATED IN CALIFORNIA? NO 2 IS THIS A DEPARTURE OR AN ARRIVAL ROUTE OR PROCEDURE? 3 DEPARTURE PROPOSED FLIGHT OPERATIONS

PERCENT 7:00 P.M. AVERAGE ANNUAL DAY PERCENT 10:00 P.M. AIRCRAFT CATEGORY ALTITUDE (FEET, AGL) to 10:00 P.M. NUMBER OF OPERATIONS to 07:00 A.M. (CALIFORNIA ONLY) PISTON 5 3,000 0.00% 0.00% SMALL_JET 1 5,000 0.00% 0.00% TURBOPROP 0 0 0.00% 0.00% LARGE_JET 0 0 0.00% 0.00% HEAVY_JET 4 0 5 0 6 0.00% 7 0.00%

WARNING MESSAGES

TRAF TEST PASSED; NOISE SCREENING IS COMPLETE

Figure 3-2. TRAF Test Spreadsheet Tool

3.3 Lateral Movement Test The LAT test is used to screen for potential noise impacts resulting from the lateral movement of a route as a result of adding, removing or changing the location of a fix. The test was expanded to test for impacts from aircraft noise below 3,000 feet AGL to provide additional flexibility for noise screening. The approach assumes that moving a route laterally changes the distance from the source to the receiver, assuming all other variables such as altitude, speed, thrust, average atmospheric conditions, etc. would remain unchanged. Figure 3-3 illustrates a side view of the LAT test. The existing ground track is directly over Receptor 1. Following a lateral movement, the ground track would move away from Receptor 1 to directly over Receptor 2. As a result, Receptor 1 would experience the highest decrease in noise level whereas Receptor 2 would experience the highest increase.

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Lateral Movement

Existing Slant Distance ( )

New Slant Distance ( )

Receptor 1 Receptor 2

Existing Ground Track

Proposed Ground Track

Figure 3-3. Illustration of LAT Test

The increase in noise level over Receptor 2 can be estimated as a function of the old slant distance to Receptor 2 ( ) versus the new slant distance to Receptor 2 ( ) (which is in fact the altitude of the aircraft). The noise level increase is inversely proportional to the square of the 1 2 ratio of distances between𝑑𝑑 the source and receiver as described in the following𝑑𝑑 equation:

= 20 × (1) 𝑑𝑑1 ∆𝑑𝑑𝑑𝑑 𝑙𝑙𝑙𝑙𝑙𝑙 � � where is the increase in noise level over𝑑𝑑2 Receptor 2

is the∆𝑑𝑑𝑑𝑑 old slant distance from the aircraft to Receptor 2 𝑑𝑑1 is the new slant distance from the aircraft to Receptor 2 Using the𝑑𝑑2 above equation, the maximum allowable lateral movement buffer can be derived for various altitudes, considering the noise screening thresholds of 1.5 dB change below 3,000 feet AGL, 3 dB change between 3,000 feet AGL and 7,000 feet AGL, and 5 dB change𝑙𝑙 between 7,000 feet AGL and 10,000 feet AGL. First, the slant distances to Receptor 2 can be expressed as a function of the lateral movement buffer using Pythagoras’ theorem: = + (2) 𝑙𝑙 2 2 2 Combining the above two equations𝑑𝑑1 (1)𝑑𝑑2 and𝑙𝑙 (2), the lateral movement buffer is expressed as a function of the noise change and the new slant distance (the altitude of the aircraft) as follows: 𝑙𝑙 𝑑𝑑2

= × 10 1 1 ∆𝑑𝑑𝑑𝑑 2 10 𝑙𝑙 𝑑𝑑2 � − �

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Figures 3-4 and 3-5 show the resulting LAT tests for operations at/below 3,000 feet AGL, and above 3,000 feet AGL. For example, Figure 3-5 shows that a route flown at 3,000 feet AGL could be moved laterally up to 1,900 feet with no significant noise impact on the ground. The LAT test is valid only for the lateral movement of a route normally resulting from adding, moving or removing a fix. The test assumes all other variables remain unchanged. The test should not be used in cases involving more than a lateral move, i.e., fleet mix changes, lowering of altitude, etc. The LAT test may be used to screen for impact when moving a fix more than once subject to the restrictions outlined in the Guidance.

