Introduction
Centennial Airport has decided now is the right time to initiate the NEM Update. As such, Centennial Airport intends to accomplish:
. An accurate reflection of the previously implemented NCP . Collection and analysis of information regarding current and forecasted operations as it relates to aircraft noise and land use compatibility . Update current and forecast aircraft noise exposure contours . Land use compatibility within the updated existing and forecast aircraft noise exposure contours to determine whether there is potential for continued use of Federal funds to implement the NCP measures . Communication of the updated information and results with the public and stakeholders
1.2 Federal Regulation Guiding Airport Noise Compatibility Planning The emphasis on aircraft noise compatibility planning in the United States started with the passing of the Aviation Safety and Noise Abatement (ASNA) Act of 1979. This act gave the FAA authority to provide assistance to airport operators to prepare and carry out noise compatibility programs. The FAA assistance includes both regulatory guidance and financial support. The FAA implemented the ASNA noise-related regulatory requirements in Title 14 of the Code of Federal Regulations Part 150 (14 CFR Part 150), “Airport Noise Compatibility Planning”. The regulation, most commonly referred to as “Part 150,” sets forth standards for airport operators to use in documenting noise exposure in their airport environs and for establishing programs to minimize noise-related land use incompatibilities. While participation in this program by an airport is voluntary, over 250 airport sponsors, including Centennial Airport, have participated in the program, which assists in standardizing noise analysis at a national level. The FAA provides funding support under the Federal Airport Improvement Program (AIP). The agency has provided over $100 million in AIP grants for Part 150 studies and over $5 billion in grants for implementation of noise compatibility measures nationwide. Part 150 sets forth a process for airport sponsors to follow in developing and obtaining FAA approval of programs to reduce or eliminate incompatibilities between aircraft noise and surrounding land uses. In establishing the requirements for the development of noise compatibility programs at airports, Part 150 prescribes specific standards and systems for:
. Measuring noise . Estimating cumulative noise exposure . Describing other means to assess the impacts of noise (including single aircraft event levels and cumulative levels) . Coordinating NCP development with local land use officials and other interested parties . Documenting the analytical process used in developing the NCP . Submitting documentation to the FAA . Providing for FAA and public review processes A Part 150 study includes two principal elements: (1) the NEM and (2) the NCP, however, the NEM may be updated independently of the NCP. The NEM identifies existing and potential future noise / land use compatibility within the 65-decibel (dB) Day-Night Average Sound Level (DNL) noise contour. Federal guidelines and standards identify the DNL 65-dB noise contour as the outer limit of the area within which any category of land use may be considered incompatible with aircraft noise (e.g., residences, schools, and places of worship). Centennial Airport uses several resources to determine compatible vs incompatible development. This includes the noise contours down to DNL 55 dB, actual flight tracks over a location, where it sits within the Airport Influence Area, seven-day
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Introduction
noise test on the site, the type of development, willingness to provide disclosure and avigation easements, and methods of construction. The NCP recommends actions that may be taken – by a wide range of entities – to minimize or eliminate those incompatibilities. In support of Arapahoe County planning policies, the Arapahoe County Public Airport Authority has generated supplemental noise contours consisting of 55 dB DNL and 60 dB DNL contours. Supplemental 55 dB DNL and 60 dB DNL contours for existing (2016) and forecast (2021) conditions can be found in Appendix L. These supplemental contours are not required under 14 CFR Part 150. They are for informational purposes only and have not been approved by the Federal Aviation Administration. This document represents only the updated Centennial Airport NEM. Centennial Airport staff and FAA will recommend whether the Centennial Airport NCP will be updated after the FAA accepts the NEM. A complete review of the existing NCP measures, and FAA approval and implementation status of each measure, is provided in Appendix B.
Part 150 Noise Exposure Map Per regulation, the NEM describes the airport layout and operation, aircraft-related noise exposure, land uses in the airport environs, and the resulting noise/land use compatibility situation. The aircraft noise exposure is expressed in decibels (dB) in terms of the Day-Night Average Sound Level (DNL). Contours of equal DNL values, similar to topographic contours of equal elevation, form the basis for evaluating the noise exposure from aircraft operations to the nearby communities. The NEM must address two time frames: (1) data representing the year of submission (the “existing conditions”) and (2) the fifth calendar year or later following the year of submission (the “forecast conditions”).
The primary objective is to describe the current and forecast conditions at the airport and the noise effects of the aircraft activity on the surrounding communities. While this description is normally processed into individual noise exposure maps, Part 150 requires more than simply a “map” to provide all the necessary information. The information required to provide the graphics and background for analysis include such tasks as: . Collecting historical aviation activity data such as aircraft fleet mix, number and type of operations, and runway utilization . Developing a forecast of aircraft activity for a period at least five years in the future from the year representing the existing conditions . Determining aircraft flight tracks and usage based on radar data from Centennial Airport’s noise monitoring system . Creating the necessary inputs to the FAA’s noise model using the average annual input conditions to include airport configuration, meteorological data, operations, etc. . Obtaining approval for user-specified aircraft substitutions from the FAA . Collecting data from local jurisdictions to establish detailed land use data in the airport environs . Estimating population data within the local area In addition to the graphical elements, the NEM submission must document, through tabulated information and text discussions, the noise environment due to aircraft activity at the airport now and in the future. Thus, the NEM documentation describes the data collection and analysis undertaken in the development and graphical depictions of existing and future noise exposure resulting from aircraft operations and the land uses in the airport environs. During the process, the Airport initiates and maintains contact with airport users and other interested stakeholders to obtain the various perspectives on noise modeling inputs. After considering all stakeholder and public comments, the airport sponsor submits the NEM documents to the FAA, and, subsequent to a thorough review, the FAA makes a determination of compliance with Part 150 regulation and accepts the NEM as being compliant
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with 14 CFR Part 150. The FAA-accepted NEM then becomes the basis for determining eligibility to continue implementation of the FAA-approved NCP measures using Federal grants.
The year of submission for this NEM Update is 2016. Therefore, the official Noise Exposure Maps within this document will include the 2016 existing condition and the 2021 forecast condition.
Part 150 Noise Compatibility Program The purpose of a NCP, according to Part 150, is to provide the airport with a planning process for improving the compatibility of aircraft operations within the airport environment and with neighboring noise-sensitive land uses while continuing to fulfill its role in the National Plan of Integrated Airport Systems (NPIAS). Upon completion of the analyses and coordination, the NCP is submitted to the FAA for review and approval. The FAA first accepts the NCP as being compliant with 14 CFR Part 150 and then approves or disapproves each measure on its merits and adherence to the Federal statutes, regulations, standards and policy.
Reminder: This document represents an NEM update only.
1.3 Project Location and Setting Centennial Airport is located in unincorporated Arapahoe and Douglas Counties approximately one mile south of Cherry Creek State Park. It is generally contiguous to commercial, business, recreational, and residential land uses in all directions north, east, south, and west. Primary access to the Airport is provided via two corridors – Interstate 25 on the west side of the Airport and Colorado Highway 83 on the east side of the Airport. Interstate 25 and Colorado Highway 83 are joined by Colorado Highway 88 in the north and Colorado Highway 470 in the south. The physical parameters of the Airport, as required for noise modeling purposes, are discussed in Section 3.1.1. A map of the Airport and its surrounding area is presented in the Land Use Base Map, Section 3 , Figure 1.
1.4 Brief History of Noise Compatibility Planning at Centennial Airport The Arapahoe County Public Airport Authority (ACPAA or Centennial Airport), in its role as owner and operator of Centennial Airport, completed its first full Part 150 study for the Airport in 2008, including both the NEM and NCP together in a single document. That initial study demonstrated Centennial Airport’s goal of addressing aircraft noise issues and included 12 strategies, or measures, recommended to reduce noise exposure and mitigate incompatible land uses at the Airport. The FAA accepted Centennial Airport’s initial NEM on February 14, 2008 (actual acceptance provided in Appendix D) and issued a Record of Approval (ROA) on August 12, 2008 (provided in Appendix C) for the recommended NCP measures. The NCP recommended 12 program elements. The FAA disapproved two NCP program elements and disapproved another three pending additional information/data. The seven approved measures included voluntary, preferential runway use procedures, a Fly Quiet program, and the acquisition of a noise monitoring system at Centennial Airport. Of these seven approved measures, four have been implemented and three are in progress. The existing NCP measures are described in Appendix B, along with the approval and implementation status of each recommended measure.