Change in Lateral Distance (feet) 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 0

500 1000 FAIL 1500

Altitude (feet AGL) (feet Altitude 2000

2500 PASS

3000 Test checks for a potential 1.5 dB change below 3,000 feet AGL Figure 3-4. LAT Test At/Below 3,000 feet AGL

Change in Lateral Distance (feet) 1900 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000 15000 16000 17000 18000 19000 20000 21000 3000 4000 5000 6000 FAIL 7000 8000 Altitude (feet AGL) (feet Altitude 9000 10000 PASS Test checks for a potential 3 dB change between 3,000 feet AGL and 7,000 feet AGL, and 5 dB between 7,000 feet AGL and above Figure 3-5. LAT Test Above 3,000 feet AGL

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3.4 Altitude/Operations Test The A/O test is used to screen for potential noise impacts resulting from a single change in the number of operations or altitude on a route or procedure, or concurrent changes in both. The test has been expanded below 3,000 feet AGL, and above 7,000 feet AGL to provide additional flexibility. This test relies on decision tables used to develop the Air Traffic Noise Screening (ATNS) tool [9]. Table 3-6 presents ATNS Decision Table 3 which is used to assess concurrent changes in altitude and operations. The table is based on INM Version 5.2 runs using a hushkitted 727-200 with JT8D-15 engines (INM aircraft 727EM2). For example, an air traffic action contemplating a 10% increase in the number of operations combined with a 15% decrease in altitude would result in a 2 dB increase in the noise level on the ground. This increase may or may not pass noise screening depending on the altitude where the change is planned.

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Table 3-6. ATNS Decision Table 3

Change in Change in Number of Effective Total Operations of Large Jet Airplanes (%) Altitude for Large Jet - - - - - Airplane (%) 90% 70% 50% 30% 10% 0% 10% 30% 50% 70% 90% 100% 110% 130% 150% 170% 190% 210% 230% 250% 260% 10% -11 -6 -4 -3 -1 -1 -1 0 1 1 2 2 2 3 3 3 4 4 4 4 5 5% -11 -6 -4 -2 -1 -1 0 1 1 2 2 2 3 3 3 4 4 4 5 5 5 0% -10 -5 -3 -2 0 0 0 1 2 2 3 3 3 4 4 4 5 5 5 5 6 -5% -9 -5 -3 -1 0 1 1 2 2 3 3 4 4 4 5 5 5 5 6 6 6 -10% -9 -3 -1 0 1 1 2 2 3 3 4 4 4 5 5 5 6 6 6 7 7 -15% -8 -3 -1 0 1 2 2 3 4 4 5 5 5 5 6 6 6 7 7 7 7 -20% -8 -3 -1 1 2 2 3 4 4 5 5 5 6 6 6 7 7 7 8 8 8 -25% -7 -2 0 2 3 3 4 4 5 5 6 6 6 7 7 7 8 8 8 9 9 -30% -6 -1 1 2 3 4 4 5 6 6 7 7 7 7 8 8 8 9 9 9 9 -35% -5 -1 2 3 4 5 5 6 6 7 7 8 8 8 9 9 9 10 10 10 10 -40% -4 0 3 4 5 6 6 7 7 8 8 9 9 9 10 10 10 10 11 11 11 -45% -4 1 3 5 6 6 7 8 8 9 9 9 10 10 10 11 11 11 12 12 12 -50% -3 2 4 6 7 8 8 9 9 10 10 11 11 11 11 12 12 12 13 13 13 -55% -1 3 6 7 8 9 9 10 10 11 11 12 12 12 13 13 13 14 14 14 14 -60% 0 5 7 8 9 10 10 11 12 12 13 13 13 14 14 14 15 15 15 15 15 -65% 1 6 8 10 11 11 12 12 13 14 14 14 15 15 15 16 16 16 17 17 17 -70% 3 8 10 11 13 13 13 14 15 15 16 16 16 17 17 17 18 18 18 18 19 -75% 5 10 12 13 15 15 15 16 17 17 18 18 18 19 19 19 20 20 20 20 21 -80% 7 12 14 16 17 17 18 19 19 20 20 20 21 21 21 22 22 22 23 23 23

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New noise screening tables were developed using the noise screening thresholds of a 1.5 dB change below 3,000 feet AGL, a 3 dB change between 3,000 feet AGL and 7,000 feet AGL, and a 5 dB change between 7,000 feet AGL and 10,000 feet AGL. Figures 3-6, 3-7 and 3-8 show the expanded A/O tests the different altitude bands. For example, Figure 3-6 illustrates that an action contemplating a 30% increase in the number of operations combined with a 5% decrease in the altitudes flown at or below 3,000 feet AGL would pass the A/O test.

% Change in the Number of Operations -90% -70% -50% -30% -10% 0% 10% 30% 50% 70% 90% 100% 110% 130% 150% 170% 190% 210% 230% 250% 260% 10% 5% 0% -5% PASS -10% -15% -20% -25% -30% -35% -40% -45% FAIL

% Change in Altitude % Change -50% -55% -60% -65% -70% -75% -80% Test checks for a potential 1.5 dB change below 3,000 feet AGL Figure 3-6. A/O Test At/Below 3,000 feet AGL

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% Change in the Number of Operations -90% -70% -50% -30% -10% 0% 10% 30% 50% 70% 90% 100% 110% 130% 150% 170% 190% 210% 230% 250% 260% 10% 5% 0% -5% -10% PASS -15% -20% -25% -30% -35% -40% -45% % Change in Altitude % Change FAIL -50% -55% -60% -65% -70% -75% -80% Test checks for a potential 3 dB change between 3,001 feet AGL and 7,000 feet AGL Figure 3-7. A/O Test Between 3,001 feet AGL and 7,000 feet AGL

% Change in the Number of Operations -90% -70% -50% -30% -10% 0% 10% 30% 50% 70% 90% 100% 110% 130% 150% 170% 190% 210% 230% 250% 260% 10% 5% 0% -5% -10% PASS -15% -20% -25% -30% -35% -40% -45% % Change in Altitude % Change -50% -55% FAIL -60% -65% -70% -75% -80% Test checks for a potential 5 dB change between 7,001 feet AGL and 10,000 feet AGL Figure 3-8. A/O Test Between 7,001 feet AGL and 10,000 feet AGL

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3.5 Overlay Test The RNVO test is used to screen for potential noise impacts resulting from a Performance-Based Navigation (PBN) overlay of a conventional route or procedure. PBN procedures such as RNAV and Required Navigation performance (RNP) provide better path adherence using on-board performance monitoring and alerting capabilities. As a result, the actual lateral dispersions on RNAV/RNP routes are much lower than on conventional routes. Notwithstanding the system description above, PBN Subject Matter Experts (SMEs) estimate the actual lateral dispersions (total route widths) are generally no more than 0.5 NM for RNAV procedures and 0.3 NM for RNP procedures [10]. The RNVO test follows a similar approach as the LAT test starting with the inherent notion that moving a route laterally changes the average distance from the source to the receiver. This approach assumes all other variables such as altitude, speed, thrust, average atmospheric conditions, etc. would remain unchanged. The methodology includes the following steps: 1. Starts with INM Technical Manual and INM User’s Guide definition of lateral dispersion which includes the backbone at the center and multiple subtracks either side of the backbone [8], [11]. The backbone is labeled track 0 and the subtracks are labeled 1, 2, 3, 4, 5, 6, 7, and 8. Figure 3-9 illustrates the concept of backbone (B) and subtracks (S) for a conventional and RNAV/RNP routes of different widths. The illustration uses one backbone and eight subtracks with their corresponding weight (percent of flight operations) per the INM User’s Guide.

22.2%

S S S S B S S S S Conventional Route 2

22.2%

S S S S B S S S S RNAV/RNP Route 2

B- Backbone S- Subtrack Figure 3-9. RNVO Concept

2. The INM User’s Guide also defines the distance from the backbone to each subtrack as a function of the route width and a standard deviation multiplier:

= × 4.4 𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵−𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑑𝑑 is the standard deviation𝐷𝐷𝐷𝐷 multiplier𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 with values of 0.56𝑚𝑚 for subtracks 1 and 2, 1.1 for subtracks 3 and 4, 1.67 for subtracks 5 and 6, and finally 2.2 for subtracks 7 and 8 𝑚𝑚 is the route width

𝑑𝑑 3-15

For example, the distance from the backbone to subtrack 1 for a route of width 4 NM would be 0.5 NM. 3. As previously discussed in this section, the lateral dispersion on RNAV/RNP routes is much less than that on a conventional route. As a result, the maximum increase in noise level from an RNAV/RNP overlay of a conventional procedure would occur under the centerline of the route (as the result of the increased concentration). The increase in noise level would be due in most part to the reduced distance between the noise source and the receiver under the centerline as a result of the concentration of traffic. Figure 3-10 illustrates the concept for subtrack 7 where the slant distance from the source to the receiver is longer for the conventional route ( ) than the RNAV/RNP route ( ). The distance from the backbone to the receiver is the same for both procedures. ℎ𝑐𝑐 ℎ𝑟𝑟