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1.5 Project Roles and Responsibilities Several groups were involved in the development of this 2016 NEM update. Primary groups included: Centennial Airport’s staff (ACPAA), residents from the surrounding communities, the consultant team; the FAA, Airport users, and local planning jurisdictions.
Arapahoe County Public Airport Authority As the “airport operator”, the Arapahoe County Public Airport Authority has overall responsibility for the Centennial Airport NEM Update study and must certify that the submission to FAA accurately represents current and forecast conditions. Centennial Airport retained a team of consultants to conduct the technical work required to fulfill Part 150 analysis and documentation requirements, and to assist in stakeholder engagement, public outreach and consultation. Section 1.5.3 describes the composition of the consulting team and the general assignment of responsibilities among its members for the successful completion of this NEM Update.
Federal Aviation Administration The FAA has the responsibility to review the NEM submission to determine that the technical work, consultation, and documentation comply with 14 CFR Part 150. If the airport sponsor requests non-standard modeling to adequately model aircraft operations, the FAA is responsible to review and approve such requests according to the procedures outlined in the documentation for the FAA’s aircraft noise modeling software known as the Integrated Noise Model (INM). Specific division of responsibility among various FAA offices is further detailed below.
All requests, communications and submittal of NEM documentation must be routed through the Denver Airports District Office (ADO). The ADO is responsible to coordinate with the following FAA offices for specific Part 150 procedures: Airports-Northwest-Mountain Region: The ADO will work closely with the regional office to review the NEM and supporting documentation to assure compliance with 14 CFR Part 150 in accordance with 49 U.S.C. Section 47503 (enabled by the Aviation Safety and Noise Abatement Act of 1979). Airport Planning and Environmental Division (APP-400): The ADO may coordinate with APP-400 on regulation, policy and/or guidance related issues that may arise during the development and review of the NEM update. Office of Environment and Energy Noise Division (AEE-100): The ADO will forward non-standard modeling requests to AEE-100 including substitution aircraft and user-defined aircraft flight profiles.
FAA Lines-of-Business: Prior to acceptance of the NEM, the ADO will provide submitted draft documents to the various FAA Lines-of-Business, which includes Air Traffic, Flight Standards, Legal, Special Programs, Planning & Requirements, Flight Procedures and Regional Review, for their reviews of the document prior to the public draft submittal of the NEM and for FAA acceptance.
Consulting Team Centennial Airport contracted with the consulting firm of HMMH6 to complete the technical work required for this NEM update. Under this agreement, HMMH has overall project management responsibility for the NEM Update,
6 Harris Miller Miller & Hanson Inc. d/b/a HMMH
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and is responsible for all noise-related technical elements. Other elements of the NEM Update are being handled through sub-consultant agreements with:
C&S Companies – provided services to derive aircraft activity forecasts for the year of submittal (2016) and the five-year forecast (2021). Bachman PR – worked closely with Centennial Airport to manage the public consultation program activities such as providing public outreach and coordination services, facilitating the public workshops and coordinating the 30- day public comment period.
1.6 Noise Exposure Map Checklist The FAA produced Advisory Circular 150/5020, “Airport Noise and Land Use Compatibility Planning”, which includes a checklist for FAA’s use in reviewing NEM submissions. To support the efficient review of this NEM Update document, a copy of the FAA NEM checklist with appropriate page numbers and other references/notes is provided in Table 1.
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Table 1. Part 150 Noise Exposure Map Checklist Source: FAA/APP, Washington, DC, March 1989; revised June 2005; reviewed for currency 6/20167 PART 150 NOISE EXPOSURE MAP CHECKLIST-PART I Airport Name: Centennial Airport REVIEWER: Supporting Pages/Review Yes No Comments I. Submitting and Identifying the NEM: A. Submission properly identified: Sponsor’s Certification (p. iii) and 1. 14 C.F.R. Part 150 NEM? X Section 1 (p. 1) 2. NEM and NCP together? X Only NEM update 3. Revision to NEM FAA previously determined to be in X Section 1.4 (p. 4) compliance with Part 150? B. Airport and Airport Operator’s name are identified? X Sponsor’s Certification, p. iii C. NCP is transmitted by operator’s dated cover letter, describing it as a Part 150 submittal and requesting appropriate FAA X Only NEM update determination? II. Consultation: [150.21(b), A150.105(a)] A. Is there a narrative description of the consultation accomplished, including opportunities for public review and X Section 5 (p. 63) and Appendix G comment during map development? B. Identification of consulted parties: 1. Are the consulted parties identified? X Section 5 (p. 63) and Appendix G 2. Do they include all those required by 150.21(b) and A150.105 X Section 5 (p. 63) and Appendix G (a)? 3. Agencies in 2. above, correspond to those indicated on the X Section 5 (p. 63) NEM? C. Does the documentation include the airport operator's certification, and evidence to support it, that interested Sponsor’s Certification (p. iii) and persons have been afforded adequate opportunity to submit X Section 5 (p. 63) their views, data, and comments during map development and in accordance with 150.21(b)? D. Does the document indicate whether written comments were received during consultation and, if there were comments that X Section 5.1 (p. 63) and Appendix G they are on file with the FAA regional airports division manager? III. General Requirements: [150.21] A. Are there two maps, each clearly labeled on the face with year Existing Conditions 2016 NEM is (existing condition year and one that is at least 5 years into the X Figure 13(p. 55); Forecast Conditions future)? 2021 NEM is Figure 14 (p. 57) B. Map currency: 1. Does the year on the face of the existing condition map Figure 13 (p. 55) is 2016 Existing graphic match the year on the airport operator's NEM X Conditions NEM submittal letter?
7 http://www.faa.gov/airports/environmental/airport_noise/part_150/checklists/
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PART 150 NOISE EXPOSURE MAP CHECKLIST-PART I Airport Name: Centennial Airport REVIEWER: Supporting Pages/Review Yes No Comments 2. Is the forecast year map based on reasonable forecasts and Section 3.1 (p. 21); Figure 14 (p. 57) other planning assumptions and is it for at least the fifth X is 2021 five-year Forecast NEM; calendar year after the year of submission? Appendix E 3. If the answer to 1 and 2 above is no, the airport operator must verify in writing that data in the documentation are N/A representative of existing condition and at least 5 years’ forecast conditions as of the date of submission? C. If the NEM and NCP are submitted together: 1. Has the airport operator indicated whether the forecast year map is based on either forecast conditions without the N/A program or forecast conditions if the program is implemented? 2. If the forecast year map is based on program implementation: a. Are the specific program measures that are reflected on N/A the map identified?