22.2%

S S B

RNAV/RNP Route

Conventional Route

Receiver

Figure 3-10. Illustration of Line of Sight Distances to Centerline Receiver

For any given backbone or subtrack, the change in noise level over the centerline receiver can be estimated using the following expression of the spherical spreading of sound from a point source:

= 20 × ℎ𝑐𝑐𝑐𝑐 ∆𝑑𝑑𝑑𝑑𝑖𝑖 𝑙𝑙𝑙𝑙𝑙𝑙 � � is the backbone or subtrack number of interest ℎ𝑟𝑟1

𝑖𝑖 is the change in the noise level over the receptor due to changing any specific backbone or subtrack ∆𝑑𝑑𝑑𝑑𝑖𝑖 𝑖𝑖

3-16

is the slant distance from a specific conventional backbone or subtrack to the receiver

ℎ𝑐𝑐𝑐𝑐 is the slant distance from a specific RNAV/RNP backbone or subtrack to the receiver 4. Since there are eight subtracks, the change in each subtrack would contribute some ℎ𝑟𝑟𝑟𝑟 amount to the overall change in noise level over the receiver. Using the change in noise level for each subtrack as computed in Step 3, an overall change in noise level may be computed as the weighted average of the contributions of each subtrack; the weights are the percent of flight operations as defined in Step 1

= 10 × 8 × 10 ∆𝑑𝑑𝑑𝑑𝑖𝑖 10 ∆𝑑𝑑𝑑𝑑 𝑙𝑙𝑙𝑙𝑙𝑙 �� 𝑤𝑤𝑖𝑖 � where is the percent of tracks or flight operations𝑖𝑖=0 of a backbone or subtrack in Step 1 For each altitude, the weighted average change in noise level is compared to the noise screening 𝑤𝑤𝑖𝑖 thresholds to determine if the action passes/fails. Figure 3-11 shows the resulting RNVO test. For example, an RNAV overlay of a conventional route that is 4 NM wide at 6,500 feet AGL would result in no significant noise impact on the ground. The RNVO test is valid only for overlays of conventional routes and/or procedures.

Conventional Route Width (NM) Conventional Route Width (NM) Altitude 0.5 1 2 4 6 8 10 0.5 1 2 4 6 8 10 (feet AGL) RNAV Route Width (NM) RNP Route Width (NM) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0 500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 FAIL FAIL 4,500 5,000 5,500 6,000 6,500 7,000 7,500 PASS PASS 8,000 8,500 9,000 9,500 10,000 Test checks for a potential 1.5 dB change below 3,000 feet AGL, 3 dB between 3,000 feet AGL and 7,000 feet AGL, and 5 dB between 7,000 feet AGL and 10,000 feet AGL Figure 3-11. RNVO Test

3-17

4 Summary CAASD prepared the Guidance to assist FAA and others involved in noise screening for air traffic actions. This report documents the technical approach used to develop the tools and recommendations to support future updates if required. The tests include OPS, TRAF, LAT, A/O, and RNVO. These tools evaluate the potential noise impact of proposed air traffic actions relative to the noise screening thresholds, therefore allowing users to allocate resources where the largest impact could be realized.

4-1

5 List of References [1] Amefia, A., December 2012, Guidance for Noise Screening Air Traffic Actions Revision 1.1, MP090164R1, The MITRE Corporation, McLean, VA. [2] Bankert, F., July 2009, Guidance for Noise Screening Air Traffic Actions, MP090164, The MITRE Corporation, McLean, VA. [3] U.S. Congress, National Environmental Policy Act (NEPA) of 1969 Pub. L. 91-190, 42 U.S.C. 4321-4347, January 1, 1970, as amended by Pub. L. 94-52, July 3, 1975, Pub. L. 94-83, August 9, 1975, and Pub. L. 97-258, § 4(b). 13 Sept 1982 (1969), Washington, D.C. [4] Council on Environmental Quality (CEQ), Regulations for Implementing the Procedural Provisions of the National Environmental Policy Act (1978) 40 CFR Parts 1500-1508, Washington, D.C. [5] FAA, March 2006, Environmental Impacts: Policies and Procedures, Change 1, Order 1050.1E, Washington, D.C. [6] FAA, September 1990, Noise Screening Procedure for Certain Air Traffic Actions Above 3,000 Feet AGL, Notice N7210.360, Washington, D.C. [7] Federal Interagency Committee On Noise (FICON), August 1992, Federal Agency Review of Selected Airport Noise Analysis Issues, Washington, D.C. [8] FAA, January 2008, INM Technical Manual, Washington, D.C. [9] FAA, January 1999, Air Traffic Noise Screening Tool (ATNS) Version 2 User Guide, Washington, D.C. [10] MITRE, Phone communication with Tass Hudak of PBN Group, 4 September 2012, McLean, VA. [11] FAA, April 2007, INM User’s Guide, Washington D.C.

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Appendix A Detailed Data This appendix summarizes the aircraft modeled for the purpose of the TRAF test. Many of the aircraft eliminated for the test are military, Stage 1, etc. For example, Table A-1 shows that the Boeing 707-120 with JT3C engine was not modeled. This is a Stage 1 aircraft no longer flown for commercial operators in the NAS.

Table A-1. Aircraft Types for Traffic Test Weight Modeled Aircraft Owner Engine Number Aircraft Description Cate- As (If Type Category Type of Engine gory Modeled) 707 Boeing 707-120/JT3C Heavy Commercial Jet 4 N/A 720 Boeing 720/JT3C Large Commercial Jet 4 N/A 737 Boeing 737/JT8D-9 Large Commercial Jet 2 N/A 707120 Boeing 707-120B/JT3D-3 Heavy Commercial Jet 4 N/A 707320 Boeing 707-320B/JT3D-7 Heavy Commercial Jet 4 N/A 717200 Boeing 717-200/BR 715 Large Commercial Jet 2 Large Jet 727100 Boeing 727-100/JT8D-7 Large Commercial Jet 3 N/A 727200 Boeing 727-200/JT8D-7 Large Commercial Jet 3 N/A 737300 Boeing 737-300/CFM56-3B-1 Large Commercial Jet 2 Large Jet 737400 Boeing 737-400/CFM56-3C-1 Large Commercial Jet 2 Large Jet 737500 Boeing 737-500/CFM56-3C-1 Large Commercial Jet 2 Large Jet 737700 Boeing 737-700/CFM56-7B24 Large Commercial Jet 2 Large Jet 737800 Boeing 737-800/CFM56-7B26 Large Commercial Jet 2 Large Jet 747100 Boeing 747-100/JT9DBD Heavy Commercial Jet 4 N/A 747200 Boeing 747-200/JT9D-7 Heavy Commercial Jet 4 Heavy Jet 747400 Boeing 747-400/PW4056 Heavy Commercial Jet 4 Heavy Jet 757300 Boeing 757-300/RB211-535E4B Large Commercial Jet 2 Large Jet 767300 Boeing 767-300/PW4060 Heavy Commercial Jet 2 Heavy Jet 767400 Boeing 767-400ER/CF6-80C2B(F) Heavy Commercial Jet 2 Heavy Jet 777200 Boeing 777-200ER/GE90-90B Heavy Commercial Jet 2 Heavy Jet 777300 Boeing 777-300/TRENT892 Heavy Commercial Jet 2 Heavy Jet 707QN Boeing 707-320B/JT3D-7QN Heavy Commercial Jet 4 N/A 720B Boeing 720B/JT3D-3 Large Commercial Jet 4 N/A 727D15 Boeing 727-200/JT8D-15 Large Commercial Jet 3 N/A 727D17 Boeing 727-200/JT8D-17 Large Commercial Jet 3 N/A 727EM1 FEDX 727-100/JT8D-7 Large Commercial Jet 3 N/A 727EM2 FEDX 727-200/JT8D-15 Large Commercial Jet 3 Large Jet 727Q15 Boeing 727-200/JT8D-15QN Large Commercial Jet 3 N/A 727Q7 Boeing 727-100/JT8D-7QN Large Commercial Jet 3 N/A 727Q9 Boeing 727-200/JT8D-9 Large Commercial Jet 3 N/A 727QF UPS 727100 22C 25C Large Commercial Jet 3 N/A 7373B2 Boeing 737-300/CFM56-3B-2 Large Commercial Jet 2 Large Jet 737D17 Boeing 737-200/JT8D-17 Large Commercial Jet 2 N/A 737N17 B737-200/JT8D-17 Nordam B737 LGW Hushkit Large Commercial Jet 2 N/A 737N9 B737/JT8D-9 Nordam B737 LGW Hushkit Large Commercial Jet 2 N/A 737QN Boeing 737/JT8D-9QN Large Commercial Jet 2 N/A 74710Q Boeing 747-100/JT9D-7QN Heavy Commercial Jet 4 N/A 74720A Boeing 747-200/JT9D-7A Heavy Commercial Jet 4 Heavy Jet 74720B Boeing 747-200/JT9D-7Q Heavy Commercial Jet 4 Heavy Jet 747SP Boeing 747SP/JT9D-7 Heavy Commercial Jet 4 Heavy Jet 757PW Boeing 757-200/PW2037 Large Commercial Jet 2 Large Jet 757RR Boeing 757-200/RB211-535E4 Large Commercial Jet 2 Large Jet