b. Does the documentation specifically describe how these measures affect land use compatibilities depicted on N/A the map? 3. If the forecast year NEM does not model program implementation, the airport operator must either submit a revised forecast NEM showing program implementation conditions [B150.3 (b), 150.35 (f)] or the sponsor must N/A demonstrate the adopted forecast year NEM with approved NCP measures would not change by plus/minus 1.5 DNL? [150.21(d)] IV. MAP SCALE, GRAPHICS, AND DATA REQUIREMENTS: [A150.101,
A150.103, A150.105, 150.21(a)] A. Are the maps of sufficient scale to be clear and readable (they must not be less than 1" to 2,000'), and is the scale indicated on the maps? (Note (1) if the submittal uses separate graphics to depict flight The maps provided in the pockets tracks and/or noise monitoring sites, these must be of the X following each map within the same scale, because they are part of the documentation document have 1” to 2,000’ scale required for NEM.) (Note (2) supplemental graphics that are not required by the regulation do not need to be at the 1” to 2,000’ scale) Figure 5 (p. 35), Representative Sample of Arrival Flight Tracks; B. Is the quality of the graphics such that required information is Figure 6 (p. 37), Representative clear and readable? (Refer to C. through G., below, for specific X Sample of Departure Flight Tracks; graphic depictions that must be clear and readable) Figure 13 (p. 55) 2016 Existing Conditions NEM; Figure 14 (p. 57) Forecast Conditions 2021 NEM C. Depiction of the airport and its environs. 1. Is the following graphically depicted to scale on both the Figure 5 (p. 35), Representative existing condition and forecast year maps: Sample of Arrival Flight Tracks; a. Airport boundaries X Figure 6 (p. 37), Representative
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PART 150 NOISE EXPOSURE MAP CHECKLIST-PART I Airport Name: Centennial Airport REVIEWER: Supporting Pages/Review Yes No Comments Sample of Departure Flight Tracks; Figure 13 (p. 55) 2016 Existing b. Runway configurations with runway end numbers X Conditions NEM; Figure 14 (p. 57) Forecast Conditions 2021 NEM
2. Does the depiction of the off-airport data include? a. A land use base map depicting streets and other X Figure 5 (p. 35), Representative identifiable geographic features Sample of Arrival Flight Tracks; b. The area within the DNL 65 dB (or beyond, at local Figure 6 (p. 37), Representative X discretion) Sample of Departure Flight Tracks; Figure 13 (p. 55) 2016 Existing c. Clear delineation of geographic boundaries and the Conditions NEM; Figure 14 (p. 57) names of all jurisdictions with planning and land use X Forecast Conditions 2021 NEM control authority within the DNL 65 dB (or beyond, at local discretion) D. 1. Continuous contours for at least DNL 65, 70, and 75 dB? X All contour figures 2. Has the local land use jurisdiction(s) adopted a lower local standard and, if so, has the sponsor depicted this on the X NEM? Sponsor’s Certification (p. iii), 3. Based on current airport and operational data for the Section 3.1.2 (p. 24), and Appendix E existing condition year NEM, and forecast data X present existing and forecast representative of the selected year for the forecast NEM? operational data Figure 5 (p. 35), Figure 6 (p. 37) and E. Flight tracks for the existing condition and forecast year Figure 7 through Figure 12 (p. 39-49) timeframes (these may be on supplemental graphics which show a representation of modeled must use the same land use base map and scale as the existing X arrival and departure flight tracks condition and forecast year NEM), which are numbered to and density plots of all modeled correspond to accompanying narrative? tracks Figure 5 (p. 35), Representative Sample of Arrival Flight Tracks; F. Locations of any noise monitoring sites (these may be on Figure 6 (p. 37), Representative supplemental graphics which must use the same land use base X Sample of Departure Flight Tracks; map and scale as the official NEM) Figure 13 (p. 55) 2016 Existing Conditions NEM; Figure 14 (p. 57) Forecast Conditions 2021 NEM G. Noncompatible land use identification: Figure 13 (p. 55) 2016 Existing 1. Are noncompatible land uses within at least the DNL 65 X Conditions NEM; Figure 14 (p. 57) dB noise contour depicted on the map graphics? Forecast Conditions 2021 NEM 2. Are noise sensitive public buildings and historic properties identified? (Note: If none are within the depicted NEM X Section 4.2.1 noise contours, this should be stated in the accompanying narrative text.) 3. Are the noncompatible uses and noise sensitive public buildings readily identifiable and explained on the map N/A legend?
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PART 150 NOISE EXPOSURE MAP CHECKLIST-PART I Airport Name: Centennial Airport REVIEWER: Supporting Pages/Review Yes No Comments 4. Are compatible land uses, which would normally be considered noncompatible, explained in the N/A accompanying narrative? V. NARRATIVE SUPPORT OF MAP DATA: [150.21(a), A150.1,
A150.101, A150.103] Section 3.1 (p. 21) presents aircraft A. 1. Are the technical data and data sources on which the X operations data and other modeling NEM are based adequately described in the narrative? inputs; Appendices E and F 2. Are the underlying technical data and planning X assumptions reasonable? B. Calculation of Noise Contours: 1. Is the methodology indicated? X a. Is it FAA approved? X b. Was the same model used for both maps? (Note: The same model also must be used for NCP submittals associates with NEM determinations already issued by Section 3 (p. 21) and Appendices J FAA where the NCP is submitted later, unless the X and K; INM 7.0d airport sponsor submits a combined NEM/NCP submittal as a replacement, in which case the model used must be the most recent version at the time the update was started.) c. Has AEE approval been obtained for use of a model other X than those that have previous blanket FAA approval? 2. Correct use of noise models: a. Does the documentation indicate, or is there evidence, the airport operator (or its consultant) has adjusted or Appendices H and J calibrated FAA-approved noise models or substituted X one aircraft type for another that was not included on the FAA’s pre-approved list of aircraft substitutions? b. If so, does this have written approval from AEE, and is that written approval included in the submitted X Appendices I and K document? 3. If noise monitoring was used, does the narrative indicate X Section 4.2.3 that Part 150 guidelines were followed? 4. For noise contours below DNL 65 dB, does the supporting documentation include an explanation of local reasons? (Note: A narrative explanation, including evidence the local jurisdiction(s) have adopted a noise level less than DNL 65 dB as sensitive for the local community(ies), and including a table or other depiction of the differences X Section 2.1.1 from the Federal table, is highly desirable but not specifically required by the rule. However, if the airport sponsor submits NCP measures within the locally significant noise contour, an explanation must be included if it wants the FAA to consider the measure(s) for approval for purposes of eligibility for Federal aid.)
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PART 150 NOISE EXPOSURE MAP CHECKLIST-PART I Airport Name: Centennial Airport REVIEWER: Supporting Pages/Review Yes No Comments C. Noncompatible Land Use Information: 1. Does the narrative (or map graphics) give estimates of the number of people residing in each of the contours (DNL X Table 12 (p. 60), Section 4.2.2 (p. 59) 65, 70 and 75, at a minimum) for both the existing condition and forecast year maps? 2. Does the documentation indicate whether the airport X Section 2.2 (p. 15) operator used Table 1 of Part 150? a. If a local variation to table 1 was used: (1) Does the narrative clearly indicate which adjustments were made and the local reasons N/A
for doing so? (2) Does the narrative include the airport N/A operator's complete substitution for table 1? 3. Does the narrative include information on self-generated or ambient noise where compatible or noncompatible X land use identifications consider non-airport and non- aircraft noise sources? 4. Where normally noncompatible land uses are not depicted as such on the NEM, does the narrative N/A satisfactorily explain why, with reference to the specific geographic areas? 5. Does the narrative describe how forecast aircraft operations, forecast airport layout changes, and forecast X Section 4.2 (p. 59) land use changes will affect land use compatibility in the future? VI. MAP CERTIFICATIONS: [150.21(b), 150.21(e)] A. Has the operator certified in writing that interested persons have been afforded adequate opportunity to submit views, X data, and comments concerning the correctness and adequacy of the draft maps and forecasts? Sponsor’s Certification (p. iii) B. Has the operator certified in writing that each map and description of consultation and opportunity for public X comment are true and complete under penalty of 18 U.S.C. Section 1001?
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2 INVENTORY OF EXISTING LAND USE
To assess the land use compatibility within the noise exposure contours, a land use base map is required that includes the airport and its surrounding area with each parcel identified by its land use category, e.g., residential, commercial, or public use. This section provides the background information on the development of the land use base map for Centennial Airport NEM (Figure 1), which will be used to display the noise exposure contours generated by the noise modeling. Centennial Airport is located approximately 13 miles southeast of downtown Denver, within unincorporated Arapahoe and Douglas Counties, approximately one mile east of Interstate 25 between the point where it intersects with Colorado Highway 88 and the point where it intersects with Colorado Highway 470. Detailed, existing land uses beyond the Airport boundary were aggregated into the following seven, general categories according to the FAA guidelines: Residential, Public Use 1, Public Use 2, Recreational/Open Space, Commercial Use, Manufacturing and Production, and Vacant/Undefined. The residential category includes both single-family and multi-family dwelling units. The public use 1 category includes non-residential noise-sensitive uses, such as schools, places of worship, etc. The public use 2 category includes areas of non-noise-sensitive use such as public parking lots, landfills, etc. The recreational/open space category includes all publicly or privately owned lands held for park, conservation, or golf course uses and cemeteries. The commercial category includes all types of retail and business uses, as well as offices. The manufacturing and production use category includes manufacturing and warehousing. The vacant or undeveloped category includes those uses where the property is vacant land.
2.1 Jurisdiction and Zoning in the Airport Environs Centennial Airport is a referral agency for any development within the Airport Influence Area and jurisdictions near the airport that have adopted zoning ordinances to help guide future land use development within their respective jurisdictions. These jurisdictions include Arapahoe County, Douglas County, City of Greenwood Village, City of Aurora, Town of Parker, City of Lone Tree, and City of Centennial. They provide the Airport a copy of development applications, maps and plans for review and recommendations and often refer to the Airport as a “referral agency” as they have designated the Airport to be part of their review process. All of the jurisdictions in the vicinity of Centennial Airport have adopted traditional land use zoning ordinances to control the types of land uses on specific parcels. The ordinances divide a jurisdiction into districts and prescribe certain requirements for allowable uses within those districts. The various zoning codes pertaining to airport related activities do not prohibit development of residential use based on aircraft noise from Centennial Airport. However, Colorado state law requires all municipalities with zoning and building permit authority to address safety, noise and compatible land uses around airports (see Colorado Revised Statute 24-65.1-202, Criteria for Administration of Areas of State Interest, and 43-10-133, Safe Operating Areas Around Airports).