A-1

Weight Modeled Aircraft Owner Engine Number Aircraft Description Cate- As (If Type Category Type of Engine gory Modeled) 767CF6 Boeing 767-200/CF6-80A Heavy Commercial Jet 2 Heavy Jet 767JT9 Boeing 767-200/JT9D-7R4D Heavy Commercial Jet 2 Heavy Jet A300B4-203 Airbus A300B4-200/CF6-50C2 Heavy Commercial Jet 2 Heavy Jet A300-622R A300-622R\PW4168 Heavy Commercial Jet 2 Heavy Jet A310-304 A310-304\GE CF6-80 C2A2 Heavy Commercial Jet 2 Heavy Jet A319-131 A319-131\IAE V2522-A5 Large Commercial Jet 2 Large Jet A320-211 A320-211\CFM56-5A1 Large Commercial Jet 2 Large Jet A320-232 A320-232\V2527-A5 Large Commercial Jet 2 Large Jet A321-232 A321-232\V2530-A5 Large Commercial Jet 2 Large Jet A330-301 A330-301\GE CF6-80 E1A2 Heavy Commercial Jet 2 Heavy Jet A330-343 A330-343\RR TRENT 772B Heavy Commercial Jet 2 Heavy Jet A340-211 A340-211\CFM56-5C2 Heavy Commercial Jet 4 Heavy Jet A340-642 A340-642\Trent 556 Heavy Commercial Jet 4 Heavy Jet A380-841 A380-841\RR trent970 Heavy Commercial Jet 4 Heavy Jet A380-861 A380-861\EA GP7270 Heavy Commercial Jet 4 Heavy Jet A7D A-7D,E/TF-41-A-1 Large Military Jet 1 N/A BAC111 BAC111/SPEY MK511-14 Large Commercial Jet 2 N/A BAE146 BAE146-200/ALF502R-5 Large Commercial Jet 4 Large Jet BAE300 BAE146-300/ALF502R-5 Large Commercial Jet 4 Large Jet CIT3 CIT 3/TFE731-3-100S Large General Aviation Jet 2 Small Jet CL600 CL600/ALF502L Large General Aviation Jet 2 Small Jet CL601 CL601/CF34-3A Large General Aviation Jet 2 Small Jet CNA500 CIT 2/JT15D-4 Large General Aviation Jet 2 Small Jet CNA510 Cessna Mustang Model 510 / PW615F Small Commercial Jet 2 Small Jet CNA525C Cessna Citation CJ4 525C /FJ44-4A Small Commercial Jet 2 Small Jet CNA55B Cessna 550 Citation Bravo / PW530A Large General Aviation Jet 2 Small Jet CNA560E Cessna Citation Encore 560 / PW535A Small Commercial Jet 2 Small Jet CNA560U Cessna Citation Ultra 560 / JT15D-5D Small Commercial Jet 2 Small Jet CNA560XL Cessna Citation Excel 560 / PW545A Small Commercial Jet 2 Small Jet CNA680 Cessna Citation Sovereign 680 / PW306C Small Commercial Jet 2 Small Jet CNA750 Citation X / Rolls Royce Allison AE3007C Large General Aviation Jet 2 Small Jet COMJET 1985 BUSINESS JET Large General Aviation Jet 2 Small Jet CONCRD CONCORDE/OLY593 Heavy Commercial Jet 4 N/A CRJ9-ER CL-600-2D15/CL-600-2D24/CF34-8C5 Large General Aviation Jet 2 Small Jet CRJ9-LR CL-600-2D15/CL-600-2D24/CF34-8C5 Large General Aviation Jet 2 Small Jet DC1010 DC10-10/CF6-6D Heavy Commercial Jet 3 Heavy Jet DC1030 DC10-30/CF6-50C2 Heavy Commercial Jet 3 Heavy Jet DC1040 DC10-40/JT9D-20 Heavy Commercial Jet 3 Heavy Jet DC820 DC-8-20/JT4A Heavy Commercial Jet 4 N/A DC850 DC8-50/JT3D-3B Heavy Commercial Jet 4 N/A DC860 DC8-60/JT3D-7 Heavy Commercial Jet 4 N/A DC870 DC8-70/CFM56-2C-5 Heavy Commercial Jet 4 N/A DC8QN DC8-60/JT8D-7QN Heavy Commercial Jet 4 N/A DC910 DC9-10/JT8D-7 Large Commercial Jet 2 N/A DC930 DC9-30/JT8D-9 Large Commercial Jet 2 N/A DC93LW DC9-30/JT8D-9 w/ ABS Lightweight hushkit Large Commercial Jet 2 Large Jet DC950 DC9-50/JT8D-17 Large Commercial Jet 2 N/A DC95HW DC9-50/JT8D17 w/ ABS Heavyweight hushkit Large Commercial Jet 2 Large Jet DC9Q7 DC9-10/JT8D-7QN Large Commercial Jet 2 N/A DC9Q9 DC9-30/JT8D-9QN Large Commercial Jet 2 N/A ECLIPSE500 Eclipse 500 / PW610F Small Commercial Jet 2 Small Jet EMB145 Embraer 145 ER/Allison AE3007 Large Commercial Jet 2 Large Jet EMB14L Embraer 145 LR / Allison AE3007A1 Large Commercial Jet 2 Large Jet