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Future Land Use and Zoning Arapahoe County Arapahoe County adopted the Arapahoe County Comprehensive Plan in 2001 with amendments through 20158. The Plan is generally a policy plan, which identifies goals and policies to guide future land use development. The Plan addresses airports and airport noise in the Natural and Cultural Resources and the Environment sections.
Strategy NCR 5.1(e) - Require Noise Mitigation: Require a noise analysis during the development review process for lands potentially affected by 65db(A) or greater noise level caused by highways and major arterials, railroads, and industrial noise. A noise analysis will also be required for lands lying within Airport Influence Areas that are potentially affected by aircraft generated noise of 55db(A) or greater. Where noise cannot be abated at the source, the County will require developers to mitigate noise in new residential areas using setbacks, berms and building materials. High sound walls without landscaping and that block views are inconsistent with the policies herein. Strategy NCR 5.1(f) - Designate Compatible Land Uses Within Airport Influence Areas: Designate land uses within and immediately adjacent to Airport Influence Areas that are compatible with the associated hazards and noise of airports. Residential development will occur only in designated areas within the Airport Influence Areas and is not allowed in areas affected by 60db(A) or greater noise level.
Due to the two policy strategy measures listed above and to assist the County to implement their measures, the Airport has included supplemental contours that show the 55 dB DNL and 60 dB DNL contours for the two study years (2016 and 2021), which can be found in Appendix L. These supplemental contours are not part of the official NEMs prepared and submitted to the FAA for acceptance under 14 CFR Part 150. They are for informational purposes only to aid local jurisdictions in future zoning and land use planning purposes. They have not been approved by the Federal Aviation Administration.
Douglas County Douglas County adopted the Douglas County Master Plan in 20149. The Plan is generally a policy plan, which identifies goals and policies to guide future land use development. The Plan addresses airports and airport noise in the Transportation and Environmental Quality sections. Douglas County uses the Centennial Airport Review Area or CARA to make recommendations for land use near the Airport. City of Greenwood Village The City of Greenwood Village adopted a Comprehensive Plan in 2004 with amendments through 201510. The focus of the Plan is mainly toward the preservation and encouragement of quality residential development. The Plan has stated goals of minimizing impacts due to aircraft noise in the Cottonwood Grove and Cherry Creek planning areas. City of Aurora The City of Aurora adopted the City of Aurora Comprehensive Plan in 201011. The Plan is both a policy and physical plan. The Plan addresses airports, compatible land use and noise issues, as the City is affected by Denver
8 http://arapahoegov.com/DocumentCenter/View/330 9 http://www.douglas.co.us/documents/full-cmp.pdf 10 http://www.greenwoodvillage.com/DocumentCenter/View/14206 11 https://www.auroragov.org/UserFiles/Servers/Server_1881137/Image/Departments/Development/Final%20Comp %20Plan.pdf
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International Airport, Buckley Air National Guard, Front Range Airport and Centennial Airport. Chapter IV. Section G. “Water and Other Natural Resources” states: Noise Sensitivity Areas (2) - Maintain current zoning criteria for limiting new residential development within the Ldn 60 aircraft noise contour [Note: Ldn is analogous to DNL] Due to the Plan statement above and to assist the City to implement this measure, the Airport has included supplemental contours that show the 60 dB DNL contour for the two study years (2016 and 2021) which can be found in Appendix L. Town of Parker The Town of Parker adopted a Comprehensive Plan in 2012 with amendments through 201612. The focus of the Plan is mainly toward the preservation and encouragement of quality residential development. The Plan does not contain any direct policy statements or goals addressing the airport or development within the airport environs. City of Lone Tree The City of Lone Tree adopted a Comprehensive Plan in 201513. The Plan is a policy and physical plan with a stated goal to “maximize air and ground safety and minimize land use noise conflicts associated with Centennial Airport.” City of Centennial The City of Centennial adopted a Comprehensive Plan in 200414. The City has stated goals of encouraging the airport to develop appropriate aviation related industries and preserving the integrity of the Centennial Airport Land Use Guidelines. Centennial Airport is discussed in the Economic Development and Land Uses sections of the Plan.
2.2 Compatible Land Use Guidelines Under the provisions of Part 150, land uses exposed to noise levels of less than DNL 65 dB are considered compatible. The land use compatibility guidelines contained in Part 150, which are based on empirical studies of the correlation between reported levels of annoyance and levels of cumulative noise exposure, identify the types of land uses that are most “sensitive” to airport related noise. For example, residential uses (including mobile home parks and transient lodgings), schools, and amphitheaters are, with few exceptions, considered incompatible with noise levels of DNL 65 dB or greater. Other uses, including hospitals, nursing homes, churches and auditoriums, are also considered incompatible within levels of DNL 65 dB or greater. FAA land use guidelines, as adopted by ACPAA for Part 150 purposes, are reproduced below in Table 2 and are unchanged since the previous Part 150 update.
Figure 1 shows the land uses, as defined in Table 2, in close proximity of the Airport. Some noise monitors are shown on this figure that are part of a noise monitoring system installed near the airport. As explained in Section 4.2.3, Comparison of Measured and Modeled Noise Exposure, the locations of these noise monitors are included to provide a better understanding of where monitors are in relation to the airport, particularly since the single-event data they collect has been compared to modeled noise exposure.
12 http://www.parkeronline.org/DocumentCenter/View/22818 13 http://www.cityoflonetree.com/UserFiles/Servers/Server_745898/File/Government/Departments%20and%20Divi sions/Planning/Comprehensive%20Plan/Lone%20Tree%20Comp%20Plan%202015.pdf 14 http://www.centennialco.gov/uploads/files/Community%20Development/Long%20Range%20- %20Comprehensive%20Planning/ComprehensivePlan.pdf
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Table 2 Part 150 Noise/Land Use Compatibility Guidelines Source: 14 CFR Part 150, Appendix A, Table 1 Yearly Day-Night Average Sound Level, DNL, [or Community Noise Equivalent Level, CNEL], in Decibels Land Use <65 65-70 70-75 75-80 80-85 >85
Residential Use Residential other than mobile homes and transient lodgings Y N(1) N(1) N N N Mobile home park Y N N N N N Transient lodgings Y N(1) N(1) N(1) N N
Public Use Schools Y N(1) N(1) N N N Hospitals and nursing homes Y 25 30 N N N Churches, auditoriums, and concert halls Y 25 30 N N N Governmental services Y Y 25 30 N N Transportation Y Y Y(2) Y(3) Y(4) Y(4) Parking Y Y Y(2) Y(3) Y(4) N
Commercial Use Offices, business and professional Y Y 25 30 N N Wholesale and retail--building materials, hardware and farm equipment Y Y Y(2) Y(3) Y(4) N Retail trade--general Y Y 25 30 N N Utilities Y Y Y(2) Y(3) Y(4) N Communication Y Y 25 30 N N
Manufacturing and Production Manufacturing general Y Y Y(2) Y(3) Y(4) N Photographic and optical Y Y 25 30 N N Agriculture (except livestock) and forestry Y Y(6) Y(7) Y(8) Y(8) Y(8) Livestock farming and breeding Y Y(6) Y(7) N N N Mining and fishing, resource production and extraction Y Y Y Y Y Y
Recreational Outdoor sports arenas and spectator sports Y Y(5) Y(5) N N N Outdoor music shells, amphitheaters Y N N N N N Nature exhibits and zoos Y Y N N N N Amusements, parks, resorts and camps Y Y Y N N N Golf courses, riding stables, and water recreation Y Y 25 30 N N
Key to Table 10 – Notes are presented on the following page SLUCM: Standard Land Use Coding Manual. Y(Yes): Land use and related structures compatible without restrictions. N(No): Land use and related structures are not compatible and should be prohibited. NLR: Noise Level Reduction (outdoor to indoor) to be achieved through incorporation of noise attenuation into the design and construction of the structure. 25, 30, or 35: Land use and related structures generally compatible; measures to achieve NLR of 25, 30, or 35 dB must be incorporated into design and construction of structure.