A-2

Weight Modeled Aircraft Owner Engine Number Aircraft Description Cate- As (If Type Category Type of Engine gory Modeled) F10062 F100/TAY 620-15 Large Commercial Jet 2 Large Jet F10065 F100/TAY 650-15 Large Commercial Jet 2 Large Jet F28MK2 F28-2000/RB183MK555 Large Commercial Jet 2 N/A F28MK4 F28-4000/RB183MK555 Large Commercial Jet 2 N/A F4C F-4C/J79-GE-15 Large Military Jet 2 N/A FAL20 FALCON 20/CF700-2D-2 Large General Aviation Jet 2 Small Jet GII Gulfstream GII/SPEY 511-8 Large General Aviation Jet 2 Small Jet GIIB Gulfstream GIIB/GIII - SPEY 511-8 Large General Aviation Jet 2 Small Jet GIV Gulfstream GIV-SP/TAY 611-8 Large General Aviation Jet 2 Small Jet GV Gulfstream GV/BR 710 Large General Aviation Jet 2 Small Jet IA1125 ASTRA 1125/TFE731-3A Large General Aviation Jet 2 Small Jet KC135 KC135A/J57-P-59W Heavy Military Jet 4 N/A KC135B KC135B/JT3D-7 Heavy Military Jet 4 N/A KC135R KC135R/CFM56-2B-1 Heavy Military Jet 4 N/A L1011 L1011/RB211-22B Heavy Commercial Jet 3 N/A L10115 L1011-500/RB211-224B Heavy Commercial Jet 3 N/A LEAR25 LEAR 25/CJ610-8 Large General Aviation Jet 2 Small Jet LEAR35 LEAR 36/TFE731-2 Large General Aviation Jet 2 Small Jet MD11GE MD-11/CF6-80C2D1F Heavy Commercial Jet 3 Heavy Jet MD11PW MD-11/PW 4460 Heavy Commercial Jet 3 Heavy Jet MD81 MD-81/JT8D-217 Large Commercial Jet 2 Large Jet MD82 MD-82/JT8D-217A Large Commercial Jet 2 Large Jet MD83 MD-83/JT8D-219 Large Commercial Jet 2 Large Jet MD9025 MD-90/V2525-D5 Large Commercial Jet 2 Large Jet MD9028 MD-90/V2528-D5 Large Commercial Jet 2 Large Jet MU3001 MU300-10/JT15D-5 Large General Aviation Jet 2 Small Jet SABR80 NA SABRELINER 80 Large General Aviation Jet 2 Small Jet BEC58P BARON 58P/TS10-520-L Small General Aviation Piston 2 Piston CNA172 Cessna 172R / Lycoming IO-360-L2A Small General Aviation Piston 1 Piston CNA206 Cessna 206H / Lycoming IO-540-AC Small General Aviation Piston 1 Piston CNA182 Cessna 182H / Continental O-470-R Small General Aviation Piston 1 Piston CNA20T Cessna T206H / Lycoming TIO-540-AJ1A Small General Aviation Piston 1 Piston COMSEP 1985 1-ENG COMP Small General Aviation Piston 1 Piston DC3 DC3/R1820-86 Large Commercial Piston 2 N/A DC6 DC6/R2800-CB17 Large Commercial Piston 4 N/A DHC-2FLT DHC-2 Beaver Floatplane Small Commercial Piston 1 N/A GASEPF 1985 1-ENG FP PROP Small General Aviation Piston 1 Piston GASEPV 1985 1-ENG VP PROP Small General Aviation Piston 1 Piston M7235C MAULE