Notes for Table 10 The designations contained in this table do not constitute a Federal determination that any use of land covered by the program is acceptable or unacceptable under Federal, State, or local law. The responsibility for determining
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the acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with the local authorities. FAA determinations under 14 CFR Part 150 are not intended to substitute federally determined land uses for those determined to be appropriate by local authorities in response to locally determined needs and values in achieving noise compatible land uses. 1. Where the community determines that residential or school uses must be allowed, measures to achieve outdoor to indoor Noise Level Reduction (NLR) of at least 25 dB and 30 dB should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide a NLR of 20 dB, thus, the reduction requirements are often started as 5, 10, or 15 dB over standard construction and normally assume mechanical ventilation and closed windows year round. However, the use of NLR criteria will not eliminate outdoor noise problems. 2. Measures to achieve NLR of 25 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas or where the normal noise level is low. 3. Measures to achieve NLR of 30 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas or where the normal noise level is low. 4. Measures to achieve NLR of 35 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas or where the normal noise level is low. 5. Land use compatible provided special sound reinforcement systems are installed. 6. Residential buildings require an NLR of 25. 7. Residential buildings require an NLR of 30. 8. Residential buildings not permitted.
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Development of Noise Exposure Map
3 DEVELOPMENT OF NOISE EXPOSURE MAP
The NEM includes two major elements: (1) aircraft noise exposure contours and (2) land use base map on which to display the contours. Developing the contours for the NEM requires the use of an FAA approved methodology or computer program, which for this project is Version 7.0d15 of the Integrated Noise Model (INM). The INM combines acoustic and flight performance modeling capabilities to determine aircraft noise exposure in the vicinity of airports. INM Version 7.0d was used to scope16 this NEM document prior to the FAA’s public release of the Aviation Environmental Design Tool (AEDT) on May 29, 2015. At the time of the APA NEM study initiation, INM 7.0d was the most current FAA-approved, industry-accepted model for determining the total effect of aircraft noise exposure at and around airports. The AEDT model has since replaced the INM for modeling of aircraft related noise and emissions. Section 3.1 provides the various data input requirements for generating the aircraft noise exposure contours in the Centennial Airport environs.
3.1 Noise Modeling Inputs To produce accurate aircraft noise exposure contours at Centennial Airport, the INM requires the following noise model input categories: . Physical description of the airport layout . Number and mix of aircraft flight operations . Aircraft noise and performance characteristics . Runway utilization rates . Prototypical flight track descriptions and accompanying utilization rates . Meteorological data . Terrain data The model was used without any unauthorized “calibration” or “adjustment.” The following sections present the detailed noise modeling input developed for the generation of Centennial Airport aircraft noise exposure contours presented Section 4.
Airport physical parameters Centennial Airport is located within unincorporated Arapahoe and Douglas County east of Interstate 25 where it intersects with Colorado Highway 470. The Airport has two parallel runways (Runway 17L/35R and Runway 17R/35L) and a crosswind runway (Runway 10/28). Figure 2 shows the Airport Diagram and Table 3 provides the runway specifications required for modeling in the INM. Runway ends are the most important airport layout data for noise modeling, as they determine the aircraft departure and arrival locations. Each end of the runways is designated by a number that, with the addition of a
15 Previous INM model used for Centennial Airport’s Noise Exposure Map was INM Version 6.0. 16 The original Scope of Work and Cost Estimate for the Centennial Airport Noise Exposure Map Update were submitted to Arapahoe Public Airport Authority on April 10, 2015.
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Development of Noise Exposure Map
trailing “0”, reflects the magnetic heading of the runway to the nearest 10 degrees, as seen by the pilot. The two parallel runways, 17L-35R and 17R-35L, are oriented on approximate magnetic headings of 170º and 350º and are 10,000 feet long by 100 feet wide and 7,001 feet long by 75 feet wide, respectively. The parallel runways are distinguished from each other with letter endings “L”, meaning left, and “R”, meaning right, as seen by the pilot. The crosswind runway, 10-28, is oriented on an approximate magnetic heading of 100º and 280º and is 4,800 feet long by 75 feet wide.
Runway length, runway width, instrumentation and declared distances affect the types of aircraft that might use a particular runway and under what conditions, and therefore how often a runway is used relative to the other runways at the airport.
Helicopter operations arrive and depart from several locations on the airport. The intersection of Taxiways A-8 and A-9 was used in the INM model because of its central location on the airfield that represented all the helicopter arrival and departure locations.
Table 3. Runway Details Source: FAA Form 5010 Latitude Displaced Glide Threshold Magnetic Longitude Latitude Longitude Elevation Runway (dd-mm- Threshold Slope Crossing Orientation (dd-mm-ss) (degrees) (degrees) (ft. MSL) ss) (feet) (degrees) Height (feet) (degrees)* 10 39-34-22 -104-50-54 39.572894 -104.848221 5,824 400 3 44 103 28 39-34-05 -104-49-56 39.561835 -104.832319 5,794 - 3 41 283 17L 39-35-03 -104-51-05 39.584142 -104.851475 5,793 - 3 47 170 35R 39-33-24 -105-51-01 39.556708 -104.850211 5,885 - 3 45 350 17R 39-34-44 -104-51-13 39.578986 -104.853719 5,804 - 3 41 170 35L 39-33-35 -104-51-10 39.559785 -104.852831 5,869 - 3 37 350 H 39-34-57 -104-50-59 39.582363 -104.849682 5,800 - - - - Notes: http://www.faa.gov/airports/airport_safety/airportdata_5010/menu/index.cfm accessed 8/4/2016 *Magnetic Orientation from the FAA’s Airport Diagram, rounded to the nearest degree, current 5/28/2016 to 6/23/2016.
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Development of Noise Exposure Map
Figure 2. Existing Centennial Airport (APA) Layout Source: FAA, digital Terminal Procedures, effective May 26, 2016 to June 23, 2016
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Development of Noise Exposure Map
Aircraft operations Part 150 and its table of noise/land use compatibility guidelines require the calculation of “yearly Day-Night Average Sound Level (DNL)” values. The INM produces these values of exposure utilizing an “average annual day” of aircraft operations. The annual-average day aircraft operations are determined by dividing the annual operations by 365 days. In this NEM Update, a full year (October 1, 2014 – September 30, 2015) of Centennial Airport aircraft activity was used for the baseline operations and aircraft fleet mix in the development of the aircraft operations modeled. Section 3.1.2.1 provides information on the development of the forecast aircraft operations for the year of submittal (2016) and five-year forecast (2021). The 2014/2015 flight operations were also used to determine the general flight range of the various operations by reviewing city-pairs17 of flights departing Centennial Airport during the 12-month data sample. This flight range is used following guidelines in the FAA’s INM User Guide to assign a “stage length”, which provides an estimate of aircraft weight on departure. These stage lengths were used in the 2016 and 2021 forecasts unless additional future data indicated a change in city-pairs.
3.1.2.1 Development of forecast aircraft operations The 2016 operations and fleet mix information were developed from several sources. Operations were obtained from Centennial Airport’s noise monitoring system (ANOMS™) aircraft flight track and aircraft identification data, for October 1, 2014 through September 30, 2015. These 12 months of data were then adjusted to represent annual 2016 operations, as discussed below. Information analyzed during the preparation of these forecasts includes FAA Terminal Area Forecast (TAF), FAA Air Traffic Activity Data System (ATADS), FAA Traffic Flow Management System Counts (TFMSC), Woods & Poole Economics, Inc., interviews with FAA Air Traffic Control Tower (ATCT) personnel, and airport tenants and users.
The aviation forecasts looked at aircraft operations trends over the period from 2006 through 2015. The 2016 forecast of Centennial Airport aircraft operations, shown by aircraft category in Table 4, reflects a current positive trend which is consistent with many similar airports nationwide. Interviews with airport staff, ATCT personnel, and fixed-base operators (e.g. Signature, TAC Air, and various flight schools) agree that recovery to operation levels prior to the economic downturn in 2008 are expected, but at a gradual pace. The five-year forecast of aircraft operations (2021) shown in Table 4 focuses on the changes in levels of aviation activity and aircraft fleet mix. From 2016 to 2021 aircraft operations are expected to increase by approximately 7%, including the phase-out of the noisier FAA Part 36 Stage 2 corporate jets under 75,000 pounds gross weight at the end of 2015. A comparison of the resulting 2021 operations forecast falls within 6.9% of the FAA January 2016 Terminal Area Forecast (TAF), which is within the ±10% threshold used as general acceptance criterion for Part 150.