M-7-235C / IO540W Small General Aviation Piston 1 N/A PA28 PIPER WARRIOR PA-28-161 / O-320-D3G Small General Aviation Piston 1 Piston PA30 PIPER TWIN COMANCHE PA-30 / IO-320-B1A Small General Aviation Piston 2 Piston PA31 PIPER NAVAJO CHIEFTAIN PA-31-350 / TIO-5 Small General Aviation Piston 2 Piston 1900D Beech 1900D / PT6A67 Large Commercial Turboprop 2 Turboprop C130 C-130H/T56-A-15 Large Military Turboprop 4 N/A C130E C-130E/T56-A-7 Large Military Turboprop 4 N/A CNA208 Cessna 208 / PT6A-114 Small General Aviation Turboprop 1 Turboprop CNA441 CONQUEST II/TPE331-8 Small Commercial Turboprop 2 Turboprop CVR580 CV580/ALL 501-D15 Large Commercial Turboprop 2 Turboprop DHC6 DASH 6/PT6A-27 Small Commercial Turboprop 2 Turboprop DHC6QP DASH 6/PT6A-27 Raisbeck Quiet Prop Mod Small Commercial Turboprop 2 Turboprop DHC7 DASH 7/PT6A-50 Large Commercial Turboprop 4 Turboprop DHC8 DASH 8-100/PW121 Large Commercial Turboprop 2 Turboprop DHC830 DASH 8-300/PW123 Large Commercial Turboprop 2 Turboprop

A-3

Weight Modeled Aircraft Owner Engine Number Aircraft Description Cate- As (If Type Category Type of Engine gory Modeled) DO228 Dornier 228-202 / TPE 311-5 Large General Aviation Turboprop 2 Turboprop DO328 Dornier 328-100 / PW119C Large General Aviation Turboprop 2 Turboprop EMB120 Embraer 120 ER/ Pratt & Whitney PW118 Large Commercial Turboprop 2 Turboprop HS748A HS748/DART MK532-2 Large Commercial Turboprop 2 Turboprop L188 L188C/ALL 501-D13 Large Commercial Turboprop 4 N/A PA42 Piper PA-42 / PT6A-41 Small General Aviation Turboprop 2 Turboprop SD330 SD330/PT6A-45AR Large Commercial Turboprop 2 Turboprop SF340 SF340B/CT7-9B Large Commercial Turboprop 2 Turboprop

A-4

Appendix B Acronym List

A/O Altitude/Operations Test AAD Average Annual Day AGL Above Ground Level ATNS Air Traffic Noise Screening ATO Air Traffic Organization CAASD The MITRE Corporation Center for Advanced Aviation System Development CEQ Council on Environmental Quality dB Decibel DNL Average Day-Night Sound Level ES Environmental Specialist FAA Federal Aviation Administration INM Integrated Noise Model LAT Lateral Movement Test NAS National Airspace System NEPA National Environmental Policy Act NM Nautical Mile/s OPS Operations Test PBN Performance-Based Navigation RNAV Area Navigation RNP Required Navigation Performance RNVO RNAV Overlay Test SC Service Center SEL Sound Exposure Level SME Subject Matter Expert TRAF Traffic Test

B-1