On the national level, the business jet market has seen positive corporate performance and economic growth in recent years. While, the GA fleet growth for non-jet aircraft is seeing a negative trend, operations for GA are projecting a positive annual growth rate. Centennial Airport does not have scheduled air carrier service or commuter service activity. General aviation operations are the largest segment of aviation in Colorado. These growth rates derived from the national and state projections were used as inputs to assist in developing the existing conditions (2016) and future conditions (2021) forecast for this NEM Update. These forecast operations levels were submitted to the FAA for approval on June 10, 2016. The FAA approved the forecasts on June 20, 2016. The complete aviation forecast and FAA approval are provided in Appendix E and Appendix F.
17 City pairs refers to the departure and arrival city for the flight originating Centennial Airport.
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Development of Noise Exposure Map
Table 4 shows the aircraft operations for 2016 and the expected growth to operations in 2021 using the forecasted 1.32 percent annual growth rate.
Table 4. Forecast of Aircraft Operations - 2016 to 2021 Source: C&S Engineers, Inc.
Aircraft Category 2016 Operations 2021 Operations Jet 94,819 100,374 Military 6,344 6,763 Multi-Engine 26,300 28,039 Rotorcraft 19,348 20,628 Single-Engine 124,016 132,221 Turboprop 46,308 49,371 Total 317,522 340,388 Note: Totals may not add due to rounding
Aircraft noise and performance characteristics Specific noise and performance data must be entered into the INM for each aircraft type operating at an airport. Noise data are included in the form of sound exposure level (SEL – see Appendix A) at a range of distances (from 200 feet to 25,000 feet) from a particular aircraft with engines at a specific thrust level. Performance data include thrust, speed and altitude profiles for takeoff and landing operations. The INM database contains standard noise and performance data for over 300 different fixed-wing aircraft types, most of which are civilian aircraft. The INM automatically accesses the noise and performance data for takeoff and landing operations by those aircraft.
Within the INM database, aircraft takeoff or departure profiles are usually defined by a range of trip distances identified as “stage lengths.” A longer trip distance or higher stage length is associated with a heavier aircraft due to the increase in fuel requirements for the flight. For this study, city-pair distances were determined for each departure flight track and used to define the specific stage length using the INM standard definitions.
Due to Centennial Airport being a General Aviation (GA) airport with no scheduled air carrier service, this study included many different GA aircraft types. While many aircraft could be modeled by direct assignments from the standard INM database, some were not in the INM database. For those aircraft types not in the INM standard database, FAA-approved substitutions were used to model the aircraft with a similar type. User substitutions were submitted to the FAA on May 13, 2016 (Appendix H) with the FAA approval received on July 19, 2016 (Appendix I).
Annual-average day aircraft operations Operation forecasts for base year 2016 and 2021 were used to develop the annual-average day aircraft operations, which correspond to the average daily number of operations occurring at a given airport over the course of a calendar year. Total annual operations numbers for civilian aircraft operations are divided into aircraft categories corresponding to engine type. Military operations account for less than 2% of all operations and are considered together, regardless of engine type. The operations by aircraft type are then split into daytime and nighttime operations based on the time they occur. All annual totals are divided by a factor of 365 to produce operations counts for an annual-average day.
The day/night breakdown is critical to the calculation of DNL because the metric weights night (10:00 pm to 6:59 am) operations by a factor of 10 (mathematically equivalent to adding 10 decibels to night noise levels produced by aircraft). The aircraft are designated by the INM type with which they were modeled.
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3.1.4.1 Aircraft operations modeled for 2016 This section presents the detailed average daily aircraft activity summaries developed for calendar year 2016. Table 5 shows the annual and annual-average day operations by aircraft category. Table 6 shows the number of average-annual day aircraft arrivals and departures, as well as whether they occur during the day or night time period.
Table 5. 2016 Operations Summary Source: C&S Engineers, HMMH
Number of Forecast Number of Daily Average Category Annual Operations Operations Modeled Jet 94,819 259.7781 Military 6,344 17.3808 Multi-Engine 26,300 72.0548 Rotorcraft 19,348 53.0082 Single-Engine 124,016 339.7699 Turboprop 46,308 126.8712 Total 317,522 869.9233 Notes: (1) Totals may not add up due to rounding
Table 6. Modeled Average Daily Aircraft Operations for 2016 Source: ANOMS, C&S Engineers, HMMH
Annual-Average Day Operations INM Arrival Circuit Departure Aircraft Aircraft Category Type Day Night Day Night Day Night Total T-38A 0.0191 0.0000 0.0000 0.0000 0.0191 0.0000 0.0355 LEAR35 26.6311 2.4699 0.0000 0.0000 25.3169 3.7186 51.9563 CL601 7.5137 0.3033 0.0000 0.0000 7.4071 0.4126 14.9208 CL600 13.1257 0.9481 0.0000 0.0000 13.2022 0.8716 26.3306 GV 2.8825 0.2268 0.0000 0.0000 2.8579 0.2486 5.7404 CNA55B 2.9781 0.1831 0.0000 0.0000 2.5464 0.6148 5.5273 CNA500 4.7268 0.2240 0.0000 0.0000 4.6503 0.2978 9.3770 CNA510 4.2541 0.0984 0.0000 0.0000 4.2268 0.1284 8.4809 CNA525C 11.3142 0.4672 0.0000 0.0000 11.0902 0.6940 22.4044 Jet CNA560E 9.6667 0.4426 0.0000 0.0000 9.2459 0.8634 18.9153 CNA560XL 8.2814 0.3661 0.0000 0.0000 8.0683 0.5765 16.3470 CIT3 1.5628 0.0847 0.0000 0.0000 1.5191 0.1284 3.0820 CNA680 4.4672 0.2077 0.0000 0.0000 4.2623 0.4126 8.7295 CNA750 4.3825 0.1530 0.0000 0.0000 4.3224 0.2131 8.7049 FAL20 0.3579 0.0601 0.0000 0.0000 0.3470 0.0738 0.7049 F10062 6.9536 0.2596 0.0000 0.0000 6.6885 0.5273 13.6448 ECLIPSE500 1.3251 0.0546 0.0000 0.0000 1.3388 0.0437 2.6639 EMB145 0.4617 0.0109 0.0000 0.0000 0.4617 0.0109 0.9235 EMB14L 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0109
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Annual-Average Day Operations INM Arrival Circuit Departure Aircraft Aircraft Category Type Day Night Day Night Day Night Total IA1125 1.2322 0.1202 0.0000 0.0000 1.2650 0.0902 2.4973 GIV 3.9590 0.1940 0.0000 0.0000 3.9344 0.2186 7.8907 GIIB 0.2486 0.0164 0.0000 0.0000 0.2650 0.0109 0.5164 MU3001 5.9945 0.2596 0.0000 0.0000 5.7077 0.5464 11.7022 LEAR25 0.0246 0.0000 0.0000 0.0000 0.0246 0.0000 0.0492 T-2C 0.0191 0.0000 0.0000 0.0000 0.0191 0.0000 0.0355 SABR80 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0109 Subtotal 122.3934 7.1503 0.0000 0.0000 118.7978 10.7022 241.2022 Military F-18 0.4235 0.0000 0.0000 0.0000 0.4235 0.0000 0.8497 Subtotal 0.4235 0.0000 0.0000 0.0000 0.4235 0.0000 0.8497 BEC58P 17.4891 13.8907 6.3607 0.3907 15.4180 15.3224 39.2705 Multi-Engine PA30 0.2541 0.0000 0.0847 0.0000 0.2678 0.0000 0.6038 PA31 2.7432 0.0410 0.9098 0.0410 1.8634 1.1776 5.5137 Subtotal 20.4863 13.9317 7.3552 0.4317 17.5492 16.5000 45.3880 B206L 0.1530 0.0000 0.0000 0.0000 0.1530 0.0000 0.3033 B407 20.8197 0.1995 0.0000 0.0000 20.8197 0.1995 41.6393 B429 4.3470 0.0000 0.0000 0.0000 4.3470 0.0000 8.6913 HS748A 0.0765 0.0000 0.0000 0.0000 0.0765 0.0000 0.1530 Rotorcraft SA350D 5.5082 0.0820 1.1940 0.0000 4.1448 1.4426 10.8443 EC130 0.2213 0.0000 0.0000 0.0000 0.0902 0.1311 0.3115 R44 0.2104 0.0000 0.0000 0.0000 0.2104 0.0000 0.4208 S70 0.2131 0.0000 0.0000 0.0000 0.2131 0.0000 0.4235 Subtotal 31.5492 0.2814 1.1940 0.0000 30.0546 1.7732 62.7869 GASEPF 1.7404 0.1257 0.6967 0.0000 1.8415 0.0246 4.2951 GASEPV 75.1202 1.3169 37.9098 0.2732 71.4399 3.2322 184.4863 CNA206 15.9208 0.1011 8.4617 0.1257 15.5273 0.4891 39.9098 Single-Engine CNA172 22.6639 1.5464 9.7514 0.3005 23.1393 1.0738 55.5574 CNA182 12.6175 0.3743 7.6803 0.0246 12.3934 0.5984 32.6913 PA28 2.7678 0.0984 1.4727 0.0738 2.8443 0.0246 7.0820 Subtotal 130.8306 3.5628 65.9727 0.7978 127.1858 5.4426 324.0219 CNA208 21.7213 1.0546 6.3743 0.0109 21.1776 1.5956 49.2787 DO228 4.2787 0.0929 0.8689 0.0000 3.4044 0.9672 8.5546 1900D 0.0628 0.0055 0.0301 0.0000 0.0628 0.0055 0.1557 CNA441 24.8962 4.4781 7.4126 0.1694 22.2377 7.1393 54.5410 Turboprop SD330 0.1721 0.0109 0.0246 0.0000 0.1667 0.0164 0.3661 DO328 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0109 CVR580 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0109 EMB120 0.6639 0.0464 0.1967 0.0000 0.6530 0.0574 1.5137
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Annual-Average Day Operations INM Arrival Circuit Departure Aircraft Aircraft Category Type Day Night Day Night Day Night Total PA42 0.1585 0.0055 0.1175 0.0000 0.1503 0.0109 0.4262 S3A&B 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0109 DHC6 0.4126 0.0246 0.2049 0.0000 0.4180 0.0164 1.0355 Subtotal 52.3825 5.7186 15.2295 0.1803 48.2869 9.8087 115.9044 Total 358.0656 30.6448 89.7514 1.4098 342.2978 44.2268 790.1530
3.1.4.2 Aircraft operations modeled for 2021 Table 7 presents the 2021 operations forecast and the associated annual-average daily modeled operations. The five-year forecast projects 340,388 total operations in 2021 with estimated growth in all aircraft operation categories. Table 8 shows the number of annual average daily aircraft arrivals and departures, as well as whether they occur during the day or night time period.
Table 7. 2021 Operations Summary Source: C&S Engineers, HMMH
Number of Forecast Number of Daily Average Category Annual Operations Operations Modeled Jet 100,374 274.9973 Military 6,763 18.5288 Multi-Engine 28,039 76.8192 Rotorcraft 20,628 56.5151 Single-Engine 132,221 362.2493 Turboprop 49,371 135.2630 Total 340,388 932.5699 Notes: (1) Totals may not add up due to rounding
Table 8. Modeled Average Daily Aircraft Operations for 2021 Source: ANOMS, C&S Engineers, HMMH
Annual-Average Day Operations INM Arrival Circuit Departure Aircraft Aircraft Category Type Day Night Day Night Day Night Total T-38A 0.0192 0.0000 0.0000 0.0000 0.0192 0.0000 0.0384 LEAR35 28.4849 2.6384 0.0000 0.0000 25.1288 3.9781 53.5863 CL601 8.0301 0.3260 0.0000 0.0000 7.9178 0.4411 15.9479 CL600 14.0329 1.0137 0.0000 0.0000 14.1178 0.9315 28.1479 GV 3.0822 0.2411 0.0000 0.0000 3.0548 0.2685 6.1342 Jet CNA55B 3.1836 0.1945 0.0000 0.0000 2.7233 0.6575 5.9068 CNA500 5.0493 0.2411 0.0000 0.0000 4.9699 0.3178 10.0192 CNA510 4.5479 0.1014 0.0000 0.0000 4.5178 0.1370 9.0685 CNA525C 12.0959 0.5014 0.0000 0.0000 11.8548 0.7397 23.9507 CNA560E 10.3342 0.4740 0.0000 0.0000 9.8877 0.9205 20.2219 CNA560XL 8.8521 0.3890 0.0000 0.0000 8.6247 0.6164 17.4767
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Annual-Average Day Operations INM Arrival Circuit Departure Aircraft Aircraft Category Type Day Night Day Night Day Night Total CIT3 1.6712 0.0904 0.0000 0.0000 1.6247 0.1370 3.2959 CNA680 4.7781 0.2219 0.0000 0.0000 4.5562 0.4411 9.3342 CNA750 4.6849 0.1616 0.0000 0.0000 4.6219 0.2274 9.3068 FAL20 0.3836 0.0658 0.0000 0.0000 0.3699 0.0767 0.7534 F10062 7.4356 0.2795 0.0000 0.0000 7.1507 0.5671 14.5863 ECLIPSE500 1.4164 0.0575 0.0000 0.0000 1.4301 0.0466 2.8466 EMB145 0.4932 0.0137 0.0000 0.0000 0.4932 0.0137 0.9863 EMB14L 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0137 IA1125 1.3178 0.1315 0.0000 0.0000 1.3507 0.0959 2.6685 GIV 4.2301 0.2082 0.0000 0.0000 4.2055 0.2329 8.4356 GIIB 0.2685 0.0192 0.0000 0.0000 0.2740 0.0137 0.5397 MU3001 6.4082 0.2795 0.0000 0.0000 6.1041 0.5863 12.5123 LEAR25 0.0247 0.0000 0.0000 0.0000 0.0247 0.0000 0.0521 T-2C 0.0192 0.0000 0.0000 0.0000 0.0192 0.0000 0.0384 SABR80 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0137 Subtotal 130.8548 7.6493 0.0000 0.0000 125.0521 11.4466 255.8822 Military F-18 0.4548 0.0000 0.0000 0.0000 0.4548 0.0000 0.9068 Subtotal 0.4548 0.0000 0.0000 0.0000 0.4548 0.0000 0.9068 BEC58P 18.6932 14.8466 6.7973 0.4192 16.4740 16.3808 41.9863 Multi-Engine PA30 0.2712 0.0000 0.0877 0.0000 0.2849 0.0000 0.6466 PA31 2.9342 0.0438 0.9699 0.0438 1.9890 1.2575 5.8932 Subtotal 21.8986 14.8904 7.8548 0.4630 18.7479 17.6384 48.5260 B206L 0.1616 0.0000 0.0000 0.0000 0.1616 0.0000 0.3260 B407 22.2575 0.2137 0.0000 0.0000 22.2575 0.2137 44.5151 B429 4.6466 0.0000 0.0000 0.0000 4.6466 0.0000 9.2932 HS748A 0.0822 0.0000 0.0000 0.0000 0.0822 0.0000 0.1644 Rotorcraft SA350D 5.8877 0.0877 1.2767 0.0000 4.4301 1.5425 11.5945 EC130 0.2384 0.0000 0.0000 0.0000 0.0959 0.1425 0.3342 R44 0.2247 0.0000 0.0000 0.0000 0.2247 0.0000 0.4493 S70 0.2274 0.0000 0.0000 0.0000 0.2274 0.0000 0.4548 Subtotal 33.7260 0.3014 1.2767 0.0000 32.1260 1.8986 67.1315 GASEPF 1.8630 0.1342 0.7425 0.0000 1.9671 0.0274 4.5808 GASEPV 80.3151 1.4110 40.5342 0.2904 76.3753 3.4575 198.9589 CNA206 17.0164 0.1068 9.0521 0.1342 16.6000 0.5233 42.6685 Single-Engine CNA172 24.2301 1.6521 10.4247 0.3205 24.7370 1.1452 59.3945 CNA182 13.4877 0.4000 8.2110 0.0274 13.2493 0.6411 34.9479 PA28 2.9589 0.1068 1.5726 0.0795 3.0384 0.0274 7.5726 Subtotal 139.8712 3.8110 70.5370 0.8521 135.9671 5.8219 348.1233
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Annual-Average Day Operations INM Arrival Circuit Departure Aircraft Aircraft Category Type Day Night Day Night Day Night Total CNA208 23.2247 1.1288 6.8192 0.0110 22.6411 1.7096 52.6822 DO228 4.5753 0.0986 0.9288 0.0000 3.6438 1.0329 9.1425 1900D 0.0685 0.0055 0.0301 0.0000 0.0685 0.0055 0.1699 CNA441 26.6137 4.7973 7.9205 0.1808 23.7726 7.6411 58.3096 SD330 0.1863 0.0137 0.0247 0.0000 0.1808 0.0192 0.3945 Turboprop DO328 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0137 CVR580 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0137 EMB120 0.7096 0.0493 0.2110 0.0000 0.6959 0.0630 1.6192 PA42 0.1671 0.0055 0.1233 0.0000 0.1616 0.0137 0.4548 S3A&B 0.0055 0.0000 0.0000 0.0000 0.0055 0.0000 0.0137 DHC6 0.4411 0.0247 0.2192 0.0000 0.4493 0.0192 1.1068 Subtotal 56.0027 6.1233 16.2767 0.1918 51.6301 10.5041 123.9205 Total 382.8082 32.7753 95.9452 1.5068 363.9781 47.3096 844.4904
Runway utilization Weather, in particular wind speed and direction, is the primary factor affecting runway use at airports. Additional factors that may affect runway use include the position of a facility relative to the runways and temporary runway closures, generally for airfield maintenance and construction; and ability for a particular runway to effectively accommodate particular aircraft types. The flight track data from Centennial Airport’s noise monitoring system (ANOMS™) for October 1, 2014 through September 30, 2015 provided the preliminary information to determine the actual runway end used for each arrival and departure as well as the time of day. Runway use for all aircraft types is listed in Table 9 and shown graphically in Figure 3 and Figure 4. Table 10 provides additional details, including runway use percentages by the time period (daytime and nighttime) and aircraft group.
Table 9. Overall Runway Use Percentages Source: HMMH
Arrivals Departures Day Night Day Night 10 2.6% 0.8% 9.2% 5.7% 28 5.4% 3.5% 1.1% 0.3% 17L 34.4% 58.6% 42.9% 67.0% 35R 23.0% 21.6% 23.1% 17.5% 17R 22.9% 11.5% 16.3% 7.2% 35L 11.6% 4.0% 7.3% 2.3% Total 100.0% 100.0% 100.0% 100.0% Note: Totals may not add up due to rounding
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Table 10. Modeled Average Daily Runway Use by Aircraft Category Source: HMMH
Aircraft Arrivals Departures Runway Category Day Night Day Night 10 0.4% 0.1% 2.8% 0.2% 28 1.2% 0.1% 0.7% 0.2% 17L 46.5% 66.4% 55.1% 77.6% Jet 35R 39.4% 23.7% 39.0% 20.5% 17R 7.6% 8.4% 1.2% 0.8% 35L 4.8% 1.3% 1.1% 0.7% Total 100.0% 100.0% 100.0% 100.0% 10 0.4% 0.1% 2.8% 0.2% 28 1.2% 0.1% 0.7% 0.2% 17L 46.5% 66.4% 55.1% 77.6% Military 35R 39.4% 23.7% 39.0% 20.5% 17R 7.6% 8.4% 1.2% 0.8% 35L 4.8% 1.3% 1.1% 0.7% Total 100.0% 100.0% 100.0% 100.0% 10 1.3% 0.3% 12.9% 7.2% 28 9.8% 4.4% 1.4% 0.2% 17L 49.9% 54.4% 51.4% 59.0% Multi- 35R 20.6% 25.3% 19.9% 22.2% Engine 17R 10.6% 9.8% 9.3% 8.3% 35L 7.4% 5.6% 5.1% 3.1% Total 100.00% 100.00% 100.00% 100.00% H 100.0% 100.0% 100.0% 100.0% Rotorcraft Total 100.0% 100.0% 100.0% 100.0% 10 5.4% 4.9% 13.2% 11.0% 28 6.6% 2.4% 1.4% 0.5% 17L 17.0% 43.3% 24.1% 49.4% Single- 35R 8.5% 12.2% 9.0% 8.6% Engine 17R 42.9% 32.1% 36.9% 26.7% 35L 19.6% 5.1% 15.4% 3.7% Total 100.0% 100.0% 100.0% 100.0% 10 1.3% 0.5% 11.1% 6.3% 28 8.8% 6.3% 1.3% 0.5% 17L 48.8% 68.2% 59.2% 77.2% Turboprop 35R 24.4% 15.6% 23.9% 12.2% 17R 9.6% 6.6% 2.5% 2.1% 35L 6.9% 2.9% 2.4% 1.9% Total 100.00% 100.00% 100.00% 100.00%
Note: Totals may not match exactly due to rounding.
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Development of Noise Exposure Map
Arrivals Departures
Figure 3. Overall Runway Use Percentages (2016 and 2021) – Day Source: HMMH
Centennial Airport 32
Development of Noise Exposure Map
Arrivals Departures
Figure 4. Overall Runway Use Percentages (2016 and 2021) – Night Source: HMMH
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Development of Noise Exposure Map
Flight track geometry and utilization HMMH has developed a pre-processor named RealContours™, which converts aircraft flight track and aircraft identification data into FAA’s INM input, runs the INM and provides the INM results based on the modeling of each individual flight track. RealContours™ provides increased precision in modeling INM flight tracks by using individual flight tracks taken directly from radar data systems rather than relying on consolidated, representative flight track data that are developed using the standard INM method. This process provides the advantage of modeling each aircraft operation on the specific runway it actually used and at the actual time of day of the arrival or departure. Centennial Airport requested to use INM version 7.0d and RealContours™ for this NEM update on June 30, 2015 and received FAA approval on July 21, 2015. Appendix J and Appendix K include written records of this communication.
A total of 138,783 individual flight tracks were modeled to produce the aircraft noise exposure contours for both the 2016 NEM and the 2021 NEM. Figure 5 and Figure 6 present generalized depictions of the flight tracks and operations used to develop the 2016 and 2021 contours by providing approximately a randomized ten percent sample of the arrivals and departures, respectively. This randomization avoids any seasonal bias that may exist. Therefore, Figure 5 presents a sample of 2,500 arrival model tracks and Figure 6 presents a sample of 2,500 departure model tracks. No significant changes to the airfield layout are expected within the 5-year time frame of this study that would alter the aircraft takeoff or landing locations to potentially alter the flight track geometries and utilization. In addition to the flight track graphics presented in Figure 5 and Figure 6, flight track density plots are provided to help convey where the majority of aircraft typically fly for arriving and departing Centennial Airport. These plots permit presentation of comparative information for longer time frames using thousands of actual aircraft flight tracks. Rather than presenting every individual track, these plots use color gradations to depict the frequency of aircraft operations over extended time periods. These graphics summarize the flight track geometry, dispersion, and the frequency of aircraft operations by using a uniform color gradient scheme based on the relative density of traffic. The “warm” colors (reds) indicate the areas where the most aircraft operations occurred and the “cool” colors (blues) indicate the areas where the fewest aircraft operations occurred given the sets of flight track data described above. The flight density plots in Figure 7 through Figure 12 represent the density (i.e., frequency) of jet arrivals and jet departure flight tracks, respectively. The approximately 139,000 flight tracks used to develop these density plots are from October 1, 2014 to September 30, 2015 as previously described in Section 3.1.2.1, above. These figures provide a visual summary of where aircraft predominantly fly throughout the year and represent a sample of the flight tracks that were used to develop the noise contours in this NEM Update.
Centennial Airport 34
UV30 CENTENNIAL AURORA ¨¦§225 AIRPORT
Figure: 5 ENGLEWOOD Representative Sample of Modeled
CHERRY HILLS VILLAGE 225 Arrival Flight Tracks (2016 & 2021) ¨¦§ 3 *#
11 Modeled Arrival Flight Track (2,500 Tracks) *#
83 GREENWOOD VILLAGE 12 UV *# *## Noise Monitor Location
Airport Boundary
Runway !"H Helicopter Pad
1
LITTLETON *# Taxiway / Apron Airport Buildings
1 L CENTENNIAL 7
2 FOXFIELD
# County Boundary Municipal Boundary * 1 7 R
Highways Major Roads Local Roads 1 ¨¦§25 0 Railroad Stream / Creek
Arapahoe County 8 4 2 *# Residential Use Recreational / Open Space Douglas County Multi-Family Residential Use Golf Course 35L AURORA Transient Lodging Agricultural 35R 5 *# School / Library Commercial Use Hospital / Medical Industrial Use Place of Worship Vacant / Undeveloped 10 6 *# *# Government Service Water PARKER
*# 8
LONE TREE
9 *#
CASTLE PINES 0 8,000 16,000 Feet
UV83 Path:G:\Projects\307XXX\307740_Centennial\GIS\307740_APA_Figure5_Modeled_Flight_Tracks_ARR.mxd